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CHAPTER SIX: HOW SHOULD ROAD SAFETY BE ORGANISED TO DELIVER?
6.1 Many road safety issues are reserved to the UK Government or to the European Union:
- Driver and vehicle licensing
- Driver training and testing
- Vehicle standards
- Road traffic offences and penalties (including speed limits, drink-drive penalties and new driver restrictions).
6.2 It is envisaged that a section of the strategy will identify roles and responsibilities relating to those issues of road safety within the remit of the Scottish Government, which include road safety education and publicity, working in partnership with local authorities, the police and other agencies to improve road safety. This will also involve looking at the roles of non-governmental road safety bodies and at how organisations can be encouraged to work together to deliver road safety.
6.3 In response to the question 'How should road safety be organised to deliver?' 89 consultees (95%) provided a response (70 organisations and 19 individuals).
Chart 6.1
Theme 3: How should road safety be organised to deliver?
Base: 89 consultees
6.4 As can be seen in Chart 6.1, the greatest single comment from consultees (55% - 47 organisations and 2 individuals) was on the need to encourage the development of consistent multi-agency approaches for the promotion of road safety, using pooled expertise, responsibilities and resources.
6.5 In terms of multi-agency working, 12% also commented that other relevant organisations should be involved (11 organisations) and the same proportion were of the opinion that the Scottish Government must be empowered to make changes to traffic laws where necessary (10 organisations and one individual). Ten percent of consultees noted that community councils and local knowledge should be utilised (9 organisations) and the same proportion wanted to see more severe penalties for drink/drug-driving as well as further research into substance testing devices (9 organisations).
6.6 The following sections discuss the multi-agency approach in more detail and examine a number of sub-themes that were identified.
A co-ordinated multi-agency approach
6.7 As the consultation document implies, a wide range of organisations are actively involved in road safety in Scotland, including central and local government, the police, road safety units, voluntary organisations, community safety partnerships, safety camera partnerships, motoring organisations, the fire and rescue service and health interests.
6.8 A total of 15 consultees (5 local authorities, 5 transport, 4 safety and one police organisation) commented that road safety is complex and involves a wide range of functions carried out by an extensive range of organisations. One local authority agreed with this notion and stated "this diversity does mean that delivery is [currently] fragmented". One transport organisation acknowledged "it would not be possible for any one organisation to deliver the range of functions necessary to cover a fraction of the overall road safety agenda".
6.9 A number of similar comments and suggestions were received from consultees on the issue of a multi-agency approach. Consultees commented that:
- Partnership working is undertaken in a co-ordinated manner/ensure consistency of approaches (7 organisations, 2 individuals)
- There is good/effective communication between the various partnerships (2 organisations)
- There is a need to recognise the expertise that each organisation has and avoid duplication (2 organisations, one individual).
"With the many and wide range of organisations and agencies that are involved in road safety, from a national level through to regional level and down to local level, the important factor is that they must work together towards their common goal, to reduce the number of people killed and injured in road accidents."
(Local Authority)
"No one sector alone can as effectively produce results in improving safety as when sectors work together. It is, therefore, important that there are strong links and good communication between all parties involved in this area of work."
(Transport Organisation)
"Ensure all organisations with statutory duties for road safety adopt common approaches towards achieving an agreed objective to reduce duplication and provide a stronger road safety message. This should be co-ordinated through Road Safety Scotland."
(Local Authority)
6.10 One local authority was concerned there is a danger that, if road safety work is not co-ordinated effectively, organisations could be concentrating on the wrong target areas.
Road Safety Scotland
6.11 One local authority, one police and one transport organisation were all of the opinion that Road Safety Scotland ( RSS) is key to the co-ordination of a multi-agency approach. One consultee felt the RSS Director should adopt a higher status within the Scottish Government and have more power to direct and control all partnerships involved in the delivery of road safety. One police consultee pointed out that difficulties [currently] arise when individual agencies fail to effectively communicate their intentions to undertake road safety work in certain areas.
Other comments
6.12 As well as these suggestions, a large number of other comments was received in relation to how road safety should be organised to deliver. Again, many of these comments focused on issues relating to education, engineering and enforcement. Across all of the additional comments received, 48% of consultees made comments about education, 30% regarding engineering and 24% about enforcement. Just over one in 2 (55%) made other comments, many of which referred to road safety organisations/functions.
