Department of Human Physiology & Sports Medicine, Faculteit LK, Vrije Universiteit Brussel, Belgium.
Accid Anal Prev. 2012 Mar;45:683-93. doi: 10.1016/j.aap.2011.09.045. Epub 2011 Nov 4.
The purpose of this study is to gain insight into bicycle accidents. Bicycle accident data and weekly exposure data were prospectively collected for one year to calculate the incidence rate (IR) of bicycle accidents. An accident was included if it occurred during utilitarian cycling, resulting in an acute injury with corporal damage. If an accident occurred, a detailed questionnaire was filled out to collect detailed information about its circumstances and consequences. A sample of 1087 regular (≥2 cycling trips to work a week) adult (40±10 years) cyclists was analyzed. Over the 1-year follow-up period, 20,107 weeks were covered, accumulating 1,474,978 cycled kilometers. Sixty-two participants were involved in 70 bicycle accidents, of which 68 were classified as 'minor'. The overall IR for the 70 accidents was 0.324 per 1000 trips (95% CI 0.248-0.400), 0.896 per 1000 h (95% CI 0.686-1.106) and 0.047 per 1000 km (95% CI 0.036-0.059) of exposure. Brussels-capital region is the region with the highest IR (0.086; 95% CI 0.054-0.118), with a significantly (P<0.05) higher IR compared to Flanders (0.037; 95% CI 0.025-0.050). Injuries were mainly caused by 'slipping' (35%) or 'collision with a car' (19%). The accidents caused abrasions (42%) and bruises (27%) to the lower (45%) and upper limbs (41%). Police, hospital emergency department or insurance companies were involved in only 7%, 10% and 30% of the cases, respectively. It is noteworthy that 37% of the participants indicated that they could have avoided the accident. In order to decrease the number of accidents, measures should be taken to keep cycling surfaces clean and decrease the number of obstacles on bicycle infrastructure. Roads and intersections need to be built so that the collisions between cars and bicycles are decreased to a minimum. Car drivers and cyclists should pay more attention towards each other. Underreporting of minor bicycle accidents in Belgium is confirmed, and is higher than expected. Reliable accident statistics, taking into account exposure, are needed to decide which road safety measures are the most effective. The 'safety in numbers' principle is also applicable for minor bicycle accidents.
本研究旨在深入了解自行车事故。前瞻性地收集了一年的自行车事故数据和每周暴露数据，以计算自行车事故的发生率（IR）。如果事故发生在功利性骑行过程中，导致身体损伤的急性损伤，则将其包括在内。如果发生事故，则填写详细问卷以收集有关其情况和后果的详细信息。分析了 1087 名经常（每周至少进行 2 次自行车上班）的成年（40±10 岁）自行车手的样本。在为期 1 年的随访期间，共覆盖了 20107 周，累计骑行 1474978 公里。62 名参与者中有 70 人发生了 70 起自行车事故，其中 68 起被归类为“轻微”。70 起事故的总发生率为每 1000 次旅行 0.324（95%CI 0.248-0.400），每 1000 小时 0.896（95%CI 0.686-1.106），每 1000 公里 0.047（95%CI 0.036-0.059）。布鲁塞尔首都大区的发生率最高（0.086；95%CI 0.054-0.118），与佛兰德斯（0.037；95%CI 0.025-0.050）相比，显著（P<0.05）更高。伤害主要是由“滑倒”（35%）或“与汽车碰撞”（19%）引起的。事故导致下肢（45%）和上肢（41%）出现擦伤（42%）和瘀伤（27%）。只有 7%、10%和 30%的案例分别涉及警察、医院急诊部或保险公司。值得注意的是，37%的参与者表示他们本可以避免事故。为了减少事故数量，应采取措施保持自行车道清洁，并减少自行车基础设施上的障碍物数量。道路和交叉口的建设应使汽车与自行车之间的碰撞最小化。汽车司机和骑自行车的人应该更加注意彼此。在比利时，对轻微自行车事故的低报得到了证实，且高于预期。需要可靠的事故统计数据，考虑到暴露情况，以确定哪些道路安全措施最有效。“数量安全”原则也适用于轻微的自行车事故。
