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WRA UK keynote address, Roy Brannen, Transport Scotland and UK First Delegate


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Keynote address on road safety

Keynote address on road safety

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  • {"27":"In November 2007 Transport Scotland published its first Strategic Road Safety Plan. The plan set out how Transport Scotland delivers road safety on the trunk road network. The key themes are \nAnnual review of safety performance\nRoute Safety Files\nCluster Sites\nHigh accident rate links\nRoute Accident Reduction Plans\nPassive Roadside Safety\nI would like to take this opportunity to provide you with a background into the Scotland Road Safety Performance. Between 2001 and 2011 the number of people being killed has dropped by 47% & people being seriously injured by 45%\nRoad accidents in Scotland are at an all time low but 2,061 people were killed or seriously injured on Scotland’s roads in 2011, 399 of these casualties were as a result of accidents on the trunk road network we recognise that there is more work to be done\nScottish Ministers have published challenging casualty reduction targets for 2015 and 2020. This is the first time that we have had national targets that are specific to Scotland\nYou will note that we are already making good progress to achieving the targets, however one accident is one too many and we are fully committed to improving Scotland’s road safety performance even further\n","16":"In the decarlation of support for the Decade of Action, the shape to Strategic Theme Area 3 on safety was given shape with the aim of identifying existing products of the Association that address road safety and foster the development of new or updated products to enhance the knowledge and capacity of policy makers, road administrators, and practitioners.\nThe shape of the new strategic plan 2012-2015, picked up and addressed these issues, particularly with the update to the Road Safety Manual. \n3.1.1 - Road safety investments and planning\n3.1.2 - Methodological safety approach\n3.1.3 - Land use and urban planning\n3.2.1 - Vulnerable road users\n3.2.2 - Revision of the Association's Accident Investigation Guidelines\n3.2.3 - Driver distraction and fatigue\n3.3.1 - Sustainable road tunnel operations\n3.3.2 - Integrated road tunnel safety\n3.3.3 - Underground road networks\n3.3.4 - Knowledge sharing on tunnel operations and safety\nTask Force TF1 Road Safety Manual will, with the assistance and close collaboration of the General Secretariat, be responsible for the delivery of a major revision and update to the Association's Road Safety Manual.\nTask Force TF2 Security will forge links with relevant sectors to assemble knowledge pertaining to transportation security, and to bring that knowledge to the attention of the Association's membership.\nAs Strategic Theme Coordinator for Safety I am also overseeing progress with the international seminar program and so far we are addressing topics relevant to countries working toward the goals of the UN Decade.\n","5":"There is also considerable disparity in rates between countries within the same region. The European Region has the highest inequalities in road traffic fatality rates, with low-income countries having rates nearly three times higher than high-income countries (18.6 per 100 000 population compared to 6.3 per 100 000) – these are similar to rates in South East Asia and Western Pacific Regions.\n","11":"The UN Decade of Action was announced in 2010 and this was followed by the production of the Global Plan by the UN Road Safety Collaboration.\nThe Global Plan suggests that countries work within these 5 pillars of action: road safety management; safer roads and mobility; safer vehicles; safer road users and post-crash response and is also addressed to high-income countries which also seek ambitious road safety results. Regional and national targets have also been set in support of this goal.\nThe Global Plan adopts the Safe System approach\n","28":"While most accidents stem from driver behaviour, safer road design can make a significant contribution to reducing the rate of accidents. We recognise that optimum casualty reduction can best be achieved through working in partnership with those involved in education and enforcement.\nFollowing a high number of people being killed or seriously injured the A77 obtained the unwanted title of killer road, the A77 Safety Group was set up in 2004 to provide a co-ordinated approach to road safety across the elements of engineering, education and enforcement. The multi agency group was made up of stakeholders from the Police, LA’s, Safety Camera partnerships as well as a local radio station. \nThe group had a dedicated website to promote the work of the group as well as a number road safety campaigns. It implemented a variety of low cost engineering measures before installing average speed cameras to positively influence driver behaviour. Based on 3 years before and 3 years the package of measures delivered a 46 per cent reduction in the number of people being killed and 35 per cent reduction in seriously injured\nThe group also won a Prince Michael International Road Safety Award for partnership working.