21 Apr
2012
21 Apr
'12
12:11 p.m.
An alternative to a blog is a members-only Facebook page. There's a group
of transportation communicators from private and public sectors who
established one, and it seems to be working well. It's called
Transportation Social Media. Here's the link, but I'm not sure how much of
the site a non-member can see. If someone is interested in this and wants
to contact the administrator of that page to learn how to do it, let me
know.
I like it because I can check it a few times a week and quickly catch up on
postings. Of course, you'd have to be on FB.
For those who want immediate alerts of a posting, you can determine that
setting in FB to get an email notice.
https://www.facebook.com/groups/transportationsocialmedia/
I do hope the group can move to some new communication form and away from
all the emails.
Best regards,
Larry Ehl
Transportation Issues Daily
www.transportationissuesdaily.com
21 Apr
21 Apr
2:17 p.m.
The biggest downside to that option is that not everyone is on Facebook. I
would like to be able to access a blog site without having to have a
separate account, etc.
Shaunna K. Burbidge, PhD | Metro Analytics
Principal, Transportation Planner
Mobile: 801.336.7991
burbidge(a)metroanalytics.com
-----Original Message-----
From: h+t--friends-bounces(a)chrispy.net
[mailto:h+t--friends-bounces@chrispy.net] On Behalf Of Larry
Ehl/Transportation Issues Daily
Sent: Saturday, April 21, 2012 11:12 AM
To: h+t--friends(a)chrispy.net; h+t--friends(a)ryoko.chrispy.net
Subject: [H+T--Friends] an alternative to the emails & blog
An alternative to a blog is a members-only Facebook page. There's a group
of transportation communicators from private and public sectors who
established one, and it seems to be working well. It's called
Transportation Social Media. Here's the link, but I'm not sure how much of
the site a non-member can see. If someone is interested in this and wants
to contact the administrator of that page to learn how to do it, let me
know.
I like it because I can check it a few times a week and quickly catch up on
postings. Of course, you'd have to be on FB.
For those who want immediate alerts of a posting, you can determine that
setting in FB to get an email notice.
https://www.facebook.com/groups/transportationsocialmedia/
I do hope the group can move to some new communication form and away from
all the emails.
Best regards,
Larry Ehl
Transportation Issues Daily
www.transportationissuesdaily.com
_______________________________________________
H+T--Friends mailing list
H+T--Friends(a)ryoko.chrispy.net
http://ryoko.chrispy.net/mailman/listinfo/h+t--friends
23 Apr
23 Apr
7:07 a.m.
New subject: [H+T--Friends] Low income neighborhoods crash study
Of interest, relation of low income neighborhoods and traffic crashes.
Marc Brenman
mbrenman001(a)comcast.net
----- Original Message -----
Traffic injuries much more common in poor areas, study finds
LA Times
http://www.latimes.com/health/boostershots/la-heb-road-crashes-poor-neighbo…
By Karen Kaplan, Los Angeles Times/For the Booster Shots blog
April 19, 2012 , 1:47 p.m.
Here’s another way that rich people are different – they experience far fewer traffic
accidents in their neighborhoods, according to a new study .
This isn’t exactly a shocking conclusion. There are an estimated 40,000 road deaths in the
U.S. each year, and many studies have found that these are more likely to involve
low-income people in low-income areas.
But there’s nothing about being poor that should make a person inherently more vulnerable
to being hurt in a car crash. As researchers from Montreal explained in their study,
“deaths and injuries result from the transfer of a motor vehicle’s kinetic energy at a
rate that exceeds the human body’s protective capacity.”
So what is it about poor neighborhoods that explains the heightened risk? To find out, the
researchers gathered information on all road traffic injuries on the Island of Montreal
between 1999 and 2003. (The island is served by a single ambulance company, which provided
records for the study.) The researchers focused on 19,568 accident victims who got hurt at
17,498 intersections, all of which were located in census tracts with at least some
residents. Intersections that straddled multiple census tracts, were adjacent to highway
on-ramps or were in purely industrial or commercial areas were not included in the
analysis.
Then the researchers took all of those intersections and sorted them into five categories
based on the average household income for the census tract in which they were located. The
main comparisons were between the 20% of intersections in the poorest census tracts and
the 20% of intersections in the wealthiest census tracts. Here’s some of what they found:
* Population density in the poorest census tracts was 2.7 times higher than in the
wealthiest census tracts.
