Recommendations

The following recommendations have been identified through analysis and are presented for consideration:

Safe Road Use

Education and Awareness

Recommendation 1 (Pedal Cyclists)

Develop or continue to run campaigns on cycling safety
  • Targeted campaigns should continue to be aware of seasonal differences for pedal cyclist fatalities.
  • Police Scotland support the NPCC 2 Wheels Safety Campaign, running in June 2025, the findings of this report support this time period for future similar campaigns.
  • Consideration could be given to tailored winter campaigns or shortened “reinforcement” social media campaigns, to maintain rider awareness during poorer winter conditions.
Supporting Analysis
Fatalities

Throughout the reporting period there were a total of 32 pedal cycle fatalities in Scotland. With lighter nights and better weather, it is common for more cyclists to be on the road during spring, summer and autumn months. June and August recorded the highest number of fatal collisions during the reporting period (n=5 respectively).

Serious

The number of serious collisions involving pedal cyclists has reduced each year, with a 45% reduction over five years. With a high in 2020 (n=247) the most significant drop was into the following year, 2021 and this encouraging trend has continued. April to end of September (n=588) recorded the highest numbers of collisions, with a peak in August (n=113). Despite the poorer weather conditions and more limited hours of daylight, there were still 328 serious collisions over the winter to spring months of October to March, indicating a significant number of cyclists still on the road, which, equates to over a third (36%) of the overall serious severity collisions.

Recommendation 2 (Pedal Cyclists and Other Road Users)

Adapt existing campaigns for all road users
  • Given that there has been an increase in cycling in recent years, especially in more urban areas and cities, it is recommended that awareness of increased cyclists using the roads is raised.
  • Messaging should include the need for increased vigilance regarding vulnerable road users and emphasising the need for allowing space on the roads. This is regardless of vehicle type, but can specifically, relate to vans and goods vehicles and the increased blind spots that these larger vehicles have. Messaging should also emphasise the need for pedal cyclists to be aware of larger vehicles having increased blind spot areas. Operation Close Pass is an initiative that has been designed to educate motorists on the distance that should be maintained between the motorist and a pedal cyclist.
  • Police and partners to review current pedal cyclist campaigns and assess how fit for purpose and current these campaigns are.
  • Consideration should be given to encourage safe cycling amongst all age groups, particularly, the older road user groups, by advertising and hosting safety campaigns for cycling in cafes, and on the radio as well as social clubs that older road users may frequent.
Supporting Analysis
Fatalities

Of the 32 fatalities across Scotland, more than three quarters (78%) were male (n=25). Fatalities most commonly involved the 30 to 39, 60 to 69 and the 70 to 79 year old age groups (n=5 respectively). Fatalities have occurred across many age categories and it is important that any preventative campaigns target a wide audience.

On nine occasions vehicles had passed too close to the cyclist. Operation Closepass is vital in reminding drivers of the safe space which should be given when passing cyclists.

Serious

Where the driver/rider was assessed to have been likely ‘at fault’, ‘failure to look properly’ was the most common contributory factor (n=240), with 83% of these being assigned to cars (n=198). Thirty eight instances involved car drivers ‘passing too close to cyclist’.

Whilst cars were the most common vehicle type to be involved in serious severity pedal cyclist collisions, goods vehicles up to 3.5 tonnes were the second most common vehicle type (n=47 contributory factors assigned). Like cars, ‘failure to look properly’ was the most common contributory factor to have been recorded amongst collisions where goods vehicles up to 3.5 tonnes was deemed to have had responsibility for the collision ocurring (n=19). Three instances were recorded where the goods vehicle up to 3.5 tonnes ‘passed too close to cyclist’. Goods vehicles tend to be larger in size, and can potentially have a larger blind spot, hence the lack of visibility if a pedal cyclist travels in the blind spot of a goods vehicle. In addition to this, ‘careless, reckless or in a hurry’ (n=6), ‘failed to judge other’s path/speed’ and ‘dazzling sun’ were all recorded (n=4 respectively).

Slight

152 slight casualties were under the age of 16, 89% of which were male (n=136). The majority of collisions occurred on unclassified roads (n=112). The most common contributory factors behind these collisions were ‘failure to look properly’ (n=38), followed by ‘cyclist entering road from pavement’ (n=28). ‘Failure to look properly’ (n=38) was most commonly applied to pedal cyclists (n=26), followed by cars (n=11) and one taxi/private hire car.

