Agenda item

Cabinet Member Catrin Maby introduced the report. Geraint Roberts delivered a presentation, and answered the members’ questions with Gareth Freeman and Deb Hill-Howells: 

How can councillors help to identify and address local road safety concerns, given the emphasis on collaboration working? 

Councillors are an important source of local intelligence and we do consider concerns that are raised with us. However, we also have to look at collision and casualty data and use that evidence to determine priorities. As a small team, we need to focus our resources and funding on the areas where they will have the greatest impact on reducing injuries and improving road safety. 

How will the strategy work with Gwent Police to deal with dangerous driving and other road safety issues? 

Partnership working with Gwent Police is an important part of what we do. One of the key tools available is Operation Snap, which allows members of the public to submit dashcam footage or other video evidence. That evidence is reviewed by GoSafe and the police and can lead to enforcement action. We recognise that some aspects of partnership working are stronger than others, but we continue to work closely with the police on road safety matters. 

What is being done about concerns that incidents reported through 101 are not always being recorded or acted upon? 

We recognise those concerns and will raise them through the Road Safety Forum, where Gwent Police and other partners meet regularly. While we cannot control police operational decisions, we can make sure the concerns raised by councillors are fed into those discussions and seek feedback from the relevant partners. 

Why does the strategy appear to focus on some areas more than others, such as St Arvans, Chepstow and Monmouth rather than Severnside? 

The locations identified in the strategy are based on the road safety data available to us. We analyse local collision and casualty information and use that evidence to determine where interventions and funding should be targeted. The aim is to prioritise areas where the data indicates the greatest road safety risk. 

What school travel plans are in place for children travelling from Severnside to Chepstow School? 

School travel plans are supported by the Road Safety Team, but responsibility for maintaining them rests with the schools themselves. Officers have been working with schools across Monmouthshire to encourage the development of travel plans, and around 25 schools currently have plans in place. We will follow up with Chepstow School to establish the current position and encourage further progress if required. 

What do the 85 safe routes to school involve, and how are you addressing dangerous parking outside schools? 

The safe routes work involves assessing the routes children use to travel to and from school. We identify road safety concerns, recommend safer crossing points and routes, and share that information with schools to support active travel. Parking outside school gates remains a significant issue, so we are promoting initiatives such as walk-to-school schemes, cycle training and school streets. We are also encouraging schools to develop Active Travel School Plans so that local parking and road safety problems can be identified and addressed through specific action plans. 

My local primary school has persistent problems with vehicles parking on pavements, forcing children, parents with buggies and wheelchair users into the road. Can anything more be done? 

We have Civil Enforcement Officers who carry out patrols around schools. We can ask them to place the school on their radar and include it within their routes. Enforcement can help address the problem, although experience shows that parking behaviour often returns once enforcement activity is no longer visible. 

Will you specifically look at the issues around Durand Primary School? 

Yes. We can speak to our Civil Enforcement Officers and ask them to include the school in their patrols. We will make a note of that concern. 

Why is there no information in the strategy about electric scooters and electric bikes, given the growing concerns about their use? 

That is a useful point to raise during consultation. At present, most of our collision data comes from Stats19 reports provided by the police. We do not believe that we currently have detailed data on incidents involving electric scooters and electric bikes, but we will check that position. 

Why is there a lack of data on electric scooters and electric bikes? 

The data we receive only records collisions involving a vehicle where there has been a personal injury. Lower-level incidents and anecdotal reports involving electric scooters are often not captured within the datasets available to us. As a result, there is a gap in the evidence base and we cannot rely on collision statistics alone to understand the extent of the issue. 

Should councillors and residents continue to report problems involving electric scooters and electric bikes? 

Yes. Where data is limited, reports from residents and councillors become particularly important. We encourage people to report issues because that information can help us identify concerns and inform future decisions. 

Where should these concerns be reported? 

Reports can be submitted through the council's MyMon reporting system using the appropriate online form. Concerns can also be sent directly to the traffic team by email. Those reports are recorded and can be used to inform future road safety work and decision-making. 

