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HERTFORDSHIRE COUNTY COUNCIL

ROAD SAFETY PLAN 2006 - 2010

CONTENTS PAGE

1 INTRODUCTION 2

2 TARGETS 3

3 PRIORITIES FOR HERTFORDSHIRE 6

4 ENGINEERING MEASURES 9

5 EDUCATION, TRAINING & PUBLICITY - ADULTS 12

6 EDUCATION, TRAINING & PUBLICITY – CHILDREN 16

7 ENFORCEMENT 19

8 LINKS TO OTHER AREAS OF WORK 20

9 FUTURE ISSUES 20

10 FUNDING 20

11 MONITORING 21

12 BIBLIOGRAPHY 22

APPENDIX 1 – Safety Engineering Process 23

APPENDIX 2 – Criteria for Safety Cameras 25

APPENDIX 3 - Casualty Data 26

1 INTRODUCTION

This Road Safety Plan is to deliver the Local Transport Plan (LTP) 2006/7-2010/11 objective “To improve safety for all by giving the highest priority to minimising the number of collisions and injuries occurring as a result of the transport network”.

The Road Traffic Act 1988 (amended by the Road Traffic Act 1991), places a statutory responsibility for road safety on highway authorities. The Act requires local authorities to “prepare and carry out a programme of measures designed to promote road safety”, and enables “contributions to be made towards the cost of measures for promoting road safety taken by other authorities or bodies”. Appropriate measures include education and training, road safety engineering, and safety audits.

The overall strategy is summarised in the LTP. This Road Safety Plan is a daughter document to the LTP and sets out the strategy in more detail. The document also outlines the programmes that are developed to achieve casualty reduction through a range of prevention and reduction measures.

Road safety education and training, safety audit and engineering measures are used to address both casualty reduction and prevention. The safety engineering programme is specifically funded and developed to address known casualty sites. All of these programmes, together with enforcement, contribute to Hertfordshire’s casualty reduction targets.

The development of this Plan is led by the County Council’s Environment Department. However, successful delivery relies on the input of other organisations, including Hertfordshire Highways, Hertfordshire Constabulary, Children Schools and Families (CSF), and Hertfordshire Fire and Rescue Service.

2 TARGETS

1. Targets to 2010

The County Council has three targets for road safety to 2010, derived from the national casualty reduction targets set in 2000:

Total Killed and Seriously Injured

|Indicator |Baseline |Projection (2010) |

|Number of people killed or |1084 casualties |Reduce to no more than 600 |

|seriously injured on roads |(1994-98 average) | |

|in the authority (all ages) | | |

Child Killed or Seriously Injured

|Indicator |Baseline |Projection (2010) |

|Number of children (aged |113 casualties |Reduce to no more than 56 casualties |

|less than 16) killed or |(1994-98 average) | |

|seriously injured in the | | |

|authority | | |

Total Slight Casualties

|Indicator |Baseline |Projection (2010) |

|Number of slight injuries |5509 casualties |No increase in slight |

|(all ages) |(1994-98 average) |Casualties (5509) |

2. Development of Targets

The starting point for the above targets was the Government’s road casualty reduction targets to the year 2010 published in “Tomorrow’s Roads Safer For Everyone” in 2000 which were:

* 40% reduction in the number of people killed or seriously injured (KSI) in road accidents (1084 reduced to 650 for Hertfordshire)

* 50% reduction in the number of children killed or seriously injured (KSI) in road accidents (113 reduced to 56 for Hertfordshire)

* 10% reduction in the slight casualty rate, expressed as the number of people slightly injured per 100 million vehicle kilometres. (This target has since been amended from a rate to an absolute number – 5509 reduced to 4959 for Hertfordshire)

from a 1994-98 average base.

These were used as the basis of the County Council’s targets adopted in the 2000 LTP. The targets for the 2005 LTP are a roll forward of these.

Hertfordshire also entered into a three year Local Public Service Agreement (LPSA) in 2003, one of its twelve targets being road safety. This required a further reduction in KSI’s on all roads in the county, except for motorways, by 31 December 2005. (770 reduced to 703.)

