Executive summary

Between 1 January 2015 and 31 August 2024, there were 1,424 fatal collisions recorded on Scotland’s roads, 258 of these involved at least one motorcycle fatality. Please note, one of the 258 collisions included an electric motorcycle. This resulted in 269 motorcycle fatalities (253 riders and 16 passengers). Between 2015 and 2023, on average, there were 26 fatal motorcycle collisions per calendar year. Please note, the calendar year 2024 has not been included in the average calculation as data is only available between 1 January 2024 – 31 August 2024. Although fatalities have been fairly consistent in recent years, the number is likely to rise above 26 by the end of the 2024 calendar year.

Fatalities were most commonly male, aged between 46-55, closely followed by the 26-35 and 56-65 age groups. Of the 208 motorcycle riders deemed to be ‘at fault’, the largest proportion were in the 26-35 age group (n=49). Rider ‘at fault’ indicates that the behaviour / actions of the rider are likely to have contributed to the occurrence of the collision. It should be noted that more than one road user can be found ‘at fault’ in any given collision.

18% of all fatalities were a motorcycle rider or passenger, despite motorcycles only being estimated to account for less than 1% of traffic in Scotland (based on 2023 figures). Transport Scotland - Scottish Transport Statistics 2023. This highlights the disproportionate representation and the vulnerability of motorcycles on the roads.

There were 479 vehicles involved in the fatal motorcycle collisions. 78 collisions involved a motorcycle only; 180 collisions involved a motorcycle and at least one other vehicle. The majority of the other vehicles involved were cars; and 9 collisions related to two motorcycles colliding with each other.

The highest number of fatal collisions occurred within the west of Scotland when considering Police Scotland Command Areas; however, when broken down to local authority areas, the highest were recorded within Highland Local Authority (n=28), followed by Argyll & Bute (n=25) and Scottish Borders (n=22).

Fatal motorcycle collisions occurred most commonly on ‘A’ Class roads, particularly within the Highland local authority followed by Argyll & Bute and Scottish Borders. The picturesque and challenging layout of the roads within these local authorities are popular amongst motorcyclists and attract tourists particularly during the summer months. This is reflected further in the seasonal trend for motorcycle collisions with higher numbers in summer months, particularly August, and reduced numbers of collisions during the winter months.

Collisions most commonly occurred in rural environments, whereby the collision types ‘cornering – left hand bend’ were recorded the most, followed by ‘overtaking and lane change’. Please note, the ‘collision type’ may not relate specifically to the motorcycle, but other vehicles involved in the collision.

There was a high degree of commonality in the contributory factors attributed to all vehicles involved in motorcycle collisions, with the most commonly recorded being:

• ‘Failed to look properly’
• ‘Careless, reckless or in a hurry’
• ‘Poor turn or manoeuvre’
• ‘Loss of control’
• ‘Failed to judge others path/speed’.

However, analysis identified some differences between those assigned to motorcycles when compared to other vehicles.

Some contributory factors were also more prevalent among certain groups of riders, such as those relating to excessive speed featuring prominently among male riders aged 26–35.

Where the contributory factor ‘impaired by alcohol’ was attributed to a collision, this related to eleven motorcycle riders deemed to be ‘at fault’. All of the riders were male with ages ranging between 23–57, with the 26-35 age group being the most represented.

Overwhelmingly, people-related contributory factors were identified as pertinent to the collision accounting for more than 90% of all those recorded compared to much smaller numbers relating to roads and vehicles.

In terms of prevention and severity reduction, the collisions were assessed, and countermeasures were identified. Analysis of ‘people’ countermeasures show that while ‘training to improve hazard perception skills’ and ‘awareness training of Vulnerable Road Users’ were the most frequently assigned countermeasure for collision avoidance in relation to motorcycles and other vehicles, the confidence level was generally low for both groups.

‘Anti-lock braking system’ is most frequently recorded in relation to ‘vehicle’ countermeasures for collision avoidance. Whereas countermeasures in relation to speed (‘add speed camera at locus’ and ‘reduce speed limit’) were the most commonly recorded ‘road countermeasures’ for collision avoidance and severity reduction. 

The vast majority of motorcycle riders and passengers were wearing appropriate safety equipment, as such, countermeasures relating to protective equipment did not feature highly – this is illustrated by 4% of the riders and passengers found not to be wearing a helmet. On two occasions, a helmet has not been fastened properly – one relating to a rider, the other a passenger.

Recommendations have been developed based on the in-depth analysis of the 258 fatal collisions, with a focus on reducing motorcycle fatalities. Clusters have been identified where collisions have occurred within close proximity and it is recommended site visits are undertaken to establish suitable measures to reduce collisions. Analysis highlighted:

• A 45 mile stretch on the A836 on the north coast where people were often ‘careless, reckless or in a hurry’
• ‘High risk’ bends on the A708 and A85
• The main roads of concern relating to foreign riders, with an area near to the A85 between Taynuilt and Inverlochy identified as problematic
• ‘Failure to look properly or to judge others path/speed’ were most common on the A82 but a pattern has been identified along the north east coast where this appears to be a common issue
• Drivers making ‘poor turns or manoeuvres’ were commonly recorded on the A82, with a cluster north of Luss, and on the A92 and A96 between Aberdeen, Dundee and Elgin
• Locations which would benefit from introduction of PRIME markings included a 10 mile stretch of the A7 north of Galashiels and a 13 mile stretch of the A708 between Moffat and Selkirk
• Priority locations for consideration of speed reduction or the addition of barriers, traffic lights, or speed cameras have been provided.

Recommendations have been developed (aligned to the pillars of the Safe System) which aim to improve road safety and reduce motorcycle fatalities through:

• Education and awareness
• Legislation
• Practical actions.

Positive action from Police Scotland, Transport Scotland, partner agencies and all road users is required to reduce motorcycle fatalities on Scottish roads.