- Email: [email protected]
A52 Trends in inpatient admissions for pedal cycle injuries for the state of California: 2005-2011
Oral Abstracts / Journal of Transport & Health 2 (2015) S5–S63
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All of this will help the EU achieve its plans on reducing its greenhouse gas emissions (GHGs) by 80 to 95% by 2050, compared to 1990 levels. Consequently, the transport sector will have to reduce its emissions by an estimated 60%. ECF’s CO2 study (2011) shows that if levels of cycling in the EU-27 were equivalent to those found in Denmark, bicycle use would help achieve 12 to 26% of the 2050 target reduction set for the transport sector, depending on which transport mode the bicycle replaces. http://dx.doi.org/10.1016/j.jth.2015.04.538
A51 Children’s trip to school and psychological well-being Edward Waygood a, Margareta Friman b, Lars Olsson b, Ayako Taniguichi c a
Université Laval, Canada Karlstad University, Sweden c Tsukuba University, Japan b
Abstract Background:
Since 2000, considerable research has focused on explaining children’s travel such as mode choice, with particular focus on physically active modes as a contribution to children’s physical well-being. However, much less research has looked at other domains of children’s well-being such as psychological. This research examines several questions relating children’s travel to their psychological well-being.
Methods:
Questionnaires were developed that included psychological measures to children’s travel diaries. Relevant to this paper psychological questions included: a general satisfaction with their trip to school; trip-specific stressful-relaxing scale; trip-specific bored-alert scale; and trip-specific appreciation (worst-best imaginable) scale. The questionnaires were completed by children aged 10-12 in Canada, Sweden, and Japan. The timing of the distribution aimed at limiting climate differences so that surveys were first completed in Canada (October-early November), then Sweden (NovemberDecember), and finally in Japan (January). Relevant statistical analysis (ANOVA) is used to compare results by mode (active travel, car, public transport) and gender. Only the trip to school is included in this study.
Results:
Current results are limited to Canada, though for the conference comparisons across countries are expected. H1 (satisfaction with trip to school is dependent on gender and mode): gender, not statistically significant (NSS); mode, statistically significant. AT4car 4PT. H2 (the level of stressful-relaxing is related to gender and mode): gender, SS; mode, NSS. Boys4 girls. H3 (the level of bored-alert is related to gender and mode): both are NSS. H4 (the level of appreciation is related to gender and mode): gender, SS; mode, NSS. Boys4girls.
Conclusions:
Children who travelled to school by active modes are more likely to be very satisfied with their trip to school. Boys are more relaxed during their trip and they are more likely to feel that their trip to school is close to being the best imaginable. Future work should examine what is associated with trips that are higher ranked by these measures.
http://dx.doi.org/10.1016/j.jth.2015.04.539
A52 Trends in inpatient admissions for pedal cycle injuries for the state of California: 2005-2011 Fernando Wilson a, Jim Stimpson a, Sankeerth Rampa a a
University of Nebraska Medical Center, USA
Abstract Background:
In the United States, cycling has grown substantially in popularity in recent years. It is unclear, however, whether pedal cycling safety, such as use of helmets, have kept pace with this rapid growth. We use administrative records of pedal cyclist crashes and hospitalizations to explore trends in injuries and fatalities among pedal cyclists in the state of California.
Methods:
We perform a retrospective analysis of the Statewide Integrated Traffic Records System (SWITRS), the State Emergency Department Database (SEDD), and the State Inpatient Database (SID) for the state of California in 2005 to 2011. SWITRS contains all motor vehicle crash records reported to law enforcement in California and is maintained by the California Highway Patrol. SEDD/SID provide records on all emergency department (ED) and inpatient admissions in community hospitals for California. Pedal cyclist injury records were selected using Clinical Classification Software codes (External Causes of Injury code 2608 “Pedal Cyclist, not MVT”). We examine patient characteristics related to pedal cyclist injuries including age, gender, insurance status, race, disposition status and all related bodily injuries. Trends in number of bicycle-related injuries on public roads, and ED visits and inpatient admissions (number and per capita) are presented. Cost-to-charge ratios provided by HCUP are used to calculate costs of treatment for injured bicyclists.
Results:
During the 7-year period from 2005 to 2011, there were 275,845 ED visits and 24,281 pedal cyclist-related inpatient admissions in the state of California. Number of ED visits per 100,000 population increased from 95.1 to 122.6 in 2005-11—a 29% increase. Much of this increase was driven by older pedal cyclists. The average age of a cyclist increased by 3.4 years in the study period, and the proportion aged 45 and older increased from 15.9% to 22.1%. For inpatient admissions, this proportion increased from 39.1% to 50.4%. Upper limb fractures and intracranial injuries were the most common types of injuries sustained by hospitalized pedal cyclists. Median inpatient costs of treatment were $11,264 per case, and totaled $59.7 million in 2011.