The three tables below show the original targets to 2005 and 2010, together with the actual numbers achieved so far.

Overall KSI Casualties

| |Base |2001 |2002 |2003 |2004 |2005 |2010 |

|Original Target |1084 |1041 |997 |954 |911 |867 |650 |

|Actual | |894 |814 |688 |691 | | |

|Performance | | | | | | | |

|2010 Target |113 |108 |102 |96 |91 |85 |56 |

|Actual | |76 |73 |68 |64 | | |

|Performance | | | | | | | |

|Original 2010 |5509 |5454 |5399 |5344 |5289 |5234 |4959 |

|Target | | | | | | | |

|Actual | |5679 |5819 |5514 |5483 | | | |

|Performance | | | | | | | | |

|Cambridgeshire |597 |534 |562 |523 |511 |470 |527 |-12% |

|Essex |1179 |1077 |1125 |1107 |1090 |1170 |1075 |-9% |

|Hertfordshire |1084 |948 |912 |894 |814 |688 |691 |-36% |

|Luton |89 |86 |70 |63 |59 |57 |57 |-36% |

|Norfolk |862 |769 |721 |710 |618 |546 |560 |-35% |

|Peterborough |161 |117 |158 |131 |134 |128 |122 |-24% |

|Southend-on-Sea |115 |86 |106 |87 |99 |101 |88 |-23% |

|Suffolk |478 |480 |524 |467 |403 |442 |416 |-13% |

|Thurrock |127 |124 |96 |129 |114 |164 |116 |-9% |

|East of England |5001 |

| |2006/07 |2007/08 |2008/09 |2009/10 |2010/11 |

|Total KSI | | | | | |

|Child KSI | | | | | |

|Slight Casualties | | | | | |

|TOTAL |3000 |3000 |3000 |3000 |3000 |

This can be broken down into the funding required for each of the main programme blocks, as set out in Table 2 below.

Table 2 Five Year Funding - Programmes

|Programme |2006/07 |2007/08 |2008/09 |2009/10 |2010/11 |Source |

| | | | | | | |

| | | | | | | |

| | | | | | | |

| | | | | | | |

| | | | | | | |

| | | | | | | |

| | | | | | | |

| | | | | | | |

|Income | | | | | | |

11 Monitoring

Progress towards the key targets will be published in the LTP Annual Progress Report each July.

Details of individual programmes will be set out in the annual Road Safety Plan Review.

12 BIBLIOGRAPHY

Tomorrow’s roads - Safer For Everyone DETR, March 2000

New Directions in Speed Management, a review of policy DETR, March 2000

Hertfordshire Collision and Casualty data

Hertfordshire Road Safety Unit Service Plan

Hertfordshire Road Safety Plan 2000 - 2005

Handbook of Rules and Guidance for the National

Safety Camera Programme for England and Wales DfT, November 2004

APPENDIX 1

Engineering Programmes

Safety Engineering Process

The Hazardous Sites report is produced each year (July) and provides data with ranking on following criteria:

• Six or more injury collisions, any severity, in the previous three year period, in a 75m circle

• Four or more injury collisions, any severity, in a one year period, in a 75m circle

• Three or more Child KSI collisions, in the previous three year period, in a 75m circle

• Three or more KSI collisions, in the previous three year period, in a 75m circle

• Two or more KSI collisions, in a one year period, in a 75m circle

• Three or more injury collisions, any severity, in the previous three year period, in a 75m circle, with a contributory factor identified as a bend, dark conditions, wet conditions, or skidding (Mass Action)

• Three or more injury collisions, any severity, in the previous three year period, in a 75m circle, with a contributory factor of misjudged speed, inappropriate speed or too fast for conditions

• Three or more injury collisions, any severity, in the previous three year period, in a 75m circle, with a contributory factor of excessive speed

Ranking of these sites uses a weighting system that places a greater emphasis at locations where the collision has been either fatal or serious. The weighting process uses the DfT annual HEN note that calculates the costs to the community of the different severities of collisions. The calculation provides a point scoring system for slight, serious or fatal collisions. The HEN note is also used to calculate the first year rate of economic return of a scheme by providing the average cost of an injury accident.

