Bicycling crashes on streetcar (tram) or train tracks: mixed methods to identify prevention measures

Abstract Background Streetcar or train tracks in urban areas are difficult for bicyclists to negotiate and are a cause of crashes and injuries. This study used mixed methods to identify measures to prevent such crashes, by examining track-related crashes that resulted in injuries to cyclists, and obtaining information from the local transit agency and bike shops. Methods We compared personal, trip, and route infrastructure characteristics of 87 crashes directly involving streetcar or train tracks to 189 crashes in other circumstances in Toronto, Canada. We complemented this with engineering information about the rail systems, interviews of personnel at seven bike shops about advice they provide to customers, and width measurements of tires on commonly sold bikes. Results In our study, 32 % of injured cyclists had crashes that directly involved tracks. The vast majority resulted from the bike tire being caught in the rail flangeway (gap in the road surface alongside rails), often when cyclists made unplanned maneuvers to avoid a collision. Track crashes were more common on major city streets with parked cars and no bike infrastructure, with left turns at intersections, with hybrid, racing and city bikes, among less experienced and less frequent bicyclists, and among women. Commonly sold bikes typically had tire widths narrower than the smallest track flangeways. There were no track crashes in route sections where streetcars and trains had dedicated rights of way. Conclusions Given our results, prevention efforts might be directed at individual knowledge, bicycle tires, or route design, but their potential for success is likely to differ. Although it may be possible to reach a broader audience with continued advice about how to avoid track crashes, the persistence and frequency of these crashes and their unpredictable circumstances indicates that other solutions are needed. Using tires wider than streetcar or train flangeways could prevent some crashes, though there are other considerations that lead many cyclists to have narrower tires. To prevent the majority of track-involved injuries, route design measures including dedicated rail rights of way, cycle tracks (physically separated bike lanes), and protected intersections would be the best strategy

Ácido cítrico e quitosana na conservação de lichias 'Bengal'

The aim of this study was to evaluate citric acid application with or without chitosan on the maintenance of the quality of litchi 'Bengal'. It was used litchi on mature maturation stage. After selection, fruits were immersed for one minute on the solution of citric acid and chitosan: [1]Control - without immersion; [2] citric acid 300g L-1, [3] citric acid 300 g L-1 + chitosan 0,3%, [4]citric acid 300 g L-1 + chitosan 0,6%, [5] citric acid 600 g L-1, [6] citric acid 600 g L-1 + chitosan 0,3%, [7] citric acid 600 g L-1 + chitosan 0,6%. Chitosan of low molecular weight and deacetylation degree of 75,58% (Sigma - Aldrich®) were used. After immersion, fruits were put to drain the excess of solution. Then, they were stored in cool chamber at 5ºC, previously sanitized, for 20 days. The experiment was conducted following a completely randomized design, with a factorial scheme composed by seven coating solutions and five sampling dates. Every five days were evaluated: loss of fresh mass of fruits; color; content of anthocyanins and the activity of peel enzymes polyphenoloxidase and peroxidase. It was verified that the solution of citric acid 600 g L-1, associated or not to chitosan, and the combination of chitosan 0,3% to 300 g L-1 of citric acid were the most efficient to maintain the quality of litchi 'Bengal' for 20 days at 5ºC.Este trabalho teve como objetivo avaliar a aplicação de ácido cítrico em duas concentrações, associadas ou não à quitosana, na manutenção da qualidade de lichias 'Bengal'. Após a colheita e seleção, os frutos no estádio de maturação maduro foram imersos por 1 minuto nas seguintes soluções de ácido cítrico e de quitosana: [1] Testemunha - sem imersão; [2] ácido cítrico a 300 g L-1; [3] ácido cítrico a 300 g L-1 + 0,3% quitosana; [4] ácido cítrico a 300 g L-1 + 0,6% quitosana; [5] ácido cítrico a 600 g L-1; [6] ácido cítrico a 600 g L-1 + 0,3% quitosana; [7] ácido cítrico a 600 g L-1 + 0,6% quitosana. Após a imersão, os frutos foram colocados em gôndolas para escorrer o excesso de solução. Em seguida, foram armazenados em câmara fria, previamente higienizada, a 5ºC, durante 20 dias. O experimento foi conduzido seguindo um delineamento inteiramente casualizado, num esquema fatorial composto por sete soluções de recobrimento e cinco datas de amostragem. A cada cinco dias, foi avaliada a perda de massa fresca dos frutos, a coloração, o teor de antocianinas e a atividade das enzimas polifenoloxidase e peroxidase da casca. A solução de ácido cítrico a 600 g L-1, associada ou não à quitosana, e a combinação de quitosana 0,3% com 300 g L-1 de ácido cítrico foram as mais eficientes para a manutenção da cor avermelhada e a redução do escurecimento da casca de lichias 'Bengal' por 20 dias, a 5ºC.UNESP FCAV Produção VegetalUNESP FCAV Departamento de TecnologiaUNESP FCAV Produção VegetalUNESP FCAV Departamento de Tecnologi

Cycling to high school in Toronto, Ontario, Canada: Exploration of school travel patterns and attitudes by gender

This study surveyed attitudes, behaviors, social norms, and perceived control among the populations of students at three high schools in downtown Toronto, Ontario, Canada. The results showed a pattern of hesitancy to cycle on the part of female high school students compared with their male counterparts. Young women reported less access to a bicycle, less comfort or confidence in riding, more fear associated with cycling, and less ability to decide independently how to travel to school. The study identified two important variables that were likely associated with young women's smaller participation in cycling to school: overall cycling mode share and ability to decide their travel mode independently. The former variable tracked findings for the general population, and the latter appeared to have been associated with the proximity of immigration, as families might have brought associations of danger to independent female travelers from their countries of origin or perceived new dangers in Canada. While the former association is well established, the latter hypothesis warrants further research

Cycling to high school in Toronto, Ontario, Canada: Exploration of school travel patterns and attitudes by gender

\u3cp\u3eThis study surveyed attitudes, behaviors, social norms, and perceived control among the populations of students at three high schools in downtown Toronto, Ontario, Canada. The results showed a pattern of hesitancy to cycle on the part of female high school students compared with their male counterparts. Young women reported less access to a bicycle, less comfort or confidence in riding, more fear associated with cycling, and less ability to decide independently how to travel to school. The study identified two important variables that were likely associated with young women's smaller participation in cycling to school: overall cycling mode share and ability to decide their travel mode independently. The former variable tracked findings for the general population, and the latter appeared to have been associated with the proximity of immigration, as families might have brought associations of danger to independent female travelers from their countries of origin or perceived new dangers in Canada. While the former association is well established, the latter hypothesis warrants further research.\u3c/p\u3