Recommendation 3 (Pedal Cyclists)

Cycling in the urban environment
  • Given the high proportion of collisions occurring on unclassified roads/residential streets, consideration should be given to the creation of an ‘Urban Cycling’ safety campaign to alert cyclists to the specific risks of cycling in urban areas. Trials of the campaign could be focussed, in the first instance in Glasgow or Edinburgh, given the high prevalence of collisions in these areas.
  • Consider an input to schools/cycling clubs etc to highlight the specific risks of urban cycling and provide appropriate safety advice.
  • Consideration should be given to raising awareness of the increased use of e-bikes as a mode of transport to perform food, drink and grocery deliveries and their increasing presence on the roads.
Supporting Analysis
Slight

The highest number of collisions with a slight severity occurred in high population, urban divisions: ‘E’ (Edinburgh City) Division (n=380) and ‘G’ (Greater Glasgow) Division (n=368). Slight collisions most commonly took place on unclassified roads (n=727). However, notable numbers were recorded in ‘E’ (Edinburgh City) Division on the A8 road (n=15) and the A7 road (n=11). The highest number in ‘G’ (Glasgow) Division took place on the A77 road (n=23) and the A8 road (n=21). Additionally, cluster analysis identified a high-risk roundabout on Barrhead Road and Pollokshaws Road in Glasgow (B762).

Recommendation 4 (Pedal Cyclists)

Cycling Under the Influence of Alcohol/Drugs
  • The impact of cycling whilst under the influence of alcohol or drugs, should be emphasised during the ‘Festive Drink/Drug Drive’ Campaign, the Drug Driving Week in August, as well as the ‘Two Wheels’ Campaign. Whilst these campaigns may be more focussed on drivers, the focus could, also be extended to cyclists.
  • A further recommendation would be to highlight the dangers of driving and cycling under the influence of alcohol, by advertising this in bars, and in the alcohol aisles in supermarkets.
Supporting Analysis
Fatalities

No fatal collisions involving pedal cyclists occurred as a result of the cyclist being ‘Impaired by Alcohol or Drugs’.

Serious

Ten serious collisions occurred where the cyclist was believed to be ‘Impaired by Alcohol’. Four collisions occurred during winter months of November to January. One serious collision occurred in 2021 involving a pedal cyclist being ‘Impaired by Drugs’.

Slight

There were three slight pedal cyclist casualties assigned the contributory factor ‘Impaired by Alcohol’; and two pedal cyclists assigned ‘Impaired by Drugs’.

Recommendation 5 (Partners)

Community Engagement – Safety initiatives
  • There are a number of cycling training initiatives that Cycling Scotland provide and a number of cycling events (Etape Caledonia 2025, Ginduro! Scotland etc.). It is recommended that roads policing/partners engage with these groups to offer support and collaborate to ensure that safety advice/hazard awareness advice is in line with the current findings.
  • It is recommended that schools continue to promote the Cycling Scotland Bikeability training programme to enhance safety and knowledge of cycling safely for children. This programme teaches safety checks and how children can ride safely in traffic.
Supporting Analysis
Fatalities

More than half (n=18) of the 32 pedal cyclist fatalities occurred less than five kilometres from the casualty’s home postcode, with the most common age group of these casualties being the under 17 year old age group. Of the five fatalities under the age of 17, one was commuting to school.

Serious

1,115 contributory factors were recorded for serious severity collisions involving a pedal cyclist. ‘Failure to look properly’ was the most common contributory factor recorded amongst serious severity collisions involving pedal cyclists (n=325), with this mostly applying to cars (n=202) followed by pedal cyclists (n=81). The top six most commonly recorded contributory factors for serious severity collisions also feature in fatal collisions. This highlights the importance of vigilance and awareness of potential hazards whilst using the road network, reinforcing the importance of ensuring that our safety campaigns are addressing these risks.

