Enforcement
Camera Deployment
Safety cameras were deployed throughout 2023/24 as the Programme sought to deliver its overarching aim of reducing the number of casualties on Scotland’s roads by encouraging improved driver behaviour and speed limit compliance on our roads.
Deployments were undertaken on an intelligence led basis, informed primarily on an evidence base of collisions and speeding. This ensured the locations of greatest risk were prioritised.
In addition, mobile camera enforcement vans were used as Short Term Deployments. Deployments of this nature were in response to emerging issues or one-off/short term events where expected changes in traffic behaviour had raised road safety concerns from stakeholders, examples from 2023/24 include 3 locations on the A90 (Toll of Birness, near Cleanhill and Kingswells; three locations on the A93 at North Deeside Road, Perth to Braemar and at the Spitall of Glenshee Hotel, with a number of others across the North East, Tayside and Highlands. Two examples of significance in the North Unit, at the A92 Carlogie Rd and A96 Alves led to higher-than-average offending rates 2.3 and 3.9 offences per hour respectively.
In the West, there were short term deployments on the A70 and A85 in the West SCU. Concerns were raised by road policing colleagues having identified locations on the A70 Coylton, near Glenhead Court, where speed had been a contributory factor in collisions.
Also in the west, two locations were identified on the A85 Taynuilt to Dalmally, near to Loch Awe Holiday Park and A85 Taynuilt to Connel, near to Fearnoch Forest following an increase in concerns from elected members and road policing, in addition to collisions.
Short-term enforcement using existing average speed cameras focused on commercial vehicles on the A9 in mid-July 2023. This intelligence-led activity was driven by concerns around excessive speed by light goods vehicles, identifying 3,123 offences between 17 and 23 July 2023. A total of 4395 offences were detected on the A9 in that period alone. This attracted considerable media attention which brought excessive speed by commercial drivers into sharp focus. It is a proactive and targeted approach that the programme is keen to maintain.
Mobile camera enforcement vans were also used as Flexible Deployments. Deployments of this nature were used in support of improved driver behaviour and speed limit compliance in high footfall areas where active travel could be encouraged by lower vehicle speeds, in locations including Balmore Road, north of Glasgow, the A994 Cairneyhill Road, Crossford, Fife, Kilmalcolm Road, Bridge of Weir. One location in particular, previously visited as a flexible deployment was the A93 at Drumoak. The North Unit responded to localised concerns and a request from Aberdeenshire Council, to revisit the location following disappointing speed survey results. These suggested that around 500 drivers were travelling at double the 30mph speed limit and one was detected travelling at 100mph, 70mph above the limit. The ability to revisit sites of this nature provides a flexible and responsive approach to emerging and localised concerns.
Camera Technology
The technology deployed included fixed speed cameras, mobile speed cameras, average speed camera (ASC) systems, and red-light cameras (including a number with dual functionality to detect speeding vehicles).
Fixed Cameras
Camera rotations at fixed camera sites took place across the Units. This prioritisation was based on where there was likely to be the most significantly impact on casualty and collision reduction and the number of cameras available in the Unit. The ratio of fixed speed cameras to fixed camera enforcement locations at the end of 2023/24 was as follows:
| Category | North | East | West |
|---|---|---|---|
| Fixed camera enforcement locations | 5 | 23 | 58 |
| Fixed speed cameras | 5 | 18 | 23 |
This technology was deployed across a range of trunk and local roads. Fixed cameras are proven to encourage improved driver behaviour and levels of speed limit compliance which has led to a reduction in the number of injury collisions when compared to the respective 3 to 5 year base period.
This is demonstrated by the fixed camera sites deployed at the A738 Stevenston Road, Kilwinning with a the A738 Stevenston Road, Kilwinning site with a baseline from 1999 to 2001 of 2 serious and 3 slight collisions. The most recent three years data shows 1 slight collision, a significant reduction. The 85th percentile speed has reduced from 46mph to 29mph in that time, also a significant reduction.
