{"query_echo":{"q":"","filters":{"analysis_type":["safety analysis"]},"warnings":[{"code":"facet_value_not_in_vocabulary","message":"Value 'safety analysis' for facet 'analysis_type' is not in the controlled vocabulary."}]},"total":{"value":2,"relation":"eq"},"page":1,"page_size":20,"self":"https://climateinsightsdirectory.org/api/v1/search?analysis_type=safety+analysis","stability":"beta","ai_marking":{"digital_source_type":{"uri":"http://cv.iptc.org/newscodes/digitalsourcetype/trainedAlgorithmicMedia","name":"Created using Generative AI"},"notice":"Summary and key insights are generated using artificial intelligence."},"results":[{"id":"capeca-000096","url":"https://climateinsightsdirectory.org/document/capeca-000096","title":"Cycling in Vancouver: A portrait of bicycle ridership and safety in Vancouver 2010-2020","publisher":{"name":"Canadian Association of Physicians for the Environment","organization":"canadian-association-of-physicians-for-the-environment"},"document_type":"report","language":"en","date_published":"2021-11","source_url":"https://cape.ca/wp-content/uploads/2021/11/Analysis-Vancouver-CAPE-Nov-2021.pdf","generator":"Climate Insights Directory","generated_fields":["summary","key_insights","climate_tags","geography_discussed","analysis_type"],"summary":{"text":"The report finds that bicycle ridership in Vancouver grew consistently between 2010 and 2020, driven by a 28% expansion of the protected cycling network. While total collisions decreased in 2019 and 2020, the highest collision risk occurs in late fall and early winter. A key finding is the distinction between high-frequency collision sites (often in the downtown core on existing facilities) and high-risk sites (often on arterials lacking protected infrastructure).","ai_generated":true,"unit":"capeca-000096#summary","date_modified":"2026-10-23"},"key_insights":[{"text":"Bicycle ridership in Vancouver has seen consistent yearly growth over the last decade, with three downtown counting systems showing a 40% increase between 2011 and 2019. This growth is linked to the protected cycling network, which expanded by 28% between 2010 and 2020 to reach approximately 328 kilometers.","ai_generated":true,"unit":"capeca-000096#insight-1","date_modified":"2026-10-23"},{"text":"Winter cycling is increasing in popularity, with growth observed over the last five winters. By the 2020/2021 winter, cycling volume represented 29.6% of summer traffic on the Burrard Bridge, up from 20.8% five years prior.","ai_generated":true,"unit":"capeca-000096#insight-2","date_modified":"2026-10-23"},{"text":"The COVID-19 pandemic caused a shift in cycling patterns: overall activity grew by 6% in 2020, but commuting trips to the downtown core declined sharply. Conversely, recreational routes such as the False Creek Seawall and Point Grey saw growth between 30% and 60%.","ai_generated":true,"unit":"capeca-000096#insight-3","date_modified":"2026-10-23"},{"text":"Reported bicycle-vehicle collisions decreased by 15% in 2019 and 43% in 2020 compared to the previous four-year average. The report attributes these reductions to the expanded protected bike network and a significant drop in vehicle exposure during 2020.","ai_generated":true,"unit":"capeca-000096#insight-4","date_modified":"2026-10-23"},{"text":"Collision risk for cyclists is highest during the late fall and early winter, specifically from November to January, due to increased precipitation and reduced visibility. The risk in November is double that of July.","ai_generated":true,"unit":"capeca-000096#insight-5","date_modified":"2026-10-23"},{"text":"There is a divergence between intersections with the highest frequency of collisions and those with the highest relative risk. While many high-frequency sites are in downtown Vancouver on existing bike facilities, the highest-risk intersections are typically on arterials with high vehicle volumes and no protected cycling infrastructure.","ai_generated":true,"unit":"capeca-000096#insight-6","date_modified":"2026-10-23"}],"climate_tags":["urban transport","active mobility"],"geography_discussed":["Metro Vancouver Regional District","Canada"],"frame_perspective":[],"analysis_type":["temporal analysis","geospatial analysis","safety analysis"]},{"id":"capeca-000093","url":"https://climateinsightsdirectory.org/document/capeca-000093","title":"Analysis of missing links in Montréal’s cycling network","publisher":{"name":"Canadian Association of Physicians for the Environment","organization":"canadian-association-of-physicians-for-the-environment"},"document_type":"report","language":"en","date_published":"2017-10-19","source_url":"https://cape.ca/wp-content/uploads/2021/03/ACME.CAPE_.Montreal_Active_Transport.Report-for-CAPE-Beitel-Oct-19FINAL-.pdf#new_tab","generator":"Climate Insights Directory","generated_fields":["summary","key_insights","climate_tags","geography_discussed","analysis_type"],"summary":{"text":"The report analyzes the Montréal cycling network, highlighting that while it is large, over half consists of low-protection painted markings. It identifies a high frequency of collisions at intersections along cycle tracks and a high collision rate in the West Island. The analysis reveals significant network discontinuities, with an average of one every 1.3km. To address these, the report proposes 24 strategic north-south and east-west connections totaling 175 km and recommends the city increase its construction target to 100km of new facilities per year.","ai_generated":true,"unit":"capeca-000093#summary","date_modified":"2026-10-23"},"key_insights":[{"text":"As of 2015, Montréal's cycling network totaled 748 km, but only 82 km (approximately 11%) consisted of protected on-street cycle tracks, while more than half of the network was composed of painted bike lanes or sharrows.","ai_generated":true,"unit":"capeca-000093#insight-1","date_modified":"2026-10-23"},{"text":"Analysis of collisions from 2010-2014 shows that 16 of the 27 intersections with the highest frequency of cyclist collisions are located along cycle tracks, suggesting a need for safety countermeasures like protected phasing and bike signal heads.","ai_generated":true,"unit":"capeca-000093#insight-2","date_modified":"2026-10-23"},{"text":"While collision frequency is high in central boroughs, the highest collision rates (collisions per million trips) are concentrated in the West Island, specifically in Dollard-des-Ormeaux, Dorval, Beaconsfield, Pointe-Claire, and Kirkland.","ai_generated":true,"unit":"capeca-000093#insight-3","date_modified":"2026-10-23"},{"text":"The cycling network in the City of Montréal is characterized by significant discontinuities, with an average of one discontinuity every 1.3km, and the bicycle network covers only 8.5% of the total road network length.","ai_generated":true,"unit":"capeca-000093#insight-4","date_modified":"2026-10-23"},{"text":"The report proposes 24 strategic new connections totaling 175 km—comprising 12 north-south and 12 east-west routes—to address 'desire lines' and underserved areas, such as Boulevard Saint-Laurent and Boulevard Henri-Bourassa.","ai_generated":true,"unit":"capeca-000093#insight-5","date_modified":"2026-10-23"},{"text":"The authors recommend that the City of Montréal increase its infrastructure goals from 50km per year to 100km per year to more aggressively expand the network.","ai_generated":true,"unit":"capeca-000093#insight-6","date_modified":"2026-10-23"}],"climate_tags":["active mobility","urban planning","transport policy"],"geography_discussed":["Dollard-des-Ormeaux","Dorval","Beaconsfield","Pointe-Claire","Kirkland","West Island"],"frame_perspective":[],"analysis_type":["infrastructure assessment","safety analysis","network gap analysis"]}]}