HUMBERSIDE SAFETY CAMERA PARTNERSHIP

Transcription

1 HUMBERSIDE SAFETY CAMERA PARTNERSHIP ANNUAL PROGRESS REPORT April 2004 March

2 CONTENTS Foreword Executive Summary ii iv Introduction 1 Humberside Safety Camera Partnership Performance 3 Safety Camera Site Selection Criteria 3 Humberside Safety Camera Partnership Performance 5 Humberside Region Performance Casualty Reduction Targets 6 Speed Analysis 8 East Riding of Yorkshire Performance Summary 9 Hull City Performance Summary 11 North East Lincolnshire Performance Summary 13 North Lincolnshire Performance Summary 15 Deployment 17 Marketing and Communications 18 Financial Arrangements 24 Average Savings 25 Conclusion 26 Glossary of Terms 27 Appendices 28 East Riding of Yorkshire Site by Site Details 28 Hull City Site by Site Details 42 North East Lincolnshire Site by Site Details 52 North Lincolnshire Site by Site Details 59 i

3 FOREWORD On behalf of the Humberside Safety Camera Partnership I am pleased to have this opportunity to present its second Annual Report. Before I do I need to address a very important issue. This report is about the performance of the Humberside Safety Camera Partnership and as such contains a great deal of statistical data. The reader will see successes and failures represented in various tables and charts. What the reader will not see is the avoidable consequences of driving a vehicle on a road at an inappropriate or excessive speed. The wrong speed choice by drivers kills three times as many people as drink driving and unfortunately speed limits are seen by some as an inconvenience and an unnecessary restriction on their personal freedom. In reading this report and the figures contained within it I ask readers to consider that these figures relate to the death or serious injury to actual people, sons, daughters, mothers, husbands, friends and colleagues and that each instance of death and serious injury was avoidable. The first years report showed a 53% reduction in the number of killed and seriously injured at camera sites established during 2003/4 (compared to the annual average for 1999 to 2001). In this the second year we have seen a 75% reduction in the number of people killed and seriously injured at camera sites established during 2004/5 (compared to the annual average for 2000 to 2002). To put this into perspective there are 87 people now amongst you who we reasonably predict could have been killed or seriously injured in road crashes in Humberside. What does this mean? Well in monetary terms, taking into account the cost of dealing with road collisions that s a saving of 13,562,078 to the country. That s more beds available at hospitals, that s more doctors and nurses available to treat non crash victims, that s more police time available to deal with community issues, that s less of a strain on paramedics and the Fire and Rescue Services. However, this saving to society is more than just facts and figures; it s about how speed affects our communities. The local highway authorities and the police receive over 200 formal requests for speed enforcement every year. The main topic of debate at parish and town councils is often speeding vehicles. A recent survey by a local newspaper concluded that speed is top on the publics list of anti-social behaviour. When speed doubles energy actually increases by a factor of four. So a vehicle at 60 mph possesses energy that is four times as great as that at mph. In a crash this energy must be dissipated; obviously increasing the magnitude of energy potentially transferred to vehicle occupants. Higher speeds also reduce manoeuvrability, increase stopping distances, and decrease the amount of time available to react. At sufficiently high speeds, physical limits of the vehicle or roadway may be exceeded. We recognise that to bring about a change in attitude we need to educate, to explain all the benefits that can be accrued from reducing speeds. For instance a car driven smoothly will use around % less fuel than a car driven erratically. Avoiding excessive speed, and driving with anticipation, is not only safer but will reduce the amount of greenhouse gases released into the atmosphere. ii

4 Its not just about enforcement, more than one in five of all drivers caught by speed cameras in Humberside are offered the opportunity to attend a Speed Seminar run by the Roadaware Partnership. For a nominal fee they are educated about the dangers of speed and its effects. There is no court appearance, no fine and no endorsement on their licence. This innovative scheme is one of only a few offered by police forces throughout the country and has gained widespread support. The Roadaware Partnership delivering these courses is also made up of the local authorities and the police and works hand in hand with the Humberside Safety Camera Partnership to reduce casualties on the counties roads. Ultimately the choice is the drivers. Only he or she can control the speed at which the vehicle travels. We publish all our sites, on the web, by literature and in the newspapers. We tell you where we will be on a daily basis. We sign our vehicles and our sites. The safety of our communities is in your hands, the responsibility of injuring or killing yourself or another is yours and yours alone. Make the right choice. Superintendent Martin Bagshaw. Humberside Police. (Chair, Humberside Safety Camera Partnership) iii