In the East, the fixed camera at Telford Road opposite Grigor Drive in Edinburgh, had a baseline from 2012 to 2014 of one serious and six slight collisions, the most recent three years data has indicated two slight collisions, down considerably since deployment.
Mobile Cameras
Similarly, mobile camera deployments across the Units were informed by casualty and collision history. In line with the Programme Handbook, deployments reflected collision and speeding profiles. During 2023/24 mobile deployments took place seven days a week. Table 2 gives the number of mobile camera locations and enforcement vans and route strategies. A Route Strategy is for those routes, or sections of routes, that have a history of personal injury collisions and speeding. Route Strategies may also encompass individual sites.
| Category | NORTH | EAST | WEST |
|---|---|---|---|
| Mobile camera enforcement locations | 201 | 27 | 31 |
| Mobile camera enforcement vans | 8 | 7 | 4 |
| Route Strategies | 18 | 10 | 2 |
This technology was deployed across a range of trunk and local roads. Mobile cameras are proven to encourage improved driver behaviour and levels of speed limit compliance which has led to a reduction in the number of injury collisions when compared to the respective 3 to 5 year base period.
This is demonstrated by the mobile camera locations at A74(M) J21 Kirkpatick Fleming, Aurs Road, Barrhead, B768 Burnhill Street, Rutherglen, A814 Cardross Road, Dumbarton, A89 Main Street, Coatbridge, Springfield Road, Glasgow and A761 Clune Brae, Port Glasgow. The Springfield Road, Glasgow site with a baseline from 2014 to 2018 of 2 serious and 14 slight collisions. The most recent five years data shows 2 serious and 4 slight collisions, a significant reduction. The 85th percentile speed has reduced from 35mph to 32mph in that time.
At the start of 2023/24 the overall number of vans servicing camera sites in each Unit was continuing to reduce as at the end of the previous financial year. Although procurement of replacement vehicles was underway, this process was burdened by difficulties in agreeing an appropriate specification which fit with all Units expectations and provided an ultra-low emission solution in line with Police Scotland fleet strategy. Remaining vans continued to decline due to age, mileage and uneconomical repairs. This remains the primary cause of a failure to meet target enforcement hours for mobile camera deployments
Looking ahead, the Programme’s Fleet Management Strategy should continue to guide vehicular investment in future years. However, additional procurement of new fleet should be based on an assessment of the new fleet of ULEV vans in procurement to ensure best practice and lessons are learned.
Permanent Average Speed Camera (ASC) systems
A range of existing permanent Average Speed Camera systems were operational in Scotland through 2023/24. Across the trunk road network these were deployed on the A77, A9, A90, and the A82/85 and on the local road network on the A7 at Old Dalkieth Rd in Edinburgh, on the A713 at Polnessan and on the A730 at Mill St in Rutherglen.
Average speed camera systems have consistently shown that they help to encourage improved driver behaviour and levels of speed limit compliance which have led to a significant reduction in the number of serious and fatal casualties at these locations when compared to the respective 3 year base period.
An average speed camera system deployed on Parkhouse Road, Glasgow since November 2021 has shown encouraging results. Prior to the cameras being installed, over the 5 year period (2014 – 2018) there had been 5 road collisions which resulted in injury, including 1 which resulted in serious injury. Since average speed cameras were deployed on the route there have been no injury collisions recorded and there has been a significant improvement in the level of speed limit compliance. Prior to deployment, 74% of drivers were exceeding the 30mph speed limit. Following the installation of the average speed system, which monitors the speed of traffic over the section of road between the junction at Whitriggs Road and Nitshill Road, the average speed of the road has reduced to 27.4mph. Speed compliance for the 85 percentile has gone from 38mph to 29mph.
Roadworks Enforcement
Temporary Average Speed Cameras at Roadworks (TASCAR) systems are considered as a way to contribute towards road worker, driver and other road user safety or improve traffic flow through carriageway restrictions. TASCAR is considered where there are high traffic volumes, and/or particular road works-specific safety risks are identified. Speed enforcement using safety cameras at roadworks falls within the remit of the Safety Camera Programme and is assessed on needs basis on the circumstances of the proposed deployment.
