8.2 Delivery & achievements to date

Activities Coordinated by the Joint Road Safety Team

8.2.1 The Greater Manchester authorities were aware that to meet the LTP2 targets would be extremely challenging, especially the stretched target of a 50% reduction for killed and seriously injured casualties. The authorities agreed that a central team should be established to co-ordinate countywide and partnership working. A Joint Road Safety Team was, therefore, established in April 2007 using funding from the Specific Road Safety Grant. At the same time the Greater Manchester Casualty Reduction Partnership was re-formed to oversee and steer countywide road safety work.

Greater Manchester Casualty Reduction Partnership

8.2.2 The Greater Manchester Casualty Reduction Partnership operates through an appointed board made up of officers from the stakeholder organisations including:

  • Greater Manchester Local Authorities
  • Greater Manchester Police
  • Her Majesty’s Court Service
  • Crown Prosecution Service
  • Greater Manchester Fire and Rescue Service
  • Greater Manchester Health Authority
  • Highways Agency

8.2.3 The Board directs the work of the Joint Road Safety Team and AGMA road safety sub-groups.  It reports to the AGMA Transport Chief Executives' Group.

Greater Manchester Joint Road Safety Team

8.2.4 The Joint Road Safety Team has an overall objective to reduce road collisions, casualties and deaths through the development and implementation of strategies to ensure delivery of the road safety targets and has a specific remit in the following areas of countywide work:

  • Supporting the Greater Manchester Casualty Reduction Partnership
  • Coordinating the work of the AGMA road safety sub-groups
  • Overseeing the work of the safety camera operation
  • Coordinating the Greater Manchester Speed Limit Review and the development of a Greater Manchester Speed Management Strategy
  • Supporting the management and operation of the Greater Manchester Driver Improvement Scheme
  • The development and implementation of a Greater Manchester Communication, Publicity and Marketing Strategy
  • The management of specific countywide road safety projects funded by the Department for Transport and other organisations
  • Taking the lead in the preparation of Greater Manchester bids for future government grants for strategic road safety projects.

AGMA Road Safety Sub-groups

8.2.5 The AGMA Road Safety Sub-groups are made up of officers from all the partner organisations. There are three such groups:

  • Greater Manchester Group of Road Safety Officers
  • Greater Manchester Road Accident Prevention Group
  • Greater Manchester National Driver Improvement Scheme Service Provider Steering Group

Case Study 18

Safety Camera Operation in Greater Manchester

Introduction

There have been fixed safety cameras on the roads of Greater Manchester since 1989. The GM Casualty Reduction Partnership's objective is to reduce the number of collisions that result in deaths and injuries in Greater Manchester.

Problems and Issues

GMTU (Report 1288b) analysis identified that speeding was a factor in about 20% of KSI collisions.

Approach Taken

The GM Road Accident Prevention Group and GMTU provide a system of prioritisation of camera sites.  Fixed Speed, Automatic Traffic Signal and Mobile sites are categorised red, amber and green according to collision and speed data. Enforcement priority is given to red and amber sites and cameras are deployed in the housings installed within these locations.  Green category sites are visited twice a year. The ranking prioritisation is revisited every three months with new collision data. Traffic count survey data is used to target the periods where speeding is shown to be a problem.

In addition to speeding hotspots, mobile enforcement routes have been created along some of the arterial roads into the regional centre where data shows that speeding is a general rather than a specific locational problem. It is anticipated that the number of routes will be increased during the rest of the LTP2 period. The partnership adheres to DfT Guidelines about introducing new camera locations, visibility and signage.

GMP staff provide operational support, to detect offences and to manage the Safety Camera Operation. The GMP's Central Ticket Office and Traffic Network Services provide additional core processing and prosecution support. 

Funding

The Safety Camera Operation is funded through the Specific Road Safety Grant

Targets and Objectives Met

Analysis shows that the Safety Camera Operation has contributed directly to the BV 99 targets.

Comparing data from 2005-2007 and 2000-2003, GMTU (report 1408) shows that average collisions at new camera sites have reduced by 47.5% for KSI collisions and 34.6% for all injury collisions.  This is much greater than the GM wide reduction of 7.2% for KSI and 24.2% all injury collisions during the same period.   Even taking regression to mean effect into account the evidence is that Safety Cameras are having a positive impact in reducing the number of KSI and all injury collisions.

8.2.6 The groups organise collaborative work in their respective fields and exchange information and expertise with regard to best practice. 

