Peter W Jones MInstP
The opinions expressed in these blogs are mine and these are not necessarily the same as those of the Institute of Physics.
EDIT 7.02.12
THE CLERK OF THE HOUSE OF COMMONS SELECT COMMITTEE ON TRANSPORT INFORMED ME BY E MAIL A FEW DAYS AGO THAT MP’S ON THE COMMITTEE HAD VOTED IN FAVOUR OF INCLUDING MY COMMENTS CONCERNING POLICE RTAI’S QUALIFICATIONS IN PARAGRAPH (Aii) BELOW IN ITEMS TO BE PUBLISHED IN HANSARD ON LINE OR SIMILAR HOC PUBLICATIONS.
My first publication in Hansard was in 2006. This can still be found by inserting “Caravan and HGV Trailer Snaking Accidents” in to Google. The HoC item will be about number 4 on the first page of results which are all my blogs or about other items I have written.
EDIT 2/1/12
THIS HAS BECOME A VERY LONG BLOG AND I MUST NOW HEADLINE THE MOST SIGNIFICANT QUOTATION. IT WAS FROM THE 2009 REPORT OF THE HOUSE OF COMMONS SELECT COMMITTEE ON TRANSPORT AND WILL BE FOUND BELOW IN SECTION “B” UNDER “FURTHER EVIDENCE.”
“IT IS ANOMALOUS THAT THE VAST MAJORITY OF WORK -RELATED DEATHS ARE NOT EXAMINED BY THE HEALTH AND SAFETY EXECUTIVE, PURELY BECAUSE THEY OCCUR ON THE ROADS.”
Edit 17/02/12
The police have a virtual monopoly when it comes to the investigation of road traffic accidents, and it can be seen from my Twitter site that I have been pressing for a revision of their training since November 5th 2009. WordPress seems to have a problem with copying tweets so readers will have to put “Peter Jones MInstP on Twitter” in to google to read my tweets.
LIST OF CONTENTS
(Ai) INTRODUCTION
(Aii) POLICE ROAD TRAFFIC ACCIDENT INVESTIGATORS’ QUALIFICATIONS
(Aiii) WEST MIDLANDS POLICE AUTHORITY
(AiV) LCGLI
(Bi) CLLR CORNISH’S E MAIL FROM THE WEST MIDLANDS POLICE
(Bii) FURTHER EVIDENCE
(Biii) RAC Foundation
(Biv) DfT Statistics
(Bv) The Selby Rail Disaster
(C) FALLING TREES AND HGV’S
(D) E MAILS FROM THE WEST MIDLANDS POLICE AND DEVON & CORNWALL POLICE
(E) SYLLABUS FOR THE POLICE C&G CERTIFICATE IN
FORENSIC COLLISION INVESTIGATION
(Ai) INTRODUCTION
A few impressions of a meeting of the West Midlands Police Authority called to
complete their investigation of the recent Birmingham Riots
27/10/11
I attended the above meeting as an observer to find out who controlled the WMPA. I was under the impression that Police Authorities in their present form originated after WW2 with one of the main aims being to ensure that if a “Hitler” was democratically elected in the UK he/she would find it very difficult to control the police as so many independent authorities were created. It was arranged that democratically elected councillors would always be in a majority on the police authorities.
I found that what Parliament had put into law was being enacted in Birmingham.
There were around 100 members of the public present as observers.
The Chief Constable took a considerable length of time to deliver his report.
The Authority members then made their comments after the Chair had made his.
Although the observers were not permitted to speak several sitting close to myself shouted out that they could not hear the speakers. ( I could hear the CC, but not all the members). The CC was supplied with water, but what was clearly needed were microphones, amplifiers and loud speakers.
I can only comment on what I could hear; and not all authority members’ names were clearly visible to the public.
A member alleged that a Birmingham MP had claimed that many police had been seen standing by taking no action whilst rioters were doing a great deal of looting and damage. The CC replied that every attempt had been made to set up a meeting with this MP but it had not proved possible to do this. I think it was the same authority member who suggested that the CC could have attended the MP’s normal surgery, but laughter indicated that this was not meant to be taken seriously.