5 EXECUTIVE SUMMARY The Government s Road Safety Strategy, published in 2000, set targets of a 40% reduction in the number of people killed or seriously injured by 2010, compared to the average for , and 50% reduction in the number of children killed or seriously injured. The road safety strategy sets out a wide range of initiatives to achieve these targets, including the introduction of a cost recovery programme for speed and red-light camera enforcement (the safety camera programme). Research has demonstrated that reducing excessive and inappropriate speeds on roads can reduce the number of collisions and severity of injuries. The Transport Research Laboratory (TRL) reported in 1993 that every 1mph reduction in average speed led to a 5% reduction in collisions. 1 A further study in 2000 confirmed this figure. 2 In response to the challenge presented by Government to reduce casualties the Humberside Safety Camera Partnership was formed in April It comprises East Riding of Yorkshire Council, Her Majesty s Courts Service, Highways Agency, Hull City Council, Humberside Police, North East Lincolnshire Council and North Lincolnshire Council. The Partnership operates within the rules and guidelines set by the Department for Transport. These rules allow Camera Partnerships to recover fine revenue from fixed penalty tickets to pay for the cost of safety camera enforcement. However, safety cameras have to be put into context, they are only authorised to detect speeding offences and can only be placed at locations where there has been casualty, collision and speeding problems and are used as the last resort. To be fully effective they need to work within a strategic road safety framework which should tackle other issues including drink & drug driving, mobile phone use, seat belt wearing etc as well education of all road users and enforcement of other road law to tackle uninsured and unlicensed drivers. It should be noted that police officers working for the Partnership have and do detect serious breaches of the law including driving whilst disqualified and theft of motor vehicles. Video evidence obtained during the day to day operations is also used for the detection of serious crime and assisting in major crime investigation. In its first year of operation, the Humberside Safety Camera Partnership identified and enforced the speed limit at 68 core sites across the Humberside region. A further 17 core sites were identified for Year 2 of operations, including four fixed camera sites. All of these sites had a history of collisions and casualties and an identified speeding problem. Last year the Partnership reported some encouraging results from the first year of operations, including a significant reduction in the number of injury collisions and of people killed and seriously injured at camera sites. The Partnership also detected a noticeable reduction in the average and typical speeds of vehicles at camera sites and in the percentage of vehicles travelling at speeds over the limit. The Partnership acknowledges that in order to draw statistically significant conclusions regarding the effectiveness of safety cameras on casualty and collision rates at least three years of data is required. However, it is pleased to report a continued downward trend in 1 Finch D, Compfner P, Lockwood C and Maycock G (1993). Speed, Speed Limits and Accidents. Transport Research Laboratory (TRL), Crowthorne. 2 Taylor M, Lynam D and Baruya A (2000). The effects of driver speed on the frequency of road accidents. TRL Report 421, Crowthorne. iv

6 the number of injury collisions and of people killed and seriously injured at camera sites. In the first two years there has been: 54% reduction in the number of killed or seriously injured at camera sites established in the Humberside Partnership area during 2003/2004 (figures for April 2003-March 2005 compared to the annual average for ); 75% reduction in the number of killed or seriously injured at camera sites established in the Humberside Partnership area during 2004/2005 (figures for April 2004-March 2005 compared to the annual average for ); 40% reduction in the number of injury collisions at camera sites established in the Humberside Partnership area during 2003/2004 (figures for April 2003-March 2005 compared to the annual average for ); 61% reduction in the number of injury collisions at camera sites established in the Humberside Partnership area during 2004/2005 (figures for April 2004-March 2005 compared to the annual average for ); 13,562,078 saving in terms of fewer people killed or seriously injured; 16,215,7 saving in terms of fewer personal injury collisions (this figure includes collisions in which people are killed or seriously injured and is not in addition to the above sum); 1% reduction in the average speed at all camera sites and a 5% reduction in the 85 th percentile speed (the speed at which 85% of traffic is travelling at or below); 25% reduction in the number of vehicles exceeding the speed limit at camera sites. v

7 INTRODUCTION The Government s Road Safety Strategy, published in 2000, set targets of a 40% reduction in the number of people killed or seriously injured by 2010, compared to the average for , and 50% reduction in the number of children killed or seriously injured. The road safety strategy sets out a wide range of initiatives to achieve these targets, including the introduction of a cost recovery programme for speed and red-light camera enforcement (the safety camera programme). Research has demonstrated that reducing excessive and inappropriate speeds on roads can reduce the number of collisions and severity of injuries. The Transport Research Laboratory (TRL) reported in 1993 that every 1mph reduction in average speed led to a 5% reduction in collisions. 3 A further study in 2000 confirmed this figure. 4 In response to the challenge presented by Government to reduce casualties the Humberside Safety Camera Partnership was formed in April It comprises East Riding of Yorkshire Council, Her Majesty s Courts Service, Highways Agency, Hull City Council, Humberside Police, North East Lincolnshire Council and North Lincolnshire Council. Associated with the Partnership are the National Health Service and Primary Care Trusts. The safety camera programme s objective is to reduce deaths and serious injuries on our roads by reducing the level of speeding and red-light running. The aim is to do this by preventing, detecting and enforcing speed and red light offences, including encouraging a change in driver behaviour, through local safety camera partnership s approved programmes of work. The programme supports Great Britain s Road Safety Strategy and its ambitious targets for casualty reduction. The Partnership was granted permission by the Department for Transport to become part of the national rollout of Safety Camera Partnerships and commenced operations in April The initial Operational Case covering the period April 2003 to March 2004 gave the Partnership permission to operate at 68 core sites across the Humber region and these sites are referred to as Year 1 sites in this report The Partnership s second operational case was submitted and approved in March The Partnership was granted approval for a further 13 core mobile safety camera sites and these were commissioned during and are referred to as Year 2 sites in this report. Approval was also given for the creation of four fixed camera locations in the region. Work started on three sites in the Hull area and the fixed cameras were commissioned in May 2005 and as such reporting of their effectiveness will be included in the next annual report. The Partnership undertakes constant evaluation of it s sites and following a further review by the local highways authority it was concluded that the fourth fixed camera site which was to be erected north of Preston in the East Riding of Yorkshire area would not be installed. As such this site has now been handed back to the local highways authority to 3 Finch D, Compfner P, Lockwood C and Maycock G (1993). Speed, Speed Limits and Accidents. Transport Research Laboratory (TRL), Crowthorne. 4 Taylor M, Lynam D and Baruya A (2000). The effects of driver speed on the frequency of road accidents. TRL Report 421, Crowthorne. 1