8.2.7 The groups support the Board, by providing a strong evidence base and analysis, together with robust monitoring and scrutiny of the effectiveness of the casualty reduction programmes and schemes.  The groups also contribute to:

  • Road safety strategies that deliver casualty reduction through linking together capital investment and ongoing revenue support.
  • Cross-service working and collaboration between local authorities, police and the other relevant agencies in respect of their local road safety strategies and decisions, and their approach to tackling individual problematic locations.
  • Identifying how the additional Road Safety funding is used to deliver increased casualty reduction.

Monitoring and Analysis

8.2.8 The Greater Manchester Transportation Unit (GMTU) monitor countywide casualty and collision trends and provide data required by the Casualty Reduction Partnership. An annual report is produced that considers trends towards the national and LTP2 targets together with papers on specific topics. Two further annual reports provide detailed tabulations of countywide and district accidents. All these reports are available at www.gmtu.gov.uk. Factsheets showing trends towards the LTP2 targets at countywide and district levels are produced quarterly and circulated to all partners.

8.2.9 In conjunction with the ten local authorities, GMTU have produced in-house software (GMAXI) to enable detailed analysis of road collision and casualties to be undertaken. This is provided to all districts to enable them to undertake analysis on their own district data. Countywide analysis is undertaken by GMTU. GMAXI allows for analysis by STATS19 fields and geographical location. In particular, analysis of geographical clusters enables specific problem areas to be identified and targeted. In general, engineering and enforcement measures are introduced where collisions occur, whilst education, training and publicity are targeted at where drivers and casualties live.  GMTU have been awarded the Association for Geographic Information's (AGI) Innovation and Best Practice (Local Government) Awardfor the development of this software.

Work Undertaken by Individual Authorities

8.2.10 There are a number of road safety initiatives within Greater Manchester which are contributing to the casualty reduction targets and improving road safety, which come under the headings of Enforcement, Engineering and Education. Full details of local activity is contained within the area appendices.

8.2.11 Using GMAXI, all districts undertake detailed analysis of road accidents and casualities within their area, to help to target road safety measures.

8.2.12 Partnership working is central to the development and implementation of road safety initiatives and helps reinforce the road safety message. Many road safety targets, such as reducing causalities, are cross cutting with partners such as the PCT. GM road safety partners include:

  • The emergency services
  • Probation & Court services
  • Highways Agency
  • Driving Standards Agency
  • Vehicle and Operator’s Service Agency
  • Local Strategic Partnerships
  • North West Regional Authorities and GMPTA/E
  • AA
  • Health and education services
  • Casualty Reduction Partnership
  • Voluntary and Community sector e.g. IAM, RoSPA, Age Concern, BME groups, GMCVO

Enforcement

8.2.13 Enforcement is a crucial part of the casualty reduction strategy.  GMP continue to support road safety objectives by prioritising resources to target inappropriate speed and drink and drug driving and denying the criminals the use of the road.

8.2.14 GM authorities support road safety enforcement through various projects, such as the Safety Camera Operation (see Case Study 18 ‘ Safety Camera Operation in Greater Manchester ’).  This operation is co-ordinated by the central team.

8.2.15 Some districts have funded additional police enforcement. For example, in Bolton, GMP have used the Automatic Number Plate Recognition System (ANPR) to identify, stop and seize untaxed and uninsured vehicles.  The location and routes of this enforcement are identified through analysis of KSI casualty data.  These enforcement operations are run in partnership with GMP and the Vehicle and Operator’s Service Agency (VOSA).  (See Case Study 19 ‘ Operation Giant ’)

8.2.16 Pre- and post- operation data analyses indicate that enforcement activities have reduced KSI casualties in the targeted areas.

Case Study 19

Operation Giant

Introduction

“Operation Giant” was a six-month enforcement initiative in Bolton, using Automatic Number Plate Recognition to identify and seize untaxed and uninsured vehicles. 

Problems and Issues

Under LPSA2, Bolton has agreed a target of reducing the number of KSI on roads in Bolton to no more than 81 at year ending December 2008.

Approach Taken

Over the six-month period, GMP delivered two ANPR operations per month.  The locations and routes for the ANPR operations were agreed through the use of KSI casualty data and included some of the main traffic corridors in the Borough.  Police Officers outside the ANPR operational times targeted road traffic offences on strategic routes and at casualty “hot spots”. The increased police presence during the operation sent out a clear message to the motoring public that traffic law violators and offenders in Bolton would be identified and dealt with.