* Average traffic at intersections in the poorest neighborhoods was 2.4 times greater than
in the richest neighborhoods.
* 30% of the intersections in the poorest neighborhoods included a major traffic artery,
compared with only 11.5% of intersections in the richest neighborhoods.
* The number of four-way intersections in the poorest census tracts was nearly twice as
high as in the wealthiest census tracts. Collisions involving injuries are more common at
four-way intersections than at three-way intersections.
The net effect of these (and other) factors was not good for motorists, cyclists or
pedestrians in the lowest-income areas. The researchers found that the number of
pedestrians injured in the poorest census tracts was 6.3 times higher than in the richest
census tracts. People riding in cars were also more vulnerable in the poorest areas – the
number of injured motor vehicle occupants was 4.3 times greater in poor areas than in rich
ones. The story was similar for cyclists – the number of injuries was 3.9 times higher in
poor areas than in rich ones.
The researchers calculated that for every 1,000 additional vehicles that pass through an
intersection each day, the number of people injured in cars rose by 7%, the number of
injured pedestrians rose by 6%, and the number of injured cyclist rose by 5%. Since poorer
neighborhoods had more traffic, they also had more injuries.
“We found that environmental factors associated with a greater risk of crashes” – the
number of people exposed to crashes, the total volume of traffic, and the geometry of
roads and intersections – “were more frequent in the poorest neighborhoods,” the study
authors wrote. These three factors accounted for “a substantial portion” of the difference
between the poorest versus the richest neighborhoods, they added.
“It should be underscored that poverty per se does not produce RTIs [road traffic
injuries] – exposure to moving vehicles does,” they wrote.
The results were published online Thursday by the American Journal of Public Health . The
full study is behind a pay wall, but you can read an abstract here .
Patrick Morency, Lise Gauvin, Céline Plante, Michel Fournier, and Catherine Morency.
(2012). Neighborhood Social Inequalities in Road Traffic Injuries: The Influence of
Traffic Volume and Road Design. American Journal of Public Health. e-View Ahead of Print.
doi: 10.2105/AJPH.2011.300528
Accepted on: Oct 13, 2011 Neighborhood Social Inequalities in Road Traffic Injuries: The
Influence of Traffic Volume and Road Design
Patrick Morency, MD, PhD , Lise Gauvin, PhD , Céline Plante, MSc , Michel Fournier, MA ,
and Catherine Morency, PhD
Patrick Morency, Céline Plante, and Michel Fournier are with the Direction de santé
publique de Montréal, Montréal, Québec, Canada. Patrick Morency and Lise Gauvin are with
the Centre de Recherche du Centre Hospitalier de l'Université de Montréal and the
Département de médecine sociale et préventive de l'Université de Montréal, Montréal,
Québec, Canada. Catherine Morency is with the Département des génies civil, géologique et
des mines, École Polytechnique de Montréal, and the Centre interuniversitaire de recherche
sur les réseaux d'entreprise, la logistique et le transport, Montréal, Québec, Canada.
Correspondence should be sent to Patrick Morency, MD, PhD, Direction de santé publique de
Montréal, 1301 Sherbrooke Est, Montréal (Québec) H2L 1M3, Canada (e-mail:
pmorency(a)santepub-mtl.qc.ca ). Reprints can be ordered at http://www.ajph.org by clicking
the “Reprints” link.
Contributors
P. Morency conceptualized the study and led the writing. L. Gauvin conceptualized and
supervised the study. C. Plante and M. Fournier contributed to the analyses. C. Morency
assisted with the data collection and analyses. All authors contributed to the writing of
the article.
Objectives. We examined the extent to which differential traffic volume and road geometry
can explain social inequalities in pedestrian, cyclist, and motor vehicle occupant
injuries across wealthy and poor urban areas.
Methods. We performed a multilevel observational study of all road users injured over 5
years (n = 19 568) at intersections (n = 17 498) in a large urban area (Island of
Montreal, Canada). We considered intersection-level (traffic estimates, major roads,
number of legs) and area-level (population density, commuting travel modes, household
income) characteristics in multilevel Poisson regressions that nested intersections in 506
census tracts.
Results. There were significantly more injured pedestrians, cyclists, and motor vehicle
occupants at intersections in the poorest than in the richest areas. Controlling for
traffic volume, intersection geometry, and pedestrian and cyclist volumes greatly
attenuated the event rate ratios between intersections in the poorest and richest areas
for injured pedestrians (−70%), cyclists (−44%), and motor vehicle occupants (−44%).