8 manage and is not included in the safety camera scheme. The local highways authority is installing a vehicle activated sign and will continue to monitor this site. The Partnership operates within the rules and guidelines set by the Department for Transport (DfT). These rules allow Camera Partnerships to recover fine revenue from fixed penalty tickets to pay for the cost of enforcement and associated activities. The Treasury retains any additional fine revenue. Compliance with these rules and guidelines bears no significance on the detection and enforcement of offences so detected by safety camera operations. To this end, non-compliance with these rules and guidelines by a Partnership does not provide for any mitigation or defence for an alleged offence committed by a driver or registered keeper in breach of current UK law. The monetary figures used in this report are based on the Highways Economic Note No Valuation of the Benefits of Prevention of Road Accidents and Casualties (based on June 2004 prices). These do not represent actual costs incurred as the result of road collisions. These are the cost-benefit values and represent the benefits that would be obtained by prevention of road collisions (savings to society, the NHS, human cost etc). Reducing speed is an important element of achieving the Government s 2010 targets; however, these targets are not the responsibility of the Safety Camera Partnerships alone. In fact, Humberside Safety Camera Partnership are only authorised to operate on around 3% of the region s road network. It is the duty of Police Forces and Unitary Authorities to work together to make the UK s road safer for all. 2

9 HUMBERSIDE SAFETY CAMERA PARTNERSHIP PERFORMANCE Safety Camera Site Selection Criteria The process for selecting safety camera sites has evolved over the years and as such a different set of rules and guidance has been used for each subsequent year. The Department for Transport sets the rules and guidance for the safety camera programme. Process of Core Site Selection Identify casualty problem at site. Department for Transport rules & guidance state there has to be a minimum of 4 KSI collisions per km in the baseline period for a fixed site. For a mobile site, there has to be a minimum of 2 KSI collisions per km in the baseline period. Speed monitoring is undertaken at the site. The speed survey must show that the free-flow 85th percentile speed is at or above ACPO threshold. Also, at least 20% of drivers must be exceeding the speed limit. The Partnership re-analyses the casualty and speed data to ensure that it meets the DfT requirements The local highways authority then confirms that there is no practical alternative engineering solution to the casualty problem. The site is visited to check for a suitable place for mobile enforcement or loading/unloading a fixed camera. Cost-benefit analysis of the casualty reduction benefits is carried out. The site is put forward in November as part of the submission to the DfT. Approval is obtained from the DfT for installation and commissioning of the site to take place after April. Notes: 1. Although 4 KSI collisions are required for a 1km fixed camera site, shorter sites can qualify with the equivalent KSI rate. e.g. 3 KSI per 750 metres 2. The baseline period is a 36 month period, the start date of which must be consistent with the start of the programme quarter (i.e. 1 st April, July, October of January) and the end date must be within twelve months of the date of the operational case submission. 3

10 3. The 85 th percentile speed is the speed at which 85% of traffic on the road was travelling at, or below, when the survey took place. Roadworks Research has shown that there is an increased risk to road workers at highways roadwork sites. Camera Partnerships are allowed to enforce at roadworks for the protection of road workers and drivers travelling through the site. Exceptional Sites Exceptional sites are sites that have not been approved as core sites but where partnerships are undertaking speed camera enforcement for reasons that may include: Community Concern Sites - are where the local community requests the Partnership to enforce at a particular site because traffic speeds there are causing concern for road safety. In these cases evidence will be documented to show risk factors associated with the site. These risk factors will be used to determine whether enforcement is valid at all and if so what priority will be given. Risk factors can include but not exclusively: Collisions and/or casualties. High incidents of speed as an average or at specific times Proximity of vulnerable road users, pedestrians, cyclists, the elderly. Proximity of local establishments, which may give rise to safety fears. E.g. Schools, residential areas, playgrounds, hospitals, special needs premises, residential and care establishments. Collision frequency -is where a site has a high incidence of Personal Injury Collisions (PIC), but there are insufficient KSI collisions (collisions where people have been killed or seriously injured) to meet the criteria, but where there is well-founded concern that a failure to reduce speeds or red-light running at this site will result in future increases in KSI collisions, including fatalities. Engineering factors are where roads (or parts of roads) do not meet the minimum engineering requirements. Enforcement at such sites should be a short-term measure only until the local authority rectifies the problem. The National Safety Camera Programme board would not expect exceptional sites on roads with 70 mph speed limits unless there were a clear and defensible road-safety reason, based on a casualty or collision history for example as detailed above. Partnerships are required to notify the programme office where such sites are operated. To maintain the programme s focus on casualty reduction at core sites, enforcement time at exceptional sites must not exceed 15% of the total number of live camera hours spent enforcing at fixed or mobile speed or red-light camera sites (excluding roadwork sites) The 15% of time is a maximum limit and should not be seen as a target for Partnerships to meet. 4