Safe Vehicles

Education and Awareness

Recommendation 6 (Pedal Cyclists – General)

Pedal Cyclist Visibility
  • It is recommended that the current cycle safety campaigns be adapted to reinforce the importance of visibility (clothing/lights/reflectors etc.) to address poor conspicuity as a common contributing factor, and to liaise with partners/cycle shops to discuss the inclusion of posters and flyers regarding cycle safety/traffic awareness etc. at point of sale. Virtual reality (VR) headsets could also be introduced which could highlight dangers and blind spots for cyclists, positioning on roads, and hazard perception.
  • The ‘Be Bright, Be Seen’ campaign was launched in 2009 by the City of Edinburgh Council, and aims to encourage drivers, cyclists and pedestrians to take extra care during the darker months when using the road network and be as visible as possible.
  • Half of the six pedal cyclist passenger casualties occurred in ‘E’ Division/Edinburgh. It is therefore recommended that more awareness of safety for pedal cyclist passengers is raised during the ‘Be Bright, Be Scene’ campaign.
  • Consider promotion of existing programs such as:
    • The Royal Society for Prevention of Accidents (RoSPA) provides training courses which promote safety whilst cycling.
    • The Scottish Occupational Road Safety Alliance (ScORSA) offers support and promotes safe driving to work.
Supporting Analysis
Fatalities

Nine fatal collisions, resulting in nine fatalities, took place on unclassified roads/residential streets in eight of the 13 policing divisions – ‘D’ (Tayside) (n=2), ‘A’ (North East), ‘E’ (Edinburgh City), ‘G’ (Greater Glasgow), ‘L’ (Argyll and West Dunbartonshire), ‘N’ (Highlands and Islands), ‘Q’ (Lanarkshire) and ‘U’ (Ayrshire) Divisions (n=1 respectively). The most common contributory factors for collisions on unclassified roads relate to perception/awareness and driver behaviour.

Further research of these collisions identified that on one occasion, the pedal cyclist did not have any lights fitted, and was wearing a black coloured jacket, using wireless earbud style headphones. The cyclist crossed into the opposing carriageway, and into the path of an oncoming motorcar. This exemplifies the necessity for cyclists to wear visible clothing and ensure they are alert and focussed on road safety, particularly when crossing traffic.

Of the 217 contributory factors assigned to vehicles, 91 contributory factors were linked to cyclists. ‘Failure to look properly’ (n=12) was the most commonly recorded, followed by ‘failed to judge others path/speed (n=9). Additionally there were instances where the ‘cyclist entered road from pavement’ (n=4), the ‘rider was wearing dark clothing’, (n=4) and where the cyclist was ‘not displaying lights at night or in poor visibility’ (n=2).

Serious

Between 06:00 hours and 08:59 hours, a total of 125 serious collisions took place, which represents 14% of the overall serious severity collisions (n=913), with the highest number taking place between 08:00 hours and 08:59 hours (n=59).

From 14:00 hours onwards, figures remain high until 18:59 hours (n=359), with the highest number occurring during the commuting hours of 17:00 hours and 17:59 hours (n=82).

There were a higher number of collisions on Friday afternoons between 14:00 hours and 14:59 hours (n=20). Of these 20 collisions, six casualties were between the ages of 20 and 28 years of age, and two were children who were 15 years of age. Of these, there were three instances where the journey was being conducted as part of work (n=1) and commuting to/from work (n=2).

Recommendation 7 (Pedal Cyclists – General)

Cycle Helmets
  • Safety campaigns to highlight the importance of cycle helmets for all cyclists given that more than half of fatalities on unclassified roads/residential streets were not wearing a helmet.
  • Consider engagement with schools, colleges, and cycle events to reinforce the importance of wearing helmets and appropriate safety clothing. It should be noted that children and older road users were more commonly recorded in collision data for not wearing helmets and this should be considered in the design of the campaign.
Supporting Analysis
Fatalities

Of the 32 pedal cyclist fatalities, 11 were not wearing a helmet, the majority of which were male:

  • Under Age 11 (n=1)
  • Aged 11 – 20 (n=3)
  • Aged 21 – 30 (n=1)
  • Aged 51 – 60 (n=2)
  • Aged 61 – 70 (n=1)
  • Aged 71 – 80 (n=3)

All 11 collisions occurred on single carriageways. Eight collisions took place on roads with a 30mph speed limit and three took place on roads with a 60mph speed limit.

Ten of the 11 pedal cyclist fatalities incurred head injuries.

Serious

Of those involved in serious severity collisions (n=916), more were recorded to have been wearing a helmet (n=508) than those who were not (n=293). It was unknown for 115 casualties. The majority of those not doing so were male (n=247) and were spread across the age groups.

