Road Accidents Scotland 1997

 

4. Casualties

4.1 Casualties by type of road (see Table 27)

In 1997, "built-up" roads accounted for three-fifths of the total number of casualties (59%: 13,432 out of 22,620). However, presumably because average speeds are lower on built-up roads than elsewhere, they accounted for only about a quarter of fatal injuries (24%: 90 out of 377) and for only half of the total number of fatal and serious injuries combined (48%: 2,143 out of 4,423).

Compared with the 1981-85 average, the fall in the total number of casualties has been greater for built-up roads (23%) than elsewhere (6%), and the difference between the two types of road is even greater for the numbers fatally injured (down by 67% for built-up roads compared with 21% 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 27)

A total of 14,027 car users were injured in road accidents in 1997, representing 62% of all casualties. Of these car users, 219 died. There were 4,153 pedestrian casualties (18% of the total), of whom 87 died, and 1,272 pedal cycle casualties (6% of the total), of whom 9 died. Because of the numbers of car user, pedestrian and pedal cyclist casualties, the figures for each of these three groups of road users are the subject of separate sections (4.3, 4.4 and 4.5). There is also a section on child casualties (4.6), which gives details of their modes of transport.

Together, all the modes of transport other than the three mentioned above accounted for 14% of casualties in 1997, and for broadly similar percentages of the numbers of fatalities and serious injuries. Although in total there were fewer motor cycle casualties (948) than pedal cycle casualties, more motor cyclists than pedal cyclists suffered fatal or serious injuries (358, of whom 37 died), presumably due to higher average speeds. A total of 942 bus and coach users were injured, of whom 55 suffered fatal or serious injuries (2 died) - these low proportions presumably being due to the greater protection of their passengers by buses and coaches.

The number of motor cycle casualties in 1997 represented 28% of the 1981-85 average: this 72% reduction in casualty numbers was considerably greater than that for other modes of transport.

4.3 Car user casualties

A total of 14,027 car users were injured in road accidents, representing 62% of all casualties. Of these people, a total of 2,365 were either fatally or seriously injured, 219 of whom died. Non built-up roads accounted for a little over half of all car user casualties (54%: 7,510 out of 14,027). Presumably 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 fatally injured (90%: 197 out of 219) or were fatally or seriously injured (73%: 1,733 out of 2,365). (See Table 27)

The number of car user fatalities in 1997 was 18% above the 1996 figure, and there were also rises in the number who were fatally or seriously injured (up 3%) and in the total number of casualties (of all severities) (up 8%). Although the numbers of fatalities and of those who were fatally or seriously injured were well below the 1981-85 average level (down by 21% and 35% respectively), the total number of casualties (of all severities) was actually 14% above the 1981-85 average, making car users the only group for whom the total number of casualties is significantly higher than the average 1981-85 level. (See Table 27)

The fatal and serious casualty rate for 16-22 year old car users in 1997 was 130 per 100,000 population. This was much higher than the rate for car users aged 23-59, which was 51 per 100,000. Looking at annual averages over the years 1993-97, for 16-22 year old car users the fatality rate (10 per 100,000 population) and the combined fatal and serious rate (137 per 100,000 population) were both much higher than the corresponding rates for every other age group (See Tables 28 and 36)

On average over the years 1993-97, three-quarters of car user fatalities occurred on roads with a speed limit of 60mph. Such roads accounted for about three-fifths of those car users who were fatally or seriously injured, but for less than half of the total number of car user casualties (of all severities). (See Table 37)

Adult car users

On weekdays, the peak time for adult car user casualties was from 4p.m. to 6p.m. The 5p.m. to 6p.m. average of 736 (the annual average for the years 1993-97) was 16% higher than the average of 634 in the morning 8a.m. to 9a.m. peak. (See Table 32)

Adult car user casualties varied by month, with fewer in the first half of the year and more towards the end of the year. The peak months were November and December which each had almost 30% more car user casualties than the lowest month, May (annual averages over the years 1993-97; months standardised to 30 days). (See Table 33)

