Young Drivers Run Over More Than A Third Of Pedestrians

The massive reduction in fatalities within the UK's two most vulnerable age groups is the key finding of Younger and older road users, published by the IAM as the latest in its series of Motoring Facts 2010/2011.

Fatalities have fallen 33 per cent in the 16-19 year old bracket, 25 per cent for drivers in their 70s, and 22 per cent for drivers aged 80 and over since 2008.

Neil Greig, IAM Director of Policy and Research, said: "While these reductions are really positive, we must continue to support these drivers, who are among the most vulnerable on our roads. The fatality rate continues to be highest for 16-19-year olds, followed by the over 80s, but for very different reasons."

"The greatest risk to the oldest age group on the road is as a pedestrian. In comparison, younger people are much more at risk as a driver or as a passenger in a car driven by a young driver. Pedestrian risk increases from two per cent of those injured aged between 20 and 50, to around nine per cent aged 80 and over. The greatest risk to pedestrians is car drivers under 30 who are involved in more than a third of pedestrian fatalities."

During their teens and twenties, the risk of young drivers being killed halves every five years as they gain more driving experience. Mr Greig continued: "This lends weight to the IAM's call for post-test training to be made compulsory in a form similar to that of the system in countries like Austria, where reductions of up to 30 per cent in young male driver fatalities have been achieved. If new drivers can be kept alive during this most dangerous stage of their driving career, the risk of them becoming another killed or seriously injured statistic reduces significantly."

Despite widespread beliefs to the contrary, older drivers are no more likely to be involved in an injury crash than middle aged drivers, and are much less at risk than drivers aged under 30. However, the risk of being killed as a car occupant increases from about 0.6 per cent of those injured aged between 30 and 50, to over three per cent aged 80 and over. This is generally a result of age-related frailty; older people are more likely to be injured in a crash and are less likely to recover. Between 20 and 50 years of age, the rate of deaths declines for all road users except for motorcyclists which remains almost constant over this period.

"Young male drivers continue to be the most high-risk group, and are more than twice as likely to be involved in a fatal or serious injury crash as young female drivers. A renewed focus on young drivers, which provides them with opportunities to gain further experience in a controlled and safe environment is of utmost importance", said Mr Greig.

Vehicles don't lose control; drivers do.

Driver and rider error or reaction are behind the top three causes of fatal and serious crashes, research from the IAM reveals.

Licensed to skill: Contributory factors in accidents, presents the analysis of five years worth of accident data, recorded by the police between 2005 and 2009.

Factors including 'failed to look properly' 'loss of control' and 'poor turn or manoeuvre', accounted for 65.3 per cent of fatal, 61.8 per cent of serious and 68.6 per cent of slight accidents. Injudicious action - illegal or unwise judgements - such as exceeding the speed limit, following too close, or making an illegal turn, was the second biggest factor, accounting for another 31.4 per cent of accidents. Alcohol was a relatively minor factor, listed in only ten per cent of fatal accidents.
Behaviour or inexperience came a close third, being a factor in 28.0 per cent of accidents. In contrast, physical circumstances such as road environment, factors affecting vision, and vehicle defects are listed as issues in very few accidents.

'Travelling too fast for the conditions' accounts for more fatal accidents than 'exceeding speed limit', which represent fourth and fifth places. Driving too fast isn't necessarily just a case of a legal requirement - you could be driving too fast for the conditions, without breaking any official speed limits at all.

IAM chief executive Simon Best said: "What is obvious from the top three rankings is that many accidents could be prevented by drivers simply changing their behaviour, as well as gaining more experience. That so many crashes are caused simply by the driver failing to look is shocking. On the positive side, there is plenty that drivers can do to reduce their risk of being involved in an accident.

"Having a driving licence doesn't necessarily mean that drivers have the skills they need to be safe. Professional drivers, like HGV drivers, participate in continuous professional development, improving their driving skills throughout their careers to reduce their accident rates, insurance costs and to increase their fuel efficiency - why is life-saving training not expected of those who drive for personal reasons?"