11 Humberside Safety Camera Partnership Performance Humberside Safety Camera Partnership is pleased to announce its continued success in reducing casualties and collisions at camera sites. At the 68 Year 1 sites, there has been a 54% reduction in the number of people killed or seriously injured. In the site selection period of , on average 72 people were killed or seriously injured at these sites per year. This has dropped to an annual average for the period April 2003 to March 2005 of 33 people a year. In Year 2, 16 sites were selected based on an annual average of 12 people killed or seriously injured per year across these sites during 2000 to In the first year of enforcement at these sites, the annual average has reduced by 75% to 3 people killed or seriously injured a year. Compared to the annual average before camera enforcement, 78 fewer people were killed or seriously injured at Year 1 sites in the two years of operations and there were 9 fewer people killed or seriously injured at the 13 mobile Year 2 sites between April 2004 and March Furthermore, there have been 252 fewer injury collisions at camera sites in the two years of operations. This reduction in the number of people killed or seriously injured equates to a saving of 13,562,078, when considering the average value of prevention of casualties. 5 Key to tables The following tables show the baseline number of collisions and casualties for both the Humberside Safety Camera Partnership s sites as well as for Humberside Police area as a whole. The totals refer to the actual number of collisions or casualties in the time period and the annual figures refer to the average per year for that time period. The baseline periods are January 1999 to December 2001 for Year 1 sites and January 2000 to December 2002 for Year 2 sites. The effect includes the percentage change between the before and after annual averages. The actual figures predict, based on the baseline, how many collisions or casualties there would have been if no interventions had occurred and compares this to how many there have actually been per year since operations began at camera sites YEAR 1 (sites commissioned in ) BASELINE DATA AFTER DATA TOTAL ANNUAL AVERAGE TOTAL ANNUAL AVERAGE %CHANGE ACTUAL Killed or Seriously Injured CASUALTIES % 78.7 Personal Injury Collisions % CHILD KSI CASUALTIES % 6.7 CHILD PIC COLLISIONS % 27.7 PEDESTRIAN KSI CASUALTIES % 19.7 PEDESTRIAN PIC COLLISIONS % Value in June 2004 prices as predicted in December Highways Economics Note No Valuation of the Benefits of Prevention of Road Accidents and Casualties, Department for Transport (2004) 5

12 YEAR 2 (sites commissioned in ) BASELINE DATA AFTER DATA TOTAL ANNUAL AVERAGE TOTAL ANNUAL AVERAGE %CHANGE ACTUAL KSI CASUALTIES % 9 PIC COLLISIONS % 26.7 CHILD KSI CASUALTIES % 0.7 CHILD PIC COLLISIONS % 6 PEDESTRIAN KSI CASUALTIES % 0 PEDESTRIAN PIC COLLISIONS % 3.7 Humberside Region Performance The table below shows the number of casualties and collisions that have occurred across the whole of the Humber region during This table includes the Year 1 safety camera sites and non-safety camera locations. It needs to be noted that the Partnership only operates on a small percentage of Humberside s road network and as such can only be effective in reducing road casualties in targeted areas. The wider issues of mobile phone use and drink and drug driving, for example, need to be addressed by the other road safety organisations in order to improve the safety of Humberside s roads. HUMBERSIDE REGION BASELINE DATA AFTER DATA TOTAL ANNUAL AVERAGE TOTAL ANNUAL AVERAGE %CHANGE ACTUAL KSI CASUALTIES % 12.3 PIC COLLISIONS % CHILD KSI CASUALTIES % 21.7 CHILD PIC COLLISIONS % 77.0 PEDESTRIAN KSI CASUALTIES % 42.7 PEDESTRIAN PIC COLLISIONS % Casualty Reduction Targets The following charts compare the number of people killed or seriously injured annually at Partnership sites, in Humberside as a whole and nationally. Baseline figures are shown for each chart in the case of Humberside area and the national picture, this is the yearly average, which is used as a measure to predict the 2010 casualty reduction targets of 40%. For the Partnership, the baseline is the total annual average for all sites. A trend shows the projected performance to achieve the 40% reduction in killed or seriously injured people. The actual performance is also shown. The Partnership s figures are annual averages as required by the Department for Transport. The charts clearly demonstrate how the number of people killed or seriously injured has dropped significantly at Partnership camera sites. The national picture shows that the number of killed or seriously injured is falling and the Government is moving towards its 2010 target. However all the Partners recognise that all illegal behaviour on the roads has to be addressed if Humberside is to meet these stringent casualty reduction targets. 6

13 Humberside Safety Camera Partership KSI Casualties Number HSCP (KSI Casualties) Annual Average Baseline average for HSCP sites Projected performance to meet target Year Humberside Area KSI Casualties & 2010 Casualty Reduction Target Number Force (KSI casualties) to 1998 baseline average Projected performance to meet target Year National KSI Casualties & 2010 Casualty Reduction Target Number to 1998 baseline average NATIONAL KSI CASUALTIES Projected performance to meet target Year 7