\nThe A9 Trunk Road has the unenviable reputation of being Scotland’s killer road. It is the main route that connects central Scotland and the Highlands. It stretches from Dunblane, situated north of Stirling, and travels north bypassing Perth and Inverness before finishing in Thurso. \nThe route is made up of single and dual carriageways with varying speed limits. It carries a broad mix of road users comprising local drivers, commuters, freight transport and tourist traffic. The A9 is in the media spotlight as it is such a crucial route to the people and economy in the north of Scotland. \nThe Scottish Government is committed to dualling the A9 by 2022\nThe A9 Safety Group was set up by Transport Scotland in July 2012 as a multi-agency group to work closely together with partners to reduce road casualties on the route. The main aim of the A9 Safety Group before and during the A9 dualling programme is to work together to explore any measures which could be introduced on the route using engineering, enforcement, education and encouragement to positively influence driver behaviour in a way that helps reduce road casualties. \nSince 2007 over £137 million has been invested on maintenance which has included resurfacing, signing, lining, landscaping, lighting, safety barrier, junction improvements, minor Improvements and over £50 million already invested in ‘2 plus 1’ overtaking opportunities. Since the formation of the A9 Safety Group we have implemented further engineering measures including lining & road stud works, barrier works, replaced of 60 mph speed limit repeater signs (96) with two way traffic signs, extended journey time information systems and sought efficiencies around roadworks.\nSpeed enforcement is currently managed by widespread mobile camera enforcement with 109 sites across the entire route although the Safety Camera Partnerships still report that the level of detected offences remain a concern. Between 1 July and 30 September 2013 over 4000 traffic offences were reported and 3869 were related to speeding. Police Scotland Trunk Roads Patrol Group was formed to raise visibility with the public across the trunk road network which includes the A9 and their aim to positively influence driver behaviour and enforce legislation with a view to reducing casualties.\nFollowing analysis of the accident history education messages are be developed with contribution from Road Safety Scotland and partners to develop campaign strategies. A brand has been set up and strapline to promote future initiatives. A dedicated website has been established to create a platform for communication strategies and to promote safety campaigns. Work has begun on the first A9 Safety Group campaign on overtaking.\nA further £18.5 million is being invested over the next two years on maintenance and low cost remedial measures. Specifically the A9 Safety Group are also looking to: improve the existing forward and junction visibility splays through vegetation clearance and landscaping works; improve signing and lining provision over the entire length; explore the further us of variable message signs giving journey time information; and continue the on-going accident analysis to establish trends and issues.\nFrom an enforcement perspective we are taking forward: high visibility patrolling; greater use of motorcycles and unmarked vehicles; focused campaigns on speeding, dangerous driving, careless driving and other risk behaviours; targeted initiatives dealing with events on or around the route and the installation of Average Speed Cameras.\nOn education the group are: going to conduct before and after surveys around the Average Speed Cameras; carry out further research into driver frustration; hold public information events to gather views and share our information; run a campaign on the risks of overtaking; and promote education around speed limits and driver behaviour.