Article 2: Vulnerable road users

Article 2: Vulnerable road users

An analysis of casualty numbers for vulnerable road users

Part 1 - Summary and background

Key points

  • Between 2011 and 2012, there was:
    • a nine per cent increase in pedal cycle casualties
    • a seven per cent increase in motorcycle casualties
    • a four per cent decrease in pedestrian casualties but an increase of 33 per cent in numbers killed.
  • As with all road accidents, pedestrian, pedal cycle and motorcycle casualties are more likely to be killed or seriously injured on faster roads in rural areas.
  • For pedal cycle and pedestrian casualties, most injuries occur on roads in built up areas.
  • For motorcycle casualties, riders of larger motorbikes are more likely to be involved in accidents on rural roads. Riders of smaller motorbikes and mopeds are more likely to be injured on roads in built up areas.
  • Seventy per cent of pedal cycle casualties occur at junctions compared to half of motor cycle and pedestrian casualties.
  • Over eighty per cent of pedal cycle and motor cycle casualties are male. 59 per cent of pedestrian casualties are male.
  • Compared to traffic volumes, cars are over represented in accidents involving motor cycles and pedal cycles. (Cars and taxis account for 86% of other vehicles involved where accidents result in pedal cycle or motor cycle casualties where as they only account for 77% of traffic on the roads). Buses are over represented in accidents involving pedestrians. (7% of vehicles involved in accidents with a pedestrian casualty are buses and coaches compared to less than 2% of traffic).

Background

1.1 Casualty numbers in Scotland have been falling over recent years but the numbers for some groups of road users have shown differing trends. This article contains new analysis, looking in more detail at three groups of vulnerable road user: the casualty numbers of pedestrians, pedal cycles and motor cycles to identify patterns in the data to assist with targeting interventions.

1.2 The paper is split into four parts, this introduction, then sections on pedestrian casualties, pedal cycle casualties and motor cycle casualties.

1.3 When looking at subsets of casualties to look for trends and patterns, using a single year of data can lead to erroneous conclusions because of relatively large year to year fluctuations. This analysis looks at 5 years of data for the whole of Scotland to identify key patterns in casualty numbers over the period. The maps include eight years of data to ensure patterns can be identified across larger geographic areas.

1.4 Care should be taken when linking these statistics to causes and effects as it has not been possible to take full account of travel patterns. For example no data has been included to look at the frequency that pedal cyclists use particular junction types, sit is not possible to say which junction is more dangerous. The same issue arises for many of the variables looked at within this analysis, for example higher pedal and motor cycle casualty numbers amongst males are likely to be due to higher levels of useage.

Part 2 - Pedestrian Casualties

Pedestrian Casualties - Key Points

  • Since 2008, pedestrian casualties have fallen by a quarter. Pedestrian casualties fell by 4 per cent between 2011 and 2012 but the number of fatalities increased by 33 per cent.
  • Most pedestrian casualties occur in built up areas. (95% of casualties and 75% of fatalities occur on roads with a speed limit of 40 mph or less.)
  • The fatality rate is higher on faster rural roads. (43% of pedestrian casualties on roads with a speed limit of 60 mph or more are killed or seriously injured. This compares to 25% for roads with a speed limit of 30 mph.)
  • Most casualties occur during the winter months.
  • Most occur in evenings, though at weekends, adult casualties peak between midnight and 2 am.
  • A quarter of pedestrian casualties are aged under 16. (11% of casualties are aged 11-15.)
  • Almost 60 per cent of pedestrian casualties in 2012 were male.

Pedestrian Casualties - Background

2.1 The number of pedestrian casualties reported to the police are shown in the table below:

2.1 The number of pedestrian casualties reported to the police
Pedestrian casualties
Year Killed Serious Slight All
severities
2008 60 645 1,888 2,593
2009 47 509 1,643 2,199
2010 47 457 1,509 2,013
2011 43 514 1,503 2,060
2012 57 460 1,452 1,969

 

Source: Stats19 database August 2013

2.2 Pedestrian casualties fell by 4 per cent between 2011 and 2012 but the number of fatalities increased by 33 per cent. Since 2008, pedestrian casualties have fallen by a quarter. The purpose of this analysis is to identify high level patterns within these casualties.