14 Speed Analysis at Safety Camera Sites The table below shows that at all Humberside Safety Camera sites, there has been, on average, a 1% reduction in the average speed. This equates to a 0.5mph reduction. The 85 th percentile speed has reduced, on avera ge, by 2mph and there are 25% fewer vehicles exceeding the speed limit at camera sites. AVERAGE 85 TH PERCENTILE SPEED PERCENTAGE OVER SPEED LIMIT MPH % MPH % % 0.5mph 1% 2mph 5% 25% Of the 77 camera sites with speed data 48% of them experienced a reduction in the average speed and 16% saw no change. Regarding the 85 th percentile speed, 68% of sites saw a reduction and 12% experienced no change. 83% of camera sites saw a reduction in the number of vehicles exceeding the speed limit. AVERAGE 85 TH PERCENTILE SPEED PERCENTAGE OVER SITES NUMBER % NUMBER % NUMBER % REDUCTION 37 48% 52 68% 65 84% INCREASE 28 36% 16 21% 12 16% NO CHANGE 12 16% 9 12% 0 0% 8

15 East Riding of Yorkshire Performance Summary The East Riding of Yorkshire Council commissioned 25 sites in the first year of camera operations and a further 2 in the second year at Shiptonthorpe. Below are the tables detailing the area s performance. Year 1 sites have experienced a 64% reduction in the number of people killed or seriously injured in the two years of enforcement. There has also been a 47% reduction in the number of injury collisions at the region s Year 1 camera sites. The number of children killed or seriously injured at these 25 sites has fallen by 63% and the number of pedestrians killed or seriously injured has fallen by 70% at these sites. Three of the East Riding sites have shown small increases in collisions and these are being addressed. Gilberdyke and Newport are two sites covered by a 40mph speed limit along the B12. At Gilberdyke, there were no child injuries at the site in the baseline period. Unfortunately the last two years have seen one collisions resulting in a slight injury to a child. At Newport, there was one child injury at the site in the baseline period. Unfortunately the last two years have seen two collisions resulting in slight injuries to children. In the last year, East Riding of Yorkshire Council has extended/amended the speed limits approaching and between these two sites in order to manage the speed of drivers more effectively. Furthermore a pelican crossing facility has been installed at Newport to aid pedestrians, especially school children, to cross what is a very wide road. The same type of crossing facility is also to be provided within Gilberdyke. At the safety camera site in Beeford there have been two collisions resulting in injury to pedestrians. In order to address this problem, East Riding of Yorkshire Council has installed a vehicle-activated sign. These detect the approaching vehicles and, if their speed is too high, illuminate to remind drivers of the speed limit. It is hoped that this will help to lower the speeds of vehicles and thus the number and severity of collisions. The full results for East Riding sites are shown elsewhere in the report. YEAR 1 BASELINE DATA AFTER DATA TOTAL ANNUAL ANNUAL TOTAL AVERAGE AVERAGE %CHANGE ACTUAL KSI CASUALTIES % 31.3 PIC COLLISIONS % 89.7 CHILD KSI CASUALTIES % 3.3 CHILD PIC COLLISIONS % 5.3 PEDESTRIAN KSI CASUALTIES % 7.0 PEDESTRIAN PIC COLLISIONS % 7.7 9

16 In the first year of enforcement at Year 2 sites, there have been no collisions and so there has been a 100% improvement in the numbers of casualties and collisions at these sites. YEAR 2 BASELINE DATA AFTER DATA TOTAL ANNUAL ANNUAL TOTAL AVERAGE AVERAGE %CHANGE ACTUAL KSI CASUALTIES % 2.67 PIC COLLISIONS % 3.33 CHILD KSI CASUALTIES % 0 CHILD PIC COLLISIONS % 1 PEDESTRIAN KSI CASUALTIES % 0 PEDESTRIAN PIC COLLISIONS % 0 At East Riding sites, there has been, on average, a 1mph reduction in the average speed and 3mph reduction in the 85 th percentile speed. These sites had seen a 34% reduction in the number of vehicles exceeding the speed limit. AVERAGE 85 TH PERCENTILE SPEED PERCENTAGE OVER SPEED LIMIT MPH % MPH % % 1mph 2% 3mph 5% 34% Of East Riding of Yorkshire sites, 52% saw a reduction in the average speed and 15% experienced no change. 78% of these sites saw a reduction in the average 85 th percentile speed and 89% experienced a reduction in the number of vehicles exceeding the posted speed limit. AVERAGE 85 TH PERCENTILE SPEED PERCENTAGE OVER SPEED LIMIT SITES NUMBER % NUMBER % NUMBER % REDUCTION 14 52% 21 78% 24 89% INCREASE 9 33% 4 15% 3 11% NO CHANGE 4 15% 2 7% 0 0% 10

17 Hull City Performance Summary Hull City Council has 16 sites that were established in year 1 of camera operations and a further 4 that were commissioned in year 2. The sites commissioned in 2003 have seen a 54% reduction in the number of people killed or seriously injured in the first two years of operations and there were 36% fewer injury collisions at these sites. There has been a 70% reduction in the number of children killed or seriously injured at Year 1 sites and the number of pedestrian killed or seriously injured casualties has fallen by 59%. YEAR 1 BASELINE DATA AFTER DATA TOTAL ANNUAL AVERAGE TOTAL ANNUAL AVERAGE %CHANGE ACTUAL KSI CASUALTIES % 23.3 PIC COLLISIONS % 71.0 CHILD KSI CASUALTIES % 4.7 CHILD PIC COLLISIONS % 12.7 PEDESTRIAN KSI CASUALTIES % 8.7 PEDESTRIAN PIC COLLISIONS % 16.0 The Partnership was given approval for a further seven sites for the Hull area. Four new mobile sites were commissioned during Work started in the installation of further three fixed camera sites and these sites were commissioned in May Therefore the effects of these fixed camera sites will not be reported until the annual report. During the first year of enforcement, there has been a 10% reduction in the number of people killed or seriously injured at these four mobile sites and a 27% reduction in the number of injury collisions. There has, however, been an increase in the numbers of children and pedestrians killed or seriously injured at these four sites. The Partnership will continue to enforce at these sites and will monitor them closely, however, one year of operations is too soon to draw meaningful conclusions. YEAR 2 BASELINE DATA AFTER DATA TOTAL ANNUAL AVERAGE TOTAL ANNUAL AVERAGE %CHANGE ACTUAL KSI CASUALTIES % 0.33 PIC COLLISIONS % 3.65 CHILD KSI CASUALTIES % 1 CHILD PIC COLLISIONS % 1.33 PEDESTRIAN KSI CASUALTIES % 0.33 PEDESTRIAN PIC COLLISIONS %

