Agenda Document Pack - Roads Safety Forum - 11/03/2025
South Lanarkshire Council · 11 March 2025
Back to Roads Safety Forum — 11 March 2025 and its agenda
Text extracted from the council's PDF. Layout and reading order may differ from the original.
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Council Offices, Almada Street Hamilton, ML3 0AA Monday, 03 March 2025 Dear Councillor Roads Safety Forum The Members listed below are requested to attend a meeting of the above Forum to be held as follows:- Date: Tuesday, 11 March 2025 Time: 10:00 Venue: Hybrid - Committee Room 1, Council Offices, Almada Street, Hamilton, ML3 0AA The business to be considered at the meeting is listed overleaf. Yours sincerely Paul Manning Chief Executive Members Davie McLachlan (Chair), Margaret Cowie (Depute Chair), John Anderson, Ralph Barker, Colin Dewar, Cal Johnston-Dempsey, Susan Kerr, Julia Marrs, Kenny McCreary, Norman Rae Substitutes Walter Brogan, Robert Brown, Janine Calikes, Richard Lockhart, Eileen Logan, Helen Toner 1
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BUSINESS 1 Declaration of Interests 2 Minutes of Previous Meeting Minutes of the meeting of the Roads Safety Forum held on 1 October 2024 submitted for approval as a correct record. (Copy attached) 3 - 6 Item(s) for Consideration 3 National Speed Management Review Consultation Report dated 21 February 2025 by the Executive Director (Community and Enterprise Resources). (Copy attached) 7 - 20 4 Road Accident Casualty Statistics for 2024 Report dated 17 February 2025 by the Executive Director (Community and Enterprise Resources). (Copy attached) 21 - 42 5 Priority Road Safety Engineering Projects 2025/2026 Report dated 17 February 2025 by the Executive Director (Community and Enterprise Resources). (Copy attached) 43 - 52 6 Police Scotland – Lanarkshire Division Road Safety Update Report dated 18 February 2025 by L Hinshelwood, Local Authority Liaison Officer, Police Scotland. (Copy attached) 53 - 56 7 Scottish Fire and Rescue Service (SFRS) – South Lanarkshire Area Road Safety Update Report dated 18 February 2025 by P Duncan, Local Authority Liaison Officer, Scottish Fire and Rescue Service. (Copy attached) 57 - 60 Urgent Business 8 Urgent Business Any other items of business which the Chair decides are urgent. For further information, please contact:- Clerk Name: Carol Lyon Clerk Telephone: 07385370065 Clerk Email: carol.lyon@southlanarkshire.gov.uk 2
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ROADS SAFETY FORUM Minutes of meeting held via Confero and in Committee Room 1, Council Offices, Almada Street, Hamilton on 1 October 2024 Chair: Councillor Davie McLachlan Councillors Present: Councillor John Anderson, Councillor Ralph Barker, Councillor Margaret Cowie (Depute), Councillor Colin Dewar, Councillor Susan Kerr, Councillor Julia Marrs, Councillor Norman Rae Councillors' Apologies: Councillor Cal Johnston-Dempsey, Councillor Kenny McCreary Attending: Community and Enterprise Resources S Laird, Engineering Manager; C Park, Head of Roads, Transportation and Fleet Services; J Plant, Traffic and Transportation Team Leader; C Smith, Engineering Officer Education Resources D Hinshelwood, Support Services Manager Finance and Corporate Resources S McLeod, Administration Officer; A Norris, Administration Assistant Also Attending: Scottish Fire and Rescue Service P Duncan, Watch Commander, Local Authority Liaison Officer Apologies: Police Scotland L Hinshelwood, Local Authority Liaison Officer 1 Declaration of Interests No interests were declared. 2 Minutes of Previous Meeting The minutes of the meeting of the Roads Safety Forum held on 7 May 2024 were submitted for approval as a correct record. The Forum decided: that the minutes be approved as a correct record. 3 Car Free Zones (CFZs) Pilot Update A report dated 10 September 2024 by the Executive Director (Community and Enterprise Resources) was submitted on the progress of the Car Free Zones (CFZs) pilot. At its meeting on 8 August 2019, the Forum agreed that the following 3 sites were to be taken forward for consultation as part of the Car Free School Zones pilot:- Burnside Primary School, Glenlui Avenue, Rutherglen Loch/St Anthony’s Primary Schools, Lochaber Drive, Rutherglen St Joseph’s Primary School, Park Lane, Blantyre 2 3
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Plans of the zone areas were provided in Appendix 1 to the report. The car free zone proposals had been advertised on the Council’s website and included a link to the consultation survey. Information events had also been held within the schools involved. Details of the consultation results for each of the proposed sites was provided in the report and detailed in Appendices 2 and 3 to the report. The responses had shown that there was support for the continuation of the CFZs at Burnside Primary School and St Joseph’s Primary School and Traffic Regulation Orders would be promoted to establish permanent CFZs at both schools. The Council would also examine the feasibility of introducing CFZs at other schools giving due consideration to the relevant matters detailed in the report and where the characteristics detailed in the report applied. Officers responded to members’ questions on various aspects of the report. The Forum decided: (1) that the report be noted; and (2) to support the promotion of Traffic Regulation Orders to establish permanent Car Free Zones at Burnside Primary School and St Joseph’s Primary School and the consideration of establishing further Car Free Zones at other schools. [Reference: Minutes of 17 November 2020 (Paragraph 6)] 4 Education, Training and Publicity Initiatives A report dated 5 September 2024 by the Executive Director (Community and Enterprise Resources) was submitted on a range of road safety education, training and publicity initiatives being undertaken in South Lanarkshire. Detailed information was provided on the following initiatives:- Junior Road Safety Officers (JRSOs) Calendar Competition WOW (Walk Once a Week) Travel Tracker – Living Streets Living Streets WOW Badge Competition South Lanarkshire Council WOW – Walk Once a Week/Walk on a Wednesday Primary 5 Initiative Starting School leaflet Living Streets National Walk to School Week – 2020 to 2024 – May 2024 Sustrans ‘Big Walk and Wheel Challenge’ 2024 Bikeability Scotland Cycle Training Officers responded to members’ questions on various aspects of the report. The Forum decided: (1) that the road safety education, training and publicity initiatives being undertaken in South Lanarkshire, as detailed in the report, be noted; and 4
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(2) that future road safety education, training and publicity activity in South Lanarkshire be supported. [Reference: Minutes of 21 November 2023 (Paragraph 5)] 5 Police Scotland - Lanarkshire Division Road Safety Update An updated report dated 17 September 2024 by the Local Authority Liaison Officer, Police Scotland was submitted separately on national and local road safety campaigns. Details were provided on the following local and national initiatives:- Motorcycle Safety Campaign which ran from March to September 2024 New Driver Early Intervention Scheme which ran in September 2024 Young Driver Fatal 5 Campaign which would run from 23 September to 6 October 2024 Vulnerable Road Users Campaign which would run from 14 to 20 October 2024 Get Ready for Winter which would run from 21 to 27 October 2024 Operation Drive Insured which would run from 11 to 17 November 2024 Brake Road Safety Week which would run from 18 to 24 November 2024 National Taxi Education and Enforcement Campaign which would run from 25 November to 1 December 2024 Festive Drink and Drug Driving Campaign which would run from 1 December 2024 to 1 January 2025 The report provided details on road safety and road crime incidents for the period April to August 2024 and a comparison with the figures for the same period last year. The statistics to August 2024, showed a 5% increase in disqualified driving and a 37.5% increase in driving under the influence. As part of the Digitally Enabled Policing Programme, a new UK national policing application called PentiP had been launched which was used by Ticket Office staff in Police Scotland. There was currently an issue with PentiP figures, resulting in a substantial number of records not having transferred, which meant that the statistics in terms of use of mobile phones and not wearing seatbelts appeared to be down. The Head of Roads, Transportation and Fleet Services undertook to feedback members’ comments to the Police Local Authority Liaison Officer. The Forum decided: that the report be noted. [Reference: Minutes of 7 May 2024 (Paragraph 4)] 6 Scottish Fire and Rescue Service (SFRS) – South Lanarkshire Area Road Safety Update A report dated 10 September 2024 by the Local Authority Liaison Officer, Scottish Fire and Rescue Service (SFRS) was submitted on national and local road safety campaigns. Details were provided as follows on road traffic incidents attended by SFRS for Quarter 1 (Q1) in 2024/2025 and compared with data for Q1 in the previous year:- there had been an increase of 4 road traffic collisions (RTCs) from 26 in the same reporting period last year 5
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there had been 23 non-fatal casualties from RTCs, an increase of 8 from the same reporting period last year, which had been spread across South Lanarkshire there had been no fatal casualties from RTCs within South Lanarkshire, unchanged from the same reporting period last year National campaigns were detailed at paragraph 4.5 of the report. Details were also provided on Community Action Team Activities in Q1 2024/2025 and on future engagements. Officers responded to members’ questions on various aspects of the report. The Forum decided: that the report be noted. [Reference: Minutes of 7 May 2024 (Paragraph 5)] 7 Urgent Business There were no items of urgent business. 6
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Report Agenda Item Report to: Roads Safety Forum Date of Meeting: 11 March 2025 Report by: Executive Director (Community and Enterprise Resources) Subject: National Speed Management Review Consultation 1. Purpose of Report 1.1. The purpose of the report is to:- advise the Forum of the Scottish Government’s consultation on the National Speed Management Review in Scotland inform members of the Forum of the preliminary response to the consultation 2. Recommendation(s) 2.1. The Forum is asked to approve the following recommendation(s):- [recs] (1) that the preliminary response to the consultation be noted and that any subsequent comments are forwarded to Transport Scotland for consideration. 3. Background 3.1. Transport Scotland launched a consultation on the National Speed Management Review to gather public and stakeholder input on proposed changes to Scotland's speed limits. This review seeks to ensure speed limits on Scotland’s roads are appropriate and help contribute to a reduction in injury and death on our roads. The closing date for the consultation was 5 March 2025. 3.2. The review examined a range of approaches, including HGV-specific speed limits, drawing insights from both national and international case studies. This includes the impact of the 50 mph speed limit trial for HGVs on the A9 single carriageway sections between Perth and Inverness. 3.3. The consultation invited feedback on the following proposals:- to lower the national speed limit on single carriageway roads from 60 mph to 50 mph for cars and vehicles under 7.5 tonnes to increase speed limits for goods vehicles over 7.5 tonnes on single carriageways from 40 mph to 50 mph and dual carriageways from 50 mph to 60 mph 3.4. The review supports Scotland’s Road Safety Framework to 2030 by aiming to reduce casualties, enhance road safety and promote efficient travel for all road users. It aims to achieve this by adopting a Safe System approach to road safety. Safe Speeds is one of the five outcomes of the Safe System approach which aims to encourage road users to understand and travel at speeds appropriate to the conditions and within the posted speed limits. There is an internationally recognised link between higher vehicle speeds and increased collision rates and severity on non-built up/rural roads. 3 7