S32
Oral Abstracts / Journal of Transport & Health 2 (2015) S5–S63
Conclusions:
In an average week in California, there are about 26.5 million pedal cycling trips. Although pedal cycling is associated with a number of important cardiovascular and other health benefits, our study suggests that injuries have increased substantially as pedal cycling has become more popular. These results call for the need to examine pedal cycling safety efforts, especially among older riders who are at risk for serious injury.
http://dx.doi.org/10.1016/j.jth.2015.04.540
A53 Cycling health and climate: what are the circumstances under which cycling can contribute to substantive greenhouse gas emission reductions and whose travel should be targeted to achieve the biggest health and climate benefits? James Woodcock a, Robin Lovelace b, Marko Tainio a a b
University of Cambridge, UK University of Leeds, UK
Abstract Background:
Co-benefits are defined as the health and other benefits that can accompany greenhouse gas emission reductions. Modelling studies have identified the potential for large health co-benefits in the transport sector from a mode shift to physically active transport. Findings on emission reductions from active travel have been less clear. Cycling is usually an option for shorter trips, typically exhibiting a strong distance decay function, whilst in most settings the majority of emissions come from longer trips. Despite this there has been little systematic investigation of the circumstances under which active travel can achieve emission reductions and how such scenarios would relate to the size of the health benefits. Health and carbon benefits vary according to who is changing their behaviour and the kind of trips they make and policy goals may not always be aligned.
Methods:
In this study we will fill this gap using a microsimulation model based on individual level travel survey data from England combined with the ITHIM health model. The ITHIM model estimates health impacts from transport scenarios using a comparative risk assessment approach and incorporates variation in disease risk and baseline physical activity levels both between and within age and gender groups. Changes to distributions of physical activity are applied to multiple diseases, using WHO Global Burden of Disease data. The microsimulation model has been implemented in R and parameterised with the English National Travel Survey. In the model four parameters are allowed to vary: 1) the cycling mode split, 2) the distribution of travel distances, 3) the distance decay function for cycling (based on electric bikes), 4) the proportion of multimodal trips amongst longer trips. The potential for trip distance reduction from changing destinations will be allowed to vary by trip purpose, with more individual level latitude for changing non-commuting trips.
Results:
We will search the output of the model to identify those combinations of strategies that would achieve substantive emissions reductions and investigate how these correlate with health benefits. Using person level data we will investigate the top population groups to target for mode shift from a health, a carbon, and a co-benefits perspective.
Conclusions:
The results of this study will guide policy on the extent on urban planning and inform development of cycling policies that can achieve multiple societal benefits.
http://dx.doi.org/10.1016/j.jth.2015.04.541
Walkability Indices (A54-A56) A54 Creating policy-relevant spatial measures of transport which map to health behaviours and outcomes Hannah Badland a, Suzanne Mavoa a, Karen Villanueva a, Rebecca Roberts a, Melanie Davern a, Billie Giles-Corti a a
The University of Melbourne, Australia
Abstract
Background:
Using a health and wellbeing lens, ‘liveable’ communities are viewed as safe, attractive, socially cohesive and inclusive, and environmentally sustainable, with affordable and diverse housing linked via public transport, walking, and cycling to employment, education, public open space, local shops, health and community services, and leisure and cultural opportunities. The notion of liveability and how best to measure its constructs, has become a key priority for Australian health-sector decision-makers. Yet, until recently, limited systematic research has examined the influence of liveability on health and wellbeing, and how to best to measure liveability within a policy context. Transport is a key component of liveability, with opportunity for evidence-based, replicable, and policy-relevant spatial transport measures to inform planning and support health. Yet, little is known about: which neighbourhood-level spatial transport measures are most useful; at what geographic scales they should be applied; conceptually how they might be related to health behaviours and outcomes; whether indeed, they are related to health and wellbeing outcomes; and how they relate to urban and transport planning policy. As such, we: (1) developed a conceptual model using a social determinants of health lens to identify potential pathways transport might impact health behaviours and outcomes; and then (2) explored the most useful spatial measures for decision-makers to determine how transport supports or hinders health and wellbeing.