Conclusions. Roadway environment can explain a substantial portion of the excess rate of
road traffic injuries in the poorest urban areas. (Am J Public Health. Published online
ahead of print April 19, 2012: e1-e8. doi:10.2105/AJPH.2011.300528)
Read More: http://ajph.aphapublications.org/doi/abs/10.2105/AJPH.2011.300528
8:14 a.m.
New subject: [H+T--Friends] Low income neighborhoods crash study
Speed is one of the prime factors, so it surprised me that it's not mentioned in these
articles.
Wealthier residential communities are able to muster the political will to implement
different speed norms. And, of course one of the top priorities for neighborhood selection
is "less traffic."
-David
On Apr 23, 2012, at 6:07 AM, mbrenman001(a)comcast.net wrote:
Of interest, relation of low income neighborhoods and
traffic crashes.
Marc Brenman
mbrenman001(a)comcast.net
Traffic injuries much more common in poor areas, study finds
LA Times
http://www.latimes.com/health/boostershots/la-heb-road-crashes-poor-neighbo…
By Karen Kaplan, Los Angeles Times/For the Booster Shots blog
April 19, 2012, 1:47 p.m.
Here’s another way that rich people are different – they experience far fewer traffic
accidents in their neighborhoods, according to a new study.
This isn’t exactly a shocking conclusion. There are an estimated 40,000 road deaths in
the U.S. each year, and many studies have found that these are more likely to involve
low-income people in low-income areas.
But there’s nothing about being poor that should make a person inherently more vulnerable
to being hurt in a car crash. As researchers from Montreal explained in their study,
“deaths and injuries result from the transfer of a motor vehicle’s kinetic energy at a
rate that exceeds the human body’s protective capacity.”
So what is it about poor neighborhoods that explains the heightened risk? To find out,
the researchers gathered information on all road traffic injuries on the Island of
Montreal between 1999 and 2003. (The island is served by a single ambulance company, which
provided records for the study.) The researchers focused on 19,568 accident victims who
got hurt at 17,498 intersections, all of which were located in census tracts with at least
some residents. Intersections that straddled multiple census tracts, were adjacent to
highway on-ramps or were in purely industrial or commercial areas were not included in the
analysis.
Then the researchers took all of those intersections and sorted them into five categories
based on the average household income for the census tract in which they were located. The
main comparisons were between the 20% of intersections in the poorest census tracts and
the 20% of intersections in the wealthiest census tracts. Here’s some of what they found:
* Population density in the poorest census tracts was 2.7 times higher than in the
wealthiest census tracts.
* Average traffic at intersections in the poorest neighborhoods was 2.4 times greater
than in the richest neighborhoods.
* 30% of the intersections in the poorest neighborhoods included a major traffic artery,
compared with only 11.5% of intersections in the richest neighborhoods.
* The number of four-way intersections in the poorest census tracts was nearly twice as
high as in the wealthiest census tracts. Collisions involving injuries are more common at
four-way intersections than at three-way intersections.
The net effect of these (and other) factors was not good for motorists, cyclists or
pedestrians in the lowest-income areas. The researchers found that the number of
pedestrians injured in the poorest census tracts was 6.3 times higher than in the richest
census tracts. People riding in cars were also more vulnerable in the poorest areas – the
number of injured motor vehicle occupants was 4.3 times greater in poor areas than in rich
ones. The story was similar for cyclists – the number of injuries was 3.9 times higher in
poor areas than in rich ones.
The researchers calculated that for every 1,000 additional vehicles that pass through an
intersection each day, the number of people injured in cars rose by 7%, the number of
injured pedestrians rose by 6%, and the number of injured cyclist rose by 5%. Since poorer
neighborhoods had more traffic, they also had more injuries.
“We found that environmental factors associated with a greater risk of crashes” – the
number of people exposed to crashes, the total volume of traffic, and the geometry of
roads and intersections – “were more frequent in the poorest neighborhoods,” the study
authors wrote. These three factors accounted for “a substantial portion” of the difference
between the poorest versus the richest neighborhoods, they added.
“It should be underscored that poverty per se does not produce RTIs [road traffic
injuries] – exposure to moving vehicles does,” they wrote.
The results were published online Thursday by the American Journal of Public Health. The
full study is behind a pay wall, but you can read an abstract here.
