Written evidence submitted by Vision Zero Greater Manchester (RSS0099)
Aims and case for change
The strategy sets targets of a 65 per cent reduction in people killed or seriously injured (KSI), and a 70 per cent reduction in child KSIs, by 2035. Do these targets reflect the right level of ambition?
Yes. These targets are ambitious but achievable with support in policy, legislation, funding, change. We don’t believe we needed 2 targets (adults and children). One target would be a clearer message.
Are governance, delivery and resourcing arrangements across Government departments and key partners strong enough to achieve these targets?
Not yet, collaboration between departments & local authorities should be mandated. Increased devolved funding should be allocated to local authorities to support delivery and tangible change.
Value of prevention costings could perhaps be refreshed. Estimates based on index linked estimates from 30 years ago (Wider societal impact looks low).
Are the measures set out in the Strategy collectively sufficient to deliver its targets? What further measures, if any, would strengthen its impact?
Can go much further, such as mandating 20 mph zones in built up areas, graduated driving licences, strengthening vehicle safety standards, introducing road side evidential breath tests.
Are the measures set out in the Strategy based on robust evidence?
Yes in the main.
The Government has said its Strategy is informed by Sweden’s Safe System approach. What other international or UK examples offer the most relevant lessons for reducing deaths and serious injuries?
Wales national roll out of 20 mph shows robust leadership in promoting road safety.
Theme 1: Supporting road users
What measures would be most effective in reducing deaths and serious injuries involving new and novice drivers? What are the likely impacts of introducing a minimum learning period for learner drivers?
Graduated Driver Licensing, minimum 12‑month learning period, restrictions on night‑time driving and passengers, restrictions on engine size. A minimum period will improve experience and reduces collision risk.
Lowering blood alcohol levels would make a very real difference as people wouldn’t try and calculate their own alcohol limit. Drink drive levels should not vary with age: it could viewed that it is ok to drink if you are older or used to driving (not sure that this is a helpful position to adopt). Graduated driving licences sound a better way forward and would address some of the peer pressure elements that would appear relevant in this age group.
What is the right approach to safe driving later in life? What safeguards are required to protect both safety and independence of older drivers?
Mandatory refresher courses for drivers 70+, regular eyesight tests, ensuring safe reliable transport alternatives, support for families to enable them to encourage responsible decision making. Focus on fitness to drive in the older age group is sensible – potentially difficult to prosecute via the usual primary care system and so needs legislative change for clarity over responsibility (driver, relative, health care professional).
What should the proposed work-related road safety charter require of organisations that employ people to drive or ride for work?
Effective and safe fleet management. Driver training, mandatory telematics, report and record all collisions & near misses. Safety charter for employee / franchises, including consideration for roadworthy bikes / scooters with appropriate lighting and high-vis safety equipment.
To what extent does fear of traffic danger deter certain modes of travel, particularly walking and cycling, and what measures would be most effective in addressing this?
Continuous and protected cycle routes, safe crossings & junction designs, reducing traffic in residential areas. Safe user education ongoing and comprehensive evaluation programme. Focus on seat belts is sensible, good progress already made but definite link to safety outcomes and still opportunities to make further gains. (Education strategies in hard-to-reach groups & enforcement).
What should reform of motorcycle training, testing and licensing look like in practice?
Graduated progression between motorcycle licences, including hazard perception exercises before progression. All motorcycles fitted with enhanced safety equipment.
Theme 2: Taking advantage of technology, data and innovation for safer vehicles and post collision care
How can Government maximise the safety benefits of Advanced Driver Assistance Systems (ADAS) and ensure they are used safely and appropriately?
Mandatory ADAS in all new vehicles, national public education campaign on correct system use. Mandatory ADAS data is accessible for post collision investigation. Shared data critical but needs further work to define information governance challenges (legislative, consent and anonymity / ethics). Data is critical to link for a true picture of issues and therefore proportionate response.
What is the right approach to strengthening vehicle safety standards? What measures should the Government prioritise in response to issues such as headlamp glare, increasing vehicle size and any broader issues not currently being considered by the Government’s consultation?
Stricter rules on headlight glare and alignment, minimum safety standards for vehicles over a certain size, vans, large SUV's commercial vehicles. Post crash response, enhance opportunities for coordinated education, training, research and enhanced rehabilitation. Cost benefit analysis for rehabilitation is limited but extremely favourable.
Theme 3: Ensuring infrastructure is safe
How should evidence on the relationship between speed limits and safety influence new guidance? Does the Strategy strike the correct balance between a nationally-set direction and local decision-making regarding speed?
National framework to set clear parameters/defaults on speed limits. Clear communication to demonstrate decisions to public in order to garner compliance.
What measures would be most effective in improving safety on rural roads, and is the Strategy’s proposed approach sufficient?
Potentially lower speed limits. Limit vehicle size, better signage & lighting where appropriate.
What scope is there for road design and maintenance to further improve safety?
Better drainage, increased skid resistance, greater/mandated consultation with interested parties, 5 yearly safety audits on all roads.
Making people feel safer to be outside and moving themselves benefits physical and mental health directly but also benefits societal cohesion. They highlight the differential impact on lower socio-economic groups but paper isn’t clear on how to address this variable.
Theme 4: Robust enforcement to protect all road users
What measures would most improve compliance and deterrence in relation to motoring offences? Which such offences have the biggest impacts on collision and casualty rates?
Increased camera enforcement (better use of tech), graduated penalties for repeat offenders, vehicle telematics feeding back to authorities/insurance companies. Enhanced enforcement of speeding, drink and drug driving, mobile phone distraction, close pass of vulnerable road users.
What role do the type and severity of sanctions play in deterring dangerous driving, and which sanctioning approaches are most effective at changing driver behaviour?
They have a significant role if the sanctions are robust & timely. Effective approaches, mandatory education, bans, vehicle seizures.
March 2026