Executive Summary

A total of 26,561 casualties (fatal, serious and slight) were recorded for all road user types between January 2020 and November 2024. Pedal cyclists accounted for 9% of the overall casualties (n=2,341), despite only representing 1% of traffic volume.

Throughout the review period, collisions of all severity have displayed a decreasing trend from a period high in 2020.

Whilst there have been year on year reductions in both serious and slight collisions, the number of fatalities has shown a degree of fluctuation. Between January 2020 and November 2024, a total of 2,314 collisions involving pedal cyclists took place. This resulted in 32 fatal collisions (32 fatalities), 916 serious severity collisions (916 serious severity casualties) and 1,366 slight severity collisions (1,393 slight severity casualties). The 916 serious severity pedal cyclist casualties were made up of 138 very serious injuries, 153 moderately serious injuries and 625 less serious injuries. Six collisions took place resulting in seven pedal cyclist passengers being injured (four serious and three slight casualties).

A new hierarchy of road users in the highway code was introduced in 2022, and although no direct correlation can be made between the introduction of hierarchy and reduction of figures, it is important to highlight and promote these changes, which, are detailed below.

The new hierarchy of road users details that road users who are most at risk during a collision (including pedal cyclists), are now at the top of the hierarchy.

This update to the Highway Code details how pedal cyclists should position themselves on the road and especially when approaching a junction, how cyclists should proceed when at junctions where existing facilities and new special cycle facilities exist. Furthermore, the update also informs that pedal cyclists must maintain a 0.5 metre distance from the kerb and a one metre distance between themselves and parked vehicles. This updated order of road user also encourages pedal cyclists to make themselves visible and known to pedestrians as well as slower moving traffic, especially on the approach to junctions and when passing large vehicles. The updated Highway Code also explains the new hierarchy around pedal cyclists when travelling through roundabouts.

While all age groups were represented among the casualties, adults aged between 20 and 59 were recorded in higher numbers. Casualties were predominantly male.

Regardless of severity, pedal cyclist casualties were most commonly male. Male fatalities were most commonly adults between the ages of 30 to 39 (n=5), and 60 to 79 (n=10). Regardless of casualty sex, serious severity pedal cyclist casualties were most commonly aged in the 50 to 59 year old age group (n=176), followed by the 40 to 49 year old age group (n=173). And the 20 to 29 year old age group recorded the highest number of slight severity pedal cyclist casualties (n=276).

Higher numbers of collisions/casualties occur during summer months and during traditional commuting times. Geospatial analysis highlights concentrations of collisions on unclassified roads, particularly in areas of high population density, such as Edinburgh City and Greater Glasgow. Junctions and roundabouts feature prominently in all severities of collision and represent a significant risk to pedal cyclists.

The highest number of fatal collisions took place in Forth Valley (n=5). Greater Glasgow recorded the highest number of serious severity pedal cyclist collisions (n=211) and Edinburgh City recorded the most slight severity collisions involving pedal cyclists (n=380).

Half of the fatal pedal cyclist collisions occurred on ‘A’ class roads (n=16) and serious (n=429) and slight (n=727) severity pedal cyclist collisions most commonly took place on ‘unclassified’ roads.

Of the 32 fatal pedal cyclists more than half of these were wearing helmets (n=21), with 11 not having worn a helmet at the time of collision.

There was a high degree of commonality in the contributory factors recorded for all road users focussing on due care and attention and the visibility of vulnerable road users such as cyclists. The most commonly recorded included:

• Failed to look properly
• Failed to judge other’s path/speed
• Careless/reckless/In a hurry.
• Loss of control.

In relation to pedal cyclists, and regardless of the severity of the collision, ‘failure to look properly’, ‘cyclist entering road from pavement’ and ‘loss of control’ feature prominently. This may suggest lapses in judgement or awareness of road safety among some cyclists and presents an opportunity for educational/awareness-raising campaigns. Other contributory factors relating specifically to pedal cycles were recorded in lower number, but included:

• Defective brakes/lights
• Cyclist with dark clothing.

Contributory factors relating to other vehicles identified the following four contributory factors to be the most common:

• Failed to look properly
• Failed to judge other’s path/speed
• Careless, reckless or in a hurry
• Loss of control.

Factors relating to the ‘Fatal Five’ such as the cyclist being impaired by drugs or alcohol were very rarely recorded.

In terms of reducing the likelihood of a collision occurring, analysis of countermeasures highlighted that ‘training to improve hazard perception skill’, and ‘training to reduce risky driving manoeuvre’ alongside vehicle technology such as advanced electronic braking systems could have a positive influence for all road users. More specifically to pedal cyclists, ‘awareness training of vulnerable road user’ (VRU) and ‘increased VRU conspicuity’, for example by appropriate use of lights or high visibility clothing, were most commonly recorded.

In terms of ‘collision avoidance’ - where the driver/rider was assessed to be responsible, ‘training to improve hazard perception skill’ was deemed a ‘likely’ countermeasure among five instances involving pedal cyclists and a further five instances involving goods vehicles.

Also, in relation to ‘collision avoidance’, ‘training to reduce risky driving manoeuvre’ was deemed a ‘possible’ countermeasure among two instances involving cars and one instance involving a goods vehicle. This countermeasure was also deemed a ‘likely’ countermeasure among two instances involving cars and also ‘almost certain’ among one instance involving a goods vehicle.

In terms of ‘electronic braking systems’ under the ‘collision avoidance’ countermeasure confidence, this was a ‘possible’ countermeasure in one instance involving a car, ‘likely’ on two occasions (both relating to cars) and ‘almost certain’ in one collision (goods vehicle).

Countermeasures relating to severity reduction focussed on practical solutions such as the use of protective clothing/helmets and vehicle modification such as pop-up bonnets, pedestrian airbags etc.

While countermeasures are only identified for fatal collisions as part of the In-Depth Road Fatalities Study project, it is assessed that due to the similarities in contributory factor profile between fatal, serious and slight collisions, introduction of these countermeasures would have a positive effect on the numbers and severities of all collisions involving pedal cyclists.

While the general decreasing trend in the numbers of pedal cyclist collisions/casualties is encouraging, it is clear that there is more that must be done to meet the demanding targets of Scotland’s Road Safety Framework 2030. Positive action from Police Scotland, Transport Scotland, partner agencies and all road users is required to reduce pedal cyclist fatalities on Scottish roads.

This report outlines the recommendations aligned to the pillars of the Safe System, which aim to improve road safety and reduce pedal cyclist fatalities through:

• Education and awareness
• Practical actions.

In addition to recommendations to review or create awareness/safety campaigns focussed on the findings of this report, a number of site visits are recommended for partnership to review any practical actions which could improve the safety of identified high risk roads/junctions etc. and collision locations where a specific countermeasure of ‘add appropriate barrier’ was recorded.