3. Safe System – Key Statistical Findings

Key statistical findings from the analysis are presented below and have been aligned to the Safe System Pillars.

Safe Road Use – Key Findings:

• Between 2015 and 2020, there were 903 fatal collisions resulting in 963 fatalities.
• 48% of fatalities were car occupants (n=460).
• 45% of fatalities were Vulnerable Road Users (VRUs). 227 were pedestrians, 161 motorcyclists and 44 pedal cyclists. Motorcyclist and pedal cyclist fatalities were over-represented when compared with their levels of road use.

3.1 Gender:

Males were killed at a significantly higher rate than females. 673 (70%) males were fatally injured compared with 290 females (30%).

Notable differences were highlighted between the sexes. Males were more likely to be killed as drivers/riders (n=461 of 574) and pedestrians (n=146 of 227), however more females were killed as passengers (n=96 of 162).

67% (n=799 of 1,190) of all male drivers/riders involved in fatal collisions were found to be at fault compared with 57% (n=175 of 305) females. They were also more likely than females to exhibit dangerous driving behaviours including speeding, aggressive driving and impairment by alcohol and/or drugs.

3.2 Pandemic:

The number of fatal collisions remained relatively steady from 2015-2019 with a notable decrease in 2020. This can largely be accounted for due to the Covid-19 pandemic which placed travel restrictions on the majority of the population.

3.3 Vehicle Occupants:

Of the 736 fatalities of vehicle occupants, 38% (n=278) were within a vehicle which left the carriageway and hit an object. The most common objects were trees (n=82) and wall or fence (n=75).

3.4 Location:

71% (n=642) of all collisions occurred in a rural environment.

The highest number of collisions occurred in the west of Scotland (38%, n=344)

The Local Authority Area with the highest number of collisions was Highland (11%, n=99) followed by Aberdeenshire (7%, n=64).

3.5 Collison Types:

The most common collision types were ‘Cornering (left hand or right hand bend)’ and ‘Loss of control or off road (straight road)’ accounting for 401 collisions (44%).

‘Pedestrian – crossing road’ was the third most common collision type (15%, n=132).

3.6 Time and Day of the Week:

The most frequent time for fatal collision occurrence was 4pm to 5pm. Thursday and Friday from 4pm to 5pm and Saturday from 11am to 12pm were the days and times when most fatal collisions occurred.

Collisions resulting in car occupant fatalities occurred across all days of the week with the most frequent days being Saturday (n=84) and Sunday (n=75).

The majority (92%, n=12 of 13) of Heavy Goods Vehicles (HGV) occupant fatal collisions occurred on a weekday.

3.7 Age:

Drivers/riders aged 46-55 (n=303, 20%) and 26-35 (n=286, 19%) were most frequently involved in fatal collisions.

3.8 Contributory Factors (CFs) – People:

Almost all collisions (901 of 903) featured contributory factors relating to people. 75% (n=680) collisions featured only contributory factors relating to people, highlighting the significant role of human error and behaviour.

The five most prevalent ‘People’ contributory factors – ‘Careless, reckless or in a hurry’; ‘Failed to look properly’; ‘Loss of control’; ‘Poor turn or manoeuvre’ and ‘Failed to judge others path/speed’ – accounted for almost half of all ‘People’ factors. Distraction and speed related contributory factors were also common.

3.9 Seatbelt:

21% of fatalities in vehicles, where seatbelt use is required or recommended were not wearing a seatbelt (n=107 of 520). This was more common in younger age groups.

3.10 Alcohol or Drugs:

Impairment by alcohol or drugs was a factor in 14% (n=127) of collisions. Of these, 45 involved alcohol, 48 involved drugs and 34 involved both. Of the 79 drivers found to have been ‘Impaired by alcohol’, criminal history was available for 17 of them. There was evidence of previous convictions for drink-driving.^[1]

Drivers from more socially deprived areas were twice as likely to have been impaired by alcohol and/or drugs as drivers from less deprived areas (n=64 in the most deprived areas, versus 31 in the least deprived areas). They were also more likely to display risky behaviours including not wearing a seatbelt and driving at excessive speed.

3.11 Fatigue and Illness:

Fatigue and illness or disability were more common amongst drivers with home postcodes in the least deprived areas.