Slight

Similar to serious collisions, there were a higher number of pedal cyclists who had worn a helmet (n=780) during slight collisions, compared to 386 who had not - it was unknown for 227 casualties. Again, the majority of those not wearing a helmet were male (n=334). Ages ranged across most age categories, however almost a quarter (24%) were between the ages of 10 and 19 years of age (n=94).

Action

Recommendation 8 (Partners)

Pedal Cycle Maintenance
  • Consider opportunities for partnership working with cyclist groups/cycle shops to offer cycle maintenance drop-in sessions to highlight the importance of regular check of brakes, lights etc. and provide practical advice.
Supporting Analysis

One fatal collision, two serious collisons and eight slight collisions involved a pedal cycle having ‘defective brakes’. These involved males and females across a range of ages.

Fatalities

The fatal collision took place in the evening during July 2021, on an unclassified road within ‘L’ (Argyll and West Dunbartonshire) Division, and involved a 51 year old male.

Serious

Both serious severity collisions took place in the afternooon hours on unclassified roads and involved one 12 year old male and one 24 year old male.

Slight

The eight slight severity collisions all occurred on single carriageways, with most of these taking place within 30mph stretches of road (n=7). Collisions most commonly occurred in 'D' (Tayside) and 'E' (Edinburgh) Divisions (n=2 respectively). Most casualties were male (n=7), and of note, more than half were aged between 10 and 14 years of age (n=4). Of the eight collisions, seven of these took place during weekdays, particularly on Tuesdays (n=3) and Wednesdays (n=2).

Recommendation 9 (Partners)

Larger Vehicles
  • In relation to lack of visibility of pedal cyclists for goods vehicles and HGVs, it is recommended that more awareness is raised. Making pedal cyclists more visible to HGVs could be achieved by installation of cameras and sensors detecting vulnerable road users. And liaising with partners to identify opportunities to raise awareness of HGV blind spots and cyclist awareness to drivers.
  • Liaise with partners to identify routes to promote the use of Camera/sensor VRU systems for large vehicles. Consider the possibility of subsidies/funding to encourage retrospective fitting of this technology to older vehicles.
Supporting Analysis
Fatalities

Of the 217 contributory factors assigned to vehicles, ‘failed to look properly’ was the most commonly recorded contributory factor (n=30) – of note, this was assigned to goods vehicles up to 3.5 tonnes on five occasions and goods vehicles over 7.5 tonnes on four occassions.

’C’ Division recorded the highest number of pedal cyclist fatalities, one in 2020 and four in 2021. The locations of these collisions were sporadic. Contributory factors included ‘dazzling sun’, ‘failure to judge other’s path/speed’ and ‘failure to look properly’ (n=2 respectively). Of note, ‘cyclist entering road from pavement’ (involving a car) and ‘passing too closely to cyclist’ (involving an articulated HGV) were also contributory factors.

Recommendation 10 (Partners)

Secondary vehicle safety
  • Collaborate with partners to highlight the importance of these measures (e.g. pop up bonnets/pedestrian air bags etc.) in vehicle design to manufacturers to encourage their inclusion and further development of the ways in which vehicles may be designed to be safer for vulnerable road users in the event of a collision.
Supporting Analysis
Fatalities (Countermeasures)

It was assessed as ‘possible’ that ‘improved pedestrian secondary safety’ (where the driver was assessed to be responsible) could have reduced the severity of injury to the cyclist in collisions which involved cars (n=9), a bin/refuse lorry (n=1) and a goods vehicle (n=1). Note:‘Pedestrian secondary safety’ measures include safety features on vehicles such as pop-up bonnets and pedestrian airbags which aim to absorb some of the impact and reduce the severity of injuries.

Safe Roads and Roadsides

Education and Awareness

Recommendation 11 (Partners)

Campaign / Material – Junctions
  • Junctions are particularly high risk for cyclists. Consideration should be given to collaboration with partners in the creation of a campaign highlighting the risks of junctions for vulnerable road users. This should be inclusive of all road users to encourage vigilance for all traffic using the road.
Supporting Analysis
Fatalities

14 fatal collisions took place at, or in close proximity to, crossroads or a T-junction. These road layouts are high risk for cyclists and require all drivers and riders to be alert, focussed and maintaining the correct road positioning at all times to ensure safety, particularly because traffic is often crossing lanes and direction of travel.