Methods:
Spatial transport measures documented in Australian policy documents, as well as associations shown in the transport, planning, and health academic literature were identified and guided the development of the transport conceptual framework and the final selection of spatial measures.
S31
All of this will help the EU achieve its plans on reducing its greenhouse gas emissions (GHGs) by 80 to 95% by 2050, compared to 1990 levels. Consequently, the transport sector will have to reduce its emissions by an estimated 60%. ECF’s CO2 study (2011) shows that if levels of cycling in the EU-27 were equivalent to those found in Denmark, bicycle use would help achieve 12 to 26% of the 2050 target reduction set for the transport sector, depending on which transport mode the bicycle replaces. http://dx.doi.org/10.1016/j.jth.2015.04.538
A51 Children’s trip to school and psychological well-being Edward Waygood a, Margareta Friman b, Lars Olsson b, Ayako Taniguichi c a
Université Laval, Canada Karlstad University, Sweden c Tsukuba University, Japan b
Abstract Background:
Since 2000, considerable research has focused on explaining children’s travel such as mode choice, with particular focus on physically active modes as a contribution to children’s physical well-being. However, much less research has looked at other domains of children’s well-being such as psychological. This research examines several questions relating children’s travel to their psychological well-being.
Methods:
Questionnaires were developed that included psychological measures to children’s travel diaries. Relevant to this paper psychological questions included: a general satisfaction with their trip to school; trip-specific stressful-relaxing scale; trip-specific bored-alert scale; and trip-specific appreciation (worst-best imaginable) scale. The questionnaires were completed by children aged 10-12 in Canada, Sweden, and Japan. The timing of the distribution aimed at limiting climate differences so that surveys were first completed in Canada (October-early November), then Sweden (NovemberDecember), and finally in Japan (January). Relevant statistical analysis (ANOVA) is used to compare results by mode (active travel, car, public transport) and gender. Only the trip to school is included in this study.
Results:
Current results are limited to Canada, though for the conference comparisons across countries are expected. H1 (satisfaction with trip to school is dependent on gender and mode): gender, not statistically significant (NSS); mode, statistically significant. AT4car 4PT. H2 (the level of stressful-relaxing is related to gender and mode): gender, SS; mode, NSS. Boys4 girls. H3 (the level of bored-alert is related to gender and mode): both are NSS. H4 (the level of appreciation is related to gender and mode): gender, SS; mode, NSS. Boys4girls.
Conclusions:
Children who travelled to school by active modes are more likely to be very satisfied with their trip to school. Boys are more relaxed during their trip and they are more likely to feel that their trip to school is close to being the best imaginable. Future work should examine what is associated with trips that are higher ranked by these measures.
http://dx.doi.org/10.1016/j.jth.2015.04.539
A52 Trends in inpatient admissions for pedal cycle injuries for the state of California: 2005-2011 Fernando Wilson a, Jim Stimpson a, Sankeerth Rampa a a
University of Nebraska Medical Center, USA
Abstract Background:
In the United States, cycling has grown substantially in popularity in recent years. It is unclear, however, whether pedal cycling safety, such as use of helmets, have kept pace with this rapid growth. We use administrative records of pedal cyclist crashes and hospitalizations to explore trends in injuries and fatalities among pedal cyclists in the state of California.
Methods:
We perform a retrospective analysis of the Statewide Integrated Traffic Records System (SWITRS), the State Emergency Department Database (SEDD), and the State Inpatient Database (SID) for the state of California in 2005 to 2011. SWITRS contains all motor vehicle crash records reported to law enforcement in California and is maintained by the California Highway Patrol. SEDD/SID provide records on all emergency department (ED) and inpatient admissions in community hospitals for California. Pedal cyclist injury records were selected using Clinical Classification Software codes (External Causes of Injury code 2608 “Pedal Cyclist, not MVT”). We examine patient characteristics related to pedal cyclist injuries including age, gender, insurance status, race, disposition status and all related bodily injuries. Trends in number of bicycle-related injuries on public roads, and ED visits and inpatient admissions (number and per capita) are presented. Cost-to-charge ratios provided by HCUP are used to calculate costs of treatment for injured bicyclists.
Results:
During the 7-year period from 2005 to 2011, there were 275,845 ED visits and 24,281 pedal cyclist-related inpatient admissions in the state of California. Number of ED visits per 100,000 population increased from 95.1 to 122.6 in 2005-11—a 29% increase. Much of this increase was driven by older pedal cyclists. The average age of a cyclist increased by 3.4 years in the study period, and the proportion aged 45 and older increased from 15.9% to 22.1%. For inpatient admissions, this proportion increased from 39.1% to 50.4%. Upper limb fractures and intracranial injuries were the most common types of injuries sustained by hospitalized pedal cyclists. Median inpatient costs of treatment were $11,264 per case, and totaled $59.7 million in 2011.