Patrick Morency, Lise Gauvin, Céline Plante, Michel Fournier, and Catherine Morency.
(2012). Neighborhood Social Inequalities in Road Traffic Injuries: The Influence of
Traffic Volume and Road Design. American Journal of Public Health. e-View Ahead of Print.
doi: 10.2105/AJPH.2011.300528
Accepted on: Oct 13, 2011
Neighborhood Social Inequalities in Road Traffic Injuries: The Influence of Traffic
Volume and Road Design
Patrick Morency, MD, PhD, Lise Gauvin, PhD, Céline Plante, MSc, Michel Fournier, MA, and
Catherine Morency, PhD
Patrick Morency, Céline Plante, and Michel Fournier are with the Direction de santé
publique de Montréal, Montréal, Québec, Canada. Patrick Morency and Lise Gauvin are with
the Centre de Recherche du Centre Hospitalier de l'Université de Montréal and the
Département de médecine sociale et préventive de l'Université de Montréal, Montréal,
Québec, Canada. Catherine Morency is with the Département des génies civil, géologique et
des mines, École Polytechnique de Montréal, and the Centre interuniversitaire de recherche
sur les réseaux d'entreprise, la logistique et le transport, Montréal, Québec,
Canada.
Correspondence should be sent to Patrick Morency, MD, PhD, Direction de santé publique de
Montréal, 1301 Sherbrooke Est, Montréal (Québec) H2L 1M3, Canada (e-mail:
pmorency(a)santepub-mtl.qc.ca). Reprints can be ordered at http://www.ajph.org by clicking
the “Reprints” link.
Contributors
P. Morency conceptualized the study and led the writing. L. Gauvin conceptualized and
supervised the study. C. Plante and M. Fournier contributed to the analyses. C. Morency
assisted with the data collection and analyses. All authors contributed to the writing of
the article.
Objectives. We examined the extent to which differential traffic volume and road geometry
can explain social inequalities in pedestrian, cyclist, and motor vehicle occupant
injuries across wealthy and poor urban areas.
Methods. We performed a multilevel observational study of all road users injured over 5
years (n = 19 568) at intersections (n = 17 498) in a large urban area (Island of
Montreal, Canada). We considered intersection-level (traffic estimates, major roads,
number of legs) and area-level (population density, commuting travel modes, household
income) characteristics in multilevel Poisson regressions that nested intersections in 506
census tracts.
Results. There were significantly more injured pedestrians, cyclists, and motor vehicle
occupants at intersections in the poorest than in the richest areas. Controlling for
traffic volume, intersection geometry, and pedestrian and cyclist volumes greatly
attenuated the event rate ratios between intersections in the poorest and richest areas
for injured pedestrians (−70%), cyclists (−44%), and motor vehicle occupants (−44%).
Conclusions. Roadway environment can explain a substantial portion of the excess rate of
road traffic injuries in the poorest urban areas. (Am J Public Health. Published online
ahead of print April 19, 2012: e1-e8. doi:10.2105/AJPH.2011.300528)
Read More: http://ajph.aphapublications.org/doi/abs/10.2105/AJPH.2011.300528
_______________________________________________
H+T--Friends mailing list
H+T--Friends(a)ryoko.chrispy.net
http://ryoko.chrispy.net/mailman/listinfo/h+t--friends
8:43 a.m.
New subject: [H+T--Friends] Low income neighborhoods crash study
It is not surprising that in wealthier communities, which, for most of the
country, means suburban areas with low density and a street network that is
not amenable to walking or cycling, there are fewer pedestrian injuries and
deaths. If no one is walking, there are relatively few accidents involving
walkers. This is not a sign that the community is safer for walkers, but
that there is consensus that walking is a dangerous activity.
I would be more interested in comparing socioeconomic groups by type of
community in terms of walkability, road speed, etc. One might find very
different data in Brooklyn than in Oklahoma City.
On Mon, Apr 23, 2012 at 9:14 AM, David Levinger <david(a)mobilityeducation.org
wrote:
Speed is one of the prime factors, so it surprised me
that it's not
mentioned in these articles.
Wealthier residential communities are able to muster the political will to
implement different speed norms. And, of course one of the top priorities
for neighborhood selection is "less traffic."
-David
On Apr 23, 2012, at 6:07 AM, mbrenman001(a)comcast.net wrote:
Of interest, relation of low income neighborhoods and traffic crashes.
