SAFETY -

A New Approach To Motorcycle Safety

8.1 Mopeds and PTWs can present environmental advantages on some journeys. They are a sensible means of transport for many journeys where public transport is limited and walking or cycling unrealistic.

8.2 However, motorcyclists represent a large proportion of road casualties in relation to their numbers. They make up less than 1% of road traffic, but suffer 14% of deaths and serious injuries.

8.3 We believe we can influence the casualty figures through better training and testing for both riders and drivers and through better engineering construction and design, which will help to make motorcycling safer than it is now.

8.18 Motorcyclists themselves often attribute the high casualty rate amongst riders to inconsiderate driving by people in cars, lorries and buses. We are concerned about their vulnerability and are addressing the issue through training and testing (see Chapter 3, Safer drivers) to make drivers more aware of how vulnerable riders are.

(Tomorrows Roads – Safer For Everyone DETR 2000)

1.01 PTWs are often regarded as a high risk mode of personal transport. However, they have largely been ignored in transport policies, despite the fact that significant and sustained improvements to PTW safety records have taken place.

1.02 Ironically, by not giving due consideration to the needs of PTW users, policy makers may have contributed to a road environment that places motorcyclists at unnecessary risk. Indeed the NMC considers that the slow progress of motorcycle policy integration and scant regard to local motoring awareness and road safety schemes has directly contributed to the current rise in motorcycle accidents.

Background

1.03 In 1987, the Government set casualty reduction targets for all road users. A reduction of one third by the year 2000 from a baseline average casualty figure during 1981-1985 was sought. PTWs were set some of the toughest targets, including a 40% overall reduction as opposed to an approximate one-third target that was set for car casualties.

Today’s Picture

1.04 There have been significant reductions in the numbers of all road users killed and seriously injured. Compared to the 5,598 baseline figure, 3,409 road users were killed in 2000, a 39% reduction.

1.05 Serious injuries have fallen by 48.8% over the same period.

(Road Accidents Great Britain 1999, DETR / Road Casualties in GB, Main Results 2000 Data)

Significant Improvements Among PTW users

• Deaths have fallen by 38%, serious injuries are down 65 % and slight injuries down by 53 %.
• Total PTW casualties are down by 56%. This exceeds the year 2000 targets by over a third.
• The casualty rate per kilometre travelled has fallen by 9.3%.
• Sales of PTWs have grown steadily in recent years, increasing by around one-third year-on-year.

Year 2000 Safety Targets – The PTW Record.

PTW Registrations

1.06 PTW sales fell in the late 1980s to a low of 46,724 registrations in 1993. Since then, sales have steadily grown and in 1999 there were 152,682 new registrations (a 226% increase). When new PTW registration figures are compared with accident figures, it can be shown that an increase in motorcycling does not necessarily mean an automatic increase in accidents. Between 1998 and 1999 the important indicator of casualties per mile fell by 8.8%. Mopeds saw a four-fold increase in registrations between 1993 and 1998, coupled with a third reduction in injury accidents for this class of PTW.

Causation Factors In London

1.07 The Metropolitan Police Service, Traffic Division at New Scotland Yard made the following Accident Causation figures available in 1996. They are derived from an analysis of the-then Department of Transport (DoT) Accident Record Form (STATS19) used by the police attending the scene of injury Road Traffic Accidents (RTAs) in Greater London. They clearly demonstrate that PTW safety awareness should be a higher priority in road user education and transport planning.

PTWs and Pedestrian Casualties

1.08 Official statistics indicate that pedestrians are involved in a higher proportion of collisions per mile with PTWs than cars.

1.09 There is a need for further research in this area. However, Booth’s study (Characteristics of Urban PTW Accidents. IMC 1989) suggests that in PTW/pedestrian collisions, pedestrians are primarily at fault in seven out of eight cases.

