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Road Accidents Scotland 2003
4. Casualties
4.1 Casualties by type of road(see Table 23)
In 2003, "non built-up" roads accounted for two-fifths of the total number of casualties (42%: 7,926 out of 18,706). However, perhaps because average speeds are higher on non built-up roads than elsewhere, they accounted for around three quarters of those killed (74%: 244 out of 331) and for over half of the total number of killed and seriously injured combined (52%: 1,687 out of 3,271).
Compared with 1993, the fall in the total number of casualties has been greater for built-up roads (19%) than elsewhere (12%), and the difference between the two types of road is even greater for the numbers killed (down by 35% for built-up roads compared with 8% elsewhere). However, over the years, some traffic will have been transferred away from built-up roads by the opening of city and town bypasses, and by the construction of non built-up roads with higher average traffic volumes. Therefore, these figures do not provide an accurate measure of the comparative change in the road safety performance of "built-up" and "non built-up" roads.
4.2 Casualties by mode of transport(see Table 23)
A total of 11,722 car users were injured in road accidents in 2003, representing 63% of all casualties. Of these car users, 184 died. There were 2,979 pedestrian casualties (16% of the total), of whom 63 died, 801 pedal cycle casualties (4% of the total), of whom 14 died, and 1,113 motorcycle casualties (6% of the total), of whom 50 died. Because of the numbers of car user, pedestrian, pedal cyclist and motor cyclist casualties, the figures for each of these four groups of road users are the subject of separate sections, which follow this one, and are followed by a section on child casualties, which gives details of their modes of transport.
Together, all the modes of transport other than the four mentioned above accounted for 2,091 casualties in 2003 (11% of the total), and for smaller percentages of the numbers of killed and seriously injured. These included 887 bus and coach users injured in 2003, of whom 71 suffered serious injuries (1 died) - these low proportions presumably being due to the greater protection of their passengers by buses and coaches. There were also 347 casualties who were travelling in light goods vehicles, 317 people in heavy goods vehicles, 304 users of taxis, 94 users of minibuses and 142 people with another means of transport.
4.3 Car user casualties
A total of 11,722 car users were injured in road accidents in 2003, representing 63% of all casualties. Of these people, a total of 1,685 were either killed or seriously injured, 184 of whom died. Non built-up roads accounted for a little over half of all car user casualties (54%: 6,356 out of 11,722). Perhaps because average speeds are higher on non-built up roads, they accounted for much higher percentages of the total numbers of car users who were killed (88%: 162 out of 184) or were killed or seriously injured (71%: 1,190 out of 1,685). (see Table 23)
The number of car users killed in 2003 was 19% more than the 2002 figure, the number who were killed or seriously injured fell by 5% and the total number of casualties of all severities was down by 1%. Since 1993, the number killed has dropped by 7%, and there have been falls of 29% in the number who were killed or seriously injured and of 9% in the total number of car user casualties. (see Table 23)
Looking at annual averages over the years 1999-2003, the killed and seriously injured casualty rate for 16-22 year old car users was 1.01 per thousand population. This was much higher than the rate for car users in the older age groups, which varied from 0.26 to 0.61 per thousand population. (see Table 32)
On average, over the years 1999-2003, 71% of car user fatalities occurred on roads with a speed limit of 60mph. Such roads accounted for 62% of those car users who were killed or seriously injured, but for only 42% of the total number of car user casualties (of all severities). (see Table 33)
Adult car users
On weekdays, the peak time for adult car user casualties was from 4pm to 6pm. The 5pm to 6pm average of 718 (the annual average for the years 1999-2003) was 23% higher than the average of 582 in the morning 8am to 9am peak. (see Table 28)
Adult car user casualties varied by month, with fewer per month in the period between March and June (inclusive) and more between October and December. The peak month was November, which had 36% more adult car user casualties than the lowest month, March (annual averages over the years 1999-2003; months standardised to 30 days). (see Table 29)