Safe Vehicles – Key Findings:

Vehicle’ contributory factors related to both poor vehicle maintenance such as ‘Illegal tyres’ and vehicle design issues including ‘Vehicle blind spot’. 98% (n=873 of 903) of collisions had countermeasures relating to ‘Vehicle’ highlighting the significant role vehicle safety, design and maintenance has to play in fatality reduction.^[2]

3.12 Tyres:

‘Illegal tyres’ was the most common ‘Vehicle’ contributory factor (n=33 of 100) particularly in spring and summer (61%, n=20 of 33).

3.13 Blind Spot:

‘Vehicle blind spot’ was relevant to larger vehicles, primarily Heavy Goods Vehicles. All collisions involving an HGV blind spot resulted in a pedestrian or pedal cyclist fatality.

Nearly half (46%, n=6) of fatal collisions where an HGV blind spot was a recognised CF were in Aberdeen City and City of Edinburgh. Pedestrians and HGVs are likely to be in closer proximity in such built up, urban areas.

3.14 Technology:

Enhanced vehicular technology safety systems including AEBS and distraction monitoring were identified as potentially being highly effective in reducing pedal cyclist and pedestrian fatalities.

Other vehicle technology, such as Alco-lock devices, may also be advantageous.

3.15 Gender:

Females were more likely to die as a result of injuries to their lower body than males. This is largely attributable to vehicle design and safety testing which has historically been based on the ‘average male’.

Safe Speeds – Key Findings:

There were 322 collisions where exceeding the speed limit or travelling too fast for conditions were identified as contributing factors.

3.16 Type of Road:

86% of these (n=277), took place on single carriageway roads.

Almost two thirds (64%, n=205) of collisions occurred on roads with a 60 mph speed limit.

A reduction in the speed limit was proposed most frequently on the A82 and the A9, where clusters of collisions in close proximity were identified.

The roads most frequently identified for addition of speed cameras were the A9, A82, A92 and A93.

3.17 Month:

The most commonly recorded month was July accounting for 38 (12%) collisions involving excessive speed.

3.18 Young Drivers:

Factors pertaining to speed are noted to be prevalent amongst younger driver.

32% (n=68 of 212) of those assigned ‘Exceeding speed limit’ were aged 16-25. Of these 65 were male.

29% (n=62 of 212) of those ‘Travelling too fast for conditions’ were aged 16-25. Of these 51 were male.

Safe Roads and Roadsides – Key Findings:

66% (n=600 of 903) of fatal collisions occurred on A class roads. Fatal collisions that occurred on Motorways accounted for 4% (n=37).

3.19 Type of Road:

While A class roads account for both the highest proportions of road traffic volume and fatal collision occurrence, there is a stark difference in the levels between the two. Less than half of all vehicle kilometres travelled were on A class roads, but more than half of the fatal collisions occurred on these roads.

Several small clusters of collisions were identified, occurring on various stretches of the A82, the A915 and the A985.

The majority (57%, n=542 of 963) of fatalities occurred on 60 mph roads. 30 mph roads accounted for 20% (n=197).

3.20 Contributory Factors:

‘Road’ contributory factors included issues with road layout including restricted views and inadequate road markings. 45% (n=88 of 197) of ‘Road’ factors were assigned to collisions that occurred in the North of Scotland, largely attributable to the topography of many roads in this area.

3.21 Location:

Highland local authority area saw the most fatal collisions overall across these collision types. 19% (n=30 of 157) of all ‘Cornering – left hand bend’ collisions occurred in Highland. Again, this is attributable to the topography of many of the roads within this local authority and the large geographical area it covers.

3.22 Vulnerable Road Users:

84 Vulnerable Road User fatalities were identified where the addition of barrier may have been an effective countermeasure.

3.23 Pedal Cyclists:

In 36% (n=16 of 44) of collisions that resulted in a pedal cyclist fatality, addition of a cycle lane was identified as a suitable countermeasure. These cycle lanes are likely to be most effective on roads with higher posted speed limits.

Pedal cyclists were most frequently killed on 60mph roads (45%, n=20 of 44) where they share roads with other faster moving vehicles, followed by 30mph roads where 32% (n=14) of cyclists were fatally injured.

3.24 Foreign Drivers:

29% (n=6 of 21) of collisions involving a tourist driver who was inexperienced with driving on the left occurred on the A82. 19% (n=4) of these occurred on an approximately 40 mile stretch of the road between Arden, Alexandria and Bridge of Orchy.

3.25 Pedestrians:

Collisions resulting in a pedestrian fatality occurred more frequently at lower speeds with 53% (n=120 of 227) occurring on 30mph roads and 7% (n=17) on 20mph roads. A further 20% (n=45) occurred on roads with 60mph.