Friday and Saturday had the peak numbers of adult car user casualties over the years 1993-97, with 17% and 11% (respectively) more than the average daily number of adult car user casualties. (See Table 34)

4.4 Pedestrian casualties

There were 4,153 pedestrian casualties in 1997: 18% of all casualties. Of these, 1,210 were fatally or seriously injured (87 died). Presumably because of the greater vulnerability of pedestrians, higher proportions (around a quarter) of the total number of people who were fatally or seriously injured were pedestrians. In addition, 29% of pedestrian casualties were fatally or seriously injured (1,210 out of 4,153) compared with 20% of all casualties (4,423 out of 22,620). About 95% of pedestrian casualties occurred on built-up roads (3,960 out of 4,153). Perhaps because of higher average speeds on non built-up roads, 53% of the pedestrian casualties on such roads were serious injuries or fatalities (102 out of 193) compared with 28% on built-up roads (1,108 out of 3,960). (See Table 27)

The number of pedestrian casualties in 1997 was 4% less than in 1996, and 37% below the 1981-85 average. The numbers of pedestrian fatalities and serious injuries in 1997 were both less than half the 1981-85 average levels. (See Table 27)

Pedestrians aged 70 + had a fatality rate well over 3 times that for all ages, and over 4 times that for child pedestrian fatalities. The fatality rate for the 60-69 year old pedestrians was about one third of that for those aged 70 +. (See Table 36)

The overall pedestrian fatality rate for males was double the overall rate for females.The pedestrian fatality rate for males aged 70 + was particularly high, over 3 times the male "all ages" rate, and 50% higher than the female 70 + years rate. (See Table 38)

Adult pedestrian casualties

On weekdays, the peak time for adult pedestrian casualties was from 4p.m. to 6p.m.; at weekends it was from midnight to 2a.m. (See Table 32)

December was the peak month for adult pedestrian casualties, with 46% more than the monthly average. Adult pedestrian casualties in the four "winter" months, November to February, were 23% more than the monthly average (annual averages over the years 1993-97; months standardised to 30 days). (See Table 33)

Friday and Saturday have the highest number of adult pedestrian casualties, with each having very roughly 25% more than the daily average. (See Table 34)

In 1997, 10% of adult pedestrian casualties were recorded as crossing the road within 50metres of a pedestrian crossing, 1% were within the "zig-zag" around the crossing, and 9% were recorded as being on a pedestrian crossing. (See Table 39)

4.5 Pedal Cycle Casualties

There were 1,272 pedal cycle casualties in 1997, 2% fewer than the previous year and 21% less than the 1981-85 average. The combined total of fatal and serious pedal cycle casualties in 1997 was 210, 3% less than in 1996 and 54% less than the 1981-85 average. There were 9 pedal cycle fatalities in 1997, 40% less than in 1996 and 50% less than the 1981-85 average.(See Table 27)

Almost 90% of pedal cycle casualties were on built-up roads. (See Table 27)

The pedal cycle casualty rate per head of population was highest for those aged 12-15 (86 per 100,000 population). The other age groups with above-average casualty rates were: 5-11, 16-22 and 23-29. 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 36)

Adult pedal cycle casualties

On weekdays, the peak numbers of adult pedal cycle casualties were from 4p.m. to 6p.m. and from 8a.m. to 9am. At weekends there was no clear peak. (see Table 32)

The peak month of the year for adult pedal cycle casualties was August, with 34% more than the monthly average (1993-97 annual averages, standardised to 30 days). (See Table 33)

The day of week with the peak number of adult pedal cycle casualties was Thursday, 30% higher than the daily average, over the years 1993-97. There were substantially fewer adult pedal cycle casualties on Saturday and Sunday, with 32% and 41% less than the daily average. (See Table 34)

