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MOTORCYCLE ACCIDENTS AND CASUALTIES IN SCOTLAND 1992 - 2002
EXECUTIVE SUMMARY
1. The Government's road safety strategy 'Tomorrow's roads: safer for everyone' sets out casualty reduction targets for 2010. The targets include achieving a '40% reduction in the number of people killed or seriously injured'; and a '10% reduction in the slight casualty rate' compared with the average 1994 to 1998 benchmark.
2. In general, progress towards these targets in Scotland is excellent. However over recent years the number of motorcycle casualties in Scotland has been increasing.
3. Motorcyclists contribute the largest number of killed and injured casualties to the overall figures after car drivers and occupants. At the same time, increasing numbers of people are using motorcycles for travel and recreation. Motorcyclists are more at risk of being killed or injured in a road traffic accident than any other type of vehicle user.
4. The aim of this study was to explore differing data sources on motorcycle accidents in Scotland in order to investigate the surrounding circumstances, and identify behaviours or circumstances that increase the accident risk.
5. More specifically, the objectives of this research were to obtain an understanding of the trends, patterns and changes in the circumstances of motorcycle accidents over the past decade. With this understanding, it may be possible to reduce the number of road accidents involving motorcyclists through appropriate road safety strategies. Recommendations are provided on measures that could be taken to help reduce the number and severity of motorcycle accidents.
Main Findings
6. The number of motorcycle accidents in Scotland is increasing. The rate of increase from 1996 to 2002 is approaching 9% per year for killed and serious (KSI) casualties and just over 6% per year for all casualties.
7. The observed increase in motorcycle casualties is closely associated with the increased number of licensed motorcycles. The casualty rate per million kilometres and per 1,000 licensed bikes is not increasing.
8. The number of accidents involving younger riders has fallen. The number of accidents involving 31-45 year olds has increased.
9. Most fatal and serious accidents occur on non built-up major roads. Built-up minor roads carry the greatest risk per million kilometres travelled.
10. A higher percentage of motorcycle accidents are occurring on non built-up left hand bends than in previous years.
11. In general the average number of casualties increases steadily through the day, peaks early evening and then tails off. Accidents on non built-up roads are most likely to occur at the weekend and in the summer months, reflecting recreational motorcycling. Accidents on built-up roads closely correspond to commuting periods.
12. Accidents on non-built-up roads tend to be mostly the fault of the motorcyclist, result from a 'loss of control' on the part of the motorcyclist, involve 'sports bikes' and occur on single carriageways with 60mph speed limits.
13. Accidents on built-up roads tend to be the fault of the motorist. A large proportion of these accidents result from a loss of rider control or cars turning or 'u'-turning in front of motorcyclists. Accidents on built-up roads typically occur on roads with 30mph speed limits and involve motorcycles with low engine capacities
Recommendations
14. Two target groups for campaigns to reduce motorcycle accidents should be:
- Motorcycle riders.
- 'Other vehicle' drivers
15. Drivers on built-up road are more likely to cause the accident than the motorcyclist. Drivers do not expect, see, or register that motorcycles may be alongside them when they are stationary or waiting to join (or leave the queue of traffic). It is necessary to make drivers more aware of motorcycles.
16. Motorcyclists should be aware of the dangers when filtering through and around traffic. Motorcyclists must be made more aware of the risks they are taking. A key group to target with this message is the younger less experienced motorcyclist who is using a small capacity machine.
17. On non built-up roads, a large proportion of accidents are caused when cornering. It is important to teach motorcyclists how to ride corners safely. It is suggested that all riders are a potential 'target' group.
18. A good time to introduce campaigns would probably be in Spring when many motorcyclists are returning to riding. These riders, in particular, may be 'rusty' from not having ridden during the Winter months.
19. It is also suggested that engineering maintenance measures, such as increasing the number of bend warnings, maintenance of road edges and the removal of 'wash-out' after heavy rain should be reviewed.
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