The Department of Infrastructure and Transport’s Bureau of Infrastructure, Transport and Regional Economics publishes monthly, a summary report on road deaths in Australia. This issue is dated November 2013. The full summary report is available from my Dropbox.
Whilst my interest here is the outcomes for cyclists, there where 1,196 road deaths in the 12 months to November 2013, of which 147 where pedestrians, 43 where cyclists, 200 where motorcyclists and 796 where motor vehicle occupants. Our thoughts are with their families. All these deaths could have been avoided.
As at the end of November 2013 43 cyclists had died on Australian roads in the past 12 months, whilst still a shocking number, a small positive can be taken away in that there was at least no deaths in October 2013. While the average trend change for drivers and passengers is on the decline (4.2% and 9% respectively), for cyclists the trend is upwards at 5.2% per year. We just cannot seem to get it right. Why do we keep killing vulnerable road users? Blaming cyclist is not the answer either – red light jumping is not killing cyclists; demanding cyclists earn respect is no justification for not ensuring their use of the road is accept. It is not okay to kill and injury others, period.
Our National Road Safety Strategy is continuing to fail our most vulnerable road users, people, yes cyclists are people, people who choose to ride bicycles.
The Department of Infrastructure and Transport’s Bureau of Infrastructure, Transport and Regional Economics also has a database which allows some drilling down into what has taken place in the 2012 calendar year, January to December 2012.
During this period, 33 cyclists died on Australian roads with three of those cyclists being killed on Western Australian roads.
Looking at the data from an Australian wide perspective what can we learn. Well the majority of crashes, 78% involved more than one vehicle, with the dominant vehicle being motorcars and/or motorcycles. Rigid trucks where only involved in 12% of the fatalities.
In terms of speed zones, lower speed zones haven’t been too kind in the 2012 with 24% of cyclists killed on roads with a 50 km/h speed limit. The most risky speed zones are in the 80 km/h plus range with 51% of fatalities occurring on these roads.
My comment notwithstanding on lower speed zones no deaths occurred in the 30 km/h and 40 km/h speed zones.
A bit of good news can be found in the age analysis with children faring better than adults. Adults dominant the statistics at 93% of fatalities. Of these adults fatalities 90% where men.
What the best times to ride your bike? Well September is the month to avoid, no one day seems to stand out in the statistics but it does seem that commuting times are the more vulnerable times with the 7:00 AM and 8:00 AM and 4:00 PM and 5:00 PM time slots dominating the data.
Going back to the day of the week, the day seems to play little role with the peak being Fridays at six deaths and the quiet day being Thursday with three deaths. The other days are five deaths per day with the exception of Wednesday.
One small positive in all of this is that no cyclist deaths involved in the death of the 174 pedestrians in 2012.