Marc Brenman
mbrenman001(a)comcast.net
------------------------------
Traffic injuries much more common in poor areas, study finds
LA Times
http://www.latimes.com/health/boostershots/la-heb-road-crashes-poor-neighbo…
By Karen Kaplan, Los Angeles Times/For the Booster Shots blog
April 19, 2012, 1:47 p.m.
Here's another way that rich people are different - they experience far
fewer traffic accidents in their neighborhoods, according to a new
study<http://ajph.aphapublications.org/doi/abs/10.2105/AJPH.2011.300528&…
.
This isn't exactly a shocking conclusion. There are an estimated 40,000
road deaths in the U.S. each year, and many studies have found that these
are more likely to involve low-income people in low-income areas.
But there's nothing about being poor that should make a person inherently
more vulnerable to being hurt in a car crash. As researchers from Montreal
explained in their study, "deaths and injuries result from the transfer of
a motor vehicle's kinetic energy at a rate that exceeds the human body's
protective capacity."
So what is it about poor neighborhoods that explains the heightened risk?
To find out, the researchers gathered information on all road traffic
injuries on the Island of Montreal between 1999 and 2003. (The island is
served by a single ambulance company, which provided records for the
study.) The researchers focused on 19,568 accident victims who got hurt at
17,498 intersections, all of which were located in census tracts with at
least some residents. Intersections that straddled multiple census tracts,
were adjacent to highway on-ramps or were in purely industrial or
commercial areas were not included in the analysis.
Then the researchers took all of those intersections and sorted them into
five categories based on the average household income for the census tract
in which they were located. The main comparisons were between the 20% of
intersections in the poorest census tracts and the 20% of intersections in
the wealthiest census tracts. Here's some of what they found:
* Population density in the poorest census tracts was 2.7 times higher
than in the wealthiest census tracts.
* Average traffic at intersections in the poorest neighborhoods was 2.4
times greater than in the richest neighborhoods.
* 30% of the intersections in the poorest neighborhoods included a major
traffic artery, compared with only 11.5% of intersections in the richest
neighborhoods.
* The number of four-way intersections in the poorest census tracts was
nearly twice as high as in the wealthiest census tracts. Collisions
involving injuries are more common at four-way intersections than at
three-way intersections.
The net effect of these (and other) factors was not good for motorists,
cyclists or pedestrians in the lowest-income areas. The researchers found
that the number of pedestrians injured in the poorest census tracts was 6.3
times higher than in the richest census tracts. People riding in cars were
also more vulnerable in the poorest areas - the number of injured motor
vehicle occupants was 4.3 times greater in poor areas than in rich ones.
The story was similar for cyclists - the number of injuries was 3.9 times
higher in poor areas than in rich ones.
The researchers calculated that for every 1,000 additional vehicles that
pass through an intersection each day, the number of people injured in cars
rose by 7%, the number of injured pedestrians rose by 6%, and the number of
injured cyclist rose by 5%. Since poorer neighborhoods had more traffic,
they also had more injuries.
"We found that environmental factors associated with a greater risk of
crashes" - the number of people exposed to crashes, the total volume of
traffic, and the geometry of roads and intersections - "were more frequent
in the poorest neighborhoods," the study authors wrote. These three factors
accounted for "a substantial portion" of the difference between the poorest
versus the richest neighborhoods, they added.
"It should be underscored that poverty per se does not produce RTIs [road
traffic injuries] - exposure to moving vehicles does," they wrote.
The results were published online Thursday by the American Journal of
Public Health <http://ajph.aphapublications.org/loi/ajph>. The full study
is behind a pay wall, but you can read an abstract
here<http://ajph.aphapublications.org/doi/abs/10.2105/AJPH.2011.300528&g…
.
Patrick Morency, Lise Gauvin, Céline Plante, Michel Fournier, and
Catherine Morency. (2012). Neighborhood Social Inequalities in Road
Traffic Injuries: The Influence of Traffic Volume and Road Design. American
Journal of Public Health. e-View Ahead of Print.
doi: 10.2105/AJPH.2011.300528
Accepted on: Oct 13, 2011
Neighborhood Social Inequalities in Road Traffic Injuries: The Influence
of Traffic Volume and Road Design
*Patrick Morency, **MD, PhD**, Lise Gauvin, **PhD**, Céline Plante, **MSc*
*, Michel Fournier, **MA**, and Catherine Morency, **PhD*
Patrick Morency, Céline Plante, and Michel Fournier are with the Direction
de santé publique de Montréal, Montréal, Québec, Canada. Patrick Morency
and Lise Gauvin are with the Centre de Recherche du Centre Hospitalier de
l'Université de Montréal and the Département de médecine sociale et
préventive de l'Université de Montréal, Montréal, Québec, Canada. Catherine
Morency is with the Département des génies civil, géologique et des mines,
École Polytechnique de Montréal, and the Centre interuniversitaire de
recherche sur les réseaux d'entreprise, la logistique et le transport,
Montréal, Québec, Canada.