TASCAR was deployed again on the M8 at the second phase of bridge refurbishment work at junctions 25 and 25a from April to July 2023. During the first phase of these works, the number of offences detected reached 7,000 with speeds detected at 95mph, which added to concerns for roadworker safety during phase 2.
Although not using TASCAR specific equipment, mobile enforcement vehicles were deployed in response to concerns raised for roadworker safety on the A9 at the Cross Tay Link Roadworks. The first three visits by the mobile enforcement team resulted in a total of 340 detections. During one enforcement period of less than two hours, 99 offences were recorded and 14 motorists were recoded travelling over 60mph in a 40mph limit, with 1 motorist recorded at just short of double the speed limit at 76mph.
Red-Light Cameras
A number of red-light camera-types were deployed through the Programme in 2023/24, including those with 24/7 capability.
Table 3: Red Light Sites and Dual Red Light and Speed on Green Sites for 2023/24
| Category | NORTH | EAST | WEST |
|---|---|---|---|
| Red Light Sites | N/A | 7 | 3 |
| Dual Red Light and Speed on Green | N/A | 4 | 0 |
Site Selection
In addition to existing camera deployments, a comprehensive body of work took place across 2023/24 to ensure the Programme continued to maximise its casualty and collision reduction potential. As part of that, the annual national safety camera site selection exercise was undertaken making use of site prioritisation criteria.
This process involves the Safety Camera Unit Managers (West, East and North) working in collaboration with 32 local road authorities and Transport Scotland as the trunk road authority and Police Scotland, identified 1,878 sites based on the previous five years of collision data in Scotland. Following discussions with stakeholders, a number of speed surveys were commissioned across all 3 Unit areas together with consideration of a number of sites which were being assessed for dormancy and/or abandonment. Progress was also made on the delivery of the following sites which were identified as part of previous safety camera site prioritisation exercise. Table 4 summarises, the outcomes which were recorded for 2023/24.
| Site Status | Fixed Camera | Mobile Camera | Average Speed Camera | Red Light Camera |
|---|---|---|---|---|
| New Site | 3 | 1 | 1 | 1 |
| Dormant Site | 71 | 42 | 0 | 20 |
| Abandoned Site | 16 | 21 | 0 | 11 |
As part of the annual site selection process, a number of sites were identified as potential technology change sites, where permanent enforcement through fixed cameras was identified as likely more effective than mobile camera resources. This can happen when excessive speed is detected consistently throughout the day and potentially into night or when traffic volumes are significant to justify additional enforcement. Table 5 contains all new and technology change locations.
| Unit | Site Name | Camera Type |
|---|---|---|
| North | A941 Longmorn Road, Moray | Mobile |
| North | B9077 - Durris House, Aberdeenshire | Fixed |
| West | B762 - Barrhead Road, Glasgow | Fixed |
| West | Brediland Road, Paisley | Fixed |
| West | Nelson Street / Tradeston, Glasgow | Red Light |
| West | Atlas Road, Keppochhill Road - A803 Springburn Road, Glasgow | Red light / speed on green |
| East | A6106 Duddingston Park, Edinburgh | Red Light |
| North | A92 North Anderson Drive, Aberdeen near Mastrick Road | Fixed (changed from mobile) |
| East | A701 at Liberton Gardens, Edinburgh | Fixed (changed from mobile) |
| East | Murrayburn Road, Edinburgh | Fixed (changed from mobile) |
| West | A760 Stoneyholm Road, Kilbirnie | Fixed |
| West | South Street, Scotstoun, Glasgow | Fixed |
| West | Great Western Road, Glasgow | Average Speed Camera |
As part of site selection, a robust assessment was taken of fixed and mobile enforcement locations which had been deployed broadly in excess of ten years. These include sites where prior identification may not have been based on the current criteria which considers a baseline of 5 years, looking at collisions and speed compliance. A combination of 500 fixed and mobile sites were reviewed against recent collision and speed data and following that robust assessment, 119 sites were assessed as having had a sustained positive impact on driver behaviour for a number of years and therefore no longer a priority for enforcement. This then signals the start of a three year dormancy period where camera housings are bagged, signage remains in place but enforcement activity is paused. During this period, if any locations are identified as seeing a reversal in driving behaviours, a decision can be made to reinstate enforcement.