1.10 It is possible that a major factor in casualty figures could be pedestrians failing to take sufficient care to observe traffic movements when crossing the road. Whatever the factors involved, there is still a need to increase the awareness of PTWs among pedestrians, who should be encouraged to ‘think bike’ before crossing the road.

Growth in Cycle Casualties

1.11 There is an urgent need to improve cycle safety by the continued development of local cycling initiatives.

1.13 DTLR figures for 2000 show a 33.6% fall in use from the 1981-85 baseline, with casualty figures falling by 27.4%, resulting in an rise in the pedal cycle casualty rate of 9.3%.

The Need For A Policy Balance

1.13 There is an urgent need to address the way in which modal safety initiatives are directed in local and national transport planning.

1.14 Cycling is a mode that receives significant promotion in national and local transport policy, despite a worrying safety record.

1.15 Urban motorcycling is getting safer overall, but is still often ignored as an alternative for reasons of safety.

1.16 The practice of introducing positive cycling measures to assist cycle safety, should also be applied to PTW policy considerations.

Planning For The Way Forward.

1.17 The continued development of rider training over several years (the introduction of Compulsory Basic Training [CBT] in 1990, followed by further licensing changes in 1997 and 2001 being examples) has been an important factor contributing to improvements in PTW safety.

1.18 Quality professional PTW training is now the norm, with technological improvements to PTWs and PTW clothing meaning that users are better equipped to face the modern motorcycling environment.

1.19 Unfortunately, no amount of training can enable PTW riders to completely avoid the bad habits of others. In 1989, Booth (Characteristics of Urban PTW Accidents) found that 62% of urban PTW accidents were caused by other road users).

1.20 More recent research shows that this situation remains little changed. A 1998 survey in Sandwell (West Midlands) showed that 57% of accidents involving motorcyclists were caused by other road users. (A Study of PTW, Moped and Scooter Use in Sandwell. Sandwell MBC)

1.21 Enhanced levels of PTW awareness among other road users, particularly among car drivers, is an urgent priority.

1.22 Local authorities can help to reduce PTW casualties still further by providing positive motorcycling measures that help to reduce vulnerability (as has been done for cyclists). Example are:

• to allow PTWs access to bus lanes and Advanced Stop Lines.
• Provision of adequate levels of dedicated and preferably secure parking, enabling the efficient and quick parking of PTWs which reduces time spent exposed to risk.

The Government’s Year 2000 Road Safety Review

1.23 Published in March 2000, the Government’s Road Safety Strategy calls for a reduction in total injury accidents of 40 % by the year 2010. There are no specific targets for individual modes, but there will be an emphasis on reducing child casualties.

1.24 Motorcycling was treated to a full chapter as part of the strategy. The key points are outlined below:

Summary of the strategy 8.4 Our strategy is:

to improve training and testing for all learner riders;

• to publish advice for people returning to motorcycling after a break, and people riding as part of their work;
• to ensure the quality of instruction;
• through training and testing, to help drivers become more aware of how vulnerable motorcyclists are;
• to promote improvements in engineering and technical standards which could protect motorcyclists better; and
• to work with representatives of interested organisations, in an advisory group, to look at issues of concern.

(Tomorrows Roads – Safer For Everyone. DETR, March 2000)

1.25 The PTW community has welcomed this broad strategy for motorcycling and supports the majority of specific measures detailed in the relevant chapter. However, it seems clear that it will not be possible to deliver a 40% reduction in motorcycle accidents given the current comparatively low level of casualties. It would see, more appropriate for motorcycles to be subject to a target that is based on casualty rates (a more accurate indicator of safety)

1.26 The new DTLR has presented casualty statistics for 2000 compared against the new 1994-1998 baseline. This measure shows alarming rises in motorcycle casualties over the baseline. Although motorcycling was successful in exceeding its targets for 2000, it is clear that a significant challenge exists. The way the figures are presented further points to the urgent need for positive action by Government and local authorities, targeted at all road users, but importantly integrates motorcycling into transport planning and improving safety access and security for users