Correspondence should be sent to Patrick Morency, MD, PhD, Direction de
santé publique de Montréal, 1301 Sherbrooke Est, Montréal (Québec) H2L 1M3,
Canada (e-mail: pmorency(a)santepub-mtl.qc.ca). Reprints can be ordered at
http://www.ajph.org by clicking the "Reprints" link.
*Contributors*
P. Morency conceptualized the study and led the writing. L. Gauvin
conceptualized and supervised the study. C. Plante and M. Fournier
contributed to the analyses. C. Morency assisted with the data collection
and analyses. All authors contributed to the writing of the article.
*Objectives.* We examined the extent to which differential traffic volume
and road geometry can explain social inequalities in pedestrian, cyclist,
and motor vehicle occupant injuries across wealthy and poor urban areas.
*Methods.* We performed a multilevel observational study of all road
users injured over 5 years (n = 19 568) at intersections (n = 17 498) in
a large urban area (Island of Montreal, Canada). We considered
intersection-level (traffic estimates, major roads, number of legs) and
area-level (population density, commuting travel modes, household income)
characteristics in multilevel Poisson regressions that nested intersections
in 506 census tracts.
*Results.* There were significantly more injured pedestrians, cyclists,
and motor vehicle occupants at intersections in the poorest than in the
richest areas. Controlling for traffic volume, intersection geometry, and
pedestrian and cyclist volumes greatly attenuated the event rate ratios
between intersections in the poorest and richest areas for injured
pedestrians (-70%), cyclists (-44%), and motor vehicle occupants (-44%).
*Conclusions.* Roadway environment can explain a substantial portion of
the excess rate of road traffic injuries in the poorest urban areas. (Am J
Public Health. Published online ahead of print April 19, 2012: e1-e8.
doi:10.2105/AJPH.2011.300528)
Read More:
http://ajph.aphapublications.org/doi/abs/10.2105/AJPH.2011.300528
_______________________________________________
H+T--Friends mailing list
H+T--Friends(a)ryoko.chrispy.net
http://ryoko.chrispy.net/mailman/listinfo/h+t--friends
_______________________________________________
H+T--Friends mailing list
H+T--Friends(a)ryoko.chrispy.net
http://ryoko.chrispy.net/mailman/listinfo/h+t--friends
--
Sheryl Gross-Glaser
Director, Partnership for Mobility Management
Coordination Specialist, National Resource Center for Human Service
Transportation Coordination
Community Transportation Association of America
grossglaser(a)ctaa.org
202.386.1669
<http://www.NRCtransportation.org>*** *** ***
The Express Stop: <http://www.NRCtransportation.org>
http://express-stop.blogspot.com/
NRC Technical Assistance News: http://nrctanews.blogspot.com/
www.NRCtransportation.org
partnershipformobilitymanagement.org
www.ctaa.org
CTAA EXPO at Baltimore's Inner Harbor
May 20-25, 2012
10:25 a.m.
New subject: [H+T--Friends] Low income neighborhoods crash study
Transportation Alternatives recently conducted a cursory spatial analysis
of crashes involving child pedestrians and bicyclists in high vs. low
income neighborhoods on the East Side of Manhattan, so the comparison is
among walkable neighborhoods of fairly similar density:
http://www.transalt.org/campaigns/enforcement/childcrashes
The data suggest that upon accounting for the proportion of children in
each neighborhood as well as the frequency of crashes overall (e.g., for
all age groups), crashes involving children are disproportionately
clustered in low income communities, and particularly at intersections near
large public housing complexes. Further analysis is needed to elucidate the
causes of this disparity and more precisely characterize this disparity
over time (crash data is from 1995-2009, though the demographic
disproportion is based upon comparison with 2000 census figures).