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3.5. National statistics indicate that collisions on non-built-up roads (roads with a speed limit of 40mph or higher), account for over 40% of the total number of reported casualties. They also account for 66% of those killed and over 40% of the total number of seriously injured. 3.6. South Lanarkshire statistics (using a 3-year period 2022 to 2024) indicates that collisions on non-built-up roads (roads with a speed limit of 40mph or higher, excluding motorways), accounts for over 38% of the total number of reported casualties. They also account for 46% of those killed and 45% of the total number of seriously injured. 3.7. Responses to the consultation will inform Transport Scotland’s final recommendations, with outcomes expected in Spring 2025. 4. Proposed Change to National Speed Limits – All Users 4.1. The proposal to reduce the national speed limit for single carriageway roads seeks to promote a decrease in collision rates and severities on those roads. Recognising that the lower speed limits applicable to goods vehicles (>7.5t) can lead to greater driver frustration and decrease journey time reliability, the option also considers increasing the speed limits for goods vehicles (>7.5t) on single and dual carriageway roads. 4.2. Transport Scotland commissioned comprehensive research to examine the effects of reducing the national speed limit on single carriageway roads in Scotland from 60 mph to 50 mph. Key findings from this are set out below. 4.3. Impact on Road Safety In 2023, on Scottish single carriageway roads with a national speed limit, there were 77 fatalities and 677 serious injuries. Preliminary 2024 data indicates that road fatalities in Scotland are tracking significantly higher than 2023 levels. An assessment of the road safety benefits of this proposal has been undertaken which identifies that after the first year of implementation there could be a reduction of at least 4 fatal, 14 serious and 6 slight injury collisions. Over the 60-year post implementation assessment period there could be a reduction of at least 170 fatal, 720 serious and 378 slight injury collisions. Transport Scotland note that each 1 km/h reduction in traffic speed can lead to an 8% decrease in road fatalities and a 6% reduction in total casualties. This indicates that the impact of this option is likely to lead to a safer driving environment. 4.4. Impact on Journey Times Transport Scotland note that most journeys in Scotland cover a short distance and therefore the option under consideration is expected to have a minimal impact on typical travel times. Industries that rely on time-sensitive transportation, such as those handling perishable goods, may experience slightly longer journeys. For example, currently, for goods vehicles over 7.5 tonnes undertaking a journey of approximately 6-7 hours, the introduction of this proposal would increase this time by approximately 4 minutes (less than 1% increase). However, because of narrowing speed limit differences and reducing driver frustration, there is expected to be enhanced journey time reliability and reduced instances of disruptive road closures. 8
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4.5. Impact on the Economy and Environment As assessment has been undertaken to assess the financial benefits and costs associated with this proposal. This considered the economic value of people’s time, and the costs of running vehicles for various activities such as commuting and business logistics. This found a minor economic disbenefit arising from this. The environmental assessment considered impacts upon noise and vibration, local air quality and greenhouse gas emissions. While reduced speeds from the proposal can lead to lower fuel consumption and emissions, contributing to improved air quality and reduced environmental impact it found that this would deliver minimum environmental impacts. 5. Proposed Changes to Speed Limits – Goods Vehicles over 7.5 tonne 5.1. Transport Scotland commissioned comprehensive research to understand the impacts of increasing goods vehicles over 7.5 tonnes speed limits from 40 mph to 50mph on single carriageway roads and from 50mph to 60mph on dual carriageways. Key findings from this are set out below. 5.2. Impact on Road Safety In April 2015 in England, the speed limits for goods vehicles (>7.5t) was increased from: 40mph to 50mph on single carriageways and 50mph to 60mph on dual carriageways. An evaluation was undertaken which concludes that there has been no evidence of a significant impact to safety because of the policy. When goods vehicles over 7.5 tonnes travel significantly slower than other traffic, it can lead to frustration for other drivers, often resulting in unsafe manoeuvres. A higher speed limit of 50 mph on single carriageways for goods vehicles has been in place on parts of the A9 since 2014. Since this time there has been a reduction in collision trends often associated with driver frustration on that route, such as those involving overtaking manoeuvres. Therefore, increasing speed limits applying to goods vehicles (>7.5t) on single and dual carriageway roads may reduce instances of driver frustration and associated collision trends. 5.3. Impact on Journey Times Experiences from other countries shows that raising the speed limit on single carriageways and dual carriageways for goods vehicles over 7.5 tonnes will likely lead to a small increase in actual speeds on these vehicle types. Increasing the speed limits for goods vehicles over 7.5 tonnes will reduce the speed differential with other vehicles and could lead to improved journey time reliability for all road users. 5.4. Impact on the Economy and Environment Increasing speed limits for goods vehicles over 7.5 tonnes can lead to reduced travel times, making the transport of goods more efficient. This can improve the logistics chain. Smoother traffic flow with fewer stops and starts, combined with reduced instances of harsh braking and acceleration, can lead to more fuel-efficient driving for goods vehicles over 7.5 tonnes (although it may lead to increased particulate matter in the air). This can reduce fuel consumption and associated emissions, albeit the impacts are expected to be minimum. 9
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6. Comparisons 6.1. France reduced their national speed limit for rural, single-carriageway roads from 56 mph to 50 mph in July 2018. This found that while the total number of injuries remained consistent the severity of the injuries reduced. In the 20 months after the change there was a 10% reduction in road fatalities outside built-up areas. This shows that even a small decrease in average speed can significantly reduce the number and severity of accidents. 6.2. In October 2014, the live operation of the A9 Average Speed Camera system commenced. At the same time goods vehicles over 7.5 tonnes speed limits on single carriageway sections was increased to 50mph. Evaluation of these measures showed a step change in driver behaviour and enhanced levels of speed limit compliance. Over the next 3-year period there was a significant (31%) reduction in the number of those being killed and seriously injured on the route. 6.3. In April 2015 in England, the speed limits for goods vehicles over 7.5 tonnes was increased from: 40mph to 50mph on single carriageways and 50mph to 60mph on dual carriageways. The evaluation of this policy reported that on single carriageway and dual carriageways that average goods vehicles over 7.5 tonne speeds increased by 1.6mph and 0.6mph respectively. With respect to road safety, the evaluation concluded that there is no impact to safety because of the policy. 7. South Lanarkshire Council Response 7.1. With regards to the consultation and given the timing of the consultation, the following preliminary response to the proposal has been submitted to the Scottish Government and is summarised as below. 7.2. Lower the national speed limit on single carriageway roads from 60 mph to 50 mph While the evidence for the proposal is acknowledged, and in turn generally supported in terms of potential casualty reduction, it is considered that that the impact of a lower speed limit of 50 mph, particularly on rural communities across Scotland, requires further investigation, as well as potential unintended consequences such as increased driver frustration. The impact on Police enforcement demand and the resources required to enable this to be meaningfully enforced requires to be specifically addressed. It is believed that a large proportion of the South Lanarkshire non-built up road network is already driven at under 60 mph due to road conditions, design and geometry. This correlates with the ‘National Speed Management Review – Milestone 3’ report which shows that drivers in Scotland generally comply with 60mph speed limits on single carriageway roads where the average speed for cars is 51 mph. The Speed Limit Review of all Class A and B roads requested by Scottish Government on 9 August 2006 determined that speed limits should be evidence led, self-explaining and seek to reinforce people’s assessment of what is a safe speed to travel. All Scottish Councils therefore reviewed their network and determined suitable speed limits based on this process that is, speed limits lower than the national speed limit where this was evidenced and suitable. 10
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7.3. Increase speed limits for goods vehicles over 7.5 tonnes on single carriageways from 40 mph to 50 mph and dual carriageways from 50 mph to 60 mph. It is considered that the current speed limit of 40 mph on single carriageways is appropriate, however, there may be benefit to increasing this to 50mph. The impact and support of rural communities is considered to require further investigation before there is confidence in supporting this action. It is considered that the current speed limit of 50 mph on dual carriageways is suitable and that an increased speed limit to 60mph would not positively impact casualty reduction and is not required. 7.4. South Lanarkshire Council’s response to this consultation is provided within Appendix A. 8. Employee Implications 8.1. There are no employee implications with regards to this consultation. If these changes are implemented on a national level, there will be no requirement for local Traffic Regulation Orders to be promoted. 9. Financial Implications 9.1. There are no financial implications associated with this report. This is on the basis that current legislation and signing requirements remain the same. If these changes are implemented on a national level, there will be no requirement for local Traffic Regulation Orders to be promoted. 10. Climate Change, Sustainability and Environmental Implications 10.1. There are no significant implications for climate change, sustainability, or environmental factors associated with this report. However, if these proposals are implemented at a national level, the impacts are expected to be minimal. 11. Other Implications 11.1. It is anticipated that the implementation of these proposals will generate significant concerns regarding speed limit compliance, leading to requests for additional speed reduction measures and increased police enforcement. However, accurately forecasting these outcomes is challenging and will depend on the mechanisms and supports for speed compliance that are put in place by the Scottish Government. 12. Integrated Impact Assessment and Consultation Requirements 12.1. This report does not introduce a new policy, function or strategy or recommend a change to an existing policy, function or strategy and, therefore, no integrated impact assessment is required. David Booth Executive Director (Community and Enterprise Resources) 21 February 2025 11