\nA9 Safety Group website holds more detailed information about the safety performance of the route and the initiaves being taken forward. \n","17":"This manual has been developed as an update of the first edition of the World Roads Association (PIARC) Road Safety Manual (RSM) which was published in 2003 to align it with Decade of Action objectives and the Safe System approach to managing safety. \nIt provides a synthesis of PIARC’s own guidance and that produced by other international organizations concerned with transport, public health and development over the last decade to create better understanding of and promote a migration towards building capacity for effective road safety practice. \nThe manual is designed to be a comprehensive, state-of-the-art international reference manual and a ‘living’ tool that can assist all countries in fulfilling key objectives. The focus is on guiding the management of the safe planning, design, operation and use of the road network in low, middle and high-income counties. \nThe manual highlights effective management and policy frameworks, technical references and provides overall guidance on the management of interventions to achieve results. It is relevant to all countries, regardless of their socio-economic status or infrastructure development. \n","6":"Half of the world’s road traffic deaths occur among motorcyclists (23%), pedestrians (22%) and cyclists (5%) – i.e. “vulnerable road users” – with 31% of deaths among car occupants and the remaining 19% among unspecified road users.\n","23":"Key Reported Road Casualties Scotland shows:\n9,673 accidents in Scotland in 2012,\nresulting in 12,575 casualties\nOf which 170 people were killed and \n1,959 seriously injured.\nSince 2004-2008 (the baseline period for ‘Scotland’s Road Safety Framework to 2020’) there has been:\na 42% fall in the number of people killed\na 26% fall in the number of casualties.\nCar drivers and passengers account for 60% of all casualties (42% of fatalities)\nPedestrians account for 16% of all casualties (32% of people killed)\nPedal cycles account for 7% of all casualties (5% of people killed)\nMotorcycles account for 7% of all casualties (12% of people killed)\nThese are provisional figures and there will be small changes to some of these numbers when the final figures for 2012 are published in Reported Road Casualties Scotland on 23rd October.\n","12":"Over the last 15 years, two major and complementary developments have informed approaches to road safety and how to more effectively manage for better results. The first led by Sweden (Vision Zero) and the Netherlands (Sustainable Safety) has been the paradigm shift during the 1990s to the ambitious Safe System goal and strategy which better addresses unintentional error and human vulnerabilities and is, therefore, particularly relevant to the needs of low and middle-income countries. International organizations endorse this approach as the summation of effective multi-disciplinary road safety knowledge and successful practice across the road traffic system, grounded in the evidence-base. \nSafe System is recommended for adoption in all countries.\nInternational organisations agree that all countries should adopt Safe System which is the generic term used by the OECD and derived from the European Vision Zero2and Sustainable Safety approaches. \n","29":"The management of speed is a primary consideration of road authorities, police forces, and safety camera partnerships. \nIn 2006 the Scottish Government issued guidance for all roads authorities to carry out a review of all speed limits on A&B class roads within their area. The Speed Limit Review had the aim of making speed limits more consistent throughout the road network and more in line with drivers’ perception of potential hazards. In line with the requirements of the Review's guidance, road characteristics such as accident rates and mean speeds were considered, with mean speeds indicating what drivers currently feel to be appropriate for those sections. TS completed the review and is not in the process of implementing the changes\nTransport Scotland has trialled various types of 30mph reminder vehicle activated signs within villages as part of a speed management strategy. We have identified what hardware is most effective and reliable and are now rolling out this initiative to villages with an identified need across the trunk road network. \nTS have also installed part time 20 mph speed limits outside all schools on the trunk road network to improve safety for children going to and from school.\nInsert info on managed motorways\nThe newly formed single Police force in Scotland has given TS the opportunity to have a Police traffic management liaison officer within our office to bring greater co-ordination on all aspects of road policing.