The number of cyclists killed in the UK has risen during three of the last four recessions, according to figures from the Department for Transport (DfT). The data suggests that, when commuters swap expensive train, tube and car travel for cheaper bicycles during periods of austerity, the death toll rises.

The DfT's 2011 annual report on UK road casualties shows that cyclist deaths across the UK rose by 7% last year, up from 104 in 2009 to 111 in 2010, just as many of the government austerity measures were kicking in. In the first half of this year the number of cyclists killed or seriously hurt on UK roads rose 12% year-on-year. Cycle deaths also rose by 58% between 1930 and 1935 and by 14% between 1980 and 1984. After both the 1930s and the 1980s recessions, the number of cycle fatalities fell back once again.

Tom Jones, of Thompsons Law, said: "In the last 12 months we have seen a marked increase in the number of personal injury claims brought by people involved in accidents related to cycling. We monitor London and the south-west, particularly Bristol, and we are seeing a definite trend of increasing claims."

The combined number of cyclists involved in fatal and serious accidents also increased by 10% between 2007 and 2010, from 2,698 to 2,962. But the rise in cyclist deaths contrasts with the number of fatalities falling for all other types of road user – the number of car occupants killed fell by 21%, and 19% fewer pedestrians and 15% fewer motorcyclists died on the roads.

Charlie Lloyd, of the London Cycling Campaign, said: "Cycling fatalities in general are not getting any worse. It is likely that any increase in the number of fatalities during a recession is related to an increase in the number of cyclists. More people get on their bike or spend more time on a bike during a recession."

The DfT report says that 60% of pedal cycle casualties occurred between 7am–10am and 4pm–7pm, and were likely to include people travelling to and from work.

Paul Codd, a new media communications specialist who is a regular cyclist, said one of the biggest risks to a cyclist in London was poor urban planning.

"Cycle lanes in some cases can be part of the problem, the seemingly random lanes imposed on older roads. These lanes encourage cyclists to 'ride in the gutter' which in itself is a very dangerous riding position – especially on busy congested roads as it places the cyclist right in a motorist's blind spot.

"I also feel that the provision of a cycle lane encourages a cyclist to undertake or worse, remain stationary in a blind spot." While cyclists in London were vocal in their opposition to the now-retired bendy buses, there is no definitive proof that they were responsible for an increase in cyclist deaths. Of the more recent high-profile fatalities in the capital, poor navigation at hotspots, such as Bow roundabout and Blackfriars bridge, as well as irresponsible driving by lorry drivers have been cited as key contributors.

DfT statistics reveal that the biggest single contributory factor on the part of the bicycle in accidents involving bicycles is the cyclist failing to look properly (25%, in accidents involving a bike), followed by failing to judge the other person's path or speed (10%), the cyclist entering the road from the pavement (8%), and careless or reckless behaviour (8%).

The largest number of cycle deaths in urban areas involved cars (25 deaths), followed by heavy goods vehicles (nine). On rural roads it was a similar story with 28 deaths involving incidents with cars, nine involving heavy goods vehicles, and eight involving light goods vehicles.

A 2009 report by the Transport Research Laboratory found that almost three-quarters of all cyclists killed or seriously injured in Great Britain were injured on urban roads, and almost half of cyclist fatalities occurred on rural roads; indicating that while the frequency of injuries is greater on urban roads, their severity tends to be greater on rural roads.

Lloyd said improved awareness of cycling safety training might help reduce the number of deaths, along with better education for younger cyclists. "Cycle proficiency used to be taught in schools but that disappeared. There is now a government-supported Bikeability scheme but it is not universally delivered in schools. The government abolished Cycle England, which used to monitor take-up of the scheme as well as the National Cycle Training Standard for adults, though it has promised it will continue to monitor it in some form."

However, Bristol-based Sam Howard said cycling had never been safer: "I feel far more safe cycling now than I did five or six years ago. I'm lucky enough to live in Bristol, a city that received significant funding to increase levels of cycling five years ago. I really feel there are far more cyclists on the roads of Bristol these days, especially during commuting hours. The money that has been spent on cycle provisions; cycle routes, parking, cycle training and promotion has really made a difference in this city."

Cyclist Codd said: "The cycle lane can sometimes be the worst possible place to be. If the traffic's stationary or you're travelling faster – always overtake like a motorcyclist. Never undertake a large vehicle, either wait or overtake when safe to do so. Get a decent set of lights and use your ears - yes you might be in a continuous stream of traffic, but your ears will let you know in advance of any aggressive manoeuvres from an overtaking vehicle - the surging engine's a dead giveaway.

"Inexperienced and previously unconfident cyclists are taking to the streets in numbers and there is a real feeling and atmosphere of social cohesion between cyclists. Cyclists in numbers, more importantly perhaps, makes them far more respected and noticed by motorists. This is heightened by the huge economic savings made from cycling compared to driving especially in such times of austerity. Cycling is no longer a thing for the brave."

• This article was corrected on 3 January and 14 February 2012 because it said "DfT statistics reveal that the biggest single contributory factor in cycle deaths is the cyclist failing to look properly." In fact the figures cover accidents per se, without reference to casualties or fatalities. And contrary to a subsequent correction to the article above, the DfT statistics cited in the story (a sub-set within Table RAS50005 of the department's Reported Road Casualties in Great Britain: 2010) pertain to the contribution made by the bicycle to any accident involving a pedal bike – not the contribution of other vehicles.