Friday had the peak numbers of adult car user casualties over the years 1999-2003 with 16% more than the average daily number of adult car user casualties. (see Table 30)
4.4 Pedestrian casualties
There were 2,979 pedestrian casualties in 2003: 16% of all casualties. Of these, 771 were killed or seriously injured (63 died). Presumably because of the greater vulnerability of pedestrians, a high proportion (24%) of the total number of people who were killed or seriously injured were pedestrians In addition, 26% of pedestrian casualties were killed or seriously injured (771 out of 2,979) compared with 17% of all casualties (3,271 out of 18,706). About 95% of pedestrian casualties occurred on built-up roads (2,836 out of 2,979). Perhaps because of higher average speeds on non built-up roads, 55% of the pedestrian casualties on such roads were killed or seriously injured (78 out of 143) compared with 24% on built-up roads (693 out of 2,836). (see Table 23)
The number of pedestrians killed and seriously injured and the overall number of pedestrian casualties in 2003 were 13% and 10% less respectively than in 2002. Since 1993, the number of pedestrians killed has fallen by 50%, the number who were killed or seriously injured has dropped by 47%, and there has been a 37% reduction in the total number of pedestrian casualties. Looking at the annual average for the period 1999 to 2003, the pedestrian fatality rate was higher for those aged 70+ (0.03 per thousand population) than for any other age-group. However, the 12-15 age-group had the highest 'killed and serious' and 'all severities' pedestrian casualty rates (0.48 and 1.94 per thousand population, respectively). The corresponding casualty rates for the 5-11 age-group were only slightly lower. (see Tables 23 & 32)
The overall pedestrian 'all severities' casualty rate for males was 0.85 per thousand population, compared with 0.50 per thousand for females, using the averages for the period 1999 to 2003. (see Table 34)
Adult pedestrian casualties
On average, in the period 1999 to 2003, on weekdays, the peak time for adult pedestrian casualties was from 4pm to 6pm; at weekends it was from midnight to 2am. (see Table 28)
December was the peak month for adult pedestrian casualties, with 37% more than the monthly average. Adult pedestrian casualties in the four "winter" months, November to February, were 24% more than the monthly average (annual averages over the years 1999-2003; months standardised to 30 days). (see Table 29)
Friday has the highest number of adult pedestrian casualties; 22% more than the daily average over the period 1999 to 2003. (see Table 30)
4.5 Pedal Cycle Casualties
There were 801 pedal cycle casualties in 2003, 3% less than the previous year. The combined total of killed and seriously injured pedal cycle casualties in 2003 was 138, 9% less than in 2002. There were 14 pedal cycle fatalities in 2003, 6 more than in 2002. Since 1993 there has been a 33% reduction in all pedal cycle casualties, the number who were killed or seriously injured has fallen by 41%, and the number of fatalities has fluctuated between 5 and 18. In 2003, 88% of pedal cycle casualties were on built-up roads. (see Table 23)
In terms of the averages for the period 1999 to 2003, the pedal cycle casualty rate per head of population was highest for those aged 12-15 (0.49 per thousand population). The other age groups with above-average casualty rates were: 5-11, 16-22, 23-29 and 30-39. Of course, it must be remembered that, as noted earlier, "per capita" casualty rates do not provide a measure of the relative risk, because they do not take account of the levels of usage of (in this case) pedal cycles. (see Table 32)
Adult pedal cycle casualties
Using the averages for the period 1999 to 2003, on weekdays, the peak numbers of adult pedal cycle casualties were from 4pm to 6pm and from 7 am to 9 am. At weekends the numbers were smaller, and there was no clear peak. (see Table 28)
The peak month of the year for adult pedal cycle casualties was August, which was 30% more than the monthly average (1999-2003 annual averages, standardised to 30 days). (see Table 29)
The day of the week with the peak numbers of adult pedal cycle casualties was Wednesday, 27% higher than the daily average, over the years 1999-2003. There were substantially fewer adult pedal cycle casualties on Saturday and Sunday, with 40% and 38% less than the daily average respectively. (see Table 30)
4.6 Motorcyclist casualties