2.3 Injury road accidents involving pedestrians occur in areas of population as shown in the map below. This is as would be expected as it is where most walking journeys will take place.

Injury road accidents across Scotland (2005-2012)

Pedestrian Casualties - Findings (2008-2012)

2.4 Speed limits

  • Most casualties occur on roads with lower speed limits. Ninety five per cent of pedestrian casualties and three quarters of fatalities happen on roads with a speed limit of 40 mph or less. This is because these roads are in built up areas where the majority of walking journeys are made and speed limits are set on these roads because of the proximity to pedestrians.
  • Where pedestrians are involved in an accident more severe injuries are likely to occur on faster roads. On roads with a speed limit of over 40 mph, 44 per cent of casualties are killed or seriously injured (13% are killed), compared to 25 per cent of casualties on roads with a speed limit of less than 30 mph (only 2% are killed).
  • Casualty severity increases with road speeds. Forty three per cent of pedestrian casualties on roads with a speed limit of 60 mph or more are killed or seriously injured. The proportion is 40 per cent for roads with a speed limit of 40 mph, 25 per cent for roads with a speed limit of 30 mph and 18 per cent for roads with a speed limit of 20 mph or less.

2.5 Urban Rural

  • As above, the majority of casualties occur in built up areas. Eighty two erp cent of pedestrian casualties and 66 per cent of fatalities occur in urban areas.
  • Pedestrian casualties in rural areas are likely tbe more seriously injured. Thirty per cent of fatalities occur in rural areas but only ten per cent of pedestrian casualties occur in these areas (the remainder occur in small towns).

2.6 Road Class

  • Most pedestrian casualties (57%) happen on unclassified roads, but less than one in four (24%) are killed or seriously injured.
  • Twenty eight per cent of pedestrian casualties occur on A roads and thirty one per cent of these are killed or seriously injured. This is likely to be because traffic is travelling slower on unclassified roads.

2.7 Road type

  • Eighty per cent of pedestrian casualties occur on single carriageway roads. A further 11 per cent are on dual carriageways.
  • Seventy three per cent of fatalities are on single carriageway roads with another 23 per cent on dual carriageways.

2.8 Junction type

  • Half (52%) of pedestrian casualties occur at junctions.
  • Twenty six per cent of casualties occur at T junctions, eight per cent at cross roads and three per cent at roundabouts.
  • Two thirds of fatalities are not at junctions. But unlike with motorcycles where the majority are in rural areas, sixty two per cent are in urban areas.
  • Twenty six per cent of fatalities are at T junctions, four per cent at cross roads but very few (less than one per cent) are at roundabouts, which is likely to be because vehicles are travelling slower at these junctions.

2.9 Vehicles involved

  • The majority of vehicles involved in accidents resulting in a pedestrian casualty are cars or taxis (81%). A further 5% are vans. (Cars and taxis account for 77% of vehicle traffic and vans and light goods vehicles 14%)
  • Seven per cent are bus and coaches. Compared to the proportion of vehicles on the road, these are over represented in the casualty statistics as buses only account for 1% of traffic volume. This is likely to be due to the numbers of bus services in built up areas.
  • Only two per cent are goods vehicles, one per cent are pedal cycles and a similar proportion are motorcycles / mopeds.

Vehicles involved in accidents resulting in pedestrian casualties (2008-2012).

Vehicles involved in accidents resulting in pedestrian casualties (2008-2012)

2.10 Weather conditions

  • Three quarters (76%) of accidents resulting in a pedestrian casualty occurred in fine weather.
  • Seventeen per cent of pedestrian casualties occur in the rain.
  • Ten per cent of fatalities occur when there are high winds (compared to only 4% of all pedestrian casualties).

