83 Unfall und Mensch
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Bicyclists are minimally or unprotected road users. Their vulnerability results in a high injury risk despite their relatively low own speed. However, the actual injury situation of bicyclists has not been investigated very well so far. The purpose of this study was to analyze the actual injury situation of bicyclists in Germany to create a basis for effective preventive measures. Technical and medical data were prospectively collected shortly after the accident at the accident scenes and medical institutions providing care for the injured. Data of injured bicyclists from 1985 to 2003 were analyzed for the following parameters: collision opponent, collision type, collision speed (km/h), Abbreviated Injury Scale (AIS), Maximum AIS (MAIS), incidence of polytrauma (Injury Severity Score >16), incidence of death (death before end of first hospital stay). 4,264 injured bicyclists were included. 55% were male and 45% female. The age was grouped to preschool age in 0.9%, 6 to 12 years in 10.8%, 13 to 17 years in 10.4%, 18 to 64 years in 64.7%, and over 64 years in 13.2%. The MAIS was 1 in 78.8%, 2 in 17.0%, 3 in 3.0%, 4 in 0.6%, 5 in 0.4%, and 6 in 0.2%. The incidence of polytrauma was 0.9%, and the incidence of death was 0.5%. The incidence of injuries to different body regions was as follows: head, 47.8%; neck, 5.2%, thorax, 21%; upper extremities, 46.3%; abdomen, 5.8%; pelvis, 11.5%, lower extremities, 62.1%. The accident location was urban in 95.2%, and rural in 4.8%. The accidents happened during daylight in 82.4%, during night in 12.2%, and during dawn/dusk in 5.3%. The road situation was as follows: straight, 27.3%; bend, 3.0%; junction, 32.0%; crossing, 26.4%; gate, 5.9%; others, 5.4%. The collision opponents were cars in 65.8%, trucks in 7.2%, bicycles in 7.4%, standing objects in 8.8%, multiple objects in 4.3%, and others in 6.5%. The collision speed was grouped <31 in 77.9%, 31-50 in 4.9%, 51-70 in 3.7%, and >70 in 1.5%. The helmet use rate was 1.5%. 68% of the registered head injuries were located in the effective helmet protection area. In bicyclists, head and extremities are at high risk for injuries. The helmet use rate is unsatisfactorily low. Remarkably, two thirds of the head injuries could have been prevented by helmets. Accidents are concentrated to crossings, junctions and gates. A significant lower mean injury severity was observed in victims using separate bicycle lanes. These results do strongly support the extension or addition of bicycle lanes and their consequent use. However, the lanes are frequently interrupted at crossings and junctions. This emphasizes also the important endangering of bicyclists coming from crossings, junctions and gates, i.e. all situations in which contact of bicyclists to motorized vehicles is possible. Redesigning junctions and bicycle traffic lanes to minimize the possibility of this dangerous contact would be preventive measures. A more consequent helmet use and use and an extension of bicycle paths for a better separation of bicyclists and motorized vehicle would be simple but very effective preventive measures.
The bicyclist accidents were analyzed to get better understanding of the occurrences and frequency of the accidents, injury distributions, as well as correlation of injury severity/outcomes with engineering and human factors in two different countries of China and Germany. The accident cases that occurred from 2001 to 2006 were collected from IVAC database in Changsha and GIDAS database in Hannover. Based on specified sampling criteria, 1,570 bicyclist cases were selected from IVAC database in Changsha, and 1806 cases were collected from Hannover, documented in GIDAS database. Statistical analyses were carried out by using these selected data. The results from the statistical analysis are presented and discussed in this study.
Radfahren - aber sicher!