How can the council strengthen its work with Gwent Police and GoSafe to improve enforcement of speed limits and other road safety measures? 

We already work closely with Gwent Police through the Gwent Road Safety Forum, where the council, police and other partners share data and discuss road safety concerns. If there are issues that require joint action, we will continue to work with the police and other partners to try to address them. Strong partnership working is important if we are to tackle road safety problems effectively. 

Will more enforcement be available to stop drivers exceeding 20mph limits and improve compliance with road safety measures? 

In an ideal situation there would be more speed cameras and enforcement vehicles available. However, police resources are limited and Gwent Police have advised that they are unable to commit to significantly increasing enforcement activity in the near future. There are also practical constraints because enforcement sites have to meet specific criteria, such as suitable visibility and safe locations for enforcement vehicles to park. 

How can road safety be improved in rural areas where speeding creates risks for pedestrians, cyclists, horse riders and other vulnerable road users? 

We continue to work with Gwent Police and other partners using available collision and safety data to identify priorities and target interventions. Vulnerable road users are an important consideration within the road safety work programme, and concerns raised by councillors help to inform discussions about local risks and potential responses. 

If enforcement is recognised as an important tool, what more can realistically be done when police resources are stretched? 

We recognise that enforcement can play an important role in changing driver behaviour, but the level of enforcement that can be provided is limited by police resources and operational requirements. While we would welcome additional enforcement activity, decisions on deployment remain a matter for the police, and not every location is suitable for enforcement vehicles. We therefore have to continue working within those constraints while pursuing other road safety measures. 

Can the 40mph speed limit near the Gaerwylldd junction crossroads on the B4235 be extended to improve safety, particularly given recent collisions involving motorcyclists? 

Speed limits must reflect the nature of the road and driver expectations. Simply lowering a speed limit does not automatically make a road safer and can sometimes create greater variation in vehicle speeds if drivers do not consider the limit appropriate. Based on the evidence currently available, officers cannot support extending the 40mph limit at that location. However, the junction will be reviewed as part of ongoing work, with a focus on signage and measures that better address the specific causes of collisions. 

Can the temporary motorcyclist warning signs on the B4235 be replaced with more permanent signs? 

The existing signs are temporary because Welsh Government approval was not granted for permanent, non-standard motorcyclist warning signs on that route. As a result, the council cannot install permanent versions at present, although officers are willing to raise the issue again with Welsh Government following the discussion. 

When will the horse-rider warning signs be installed in Earlswood? 

The signs are already included within the council's minor works programme. We cannot provide a timescale, but they will be included in the next batch of signs ordered by the council. 

Should the strategy place greater emphasis on near misses, minor incidents and local knowledge rather than relying mainly on police collision statistics? 

The importance of local intelligence and reports of near misses is acknowledged. Engineering decisions are heavily influenced by formal collision data because this provides the strongest evidence for investment decisions. However, reports from residents and councillors are still valuable, particularly where repeated concerns emerge, and these reports do help inform future schemes and priorities. Officers would encourage members of the public and councillors to continue reporting such incidents. 

Should children and young people be identified as a separate priority group within the strategy? 

Children are already included within the wider category of vulnerable road users because many of the risks they face are similar to those faced by pedestrians, cyclists and other active travellers. Interventions aimed at improving safety for vulnerable road users would therefore benefit children as well, which is why a separate category had not been proposed. 

What can be done about the limited availability of GoSafe enforcement vans? 

Enforcement resources are limited and that police deployment decisions depend on operational priorities and site suitability. While additional enforcement would be welcomed, this is constrained by the resources available to the police and GoSafe. 

Could the council create a dedicated way for residents and councillors to report near misses and road safety concerns, so that patterns can be identified even where no injury collision has occurred? 

This is a helpful suggestion. They confirmed that there is currently no specific reporting form for road safety concerns and near misses, but committed to developing a new reporting form. Once created, information would be shared with members and the wider community so concerns could be reported more easily and trends could be identified. 