Funding Sources

A sum of £30,000 was made available from LPSA 2 funding.

Targets and Objectives Met

The first 6 months of 2007 saw a reduction in the number of road traffic collisions that resulted in injuries. A direct comparison with the six-month period for the previous three years (2004 -2006) showed an overall reduction of injury collisions by 16%.

Engineering

8.2.17 Various traffic calming and other physical measures have been implemented across the districts to reduce road traffic collisions and casualities.  Details can be found in the area appendices.  This section sets out a short summary of the types of measures which have been implemented.

8.2.18 Analysis of road accident statistics and casualty figures, particularly cluster analysis, have enabled effective prioritisation of sites for engineering works.  Additional criteria are taken into account when identifying and prioritising sites, including:

  • Speed surveys
  • Traffic flow surveys
  • Key pedestrian generators such as schools and health centres
  • Housing density
  • Socio-economic factors

8.2.19 Districts often receive requests from the public, local councillors or ward co-ordinators for engineering measures at particular routes or junctions.  In these cases site-specific collision and casualty data will be analysed and the above criteria applied to assess the feasibility of such possible interventions. 

8.2.20 Speed management and traffic calming measures have been implemented across Greater Manchester to improve road safety. These measures have been put in place along identified routes, areas and at specific sites.  Many of the engineering schemes, such as pedestrian facilities, have been introduced along main walking routes, and in particular, along those serving schools. The impact on road safety is taken into account at every stage of the project management of schemes from the initial design to the implementation. Consultation with local communities helps ensure that interventions meet local needs.

8.2.21 Area based 20mph zones have been implemented across GM aimed at reducing  vehicle speeds and consequently reducing casualties.  These zones have often been established within residential areas and in the immediate vicinity of schools.  Areas with vulnerable road users have been specifically targeted for pedestrian engineering measures. For example, road crossings, have been introduced where older people are disproportionately involved in road traffic collisions.  Pedestrian measures have also been introduced as part of Safer Routes to School initiatives.

8.2.22 Innovative engineering schemes have been developed by particular authorities.   For example, in Tameside, the Watchman scheme has been implemented.  Watchman cameras, which collect and display vehicle speed and number plate data have reduced driver speed and encouraged more responsible driving.

Education , Training and Publicity

8.2.23 A key target of our road safety education is reducing the number of children killed and seriously injured on the roads. The individual authorities have implemented several different initiatives to improve the safety of children.

8.2.24 Road safety education starts with the very young at nursery and pre-school where road safety officers provide advice and road safety resources for organisers, teachers and parents, such as story books, teaching aids, guidelines and parents are given advice about road safety issues such as in-car safety.

8.2.25 Infant schools and junior schools are also visited and children are taught about safe behaviour on roads through presentations, quizzes, and theatre workshops.  Many schools in GM operate the Junior Road Safety Officers Scheme, which aims to encourage children to promote road safety among themselves. Many Greater Manchester primary schools are offered the chance to attend Crucial Crew, which is a project delivered in partnership with various organisations such as GM Police, Fire and Rescue Service, North West Ambulance Service, the AA and the Highways Agency.

8.2.26 Road Safety Units across Greater Manchester offer on-road cycle training courses to help children develop their cycling control skills and traffic awareness. Road safety officers give practical pedestrian training in primary schools across Greater Manchester, to help children to develop their awareness of the road environment and to improve their skills. 

8.2.27 The School Crossing Patrol service continues to play a major role in ensuring the safety of children walking to and from school.  There are approximately 1,200 patrols operating throughout the Greater Manchester area. The services operate under Local Authorities Road Safety Officers Association (LARSOA) National Guidelines.

8.2.28 Road safety officers offer a range of presentations and workshops aimed at ‘pre-drivers’ and ‘young drivers’ to secondary schools, colleges and youth groups. Content is adapted for a specific audience: eg. a presentation to students on a health and beauty course focuses on facial injuries that can be a consequence of dangerous driving and non-seatbelt wearing.  In addition to the core school work, road safety teams have delivered more targeted road safety initiatives, for example presentations to senior school pupils dealing with risk taking and consequences.

8.2.29 Authorities have built on the work of the Neighbourhood Road Safety Initiative (NRSI) and have continued to emphasise the targeting of road safety education, training and publicity at areas of social deprivation particularly where there is evidence of higher casualty rate.  The authorities are using the specific road safety grant to continue the targeted work in local areas of deprivation.  For example, Rochdale  and Bury have employed a dedicated Community Road Safety Officer to continue the NRSI ethos.  In some authorities road safety teams have successfully been awarded the Neighbourhood Renewal Fund to support this work.  Tameside continues to employ a full time "Kerbcraft" officer funded from its own resources.