\nPolice Scotland Trunk Roads Patrol Group was formed to raise visibility with the public across the trunk road network. Their aim to positively influence driver behaviour and enforce legislation with a view to reducing casualties. Speed Enforcement is also being currently undertaken by Northern, Tayside and Central Safety Camera Partnerships (SCPs)\n","18":"It may sound obvious, but road safety has to be produced. Measures to address road safety problems do not just happen. Making them happen involves a complex, systematic process bringing together many players and disciplines and requiring solid, careful management and leadership as a foundation for success. \nThe World Road Association is playing a key role in this. The RSM – a flagship product of the Association – will help countries to address the challenge of road safety. The World Road Association is reaching out to middle income countries through its seminar programme and has already shared expertise on road safety in Poland, Argentina shortly and possibly India next year. \n","7":"The recently published Global Status Report published this year highlighted that only 37% of countries have urban speed limits of 30km/h or less around schools. Policies to encourage walking and cycling need additional criteria to ensure the safety of these road users. Encouraging children to walk to school without providing pavements or safe places to cross the road, or reducing the speed of traffic, could in fact lead to increased injuries.\n","24":"Casualty trend is downwards (red line)\nBut there are variations eg pedal cycle casualties increasing in recent years (partly due to increase in cycling)\nDrivers aged 17-25 involved in accidents has fallen in recent years (fewer young drivers on the roads)\nMotor cycle casualties have also reduced, having remained high in early part of Framework period.\n","13":"Some key points of the safe system approach.\n","2":"The first section comprises a brief overview of the current global context for road safety management focusing on the escalating crisis of road traffic injury in low and middle-income countries, road safety performance in high-income countries, the response of international organisations to global trends and the global mandate for action.\nPresenting the facts and figures on a global basis is assisted by the information published in the Global Status Report on Road Safety on Road Safety, launched in April this year.\nI will outline the international response to this challenge, through the Decade of Action and outline how the World Road Association is assisting in the challenge of significantly reducing deaths and serious injuries on the road network.\n","30":"The Scottish Safety Camera Programme helps contribute towards the Scottish Government’s road safety targets. To continue to do so it must make best use of available resources.\nPolice Scotland was formally established on 1st April 2013 merging the 8 legacy police forces in Scotland. In light of Police Reform, the Scottish Government made a commitment to review the structure of the Safety Camera Programme in Scotland taking cognisance of any recommendations made by the Police in light of their restructuring. Current partnership boundaries no longer align with other service delivery structures within the Police, Scottish Courts Service, or the Crown Office and Procurator Fiscal Service. The establishment of Police Scotland provides an opportunity to review whether the existing partnerships offer the most effective and efficient structure with which to manage and operate the camera programme. \nTo achieve Scottish Ministers’ 2020 casualty reduction targets, there is a need to ensure the camera strategy is achieving maximum effectiveness. This review will consider how the effectiveness of existing sites are monitored, look to develop criteria for new sites and consider the capability of the latest technology. There is also a need to ensure consistency in how the strategy is applied throughout the country. New demands to support the Scottish Government aims of Journey Time objectives to optimise traffic flow through Intelligent Traffic Systems will also need to be considered. The programme has always been evidence-based and must continue to be so in order to maintain public support and help Scotland achieve the 2020 road safety targets.\n","19":"Transport Scotland part of Scottish Government\nEstablished in 2006\nCovers all modes\nAround 480 staff – TRBO 160\nAnnual budget just short of £2bn\n","8":"The working age population is dying\nMore than three quarters of all road traffic deaths occur among men.\nSpike at the end of over 70s likely related to longevity in high-income countries combined with greater risk posed by reduced mobility and increased frailty.\n","25":"Roads in rural areas account for 69% of fatalities – account for a large proportion of network and vehicles travel at higher speeds.\nSpeed is a contributory factor in 26% of fatalities.\nDrink Drive results in 12% of fatalities.\nPedal cycles account for 4% of fatalities, as do children.\nNote double counting ie a child killed on a pedal cycle in a rural area would be counted in all three bars.\n","14":"The Decade of Action for Road Safety 2011–2020, as mentioned, is supported by the Global Plan.