4.6 Child casualties

There were 3,795 child casualties in 1997, representing under a fifth of the total number of casualties of all ages (17%: 3,795 out of 22,620). Of the child casualties, 744 were fatalities or serious injuries, of whom 26 died. These numbers were all less than the 1996 figures, and considerably below the 1981-85 average levels: the number of children killed on the roads in 1997 was 62% less than the 1981-85 annual average, and there were falls of 51% in the number of fatal and serious injuries (combined) and of 22% in the total number of child casualties (of all severities). (See Table 29)

On weekdays, the peak time for child casualties was from 3 p.m. to 5 p.m., with 28% of all weekday casualties. A further 28% occurred 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 peak at weekends: the numbers of casualties were very broadly the same each hour from 12 noon to 7 p.m.. (See Table 31)

August was the peak month for child casualties, with 31% more than in an average month. June had 15% and July 10% more than an average month (1993-97 annual averages, standardised to 30 days). (See Table 33)

Friday was the peak day of the week for child casualties, with 25% more than an average day. Saturday had 4% more than an average day, and Sunday had 14% less. (See Table 34)

Child casualties by mode of transport

In 1997, there were 1,892 child pedestrian casualties. They accounted for 46% of all pedestrian casualties of all ages (1,892 out of 4,153). Of the child pedestrian casualties, 504 were fatalities or serious injuries (15 died). Again, all these figures were considerably below the corresponding 1981-85 averages, with falls of 67% (fatalities), 51% (fatalities and serious injuries combined) and 34% (all child pedestrian casualties). (See Table 29)

There were 518 child pedal cycle casualties in 1997 (41% of the total of 1,272 pedal cycle casualties of all ages), 32% below the 1981-85 average. The child pedal cycle casualties included 78 fatalities and serious injuries, of whom 1 died. (See Table 29)

In 1997, there were 1,179 child casualties in cars, 8% of the total number of car user casualties of all ages (1,179 out of 14,027). Of the child casualties in cars, 138 were fatalities or serious injuries (9 died). (See Table 28)

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 187 per 100,000 population, whereas it was 425 per 100,000 for those aged 5-11 and for the 12-15 age group it was 524 per 100,000. The pedestrian casualty rate for younger children (0-4years) was only about a third of those for 5-11 and 12-15 year olds. (See Table 36)

The pedestrian casualty rates for boys for age groups 0-4 and 5-11 were very roughly twice those for girls, but for 12-15 year olds the gap was less marked. The difference between the sexes was even more pronounced in the case of the "driver or rider" casualty rates, for all three age-groups. (See Table 38)

Child pedestrian casualty rates in 1997 for fatal and serious injuries (combined) and for all severities, at 49 and 185 per 100,000 child population, were more than double the corresponding rates for pedestrian casualties of all ages. (See Table 28)

5. Comparisons of Scottish figures against those of other countries

5.1 Casualty rates: against England & Wales (see Tables A to D)

Historically, the "fatal" and "fatal and serious (combined)" casualty rates per head of population in Scotland have been well above those for England & Wales, whereas the "all severities" casualty rate has been lower in Scotland than in England & Wales. Using the averages for the years 1993-97, Scotland's casualty rates were 18% higher (fatal), 14% higher (fatal and serious) and 23% lower (all severities). In all three cases, this represented an improvement in the position in Scotland relative to that in England & Wales compared with the position in 1981-85. In addition, in the case of both "fatal and serious" casualties, and "all severities" the Scottish rate represented a lower percentage of the England & Wales rate in 1997 than for the 1993-97 average. It should be noted that, perhaps due to classification changes (see Annex D), the "fatal and serious" casualty rate has fluctuated far more in Scotland than in England & Wales.

For years, the Scottish child casualty rates per head of population have been higher than those of England & Wales for "fatal" and "fatal and serious (combined)" and about the same for "all severities". Thus, using the 1993-97 averages, the Scottish rates were 32% higher (fatal), 43% higher (fatal and serious) and 1% lower (all severities). This represented a slight worsening in Scotland's "fatal" and "fatal and serious" figures relative to England & Wales compared with the 1981-85 average, and a slight improvement for the "all severities" rate.