"The evidence is there. Accidents could be easily reduced by improving driver skills and lives could be saved - especially those of young drivers. The IAM calls on the government to introduce post-test training, to support young drivers through the most dangerous part of their driving career, and to improve their skills for the rest of their lives."

Top contributory factors were:

1. Driver/rider error or reaction
2. Injudicious action
3. Behaviour or inexperience
4. Road environment
5. Pedestrian only (casualty or uninjured)
6. Impairment or distraction
7. Vision affected
8. Special codes
9. Vehicle defects

Definitioins

• Fatal injury/casualty = injury causes death within 30 days of the accident.

• Serious injury/casualty = injury does not cause death within 30 days of the accident and either results in the casualty being detained in hospital as an inpatient, or any of the following injuries: fractures, concussion, internal injuries, crushings, severe cuts and lacerations, severe general shock requiring treatment, or any injury which causes death more than 30 days after the accident.

• Slight injury/casualty = injury of a minor character such as a sprain (including whiplash neck injury), bruise or cut which are not judged to be severe, or slight shock requiring roadside attention. Injuries not requiring medical treatment are included.

IAM is the UK's largest independent road safety charity, dedicated to improving standards and safety in driving, motorcycle riding and cycling. The commercial division of the IAM operates through its occupational driver training company IAM Drive & Survive. The IAM has more than 100,000 members in the UK and Ireland. It is best known for the advanced driving test and the advanced driving, motorcycling and cycling courses. Its policy and research division offers advice and expertise on road safety.

Bikes in bus lanes are better - fact

Transport for London’s Motorcycle Policy Unit carried out a study modelling typical powered two wheeler journeys on main routes into London. Published in April 2010 the study suoght to determine whether there are likely to be journey time savings and consequent emission reductions generated by permitting powered two wheelers to use bus lanes.

Six routes into Central London where motorcycles are permitted were identified; the Metropolitan Police assigned riders and drivers to survey the routes with one powered two wheeler travelling in bus lanes where available and a powered two wheeler and a car travelling in general traffic lanes. These surveys all started at the same time with one route being surveyed per day. Averages were then taken of all of the journey times by mode and this showed that:

• Powered two wheelers using bus lanes where available took an average of 2 minutes 29 seconds per kilometre;
• Powered two wheelers using only general traffic lanes took an average of 2 minutes 46 seconds per kilometre.
• Cars using only general traffic lanes took an average of 3 minutes 55 seconds per kilometre.

The distances travelled by mode and the average journey speeds recorded were used to estimate the emissions and fuel consumption for a sample of ‘small’, ‘medium’ and ‘large’ vehicles (cars and motorcycles) on those routes, using the Department for Transport’s ‘Road Vehicle Emissions Database’. Averages were then taken of all of the emissions and fuel consumptions by vehicle ‘size’, mode, fuel type and lane travelled in and this showed that, over a comparable route length:

• Powered two wheelers using bus lanes where available emit an average ofbetween 0.5% and 9.0% less Carbon Dioxide than powered two wheelers usinggeneral traffic lanes only;

• Powered two wheelers using bus lanes where available emit an average of between 0.5% and 10.0% less Oxides of Nitrogen than powered two wheelers using general traffic lanes only;
  

• Powered two wheelers using bus lanes where available consume an average of between 0.4% and 9.0% less fuel than powered two wheelers using general trafficlanes only;
  

• Powered two wheelers using bus lanes where available emit an average of between 100% and 500% less Carbon Dioxide than petrol cars using general trafficlanes only;
  

• Powered two wheelers using bus lanes where available emit an average of between 50% and 550% less Oxides of Nitrogen than petrol cars using general traffic lanes only;
  

• Powered two wheelers using bus lanes where available consume an average of between 100% and 500% less fuel than petrol cars using general traffic lanes only.
  

So, environmentally speaking, there is a massive benefit in allowing powered two wheelers to use bus lanes. Read the full report at http://www.tfl.gov.uk/assets/downloads/pt-emissions-study.pdf