6.13 Table 6.1 provides a list of 'other' suggestions on how road safety should be organised in relation to education (each made by less than 10% of consultees). Suggestions included rolling out Safe Drive Stay Alive, adequate training for road safety practitioners and analysis of publicity campaigns.
Table 6.1
Theme 3: How should road safety be organised to deliver? - Education
Action(s) | No | % |
|---|
Roll out the Safe Drive Stay Alive (and similar) campaigns to schools/compulsory attendance where possible/crucial role of schools and teachers | 8 | 9 |
|---|
Provide adequate training for road safety practitioners to allow most effective road safety education, training and publicity | 7 | 8 |
|---|
Publicity campaigns at local and national levels must be analysed, with emphasis on direct contact, direct mailing/public focus groups | 7 | 8 |
|---|
Local authorities should be required by statute to provide road safety training, information and advice | 5 | 6 |
|---|
RS education in schools should build upon existing programmes to eliminate duplication of information and thereby enhance the relevance of the message | 5 | 6 |
|---|
Road safety awareness/targets should be organised at a national, Scottish level | 5 | 6 |
|---|
Serious informative programmes on road safety should be provided for television ( i.e. based on existing German models etc.)/more publicity | 5 | 6 |
|---|
Establish and develop a Scottish version of the Diploma in Accident and Safety Management/introduction of similar English qualifications in Scotland | 4 | 4 |
|---|
Driving instruction should be phased, with the first concentrating on low-power vehicles before progressing onto more powerful vehicles in second phase/more intensive instruction programmes | 4 | 4 |
|---|
6.14 Other comments made by smaller numbers of consultees (less than 4%) were:Learner drivers should be trained in night-drivingScottish driving instruction should include a rural/country driving componentRigorous publicity campaign to highlight the dangers to pedestrians of illegally-parked vehicles Road Safety Officers should lead Road Safety Education in ScotlandEnhance driver awareness of common law and statutory criminal charges they will/may face for unlawful/negligent driving Responsibility for the publication of the Highway Code should be taken from the Driving Standards Agency and given to a representative body of drivers/governmental advisory committeeInvolve stakeholders on issues of motorcycle safetyScottish Government should fund first-time driver programmes such as 'Safe drive, stay alive' and 'Pass Plus' ( i.e. skidding avoidance)The proposed Scottish Strategy needs to provide training for the delivery and facilitation of road safetyMonetary awards for advancing through Advanced DrivingFailed schemes should be publicised to prevent imitation in future programmesCampaigns for road safety should cover all groups including minority/disabled/deaf and hearing-impairedDeal with the implications of an ageing, driving population/elderly driversRaise awareness of issues surrounding European/foreign drivers (ie insurance).6.15 Table 6.2 provides a list of 'other' suggestions on how road safety should be organised in relation to engineering. Suggestions included the need for consistent road design/safety provisions, more 20mph zones and the maintenance of road surfaces.
Table 6.2
Theme 3: How should road safety be organised to deliver? - Engineering
Action(s) | No | % |
|---|
Road design/safety provisions must be consistent throughout all of Scotland | 7 | 8 |
|---|
Provide more 20mph zones around schools and parks/built-up areas | 6 | 7 |
|---|
Maintain road surfaces/road improvement/initiate works to reduce roadside risks | 6 | 7 |
|---|
More signage to indicate internal, town speed limits (30mph etc.)/safety signs/animal crossings | 4 | 4 |
|---|
Cyclist safety must be prioritised, if necessary by redesign of roadways along Dutch, Danish and Swedish principles | 4 | 4 |
|---|
6.16 Other comments made by smaller numbers of consultees (less than 4%) were:
- Audits ought to be carried out on which main arterial roads (ie A91, A811) are used by cyclists and bike clubs to reduce hazards
- Road-planning to allow for future dual-carriageways (buying/developing sufficient land on either side)
- Upgrade rural 'A' class roads to prevent the most serious accidents
- Contractors must obtain local authority permission before carrying out trimming, cutting, road works etc
- Pavements should be widened and rendered safe for pedestrians only
- Speed-operated traffic lights should be introduced
- Traffic calming systems should be implemented wherever speeding is problematic - not merely in those areas known to sustain casualties
- More speed bumps should be introduced.
6.17 Table 6.3 provides a list of 'other' suggestions on how road safety should be organised in relation to enforcement. Suggestions included making police traffic officers more visible, using enforcement/speed cameras in towns and villages, equipping vehicles with cameras and penalising all commercial/public transport company whose representatives contravene road safety.
