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CHAPTER FIVE CONCLUSIONS AND
RECOMMENDATIONS
Summary of issues
Rural definition
5.1 There is a certain degree of variation in the
definitions of rural roads and this presents difficulties
when trying to quantify the problems of rural safety and
compare possible solutions. It is suggested that a single
definition for both accident statistics and traffic
estimates is devised and used throughout the
UK.
Driver behaviour issues
5.2 From the literature, it appears that the main
behavioural factors likely to affect rural road safety are
speed (whether inappropriate or not), impairment (alcohol,
drugs and potentially fatigue) and use of seat-belts. Young
drivers (particularly males) are singled out as being
particularly at risk as they are more likely to speed,
drink or drug-drive and consequently are more likely to be
involved in high speed accidents resulting in death or
serious injury.
5.3 There are clearly-established relationships between
accident occurrence, severity and mean speeds and,
therefore, any measures which reduce speeds are likely to
have a positive impact on rural road safety. The 'speed
management' philosophy is cited as a potential tool for
reducing speeds and it is hoped that the proposed
assessment framework for speed limits will go some way to
ensuring consistent speed limits across the rural road
network.
5.4 There is little evidence to suggest that alcohol or
drug use are more of a problem on Scottish rural roads than
on urban roads but clearly, the consequences of impairment
are potentially more serious on rural roads due to higher
speeds. It is suggested that more research is carried out
to establish the extent of the problem on Scottish rural
roads and to identify specific measures.
5.5 Driver fatigue is clearly a problem which is almost
exclusive to the rural situation. However, until fairly
recently, it has been regarded as purely a problem on
motorways. The most recent research suggests that there
could be a significant number of sleep-related accidents on
some rural non-motorways in England and it is suggested
that a Scotland specific study is considered to quantify
the extent of the problem here.
5.6 Driver distraction, particularly from mobile phone
use, is an ongoing concern, although as with alcohol and
drug impairment, there is little evidence to suggest that
it is more prevalent on rural roads.
5.7 The literature suggests that seat-belt usage in
Scotland (and Great Britain as a whole) may actually be
higher on higher speed rural roads than on urban roads.
However, this does not mean that Scotland should be
complacent. The benefits of increasing seat-belt usage are
most likely to be seen in reduced fatalities and serious
injuries and, therefore, it is suggested that efforts
directed at increasing seat-belt wearing rates should be
continued.
Road environment issues
5.8 Scotland's high proportion of single-carriageway
roads has been cited as an explanation for the country's
higher than average rural accident severity rates. The
three most common rural accident types are
run-off-the-road, head-on and junction accidents.
5.9 The literature suggests two main aims - firstly to
reduce the risk of accidents occurring and secondly to
reduce the consequences when an accident does occur. Speed
management is cited as a tool to achieve both of these
aims. The concept of the 'forgiving roadside' addresses the
second aim.
5.10 The literature revealed that modern road designs
are safer than older designs and, therefore, continued
effort should be applied to upgrade the highest risk
sections of road to modern standards. The
EuroRAP approach provides a way to
prioritise such improvements.
Other factors
5.11 Some road users are particularly vulnerable to
rural road accidents - in particular, young drivers and
motorcyclists account for large numbers of deaths and
serious injuries. Children, pedestrians and cyclists
account for far fewer casualties on rural roads than on
urban roads (primarily due to lower exposure) although
cyclists are more at risk of dying on rural roads than in
urban areas (per km travelled).
5.12 Research has shown that tourist and visitor traffic
significantly increases the number of accidents in rural
tourist areas of Scotland but that the overall rate of
accidents is not increased during tourist high season. It
is not clear whether foreign drivers are at greater risk of
an accident than local drivers. However, it is suggested
that it may be useful to ascertain tourists' attitudes and
experience of driving in Scotland to help target future
intervention measures.
5.13 It appears that emergency service response times
could have a more profound impact on rural accident
survivability in Scotland than in other parts of Great
Britain. It seems clear that improving emergency service
response times to rural accidents could bring significant
benefits. Technology may have a part to play in this area
and the European Commission has aspirations to equip all
new cars with 'mayday' systems from 2009. However, there is
scope to better identify the benefits of improved response
and it is suggested that a specific study be considered for
a part of rural Scotland.
Gaps in literature / further research
required
Quantification of rural road problem in
Scotland
5.14 The current published statistics do not give enough
detail about the accidents on Scottish rural roads. This
makes it difficult to prioritise areas for action. It is
suggested that a specific in-depth examination of the
Scottish
STATS19 database with the emphasis on
rural road issues be carried out. This could be done
relatively quickly and would help to prioritise action.
5.15 It is also suggested that future road accident
statistical publications treat rural and urban roads
separately and go into more detail on the factors
associated with rural road crashes. This will give a better
basis on which to evaluate any rural road safety strategy
and monitor progress.
Lack of knowledge of sleep-related crashes in
Scotland
5.16 There is no published research on the extent of
sleep-related crashes specific to Scottish roads. As this
cause could contribute to up to 20% of rural non-motorway
crashes, it is suggested that a Scottish specific study is
required.
Benefits of education/publicity measures targeted
at rural situation
5.17 Very little literature was found dealing
specifically with campaigns in the rural situation. It is
suggested that a pilot project to inform drivers of the
specific risks associated with rural roads could be
developed and evaluated.
Emergency service response specific to
Scotland.
5.18 Whilst there is some evidence of increased road
accident mortality in rural areas of Scotland, the benefits
of improving emergency response times are not clear. It is
suggested that a multi-agency project, involving everyone
involved in the emergency response process could be
developed to evaluate the potential benefits and identify
best practice.
Recommendations for action
Short term
5.19 In the short-term, there are a number of potential
areas where effort should be targeted:
- Campaigns must be part of a strategy which includes
enforcement and engineering changes. Therefore, it is
recommended that a rural road safety strategy is
developed and adopted.
- Education and publicity campaigns should continue
to target young drivers who are disproportionately
represented in rural road crashes.
- In addition, campaigns should be considered which
highlight the dangers of rural roads to all drivers and
try to erode the complacency that rural roads are safer
because there is less traffic.
- Efforts should continue to remind drivers of the
dangers of impairment, especially alcohol and
fatigue.
- Recreational motorcyclists should be targeted
through campaigns and training to reduce their risk on
rural roads.
- Additional emphasis should be given to the
potential for relatively low-cost engineering solutions
and speed management tools.
Medium and long term
5.20 In the medium-term, effort should be directed at
improving the road infrastructure to reduce the potential
for crashes and reduce the consequences when they do occur.
The
EuroRAP process provides a consistent
way of identifying high risk roads and should be used to
prioritise improvements. Consideration should be given to
the use of innovative engineering solutions such as cable
barrier medians on some single carriageways although it is
recommended that these be carefully evaluated before
widespread use.
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