(1989)
Bei der Veranstaltung, die am 16. und 17. November 1987 zu dem Thema "Radfahren - aber sicher!" in Wiesbaden stattfand, ging es darum, dem Sicherheitsbedürfnis des zunehmenden Radfahrverkehrs in der Bundesrepublik Deutschland gerecht zu werden, andererseits aber auch das nicht unproblematische Verhältnis zwischen der Radfahrerpopulation auf der einen und den übrigen Verkehrsteilnehmergruppen auf der anderen Seite auszuleuchten. In der jüngeren Vergangenheit wurden Klagen geäußert wie etwa die, dass sich die Radfahrer ihr eigenes Gesetz schafften. Von den Betroffenen wird dagegengehalten, dass die den Straßenverkehr betreffenden Gesetze und Verordnungen aus dem Blickwinkel des Kraftfahrers heraus gemacht worden seien und ein Verstoß dagegen für Radfahrer oft die naheliegendste Möglichkeit sei, einer Selbstgefährdung zu entgehen. Aus diesem Grunde wurde die Thematik in dem von der Deutschen Verkehrswacht gemeinsam mit der Bundesanstalt für Straßenwesen (BASt) und dem Bundesverkehrsministerium durchgeführten Symposium aus unterschiedlichster Sicht angesprochen. Vertreten war sowohl die Unfallforschung, die Straßenplanung, die Fahrzeugtechnik und die Polizei wie auch die Interessenvertreter der Rad- und der Autofahrer. Von vornherein war klar, dass ein Symposium dieser Art nicht dazu angetan sein konnte, "Patentlösungen" zu erarbeiten. Ziel der Veranstaltung war es vielmehr, das gegenseitige Verständnis der unterschiedlichen Verkehrsteilnehmergruppen füreinander zu wecken bzw. zu fördern. Dabei wurde deutlich, dass auch die Problematik des "Rollenwechsels" keineswegs frei von Schwierigkeiten ist: Das Verhalten des möglicherweise überwiegenden Teils der Verkehrsteilnehmer ist nicht so sehr an einem Grundwissen und ein Grundverhalten gebunden, als vielmehr von der Art der jeweiligen Verkehrsteilnahme abhängig.
Europe has benefited from a decreasing number of road traffic fatalities. However, the proportion of older road users increases steadily. In an ageing society, the SENIORS project aims to improve the safe mobility of older road users by determining appropriate requirements towards passive vehicle safety systems. Therefore, the characteristics of road traffic crashes involving the elderly people need to be understood. This paper focuses on car occupants and pedestrians or cyclists in crashes with modern passenger cars. Ten crash databases and four hospital statistics from Europe have been analysed to answer the questions on which body regions are most frequently and severely injured in the elderly, and specific injuries sustained by always comparing older (65 years and above) with midâ€aged road users (25â€64 years). It was found that the body region thorax is of particularly high importance for the older car occupant with injury severities of AIS2 or AIS3+, where as the lower extremities, head and the thorax need to be considered for older pedestrians and cyclists. Further, injury risk functions were provided. The hospital data analysis showed less difference between the age groups. The linkage between crash and hospital data could only be made on a general level as their inclusion criteria were quite different.
Cyclists are more likely to be injured in fatal crashes than motorised vehicles. To gain detailed and precise behavioural data of road users, i.e. trajectories, a measuring campaign was conducted. Therefore, a black-spot for accidents with cyclists in Berlin, Germany was selected. The traffic has been detected by a fully automated traffic video analysis system continuously for twelve hours. The video surveillance system is capable of automatically extracting trajectories, classifying road user types and precise determining and positioning of conflicts and accidents. Additionally, pre-conflict and pre-accident situations could be analysed to provide further in-depth understanding of accident causation. The evaluation of the measuring campaign comprised the investigation of traffic parameters, e.g. traffic flow, as well as traffic-safety related parameters based on Surrogate Safety Measures (SSM). Furthermore, the spatial and temporal distributions of conflicts involving cyclists were determined. As a result, three possible conflict clusters could be identified, of which one cluster could be confirmed by detailed video analysis, showing conflicts caused by right turning vehicles.