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Link(s) to Council Values/Priorities/Outcomes Focused on people and their needs Accountable, effective, efficient and transparent Ambitious, self-aware and improving We will work to put people first and reduce inequality We will work towards a sustainable future in sustainable places Our children and young people thrive Good quality, suitable and sustainable places to live Caring, connected, sustainable communities People live the healthiest lives possible Previous References Roads Safety Forum, Setting Local Speed Limits, 7 December 2011 List of Background Papers Scotland’s Road Safety Framework to 2030, Transport Scotland National Speed Management Review, Milestone 3 Final Report, Transport Scotland Contact for Further Information If you would like to inspect any of the background papers or want any further information, please contact:- Colin Smith, Engineering Officer Tel:- 07385370118 E-mail:- colin.smith@southlanarkshire.gov.uk 12
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Appendix A NATIONAL SPEED MANAGEMENT REVIEW – PUBLIC CONSULTATION CONSULTATION QUESTIONS Thank you for participating in the National Speed Management Review consultation. This questionnaire is designed to gather your views on proposed changes to the national speed limit on single carriageway roads in Scotland and to the speed limits applying to HGVs on single and dual carriageway roads in Scotland. These are the options proposed: Do-Minimum: No change to existing speed limits Option 1: Reduce national speed limit on single-carriageway roads to 50mph and increase Heavy Goods Vehicle (HGV) (more than 7.5 tonne maximum laden weight) speed limit on single-carriageways to 50mph. SECTION 1 – CURRENT SPEED LIMIT EXPERIENCES Table 1 lists the current speed limits per type of road and vehicle type Speed limits Vehicle type 30mph – built up areas Single Carriageway Dual Carriageway Motorway Cars and Motorcycles – including car derived vans up to 2 tonnes maximum laden weight 30 60 70 70 Cars Towing – including car derived vans and motorcycles 30 50 60 60 Goods Vehicles - Not exceeding 7.5 tonnes maximum laden weight. *60mph if articulated or towing a trailer 30 50 60 70* Goods Vehicles- Exceeding 7.5 tonnes maximum laden weight. **A 50mph speed limit applies on the A9 from Perth to Inverness from October 28th 2014. 30 40** 50 60 1. How often do you use a single carriageway road with a national speed limit of 60 mph? ☒Most of the time ☐Some of the time 13
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☐Rarely ☐Never ☐Unsure 2. Do you consider the current national speed limits for cars and motorbikes on single carriageway roads to be… ☐Too low ☐About right ☐Too high ☒Unsure 3. Do you consider the current national speed limits for cars and motorbikes on dual carriageway roads to be… ☐Too low ☒About right ☐Too high ☐Unsure 4. Do you consider the current national speed limits for goods vehicles over 7.5 tonnes on single carriageway roads to be… ☐Too low ☐About right ☐Too high ☒Unsure 5. Do you consider the current national speed limits for goods vehicles over 7.5 tonnes on dual carriageway roads to be… ☐Too low ☒About right ☐Too high ☐Unsure SECTION 2– SAFETY CONSIDERATIONS Decrease of speed – perception Scotland’s Road Safety Framework to 2030 sets out a vision for Scotland to have the best road safety performance by 2030 and a long-term goal to have zero fatalities and serious injuries on Scotland’s roads by 2050. 1. Do you think reducing the current national speed limit on single carriageway roads would support national casualty reduction targets? Yes/No/Unsure 50% reduction in people killed Unsure 50% reduction in people seriously injured Unsure 60% reduction in children (aged <16) killed Unsure 60% reduction in children (aged <16) seriously injured Unsure 14
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2. These are some impacts a reduction in the national speed limit on single carriageway roads could have for cars and motorcycles. Do you think a reduction in the speed limit could improve these or make them worse? (tick as many as apply) Improves a lot Improves slightly Unsure No change Worsens slightly Makes a lot worse Impact on fatal collisions Impact on serious collisions Impact on pedestrian safety Impact on cyclist safety Impact on horse riding safety Impact on motorcycle safety Impact on quality of life Impact on air pollution Impact on noise Impact on climate change Impact on journey time Impact on driver frustration 8. Are there any other impacts that a reduction in the national speed limit from 60mph to 50mph for cars and motorcycles on single carriageway roads that have been missed? If so, please detail below. The impact on Police enforcement demand and the resources required to enable this to be meaningful requires to be specifically addressed. The broader implications of this measure on rural communities include potentially increased journey times, which may negatively affect businesses. Conversely, reduced speeds could lead to fewer casualties and a decreased frequency of road closures and diversions. These significant factors must be carefully balanced. There is a potential risk that driver frustration may lead to risky manoeuvres and careless or reckless driving, which are unintended consequences that could result in road traffic casualties occurring. Typically drivers will drive to the road conditions, design and geometry regardless of the posted speed limit. 9. Are there any impacts that a reduction in the national speed limit from 60mph to 50mph for cars and motorcycles on single carriageway roads that you consider to be incorrect? Please provide as much detail and evidence as you can to support this. 15
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Impacts would largely depend on speed limit compliance. HGV questions 10. These are some of the impacts an increase in the speed limit for goods vehicles exceeding 7.5 tonnes on single carriageway roads could have. Do you think increasing the speed limits could improve these or make them worse? (tick as many as apply) Improves a lot Improves slightly Unsure No Change Worsens slightly Makes a lot worse Impact on fatal collisions Impact on serious collisions Impact on pedestrian safety Impact on cyclist safety Impact on horse riding safety Impact on motorcycle safety Impact on quality of life Impact on air pollution Impact on noise Impact on climate change Impact on journey time Impact on driver frustration 11. These are some impacts an increase in the speed limit for goods vehicles exceeding 7.5 tonnes on dual carriageway roads could have. Do you think increasing the speed limits could improve these or make them worse? (tick as many as apply) Improves a lot Improves slightly Unsure No Change Worsens slightly Makes a lot worse Impact on fatal collisions Impact on serious collisions Impact on pedestrian safety Impact on cyclist safety Impact on horse riding safety Impact on motorcycle safety 16
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Impact on quality of life Impact on air pollution Impact on noise Impact on climate change Impact on journey time Impact on driver frustration 12. Are there any impacts that an increase in the national speed limit for goods vehicles exceeding 7.5 tonnes on single and dual carriageways that have been missed? If so, please detail below. Please note that we have selected ‘worsens slightly’ in tables 10 and 11 above, due to the potential for increased severity of collisions. Evidence from England points to no significant safety implications and the A9 indicates safety benefits. However, the broader negative impact of such a measure on rural communities is concerning. Specifically, the speed of heavy goods vehicles approaching and passing through small towns and villages is a current concern which is frequently reported by communities. The A9 benefited from an average speed camera system, which would not be implemented elsewhere to ensure compliance with the proposed limits. Therefore, the issue of increased enforcement is vital. 13. Are there any impacts that an increase in the speed limit for goods vehicles exceeding 7.5 tonnes on single and dual carriageways that you consider to be incorrect? Please provide as much detail and evidence as you can to support this. Pedestrians, cyclists and horses should not be travelling along dual carriageways however there may be instances where they are required to cross over one in certain areas. This should be minimal. SECTION 3 - SPEED ENFORCEMENT AND SPEED LIMIT COMPLIANCE 14. Do you think motorists generally comply with the current national speed limit on single carriageway roads? ☐Always ☒Most of the time ☐Rarely ☐Unsure 15. If the national speed limit on single carriageways was reduced, do you think current speed enforcement measures should remain in place to support road safety? ☒Yes 17
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☐No ☐Unsure 16. What additional measures could the Scottish Government take to encourage compliance with a lower national speed limit on single carriageways? Please detail below. Extensive behaviour change national campaigns. Enforcement activity would require to be significantly upscaled as drivers will typically drive to the road environment as dictated by design, geometry, local conditions etc. which have typically been 60mph to date. Larger capacity for short term safety camera van deployments e.g. more vans within each area unit. SECTION 4 – BEHAVIOURAL IMPACT 17. Would a reduced speed limit on single carriageway roads encourage you to use active travel options (walking, wheeling, cycling)? ☐Very likely ☐Likely ☐Unsure ☐Neither likely or unlikely ☐Unlikely ☐Very unlikely 18. Would a reduced national speed limit on single carriageway roads make you use public transport more or less often? ☐Less often ☐The same ☐More often ☐Unsure ☐I don’t use public transport 19. If the national speed limit on single carriageway roads was reduced would this impact your driving frequency? ☐I would drive less ☐No change ☐I would drive more ☐Unsure ☐I don’t drive ABOUT YOU Please indicate how you wish your response to be handled and, in particular, whether you are content for your response to published. If you ask for your response not to be published, we will still take account of your views in our analysis but we will not publish your response, quote anything that you have said or list your name. We will regard your response as confidential, and we will treat it accordingly. 20. What is your name? 18
