An international review of the frequency of single-bicycle crashes (SBCs) and their relation to bicycle modal share

Abstract

ObjectivesTo study cyclists’ share of transport modes (modal share) and single-bicycle crashes (SBCs) in different countries in order to investigate if the proportion of cyclist injuries resulting from SBCs is affected by variation in modal share.MethodsA literature search identified figures (largely from western countries) on SBC casualties who are fatally injured, hospitalised or treated at an emergency department. Correlation and regression analyses were used to investigate how bicycle modal share is related to SBCs.ResultsOn average, 17% of fatal injuries to cyclists are caused by SBCs. Different countries show a range of values between 5% and 30%. Between 60% and 95% of cyclists admitted to hospitals or treated at emergency departments are victims of SBCs. The proportion of all injured cyclists who are injured in SBCs is unrelated to the share of cycling in the modal split. The share of SBC casualties among the total number of road crash casualties increases proportionally less than the increase in bicycle modal share.ConclusionsWhile most fatal injuries among cyclists are due to motor vehicle–bicycle crashes, most hospital admissions and emergency department attendances result from SBCs. As found in previous studies of cyclists injured in collisions, this study found that the increase in the number of SBC casualties is proportionally less than the increase in bicycle modal share.

Recent trends in cyclist fatalities in Australia

“…Consistent with international data indicating that between 5% and 30% of cyclist fatalities are caused by single vehicle crashes,13 this study found this figure to be 12% in Australia. However, there is a proportional increase from only 3% in 1991 to almost one in every four fatal cyclist crashes in 2013.…”

“Put the blame on…others!”: The battle of cyclists against pedestrians and car drivers at the urban environment. A cyclists’ perception study

“…In particular, the total number of single crashes is higher than the number of crashes between cyclists and pedestrians, according to police reports (NYC Department of Transportation, 2012; City of Boston, 2013; Department for Transport, 2013; Schramm, Rakotonirainy, & Haworth, 2010). Additionally, with reference to studies based on hospital and/or survey data (De Geus et al, 2012;Juhra et al, 2012;Malczyk, Bauer, Juhra, Schick, & Münster, 2014;Rizzi, Stigson, & Krafft, 2013;Schepers & den Brinker, 2011;Schepers & Wolt, 2012;Schepers et al, 2014) single bicycle crashes represent the majority of accidents which involve bicycle.…”

The relation between speed environment, age and injury outcome for bicyclists struck by a motorized vehicle – a comparison with pedestrians

“…While most bicycle accidents do not involve motorized vehicles (Amoros et al, 2012;Davidson, 2005;Scheiman et al, 2010;Tucci and Barone, 1988), collisions with motorized vehicles account for majority of the reported bicyclists' fatalities (Chong et al, 2010;Nicaj et al, 2009;Scheiman et al, 2010;Rosenkranz and Sheridan, 2003;Rowe et al, 1995). For serious injuries, bicycle accidents with motor vehicle involvement account for minority of MAIS3 injuries, and the literature is split for MAIS4+ injuries (Langley et al, 2003;Schepers et al, 2014). However, the proportions of serious injuries is higher in accidents between bicyclists and motorized vehicles compared to bicycle accidents not involving motorized vehicle (Langley et al, 2003;Sze et al, 2011).…”