A further 48 sites concluded the dormancy period and proceeded to abandonment. This signals a successful period of dormancy which allows for fixed infrastructure and signage to be removed.
Dormancy and abandonment are the successful outcomes for all sites previously identified as priorities for enforcement. It indicates and allows for a period of sustained assessment to confirm that driver behaviours have improved sufficiently. That infrastructure can then be redeployed at sites emerging from future site selection exercise.
Enforcement Hours
Performance reporting against Key Performance Indicators (KPIs) for fixed, mobile and red light enforcement in each Unit is set out at Annex A. This performance is measured against targets contained in the Operational Plan submitted by the three regional safety camera units to the Programme Office along with actual performance from 2023/24.
Target national enforcement hours for fixed camera deployments totalled 393,782 hours. The actual number of enforcement hours for 2023/24 was 61% of the targeted level. This target was not met in the West (57%), in the East (64%) or in the North (70%) Units.
Reasons for failure to reach the desired level of fixed camera enforcement include delays on approval of variations to Home Office Type Approval for the new Vector SR cameras. In addition, older style cameras still rely on fixed infrastructure and lining on road surfaces which has historically been impacted as a result of normal wear and tear on mostly local roads. Delays in repairs and resurfacing can impact significantly on fixed camera enforcement capacity.
Target enforcement hours for mobile camera deployments was 22,187 hours. The actual number of enforcement hours for 2023/24 was 70% of the target. This was not achieved in any of the East (84%), North (59%) or West (65%) Units. Mobile enforcement hours continue to be detrimentally impacted by delays in procurement of replacement fleet, during this time, further fleet vehicles have become obsolete, further eroding fleet capacity. Laterally, issues with staff resource have also limited enforcement capacity.
Target enforcement hours for mobile cameras during hours of darkness was 4,540 hours. The actual number of enforcement hours for 2023/24 was 65% of the targeted level. Regional targets were not met in the East (64%) North (60%) or West (74%) Units due to the reasons outlined above.
Target enforcement hours for mobile cameras during weekends was 5,513 hours. The actual number of enforcement hours for 2023/24 was 77% of the targeted level. Regional targets were not met in the East (83%), North (67%) or West (83%) Units due primarily to the reasons outlined above.
Target enforcement hours for red light camera enforcement was 146,595. The actual number of enforcement hours for 2023/24 was 61% of the targeted level. While there are no red light cameras deployed in the North Unit, this target was not met in either of the East Unit (59%) or the West Unit (64%) due to ongoing maintenance issues also impacted by delays in procurement as detailed above.
(Intelligence-led short term enforcement generated significant public interest and challenged engrained driver behaviours. The programme should continue with intelligence led enforcement to take advantage of increased public interest.
Responding to local community and road authority concerns are also a positive and proactive means of tackling challenging excessive speed and local concerns. This responsive and flexible enforcement should continue to be encouraged and engagement with local forums to should increase to ensure a proactive route of engagement.
With the ULEV vans still delayed in production, every effort should be made to ensure these vans are delivered and operational as soon as possible. A full assessment of the replacement vehicles should inform future procurement well in advance of any further deterioration of the fleet.
Average speed cameras continue to present as a highly effective system to improve speed compliance and collision reduction and should remain an option for enforcement along stretches of road where speed compliance remains stubborn. The programme should continue to monitor the enforcement landscape to take advantage of emerging technology.
A robust site selection exercise led to a significant number of locations being identified for dormancy, of which many of these were legacy sites which do not meet current site selection criteria. Efforts should continue to ensure site reviews continue to feature in the annual site selection exercise to ensure the right technology is deployed in the right location and at the right time.
Enforcement hours has been challenged by the lack of mobile enforcement vehicles and every effort must be made to bring these vehicles into operation. Future fleet management should be informed by the challenges presented by delivery of replacement vehicles and by performance of these vehicles once operational.