2.11 Light conditions

  • Sixty nine per cent of pedestrian casualties occurred in daylight.
  • A further twenty eight per cent occurred in darkness where there were street lights present and lit. These proportions are similar for slight and serious pedestrian casualties.
  • Only 43 per cent of pedestrian fatalities occurred in daylight. Thirty seven per cent occurred in darkness with street lights lit and 19 per cent occurred in darkness with no street lights. This is a reflection of the urban rural statistics above ie accidents involving pedestrians are more likely to occur on faster roads in rural areas where there is no street lighting.

2.12 Month

  • Casualty rates per day are above the annual average during the winter months (October tFebruary), for all severities.
  • November is the peak month for casualties. Over the last five years, one in ten pedestrian casualties and one in seven fatalities have occurred in November.
  • There are relatively few fatalities between March and August. Forty six per cent of casualties occur in this six month period, but only 36 per cent of fatalities.

2.13 Time of day

  • Slight and Serious pedestrian casualties peak between 3 pm and 7 pm. The numbers killed peaks between 5 pm and 6 pm but there is a longer peak from 3 pm until 11 pm with half of fatalities occurring in this eight hour period. Half of all casualties occur in this same period but the peak is shorter with a drop off in casualty numbers after 9 pm.
  • Only four per cent of fatalities and eight per cent of all pedestrian casualties occur in the two hour morning period of 7 am to 9 am.
  • Adult pedestrian casualties peak between 4-6 pm on weekdays and between midnight and 2 am at weekends (Table 28 of RRCS 2012)

Proportion of pedestrian casualties by hour of day

2.14 Age and gender

  • A quarter (26%) of pedestrian casualties were under 16 in 2012 (this age group makes up 17% of the population). Under 16s accounted for two per cent of the number of pedestrians killed and 29 per cent of those seriously injured.
  • Pedestrian casualties peak in the 12-15 age band, accounting for 11 per cent of all casualties and 11 per cent of those killed or seriously injured. There are also high numbers of casualties in the 30-49 age band accounting for 22 per cent of casualties.
  • Fifty nine per cent of pedestrian casualties in 2012 were male.

Part 3 - Pedal Cycle Casualties

Pedal cycle casualties - Key Points

  • Since 2008, there has been a 23 per cent increase in pedal cycle casualties, with a 9 per cent increase between 2011 and 2012. Pedal cycle traffic increased by 14 per cent between 2008 and 2012.
  • Most pedal cycle casualties occur on slower roads in built up areas (75% of casualties are in urban areas and 90% occur on roads with a speed limit of 40 mph or less)
  • Most fatalities happen on faster roads in rural areas (60% of fatalities happen in rural areas and 60% happen on roads with a speed limit greater than 40 mph).
  • Injury accidents occur at junctions, fatalities tend to occur away from junctions (70% of pedal cycle casualties occur at junctions, Two thirds of fatalities are away from junctions where vehicles are travelling faster)
  • Most accidents resulting in an injured pedal cyclist involve a car (83% involve cars. 96% involve a car, taxi or van and only 2% involve LGVs or HGVs)
  • Most pedal cycle casualties occur during summer months, in good weather and in daylight. (52% occur May-Sept, 4 out of 5 occur in good weather and a similar proportion in daylight).
  • Pedal cycle casualties peak in the evening and morning periods (30% between 4 pm and 7 pm and 16% between 7 am and 9 am).
  • Forty five per cent of pedal cycle casualties are aged between 30 and 49.
  • The majority of pedal cycle casualties in 2012 were male (82%).

Pedal cycle casualties - Background

3.1 The number of pedal cycle casualties reported to the police are shown in the table below:

Pedal Cycle casualties
Year Killed Serious Slight All
severities
2008 9 155 566 730
2009 5 152 647 804
2010 7 138 636 781
2011 7 156 661 824
2012 9 167 725 901

 

Source: Stats19 database August 2013

3.2 Pedal cycle casualties increased by 9 per cent between 2011 and 2012, whilst traffic estimates suggest a 2 per cent increase in cycling. Since 2008, there has been a 23 per cent increase in pedal cycle casualties whilst DfT estimate and increase of 14 per cent in distance cycled on the road. The purpose of this analysis is to identify high level patterns within these casualties.