In 2011 399 cyclists died in road accidents in Germany and another 76.351 cyclists have been injured. Since 2000 the number of injured or fatally injured cyclists remained on the same high level. Cyclists form 19% of all casualties in German road traffic, although the modal split rate of this transport mode in 2008 was only 10% of trips and resp. 3% of kilometres per day. The high proportion of fatally and seriously injured shows the high vulnerability of cyclists. The demographic shift towards an older population in Germany and the governmental recommendation of increased bicycle use as an ecological, economical and healthy alternative to other modes of transport lead to the assumption that bicycle use especially of elderly people will increase. Based on these facts about the German cyclists' situation a representative survey of 2.000 cyclists was conducted. Results display use patterns and accident involvement on a descriptive level. Overall 7.7% of cyclists report to have been involved in at least one road traffic accident within the last three years. The performed path model analysis reveals an acceptable model fit. Though the explained variance of accident involvement of the applied psychological factors was low, significant relations between several of these factors and especially risky behaviour could be found.
Aim of the study was to evaluate the protective effect of bicycle helmets particularly considering injuries to the head and to the face. Accidents with the participation of bicyclists which occurred from 2000 to 2007 were chosen from GIDAS. We observed that injuries to the head and face were more severe in the group of non-helmeted riders. There seems to be no significant difference in injuries with AIS 3-6. Altogether 26 cyclists were killed. 2 of them wore a helmet (1% of helmeted cyclists), 24 did not (1% of non-helmeted cyclists). Only one killed rider (without helmet) did not suffer from polytrauma (only head injuries recorded). The findings seem to support the thesis of a preventive effect of the bicycle helmet, however the two groups are different in their characteristics related to riding speed. Necessarily we need a multivariate model to evaluate the effect of helmets.
The primary goal of this investigation was to determine the relative risk of traffic accidents in students. In a two year period, a survey amongst 2,325 students was carried out, and 3,645 injuries sustained by students treated at our hospital were analyzed. Moped-riding in adolescents were associated with a 23.75-fold increased risk for injury as compared to biking. Children who ride bicycles have a 2.2-fold increased risk for an injury sustained by traffic accidents compared to pedestrians. None of 50 injured bicycle riders with helmet had an AIS for head injuries of more than 2. 24 of 233 injured bicycle drivers without helmet had an AIS for head injuries of more than 2. The use of a protective helmet significantly reduced the severity of head injuries. The level of awareness towards danger and a history of previous accidents correlate with the likelihood of future accidents. Due to the severity of traffic accidents, more adequate prevention measures (wearing of bicycle helmets and better education for moped riders) are urgently needed.
The purpose of this study was to analyse the actual injury situation of bicyclists regarding accidents involving more than one bicyclist. Bicyclists were included in a medical and technical analysis to create a basis for preventive measures and discovered repeating accident patterns and circumstances such as daytime, environment, helmet use rate. Technical and medical data were collected at the scene, shortly after accident. The population was compared focusing on bicycle versus bicycle accidents. Technical analysis included speed at crash, type of collision, impact angle, environment, used lane and relative velocity. Medical analysis included injury pattern and severity (AIS, ISS). Included were 578 injured bicyclists in 289 accidents from years 1999 to 2008, 61 percent were male (n=350) and 39 percent female (n=228). Sixty-seven percent ranged between 18 to 64 years of age, twelve percent each between 13 to 17 years of age and older than 65 years, eight percent between 6 to 12 years and one percent between 2 to 5 years.. Crashes took place in urban areas in 92 percent, in rural areas in 8 percent. Weather conditions were dry lanes in 97 percent and wet conditions in 3 percent. Eighty-three percent of all accidents happened during daytime, ten percent during night, and seven percent during dawn. The helmet use rate was only 7,5 percent in all involved bicyclists. The mean Maximum Abbreviated injury scale, Injury severity score was 1,31. Bicyclists are still minimally- or unprotected road users. The helmet use rate is unsatisfactorily low. The incidence of bicycle to bicycle crashes is high. Most of these accidents take place in urban areas. The level and pattern of injuries is moderate. Most of the more severe injuries occur to the head and could have been avoided by frequent helmet use.