I thought I had heard most of the CC’s report but I did not hear him say that Police were instructed not to intervene in a riot unless they were present in sufficient numbers and equipped with riot gear. This may have been said at the previous meeting.
Cllr Yvonne Mosquito of Birmingham was particularly critical as she thought this issue was being “personalised.”
The above is typical of what took about an hour to consider. The Chair then presented the authority members with resolutions calling for the chair and the CC to stand down. Cllr Bob Jones of Wolverhampton made a speech in support of the chair and the latter spoke strongly in favour of the CC. ( the chair, Cllr Jones and Cllr Mosquito were seated fairly close to myself).The authority members unanimously rejected the resolutions without further debate. Clearly the members felt that certain things needed improving, but overall they had confidence in the CC and the chair, but they could have caused both to resign indicating the power held by the police authority.
A considerable time was then spent discussing claims for damages from various people who suffered during the riots. This matter is still being processed.
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PWJ
I hope that the WMPA will study the evidence I have sent them (see much further on in this blog) showing that a number of influential bodies consider that UK road traffic accident investigation is very inadequate. I hope the WMPA will agree that WMP must follow the Air, Rail and Marine Industries and publish all their road traffic accident reports, preferably on the internet.
Peter W Jones MInstP
(Aii)
POLICE ROAD TRAFFIC ACCIDENT INVESTIGATORS’ QUALIFICATIONS
Page 1
INADEQUATE POLICE QUALIFICATIONS ARE CONTRIBUTING TO A FAILURE TO INVESTIGATE ALL THE CAUSES OF ROAD TRAFFIC ACCIDENTS, PARTICULARLY THOSE TO HGV’S
Peter W Jones
The West Midlands Police Authority have informed me under “the Freedom of Information Act” that it would be “against the public interest” to let me have a sample of Police Road Traffic Accident Investigators’ (RTAI’s) reports on accidents involving trailers (HGV, Caravans and small trailers).
Similarly (under the foi act) Devon and Cornwall Police have told me that it is the established custom to keep the above reports confidential to families involved and the insurance companies.
I am sure that many people are aware of the fact that Air, Marine and Rail accident reports are already available for scrutiny on the internet.
The police accident investigators are seriously under qualified for the job they are being asked to do. Hence the real reason, in my opinion, for ACPO trying to keep accident reports confidential.
The West Midlands Police confirmed to me that they did not employ any suitable person of Chartered Engineer (CEng) status or higher to advise the RTAI’s and are therefore ignoring an “Aim” laid down in the syllabus for the Police City and Guilds (C&G) certificate in Forensic Collision Investigation ( Ref 1) that RTAI’s should be able to recognise the limits of their expertise and know how to seek appropriate help.
I also know this from personal experience as for about 2.5 years starting from 2003 I was an Associate of the Institute of Traffic Accident Investigators (ITAI). (Ref 2) .I was invited to join by members who were concerned about their lack of knowledge in some areas. This would not have happened if the Police had a system for ensuring that the RTAI’s received adequate support. (The ITAI membership is almost 95% police or retired police officers).
An important aspect of this matter was first drawn to my attention in 2009 when Professor Stephen Glaister of Imperial College, London University held a press conference which highlighted ( amongst other items) the Professors’ opinion that the Police normally only investigated the causes of accidents that were attributable to law breaking. In his retirement the professor is now the Director of the charity RAC Foundation and you will see on their web site an extensive analysis of many aspects of road traffic accidents.
In particular I must draw attention to the fact that the professor’s associates at RAC Foundation have shown by Mathematical/Statistical analysis of Police, Hospital and Insurance company records that there is an under reporting by the DfT of serious injuries/fatalities on our roads by a factor of around times three.
Most University Academics devise their of own schemes of work but Leicester Simon de Montford University have had a specially designed syllabus presented
Page 2
to them by the C&G. (Only Police employees can take the relevant C&G exams.)
This is in C&G scheme handbook 3920 on Forensic Collision Investigation and is version 4.0 2007 – 2012.