18 The Hull City Council sites with speed data have experienced a 1mph reduction in the average speed limit and a 2mph reduction in the 85 th percentile speed. At these sites there has been a 21% reduction in the number of vehicles exceeding the speed limit. AVERAGE 85 TH PERCENTILE SPEED PERCENTAGE OVER SPEED LIMIT MPH % MPH % % 1mph 3% 2mph 4% 21% Of the Hull sites with speed data, 56% experienced a reduction in the average speed and 31% saw no change. 75% of these sites saw a reduction in the 85 th percentile speed and 88% experienced a reduction in the number of vehicles exceeding the speed limit. AVERAGE 85 TH PERCENTILE SPEED PERCENTAGE OVER SPEED LIMIT SITES NUMBER % NUMBER % NUMBER % REDUCTION 9 56% 12 75% 14 88% INCREASE 2 13% 3 19% 2 13% NO CHANGE 5 31% 1 6% 0 0% 12

19 North East Lincolnshire Performance Summary North East Lincolnshire has 13 of the Partnership s sites, 11 of these were established in the first year of operations and a further 2 were added in 2004 at (at Pelham Road, Immingham and Cromwell Road, Grimsby). Year 1 sites have experienced a 23% reduction in the number of people killed or seriously injured in the two years of operations and there has been a % reduction in the number of injury collisions. There has, however, been an increase in the numbers of children and pedestrians killed or seriously injured annually at these sites and these collisions will be examined closely to determine probable cause and whether there is any more the Partnership, the Police and the North East Lincolnshire Council can do to reduce these numbers. The sites will be monitored for another year and once three years worth of data is available, a full assessment will be made. This will not prevent the addition of further appropriate measures at these sites in the interim period. YEAR 1 BASELINE DATA AFTER DATA TOTAL ANNUAL AVERAGE TOTAL ANNUAL AVERAGE %CHANGE ACTUAL KSI CASUALTIES % 5.3 PIC COLLISIONS %.0 CHILD KSI CASUALTIES % 1.7 CHILD PIC COLLISIONS % 2.3 PEDESTRIAN KSI CASUALTIES % 1.0 PEDESTRIAN PIC COLLISIONS % 2.0 The 2 sites commissioned in North East Lincolnshire during 2004 have returned encouraging results in the first year of being operational. There have been 100% reductions in the total number of people being killed or seriously injured as well as the numbers of children and pedestrians killed or seriously injured. There has been an 82% reduction in the number of injury collisions at these 2 sites. YEAR 2 BASELINE DATA AFTER DATA TOTAL ANNUAL ANNUAL TOTAL AVERAGE AVERAGE %CHANGE ACTUAL KSI CASUALTIES % 2.67 PIC COLLISIONS % 9.33 CHILD KSI CASUALTIES % 0.67 CHILD PIC COLLISIONS % 2 PEDESTRIAN KSI CASUALTIES % 0.33 PEDESTRIAN PIC COLLISIONS %

20 Although North East Lincolnshire sites experienced a 1mph increase in the average speed, these sites also saw a 9% reduction in the 85 th percentile speed. In North East Lincolnshire, there has been a 39% reduction in the number of vehicles exceeding the speed limit at camera sites. AVERAGE 85 TH PERCENTILE SPEED PERCENTAGE OVER SPEED LIMIT MPH % MPH % % 1mph 2% 5mph 9% 39% Of the sites in North East Lincolnshire, 38% saw a reduction in the average speed limit and 8% saw no change. 62% saw a reduction in the 85 th percentile speed and 23% experienced no change. Of these sites, 92% saw a reduction in the number of vehicles exceeding the speed limit. AVERAGE 85 TH PERCENTILE SPEED PERCENTAGE OVER SPEED LIMIT SITES NUMBER % NUMBER % NUMBER % REDUCTION 5 38% 8 62% 12 92% INCREASE 7 54% 2 15% 1 8% NO CHANGE 1 8% 3 23% 0 0% 14