Table 6.3
Theme 3: How should road safety be organised to deliver? - Enforcement
Action(s) | No | % |
|---|
Make police traffic officers more visible on roads and highways/greater police involvement generally | 8 | 9 |
|---|
Enforcement cameras/speed cameras should be used in towns and villages | 6 | 7 |
|---|
Vehicles should be equipped with 2 small cameras designed to provide evidence of safe driving/legal evidence in cases of accident/black boxes | 3 | 3 |
|---|
Penalise all commercial/public transport companies whose representatives contravene road safety in company vehicles/more education and training for commercial drivers | 2 | 2 |
|---|
6.18 Other comments made by smaller numbers of consultees (less than 2%) were:
- Manufacturers must limit the maximum speed of cars to within 90-100 mph
- Road Traffic Laws should carry harsher penalties in court
- Regulate slow-traffic by directing such vehicles to lay-bys in times of queue build-up
- Incidences of tail-gating should be analysed and reported as causes of collision/appropriate/innocent parties should be reimbursed accordingly by offenders
- To prevent future contravention, speeding commercial drivers should be detained/delayed for one hour before resuming journey
- Pedestrians should be penalised for walking outwith pedestrian crossing zones
- Increase minimum driving age to 18
- Intensive eye-tests incorporating road position, speed, and gauge distance
- Consider the banning of truck usage (barring those transporting perishable goods)/restricted access
- Impose a national speed limit of 50 mph.
6.19 Whilst many of the comments made related to education, enforcement and engineering, there were also a few other comments made, some of which related to multi-agency working and the roles of different organisations that could be involved in delivering road safety. Table 6.4 provides a list of these suggestions.
Table 6.4
Theme 3: How should road safety be organised to deliver? - Other
Action(s) | No | % |
|---|
Road safety should be delivered by a single body/agency/government department | 7 | 8 |
|---|
Road Safety Scotland/Forum should continue to provide advice, support and guidance to local authorities | 7 | 8 |
|---|
Road Safety Administration in Scotland must be clarified to avoid confusion | 7 | 8 |
|---|
Community councils/ LAs should have greater input into road safety planning/implementation before schemes are permitted planning permission | 6 | 7 |
|---|
Health and education representatives must play a role in accident reduction/Fist Aid | 6 | 7 |
|---|
More robust statistical comparisons should be presented/comparing like for like to eliminate misleading conclusions | 6 | 7 |
|---|
Regional Transport Partnerships can develop road safety strategies, monitor road safety initiatives, and compile accident statistics/improved statistical information | 5 | 6 |
|---|
Audits should be carried out on principal routes used by schoolchildren (crossings, traffic calming)/monitor school traffic | 4 | 4 |
|---|
Strengthen the mechanisms providing the 3/4 Es of Road Safety to enable equal representation across Scotland | 4 | 4 |
|---|
Ensure that the Regional Transport Partnerships are involved in delivering road safety | 4 | 4 |
|---|
Concentrate skills and resources on a small number of organisations rather than 32 separate councils across Scotland | 4 | 4 |
|---|
Any organisation dealing with road safety must possess a clear strategy for continuing research, acting on findings and utilising funds/resources needed to implement | 4 | 4 |
|---|
Establish a special task force/forum to monitor progress towards all road safety targets, with inductions/opening seminars and annual reviews | 4 | 4 |
|---|
6.20 Other comments made by smaller numbers of consultees (less than 4%) were:
- Road safety should be conceived in broad terms encompassing travel by public transport and walking routes
- Tie in road safety with other council functions (ie provide accident remedial schemes with programmed road maintenance etc)
- Adopt/adapt programmes such as the Dutch 'Sustainable Safety' programme to minimise crashes and injuries
- Road Safety Plans should reflect both local and national priorities
- Vocabulary and/or cultural change is needed: 'accidents' are in fact potentially fatal crashes which can be avoided with government help
- Public transport should be extended for rural towns and villages to reduce rural road traffic
- Existing roadways should not be used as bases for dual carriageways
- Design better traffic management systems
- Revert to pre-1996 structure with regard to investigation and prevention units operating in all regions
- Additional school crossing patrols should be introduced to make children feel safer when crossing roads to school
- No substantial changes required.
In summary:
A key comment in relation to delivery of road safety was for the development of multi-agency approaches for the promotion of road safety, to ensure maximisation in using existing expertise. Alongside this, there were also calls for involving all relevant organisations.
A number of suggestions made fit alongside the key themes of education, enforcement and engineering.
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