The item I have already referred to above is under “Aims,” para 2 h and i
Under “Objective 003” we have that the candidates should understand “Conservation of Momentum,” but nothing is stated about applying this to trailers.
As Momentum = mass X velocity RTAI’s should understand that the momentum of a trailer with no brakes (legal in certain circumstances if it weighs no more then 0.75 tonnes) will be much greater at 60mph than 30mph so that in the former case it is highly probable that the trailer will jack knife or rise up and crash into the back of the tow car if heavy braking at 60mph becomes necessary. However, all unbraked trailer towers know that sharp braking at up to about 35mph is usually quite safe. These trailers ( and all caravans and trailers with “over run “ brakes) should have electric brakes which have been available in the USA and elsewhere for over 30 years. The 3920 C&G course also needs to include outline details of the various types of brakes available for use (Electric, Electronic, Hydraulic, Pneumatic and “over run“ operated as with caravans .) Currently Police with only C&G 3920 qualifications will be unable to comment on these matters in their accident reports; this explains why unbraked trailers and “over run” braked trailers are still legal when towed at up to 60mph. “Over run” brakes are only safe to use when the trailer is dead in line with the tow car and not oscillating. When a trailer oscillates a centrifugal force is generated which stops the trailer catching up with the tow car so that the trailer brakes are not applied. If the tow car brakes are operated when the trailer is not in line with the tow car the latter is likely to be destabilised; the greater the weight of the trailer the greater is the probability that the tow car will be caused to spin round and the whole outfit will jack knife. This is even more likely to happen if the trailer weight exceeds that of the towing vehicle.
However, due to an extra paragraph being inserted ( as a result of caravan industry lobbying?) in to the DfT/EU caravan/small trailer brake regulations electric brakes are effectively illegal on UK/EU roads, but the Air Bus 380 jumbo jet is not subject to this legislation so one of its braking systems is electric. (Ref 4)
In about 2002 a group of ITAI members tested a trailer with no brakes and found that with sharp braking at 40mph the trailer jack knifed every time. This was recorded in their Journal but they referred to the matter as “the unbraked trailer syndrome” clearly confirming that they were not aware of the fact that the behaviour can be explained by Newton’s Laws of Motion. All trailers need brakes as much as all car occupants need seat belts ( unless unbraked trailers travel at no more than approximately 35mph.)
Under C&G course 3920 we also have “Objective 005; non skidding wheels.” In section (a) there is a reference to “a vehicle.” A HGV towing a trailer is two vehicles and separate consideration needs to be given to the behaviour of the trailer and I can see
Page 3
nothing to show that the syllabus expects trailers to be considered. This explains the reason for further gaps in police knowledge and accounts in my view at least in part for the large number of HGV accidents as we learn virtually nothing from most of these accidents. The recent accident on the M5 near Taunton is an exception; although at least 4 jack knifed Articulated lorries were involved the police will not increase knowledge about the behaviour of the HGV’s because the heat of the fire will most probably have destroyed any evidence of skid marks.
I think that normally after a HGV trailer jack knifing accident ( assuming that no strong winds had affected the HGV behaviour) the skid marks should show that the tractor’s brakes have come into operation marginally before those of the trailer. With sensitive electronic control of the brakes it should be possible to ensure that the trailer braking is marginally ahead of that of the tractor, thus eliminating, in my opinion, most jack knifing accidents caused by the brakes.
Police C&G cert Section 002 Objective 001. Identify tyre marks.
Again no mention is made of trailers.
Further on under “Plan drawing” item “c’ calls for visibility to be measured, but no item listed involves measuring wind speed which is a critical factor in the stability of all high aspect vehicles, particularly trailers.
The most serious omission from the syllabus is any mention of Aerodynamics. ( Ref 3) If police had an elementary knowledge of the basics much could be learned from most high aspect vehicle accidents. I know that considerable numbers of police tow caravans as a leisure activity and I regularly read in the Caravan Clubs’ magazines about Police who give advice to club members. It is therefore inconceivable that the Police at accident investigator/traffic police level did not know about the Bath University Aerodynamic/Dynamic research on caravans published from 1994 onwards and widely publicised by the Caravan Club. (However, the club’s first major report in 1999 showed a half page picture of the researcher, gave details of his private interests, but wrote not a single word about his scientific results.)