3.3 The distribution of injury road accidents involving pedal cycles is similar to that for all casualties as the image below shows. There are clusters of pedal cycle casualties in the built up areas of the central belt and casualties dotted along the routes through rural areas. As other finding show, this is unsurprising as most pedal cycle casualties will occur where pedal cycles and other road users are interacting.

Injury road accidents across Scotland (2005-2012)

Pedal cycle casualties - Findings (2008-2012)

3.4 Speed limits

  • Most fatalities happen on faster roads. Almost three out of five fatalities happen on roads with a speed limit of more than 40 mph.
  • But more injuries happen on roads with lower speed limits. Almost 90 per cent of pedal cycle casualties occurred on roads with a speed limit of 40 mph or less (80% of serious injuries).
  • A third of pedal cycle casualties on roads with a speed limit of more than 40 mph are killed or seriously injured (4% are killed). On roads with a speed limit of 40 mph or less, the proportion is one in five (less than 1% are killed).
  • Eighty one per cent of casualties happen on roads with a speed limit of 30 mph. Ten per cent happen on 60 mph roads. Five per cent occur on 40 mph roads and only 2 per cent occur on roads with a speed limit of 20 mph or less. The reasons for these patterns will be in part due to slower traffic speeds but will also reflect the amount of the network with each of these speed limits as well as the amount of traffic on these roads.
  • Slower roads result in less serious accidents. Thirty five per cent of pedal cycle casualties on roads with a speed limit of 60 mph are killed or seriously injured. The proportion is 28 per cent for 40 mph roads, 17 per cent for 30 mph roads and 14 per cent for roads with a speed limit of 20 mph or less.

3.5 Urban Rural

  • DfT traffic estimates suggest around half of cycle travel is on urban roads and half is on rural roads. If there was equal risk to pedal cyclists across Scotland, 50 per cent of casualties would be expected in urban areas and 50 per cent in rural areas.
  • Three quarters of pedal cycle casualties are in Urban areas. (79% of slight injuries and 71% of serious).
  • Sixty per cent of fatalities are on rural roads.
  • Thirty per cent of casualties in rural areas are killed or seriously injured. In towns and cities, the figure is 18 per cent.

3.6 Road Class

Thirty five per cent of casualties are on A roads and 48 per cent are on unclassified roads. Forty per cent of fatalities are on A roads, 22 per cent are on B roads and a 32 per cent are on unclassified roads.

3.7 Road type

Seventy seven per cent of pedal cycle casualties occur on single carriageway roads. Eleven per cent are at roundabouts and 8 per cent on dual carriageways. (92% of fatalities are on single carriageway roads)

3.8 Junction type

  • Seventy per cent of casualties occur at junctions.
  • Two thirds of fatalities are not at junctions.
  • This is related to the speed limit and urban rural points above ie fatalities are more likely to occur on country roads where traffic is travelling at speed, in built up areas, traffic is travelling slower and injury accidents are more likely to occur at junctions.
  • The proportion of accidents by type of junction will depend on the number of junctions of each type on routes used by cyclists. 33 per cent of pedal cycle injuries occur at T junctions. 13 per cent are at roundabouts with a further 2 per cent at mini roundabouts (note the roundabout figure is greater than above as this variable on the Stats19 records the junction if an accident happened within 20 metres of it). 11 per cent occur at cross roads or 4 way junctions.

3.9 Other vehicles involved

  • The majority of injury accidents reported to the police resulting in pedal cycle casualties involve cars. Over eighty per cent of vehicles involved in accidents resulting in a pedal cycle casualty are cars. Cars, taxis and vans make up 92 per cent. Only one per cent are LGVs and one per cent HGVs. Percentages in 2012 are very similar to the five year average.
  • Compared to the proportion of vehicles on the road, Cars are over represented in pedal cycle casualty numbers accounting for 83 per cent of vehicles involved, yet cars account for only 77 per cent of mileage driven.

