School of Architecture and Cities, Westminster University, London NW1 5LS, UK.
Faculty of Engineering Technology, University of Twente, 7500 AE Enschede, The Netherlands.
Int J Environ Res Public Health. 2021 Mar 16;18(6):3060. doi: 10.3390/ijerph18063060.
This paper examines infrastructural and route environment correlates of cycling injury risk in Britain for commuters riding in the morning peak.
The study uses a case-crossover design which controls for exposure. Control sites from modelled cyclist routes (matched on intersection status) were compared with sites where cyclists were injured. Conditional logistic regression for matched case-control groups was used to compare characteristics of control and injury sites.
High streets (defined by clustering of retail premises) raised injury odds by 32%. Main (Class A or primary) roads were riskier than other road types, with injury odds twice that for residential roads. Wider roads, and those with lower gradients increased injury odds. Guard railing raised injury odds by 18%, and petrol stations or car parks by 43%. Bus lanes raised injury odds by 84%. As in other studies, there was a 'safety in numbers' effect from more cyclists. Contrary to other analysis, including two recent studies in London, we did not find a protective effect from cycle infrastructure and the presence of painted cycle lanes raised injury odds by 54%. At intersections, both standard and mini roundabouts were associated with injury odds several times higher than other intersections. Presence of traffic signals, with or without an Advanced Stop Line ('bike box'), had no impact on injury odds. For a cyclist on a main road, intersections with minor roads were riskier than intersections with other main roads.
Typical cycling environments in Britain put cyclists at risk, and infrastructure must be improved, particularly on busy main roads, high streets, and bus routes.
本研究考察了英国通勤者早高峰骑行时与自行车事故相关的基础设施和路线环境因素。
本研究采用病例交叉设计，通过控制暴露因素来进行分析。通过比较模型化自行车路线上的对照点（根据交叉口状况匹配）和自行车事故发生地点，使用条件逻辑回归分析匹配病例对照组。
商业街（由零售场所聚集定义）使受伤风险增加了 32%。主要（A 类或一级）道路比其他道路类型更危险，受伤风险是居民区道路的两倍。更宽的道路和坡度较低的道路增加了受伤风险。护栏使受伤风险增加了 18%，加油站或停车场使受伤风险增加了 43%。公共汽车专用道使受伤风险增加了 84%。与其他研究一样，自行车数量的增加带来了“安全效应”。与其他分析结果相反，包括伦敦的两项最近研究，我们没有发现自行车基础设施的保护作用，而划线自行车道的存在使受伤风险增加了 54%。在交叉口，标准和迷你环岛的受伤风险是其他交叉口的好几倍。交通信号的存在，无论是否有先进的停止线（“自行车框”），都不会影响受伤风险。对于在主要道路上的自行车骑手来说，与次要道路相交的交叉口比与其他主要道路相交的交叉口风险更大。
英国典型的自行车骑行环境使自行车骑手处于风险之中，必须改善基础设施，特别是在繁忙的主要道路、商业街和公共汽车路线上。