With such a considerable number of police being involved with caravans and trailers ACPO should have known about the Bath research and advised Police Authorities that
a suitably qualified person of at least CEng status was needed to advise RTAI’s of the implications of the Bath results.
Devon and Cornwall Police confirmed that their RTAI’s were also aiming at obtaining the Police C&G Certificate and some had obtained a Licentiate C&G qualification. However, no information is available concerning the content of the Licentiate or C&G Degree level qualifications being obtained by police RTAI’s . I hope that in future the courts will ask for clarification when Police “Expert witnesses” quote the latter two qualifications when they are giving evidence.
Page 4
The C&G have not shown a grade/level for the Police Certificate in Forensic Collision Investigation. On the basis of my considerable experience I would only allocate a grade (based on the police exam counting as two/three subjects) above level one (equivalent to GCSE grades D & E) to police candidates who scored high marks in the exams. Level 2 for C&G is equivalent to GCSE grades A to C. ( NB I have not accidentally missed out the A star grade). It is also significant that neither WM or D&C Police mention the qualifications awarded by the ITAI. I assume that these qualifications are no longer recognised by ACPO and I hope the courts will also take note of this.
I should also draw attention to the fact that ACPO seem to be making decisions which by Act of Parliament are the prerogative of Police Authorities.
The police must publish their accident reports so that they are open to scrutiny as are their counterparts in the air marine and rail industries. RAC Foundation should then eventually be able to establish the true cost to the UK economy of accidents caused by HGV’s.
References above are to my blogs;
Ref 1
www.westmidlandspoliceauthority.wordpress.com
ref 2
www.improvingroadsafety.wordpress.com
ref 3
www.aerodynamicsoftrailers.wordpress.com
ref 4
www.schoolminibusaccidents.wordpress.com
My first blogs included
www.20six.co.uk/roadtrafficaccidents and
www.caravanaccidents2.wordpress.com
17/02/12
(Aiii) West Midlands Police Authority
Below is a copy of the letter a councillor received from the West Midlands Police Authority. Following this is a copy of the reply I sent to WMPA.
PS. I now find that the WMPA must have rendered the letter from them impossible to copy. Only my reply is shown below
PWJ
This approach to the WMPA was not made by myself. Hence the reason for some of the misunderstandings in the reply.
The request was made on my behalf by Cllr Mike Leddy (Birmingham Brandwood Ward); I reside in this ward. Cllr Leddy is also currently Chief Whip for the opposition party on Birmingham City Council. Cllr Leddy is a Councillor and can not be expected to know all the technical details of complicated enquiries, although he can see clearly that a serious flaw in public procedures needs rectifying.
The important part of the reply from WMPA is that they and WM Police still maintain their opposition to the release for public scrutiny of a sample of Police Road Traffic Accident Investigators’ reports on caravans and trailers (including HGV trailers).
However, Devon and Cornwall Police have produced two different reasons for a similar refusal to divulge information.
Reason number one given some months ago was to the effect that it was the established custom to keep information on road traffic accident reports confidential to the Drivers or next of kin of same, plus the insurance companies involved
Reason number two given recently was that my request would have cost more money to comply with than they were allowed to spend on one request. However, my original request was for a sample of Police Accident reports and the Information Office Administrator who replied to my request had suggested that as this would have involved her in “Cherry picking” the items selected I should choose all the relevant accidents for a specific period. I chose 2011. The same Administrator had also pointed out that they would have to edit all the reports to remove sensitive information concerning individuals involved. I had replied to this by pointing out that my professional conduct was now overseen by the Institute of Physics and between 1952 and 1993 had been over seen by the Department for Education of HM Government. As I had a clean record over such a long period it was unreasonable to think that I would act unprofessionally and divulge this information. The reports did not therefore need to be edited. I think therefore that the cost of e mailing the relevant documents to myself has been grossly over estimated and a refusal to divulge the information on cost grounds was flawed.