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South Lanarkshire Council 21. What is your email address? If you would like to be contacted again in future about this consultation please enter your email address here. You will also need to give permission to be contacted in the question above. roadsandtransportation@southlanarkshire.gov.uk 22. Are you completing this on behalf of yourself or an organisation? (required) Individual ☐ Organisation ☒ 23. What is your organisation? South Lanarkshire Council 24. Further information about your organisation's response. Organisations may use this space to provide additional context for their response. This could be information about, for example: • any research your organisation undertook to inform the response • any engagement with your members or audience undertaken to inform the response This is optional. Proposal: Lower the national speed limit on single carriageway roads from 60 mph to 50 mph While the evidence for the proposal is acknowledged, and in turn generally supported in terms of potential casualty reduction, it is considered that that the impact of a lower speed limit of 50 mph, particularly on rural communities across Scotland, requires further investigation, as well as potential unintended consequences such as increased driver frustration. The impact on Police enforcement demand and the resources required to enable this to be meaningfully enforced requires to be specifically addressed. It is believed that a large proportion of the South Lanarkshire non-built up road network is already driven at under 60 mph due to road conditions, design and geometry. This correlates with the ‘National Speed Management Review – Milestone 3’ report which shows that drivers in Scotland generally comply with 60mph speed limits on single carriageway roads where the average speed for cars is 51mph. The Speed Limit Review of all Class A & B roads requested by Scottish Government on 9 August 2006 determined that speed limits should be evidence led, self-explaining and seek to reinforce people’s assessment of what is a safe speed to travel. All Scottish Councils therefore reviewed their network and determined suitable speed limits based on this process i.e. speed limits lower than the national speed limit where this was evidenced and suitable. 19
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Proposal: Increase speed limits for goods vehicles over 7.5 tonnes on single carriageways from 40 mph to 50 mph and dual carriageways from 50 mph to 60 mph. It is considered that the current speed limit of 40 mph on single carriageways is appropriate, however, there may be benefit to increasing this to 50mph. The impact and support of rural communities is considered to require further investigation before there is confidence in supporting this action. It is considered that the current speed limit of 50 mph on dual carriageways is suitable and that an increased speed limit to 60mph would not positively impact casualty reduction and is not required. South Lanarkshire is a mix of both rural and urban environments. It is considered that these proposals could have a significant impact on the lives and businesses of those residing within or travelling though rural areas on a daily basis. We would welcome further confirmation that journey times would not be significantly impacted and that benefits of speed reduction on casualty reduction and general quality of life would outweigh any negatives, with Scottish data and case studies showing this for such rural communities. 20
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Report Agenda Item Report to: Roads Safety Forum Date of Meeting: 11 March 2025 Report by: Executive Director (Community and Enterprise Resources) Subject: Road Accident Casualty Statistics For 2024 1. Purpose of Report 1.1. The purpose of the report is to:- inform the Forum of the provisional number of fatal, serious and slight casualties resulting from road accidents occurring in the Council area during the year 2024 2. Recommendation(s) 2.1. The Forum is asked to approve the following recommendation(s):- (1) that the contents of the report be noted. 3. Background 3.1. In February 2021, Scottish Government published Scotland’s Road Safety Framework to 2030 and an ambitious long-term goal where no one is seriously injured or killed on our roads by 2050. 3.2. The Framework builds on what has already been achieved here in Scotland over the last decade. It sets out strategic outcomes for road safety, built around the safe system approach, coupled with a comprehensive performance management system to monitor progress. For the first time, mode specific targets have been created to focus attention by partners on priority areas. 3.3. Changes in data collection from 2019 onwards have been experienced following the introduction of the Collision Recording and Sharing platform (CRaSH) used by Police Scotland to record and collate data. This tends to result in more casualties being classified as ‘serious’ and therefore has caused a discontinuity in the time series with adjusted figures requiring to be used for post-CRaSH data. Adjusted figures have been sourced from Transport Scotland for this purpose and there may therefore be alterations to previously reported data 3.4. It should be noted that casualty reduction targets are for Scotland as a whole and not specifically to individual Local Authorities. These will however be monitored locally to allow our progress and contribution to this national effort to be detailed. Progress towards the following four headline targets is reported on annually and can be found in Appendix A as well as the figures for slight injury casualties for additional background:- 50% reduction in people killed 50% reduction in people seriously injured 4 21
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60% reduction in children (aged <16) killed 60% reduction in children (aged <16) seriously injured 3.5. National interim targets for specific user groups/ ages have also been set as detailed below:- 40% reduction in pedestrians killed or seriously injured 20% reduction in cyclists killed or seriously injured 30% reduction in motorcyclists killed or seriously injured 20% reduction in road users aged 70 and over killed or seriously injured 70% reduction in road users aged between 17 and 25 killed or seriously injured. 3.6. Causation factors relating to these are investigated and presented annually. This information is detailed within the appendices C to J which also includes causation factors for the targets detailed at paragraph 3.5. A 3-year time period (2022 to 2024) has been used for this. 3.7. The figures provided for 2024 are provisional on the basis that the police may still add or amend records until their quality assurance processes are competed. The numbers should be minimal, particularly across the higher severities, therefore the general trends described below are, to all intents and purposes, accurate. The confirmed figures for 2024 will be published by The Scottish Government around October 2025 in “Reported Road Casualties Scotland 2024”. 4. Road Accident Casualty Statistics 4.1. The statistics for all fatal, serious and slight casualties, including child fatal and serious casualties, within South Lanarkshire are detailed in the tables that form part of Appendix A to this report. These are given as the figures for the calendar years 2014 through to 2024 to show context. These also detail the five-year baseline figures upon which the targeted casualty reductions are based and 2030 targeted figures. A graph of overall yearly casualty figures has also been provided showing data from 2005 to 2024 to provide an overall context within Appendix B. 4.2. The COVID-19 pandemic and the implications thereafter have had a significant impact on casualty numbers from 2020 onwards and resultant travel and casualty trends. Knowledge of this is assumed throughout this paper in relation to trends in travel patterns and resultant casualties. 4.3. Fatal Casualties Fatal casualty numbers have continued to be erratic and have failed to follow any specific trend within recent years. The year-end total for 2024 was 9, an increase of 2 when compared to 2023. This involved 4 pedestrians, 3 motorcycle riders and 2 car drivers. This is below the five-year average (2014-18) baseline figure of 11.2 and over the 2030 target of 5.6. 4.4. Road accidents are described as rare, random and multi-factored events and fatal road accidents can be described as the rarest, so their occurrence can be hard to mitigate. A low of 5 fatal casualties occurred in 2015 compared to a high of 18 during 2016. Within the last five years the figure has not exceeded 10. It should be noted that all fatal collisions are fully investigated by Police Scotland and liaison with South Lanarkshire Council’s Traffic and Transportation Section is undertaken 22
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4.5. Serious Casualties The year-end total for 2024 was 130, an increase of 6 when compared to the figure of 124 for 2023. This is below the 5-year average (2014 to 2018) baseline figure of 137 and now significantly over the 2030 target of 68.5. Progress towards the 2030 target will prove challenging. It is important to note that there has been a national increase in overall casualties in recent years, accompanied by concern over the number of fatal and serious injuries. Car drivers/passengers account for 64% of these casualties with pedestrians accounting for 14%, powered two wheelers 12% and cyclists 3%. The collision data, which includes casualty information, indicates that approximately 30% of incidents occurred during hours of darkness. Additionally, around 33% of collisions happened in areas with a recorded speed limit of 30mph or less, while 62.5% occurred within speed limits of 50mph or higher (including motorways). 4.6. It is important to note that the utilisation of the CRaSH information technology system by Police from 2019 now results in more casualties being classified as serious rather than slight. It is therefore not possible to directly compare serious casualty figures from 2019 onwards to those recorded in previous years. Figures prior to and including 2019 utilise adjusted figures to allow for this change, including target baseline figures, to facilitate ongoing comparison. 4.7. Child Fatal Casualties There were no fatal child casualties for the sixth year running. These continue to be a rare occurrence. A 3-year average figure has been used to provide a trend line for this group within Appendix A. 4.8. Child Serious Casualties The number of serious child casualties recorded during 2024 was 8, a decrease of 14 when compared to the 2023 figure of 22 casualties. This is under the five-year average (2014 to 2018) baseline figure of 16.2 and over the 2030 target of 6.5. This comprised of 3 pedestrians and 5 vehicle passengers. Half of these casualties were aged 14 to 15 years old. The collision data, which includes casualty information, indicates that 50% of collisions happened in areas with a recorded speed limit of 30mph or less, while 50% occurred within speed limits of 50 mph or higher. 4.9. In 2022, the number of casualties reached a record low of 4. However, 2023 saw a significant increase to 22 casualties. This appears to be an isolated year, as the figure has since reverted to a substantially lower number. This category typically exhibits year-to-year fluctuations. Information provided within item 4.6 regarding adjusted figures also relates to this category. 4.10. Slight Casualties 233 casualties were recorded during 2024 which was a decrease of 5 compared to the 238 during 2023. The lowest recorded figure was in 2021 with 164 casualties. 4.11. Total Casualties The provisional overall total of 372 casualties during 2024 is very similar to the previous year’s figure of 370 casualties. 2021 experienced the lowest number of casualties with 253. This year’s figure returns closer to pre-2020 levels which recorded above 400 casualties. While national casualty figures for 2024 are currently unavailable, it is important to note that 2023 marked the third consecutive year of recorded increases across Scotland. 23