Could information on damaged road infrastructure, such as bollards and pedestrian refuges that have been struck by vehicles, also be collected as part of the evidence base? 

We agree to consider how reporting of infrastructure damage could be improved and recognised that this type of information could help identify locations where vehicles are leaving the carriageway or where highway design issues may exist. 

Should the definition of success in the strategy be broader than simply reducing the number of people killed or seriously injured? 

This is a fair point and accept that the section on what success looks like should be expanded beyond collision statistics alone. We acknowledge the challenge of measuring increases in walking and cycling but agree that a broader definition of success should be considered. 

Has the "Let's Talk Motorcycle Safety" consultation finished, and when will the results be available? 

The consultation has either just closed or was in its final days. The results will not be published immediately because they would be combined with a detailed motorcycle collision study being undertaken by Stantec UK. The completed report is expected by the end of the calendar year and will include collision analysis, consultation findings, stakeholder feedback and recommendations for future interventions and funding bids. 

Is road safety education focused mainly on potential victims of road harm, or does it also target drivers? 

Education and prevention work covers a wide range of activities, including child pedestrian training, cycle training and other preventative programmes. 

Is the Mature Driver Course continuing and how does it fit within the strategy? 

The Mature Driver Course is now in its third year and is funded through the Road Safety Revenue Grant. The course was introduced because around 26% of Monmouthshire's population is aged 65 or over. The programme provides a refresher on changes to vehicles, roads and driving environments, as well as an accompanied driving session with an approved driving instructor. Although it does not sit directly within the statutory priority groups, we intend to continue running the scheme because of the county's demographic profile and its preventative value. 

Can the Council collect information on incidents involving e-scooters, mobility scooters and antisocial behaviour so that it can be used to inform road safety work? 

Criminal or antisocial behaviour should continue to be reported through 101, as only the police can take enforcement action. However, we agree that there is value in collecting this information for road safety purposes. We will develop a new reporting form that will allow residents and councillors to submit information and evidence. The data collected will be used to inform the Road Safety Strategy and help target resources where they are most needed. 

Can infrastructure damage, such as damaged bollards and road furniture, be recorded as evidence of road safety problems rather than simply maintenance issues? 

Yes. We recognise that repeated damage to infrastructure can provide useful evidence about driver behaviour and road safety risks. We are already reviewing the issues on Church Road and will consider how reporting arrangements can capture this type of information. The new reporting form will help gather additional evidence so that we can better understand patterns and determine whether different interventions are required. 

How will incidents and near misses on shared-use paths be monitored as active travel routes become more widely used? 

We agree that collecting this information is important. The new reporting process will allow us to gather evidence about concerns on shared-use routes, including issues involving cyclists, pedestrians, wheelchair users and people with pushchairs. That information will be used to influence both the Road Safety Strategy and future decisions about where resources and interventions should be directed. Work on creating these new reporting forms has already begun. 

How have the concerns raised by residents of Llanellen, particularly about road safety on the A4042 through the village, been taken into account in developing the strategy? 

The strategy has not yet been developed at the level of individual locations. Instead, the strategy is intended to provide the framework for a future action plan, which will be informed by collision data, local intelligence and feedback received through consultation. Information provided by councillors and communities will help shape future priorities and interventions. 

How can concerns about the A4042 be addressed given that it is a trunk road rather than a county council road? 

The A4042 is managed by SWTRA (South Wales Trunk Road Agent) rather than the council. While residents' concerns can still be passed to the council, the authority's ability to implement measures on the trunk road is limited because decisions ultimately rest with SWTRA. Nevertheless, concerns can be forwarded and discussed with the relevant organisation. 

The concerns in Llanellen are not limited to the A4042 and also include the B-road between Llanellen and Brynmawr/Brynithel, which has been the subject of community concern and public meetings. 

Traffic monitoring has recently been undertaken on the B4269 through Llanellen and the resulting data will be reviewed to determine whether any further action might be warranted. 

How can councillors be more involved in collaborative road safety work, and why are some local concerns not reflected in the strategy's priority areas? 