I had made my original requests some time ago and had complained to the Information Commissioner’s Office (ICO). I recently had a long telephone consultation with the ICO and we eventually agreed that I should repeat my requests to West Midlands and Devon & Cornwall Police.
I now feel that such extended prevarication should not be allowed to prevent the publishing of information by public bodies and I am reporting this to the HoC Select Committee on Transport. When an act of parliament seems to be made null and void by some obstructive process Ministers can issue “orders in council” ( or some thing similar) to prevent this happening.
Peter W Jones MInstP
It should be noted that the above contains my opinions and these may not necessarily be the same as those of the Institute of Physics on this subject.
EDIT JANUARY 2012
(Aiv) LICENTIATE OF THE CITY AND GUILDS OF LONDON INSTITUTE
The details on the C&G website seem to be “copy protected” so I must resort to typing in what I consider to be the most important paragraph.
“2. ROUTE TO THE AWARD
Students interested in gaining the award must:
(a) either have successfully completed at least six terms, or four semesters ( or their equivalent) of a full-time undergraduate degree course at a recognised European university or an equivalent course
(e.g. Higher National Diploma)
Or, can demonstrate learning equivalent to university levels 1 and 2.”
As far as the profession of investigating road traffic accidents is concerned I can see no evidence that the above award includes a requirement of students to advance their knowledge of Engineering beyond that of the C&G Certificate in Forensic Collision Investigation.
It is therefore vital that the police should publish the reports of their traffic accident investigators on the internet.
If www.itai.org is viewed a link is shown to “Practitioners.”
This reveals that one member has quite outstanding relevant qualifications and a few others are also well qualified, but it is not quite clear whether these people are previous or current police officers.
Further more it is not revealed who are the Senior members of itai.org and who regulates this institute.
I have now recorded the highest qualification obtained by each of the 63 members of the Institute of Traffic Accident Investigators listed as “Practitioners” on their web site, but I doubt if current RTAI’s working for the police will be on this list.
CEng (2); MA (2); MSc (1); MITAI (37); LCGI (10); BSc (8); BEng (3);
Normally the current academic requirement to be considered for election by a professional body recognised by the Engineering Council to CEng is an MEng, but sufficient ”Endorsement subjects” on HNC/D’s may also be acceptable.
MITAI are the legally acceptable designatory initials that a member of ITAI can put after his/her name. However, I can find no information on the internet about a syllabus that must be used for the exams leading to MITAI; I suspect that it is very similar to the syllabus for the Police C&G certificate that I have published below.
(Bi) CLLR CORNISH’S E MAIL FROM THE WEST MIDLANDS POLICE
Edit October 2011
The e mail shown below from a Chief Inspector of the West Midlands Police ( sent initially to a councillor who is a member of the West Midlands Police Authority) was eventually officially published in the minutes of the Birmingham City Council Selly Oak Constituency Committee in July 2011.
It has been just over three years since I originally reported to the BCC Brandwood Ward Committee that Professor Stephen Glaister of Imperial College , London University ( and also Director of the Charity RAC Foundation) had said at a press conference that the Police normally only considered law breaking when investigating Road Traffic Accidents.
The Professor’s claim has been fully confirmed by a replies I had under the Freedom of Information Act from the West Midlands Police. It can be seen below that the West Midlands Police have conceeded that they do not employ anyone of Chartered Engineer status or higher to advise Police Accident Investigators. Therefore, even when appropriate evidence is collected at the scene of accidents police may not pass it to the courts as they may not appreciate its significance.
(see www.improvingroadsafety.wordpress.com and scroll down to “Mainly Concerning ITAI.)
When I was an associate of the Institute of Traffic Accident Investigators (approx 2003 to 2006) the vast majority of the members and associates were either current or retired police offcers. No academic requirements were stipulated for entry to the training grade.