\nAn ambitious goal has been set to stabilize and then reduce forecast road deaths by 2020. If achieved, this would mean an estimated saving of 5 million lives and 50 million fewer serious injuries and an overall benefit of more than 3 trillion US dollars. The Plan was developed to assist governments and other national stakeholders to develop national and local road safety activities, while simultaneously providing a framework for coordinating activities at regional and global levels. \n","3":"Currently, 1.3 million people around the world lose their lives in road crashes every year, 90 percent of these in low and middle income countries. As many as 50 million people are injured annually, many permanently.\nThe estimated socio-economic cost to countries ranges from 1 percent to 7 percent of Gross Domestic Product.\nThose involved are mainly vulnerable road users and economically active males, dying in crashes in such numbers which, apart from the sheer scale of the human tragedy involved, undermine daily, the efforts and monies being spent on achieving Millennium Development Goals and national goals for poverty reduction, public health, child education and sustainable development.\n","9":"Trend moving in the wrong way for low and middle income countries.\nBetween 2007 and 2010, the number of road traffic deaths decreased in 88 countries of which 42 were high-income countries, 41 were middle-income, and five were low-income. At the same time, 87 countries saw increases in the numbers of road traffic deaths over the same period (WHO, 2013). \n","26":"Casualty rates peak amongst young people.\nPeak for passengers and drivers at age 16-22 then drops off.\nPedestrian casualty rates are highest for 12-15 age group\n","15":"In 2011 the World Road Association declared its support to the UN Decade of Action. Some key points of this included:\nEncouraging its member governments to pursue development of comprehensive national road safety strategies designed to reduce injuries and fatalities in a manner consistent with the goals of the UN Decade of Action; \nEncouraging its regional, collective, and individual members to maintain and enhance their current action to implement improved road safety policies and practices, and identify means by which they can support national undertakings; \nFurthermore it commissioned the Executive Committee to pursue structured relationships with the United Nations Global Road Safety Collaboration and other appropriate organizations and groups to identify areas in which the Association can contribute to efforts prescribed in plans for the Decade of Action; \nPledges to employ its unique position and composition to facilitate communication and establish relationships between the UN Global Road Safety Collaboration and the leadership of national road administrations; \nResolves that the World Road Association will give attention to the progress of efforts around the world to achieve the goals of the UN Decade of Action, establish for itself an active role in UN-led processes to support the Decade, and continually assess how it can favourably contribute to related national initiatives of its Members. \n","4":"Eighty per cent of road traffic deaths occur in middle-income countries, which account for 72%2 of the world’s population, but only 52% of the world’s registered vehicles. \nThis indicates that these countries bear a disproportionately high burden of road traffic deaths relative to their level of motorization. \nHowever, middle-income countries, which are motorizing rapidly, are the hardest hit – as shown in the middle column on the left. \n","10":"Looking at Global mortality trends, without action then road traffic injuries will be 5th cause of death globally by 2030\nThe relative importance of road traffic injury to other disease burdens is also predicted to increase steeply. Forecasts of global mortality trends to 2030 based on data analysis within the Global Burden of Disease study indicate that road traffic injury is set to increase from the 9th to 5th cause of death for all globally as shown.\n"}
  • Transcript

    • 1. Strategic Theme 3 Safety Roy BRANNEN, First Delegate Transport Scotland Exchange knowledges and techniques on roads and road transportation
    • 2. Exchange knowledges and techniques on roads and road transportation
    • 3. Exchange knowledges and techniques on roads and road transportation
    • 4. Exchange knowledges and techniques on roads and road transportation
    • 5. Exchange knowledges and techniques on roads and road transportation
    • 6. Exchange knowledges and techniques on roads and road transportation
    • 7. Exchange knowledges and techniques on roads and road transportation
    • 8. Spike here among high-income Almost 60% of road traffic deaths are explained15-44 year olds among by life expectancy higher Exchange knowledges and techniques on roads and road transportation
