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Road Accidents Scotland 2003
SCOTTISH EXECUTIVE ROAD SAFETY RESEARCH PUBLICATIONS
The Scottish Executive publishes a series of reports and research summaries based on road safety research. Research Findings, Full Reports and further information about social research in the Scottish Executive may be viewed on the Internet at: http://www.scotland.gov.uk/socialresearch The Reports may be purchased from Blackwell's Bookshop - contact details appear towards the foot of the page on Scottish Executive Transport Statistics publications.
Information about the reports published between 1998 and 2003 is given in:
- Review of The Scottish Executive Road Safety Research Programme 1998-2003: 2003 Price 5.00
Information about the reports published between 1989 and 1997 is given in:
- Review of The Scottish Office Road Safety Research Programme 1989-97: 1997 Price 2.50
For each research project described or listed below copies of the Research Findings (a short paper which sets out the main findings), can be obtained, free on request, from:
The Scottish Executive
Social Research
Area 1F (Dockside)
Victoria Quay
Edinburgh EH6 6QQ
Tel: 0131-244 7560
The reports which were published between November 2002 and October 2003 are listed below. Notes on the key findings are given for the reports which are likely to be of most interest to readers of Road Accidents Scotland.
- Evaluation of the Children's Traffic Club in Scotland: New Nursery & Playgroup PackPrice 5.00
- Changing Speeding Behaviour in Scotland: An Evaluation of the 'FOOLSSPEED' CampaignPrice 5.00
- Seatbelt Wearing in Scotland: A Second Study in CompliancePrice 5.00
- Evaluation of Bikesafe ScotlandPrice 5.00
- Evaluation of the Drug Driving TV AdvertPrice 5.00
- The Speeding Driver: Who, Why and How?Price 5.00
- External to Vehicle Driver DistractionPrice 5.00
Road Safety - By Accident or Design?
The Scottish Executive, Scottish Road Safety Campaign and Communities Scotland commissioned research to produce guidance on developing an inter-agency approach to road safety in regeneration areas. The research comprised a desk top review of road safety activity in Scotland's regeneration areas, a review of case studies in Europe and four detailed case studies of specific road safety initiatives within Scotland.
Research carried out for the Scottish Executive has highlighted the higher incidence rate of child road accidents in deprived or disadvantaged areas of Scotland. Across Scotland, agencies and communities are working together to regenerate disadvantaged areas, tackling issues such as unemployment, social exclusion, community cohesiveness and community safety. It is not always realised how the improvement of road safety can make an immense contribution to tackling these issues, in addition to reducing the occurrence of road accidents. Where this has been realised, research has shown that activities to improve road safety are most successful when an inter-agency approach is adopted.
These Guidelines have been produced to encourage and support the agencies, stakeholders and communities of Scotland's regeneration areas to work together to improve road safety.
2003 Price 5.00
Motorcycle Accidents and Casualties in Scotland 1992-2002
The Scottish Executive and the Scottish Road Safety Campaign commissioned TRL Ltd. to undertake research into motorcycle accidents in Scotland. The research provided a quantitative and qualitative analysis of motorcycle accidents between 1992 and 2002 in order to highlight trends and identify measures that could be taken to reduce the number and severity of motorcycle accidents in Scotland.
Key findings:
- The number of motorcycle accidents in Scotland is increasing. The rate of increase from 1996 to 2002 is approaching 9% per year for killed and serious casualties and just over 6% per year for all casualties.
- The observed increase in motorcycle casualties is closely associated with the increased number of licensed motorcycles. The casualty rates per million kilometres and per 1,000 licensed bikes are not increasing.
- The number of accidents involving younger riders has fallen. The number of accidents involving 31-45 year olds has increased.
- Most fatal and serious accidents occur on non built-up major roads. Built-up minor roads carry the greatest risk per million kilometres travelled.
- A higher percentage of motorcycle accidents are occurring on non built-up left hand bends than in previous years.
- In general, the average number of casualties increases steadily through the day, peaks in the early evening and then tails off. Accidents on non built-up roads are most likely to occur at the weekend and in the summer months, reflecting recreational motorcycling. Accidents on built-up roads closely correspond to commuting periods.
- Accidents on non built-up roads tend to be mostly the fault of the motorcyclist, result from a 'loss of control' on the part of the motorcyclist, involve 'sports bikes' and occur on single carriageways with 60mph speed limits.
- Accidents on built-up roads tend to be the fault of another motorist. A large proportion of these accidents result from a loss of rider control or cars turning or u-turning in front of motorcyclists. Accidents on built-up roads typically occur on roads with 30mph speed limits and involve motorcycles with low engine capacities.
