The UN Global Plan of Action on Road Safety aims to reduce global road fatalities by half by 2030, with a focus on vulnerable road users such as motorcyclists, pedestrians, and cyclists, who collectively account for half of all global road deaths. In Latin America, Africa, and Asia, motorized two-wheelers fleets are growing rapidly accompanied by a rise in road fatalities and injuries. Today, motorized two- and three-wheelers account for 30 percent of total traffic fatalities globally- the highest share by road user. For low- and middle-income countries (LMICs), addressing the safety of motorized two-wheelers is crucial in achieving broader goals of equitable and sustainable transport.

The World Resources Institute (WRI) analyzed data from 6 cities to understand how urban road infrastructure design impacts motorcycle safety in LMICs. Data was collected and analyzed from:

  • Accra, Ghana
  • Bangkok, Thailand
  • Bogotá, Colombia
  • Buenos Aires, Argentina
  • Cali, Colombia
  • Nairobi, Kenya

Our research shows a strong connection between infrastructure and speed variables on motorcycle safety for LMICs. The most important variable explaining motorcycle safety in the six cities analyzed was free-flow traffic speeds. Other significant variables found were road width, number of blocks, intersections, traffic lights, pedestrian bridges, land use, population density, and income level.

Some of the main findings are as follows:

Motorcycle safety and urban road infrastructure report key findings chart

Key Findings

Based on the results of our research we identified the 5 main recommendations for motorcycle safety:

1. TACKLING VEHICLE SPEEDS IS CRITICAL

In all cities examined, higher road speeds of all vehicles are the most significant risk factor for motorcycle safety. Improving motorcycle safety therefore requires safe operating speeds at a corridor level for all vehicles, not just of motorcycles. Speed management measures should be comprehensive.

2. CONSIDER THE IMPACT OF LAND USE ON ROAD CONFLICTS

Dense urban areas and areas with concentrated commercial land use showed a higher risk of conflict. Low-income areas in Bogotá also saw higher risk for motorcyclists’ safety. Motorcycle safety therefore needs to be addressed on a larger scale- with a comprehensive, area-wide approach- and special attention paid to high-risk areas where conflicts are more likely.

3. IMPROVE DESIGN AND REDUCE COMPLEXITY

Although more intersection points and shorter blocks may help moderate the speed of traffic, there are still higher risks for motorcyclists due to their inherent vulnerability at traffic conflict points. Further research is needed into specific risk factors at intersections, but in general, reducing speed, complexity, and conflicts at these locations can lead to safer intersections.

4. CONSIDER ROAD WIDTHS, MEDIAN OPENINGS, AND MERGING

Wide carriageways with medians and wide arterials with service roads are associated with increases in injuries. In many cases the design of median openings does not allow safe merging of vehicles, which can result in severe conflicts. Wider carriageways encourage higher speeds, weaving, and other riskier road use, which particularly makes motorcyclists more vulnerable.

5. COMBINE ACTIONS FOR MOTORCYCLIST SAFETY WITH ACTIONS FOR OTHER ROAD USERS

Many interventions that reduce risks for other vulnerable road users can also benefit motorcyclists. For example, road safety interventions such as safe at-level crossings, curb extensions, better traffic signaling, traffic calming, well designed transit stops, and speed management can benefit all road users including motorcyclists.