Other vehicles involved in accidents resulting in pedal cycle casualties (2008-2012).

Other vehicles involved in accidents resulting in pedal cycle casualties (2008-2012)

3.10 Weather conditions

  • Eighty per cent of accidents resulting in a pedal cycle casualty occurred in fine weather. Thirteen per cent occurred in the rain (19% of fatalities).
  • The high proportion in good weather may be a reflection on people being more likely to cycle in good weather and use alternative modes of transport or delay a journey by bicycle when the weather is bad.

3.11 Light conditions

  • Eighty per cent of accidents resulting a pedal cycle casualty occurred in daylight. Sixteen per cent occurred in darkness with street lighting.

3.12 Month

  • There is a peak in pedal cycle casualties in August and September (22%) but the numbers are high from May to September (52%) with the numbers lowest from December to February (16%). These peaks and dips will be a reflection on the numbers of people cycling in these months, ie fewer people cycle in the winter.

3.13 Time of day

  • Most cycle accidents happen at times of peak traffic. Thirty per cent of pedal cycle casualties occur between 4 pm and 7 pm. Sixteen per cent occur between 7 am and 9 am and a further 36 per cent occur between 9 am and 4 pm. Ninety per cent of casualties occur between 6 am and 8 pm. Again this will reflect cycle levels and levels of other traffic on the roads.
  • One in three cycle fatalities occur between 4 pm and 7 pm. One in five occur between 7 am and 10 am.

3.14 Age and gender

  • Thirteen per cent of pedal cycle casualties were under 16 in 2012. Only one of the seven pedal cyclists killed were under 16. Thirteen per cent of seriously injured pedal cyclists were under 16.
  • Pedal cycle casualty numbers peaked in the 30-49 age band, with this age group accounting for 45 per cent of pedal cycle casualties and 44 per cent of those killed and seriously injured in 2012.
  • Over eighty per cent (82%) of pedal cycle casualties in 2012 were male.

Part 4 - Motorcycle Casualties

Motorcycle casualties - Key Points

  • Since 2008, there has been a 17 per cent decrease in motorcycle casualties. Motorcycle fatalities fell by a third between 2011 and 2012 but overall motorcycle casualties increased by 7 per cent.
  • Injury accidents involving motorcycles are spread equally between urban and rural areas.
  • Most fatalities and serious injuries happen in rural areas with higher speed limits. (80% of fatalities occur on roads with a speed limit of over 40 mph, compared to half of casualties.)
  • Casualties on larger bikes tend to occur on faster roads in rural areas. (Two thirds of casualties on motorbikes over 500cc occur on roads with a speed limit of over 40 mph ie away from built up areas.)
  • Casualties on mopeds and small motorbikes tend to occur in urban areas. (78% of moped casualties and 70% of motorcycle casualties on machines less than 125cc are on roads with a speed limit of 40 mph or less.)
  • Most casualties occur in daylight in good weather during the summer months. (80% of casualties and 90% of fatalities occur in fine weather and 60% of casualties occur between May and September, when most leisure motorcyclists will be on the road.)
  • Casualties are more serious on larger motorbikes. (Motorbikes over 500cc account for 46% of casualties and 78% of fatalities.)
  • The majority of casualties are male. (89%)
  • A quarter of casualties and 30% of those killed and seriously injured are aged 40-49.

Motorcycle casualties - Background

4.1 The number of motorcycle casualities reported to the police are shown in the table below:

4.1 The number of motorcycle casualties reported to the police are shown in the table below:
Motor Cycle casualties
Year Killed Serious Slight All
severities
2008 34 396 612 1,042
2009 43 332 646 1,021
2010 35 319 491 845
2011 33 293 482 808
2012 21 342 502 865

Source: Stats19 database August 2013

4.2 Motorcycle fatalities fell by a third between 2011 and 2012 but overall motorcycle casualties increased by 7 per cent, whilst traffic estimates suggest a 2 per cent decrease in use. Since 2008, there has been a 17 per cent decrease in motorcycle casualties whilst DfT estimate and decrease of 8 per cent in distance travelled. The purpose of this analysis is to identify high level patterns within these casualties.