2003 Price 5.00
Parental Attitudes to Road Safety Education
The Scottish Executive commissioned ODS Ltd. and Market Research UK to carry out research into parental attitudes to road safety education in Scotland. The study was to focus on parents of two specific age groups of children and young people - 7 to 13 year olds and 14 to 18 year olds. The impetus for this research arose out of previous studies that have demonstrated the central role that parents play in the road safety education of their children. Research has also found that the ability of parents to develop road safety education varies widely and depends on a range of factors and influences.
Key findings:
- Parents perceive themselves as having the main responsibility to develop road safety awareness and skills in their children.
- The most prevalent approach to road safety education by parents is by example in "real life" situations. While they tend to use key road safety messages such as "Stop, look, listen", generally approaches to road safety education by parents are ad hoc.
- Most parents change their own behaviour in road related situations to act as "role models" when they are accompanied by their children.
- Parents have a high level of confidence in their childrens' road user skills, with the main risks faced by children perceived as external factors, such as "speeding motorists", rather than the behaviour of their child.
- Some parents expressed concern that road safety awareness deteriorated as children became teenagers or when they were with friends.
- There is a need for educational initiatives to "target" certain groups of parents whose children may be more at risk of involvement in a road accident.
- With many parents demonstrating a lack of awareness of road safety activity at school, there is a need for better linkages to be created between parents and schools.
- Potential ways of creating these linkages include joint training for parents and teachers, and using parents as volunteers in providing training to young people.
2003 Price 5.00
Safely to School
The Scottish Executive commissioned a team from the Scottish Council for Research in Education Centre and ODS to investigate how the Safer Routes to School initiative has been integrated into the school curriculum. The research comprised a combination of quantitative and qualitative approaches
Key findings
- Previous research indicates that a range of complex inter-related factors and processes affect children's vulnerability to road accidents. These include the child's age, gender and level of social disadvantage.
- Key informants believe that road safety initiatives should be integrated within the school curriculum, delivered by appropriately trained teachers, and involve pupils in the design of projects.
- 30 Scottish local authorities are or have been involved in Safer Routes to School (SRTS) projects, and 26 have appointed or plan to appoint School Travel Co-ordinators. The main responsibility for the management and budgets of SRTS usually lies with local authority roads/transport departments.
- Schools have responded in a variety of ways to the challenge of integrating road safety into the school curriculum. However, teachers believe that the pressures of lack of time and parental support affect their success.
- Most school pupils prefer interactive approaches to learning and teaching about road safety. However secondary school pupils think that road safety education is more relevant to younger pupils.
- Parents believe that the main responsibility for their children's safety lies with them, but they expect local authorities, the police, schools and other road users to play a part.
- SRTS could be improved by: sharing examples of good practice across Scotland, developing co-operation between departments within local authorities, embedding road safety within school development plans and engaging pupils and parents in SRTS activities.
2003 Price 5.00
Evaluation of the 2003/ 2004 Festive Drink Drive Campaign
The Scottish Executive and the Scottish Road Safety Campaign commissioned Market Research UK to evaluate the 2003 drink drive festive campaign and the broader 'Don't risk it' drink drive campaign. The research comprised a survey of 1,000 households and a series of focus groups and in-depth interviews. Fieldwork was carried out between February and April 2004.
Key Findings:
- Almost all (94%) respondents drink alcohol either regularly or occasionally when socialising. Binge drinking occurs amongst both men and women and is more prevalent amongst men and in particular amongst men in the 17 - 29 year old age range.
- The majority (98%) of respondents agreed it would be better not to drink at all if driving and disagreed that it was acceptable to drink and drive if only going a short distance (91%). Drinking and driving was deemed acceptable amongst some respondents if certain caveats were applied. Discussions revealed that individuals will make a judgement on factors such as size, gender, body weight, and driving experience when considering whether to drive after drinking.
- A third (34%) of respondents had driven within a few hours of having a drink. Eighteen per cent of respondents had driven when they perceived themselves to be over the limit.
- The majority (92%) of respondents disagreed with the statement 'I would risk drinking and driving if I thought it was unlikely that I would be caught'. Two thirds (66%) of respondents agreed they would report someone who appeared over the limit and was going to drive. However, qualitative research showed people were uncomfortable with the concept of reporting someone who appeared over the limit, this was particularly true in relation to friends or family.
- Being banned from driving or losing your licence was seen to be the most effective deterrent given the financial and personal implications. A majority (83%) of respondents agreed that penalties for drinking and driving should be more severe.
- Half (54%) of all respondents believed they had seen or heard something on the subject of drinking and driving. Radio commercials were remembered by 20% of all respondents, with awareness higher amongst 17 - 29 year olds (31%). Prompted recognition was highest for the logo 'Drink Driving you have too much to lose' (23%).
- The majority (85%) of respondents agreed the campaign would make people think more about the risks before drinking and driving, and make people think more about drinking anything at all and driving (81%). Two thirds (65%) of respondents believed the communication would deter drinking and driving as well as result in people reporting to the police individuals who drive whilst over the legal limit.
2003 Price 5.00
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