The Scottish Government

Page: [1] [2] [3] [4] [5] [6] [7] [8]

Appendix A

Strategies for improving the safety of Motorcyclists

1. Motorcyclists represent a large proportion of road casualties in relation to their numbers. While motorcycle accident rates in proportion to rider numbers and distance travelled have reduced considerably over the last decade, significant increases in rider numbers mean that absolute numbers of fatal and serious casualties have increased. Measures introduced over the years such as compulsory basic training have made a positive difference, but it is clear that if casualties are to be reduced, further measures need to be taken. Part of the problem could be the failure to consider motorcycles adequately in transport planning and strategies, and address the needs of motorcyclists.

2. Widespread adoption of policies aimed at improving pedestrian and cyclist safety has reduced casualties for these modes significantly. With motorcycle use increasing (more than 80% since 1995) similar consideration of this mode of transport should be taken into account.

3. Exclusion of motorcycles from planning and strategies tends to reinforce the perception that motorcycles are not part of the transport mix and are only "the preserve of rebels". Inclusion of motorcycles in planning and strategies can lessen this perception and help show the positive benefits this mode has to offer.

4. The promotion of motorcycles as beneficial in helping reduce congestion, emissions and land use in our congested urban areas can increase the use of this mode for commuting. From a motorcyclists perspective this has two significant benefits. Firstly an increased presence of motorcycles on the road increases the expectation among other road users of the likelihood of encountering motorcycles, reducing instances or motorists looking but failing to see motorcyclists, a common feature of urban collisions. The second benefit that increased commuter use has is in raising the motorcyclists experience of dealing with varied weather and traffic conditions and combating the perpetual learner syndrome that is common among riders who use their bikes solely for leisure purposes.

5. To encourage motorcycle use as a means of commuting as opposed to a single car occupancy, the appropriate infrastructure and safety initiatives need to be considered. Motorcycle theft is a significant disincentive to potential users who would otherwise consider using their bikes. Secure parking facilities for motorcycles reduces this concern as well as reducing the burden on the police that such theft represents. Measures such as allowing motorcycles to use bus lanes have proved to increase the visibility of motorcyclists and lessen their risk of collisions by up to 30%, without increasing the risks to cyclists.

6. While casualty numbers have reflected the increased motorcycle usage since 1995, it does not follow that this need always be the case. Within the Congestion Charging Zone in London PTW use has increased by 20% since the introduction of the charge, while casualty numbers have decreased by 30%. Although the reasons for this reduction in casualties, despite increased usage, are not totally clear, investigation into PTW accidents within built up areas indicates that accidents tend to be the fault of other motorists. On this basis it would not be unreasonable to suggest that there is an increased awareness of cyclists and PTWs by other motorists due to increased numbers choosing these modes of transport both within the Congestion Charging Zone and throughout Greater London. Another factor, which is believed to have contributed to this reduction of casualties among motorcyclists, was the launch of BikeSafe London in April 2003.

7. On non-built up roads, accidents tend to be mostly the fault of motorcyclists, resulting from a "loss of control" on the part of the motorcyclist, typically involve "sports bikes" and occur on single carriageways with 60mph speed limits. Adoption of the IHIE Guidelines for Motorcycling by road authorities can help mitigate the effects of such accidents and reduce their probability of occurring.

8. Road design and layout is crucial to the needs of motorcycles. Many motorcycle accidents occur either at junctions or because the design of the highway obscures visibility of motorcycles. Poor maintenance and repair of roads can lead to potholes and inconsistencies in the road surface which present major hazards to PTW users. Careful consideration needs to be given to design, sight-lines, road maintenance and the location of street furniture. The IHIE motorcycling guidelines provide best practice for road design and maintenance.

9. In order to address the principal causes of accidents in built up and non-built up areas road safety campaigns should consider sustained awareness campaigns in which motorcyclists are targeted to better negotiate junctions, bends and carry out overtaking manoeuvres. An element of this campaign should also encourage the development of these vital skills through "additional or advanced training".

