Dataset Information

Dataset on the interview-based survey of Moscow bicycle infrastructure.

ABSTRACT: The data were collected using Computer Assisted Telephone Interview with a questionnaire set of closed-ended and open-ended questions. Respondents' phone numbers were randomly generated. The survey sample included 1000 adult citizens of Moscow - active and potential users of bicycles (in equal proportions) who take or can take regular rides to destinations up to 5 km away, as of August 2018. The sample was representative in terms of gender-age and geographical distribution characteristics of the population. The data table is supplemented with the original questionnaire. Survey results were put in the database containing respondents' metadata and their answers, either encoded or provided as a plain text (for open-ended questions). No other processing was applied to the data to maintain suitability for different analyses. The data can be used in further research of cities' public transport infrastructure to evaluate its performance and returns on investment, to formulate initial hypotheses, to draft a survey strategy and design, and to verify results, etc. The provided questionnaire is a ready-to-deploy instrument for custom surveys in the related areas of research.

SUBMITTER: Zavyalova N

PROVIDER: S-EPMC6734097 | biostudies-literature | 2019 Oct

REPOSITORIES: biostudies-literature

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Dataset on the interview-based survey of Moscow bicycle infrastructure.

Zavyalova Nadezhda N Kolmakov Vladimir V Polyakova Aleksandra A Zavyalov Dmitriy D

Data in brief 20190824

The data were collected using Computer Assisted Telephone Interview with a questionnaire set of closed-ended and open-ended questions. Respondents' phone numbers were randomly generated. The survey sample included 1000 adult citizens of Moscow - active and potential users of bicycles (in equal proportions) who take or can take regular rides to destinations up to 5 km away, as of August 2018. The sample was representative in terms of gender-age and geographical distribution characteristics of the ...[more]

PMID: 31516951

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Project description:ObjectivesDecision-makers are increasingly requesting economic analyses on transportation-related interventions, but health is often excluded as a determinant of value. We assess the health-related economic impact of bicycle infrastructure investments in three Canadian cities (Victoria, Kelowna and Halifax), comparing a baseline reference year (2016) with the future infrastructure build-out (2020).MethodsThe World Health Organization's Health Economic Assessment Tool (HEAT; version 4.2) was used to quantify the economic value of health benefits associated with increased bicycling, using a 10-year time horizon. Outputs comprise premature deaths prevented, carbon emissions avoided, and a benefit:cost ratio. For 2016-2020, we derived cost estimates for bicycle infrastructure investments (including verification from city partners) and modelled three scenarios for changes in bicycling mode share: 'no change', 'moderate change' (a 2% increase), and 'major change' (a 5% increase). Further sensitivity analyses (32 per city) examined how robust the moderate scenario findings were to variation in parameter inputs.ResultsPlanned bicycle infrastructure investments between 2016 and 2020 ranged from $28-69 million (CAD; in 2016 prices). The moderate scenario benefit:cost ratios were between 1.7:1 (Victoria) and 2.1:1 (Halifax), with the benefit estimate incorporating 9-18 premature deaths prevented and a reduction of 87-142 thousand tonnes of carbon over the 10-year time horizon. The major scenario benefit:cost ratios were between 3.9:1 (Victoria) and 4.9:1 (Halifax), with 19-43 premature deaths prevented and 209-349 thousand tonnes of carbon averted. Sensitivity analyses showed the ratio estimates to be sensitive to the time horizon, investment cost and value of a statistical life inputs.ConclusionWithin the assessment framework permitted by HEAT, the dollar value of health-related benefits exceeded the cost of planned infrastructure investments in bicycling in the three study cities. Depending on the decision problem, complementary analyses may be required to address broader questions relevant to decision makers in the public sector.

Project description:INTRODUCTION:Bicycling is promoted as a transportation and population health strategy globally. Yet bicycling has low uptake in North America (1%-2% of trips) compared with European bicycling cities (15%-40% of trips) and shows marked sex and age trends. Safety concerns due to collisions with motor vehicles are primary barriers.To attract the broader population to bicycling, many cities are making investments in bicycle infrastructure. These interventions hold promise for improving population health given the potential for increased physical activity and improved safety, but such outcomes have been largely unstudied. In 2016, the City of Victoria, Canada, committed to build a connected network of infrastructure that separates bicycles from motor vehicles, designed to attract people of 'all ages and abilities' to bicycling.This natural experiment study examines the impacts of the City of Victoria's investment in a bicycle network on active travel and safety outcomes. The specific objectives are to (1) estimate changes in active travel, perceived safety and bicycle safety incidents; (2) analyse spatial inequities in access to bicycle infrastructure and safety incidents; and (3) assess health-related economic benefits. METHODS AND ANALYSIS:The study is in three Canadian cities (intervention: Victoria; comparison: Kelowna, Halifax). We will administer population-based surveys in 2016, 2018 and 2021 (1000 people/city). The primary outcome is the proportion of people reporting bicycling. Secondary outcomes are perceived safety and bicycle safety incidents. Spatial analyses will compare the distribution of bicycle infrastructure and bicycle safety incidents across neighbourhoods and across time. We will also calculate the economic benefits of bicycling using WHO's Health Economic Assessment Tool. ETHICS AND DISSEMINATION:This study received approval from the Simon Fraser University Office of Research Ethics (study no. 2016s0401). Findings will be disseminated via a website, presentations to stakeholders, at academic conferences and through peer-reviewed journal articles.

Project description:IntroductionBicycling has individual and collective health benefits. Safety concerns are a deterrent to bicycling. Incomplete data on bicycling volumes has limited epidemiologic research investigating safety impacts of bicycle infrastructure, such as protected bike lanes.MethodsIn this case-control study, set in Atlanta, Georgia, USA between 2016-10-01 and 2018-08-31, we estimated the incidence rate of police-reported crashes between bicyclists and motor vehicles (n = 124) on several types of infrastructure (off-street paved trails, protected bike lanes, buffered bike lanes, conventional bike lanes, and sharrows) per distance ridden and per intersection entered. To estimate underlying bicycling (the control series), we used a sample of high-resolution bicycling data from Strava, an app, combined with data from 15 on-the-ground bicycle counters to adjust for possible selection bias in the Strava data. We used model-based standardization to estimate effects of treatment on the treated.ResultsAfter adjustment for selection bias and confounding, estimated ratio effects on segments (excluding intersections) with protected bike lanes (incidence rate ratio [IRR] = 0.5 [95% confidence interval: 0.0, 2.5]) and buffered bike lanes (IRR = 0 [0,0]) were below 1, but were above 1 on conventional bike lanes (IRR = 2.8 [1.2, 6.0]) and near null on sharrows (IRR = 1.1 [0.2, 2.9]). Per intersection entry, estimated ratio effects were above 1 for entries originating from protected bike lanes (incidence proportion ratio [IPR] = 3.0 [0.0, 10.8]), buffered bike lanes (IPR = 16.2 [0.0, 53.1]), and conventional bike lanes (IPR = 3.2 [1.8, 6.0]), and were near 1 and below 1, respectively, for those originating from sharrows (IPR = 0.9 [0.2, 2.1]) and off-street paved trails (IPR = 0.7 [0.0, 2.9]).ConclusionsProtected bike lanes and buffered bike lanes had estimated protective effects on segments between intersections but estimated harmful effects at intersections. Conventional bike lanes had estimated harmful effects along segments and at intersections.

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Dataset on the interview-based survey of Moscow bicycle infrastructure.

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Dataset on the interview-based survey of Moscow bicycle infrastructure.

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