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5. Discussion 5.1. Section 39 of the Road Traffic Act 1988 requires that all local authorities carry out studies into the cause of accidents on roads in their area and to take appropriate measures to prevent accidents. Since its formation, the Council has been proactive in reducing casualties on the road network, however, much still requires to be accomplished to further improve road safety in line with the Framework aspirations. Through the efforts of the Council and by working in partnership with other bodies such as Strathclyde Partnership for Transport, the National Health Service, Police Scotland and the Scottish Fire and Rescue Service, we aim to have fewer people injured in road accidents. 5.2. To effectively reduce casualties in South Lanarkshire, the Council and its partners need to address a wide variety of issues, including vulnerable road users, road user behaviour and the road environment. 5.3. Factors which contributed to each accident are recorded by the Reporting Officer, from Police Scotland, at the time of each incident. Several factors which contributed to the incident can be selected. An interrogation of these causation factors has been undertaken for the last three-year period. The most significant causation factors for all accidents, killed and serious accidents, child accidents and the specific user groups/ages casualties detailed at paragraph 3.5 is shown respectively within appendices C to J. These will be considered when assigning priority to future road safety measures. 5.4. For road safety measures to be effective, cooperation is needed across the various disciplines – the 4 ‘Es’ of road safety: education, engineering, enforcement and encouragement. At the heart of road safety planning, it is essential that casualty reduction strategies are identified and that actions are developed to implement these strategies. 5.5. The Council is responsible for road safety engineering solutions and much of road safety education. 5.6. The 4 most common causation factors in all accidents in 2024 relate to driver/rider error and are the same factors from the previous year. These are:- failed to look properly (Driver/Rider - Error) careless/Reckless (Driver/Rider - Behaviour) loss of control (Driver/Rider - Error) failed to judge other person's path/speed (Driver/Rider - Error) 5.7. The Council conducts accident investigations and develops various engineering measures at sites identified during our casualty reduction programme to combat these causation factors including:- provision of advance warning signage enhanced road markings high-friction material speed reduction measures reduced speed limits 24
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5.8. The report titled ‘Priority Road Safety Engineering Projects 2025/2026’ being considered at today’s Road Safety Forum outlines the specific sites that are being considered for engineering measures during 2025/2026. These sites will be progressed for further assessment, with subsequent measures implemented in line with available funding. 5.9. In addition, road safety education, training and publicity initiatives and actions to be considered against the priority road users/ age groups detailed within Scotland’s Road Safety Framework to 2030 can be found within the Appendix 3 of the paper ‘Priority Road Safety Engineering Projects 2025/2026’. 5.10. Other partners such as the police and fire and rescue services also contribute to road safety education and the police are mainly responsible for enforcement while all partners have a role to play in encouraging road safety. 6. Employee Implications 6.1. There are no employee implications associated with this report. 7. Financial Implications 7.1. Where works or initiatives are to be taken forward, they will be prioritised based on the allocation from the Scottish Government’s Road Safety Improvement Fund, which is projected to be £633,000 for the 2025/2026 fiscal year, as well as the Council’s Roads Investment Plan for improved infrastructure. 8. Climate Change, Sustainability and Environmental Implications 8.1. There are no significant implications in terms of climate change, sustainability and environmental implications associated with this report. 9. Other Implications 9.1. There are no significant risks associated with this report. 10. Integrated Impact Assessment and Consultation Requirements 10.1. This report does not introduce a new policy, function or strategy or recommend a change to an existing policy, function or strategy and, therefore, no integrated impact assessment is required. David Booth Executive Director (Community and Enterprise Resources) 17 February 2025 Link(s) to Council Values/Priorities/Outcomes Focused on people and their needs Working with and respecting others Accountable, effective, efficient and transparent Ambitious, self-aware and improving Fair, open and sustainable We will work to put people first and reduce inequality We will work towards a sustainable future in sustainable places We will work to recover, progress and improve Our children and young people thrive Good quality, suitable and sustainable places to live 25
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Caring, connected, sustainable communities People live the healthiest lives possible Previous References Report to Roads Safety Forum 7 May 2024 – Road Accident Casualty Statistics for 2023 List of Background Papers Scotland’s Road Safety Framework to 2030 Contact for Further Information If you would like to inspect any of the background papers or want any further information, please contact: - Colin Smith, Engineering Officer Tel: 07385370113 E-mail: colin.smith@southlanarkshire.gov.uk 26
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Appendix A All Fatal Casualties 2014 - 2018 baseline 11.2 2030 target (50% reduction) 5.6 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 13 5 18 6 14 13 10 7 10 7 9 27
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All Serious Casualties (adjusted figures) 2014 - 2018 baseline (adjusted figures) 137 2030 target (50% reduction) 68.5 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 152 134 149 138 112 120 85 82 84 124 130 28
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All Fatal Child (<16 years) Casualties 2014 - 2018 baseline 0.6 2030 target (60% reduction) 0.2 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 1 0 0 1 1 0 0 0 0 0 0 29
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All Serious Child (<16 years) Casualties (adjusted figures) 2014 - 2018 baseline (adjusted figures) 16.2 2030 target (60% reduction) 6.5 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 14 12 21 23 11 16 7 8 4 22 8 30
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All Slight Casualties within South Lanarkshire 31
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Appendix B Total Casualty Figures 32
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Appendix C Most cited accident causation factors for ‘all accidents’ within the most recent three-year period: 1 January 2022 – 31 December 2024. ALL COLLISIONS Fatal Serious Slight Total 405 Failed to look properly (Driver/Rider - Error) 6 55 84 145 602 Careless/Reckless (Driver/Rider - Behaviour) 7 50 56 113 410 Loss of control (Driver/Rider - Error) 4 36 37 77 406 Failed to judge other person's path/speed (Driver/Rider - Error) 1 26 49 76 103 Slippery road due to weather (Road Environment Contrib) 0 21 23 44 802 Failed to look properly (Pedestrian) 1 25 17 43 306 Exceeding speed limit (Driver/Rider - Injudicious) 4 11 14 29 403 Poor turn or manoeuvre (Driver/Rider - Error) 0 10 15 25 307 Travelling too fast for conditions (Driver/Rider - Injudicious) 2 13 7 22 501 Impaired by alcohol (Driver/Rider - Impairment) 3 8 10 21 601 Aggressive driving (Driver/Rider - Behaviour) 2 7 11 20 308 Following too close (Driver/Rider - Injudicious) 0 3 17 20 505 Illness or disability, mental or physical (Driver/Rider - Impairment) 1 6 11 18 999 Other (Special Codes) 1 9 8 18 707 Rain, sleet, snow or fog (Driver/Rider - Vision Affected) 1 6 9 16 706 Dazzling sun (Driver/Rider - Vision Affected) 1 5 9 15 408 Sudden braking (Driver/Rider - Error) 0 4 10 14 503 Fatigue (Driver/Rider - Impairment) 0 6 7 13 808 Careless/Reckless (Pedestrian) 0 7 5 12 108 Road layout e.g. bend, hill or narrow (Road Environment Contrib) 0 7 5 12 803 Failed to judge vehicle's path/speed (Pedestrian) 2 5 4 11 809 Pedestrian wearing dark clothing at night (Pedestrian) 3 6 2 11 33
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605 Inexperienced or learner driver/rider (Driver/Rider - Behaviour) 0 5 5 10 509 Distraction in vehicle (Driver/Rider - Impairment) 3 4 3 10 703 Road layout (Driver/Rider - Vision Affected) 2 4 3 9 806 Impaired by alcohol (Pedestrian) 2 6 1 9 302 Disobeyed give way or stop sign markings (Driver/Rider - Injudicious) 0 3 6 9 409 Swerved (Driver/Rider - Error) 0 5 3 8 301 Disobeyed automatic traffic signal (Driver/Rider - Injudicious) 0 4 4 8 102 Deposit on road e.g. oil, mud, chippings (Road Environment Contrib) 0 4 4 8 401 Junction overshoot (Driver/Rider - Error) 0 5 2 7 801 Crossed road masked by stationary or parked vehicle (Pedestrian) 1 2 4 7 109 Animal or object in carriageway (Road Environment Contrib) 0 3 4 7 603 Nervous/Uncertain (Driver/Rider - Behaviour) 0 2 4 6 502 Impaired by drugs (Driver/Rider - Impairment) 2 2 2 6 805 Dangerous action in carriageway (Pedestrian) 2 2 2 6 701 Stationary or parked vehicle(s) (Driver/Rider - Vision Affected) 0 1 4 5 203 Defective brakes (Vehicle Defects) 0 2 3 5 710 Vehicle blind spot (Driver/Rider - Vision Affected) 1 2 2 5 NB: Sum of contributory factors only, not actual accident/casualty totals. NB: Only factors cited within 5 or more accidents are included above. 34