This analysis was derived from our spatial data resource of all crashes in
NYC from 1995-2009, with ability to filter by attributed cause (such as
speeding), among other factors: www.crashstat.org
On Mon, Apr 23, 2012 at 9:43 AM, Sheryl Gross-Glaser
<grossglaser(a)ctaa.org>wrote;wrote:
It is not surprising that in wealthier communities,
which, for most of the
country, means suburban areas with low density and a street network that is
not amenable to walking or cycling, there are fewer pedestrian injuries and
deaths. If no one is walking, there are relatively few accidents involving
walkers. This is not a sign that the community is safer for walkers, but
that there is consensus that walking is a dangerous activity.
I would be more interested in comparing socioeconomic groups by type of
community in terms of walkability, road speed, etc. One might find very
different data in Brooklyn than in Oklahoma City.
On Mon, Apr 23, 2012 at 9:14 AM, David Levinger <
david(a)mobilityeducation.org> wrote:
--
Jennifer So Godzeno, MSUP, MPH
Pedestrian Advocacy Manager
Transportation Alternatives <http://www.transalt.org> | 127 West 26th
Street, Suite 1002 | New York, NY 10001
jennifer(a)transalt.org | (646) 873-6026
[image: T.A. StreetBeat] <http://transalt.org/>
[image: Transportation Alternatives] <http://transalt.org/> [image: Join
T.A. on Facebook!] <http://facebook.com/transportationalternatives> [image:
Follow T.A. on Twitter!] <http://twitter.com/transalt>
Speed is one of the prime factors, so it
surprised me that it's not
mentioned in these articles.
Wealthier residential communities are able to muster the political will
to implement different speed norms. And, of course one of the top
priorities for neighborhood selection is "less traffic."
-David
On Apr 23, 2012, at 6:07 AM, mbrenman001(a)comcast.net wrote:
Of interest, relation of low income neighborhoods and traffic crashes.
Marc Brenman
mbrenman001(a)comcast.net
------------------------------
Traffic injuries much more common in poor areas, study finds
LA Times
http://www.latimes.com/health/boostershots/la-heb-road-crashes-poor-neighbo…
By Karen Kaplan, Los Angeles Times/For the Booster Shots blog
April 19, 2012, 1:47 p.m.
Here's another way that rich people are different - they experience far
fewer traffic accidents in their neighborhoods, according to a new
study<http://ajph.aphapublications.org/doi/abs/10.2105/AJPH.2011.300528&…
.
This isn't exactly a shocking conclusion. There are an estimated 40,000
road deaths in the U.S. each year, and many studies have found that these
are more likely to involve low-income people in low-income areas.
But there's nothing about being poor that should make a person inherently
more vulnerable to being hurt in a car crash. As researchers from Montreal
explained in their study, "deaths and injuries result from the transfer of
a motor vehicle's kinetic energy at a rate that exceeds the human body's
protective capacity."
So what is it about poor neighborhoods that explains the heightened risk?
To find out, the researchers gathered information on all road traffic
injuries on the Island of Montreal between 1999 and 2003. (The island is
served by a single ambulance company, which provided records for the
study.) The researchers focused on 19,568 accident victims who got hurt at
17,498 intersections, all of which were located in census tracts with at
least some residents. Intersections that straddled multiple census tracts,
were adjacent to highway on-ramps or were in purely industrial or
commercial areas were not included in the analysis.
Then the researchers took all of those intersections and sorted them into
five categories based on the average household income for the census tract
in which they were located. The main comparisons were between the 20% of
intersections in the poorest census tracts and the 20% of intersections in
the wealthiest census tracts. Here's some of what they found:
* Population density in the poorest census tracts was 2.7 times higher
than in the wealthiest census tracts.
* Average traffic at intersections in the poorest neighborhoods was 2.4
times greater than in the richest neighborhoods.
* 30% of the intersections in the poorest neighborhoods included a major
traffic artery, compared with only 11.5% of intersections in the richest
neighborhoods.
* The number of four-way intersections in the poorest census tracts was
nearly twice as high as in the wealthiest census tracts. Collisions
involving injuries are more common at four-way intersections than at
three-way intersections.
The net effect of these (and other) factors was not good for motorists,
cyclists or pedestrians in the lowest-income areas. The researchers found
that the number of pedestrians injured in the poorest census tracts was 6.3
times higher than in the richest census tracts. People riding in cars were
also more vulnerable in the poorest areas - the number of injured motor
vehicle occupants was 4.3 times greater in poor areas than in rich ones.