21 North Lincolnshire Performance Summary North Lincolnshire Council has 16 sites that were established in the first year of operations and a further five that were commissioned in At the Year 1 sites, North Lincolnshire has experienced a 65% reduction in the number of people killed or seriously injured and a 46% reduction in the number of injury collisions. There has been an 83% reduction in the number of pedestrians killed or seriously injured at these sites in the two years of operations. There has been a 10% reduction in the number of children killed or seriously injured at these sites and a 55% reduction in the number of collisions in which children are injured. North Lincolnshire Council will investigate what, if any, additional measures are needed at sites where there appears to be an increase in speed or casualties. YEAR 1 BASELINE DATA AFTER DATA TOTAL ANNUAL AVERAGE TOTAL ANNUAL AVERAGE %CHANGE ACTUAL KSI CASUALTIES % 18.7 PIC COLLISIONS % 34.3 CHILD KSI CASUALTIES % 0.3 CHILD PIC COLLISIONS % 7.3 PEDESTRIAN KSI CASUALTIES % 5.0 PEDESTRIAN PIC COLLISIONS % 11.0 Four new mobile sites were commissioned during 2004 in North Lincolnshire. However, the fifth new site at Queensway Scunthorpe was not commissioned until February 2005 and therefore the data is not as extensive as other sites. In the first year of operations at these sites, there have been 100% reductions in the total number of people killed or seriously injured as well as the number of children hurt at these sites in road collisions. There has been a 67% reduction in the total number of injury collisions at these four sites. YEAR 2 BASELINE DATA AFTER DATA TOTAL ANNUAL AVERAGE TOTAL ANNUAL AVERAGE %CHANGE ACTUAL KSI CASUALTIES % 3.33 PIC COLLISIONS % CHILD KSI CASUALTIES % 1 CHILD PIC COLLISIONS % 4.33 PEDESTRIAN KSI CASUALTIES % 0 PEDESTRIAN PIC COLLISIONS %

22 In North Lincolnshire, there was a 1mph increase in the average speed although there was also a 1mph reduction in the 85 th percentile speed at camera sites. There was a 10% reduction in the number of vehicles exceeding the speed limit at camera sites in North Lincolnshire. AVERAGE 85 TH PERCENTILE SPEED PERCENTAGE OVER SPEED LIMIT MPH % MPH % % 0mph 1% 1mph 1% 10% Of the sites in North Lincolnshire, 43% saw a reduction in the average speed and 10% experienced no change. 52% of the sites saw a reduction in the 85 th percentile speed and 14% saw no change. In North Lincolnshire, 67% of the sites saw a reduction in the number of vehicles exceeding the speed limit. At sites were there appears to be an increase in speeding, North Lincolnshire Council will investigate what, if any, additional measures are necessary. AVERAGE 85 TH PERCENTILE SPEED PERCENTAGE OVER SITES NUMBER % NUMBER % NUMBER % REDUCTION 9 43% 11 52% 15 71% INCREASE 10 48% 7 33% 6 29% NO CHANGE 2 10% 3 14% 0 0% 16

23 DEPLOYMENT The Partnership deploys 6 Safety Camera vehicles to its mobile sites, one of which is a motorcycle. These vehicles are operated by Police Officers funded solely by the Camera Partnership and their positions within Humberside Police have been backfilled. This means that the Humberside Police has funding for more officers than would be the case without the camera partnership. Mobile Deployment The Partnership uses a combination of laser and radar speed detection equipment. The Humberside Safety Camera Partnership has 81 core mobile sites that have been enforced at during the first two years of operations. Whilst fixed cameras have their place on the roads where there is a cluster of collisions in a small area, mobile camera enforcement is best suited to longer stretches of roads where the collisions are spread. The Partnership has invested in new technology to analyse compliance at each site, this informs the process of enforcement and ensures that the Partnership is directing its resources effectively and efficiently. For the year April 2004 March 2005, a total of 3557 hours were spent enforcing the speed limit at camera sites across the Humberside region. This included time spent at the 13 new sites commissioned throughout In addition to enforcing the speed limit at safety camera sites the Officers also undertake enquiries to ensure that those who seek to avoid payment or prosecution are brought to justice. The officers also called upon to give expert evidence at Magistrates and Crown Court as required. Deployment by area 1048 hours were spent enforcing the speed limit at camera sites in the Hull City area, 1474 hours in the East Riding of Yorkshire, 761 in North Lincolnshire and 274 in North East Lincolnshire. These figures reflect the priority given to these sites based on the number of casualties and the speed drivers are recorded at. Hull City has 25% of the Partnership s sites and received 29% of the Partnership s enforcement activity between April 2004 and March East Riding of Yorkshire Council has the greatest number of camera sites (27, representing 33% of the Partnership s sites) and saw 41% of the Partnership s enforcement activity. North Lincolnshire, with 26% of the sites, received 21% of the enforcement time and North East Lincolnshire received 8% of enforcement time for 16% of the Partnership s sites. 17

24 . MARKETING AND COMMUNICATIONS Humberside Safety Camera Partnership proactively works with local residents and the local media to raise awareness of the Partnership; it s activities and safety camera locations. The Partnership aims to ensure that residents are kept up to date with information about the Partnership, to correct misleading information and ensure that motorists are aware of the consequences of speeding. Press Coverage Humberside Safety Camera Partnership continued to monitor the local printed media in Proactive and reactive press releases have been issued throughout the year to raise awareness of the Partnership and to correct any misleading story or letter. Humberside Safety Camera Partnership Press Coverage Column inches positive negative neutral Note : Press coverage only started in July The graph above shows the amount of positive, negative and neutral coverage in column inches for the year in comparison to It demonstrates that the Partnership continues to see over twice as much positive coverage at a local level than negative and the number of balanced stories continues to grow. This highlights the different portrayal of safety camera at a local and national level. Website The Humberside Safety Camera Partnership website went live in July 2003 and monitoring started in August In September 2004 the Partnership website was re-launched with a completely new design and more content. During the number of visits / hits has 18

