Department of Food and Nutrition and Sport Science, University of Gothenburg, Gothenburg, Sweden.
Swedish National Road and Transport Research Institute, VTI, Gothenburg, Sweden.
Traffic Inj Prev. 2020;21(3):215-221. doi: 10.1080/15389588.2020.1730827. Epub 2020 Mar 13.
As bicyclists account for the largest share of serious injuries in Sweden, focus to improve safety for bicyclists is needed. While knowledge about fatal bicycle crashes is rather extensive, the number of studies that have investigated non-fatal injuries is still rather limited. The aim of this study was to estimate the potential of different countermeasures to reduce crashes resulting in injuries with high risk of health-loss among cyclists in Sweden. A further aim was to describe the residual-that is, crashes that were not considered to be addressed by the analyzed countermeasures. A sample of individuals with specific injury diagnoses was drawn from the Swedish national crash database Strada. A survey form was used to collect additional information about the crash and the health-related outcomes. The potential of countermeasures currently included in the Swedish Safety Performance Indicators, as well as of countermeasures that could be described as "existing but not fully implemented" was assessed. The overall potential of all countermeasures assessed was calculated, giving a grand total without double counting. Cases that were considered not to be addressed by any of the countermeasures included (i.e., the residual crashes) were described in more detail. The current Swedish Safety Performance Indicators that relate to safe cycling addressed 22% of crashes. Improved maintenance by deicing and removal of snow from bicycle infrastructure was found to have the highest potential (8%), followed by improved crashworthiness of passenger cars (5%) and safer bicycle crossings (4%). The potential for existing but not fully implemented safety improvements was 56%. The greatest potential was found for Autonomous Emergency Braking with cyclist detection for passenger cars (12%), followed by studded winter tyres for bicycles (12%), and improved maintenance on non-bicycle infrastructure (11%). In total, taking double counting into consideration, all safety improvements could address 64% of all crashes. Among the residual crashes, the majority (69%) were single bicycle crashes of which most were related to wheel locking during braking and losing balance at low speed or stationary.: Compared with fatal crashes that involve a majority of bicycle-car crashes, the crashes leading to health-loss are mostly single bicycle crashes. Therefore, innovation and development of additional countermeasures to improve safety for bicyclists should focus on single bicycle crashes.
由于自行车骑行者在瑞典的重伤中占比最大，因此需要重点提高自行车骑行者的安全性。虽然有关致命自行车碰撞的知识相当广泛，但研究非致命伤害的研究仍然相当有限。本研究的目的是估计不同对策的潜力，以减少在瑞典自行车骑行者中导致高健康风险损失的事故。另一个目的是描述剩余的，即被认为未被分析对策解决的事故。从瑞典国家碰撞数据库 Strada 中抽取了具有特定损伤诊断的个体样本。使用调查表格收集有关碰撞和与健康相关结果的附加信息。评估了当前包含在瑞典安全绩效指标中的对策以及可描述为“存在但未完全实施”的对策的潜力。对评估的所有对策的总体潜力进行了计算，总计数不重复。被认为未被任何对策解决的情况（即剩余的碰撞）被更详细地描述。与安全骑自行车相关的当前瑞典安全绩效指标涵盖了 22%的碰撞。发现改进除冰和清除自行车基础设施上的积雪的维护工作具有最大的潜力（8%），其次是提高乘用车的耐撞性（5%）和更安全的自行车交叉口（4%）。现有但未完全实施的安全改进的潜力为 56%。最大的潜力是为乘用车配备带有自行车检测的自动紧急制动（12%），其次是自行车钉胎（12%）和改进非自行车基础设施的维护（11%）。总共，考虑到重复计数，所有安全改进措施可以解决所有碰撞事故的 64%。在剩余的碰撞事故中，大多数（69%）是单车碰撞，其中大多数与制动时车轮锁定和低速或静止时失去平衡有关：与涉及大多数自行车-汽车碰撞的致命碰撞相比，导致健康损失的碰撞大多是单车碰撞。因此，提高自行车骑行者安全性的创新和开发额外对策应侧重于单车碰撞。