8.2.30 Additional initiatives have also been introduced and developed to meet young children and people specific needs.  For example, Bolton have developed a road safety scheme targeted at young people with learning difficulties (see Case Study below).

Case Study 20

A Practical Pedestrian Training Programme for Young People with Learning Disabilities, Bolton

Introduction

Bolton Road Safety Team has always worked with children who have Special Education Needs.  Bolton Road Safety Unit offers a flexible Education, Training and Publicity Service to meet diverse needs within the borough.

Problems and Issues

Bolton Road Safety Unit in conjunction with the Bolton Learning Disability Team (LDT) identified a need for practical pedestrian training for young people with learning disabilities and additional needs.  Often these young people have had no experience of walking alone, or with friends, to school and need experience, knowledge and skills for independent travel. 

Approach Taken

The initial referral comes from the NHS, PCT, or LDT and a planning meeting is arranged to allow the Road Safety Officer to: meet the allocated lead person from the LDT; to learn about the child’s profile and history and potential risks (e.g. the child running away) and the risk management strategy to adopt ; and to develop a training programme that is geared to the ability of the child.

Parental involvement is essential to the success of this scheme and they are involved in the development of the training programme and also encouraged to be involved in the training sessions.  A typical programme includes:

  • A talk and walk of the school with the child to allow an assessment of child’s sensory difficulties and to identify appropriate strategies to address these needs.
  • A visit to the car park to develop vehicle awareness (including lights and indicators)
  • An explanation and demonstration of the basic concepts of the Green Cross Code
  • An on-street training in the use of roads, kerbs and pavements
  • Practical training in how to cross the road including the use of pedestrian crossings and also how to cross the road where there are parked cars.

In the final session a real-life challenge is set and the young person is assessed as they walk on a route to a location that contains many features contained in a typical journey. Throughout the training the young people are congratulated on their successes and the Officer works with the teachers, parents and young person to develop further sessions.

The training scheme continues to be a success and many good comments have been received by partners involved in the scheme including parents.   The improvement in the behaviour of participating young people when crossing the road has been clearly demonstrated.  Bolton Road Safety Team continue to receive referrals for this scheme

Funding Sources

This scheme has been funding through Bolton’s Specific Road Safety Grant.

8.2.31 Although work with children and young people is central to road safety teams, other road users are also targeted.  Road Safety presentations aimed at Mature Drivers, for example (see Case Study below) are currently being delivered in many districts in partnership with their local IAM groups and the DSA. This work is being evaluated with the plan to roll out delivery across all districts.

Case Study 21

Mature Driver Training, Wigan

Introduction

In an attempt to address the vulnerability of mature drivers in road collisions in Wigan, the road safety forum delivered mature driver training courses.

Problem/Issues Addressed

Wigan’s casualty data showed a significant need for driver training for those who were 60 years and older. Changes in vehicle technology and the road environment mean individuals would benefit from further training.

Approach taken

A short course was developed for anyone in the borough who had been driving for 30 years, and wanted to refresh his or her driving skills.

The Road Safety Group, the Driving Standards Agency and the Institute of Advanced Motorists (IAM) developed a two-hour course on a variety of road safety issues including the Highway Code, pedestrian crossings, signing and route planning.  The course included information on the IAM’s driving programme and an explanation of the driver assessment. Each driver received an information pack, including a copy of the Highway Code, a high visibility waistcoat and leaflets and information on driving issues.

Drivers sign up to a short practical assessment, where they can refresh their driving skills at three levels: Bronze, Silver or Gold.  The assessment consists of advice on simple vehicle maintenance, cockpit drill, observation skills, and driving skills such as gear changing and fuel efficiency.

200 drivers have attended the course and the course overall has received 98% “very satisfied” response on the course content and outcomes from those who have completed it.

Funding

There are plans for a further three courses at a cost of £450 per course. This is funded through the specific road safety grant assigned to Wigan.