In my view this regrettable state of affairs has arisen because ACPO have a policy of nearly all entrants to the Police being selected mainly on the basis of their suitability as ordinary police Constables with almost no account being taken of the needs of Specialised Policing which in some cases needs very good specialised qualifications.
E MAIL FROM THE WEST MIDLANDS POLICE
Peter W Jones MInstP
E mail from Cllr Dawkins
Dear Mr Jones,
Many months ago you did request the issue regarding accident investigation be put to our member of the Police Authority. This is something I did by asking Cllr Malcolm Cornish to seek a response from the police.
Below is the response that Cllr Cornish has received from the police.
I hope this is of some use to you. DO come back to me if I can help further.
Kind regards,
Nigel
This email has been sent by
Councillor Nigel Dawkins,
Selly Oak Constituency Chairman, elected councillor for Bournville, Cotteridge and Stirchley
Subject: FW: Information request from Police Authority Member
My first observation is that the document titled Transport Safety: Is the Law an Ass? is an academic study dated 5th May 2009 and is reflective largely of public/passenger transport across a range of media including rail, air, sea and road. It is also non West Midlands specific and very much reflects the national picture.
Those commenting on the road fatalities mentioned in the document appear eager to understand how the police investigation into road deaths contributes towards preventing similar future fatalities, if at all. There seems to be a misapprehension that the police investigation into road death focuses entirely upon a criminal justice outcome. I hope to be able to provide some clarity around this notion.
The response that follows is very much based on activity, analysis and data relating to the West Midlands force/local authority areas.
I would firstly like to stress that since the report was published in May 2009 West Midlands Police has undergone a major force reorganisation under Programme Paragon. In doing so it created a dedicated Collision Investigation Unit (1 Inspector, 5 Sergeants and 32 Constables) whose sole remit is the investigation of fatal and collisions involving life changing injuries across the West Midlands road network. Specifically, they are charged with the responsibility under the Road Death Investigation Manual and the instruction of HM Coroners to establish
(where possible) the cause of a collision. This involves all contributory factors ranging from mechanical defect to inappropriate road infrastructure. Admittedly the main causation factor is very often human driving error. A by product of the investigation can sometimes be the criminal prosecution of one or more involved in the collision. The most important factor is that the outcome of the investigation is presented to HM Coroner, in which the contributory factors are highlighted. The Coroner having considered the evidence then has the jurisdiction to make recommendations to relevant agencies with a view to each agency considering implementing appropriate
interventions/improvements. Consequently I defend WMP’s position in terms of making a valuable contribution to sharing its findings with a view to preventing further future fatalities.
Statistically at the end of November 2010 West Midlands Police was achieving a 17.5% year to date reduction in collisions resulting in death or serious injury. This is against a baseline target of 1079 recorded incidents the force is currently at 890 incidents for 2010-11. The overriding target is to reduce the number of fatal and serious RTC’s recorded during the most recent 12 months compared to 1-4-2007 to 31-3-2008.
Further analytical data demonstrates the following:
Between Jan-Oct 2010 there has been 23 adult fatalities and 1 Child Fatality (Under 16) in West Midlands
Between Jan-Oct 2009 there were 26 adult and 4 child fatalities in West Midlands
Between Jan-Oct 2008 there were 24 adult and 2 child fatalities in West Midlands
These statistics tend to suggest that road deaths across the West Midlands continue to reduce year on year.
The reductions have been achieved as a result of consistent partnership working across all seven West Midlands local authorities involving Police, Fire, Health, Local Authorities, Education, RoSPA and Trading Standards under the auspice of the seven Road Safety Partnerships. The work we do in partnership very much balances enforcement and education. The focus of the activity is centred around the main causation of collisions resulting in death or serious injury (speed, unlawful use of mobile phones at the wheel, overcrowding passengers, not wearing seatbelts, no insurance, drink/drug driving, inappropriate use of child car restraints to name a few).
