Cost-effectiveness of neighbourhood slow zones in New York City

Jiao, Boshen; Kim, Soo‐Young; Hagen, Jonas Xaver

doi:10.1136/injuryprev-2017-042499

Cited by 9 publications

(5 citation statements)

References 20 publications

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“…Several studies have specifically focused on the safety impacts of traffic-calming neighbourhoods at 30 km/h (Bunn et al, , 2009Elvik, 2001;Ewing & Edwards, 2009;Hass-Klau, 2015;Inada, Tomio, Nakahara, & Ichakawa, 2020;Jiao, Kim, Hagen, & Muennig, 2019;Li & Graham, 2016;NCCHPP, 2011;Tefft, 2013). The overwhelming consensus of these studies is that traffic-calming reduces speeds and volumes of motorised traffic, discourages through traffic, reduces pedestrian and cyclist injuries, and reduces air pollution and noise.…”

Section: Speed Limits Traffic Calming Home Zones Shared Streets Cmentioning

confidence: 99%

The growing gap in pedestrian and cyclist fatality rates between the United States and the United Kingdom, Germany, Denmark, and the Netherlands, 1990–2018

Buehler

Pucher

2020

Transport Reviews

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Using official national data for each country, this article calculates trends in walking and cycling fatalities per capita and per km in the USA, the UK, Germany, the Netherlands, and Denmark. From 1990 to 2018, pedestrian fatalities per capita fell by 23% in the USA vs. 66%-80% in the other countries; cyclist fatalities per capita fell by 22% in the USA vs. 55%-68% in the other countries. In 2018, pedestrian fatality rates per km in the USA were 5-10 times higher than in the other four countries; cyclist fatality rates per km in the USA were 4-7 times higher. The gap in walking and cycling fatality rates between the USA and the other countries increased over the entire 28-year period, but especially from 2010 to 2018. Over that 8-year period, per-capita fatality rates in the USA rose by 19% for pedestrians and 11% for cyclists; per-km fatality rates rose by 17% for pedestrians and 33% for cyclists. By comparison, fatality rates either fell or remained stable in the four European countries. We reviewed the relevant literature to identify factors that might help explain the much lower walking and cycling fatality rates in Europe compared to the USA. Possible explanatory factors include better walking and cycling infrastructure; lower urban speed limits; fewer vehicle km travelled; smaller and less powerful personal motor vehicles; and better traffic training, testing, and enforcement of traffic regulations. We recommend that the USA consider implementing an integrated package of mutually reinforcing safety measures such as those that have been successfully implemented in the Netherlands, Denmark, and Germany to reduce pedestrian and cyclist fatality rates.

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Section: Speed Limits Traffic Calming Home Zones Shared Streets Cmentioning

confidence: 99%

The growing gap in pedestrian and cyclist fatality rates between the United States and the United Kingdom, Germany, Denmark, and the Netherlands, 1990–2018

Buehler

Pucher

2020

Transport Reviews

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“…In addition, injuries to vulnerable road users (pedestrians and cyclists) were reduced by over half (55%) [27]. Another study from New York City reported that road casualties dropped by 8.74% after implementation of neighborhood slow zones (20 mph speed limit areas) in 2011 [9]. This study also found a cost-savings of $15 USD per resident to the healthcare system when slow zones were in place.…”

Section: Crash Risk Reduction and Injury Severitymentioning

confidence: 67%

“…A meta-analysis of impact speed and pedestrian fatality risk supports setting speed limits of 30-40 km/h for high pedestrian activity areas as the risk of a fatality reaches 5% at an estimated impact speed of 30 km/h [8]. Although many studies report a reduction in severe PMVC injuries and crash risk after lowering speed limits, speed limit reductions have not been well studied using controlled quasi experimental designs [5,9,10].…”

Section: Introductionmentioning

confidence: 99%

Effect of reducing the posted speed limit to 30 km per hour on pedestrian motor vehicle collisions in Toronto, Canada - a quasi experimental, pre-post study

et al. 2020

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Background: Pedestrian related deaths have recently been on the rise in Canada. The effect of changing posted speeds on the frequency and severity of pedestrian motor vehicle collisions (PMVC) is not well studied using controlled quasi-experimental designs. The objective of this study was to examine the effect of lowering speed limits from 40 km/h to 30 km/h on PMVC on local roads in Toronto, Canada. Methods: A 30 km/h speed limit on local roads in Toronto was implemented between January 2015 and December 2016. Streets that remained at a 40 km/h speed limit throughout the study period were selected as comparators. A quasi-experimental, pre-post study with a comparator group was used to evaluate the effect of the intervention on PMVC rates before and after the speed limit change using repeated measures Poisson regression. PMVC data were obtained from police reports for a minimum of two years pre-and post-intervention (2013 to 2018). Results: Speed limit reductions from 40 km/h to 30 km/h were associated with a 28% decrease in the PMVC incidence rate in the City of Toronto (IRR = 0.72, 95% CI: 0.58-0.89). A non-significant 7% decrease in PMVC incidence rates were observed on comparator streets that remained at 40 km/h speed limits (IRR = 0.93, 95% CI: 0.70-1.25). Speed limit reduction also influenced injury severity, with a significant 67% decrease in major and fatal injuries in the post intervention period on streets with speed limit reductions (IRR = 0.33, 95% CI: 0.13-0.85) compared with a 31% not statistically significant decrease in major and fatal injuries on comparator streets (IRR = 0.69, 95% CI: 0.37-1.31). The interaction term for group and pre-post comparisons was not statistically significant (p = 0.14) indicating that there was no evidence to suggest a pre-post difference in IRRs between the intervention and comparator streets. Conclusions: Declines in the rate of PMVC were observed on roads with posted speed limit reductions from 40 km/h to 30 km/h, although this effect was not statistically greater than reductions on comparator streets.

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“…Their study used pre-post data and compared the costs of the program with the effect in terms of bicycle-related head injury and deaths. Other studies, such as Peters and Anderson (2012) , Wijnen et al (2013) and Jiao et al (2019) , applied CEA to measure the efficacy of traffic calming aiming at reducing accidents costs. Others such as Gunn et al (2014) have focused on the effects of sidewalks to increase levels of transport walking and related health effects, while Gu et al (2016) analyzed the cost-effectiveness of bicycle lanes as means to both improve health of the general population and reduce crashes.…”

Section: Applicationsmentioning

confidence: 99%

Appraisal of cycling and pedestrian projects

Ruffino¹,

Jarre²

2021

New Methods, Reflections and Application Domains in Transport Appraisal

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Cost-effectiveness of neighbourhood slow zones in New York City

Abstract: While additional causal models are needed, NSZs appeared to be an effective and cost-effective means of reducing road casualties. Our models also suggest that NSZs may save more money than they cost.

Cited by 9 publications

References 20 publications

The growing gap in pedestrian and cyclist fatality rates between the United States and the United Kingdom, Germany, Denmark, and the Netherlands, 1990–2018

The growing gap in pedestrian and cyclist fatality rates between the United States and the United Kingdom, Germany, Denmark, and the Netherlands, 1990–2018

Effect of reducing the posted speed limit to 30 km per hour on pedestrian motor vehicle collisions in Toronto, Canada - a quasi experimental, pre-post study

Appraisal of cycling and pedestrian projects

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