Targets and Objectives Met

This project contributes to target BV 99 . 225 drivers attended 7 courses in 2007/08, and 151 attained the gold award standard

8.2.32 Road safety initiatives have also been developed to target specific 'at risk' road users.  Some districts are dealing with Work Related Road Safety by providing Minibus Driver Awareness Scheme (MiDAS) for their in-house employees and also for users of mini buses for Community Groups.  For example, Bury Road Safety Unit is currently the Service Provider for Rochdale Council's School Safety Service as well as dealing with it's own service users.  Bury also leads on the provision of in-house driver courses, available to other authorities, such as Smartdrive, Smart assessments and Smart Trailer.  Older people have been targeted with road safety presentations and publications providing advice on how to stay safe on the roads. Partnerships have been developed with organisations, such as Age Concern, who work specifically with this target group.  Some publicity campaigns have also focused on older people, such as the distribution high visibility shopping bags.

8.2.33 Districts have organised other specific targeted publicity for their own localities.  For example, Manchester road safety team, have organised specific publicity campaigns aimed at the large student population based within the Higher Education Precinct. Often these campaigns are developed in partnership with, and are supported by, other organisations, for example, GMP, PCT, schools, and local organisations and voluntary agencies.

8.2.34 Combined Enforcement, Engineering and Education Initiatives

8.2.35 Many Greater Manchester districts have been involved in a joint enforcement and education initiative aimed at increasing drivers' compliance with the law on seatbelts (use) and mobile phones (non-use).  Road Safety Officers have worked in partnership with Greater Manchester Police and Greater Manchester County Fire and Rescue service to instigate and organise these initiatives.

8.2.36 Police spotters are strategically placed on main roads near to a Fire Station forecourt where information about seatbelt non-compliance is relayed to a ‘stopper’.  Once the driver is stopped, and given the reason for being stopped, they are offered the opportunity to take a Fixed Penalty Notice or to attend an educational presentation, presented by a fire officer.  This presentation includes photos and graphic details of the consequences of not wearing seatbelts.  This initiative will be extended into other districts within 2008-2009.

8.2.37 Another joint enforcement and education initiative saw police stopping motorists speeding outside schools as part of 'Child Speed Watch' initiatives.  Once stopped, the driver is offered the opportunity to take a Fixed Penalty Notice or to attend a presentation in school.  The presentation tells motorists of the risk and danger they are posing to children.  

8.2.38 The Safer Routes to Schools initiative combines engineering and educational measures to improve safety on the way to and immediately outside school. This initiative is specifically aimed at reducing child KSI casualties.  Physical engineering works including traffic calming, new pedestrian crossings and cycle lanes to enhance the environment around the school.  These are supported by specific educational initiatives including walking and cycling schemes.

Case Study 22

Unsworth Primary School, Whitefield, Bury

Introduction

Unsworth Primary School is located at the end of a narrow cul-de sac off Parr Lane in Unsworth, Whitefield. Its travel plan was approved in 2006 in an attempt to overcome the traffic problems that had developed and the school has shown strong commitment to implementation.

Problems and Issues prior to implementation

The narrow access to the school, along Blackley Close, became very congested each day at the start and end of school time and frequently became completely blocked, preventing access to the school by service and emergency vehicles. A study of the catchment area of the school showed that a large proportion of the children could, in fact, use a more environmentally friendly form of transport to travel to school.

Approach taken

The school recognised that a package of measures and initiatives was needed that would engage both parents and children alike and would not just focus on one mode of sustainable travel. It therefore pursued measures to emphasise cycling and walking equally:

  • A cycle shelter was erected at a location that could be easily seen from the school and playground in order to minimise the risk of theft.
  • Three walking bus routes were established and became an integral part of school activity. Each bus also has a ‘Build a Bear’ mascot which goes along on every journey and also on trips arranged for the children. They also have themed days for Christmas, Easter, Children in Need, and Comic Relief. A canal boat trip was recently arranged for participating children on the first birthday of the walking bus scheme.
  • A park and stride scheme was established from the car park of a nearby public house, to enable children to safely walk the last part of the journey.
  • A large banner advertising the walking buses has been placed on railings at the exit from the school.
  • A covered waiting area has been provided for parents at one corner of the playground
  • The school also organises bike to school days (with approx 50-60 bikes per day), bike rides, cycle maintenance classes to enable children to be able to identify if a problem is occurring, bike to school breakfasts and road safety and skills training.

Funding Sources

The schemes have all been funded through the school's own budgets and the capital it received for having an approved travel plan. None of the initiatives are particularly expensive.

Targets and Objectives Met

The school wanted to ensure that Blackley Close remained free from traffic at the start and end of the school day on a regular basis. With between 65-85% of children either walking or cycling to school regularly this has now been achieved.