4.3 There is little difference in trend in motorcycle casualties, however larger motorbikes (500cc and over) account for the majority of casualties.

4.3 There is little difference in trend in motorcycle casualties, however larger motorbikes (500cc and over) account for the majority of casualties.
Motor cycle casualties by size of motor bike
2008 2009 2010 2011 2012
Moped 95 82 70 64 81
Motor cycle to 125cc 227 213 176 170 205
Motor cycle over 125cc 256 236 213 212 189
Motor cycle over 500cc 464 488 384 362 389
All motorcycle / moped casualties 1,042 1,019 843 808 864

 

Source: Stats19 database August 2013

4.4 The distribution of injury road accidents involving motorcycles is similar to that for all casualties as the image below shows. There are clusters of motorcycle casualties in the built up areas around the central belt and casualties dotted along the major routes through rural areas.

Injury road accidents

Motorcycle casualties - Findings (2008-2012)

4.5 Speed limits

  • Most fatalities happen on faster roads. Eighty per cent of fatalities happen on roads with a speed limit of more than 40 mph.
  • Half of motorcycle casualties occur on faster roads and half occur on roads with lower speed limits.
  • Half of motorcycle casualties on roads with a speed limit of more than 40 mph are killed or seriously injured (6% are killed). On roads with a speed limit of 40 mph or less, the proportion is 30 per cent (1% are killed).
  • There is variation by type of motorcycle though. Casualties on smaller motorbikes and mopeds are more likely to occur on built up roads where as casualties on larger machines are more likely to occur on faster roads. 78 per cent of moped casualties are on roads with a speed limit of 40 mph or less. 70 per cent of motorcycle casualties on machines less than 125cc are on roads with a speed limit of 40 mph or less. This compares to 56 per cent of casualties riding 125-500cc motorbikes and only 33 per cent of those on motorbikes of 500cc and more. This will be a reflection on where the motorbikes are used as well as the speeds they can travel at.

4.6 Urban Rural

  • DfT traffic estimates suggest almost two thirds of motorcycle travel is on rural roads.
  • The majority of fatalities occur in rural areas. 87 per cent of motorcycle fatalities occur on roads in rural areas.
  • Fifty four per cent of casualties are in rural areas. (46% of slight injuries and 64% of serious).
  • Half of casualties in rural areas are killed or seriously injured. In towns and cities, the figure is 30 per cent.
  • Over 60 per cent of moped and small motorcycle casualties are in urban areas, compared to 28 per cent of motorbike casualties on 500cc plus machines.

4.7 Road Class

  • Half of casualties and two thirds of fatalities occur on A roads. A further 28 per cent of casualties are on unclassified roads.
  • This pattern varies by type of motorcycle. Sixty three per cent of 500cc casualties are on A roads compared to 31 per cent of moped and 39 per cent of under 125cc casualties. Forty seven per cent of moped casualties and 40 per cent of under 125cc casualties are on unclassified roads.
  • Half of casualties riding 500cc motorbikes on A roads are killed or seriously injured, compared to 24 per cent of moped riders and 30 per cent of those riding motorbikes of 125cc or less.

4.8 Road type

  • Eighty per cent of motorcycle casualties occur on single carriageway roads. A further 11 per cent are on dual carriageways.
  • Ninety one per cent of fatalities are on single carriageway roads.
  • There is little variation by type of motorcycle.

4.9 Junction type

  • Half of motorcycle casualties occur at junctions. Fifty seven per cent of 500cc casualties occur away from junction, 44 per cent of moped casualties and 41 per cent of casualties on motorbikes of less than 125cc.
  • Twenty four per cent of casualties occur at T junctions, and nine per cent at roundabouts.
  • Two thirds of fatalities are not at junctions. Of these, 91 per cent are in rural areas.
  • This is related to the speed limit and urban rural points above ie fatalities are more likely to occur on country roads where traffic is travelling at speed, in built up areas, traffic is travelling slower and injury accidents are more likely to occur at junctions.