A total of 1,113 motorcyclists were injured in road accidents in 2003, representing 6% of all casualties. Of these, 417 were either killed or seriously injured, of whom 50 died. Under half of all motorcyclist casualties occurred on non built-up roads but (perhaps because of their higher average speeds) such roads accounted for about three-fifths of those killed or seriously injured, and over three quarters of those killed. (see Table 23)
The number of motorcyclist casualties in 2003 was 4% less than in the previous year. The number killed rose by four, but the total who were killed or seriously injured fell by 8%. Over the period since 1993, the total number of motorcyclist casualties at first fell (from 1,105 in 1993 to 850 in 1996) before rising in each of the next five years. The figure for all casualties in 2003 was 1% higher than in 1993. 17 more motorcyclists died in 2003 than in 1993. (see Table 23)
On average, over the years 1999 to 2003, the motorcyclist casualty rate was highest for both the 16-22 and 30-39 year old age group (0.50 per thousand population), closely followed by the 23-29 age group (0.44 per thousand population). The 40-49 age group rate was 0.27 per thousand population; other age-groups had much smaller casualty rates. (see Table 32)
Looking at the averages for the period 1999 to 2003, the peak time of day for motorcyclist casualties was 4 p.m. to 6 p.m. on weekdays (see Table 28), the peak month of the year was August, with relatively high numbers in the other months from May to September (see Table 29) and there were more casualties on Sundays than on any of the other days (see Table 30).
4.7 Child casualties
There were 2,474 child casualties in 2003, representing 13% of the total number of casualties of all ages. Of the child casualties, 431 were killed or seriously injured, of whom 17 died (see Table 24).
The number of child fatalities in 2003 was three more than in 2002, but there were falls of 18% and 10% respectively in the number of children killed or seriously injured and in the total number of child casualties. Since 1999, the number of children killed has fallen by eight, there has been a reduction of 31% in child killed and seriously injured casualties, and a 23% fall in the total number of child casualties. (see Table 25)
In terms of the averages for the period 1999 to 2003, on weekdays, the peak time for child casualties was from 3 p.m. to 5 p.m., with 28% of all weekday casualties in those two hours. A further 28% occurred in the three hours between 5 p.m. and 8 p.m.. There was a smaller peak in the morning, between 8 a.m. and 9 a.m.. There was no real clear peak at weekends: the numbers of casualties were very broadly the same each hour from 1 p.m. to 7 p.m.. (see Table 27)
August was the peak month for child casualties, with 22% more than in an average month. September had 11% more than an average month. (1999-2003 annual averages, standardised to 30 days). (see Table 29)
Using the averages for 1999 to 2003, Friday was the peak day of the week for child casualties, with 18% more than an average day. Sunday, on the other hand, had 20% fewer than an average day. (see Table 30)
Child casualties by mode of transport
In 2003, there were 1,198 child pedestrian casualties. They accounted for 40% of all pedestrian casualties of all ages (1,198 out of 2,979). Of the child pedestrian casualties, 272 were killed or seriously injured (5 died). (see Table 24)
There were 276 child pedal cycle casualties in 2003 (34% of the total of 801 pedal cycle casualties of all ages). The child pedal cycle casualties included 48 killed and seriously injured, of whom two died. (see Table 24)
In 2003, there were 823 child casualties in cars, 7% of the total number of car user casualties of all ages (823 out of 11,722). Of the child casualties in cars, 93 were killed or seriously injured (10 died). (see Table 25)
Child casualty rates (per head of population)
Children's casualty rates (per head of population) increase with age: for children aged 0-4 the rate was 1.42 per thousand population, whereas it was 3.28 per thousand for those aged 5-11 and for the 12-15 age group it was 4.05 per thousand. The pedestrian casualty rate for younger children (0-4 years) was only about a third of those for 5-11 and 12-15 year olds. (see Table 32)
The pedestrian casualty rate for boys in the 5-11 age group was almost twice that for girls. The difference between the sexes was even more pronounced in the case of the "driver or rider" casualty rates, particularly for the 12-15 age group. (see Table 34)
Child pedestrian casualty rates in 2003 for killed and seriously injured and for all severities, at 0.37 and 1.46 per thousand child population respectively, were roughly double the corresponding rates for pedestrian casualties of all ages. (see Table 32)
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