Ministers to compile new strategy to cut death toll

Britons have a one in 200 chance of being killed in a road crash during their lifetime – a risk far higher than being killed in a rail or air disaster – which is why the Government will shortly consult on its new road safety strategy.

Data also reveals that of the 3,172 people killed on Britain’s roads in 2006, 930 road traffic fatalities involved someone who was at work – almost 30%. While the number of deaths on the roads in 2007 reduced to an alltime low, a breakdown of the data highlighting the number of at-work drivers involved in fatalities has yet to be published.

Percentage

But, given such a higher percentage of work-related road deaths it is little wonder that businesses and organisations are being urged to implement more initiatives to reduce the 200 deaths and serious injuries each week involving at-work drivers. Such calls are bound to be further promoted in the new document.

In addition, the number of fatal road crashes involving drivers aged 17-24 also account for around 30% of all fatalities, which is why the Government’s new driver testing and training proposals outlined in the spring focus on the two key areas of young drivers and at-work drivers (see pages 22-25).

The statistics also highlight that the risks faced by motorcyclists are greater than for any other mode of transport, while those faced by pedestrians and cyclists are also significantly higher than for car users.

The existing strategy – ‘Tomorrow’s Roads Safer for Everyone’ – was launched eight years ago and expires in 2010 and Road Safety Minister Jim Fitzpatrick has already encouraged corporates to play their role in shaping the new long-term initiative.

However, Mr Fitzpatrick has also hinted in a series of speeches that the Government will:

• Investigate reducing the existing drinkdrive limit from 80 milligrams of alcohol in the bloodstream to 50 milligrams to bring the country into line with most of Europe
• Encourage more local authorities to implement 20 mph speed limits on urban streets
• Introduce three penalty points on a driver’s licence if they or their vehicle occupants are not wearing a seat belt.

He added: “In consultation, we will be open to any new ideas that can help reduce casualties to 2015, 2020 or beyond, including developing different targets.”

The current safety strategy set targets by 2010 compared with the average for 1994-1998 of:

• A 40% reduction in the number of people killed or seriously injured in road accidents.
• A 10% reduction in the slight casualty rate, expressed as the number of people slightly injured per 100 million vehicle kilometres.
• A 50% reduction in the number of children killed or seriously injured.

Indicate

Mr Fitzpatrick said: “Our figures indicate that over the first six years of the Department’s current road safety strategy, almost 1,500 lives have been saved. But there is still much to be done, and by continuing to work together, we are making a difference and can continue to make a difference.”

This fact is underlined by Department for Transport data which reveals that the lifetime risk of dying in a rail disaster is one in 65,000 and for being killed in an air crash it is one in 7.6 million - both massively lower than the risk of death on the roads.

Figures for 2007 reveal that compared with the 1994 to 1998 baseline averages:

• The number of people killed or seriously injured was 36% below the baseline
• The slight casualty rate per 100 million vehicle kilometres was 30% below the baseline
• The number of children killed or seriously injured was 55% below the baseline.

In global terms, the UK is generally considered to have one of the safest road networks in the world. However, the total number of road deaths remains close to the number of people killed in the 9/11 terrorist atrocity in New York averaging out at around nine people killed and over 76 seriously injured every day.

Mr Fitzpatrick says promoting effective road safety always comes back to the three Es- education, enforcement and engineering. It is for that reason that educating young drivers and at-work drivers and promoting safe driving in the workplace is crucial in the UK’s road safety strategy going forward.

“People who drive for work are involved in a third of all crashes on the road; this is an area we are especially keen to see succeed,” said Mr Fitzpatrick.

Speeches

In a series of conference speeches in recent weeks, Mr Fitzpatrick has consistently highlighted the need to focus on law enforcement and specific issues contributing to fatal accidents – drink-driving, which still accounts for about the same number of deaths as in the mid 1990s; the failure to belt-up; and speeding where an average 1 mph reduction in vehicle speed can be expected to cut crash frequency by around 5%. Mr Fitzpatrick said: “Through the process of education and enforcement, drivers are becoming more aware of the dangers of inappropriate speed.

“But we could reduce crashes still further, with the help of more 20 mph zones, especially in residential neighbourhoods, and other areas where there are vulnerable road users. Our guidance to local traffic authorities encourages the adoption of 20 mph zones.”

Referring to the forthcoming consultation, Mr Fitzpatrick added: “I would urge everyone to get involved to help us shape an even more effective road safety strategy for the future. No Government can do this alone. We need the insights and energy of the lobby groups, the vigilance of the police, the local authority road safety professionals and the support of the public.”

New deal over disqualified drivers

The agreement – the first practical step of its kind in Europe – means that UK drivers disqualified for an offence in Ireland will no longer escape the punishment when they return home. Likewise, any disqualification earned by Irish drivers while in the UK will be recognised and enforced when they return to Ireland.

The agreement is the first to be drawn up under the terms of the 1998 European Convention on driving disqualifications and should see mutual recognition of disqualifications between the three administrations in place by spring 2009.

The feasibility of mutual recognition of penalty points between the UK and Ireland has also been investigated and the three administrations are now committed to working towards penalty point recognition in the future.

Meanwhile, a new cross-border draft enforcement plan adopted by the European Commission means foreign drivers will no longer be able to escape detection for motoring offences committed in the UK.

New measures are to be put in place that will enable European Union drivers to be identified and thus prosecuted for offences committed in a member state other than the one where their vehicle is registered.

Types

The Directive will cover four types of road traffic offence: speeding, drinkdriving, not wearing a seat belt and failing to stop at a red light. These four offences are involved in almost 75% of all road deaths and are the leading causes of accidents.

Currently, a driver committing an offence under the Highway Code in a car registered in another country of the EU evades prosecution, with very few exceptions, because of the difficulty of identifying them or of being able to check the address to which the vehicle is registered. A European network for the electronic exchange of data will make it possible to send notices of offences to other countries. Although this will require member states to set up appropriate administrative instruments, it will result in a simpler procedure than today’s manual approach, says the EC.

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