The casualty rates of car users in Scotland have for many years been substantially higher than those of England & Wales for fatal and "fatal and serious" severities, while for all severities the rate has been much lower. In 1997, Scotland's car user fatality rate was 44% higher than that of England & Wales, the "fatal and serious" (combined) rate was 18% higher, while the all severity car user rate was 26% lower. For child car users, the fatal casualty rate in Scotland was 52% higher than that of England & Wales, the combined "fatal and serious" rate was 32% higher, and the "all severities" child car user casualty rate was 15% less.

In 1997, the pedestrian fatality rates per capita were equal in Scotland and England & Wales. The Scottish rates were 26% higher for "fatal and serious (combined)" and 2% higher for "all severities". The child pedestrian casualty rates in Scotland were even higher than those for England & Wales: 28% higher (fatalities), 53% higher (fatal and serious combined) and 20% higher (all severities).

The casualty rates for pedal cyclists of all ages in Scotland were substantially lower than in England & Wales in 1997: 47% lower for fatalities; 37% lower for fatal and serious (combined); and 44% lower for all severities. The child pedal cycle casualty rates were also lower in Scotland than in England & Wales.

5.2 Road deaths : international comparison 1996 (see Tables E and F)

This section compares Scotland's road death rates in 1996 with the fatality rates of some countries in Western Europe and some developed countries world-wide. The comparisons involve a total of 26 countries (including Scotland). The fatality rates were calculated on a "per capita" basis (the statistics given are rates per 100,000 population), and the countries were then listed in order of their fatality rates in Table E sections (a), (b) and (c). Section (d) of the table ranks countries by a set of car user fatality rates which were calculated on a "per motor vehicle" basis (the statistics given are rates per 10,000 motor vehicles).

In 1996, Scotland's overall road death rate of 7.0 per 100,000 population was the fourth lowest of the 26countries surveyed, and was only about 59% of the EC average (which was 11.9 per 100,000 population). Only Norway, Sweden and England & Wales had fatality rates which were lower than Scotland's. However, Scotland's overall road safety position does not appear as good when the fatality rates of car users and pedestrians are considered separately.

When the car user fatality rate is calculated on a per capita basis, Scotland does have a low car user fatality rate (the third lowest). However, it may be argued that the car user fatality rate should be calculated on "per motor vehicle" basis, in order to try to approximate better the differing levels of car use in different countries, and hence reflect differences between countries in car drivers' "exposure to risk". (Rates based on the amount of car traffic in each country would be even better, but the data required to calculate them are not available for some countries.) When car user fatality rates are calculated on a "per motor vehicle" basis, Scotland's car user fatality rate of 0.9 per 10,000 motor vehicles was only the seventh best out of the 26 countries surveyed. The rate for England and Wales was 0.7 per 10,000 motor vehicles, and the EC average was 1.2. Because Scotland has the fourth lowest "motor vehicles per capita" rate, its ranking in terms of the fatality rate per motor vehicle is worse than its ranking in terms of the fatality rate per head of population.

Looking at pedestrian fatality rates, in 1996, Scotland's rate was 2.1 per 100,000 population, which was worse than both the rate for England and Wales (1.7 per 100,000 population) and the EC average of 1.9. Scotland ranked fifteenth of the 26 countries surveyed (but was not far behind several other countries: there were six with fatality rates in the range 1.7 to 2.0 per 100,000 population).

The fatality rates per head of population are shown, for each of four broad age-groups, in Table F. In each case, Scotland has one of the lowest rates per capita. For the child population (defined, for these statistics, as those aged 0-14 years), Scotland's rate (2.2 per 100,000 population) is the fifth lowest among the 25 countries surveyed. The Scottish rate is the third lowest for those aged 15-24, the sixth lowest for those aged 25-64 and the third lowest for those aged 65+.