Recommendation 12 (Other Road Users)

Campaign / Material – Travelling too close to cyclist
  • Nine fatal collisions occurred as a result of another vehicle travelling ‘too close to cyclist’. It is recommended that the new guidance in relation to the hierarchy of road user in the Highway Code (regarding the distance to be maintained between a pedal cyclist and vehicle) is adhered to. This could be achieved by advertising on conventional/social media or adverts on roadside billboards.
Supporting Analysis
Fatalities

Nine fatal collisions occured as a result of another vehicle travelling ‘too close to cyclist’. The nine fatal collisions involved vans/goods vehicles up to 3.5 tonnes (n=4), cars (n=3) and goods vehicles 7.5 tonnes and over (n=2). These collisions took place during weekdays, with almost half taking place on a Friday (n=4).

Action

Recommendation 13 (Recording Practices)

Recording of the presence of cycle lanes
  • To improve understanding of the success of cycle lanes in road safety, consideration should be given to the recording of the presence of cycle lanes/paths at locations of collisions involving pedal cyclists within STATS19/CRaSH reporting. This will allow future assessment of their effectiveness and allow for the identification of suitable locations for their implementation.
Supporting Analysis

From Stats 19 data it was not possible to indicate the presence of a cycle path or cycle lane near to the location of the collision.

Recommendation 14 (Partners)

Site Visits

Partners to attend recommended sites of collisions to identify any improvements that could be made to improve road user safety, such as speed calming measures, cycle lane etc.

  • Junctions identified through analysis.
  • Locations identified where installation of an appropriate barrier is recommended.
  • Roads identified as recording a high volume of collisions highlighted in this report: A7; A77; A8; B762.
Supporting Analysis
Fatalities

14 fatal collisions took place at, or in close proximity to, crossroads or a T-junction. These road layouts are high risk for cyclists and require all drivers and riders to be alert, focussed and maintaining the correct road positioning at all times to ensure safety, particularly because often traffic is crossing lanes and direction of travel.

Slight
  • A8 (Edinburgh): All 15 collisions took place at or near to junctions between Ingliston and Greenside/Canongate.
  • A8 (Glasgow): The 21 slight collisions on the A8 road took place between West Drumoyne and Swinton. Notably, one collision took place at a roundabout and eight at junctions.
  • A7: Ten collisions took place on the A7 road, between Prestonfield and Canongate/Old Town. Four occurred in close proximity to a crossroad junction, and a further four took place close to a T-Junction.
  • A77: Twenty-three slight collisions on the A77 road took place between Glasgow City Centre South and Newton Mearns, south of Glasgow. Ten of these collisions took place at a T-Junction.
  • B762: Nine collisions occurred at the roundabout connecting B762/Barrhead Road and Pollokshaws Road.

Further Analysis

Additional Analysis

Recommendation 15 (Cycle lanes)

  • Identify priority locations where the addition of a cycle lane may be most beneficial and assist with the informing of scoring criteria required for infrastructure funding. As part of this work, research should be undertaken regarding ongoing projects (including Sustrans) for cycle paths to identify any which could be fast-tracked based on analytical assessment of the highest risk roads.

Supporting Analysis

Fatalities

Power Bi mapping shows that the majority of pedal cyclist fatalities took place on roads that did not have a cycle lane present.

Recommendation 16 (Local problem profiles)

  • Problem profile focussing on Pedal Cyclists in ‘E’ Division (Edinburgh City) and ‘G’ Division (Greater Glasgow) should be prepared. These could include a focus on junctions/unclassified roads, highlighted as key concerns during analysis. Roads mentioned include: A77; A8.
  • Further analysis in relation to pedal cyclists who are delivering food, drink and groceries as part of their employment (such as Just Eat or Deliveroo).
  • Recommendation to alter CRaSH System to allow for ‘travelling whilst working’/ ‘in course of employment’ information to be included.

Serious

‘G’ Division recorded the highest number of serious severity pedal cycle casualities (n=211). Comparative analysis identified that ‘E’ Division had the next highest recorded, with broadly similar contributory factors. It is recommended that local problem profiles are prepared for ‘E’ and ‘G’ Divisions to identify high risk locations/common contributory factors etc.

On Friday afternoons from 14:00 hours until 14:59 hours, there were 20 serious collisions recorded. Of these 20 collisions, six casualties were between the ages of 20 and 28 years of age, and two were children who were 15 years of age. Of these, there were three instances where the journey was being conducted as part of work (n=1) and commuting to/from work (n=2).