25 increased to 37,747 and the number of pages viewed has doubled to 77,237. Detailed analysis of the website statistics shows that visitors are spending longer on the website and they are looking at more information. Web Statistics thousands Number of pages view ed on the w ebsite Number of visits to the w ebsite The website was promoted via a special radio advert in September. In addition to this the website address appeared on all printed material throughout the year. The website continues to evolve with the development of virtual tours around the majority of safety camera sites and the linking into a mapping system. This major development of the website will continue throughout Safety Camera Awareness Throughout the year the Partnership has been proactively raising awareness of safety camera locations. Leaflets have been distributed and a special telephone information line detailing all the safety camera sites was updated. Local radio stations continue to announce the daily minimum enforcement schedule and this is printed in the local press. The enforcement schedule is also posted on the Partnership website and proves to be the most viewed page on the website. The Partnership also released details of new safety camera sites and their collision history through the local press once Government has granted approval. Survey Each year the Partnership is required by the Department for Transport to undertake a public opinion survey. The Partnership is required to ask seven nationally set questions of its local population. However, the survey offers the Partnership the opportunity to ask a range of questions in order to understand the local residents opinions on road safety generally, perceptions of traffic speeds and congestion, speed limits, driver training and to test awareness of marketing and communication activities. 19

26 The Partnership commissioned MORI an independent research company to undertake telephone surveys in the autumn of 2003 and Quota based sampling was undertaken to ensure that a cross section of 1,000 adult residents were interview across all four local authority districts areas. The table below shows the results for the nationally set questions and highlights the continued acceptance by the local population of safety cameras being one method of casualty reduction. Agree 2003 Agree 2004 Disagree 2003 Disagree 2004 Safety cameras should be supported as a method of reducing casualties Cameras are meant to encourage drivers to stick to the speed limit, not to punish them The primary aim of safety cameras is to save lives Fewer accidents are likely to happen on roads where cameras are installed Cameras mean that dangerous drivers are more likely to get caught Cameras are an easy way of making money out of motorists Too many cameras in my area Base : All 1,000 Survey work undertaken by MORI Detailed analysis of the data shows that in 2003 safety cameras were seen in an aspirational way and should be supported because they have a beneficial affect on road safety. After a year of enforcement residents are more assertive in their opinions and feel that whilst cameras encourage drivers to adhere to the speed limit, they also lead to dangerous drivers being convicted. The survey also tracks awareness of Humberside Safety Camera Partnership. In 2003 before the Partnership started any marketing activities 13% of residents claimed some awareness of the Partnership. After a full year of campaigns and enforcement awareness of the Partnership has risen to 36%. The full results can be found on the safety camera website, located under the further information section. Brand Development During the Partnership continued to develop the safety camera brand, which resulted in a change of logo (see below). The Partnership will continue to develop its brand and key messages over the coming years. 20

27 Major Campaigns During the year the Partnership has undertaken a range of campaigns aimed at raising awareness of the safety camera partnership and to highlight the consequences of speeding. The campaigns are delivered through a range of media, which includes advertising on radio, buses, billboards and bus shelters and in print. Also by the distribution of leaflets and posters in public centres, through working closely with the local press in the reporting of campaigns. Take it Safely Campaign The Partnership continued to develop the Take it Safely campaign, which was launched in The aim of this campaign is to make motorists think about their driving skills in certain conditions or times of the week or year. The campaigns are developed through radio adverts and visually through posters. During January and February 2005 the main messages were about bad weather and rushing to and from work. Holiday Time The Take it Safely holiday message was played on radio during the major holiday times during the year. This radio advert is generic in nature and was aired in April 2004 (Easter), during August 2004 and March 2005 (Easter). The bus back below accompanied the radio campaign during August which provides a visual link between the radio adverts that warns that children are about. Posters were also displayed at train stations in Grimsby and Scunthorpe and the campaign featured in the local press. Christmas Rush The Take it Safely holiday message was also aired during the Christmas and New Year holiday period. The bus back poster below provided a very visual message to motorists and was covered by the local press across the region. 21

28 Kid s Stuff mph zones The aim of this radio and press campaign was to raise awareness of mph zones being designated by street lighting within urban areas. This campaign ran during June 2004 and February and March Where possible, the Partnership took advantage of using DfT designed posters and their mph for a reason campaign. Bike Safe 2004 & Bike Safe 2005 During the Partnership was able to support the promotions of the Bike Safe programme. The main aim of Bike Safe is to raise awareness of the need for further training with motorcyclists. The Bike Safe programmes within the Humber region were delivered via free one-hour assessment rides and through half-day workshop sessions. The Partnership arranged the promotional side of the Bike Safe scheme through the printing of leaflets, posters, display material and through radio adverts. The rest of the scheme was supported via Humberside Police and the Roadaware Partnership. Wreckage During the autumn of 2004 the Partnership ran its Wreckage campaign with the aim of highlighting the wider effects of a crash. The poster below was displayed upon the back of buses and at bus shelters across the region, as well as in public buildings. The poster campaign was accompanied by a radio advert. The campaign was launched in the local newspapers during road safety week. The Partnership arranged interviews with people who have been affected by road collisions, which included bereaved relatives, paramedics and casualty reduction officers. 22