My final point is this – In the context
My final point is this – In the context of the report by Dr Elliott, WMP’s investigation into road death almost exclusively involves private vehicles opposed to public transport. The report tends to focus upon the latter and is makes it clear it doesn’t reflect the former. Whilst there are incidents involving fatalities where a bus has collided with a pedestrian for example, I’m struggling to recall and incident in recent years in WMP relating to a collision involving public transport on the scale of those outlined in the report. Therefore its quite difficult to provide a direct response in relation to WMP’s performance in this area of business, although I have absolute confidence that should such an incident occur, we have both the capacity and capability to deal with such incidents, and more importantly we would share the findings of our investigation into such an incident exactly as I’ve outlined.
On this basis I’m more than satisfied that WMP in partnership with statutory and non statutory partner organisations has made some significant developments over a sustained period of time to reduce road deaths and in doing so makes full use of the information gleaned from scene/incident investigations to inform that activity.
Regards,
**********
Chief Inspector
______________________________________________________–
PWJ
I have deleted the Chief Inspector’s name address and
Job Title
_______________________________________________________
Comments on the above by PWJ
(1) QUOTE
My first observation is that the document titled Transport Safety: Is the Law an Ass? is an academic study dated 5th May 2009 and is ………
(1) REPLY
I did not mention Dr Elliot and his above mentioned academic study when I spoke at the
BCC Selly Oak Constituency Meeting.
Before this meeting I had sent Cllr Dawkins a letter in which I did list Dr Elliots’ study.
I regret that on checking my records I see that I failed to mention Professor Stephen Glaister who is the Director of RAC Foundation. I apologise for this error particularly as it has caused the Chief Inspector some extra trouble.
(2) QUOTE
Statistically at the end of November 2010 West Midlands Police was achieving a 17.5% year to date reduction in collisions resulting in death or serious injury. This is against a baseline target of 1079 recorded incidents the force is currently at 890 incidents for 2010-11. The overriding target is to reduce the number of fatal and serious RTC’s recorded during the most recent 12 months compared to 1-4-2007 to 31-3-2008.
(2) REPLY
The targets mentioned must be similar to those set for general policing activities. If the police are effective in catching and bringing to justice more criminals the latter will be deterred and crime rates will fall.
The above targets for road accident investigation must only be those relating to crime. The police will not therefore be investigating all the other causes of road accidents.
( Bii) Further evidence.
2009
www.parliament.uk
Select Committee on Transport Eleventh Report
Conclusions and recommendations
21. It is anomalous that the vast majority of work-related deaths are not examined by the Health and Safety Executive, purely because they occur on the roads. The Government should review the role of the Health and Safety Executive with regard to road safety to ensure that it fulfils its unique role in the strategy beyond 2010. (Paragraph 110)
2009
Transport Research Laboratory
Extract from Evidence sent to the Select Committee on Transport.
27. Specialist accident investigation branches exist for air, rail and maritime accidents but there is no
equivalent for road accidents. Where Police Collision Investigators do investigate serious and fatal road accidents their reports are not collated and little use is made of them beyond the case being investigated,
There could be much benefit in establishing a formal link between serious/fatal crash investigation and safety research by standardising certain aspects of investigations and encouraging recommendations from these specialists. Establishing this link would increase the value of police investigations by providing high quality accident data for safety research and thereby helping to reduce casualties.
The RAC Foundation said that future road deaths might be prevented by setting up a road accident investigation branch.
It pointed out that over the past 11 years, 337 people died in UK air accidents, 114 were killed in train crashes and 53 people died in UK territorial waters or on UK-registered ships.
The deaths also led to the launch of investigations by air, rail and marine accident investigation branches.
But despite this as many as 36,781 people having died on the roads during the same period, there is no similar body to investigate road collisions.
The foundation’s director, Professor Stephen Glaister, said: “Historically, road accidents are analysed by individual police forces with the emphasis placed on finding out if anyone has broken the law. Identifying the underlying causes of crashes seems to be of secondary importance.
We’ve been locking up drivers for a century and yet motorists still die in their thousands on the roads each year. The focus on solely penalising individuals rather than also identifying systemic safety failings is a serious flaw in current transport policy. Road safety should be driven by prevention as well as punishment.”
