In 2004 a reform of the General Regulation of Traffic was approved containing some improvements for cyclists. Nevertheless, it also had some points in that regulation breaking that positive tendency. The compulsory helmet regulation in interurban routes created a serious sensation on which bicycle was a risk sport, ignoring its function like means of transport, means of healthful leisure and tool for cyclotouring. This Regulation, done by the Spanish government, but in fact written by the technicians of the Spanish National Traffic Safety Committee, had to develop the Road Security Law, dictated by the Parliament, which already placed the helmet like an obligatory element.

This before-and-after study covers the construction of one-way cycle tracks and lanes, blue cycle crossings and raised exits. It is the biggest study of its kind so far carried out in Denmark. The effects on road safety of all types of traffic both at junctions and on road sections for both accidents and injuries are examined. The effects on the volumes of motor vehicles as well as on bicycle and moped traffic are examined with regard to the construction of one way cycle tracks and lanes. Lastly, cycle facilities impact on cyclists’ perceived risk and satisfaction on road sections and at junctions is also examined.

Cycle helmets have been around since 1975. They were originally a 'spin-off' product from the development of expanded polystyrene foams in motorcycle helmets, intended to supersede the old 'hair net' style of head gear then used in cycle sport. However, the protection offered by cycle helmets is very much less than that provided by motorcycle helmets due to the compromises in weight and ventilation necessary in order to make them acceptable for an activity such as cycling that involves much physical exertion. Indeed, because of changes to design in order to address concerns about comfort, modern helmets with soft shells offer less protection than the original designs with hard shells.

The group of vulnerable road users can be subdivided in a number of ways such as the amount of protection in traffic (e.g. pedestrians and cyclists) and the amount of task capability (e.g. the young and the elderly). Vulnerable road users do not usually have a protective 'shell', and also the mass difference between the colliding opponents is often very important. Vulnerable road users can be spared by limiting the driving speed of motorized vehicles and separating as much as possible unequal road user types. Adapting motor vehicles (e.g. by side-underrun-protection of lorries and collision-friendly car fronts) can lessen the injury severity of vulnerable road users.

The European Cyclists´Federation (ECF) welcomes that producers of child´s seats for bicycles more and more use the European Standard (EN  14344 ). Since 2004, it has become easier for the consumer to determine whether a child’s seat for bicycles is safe and of good quality. In that year, a European standard that includes a number of elementary safety aspects has become effective. Compliance is based on self-certification. In the meantime, the EN 14344 label appears on the majority of the branded seats.

Cycle helmets have been around since 1975. They were a 'spin-off' product from the development of expanded polystyrene foams for motorcycle helmets intended as a replacement for the 'hair-net' style of head gear then used in cycle sport. At first they were promoted mainly by their manufacturers with competing claims about their effectiveness. Then, during the 1980s, reports began to be published suggesting that if cyclists wore helmets they would be less likely to suffer head injury. From that time, the promotion of helmet wearing by cyclists has been a priority of road safety and health professionals in many countries.

Ciaran Simms, BA, BAI, PhD, Lecturer
Desmond O’Neill, MD FRCPI, Associate Professor

For the last 10 years cycle security courses for children, youngsters and adults have been organized by IG Velo Switzerland. The concept was presented at the AGM 2004 in Madrid, and was well received. ECF has signed the Road Safety Charter with the commitment to spread the knowhow about road safety education and organise more courses for cyclists in Europe. The ECF has given IG Velo Switzerland the task of developing a program to assist other members of the ECF in implementing their own cycle courses. This program should provide support for future cycle course organisers in the planning and implementation of new courses, including guidance by a mentor through the process until the first course has taken place.

These standards for bicycle parking systems herald the first quality requirements regarding bicycle parking systems in the Netherlands. This document aims at major improvements in the bicycle parking systems used in the Netherlands. Time will tell whether this document is satisfactory in all respects. Chances are that new types of bicycle parking systems will be developed beyond the range of this document. Moreover, techniques improve over time. This document will therefore need to be updated regularly. These standards are meant to follow social trends and certainly not impede innovation. However, the standards also do not intend to raise the threshold to using a bicycle. The standards therefore assume that bicycle parking systems for public use should be available for free. For the future the use of electronic techniques is not excluded, provided these offer clear advantages.

European Conference of Ministers of Transport.
Preliminary official data available from ECMT Member Countries reveal divergent trends in the evolution of road safety in European countries in 2004. While road  safety continues to improve significantly in Western European countries, the number of road fatalities has started to rise in Central and Eastern Europe, reversing the downward trend recorded during the last few years. On the other hand, the road safety situation in countries of the Community of Independent States (CIS), which was deteriorating until now, appears to have slightly improved.

Robinson's article: http://press.psprings.co.uk/bmj/march/ac722.pdf
Counter article: http://press.psprings.co.uk/bmj/march/ac725.pdf

Consejos de seguridad de Thomas Krag. Traducción: Pilar Rivero.
Circular en bicicleta no contamina y es saludable para el usuario. La bicicleta es probablemente el medio de transporte más sostenible jamás inventado. Además circular en bicicleta tiene un significado potencial para reemplazar el uso del coche en las ciudades, donde se realizan muchos trayectos cortos en coche. Basado en cifras de riesgo elemental, sin embargo, circular en bicicleta parece no parece seguro comparado con la conducción de un vehículo motorizado, argumento ampliamente utilizado contra la promoción de la bicicleta.

Download (Pdf, 4422 Kb)