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Appendix D Most cited accident causation factors for ‘killed and seriously injured accidents’ within the most recent three-year period: 1 January 2022 – 31 December 2024. ALL COLLISIONS Fatal Serious Total 405 Failed to look properly (Driver/Rider - Error) 6 55 61 602 Careless/Reckless (Driver/Rider - Behaviour) 7 50 57 410 Loss of control (Driver/Rider - Error) 4 36 40 406 Failed to judge other person's path/speed (Driver/Rider - Error) 1 26 27 802 Failed to look properly (Pedestrian) 1 25 26 103 Slippery road due to weather (Road Environment Contrib) 0 21 21 306 Exceeding speed limit (Driver/Rider - Injudicious) 4 11 15 307 Travelling too fast for conditions (Driver/Rider - Injudicious) 2 13 15 501 Impaired by alcohol (Driver/Rider - Impairment) 3 8 11 403 Poor turn or manoeuvre (Driver/Rider - Error) 0 10 10 999 Other (Special Codes) 1 9 10 601 Aggressive driving (Driver/Rider - Behaviour) 2 7 9 809 Pedestrian wearing dark clothing at night (Pedestrian) 3 6 9 806 Impaired by alcohol (Pedestrian) 2 6 8 707 Rain, sleet, snow or fog (Driver/Rider - Vision Affected) 1 6 7 509 Distraction in vehicle (Driver/Rider - Impairment) 3 4 7 505 Illness or disability, mental or physical (Driver/Rider - Impairment) 1 6 7 108 Road layout e.g. bend, hill or narrow (Road Environment Contrib) 0 7 7 803 Failed to judge vehicle's path/speed (Pedestrian) 2 5 7 808 Careless/Reckless (Pedestrian) 0 7 7 706 Dazzling sun (Driver/Rider - Vision Affected) 1 5 6 703 Road layout (Driver/Rider - Vision Affected) 2 4 6 35
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503 Fatigue (Driver/Rider - Impairment) 0 6 6 605 Inexperienced or learner driver/rider (Driver/Rider - Behaviour) 0 5 5 401 Junction overshoot (Driver/Rider - Error) 0 5 5 409 Swerved (Driver/Rider - Error) 0 5 5 NB: Sum of contributory factors only, not actual accident/casualty totals. NB: Only factors cited within 5 or more accidents are included above. 36
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Appendix E Most cited accident causation factors for ‘children <16yrs accidents’ within the most recent three-year period: 1 January 2022 – 31 December 2024. ALL COLLISIONS Fatal Serious Slight Total 802 Failed to look properly (Pedestrian) 0 12 11 23 405 Failed to look properly (Driver/Rider - Error) 0 5 9 14 602 Careless/Reckless (Driver/Rider - Behaviour) 0 3 6 9 103 Slippery road due to weather (Road Environment Contrib) 0 4 4 8 406 Failed to judge other person's path/speed (Driver/Rider - Error) 0 3 5 8 808 Careless/Reckless (Pedestrian) 0 3 3 6 308 Following too close (Driver/Rider - Injudicious) 0 1 4 5 307 Travelling too fast for conditions (Driver/Rider - Injudicious) 0 4 1 5 410 Loss of control (Driver/Rider - Error) 0 4 1 5 803 Failed to judge vehicle's path/speed (Pedestrian) 0 2 2 4 801 Crossed road masked by stationary or parked vehicle (Pedestrian) 0 1 3 4 707 Rain, sleet, snow or fog (Driver/Rider - Vision Affected) 0 2 1 3 NB: Sum of contributory factors only, not actual accident/casualty totals. NB: Only factors cited within 3 or more accidents are included above. 37
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Appendix F Most cited causation factors for ‘pedestrian accidents’ within the most recent three-year period: 1 January 2022 – 31 December 2024. ALL COLLISIONS Fatal Serious Slight Total 802 Failed to look properly (Pedestrian) 1 24 16 41 405 Failed to look properly (Driver/Rider - Error) 5 13 3 21 808 Careless/Reckless (Pedestrian) 0 7 5 12 809 Pedestrian wearing dark clothing at night (Pedestrian) 3 6 2 11 602 Careless/Reckless (Driver/Rider - Behaviour) 4 5 1 10 803 Failed to judge vehicle's path/speed (Pedestrian) 2 5 3 10 806 Impaired by alcohol (Pedestrian) 2 5 1 8 801 Crossed road masked by stationary or parked vehicle (Pedestrian) 1 2 4 7 410 Loss of control (Driver/Rider - Error) 1 3 2 6 406 Failed to judge other person's path/speed (Driver/Rider - Error) 1 2 2 5 805 Dangerous action in carriageway (Pedestrian) 2 1 2 5 306 Exceeding speed limit (Driver/Rider - Injudicious) 2 0 2 4 509 Distraction in vehicle (Driver/Rider - Impairment) 3 0 1 4 601 Aggressive driving (Driver/Rider - Behaviour) 1 0 3 4 307 Travelling too fast for conditions (Driver/Rider - Injudicious) 1 2 0 3 707 Rain, sleet, snow or fog (Driver/Rider - Vision Affected) 0 3 0 3 804 Wrong use of pedestrian crossing (Pedestrian) 1 0 2 3 NB: Sum of contributory factors only, not actual accident/casualty totals. NB: Only factors cited within 3 or more accidents are included above. 38
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Appendix G Most cited causation factors for ‘cyclist accidents’ within the most recent three-year period: 1 January 2022 – 31 December 2024. ALL COLLISIONS Fatal Serious Slight Total 405 Failed to look properly (Driver/Rider - Error) 0 6 3 9 602 Careless/Reckless (Driver/Rider - Behaviour) 0 4 0 4 407 Too close to cyclist, horse or pedestrian (Driver/Rider - Error) 0 2 2 4 802 Failed to look properly (Pedestrian) 0 1 2 3 NB: Sum of contributory factors only, not actual accident/casualty totals. NB: Only factors cited within 3 or more accidents are included above. 39
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Appendix H Most cited causation factors for ‘road users aged 70 and over’ within the most recent three- year period: 1 January 2022 – 31 December 2024. ALL COLLISIONS Fatal Serious Slight Total 405 Failed to look properly (Driver/Rider - Error) 4 12 16 32 602 Careless/Reckless (Driver/Rider - Behaviour) 1 14 6 21 406 Failed to judge other person's path/speed (Driver/Rider - Error) 1 9 6 16 410 Loss of control (Driver/Rider - Error) 0 8 5 13 505 Illness or disability, mental or physical (Driver/Rider - Impairment) 0 4 4 8 403 Poor turn or manoeuvre (Driver/Rider - Error) 0 4 3 7 103 Slippery road due to weather (Road Environment Contrib) 0 4 2 6 707 Rain, sleet, snow or fog (Driver/Rider - Vision Affected) 0 3 3 6 306 Exceeding speed limit (Driver/Rider - Injudicious) 2 0 2 4 503 Fatigue (Driver/Rider - Impairment) 0 3 1 4 802 Failed to look properly (Pedestrian) 0 3 0 3 706 Dazzling sun (Driver/Rider - Vision Affected) 0 2 1 3 307 Travelling too fast for conditions (Driver/Rider - Injudicious) 0 3 0 3 NB: Sum of contributory factors only, not actual accident/casualty totals. NB: Only factors cited within 3 or more accidents are included above. 40
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Appendix I Most cited causation factors for ‘motorcyclists’ within the most recent three-year period: 1 January 2022 – 31 December 2024. ALL COLLISIONS Fatal Serious Slight Total 410 Loss of control (Driver/Rider - Error) 0 11 4 15 602 Careless/Reckless (Driver/Rider - Behaviour) 2 7 5 14 406 Failed to judge other person's path/speed (Driver/Rider - Error) 0 5 8 13 405 Failed to look properly (Driver/Rider - Error) 0 8 4 12 306 Exceeding speed limit (Driver/Rider - Injudicious) 0 5 1 6 403 Poor turn or manoeuvre (Driver/Rider - Error) 0 4 1 5 605 Inexperienced or learner driver/rider (Driver/Rider - Behaviour) 0 2 3 5 308 Following too close (Driver/Rider - Injudicious) 0 1 3 4 601 Aggressive driving (Driver/Rider - Behaviour) 0 2 2 4 103 Slippery road due to weather (Road Environment Contrib) 0 2 2 4 102 Deposit on road e.g. oil, mud, chippings (Road Environment Contrib) 0 3 1 4 999 Other (Special Codes) 1 3 0 4 NB: Sum of contributory factors only, not actual accident/casualty totals. NB: Only factors cited within 4 or more accidents are included above. 41
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Appendix J Most cited accident causation factors for ‘road users between 17-25yrs’ within the most recent three-year period: 1 January 2022 – 31 December 2024. ALL COLLISIONS Fatal Serious Slight Total 602 Careless/Reckless (Driver/Rider - Behaviour) 1 12 18 31 405 Failed to look properly (Driver/Rider - Error) 0 11 17 28 410 Loss of control (Driver/Rider - Error) 2 8 9 19 406 Failed to judge other person's path/speed (Driver/Rider - Error) 0 7 10 17 103 Slippery road due to weather (Road Environment Contrib) 0 6 5 11 306 Exceeding speed limit (Driver/Rider - Injudicious) 0 3 4 7 307 Travelling too fast for conditions (Driver/Rider - Injudicious) 0 6 1 7 601 Aggressive driving (Driver/Rider - Behaviour) 0 2 4 6 408 Sudden braking (Driver/Rider - Error) 0 2 4 6 501 Impaired by alcohol (Driver/Rider - Impairment) 0 3 2 5 605 Inexperienced or learner driver/rider (Driver/Rider - Behaviour) 0 4 1 5 102 Deposit on road e.g. oil, mud, chippings (Road Environment Contrib) 0 1 3 4 403 Poor turn or manoeuvre (Driver/Rider - Error) 0 2 2 4 305 Illegal turn or direction of travel (Driver/Rider - Injudicious) 0 0 3 3 401 Junction overshoot (Driver/Rider - Error) 0 2 1 3 302 Disobeyed give way or stop sign markings (Driver/Rider - Injudicious) 0 1 2 3 503 Fatigue (Driver/Rider - Impairment) 0 1 2 3 703 Road layout (Driver/Rider - Vision Affected) 1 2 0 3 706 Dazzling sun (Driver/Rider - Vision Affected) 0 2 1 3 308 Following too close (Driver/Rider - Injudicious) 0 0 3 3 NB: Sum of contributory factors only, not actual accident/casualty totals. Only factors cited within 3 or more accidents are included above. 42
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Report Agenda Item Report to: Roads Safety Forum Date of Meeting: 11 March 2025 Report by: Executive Director (Community and Enterprise Resources) Subject: Priority Road Safety Engineering Projects 2025/2026 1. Purpose of Report 1.1. The purpose of the report is to:- advise the Forum of the locations being considered for Priority Road Safety Engineering measures and road safety actions during 2025/2026 2. Recommendation(s) 2.1. The Forum is asked to approve the following recommendation(s):- (1) that the contents of the report be noted and the locations identified be progressed for further assessment with subsequent measures implemented in line with available funding. 3. Background 3.1. The Council’s Local Transport Strategy identifies several road safety policies and actions. Consequently, the Council seeks to reduce the number and severity of casualties within South Lanarkshire and contribute towards the achievement of 2030 national casualty reduction targets. 3.2. The Council assesses road safety enquiries and target resources and improvements where three or more injury accidents are occurring in the previous 3 years or on routes that have an injury accident rate greater than the national average for the type of route. 3.3. As a result, the Council deliver annual prioritised road safety improvements at identified accident locations/routes/areas. Funding is sought from a variety sources on an annual basis to deliver numerous projects and initiatives. 3.4. The Roads Safety Forum, at its meeting of 21 November 2023, supported the methodology used to identify where road accidents are occurring in South Lanarkshire, how the information is used to prioritise identified accident locations and how these tables are then used to prioritise the resultant works. 4. Route Action Plan Assessment 4.1. The assessment for rural A class and B class routes has recently been concluded and several locations have been identified for detailed investigations. A total of 31 sections currently have an accident rate greater than the national average. Weightings have been applied where fatal or serious road traffic collisions have been identified as well where vulnerable road user groups/ages are represented within killed or seriously injured casualties. 5 43