    • 9. Trends still concerning Road taffic deaths decreased in 88 countries Road traffic deaths increased in 87 countries Exchange knowledges and techniques on roads and road transportation
    • 10. TOTAL 2004 TOTAL 2030 RANK LEADING CAUSE % RANK LEADING CAUSE % 1 Ischaemic heart disease 12.2 1 Ischaemic heart disease 12.2 2 Cebebrovascular disease 9.7 2 Cebebrovascular disease 9.7 3 Lower respitorary problems 7.0 3 7.0 4 Diarrhoel diseases 3.6 Chronic obstructive pulmonary disease 5 Chronic obstructive pulmonary disease 5.1 4 Lower respitorary problems 5.1 5 Road traffic injuries 3.6 6 HIV/AIDS 3.5 6 3.5 7 Tuberculosis 2.5 Trachea, bronchus, lung cancers 8 Trachea, bronchus, lung cancers 2.3 7 Diabetes millitus 2.5 8 Hypertensive heart disease 2.3 9 Road traffic injuries 2.2 9 Stomach cancer 2.2 10 Prematurity and low birth rates 2.0 10 HIV/AIDS 2.0 Exchange knowledges and techniques on roads and road transportation
    • 11. Decade of Action 2011- 2020 Global Plan 5 Pillars  Pillar 1 – Road Safety Management  Pillar 2 – Safer Roads & Mobility  Pillar 3 – Safer Vehicles  Pillar 4 – Safer Road Users  Pillar 5 – Post-crash Response Exchange knowledges and techniques on roads and road transportation
    • 12. Progressive shifts   The scale of the road safety crisis has led international agencies and organizations and regional, national and local government to focus on road safety improvements as an urgent global problem and development priority. The long-term Safe System goal and strategy is the new road safety paradigm recommended Exchange knowledges and techniques on roads and road transportation
    • 13. Safe system     Shift from crash prevention in general towards prevent deaths and injuries Directly addresses the needs of vulnerable road users and others Encourages safety to be designed into developing road networks rather than being considered an afterthought Aligns with the Millennium Development Goals Exchange knowledges and techniques on roads and road transportation
    • 14. Decade of Action for Road Safety 2011-2020 Exchange knowledges and techniques on roads and road transportation
    • 15. World Road Association 2011 Declared support to the UN Decade of Action Encourages members governments to pursue development of comprehensive national road safety strategies designed to reduce injuries and fatalities in a manner consistent with the goals of the UN Decade of Action ,O Exchange knowledges and techniques on roads and road transportation
    • 16. World Road Association Under Strategic Theme 3 – Safety 3.1 National Road Safety Policies and Programmes 3.2 Design and Operation of Safer Road Infrastructure 3.3 Road Tunnels Operations TF1 Road Safety Manual TF2 Security Exchange knowledges and techniques on roads and road transportation
    • 17. World Road Association Road safety manual     Aligns with Decade of Action Recommends a safety system approach to road safety A ‘living resource’ that can assist countries Relevant to all countries Exchange knowledges and techniques on roads and road transportation
    • 18. Significant global challenge    World Road Association has an opportunity to help across its 120 member Governments Significant support to the Decade of Action Road safety manual will assist policy makers, managers and engineers improve road safety Exchange knowledges and techniques on roads and road transportation
    • 19. Scotland
    • 21. •Population 5,254,800 •Area 78,772 sq km •GVA £105,590 million Trunk Road 3,530 km •6% of total Scottish road network •37% of all traffic •63% of all HGV traffic •1,900 bridges •4,100 other structures •Valued at +£18bn •Motorways 557 km (16%) •A roads Dual 524 km (15%) •A roads Single 2449 km (69%) •Local Roads 52,238 km •Freight lifted by road in 2010 - 132m tonnes
    • 22. Scotland’s Road Safety Performance
    • 23. Headline numbers (2012*) • 9,673 accidents and 12,575 casualties • 170 people killed, 1,959 serious injuries • 42% fall in numbers killed since 2004-2008, 26% fall in casualties. • Car occupants account for 60% of casualties, Pedestrians 16%, Pedal cycles 7%, Motor cycles 7%. *Provisional figures for 2012. Final figures published on 23 rd October.
    • 24. Relative trends in numbers
    • 25. Relative priorities
    • 26. Casualty rates
    • 27. Scotland’s Road Safety Performance
    • 28. Partnership Working
    • 29. Speed Management • Countrywide Speed Limit Review • Vehicle Activated Signs • 20 mph Outside Schools • Managed Motorways • Police Liaison within TS • Current Speed Enforcement
    • 30. Scottish Safety Camera Programme Review • Police Scotland established 1 April 2013 • Opportunity to review the Safety Camera Programme • Two key areas for review: - Structure - Enforcement Strategy
    • 31. Thank You