4.10 Other vehicles involved

  • Where another vehicle is involved, the majority (86%) are cars or taxis. A further 6 per cent are vans.
  • Compared to the proportion of vehicles on the road, Cars are over represented in motor cycle casualty numbers accounting for 85 per cent of other vehicles involved, yet cars account for only 77 per cent of mileage driven.

Other vehicles involved in accidents resulting in motorcycle casualties (2008-2012).

Other vehicles involved in accidents resulting in motorcycle casualties (2008-2012)

4.11 Engine size

  • Large motorbikes (500cc or more) account for 46 per cent of motorcycle casualties but they also account for 78 per cent of fatalities.
  • On average, forty per cent of motorcycle casualties are killed or seriously injured. This ranges from 49 per cent for those injured in accidents riding 500cc or more, to 39 per cent for 125-500cc, to 30 per cent for less than 125cc and only 23 per cent for mopeds.

4.12 Weather conditions

  • Eighty per cent of accidents resulting in a motorcycle casualty occurred in fine weather (90% of fatalities). This ranges from 72 per cent of moped casualties to 85 per cent of 500cc casualties.
  • Fourteen per cent of motorcycle casualties occurred in the rain. Almost 20 per cent of casualties on less powerful machines and 10 per cent of casualties on motorbikes of 500cc or more.
  • The high proportion in good weather will be a reflection on people being more likely to use a motorcycle in good weather.

4.13 Light conditions

  • Eighty three per cent of motorcycle casualties occurred in daylight. Ninety per cent of 500cc plus casualties are in daylight and just over 70 per cent of moped and smaller cc motorbike casualties occur in daylight.
  • Twelve per cent occurred in darkness with street lighting present and lit. This ranges from 21 per cent of moped and small motorbike casualties to 6 per cent of 500cc plus casualties.
  • Eighty seven per cent of motorcycle fatalities occurred in daylight.

4.14 Month

  • Almost eighty per cent of motor cycle casualties occur between April and October, with sixty per cent occurring between May and September.
  • Less than 10 per cent of casualties occur between December and February.
  • Eighty seven per cent of fatalities occur between April and October with almost sixty per cent between June and September.
  • Only three per cent of fatalities occur during the winter months of December to February.
  • The patterns are different for smaller motorbikes and mopeds where the numbers of casualties are more constant through the year.
  • These peaks and dips will be a reflection on the numbers of using motorbikes in these months, ie fewer people use large bikes in the winter months where as mopeds and smaller bikes are more likely to be used year round as a mode of transport.

4.15 Day of week

  • Riders of larger bikes (500cc plus) are more likely to be involved in accidents at weekends (39% of accidents and 41% of fatalities happen on Saturday or Sunday)
  • Riders of mopeds and smaller motorcycles (engine size less than 125cc) are more likely to be injured during the week. Seventy eight per cent of casualties riding these motorbikes are injured on week days compare to 61 per of injured riders of 500cc and greater bikes.

4.16 Time of day

  • Most motorcycle fatalities occur in the afternoon and evening. Sixty per cent of motorcycle fatalities occur between 1 pm and 7 pm. (31% occur between 4 pm and 7 pm). Only five per cent of fatalities occur between 7 am and 9 am.
  • Half of motorcycle casualties occur between 1 pm and 7 pm with 28 per cent occurring between 4 pm and 7 pm. Nine per cent of casualties occur between 7 am and 9 am.
  • Casualties riding more powerful motorbikes occur in the afternoon and evening where as casualties on less powerful motorbikes and mopeds see a peak at morning and evening rush hour, reflecting the different uses of these bikes.

4.17 Age and gender

  • Less than one per cent of motorcycle casualties were under 16 in 2012, This low number will be a result of the legal age tdrive a motorcycle or moped.
  • The 40-49 age band accounted for a quarter of motorcycle casualties in 2012 and 30 per cent of those killed and seriously injured.
  • The majority (89%) of motorcycle casualties in 2012 were male.