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4.2. A weighting multiplication factor has been applied to each ‘Route Accident Rate as a percentage of the National Accident Rate’. This is based upon the highest severity road traffic collision recorded on its length. A multiplication factor of 7.1 for a fatal and 4.5 for a serious road traffic collision has been applied where this is the highest collision severity on the route. An accident resulting in a slight injury accident has a factor of 1. This is based on the comparative cost to society as a result of injury collisions of various severities (fatal, serious and slight) and is based upon work undertaken by road safety professionals and statisticians. 4.3. A further ‘double’ gearing factor has then been applied where at least one vulnerable road user/age group resulting in a killed or seriously injured casualty is represented. These are specified in Scotland’s Road Safety Framework to 2030 and include: - pedestrians killed or seriously injured, cyclists killed or seriously injured, motorcyclists killed or seriously injured, road users aged 70 and over killed or seriously injured and road users aged between 17 to 25 killed or seriously injured. It is not deemed appropriate to include a Scottish Index of Multiple Deprivation (SIMD) gearing factor within the route analysis. 4.4. It is noted that the above new weightings/ gearing factors make some routes feature higher in priority within the route action plan priority table than they would previously without these additions. These, however, provide a greater priority to locations experiencing more serious casualties and where vulnerable road user groups/ages are involved and focus remains on routes where the accident rate exceeds the national 4.5. The number of routes identified for investigation has reached a small number due to the improvement works which have already been implemented or are currently programmed and the future alterations works associated with new residential / commercial developments coming forward through the planning process. It is proposed to investigate 3 locations. These are listed in Appendix 1 and it is likely that these will result in new, remedial or alteration works during 2025/2026. Further detail will be provided to a future Road Safety Forum on the proposed measures. 4.6. Single Site Assessment The annual Single Site Assessment has recently been concluded and this identified that 15 locations have three or more injury accidents occurring in the previous three years. Weighting factors have been applied with points allocated to each road traffic collision at each site as well as a weighing applied for sites within the most deprived 20% as detailed within the Scottish Index of Multiple Deprivation. Each fatal accident is awarded 7.1 points with serious accidents 4.5 points and slight accidents allocated 1 point respectively. 4.7. Where at least one vulnerable road user/age group resulting in a killed or seriously injured casualty is represented, a further ‘double’ gearing factor has been applied to each site’s total points. 4.8. It is noted that the above weightings/ gearing factors make some sites feature higher in priority within the single site priority table than they would have previously without these additions. It is proposed to investigate 3 sites as shown in Appendix 2, and from the outcome implement a number of schemes. Further detail will be provided to a future Road Safety Forum on the proposed measures. 4.9. Assessments of both Route Action and Single Site locations take cognisance of road traffic collision trends for example, increases or decreases when compared to the previous study period, road user type, causation factors which are attributed to each 44
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accident and common factors present at each location. Casualty injury severities and vulnerable road user groups/ ages are also given due consideration. Also considered are improvement works which have been implemented previously or are programmed in the future. Some locations are also subject to improvements associated with new residential/commercial developments coming forward through the planning process. Locations not identified for investigation will continue to be monitored. 4.10. Casualty Reduction – Other Considerations Scotland’s Road Safety Framework to 2030 embeds the Safe System approach to road safety delivery. This puts people at its centre and aims for a more forgiving road system that takes human vulnerability and fallibility into account; people are fragile and make mistakes that can lead to collisions. The Safe System has five pillars which effectively act as layers of protection: safe road use; safe roads and roadsides; safe vehicles; safe speeds; and better post-crash response; all working in harmony to prevent deaths and serious injuries. This continues to be considered during this annual exercise. 4.11. It is well-established that higher speeds are associated with increased injury severity. Consequently, the implementation of reduced 20 mph speed limits on suitable urban roads is a key national priority and will be incorporated into South Lanarkshire Council’s work programmes in the coming years. 4.12. This also applies to higher speed limit unlit rural roads. Therefore, improvement measures such as installing road studs to enhance visibility during low-light conditions and guide drivers in identifying lanes and boundaries will be considered across the rural road network. Priority will be given to routes with above-average accident rates or a high proportion of casualties occurring during hours of darkness. Two or three routes will be focused on each year to bring these sections up to an adequate standard, as resources allow. 4.13. Focus will also be given to the following vulnerable road user groups and ages, to align with and contribute to the targeted casualty reductions outlined in the framework:- children pedestrians cyclists motorcyclists road users aged 70 and over road users aged between 17 to 25 areas of highest deprivation as identified within the Scottish Index of Multiple Deprivation (SIMD) 4.14. Actions spanning education, engineering, enforcement and encouragement will be considered in conjunction with our partners. Please see Appendix 3 for a range of initial ideas and concepts which will be considered as appropriate in line with available resources and funding. 5. Employee Implications 5.1. There are no employee implications associated with this report. 45
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6. Financial Implications 6.1. The projects previously outlined in this report will undergo further development. Any works or initiatives that proceed will be prioritised based on the allocation from the Scottish Government’s Road Safety Improvement Fund, which is projected to be £633,000 for the 2025/2026 fiscal year. 6.2. It should be noted that no SPT grant funding was received for this work in 2024/2025. It has still to be confirmed at the time of writing this report whether any funds will be available for 2025/2026, but this is not to be expected. 7. Climate Change, Sustainability and Environmental Implications 7.1. There are no significant implications in terms of climate change, sustainability and environmental implications associated with this report. 8. Other Implications 8.1. There are no significant risks associated with this report. 9. Integrated Impact Assessment and Consultation Requirements 9.1. This report does not introduce a new policy, function or strategy or recommend a change to an existing policy, function or strategy and, therefore, no integrated impact assessment is required. David Booth Executive Director (Community and Enterprise Resources) 17 February 2025 Link(s) to Council Values/Priorities/Outcomes Focused on people and their needs Working with and respecting others Accountable, effective, efficient and transparent Ambitious, self-aware and improving Fair, open and sustainable We will work to put people first and reduce inequality We will work towards a sustainable future in sustainable places We will work to recover, progress and improve Our children and young people thrive Good quality, suitable and sustainable places to live Caring, connected, sustainable communities People live the healthiest lives possible Previous References Roads Safety Forum, Priority Road Safety Engineering Projects 2024/25, 20 February 2024 Roads Safety Forum, Approach to Casualty Reduction, 21 November 2023 46
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List of Background Papers Scotland’s Road Safety Framework to 2030 Route Action Plan Priority Table 2025/2026 Single Site Priority Table 2025/2026 Contact for Further Information If you would like to inspect any of the background papers or want any further information, please contact: - Colin Smith, Engineering Officer Tel: 07385370113 E-mail: colin.smith@southlanarkshire.gov.uk 47
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Appendix 1 – Route Action Locations (A and B Class Roads) * Works continued from 2024/2025 exercise Route Start Point End Point Fatal Serious Slight Total Route Rate as %age of RTC KSI KSI Upscaled Double KSI VRU Final RTC RTC RTC RTC National Rate Points * Weighting Rate Multiplier score A721 Newbigging Elsrickle 0 3 1 4 485.72 14.5 4.5 2185.7 Y 4371 B743 * Strathaven Council Boundary 0 5 0 5 170.42 22.5 4.5 766.9 Y 1534 A70 Rigside Hyndford 1 1 2 4 161.20 13.6 7.1 1144.6 N 1145 48
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Appendix 2 – Single Sites for Investigation Location Fatal Serious Slight Total Site Points SIMD Weight Double KSI VRU Final RTC RTC RTC RTC * Weight Total Multiplier Score A730 Mill Street at Main Street/ Burnhill Street signalised junction, Rutherglen 0 2 0 2 9 1.4 12.6 Y 25.2 A724 Main Street at/near Bridge Street, Cambuslang 0 2 1 3 10 1 10 Y 20.0 B764 Eaglesham Road at Westwood Road roundabout, East Kilbride 0 1 2 3 6.5 1 6.5 Y 13.0 49
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Appendix 3 – Casualty Reduction Other Considerations For example, Safe System: safe road use; safe roads and roadsides; safe vehicles; safe speeds; and better post-crash response Children Child Pedestrian Training – develop a resource for all primary schools Walk to School promotion – focus weeks/ events/ walk once a week scheme Road user behaviour campaign – targeted to senior pupils Expansion of Car Free School Zones (CFSZs) Engage Police Scotland regarding enforcement where necessary Pedestrians 20 mph speed limit reductions Crossing facility provision – consider greater use of zebra crossings Adult road safety educational campaign Residential area speed campaign Pedestrian distraction campaign – secondary schools/ colleges Promote safe active travel for everyday journeys - reduced car/ vehicle use Engage Police Scotland regarding enforcement where necessary to protect pedestrians Cyclists Continued Bikeability Scotland Level 1 and 2 cycle training within primary schools Provide cycle storage within key town/ village destinations Provide cycle storage within educational establishments where there is a demand Mutual respect between drivers/ cyclists campaign – social media 20 mph speed limit reductions Continued cycle network development Motorcyclists Engage with local groups/ partners to develop educational/ training opportunities 50
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Rural roads and speed - social media campaign including motorcyclists Road Users aged 70 and over Engage with seniors’ forums and partners to develop educational/ promotion opportunities Older road users campaign development 20 mph speed limit reductions Road users aged between 17 to 25 Financial incentive for further training for new drivers for example, Pass Plus Increased road safety offer to secondary schools in conjunction with partners Road user behaviour campaign – seatbelts/ drink and drugs/ speed/ distractions/ passengers Areas of Deprivation Develop campaigns helping to inform of responsible road use 20 mph speed limit reductions Prioritised for road safety interventions where appropriate 51