The story was similar for cyclists - the number of injuries was 3.9 times
higher in poor areas than in rich ones.
The researchers calculated that for every 1,000 additional vehicles that
pass through an intersection each day, the number of people injured in cars
rose by 7%, the number of injured pedestrians rose by 6%, and the number of
injured cyclist rose by 5%. Since poorer neighborhoods had more traffic,
they also had more injuries.
"We found that environmental factors associated with a greater risk of
crashes" - the number of people exposed to crashes, the total volume of
traffic, and the geometry of roads and intersections - "were more frequent
in the poorest neighborhoods," the study authors wrote. These three factors
accounted for "a substantial portion" of the difference between the poorest
versus the richest neighborhoods, they added.
"It should be underscored that poverty per se does not produce RTIs [road
traffic injuries] - exposure to moving vehicles does," they wrote.
The results were published online Thursday by the American Journal of
Public Health <http://ajph.aphapublications.org/loi/ajph>. The full
study is behind a pay wall, but you can read an abstract
here<http://ajph.aphapublications.org/doi/abs/10.2105/AJPH.2011.300528&g…
.
Patrick Morency, Lise Gauvin, Céline Plante, Michel Fournier, and
Catherine Morency. (2012). Neighborhood Social Inequalities in Road
Traffic Injuries: The Influence of Traffic Volume and Road Design. American
Journal of Public Health. e-View Ahead of Print.
doi: 10.2105/AJPH.2011.300528
Accepted on: Oct 13, 2011
Neighborhood Social Inequalities in Road Traffic Injuries: The Influence
of Traffic Volume and Road Design
*Patrick Morency, **MD, PhD**, Lise Gauvin, **PhD**, Céline Plante, **MSc
**, Michel Fournier, **MA**, and Catherine Morency, **PhD*
Patrick Morency, Céline Plante, and Michel Fournier are with the
Direction de santé publique de Montréal, Montréal, Québec, Canada. Patrick
Morency and Lise Gauvin are with the Centre de Recherche du Centre
Hospitalier de l'Université de Montréal and the Département de médecine
sociale et préventive de l'Université de Montréal, Montréal, Québec,
Canada. Catherine Morency is with the Département des génies civil,
géologique et des mines, École Polytechnique de Montréal, and the Centre
interuniversitaire de recherche sur les réseaux d'entreprise, la logistique
et le transport, Montréal, Québec, Canada.
Correspondence should be sent to Patrick Morency, MD, PhD, Direction de
santé publique de Montréal, 1301 Sherbrooke Est, Montréal (Québec) H2L 1M3,
Canada (e-mail: pmorency(a)santepub-mtl.qc.ca). Reprints can be ordered at
http://www.ajph.org by clicking the "Reprints" link.
*Contributors*
P. Morency conceptualized the study and led the writing. L. Gauvin
conceptualized and supervised the study. C. Plante and M. Fournier
contributed to the analyses. C. Morency assisted with the data collection
and analyses. All authors contributed to the writing of the article.
*Objectives.* We examined the extent to which differential traffic
volume and road geometry can explain social inequalities in pedestrian,
cyclist, and motor vehicle occupant injuries across wealthy and poor urban
areas.
*Methods.* We performed a multilevel observational study of all road
users injured over 5 years (n = 19 568) at intersections (n = 17 498) in
a large urban area (Island of Montreal, Canada). We considered
intersection-level (traffic estimates, major roads, number of legs) and
area-level (population density, commuting travel modes, household income)
characteristics in multilevel Poisson regressions that nested intersections
in 506 census tracts.
*Results.* There were significantly more injured pedestrians, cyclists,
and motor vehicle occupants at intersections in the poorest than in the
richest areas. Controlling for traffic volume, intersection geometry, and
pedestrian and cyclist volumes greatly attenuated the event rate ratios
between intersections in the poorest and richest areas for injured
pedestrians (-70%), cyclists (-44%), and motor vehicle occupants (-44%).
*Conclusions.* Roadway environment can explain a substantial portion of
the excess rate of road traffic injuries in the poorest urban areas. (Am J
Public Health. Published online ahead of print April 19, 2012: e1-e8.
doi:10.2105/AJPH.2011.300528)
Read More:
http://ajph.aphapublications.org/doi/abs/10.2105/AJPH.2011.300528
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