S32
Oral Abstracts / Journal of Transport & Health 2 (2015) S5–S63
Conclusions:
In an average week in California, there are about 26.5 million pedal cycling trips. Although pedal cycling is associated with a number of important cardiovascular and other health benefits, our study suggests that injuries have increased substantially as pedal cycling has become more popular. These results call for the need to examine pedal cycling safety efforts, especially among older riders who are at risk for serious injury.
http://dx.doi.org/10.1016/j.jth.2015.04.540
A53 Cycling health and climate: what are the circumstances under which cycling can contribute to substantive greenhouse gas emission reductions and whose travel should be targeted to achieve the biggest health and climate benefits? James Woodcock a, Robin Lovelace b, Marko Tainio a a b
University of Cambridge, UK University of Leeds, UK
Abstract Background:
Co-benefits are defined as the health and other benefits that can accompany greenhouse gas emission reductions. Modelling studies have identified the potential for large health co-benefits in the transport sector from a mode shift to physically active transport. Findings on emission reductions from active travel have been less clear. Cycling is usually an option for shorter trips, typically exhibiting a strong distance decay function, whilst in most settings the majority of emissions come from longer trips. Despite this there has been little systematic investigation of the circumstances under which active travel can achieve emission reductions and how such scenarios would relate to the size of the health benefits. Health and carbon benefits vary according to who is changing their behaviour and the kind of trips they make and policy goals may not always be aligned.
Methods:
In this study we will fill this gap using a microsimulation model based on individual level travel survey data from England combined with the ITHIM health model. The ITHIM model estimates health impacts from transport scenarios using a comparative risk assessment approach and incorporates variation in disease risk and baseline physical activity levels both between and within age and gender groups. Changes to distributions of physical activity are applied to multiple diseases, using WHO Global Burden of Disease data. The microsimulation model has been implemented in R and parameterised with the English National Travel Survey. In the model four parameters are allowed to vary: 1) the cycling mode split, 2) the distribution of travel distances, 3) the distance decay function for cycling (based on electric bikes), 4) the proportion of multimodal trips amongst longer trips. The potential for trip distance reduction from changing destinations will be allowed to vary by trip purpose, with more individual level latitude for changing non-commuting trips.
Results:
We will search the output of the model to identify those combinations of strategies that would achieve substantive emissions reductions and investigate how these correlate with health benefits. Using person level data we will investigate the top population groups to target for mode shift from a health, a carbon, and a co-benefits perspective.
Conclusions:
The results of this study will guide policy on the extent on urban planning and inform development of cycling policies that can achieve multiple societal benefits.
http://dx.doi.org/10.1016/j.jth.2015.04.541
Walkability Indices (A54-A56) A54 Creating policy-relevant spatial measures of transport which map to health behaviours and outcomes Hannah Badland a, Suzanne Mavoa a, Karen Villanueva a, Rebecca Roberts a, Melanie Davern a, Billie Giles-Corti a a
The University of Melbourne, Australia
Abstract
Background:
Using a health and wellbeing lens, ‘liveable’ communities are viewed as safe, attractive, socially cohesive and inclusive, and environmentally sustainable, with affordable and diverse housing linked via public transport, walking, and cycling to employment, education, public open space, local shops, health and community services, and leisure and cultural opportunities. The notion of liveability and how best to measure its constructs, has become a key priority for Australian health-sector decision-makers. Yet, until recently, limited systematic research has examined the influence of liveability on health and wellbeing, and how to best to measure liveability within a policy context. Transport is a key component of liveability, with opportunity for evidence-based, replicable, and policy-relevant spatial transport measures to inform planning and support health. Yet, little is known about: which neighbourhood-level spatial transport measures are most useful; at what geographic scales they should be applied; conceptually how they might be related to health behaviours and outcomes; whether indeed, they are related to health and wellbeing outcomes; and how they relate to urban and transport planning policy. As such, we: (1) developed a conceptual model using a social determinants of health lens to identify potential pathways transport might impact health behaviours and outcomes; and then (2) explored the most useful spatial measures for decision-makers to determine how transport supports or hinders health and wellbeing.
Methods:
Spatial transport measures documented in Australian policy documents, as well as associations shown in the transport, planning, and health academic literature were identified and guided the development of the transport conceptual framework and the final selection of spatial measures.