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OFFICIAL: POLICE AND PARTNERS Report Agenda Item Report to: Roads Safety Forum Date of Meeting: 11 March 2025 Report by: Partner Liaison Officer, Police Scotland Subject: Police Scotland – Lanarkshire Division Road Safety Update 1. Purpose of Report 1.1. The purpose of the report is to:- update the Roads Safety Forum on forthcoming campaigns discuss ongoing national and local campaigns [purpose] 2. Recommendation(s) 2.1. The Forum is asked to approve the following recommendation(s):- (1) that the information set out in this report in relation to road safety campaigns be noted; and (2) that the verbal update regarding the road safety campaigns be noted. [ 3. Background 3.1. In terms of the remit of the South Lanarkshire Roads Safety Forum, it has been agreed that Police Scotland will provide routine updates on national and local issues and campaigns relating to keeping people living and working in South Lanarkshire safer on our roads. 4. Local and National issues 4.1. In response to an increase in road accidents and deaths in the last quarter, Strategic analysis of intelligence, crime and incident data across the division identified areas which we conducted targeted speed checks and high viz patrols throughout the division. Campus Officers have focussed on education within the school settings delivering inputs on road safety and highlighting the dangers of dark clothing and the wearing of headphones in our young people. Our focus has been on engagement and education placing an onus on all road users to take responsibility for their own actions/behaviours through encouragement and signposting to the guidance within the Highway Code. Where appropriate enforcement is still considered as a disposal option for offences committed where education alone is deemed unsuitable to improve road safety. 6 53
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OFFICIAL: POLICE AND PARTNERS Annual Festive Road Safety patrols took place during November and December, with additional officers dedicated to driver engagement, education, and where appropriate enforcement. Social Media communication used highlighting campaign. Road Safety campaigns from January to March 2025 as follows:- 13 to 19 January – National Seatbelt Campaign 27 January to 9 February – Commercial Vehicles Campaign 3 to 9 March – vulnerable road users (VRU) Pedestrians and Older Drivers 17 to 23 March – National Speeding Campaign. 4.2. Synopsis of stats Road Safety South Lanarkshire April 2024 - Dec 2024 April 2023 – Dec 2023 % change Speeding 476 303 +57.1% Dangerous Driving 164 163 +0.6% Drink / Drug Driving 389 299 +30.1% Seat Belts 44 34 +29.4% Mobile Phone 101 90 +12.2% 4.3. Lanarkshire Division are committed to ensuring the road network is safe along with partners and the Road Safety Governance Board who have oversight of reviewing all road crashes and offending to provide a proportionate response to any concerns, trends or patterns identified. 5. Employee Implications 5.1. There are no employee implications. 6. Financial Implications 6.1. There are no financial implications. 7. Climate Change, Sustainability and Environmental Implications 7.1. There are no significant implications in terms of climate change, sustainability and environmental issues associated with this report. 8. Other Implications 8.1. There are no implications for risk in terms of the information contained within this report. 9. Integrated Impact Assessment and Consultation Requirements 9.1. This report does not introduce a new policy, function or strategy or recommend a change to an existing policy, function, or strategy, therefore, no impact assessment is required. 54
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OFFICIAL: POLICE AND PARTNERS 9.2. There was no requirement to undertake any consultation in terms of the information contained in this report. Lorna Hinshelwood Local Authority Liaison Officer Police Scotland 18 February 2025 Previous References Roads Safety Forum – 1 October 2024 List of Background Papers None Contact for Further Information If you would like any further information, please contact: - Lorna Hinshelwood Sergeant - Police Scotland Partner Liaison Officer South Lanarkshire Council Mobile 07341790306 E-mail Lorna.hinshelwood@scotland.pnn.police.uk 55
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Report Agenda Item Report to: Roads Safety Forum Date of Meeting: 11 March 2025 Report by: Local Authority Liaison Officer, Scottish Fire and Rescue Service (SFRS) Subject: Scottish Fire and Rescue Service (SFRS) – South Lanarkshire Area Road Safety Update 1. Purpose of Report 1.1. The purpose of the report is to:- [purpose] update the Roads Safety Forum on forthcoming campaigns discuss ongoing national and local campaigns [1purpose] 2. Recommendation(s) 2.1. The Forum is asked to approve the following recommendation(s):- [r (1) that the information set out in this report in relation to road safety campaigns be noted; and (2) that the verbal update regarding these road safety campaigns be noted. [ 3. Background 3.1. In terms of the remit of the South Lanarkshire Roads Safety Forum, it has been agreed that the Scottish Fire and Rescue Service (SFRS) will provide routine updates on national and local issues and campaigns relating to keeping people living and working in South Lanarkshire safer on our roads. 4. Local and National issues 4.1. SFRS attended a total of 33 road traffic collisions (RTC’s) in Q2 of 2024/2025. This is a decrease of 6 from 39 in the same reporting period of 2023/2024. Locality Breakdown Q2 2024/2025 Locality Number of RTC’s Number of Fatalities Number of Casualties CamGlen 5 0 2 Clydesdale 13 2 9 East Kilbride 7 0 4 Hamilton 8 0 7 Total 33 2 22 4.2. There were 22 non-fatal casualties, most commonly in Clydesdale and Hamilton Localities. We have recorded a decrease of 14 down from 36 from the same reporting period last year. 7 57
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4.3. During Q2 2024/2025 we recorded 2 fatalities from RTC’s within South Lanarkshire which is a decrease of 1 from 3 during the corresponding quarter as last year. Both fatalities were motorcyclists from separate incidents in late September. 4.4. SFRS Lanarkshire Service Delivery Area is committed to ensuring the road network is safe. Where trends are identified, a proportionate engagement plan will be created and implemented along with partners and the Road Safety Governance Board. SFRS Incident Data SFRS Incident Data Relating to RTC’s Q2 2023/2024 Q2 2024/2025 % change Total number of RTC’s 39 33 -15% Incidents with a fatality 3 2 -33% Total number of fatalities 3 2 -33% Non-fatal casualties 36 22 -39% South Lanarkshire Community Safety Activities in Q2 2024/2025 SHIELD Workshop – Restorative Justice/Community Payback session in July. 3 Biker Down Sessions to 41 motorcyclists. The main aim of Biker Down is to reduce motorcycle fatalities and casualties on the roads throughout Scotland. Another aim is to highlight how those on two wheels can be more easily identified by other road users to make it less likely that they themselves will become a casualty. Riders are given potential lifesaving skills to help them make the scene of a collision safe and protect a casualty. FireReach – New facility at Hamilton Fire Station. Includes Road Safety Input in form of Virtual Reality Headsets and RTC – Casualty Extraction. Course ran for 10 Cathkin High School pupils. More planned for later in year. Older Drivers Campaign – Hundreds of leaflets distributed across South Lanarkshire aimed at educating Older Drivers of the requirements to renew their driving license every 3 years once they’ve reached the age of 70 and self medically declare that they are be able to read a number plate from 20 metres. Drive to Arrive Road Safety Presentation to 50 S5/6 pupils at Hamilton Grammar. 2 Road Safety presentations delivered Traffic Police at Jackton College. 4.5. National Campaigns from Road Safety Scotland Keep Your Mind on the Road – 80% of road users say they have experienced distraction while on the road. 38% of those admitting their minds regularly wandered to other activities, tasks, or plans. 44% of distracted Pedestrians admit to reporting a near miss with a vehicle. Remember, it’s None for the Road – One drink can put a driver over the limit. £5000 fine, up to 6 months in prison, 12 month driving ban and a criminal record. Driving Tired Kills – Leads to High Impact Collisions. Fatigue was identified as a contributory factor in 17% of all fatal road collisions in Scotland. 58
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Seatbelts Campaign – On average 13% of those killed over last 5 years were not wearing a seatbelt. Drug Driving Campaign - Police in Scotland now carry drug testing kits and are able to carry out immediate roadside testing for any driver they suspect of drug driving. 5. Future Engagements 5.1. During Q3 Lanarkshire’s Community Action Team will continue to deliver the Road Safety message via our Virtual Reality based presentations to local High Schools, Young Drivers and third sector groups. These members of staff are now able to focus their efforts on engaging with young drivers and those identified through partnership working to deliver road safety education. 5.2. Our Youth Volunteer Scheme has 15 young people from across Lanarkshire and surrounding areas that have been carefully identified to take part in the 3-year rolling scheme. Road Safety forms an integral part of this course. 5.3. Our Fire Reach courses are in place within South Lanarkshire and young people from across the area have been carefully identified to take part in the weeks course with Road Safety forming an integral part of this course. South Lanarkshire funding will allow us to run approximately 6 courses over the financial year. 5.4. SHIELD Workshops for Community Payback will continue to be ran when referrals are made. Road Safety forms an important part of this message. 5.5. Biker Down and Road Safety presentations to High Schools are planned for Q3. Lanarkshire Community Action Team also have a 3 day Road Safety event planned for drivers from Morrisons Energy Services. 6. Employee Implications 6.1. There are no employee implications. 7. Financial Implications 7.1. There are no financial implications. 8. Climate Change, Sustainability and Environmental Implications 8.1. There are no significant implications in terms of climate change, sustainability and environmental issues associated with this report. 9. Other Implications 9.1. There are no implications for risk in terms of the information contained within this report. 10. Integrated Impact Assessment and Consultation Requirements 10.1. This report does not introduce a new policy, function or strategy or recommend a change to an existing policy, function or strategy, therefore, no impact assessment is required. 10.2. There was not requirement to undertake any consultation in terms of the information contained in this report. 59
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Paul Duncan Local Authority Liaison Officer Scottish Fire and Rescue Service 18 February 2025 Previous References Roads Safety Forum – 1 October 2024. List of Background Papers None. Contact for Further Information If you would like any further information, please contact:- Paul Duncan Watch Commander – Scottish Fire and Rescue Service Local Area Liaison Officer South Lanarkshire Mob 07867 158 574 E-mail paul.duncan@firescotland.gov.uk 60