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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
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.
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.
The number of motorcycle accidents in Scotland is increasing. The rate of increase in motorcycle casualties from 1996 to 2002 is approaching 9% per year for killed and serious casualties (KSI) and just over 6% per year for all casualties. In 2002, there were 46 fatal, 411 serious and 709 slight accidents.
The number of licensed motorcycles in Scotland has increased from 28,000 in 1992 to 46,000 in 2002.
The estimated motorcycle traffic in Scotland rose from just over 200 million vehicle kilometres in 1992 to nearly 300 million vehicle kilometres in 2002.
The increase in motorcycle casualties referenced to the increase in the number of licensed motorcycles on the roads shows a steady decline in the casualty rate per thousand licensed motorcycles. 2002 had the lowest casualty rate for the previous 11 years.
The casualty rate per million kilometres shows a gradual decrease from 1992 to 1996. The rate then fluctuates, with no overall pattern of increase or decrease for the next 6 years. This suggests that the casualty rate per million kilometres has not changed significantly in the past 5-6 years.
Casualty data was examined separately by built-up and non built-up roads. The road where an accident occurred was defined as being built-up if the speed limit was 40mph or less and as non built-up if the speed limit was greater than 40mph.
The majority of fatal and serious casualties occur on non built-up roads. Non built-up roads are faster roads and the outcome of any accident is more likely to result in a fatal or serious casualty.
There has been a higher growth in non built-up road KSI casualties than in built-up road KSI casualties. In 2002, the percentage growth over the 1994 to 1998 baseline for built-up and for non built-up road KSI casualties was 124% and 132% respectively.
Built-up minor roads carry the highest accident casualty risk per million kilometres travelled. Accidents occurring on built-up roads are more likely to result in slight injuries.
Overtaking moving and stationary traffic, right-hand bends and left-hand bends account for nearly 30% of recorded manoeuvres prior to an accident.
Accidents occurring on left-hand bend manoeuvres have been increasing from 1994 to 2002. A higher percentage of motorcycle accidents are happening on left-hand bends than were seven or eight years ago.
Overall, 4.5% of riders involved in accidents were not from Scotland, and in bend accidents nearly 9% were not from Scotland.
The average number of casualties during week-days was considerably lower for non built-up roads than for built-up roads. This pattern changed with the week-end, where the average number of built-up casualties decreased but the number of non built-up casualties increased. This was a reflection of the fact that many motorcyclists only use their motorcycles over the weekend and when they do, they are far more likely to be riding on non built-up roads.
An analysis of the number of accidents per year between riders of different ages suggests that the pattern of age distribution has been changing over the past 11 years. The number of accidents involving younger riders fell, whereas the number in the 31-45 year old age group showed an increase over the past four or five years. These may be the 'born again' bikers who return to riding, but are not used to today's roads nor the performance of today's bikes and so have a high accident liability.
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