According to the official statistics, motorcyclists are subject to a greater risk of being injured or killed in road traffic. Young drivers, in particular, are disproportionately represented in the accident statistics, when compared to the population figures of this age group. However, the number of older motorcyclists injured or killed in accidents has also rapidly increased in recent decades. Measured in terms of population, the 55-65 age group in fact has the greatest risk of all of being killed in a motorcycle accident. The focus of investigation in this survey was the psychological aspects associated with road traffic safety for motorcyclists. For this purpose, both a literature analysis and a representative survey of 1,039 motorcyclists were carried out. The prevalence of accidents is greatest (10% of the entire group) for the 18-24 age group (17%) – as was to be expected. Two cluster analyses based on differing concepts revealed four lifestyle and five personality groups as sub-groups of all those questioned. It turned out that one of each of these sub-groups has by far the highest risk of accidents: life style cluster 1 (15%) and personality type 3 (23%). Both groups exhibit risky attitudes to motorcycling and hazardous driving behaviour. Entries in the Central Traffic Register (VZR) and involvement in a car accident were also frequently reported in personality type 3. By combining both of these groups, a further differentiation of the combinations of characteristics enables the identification of a high-risk group (28% accident involvement). The behaviour-related components of the attitude towards speed and the number of entries for motorcycle offences in the VZR proves to be the strongest predictors of accident involvement in the assumed model. The following recommendations for action are derivable from the results of the literature analysis and the survey. - Since young drivers in the 18-24 age group (as is the case with car drivers) are disproportionately represented in the accident statistics, measures should be examined, which are equivalent to those for young car drivers. - Tailored content should be developed and placed in media oriented to these target groups (e.g. motorcycle or motorsport magazines) for the high-risk groups of both cluster analyses. - The measures aimed at motorcyclists should not only be related to road traffic safety when driving a motorcycle, but also focus on overall rule-consistent and considerate behaviour in road traffic. - The specific risks ensuing from and by motorcyclists (e.g. high speeds, the risk of overlooking cyclists) should be brought to the attention of other road users. - Strengthening the police monitoring – particularly in relation to speed offences. - Improving driving skills – particularly with regard to hazard perception and corresponding ability to respond in the driving education or the appropriate driver safety training, provided that the evaluation of existing training offers and the development of a training curriculum are carried out. - Further development, implementation and evaluation of driver assistance systems for motorcycles. - Promoting the wearing of safety clothes (e.g. in campaigns) for the purpose of avoiding and reducing severe injuries. - Consistent implementation of recommendations aimed at optimising traffic infrastructure in order to avoid accidents and lessen the severity of accidents. (Author/publisher)
Samenvatting