We do work collaboratively with councillors and local communities and recognise the value of local knowledge. However, we have to prioritise our limited resources using the road safety data available to us. We will continue to consider local concerns and site-specific issues, but investment and interventions need to be directed towards areas where the evidence shows the greatest need. 

How can concerns about dangerous driving, one-way system violations and inconsistent recording of incidents by Gwent Police be addressed? 

We recognise these concerns. Where residents have evidence, the best route at present is to submit footage through Operation Snap via the GoSafe website. We also work regularly with Gwent Police and other partners through the Road Safety Forum, and these concerns can be raised there. While we cannot direct police operations, we can feed these issues into discussions with partners and seek feedback from them. 

What is being done about school travel plans for pupils travelling from Severnside to Chepstow School? 

School travel plans are developed with support from the Road Safety Team, but schools themselves are responsible for maintaining them. We have contacted schools across the county to encourage the development of travel plans. Around 25 schools currently have plans in place, but only one secondary school has one. We will follow up with Chepstow School to establish its current position and encourage progress. 

Have motorcyclists been properly consulted on road safety issues, and could engagement be improved through locations where riders gather? 

Yes. As part of the motorcycle safety study and consultation, targeted engagement was carried out at locations including the Baffle Haus, the motorcycle venue at Abergavenny Bus Station, and other locations frequently used by riders. This was undertaken to ensure motorcyclists had opportunities to contribute their views to the study. 

What is being done to improve safety for horse riders and reduce conflicts between horses and vehicles? 

The strategy recognises horse riders as vulnerable road users. While the discussion did not identify specific new measures for horse riders, concerns raised about near misses and the condition of bridleways will help inform future work. The wider aim is to improve safety for all vulnerable road users through education, infrastructure improvements and targeted interventions. 

How many fixed speed cameras are there in Monmouthshire, and why are more not being installed? 

There are currently two permanent speed cameras in Monmouthshire, one on the A48 and one in Usk. Decisions about permanent speed cameras are made by GoSafe and the police rather than the council. New cameras can only be installed where specific criteria are met, and the council does not control that process. 

Why have fixed speed cameras become less common, and could more be introduced? 

The installation of fixed cameras is managed by GoSafe and Gwent Police. Approval depends on whether locations meet a set of technical and operational criteria. Cameras cannot simply be placed wherever concerns are raised, and the decision is not one the council can make independently. 

Could concerns about police incident recording and road safety enforcement be raised directly with senior police representatives? 

Yes. The Chief Constable has already been invited to attend the Public Services Committee meeting on 12^th October, to which all members have been invited. 

Why are cat’s eyes not used as much in modern road construction? They were very effective at helping drivers follow the road and acting as a visual aid. 

Reflective road studs are now generally reserved for higher-speed roads, such as 50mph and 60mph roads and motorways. On lower-speed urban roads, drivers are not normally travelling at speeds where additional reflective guidance is considered necessary. Cat’s eyes create an ongoing maintenance liability because they need to be replaced and maintained over time. As a result, their use is typically limited to higher-speed routes where the safety benefits are greatest. 

Chair’s Summary: 

The Chair reflected on the discussion from the perspective of someone who has experience as a driver, cyclist, pedestrian, horse rider and motorcycle licence holder. She argued that education remains one of the most important road safety tools, stressing that drivers should always drive according to the road and prevailing conditions rather than simply to the posted speed limit. She highlighted the vulnerability of pedestrians, horse riders and other road users on rural roads, praised the Mature Drivers programme as an excellent and worthwhile initiative, and emphasised the value of relatively simple interventions such as clear road markings. Drawing on examples from her professional experience, she suggested that improved road markings can significantly reduce risk at junctions and help prevent collisions, and she felt greater attention should be given to maintaining and renewing them. Her overall message was that better driver awareness, education and road maintenance can make a substantial contribution to improving road safety across the county. 

The Chair thanked the officers for the work that has gone into this report and strategy. The report was moved.