10. If motorcyclist accidents are to be reduced significantly, then the role of other motorists in many collisions also needs to be addressed. Education programme and campaigns aimed at increasing drivers' awareness of motorcycles can have a significant impact and should be carried out in parallel with campaigns targeting motorcyclists. These campaigns need to take a multi-agency approach, with input from road user groups, the police and The Local Authority Road Safety Officers Association (LARSOA) amongst others.

11. LARSOA is the main "clearing house" for local authority educational and publicity measures and it is recommended that the appropriate LARSOA adviser be consulted before initiating any new measures, to ensure cohesive and effective approaches, while avoiding duplication.

12. The police are also concerned about motorcycle related collisions and are developing their own strategies to reduce casualties. This includes standardisation across the country of the motorcycling skills assessment course Bikesafe. In Scotland all eight police forces and other agencies including riders organisations have been involved in the Bikesafe Scotland initiative launched in the year 2000.

13. The Scottish Executive Transport Research Planning Group (TRPG) conducted an evaluation of the scheme. Their report concluded that participants were significantly less likely to experience "loss of control" (the most common precipitating factor in fatal accidents where the motorcyclist was judged to be primarily responsible). Improved hazard perception and defensive riding had also taken place and resulted in most riders riding below the speed limit in built-up areas. The report had some concerns that after participation some riders were riding faster on roads in non-built up areas, though there was no indication that the increased speed was necessarily inappropriate and was mitigated by improved control, some of the police forces had made changes to the programme to focus more on riding attitudes as a result.

14. Participants to the scheme were attracted by the fact that Bikesafe Scotland was free and run by the police. They saw the improved relationship between the police and the motorcycling community as being very positive. The TRPG report noted that a lack of resources was a problem, with some forces being forced to scale back on the scheme, and recommended that development of the scheme would depend on dedicated resources being made available. There is scope for local authorities to provide support for this worthwhile scheme and backing has already been provided within the Northern Constabulary area.

15. Some police forces, in liaison with local authorities, are conducting Rider Improvement Courses for motorcyclists. These courses can apply to motorcyclists seen to be riding badly when no offence has been committed, and offered as an alternative to prosecution when an offence is committed. These courses also have the benefit of attracting riders who are most at risk and would not otherwise consider participating in safety courses.

16. Perth and Kinross Council have initiated a Bike Plus scheme for newly qualified motorcycle riders. This scheme provides additional training for novice riders who due to their lack of experience are at increased risk. The course is designed to increase hazard perception, improve motorcycle control skills at low and high speed as well as on motorways and at night or in poor weather.

17. Local Authorities should consider initiating Bike Plus schemes.

18. Although motorcycle safety is a concern, full introduction and continuation of the safety schemes detailed in this Appendix, coupled with appropriate safety campaigns, will ensure that further improvements to motorcycle casualty rates can take place. A failure to adopt these measures risks placing motorcycles at the margins of policy with continued unacceptable accident rates.

19. It is clear that both rural and urban areas, motorcycle casualties are caused by a variety of factors that revolve around engineering and planning, coupled with behaviour, skills and attitudes between motorcyclists and other road users. Compared to car users, motorcyclists are particularly vulnerable mainly due to the relative exposure to the external environment.

20. Appropriate action should take the form of an extensive package of measures that integrate to form an overall motorcycle strategy with clear targets not only for casualty reduction, but also for implementation of measures, which reduce vulnerability and change attitudes.

21. Measures should as far as possible be taken in partnership with motorcycling stakeholders, including the motorcycle industry and users.

22. In order to provide sufficient funding for safety campaigns and initiatives, as well as improving public acceptance of safety cameras, consideration should be given to obtaining funding for these measures from safety camera partnerships.

23. Diesel spillage as well as being of considerable concern to motorcyclists may be a contributing factor in a small but significant number of accidents. Local authorities should ensure that existing legislation is adequately enforced with the aim of ensuring minimum spillage for safety and environmental reasons.

Page: [1] [2] [3] [4] [5] [6] [7] [8]