An accident investigation report is subsequently produced for each possible scheme that considers each of the individual collisions recorded, and aims to establish a pattern or trend behind the collisions that are occurring. This is very much a police collision data led process, carried out in an independent and impartial manner without bias and involves the use of confidential data. Each assessment provides a pessimistic and optimistic view of the possible collision savings the project may be expected to produce.

Collisions are by their nature random and multi-factored. As such there is no method or system available to predict when the next one may occur. However, if collisions have occurred and a pattern of some type is established, the problem is likely to persist until such time as the fundamental causation factors behind the injury collisions are addressed. The ratio between damage only and injury collisions has been quoted as six to one (Circular Road No 12/75). This has now increased to just over 18 in urban areas (Highways Economic Note 2004).

Cost benefit Analysis

An example of a cost benefit calculation is shown below:

The collision savings have been predicted by individually considering each collision and how the proposals would address the causation factors. A pessimistic and optimistic assessment is undertaken and the average taken. In this instance the scheme is considered to be able to save 24 injury collisions over a three year period.

Using costs identified by the DfT HEN Note 2000, table 4a, the cost of the scheme is considered to be £251,000 with the average cost of an injury collision calculated to be £72,560. The predicted first year rate of return collision savings are shown below:

Predicted 1st year ERR = 24 x 72,560 x 100% = 251%

3 x 231,000

APPENDIX 2

Criteria for the use of static safety cameras

Sites are selected on the basis of at least 4 Killed or Seriously Injured (KSI) collisions per km in the “baseline period” of 36 months over a route length between 400m and 1500m. 85th percentile speeds must be at or above the ACPO threshold (10% above the speed limit plus 2 mph - i.e. 35mph in a 30mph zone).

Criteria for the use of mobile safety cameras

Sites are selected on the basis of at least 2 Killed and Seriously Injured (KSI) collisions per km in the “baseline period” of 36 months over a route length between 400m and 5000m. 85th percentile speeds must be at or above the ACPO threshold (10% above the speed limit plus 2 mph - i.e. 35mph in a 30mph zone).

In both instances other engineering measures must be considered and their potential effectiveness judged before a particular location can be promoted for safety camera enforcement. There are also other issues that help to determine the location of a speed camera that are associated with visibility and the operation of the camera equipment.

Criteria for the use of red light cameras

Sites are selected on the basis of at least 2 Killed and Seriously Injured (KSI) collisions within the junction in the “baseline period” of 36 months.

APPENDIX 3 - Casualty Data

Hertfordshire COLLISIONS by Severity

|Year |Fatal |Serious |KSI |Slight |Total |

|1994 |51 |734 |785 |3482 |4267 |

|1995 |44 |845 |889 |3673 |4562 |

|1996 |52 |910 |962 |3827 |4789 |

|1997 |53 |864 |917 |3980 |4897 |

|1998 |55 |899 |954 |3979 |4933 |

|1999 |48 |761 |809 |3934 |4743 |

|2000 |49 |730 |779 |4180 |4959 |

|2001 |43 |714 |757 |3821 |4578 |

|2002 |54 |625 |679 |3842 |4521 |

|2003 |36 |563 |599 |3648 |4247 |

|2004 |48 |534 |582 |3649 |4231 |

Hertfordshire CASUALTIES by Severity

|Year |Fatal |Serious |KSI |Slight |Total |

|1994 |60 |885 |945 |4916 |5861 |

|1995 |45 |1003 |1048 |5454 |6502 |

|1996 |58 |1099 |1157 |5657 |6814 |

|1997 |58 |1053 |1111 |5660 |6771 |

|1998 |57 |1103 |1160 |5857 |7017 |

|1999 |53 |895 |948 |5754 |6702 |

|2000 |54 |858 |912 |6287 |7199 |

|2001 |49 |845 |894 |5679 |6573 |

|2002 |58 |756 |814 |5819 |6633 |

|2003 |38 |650 |688 |5514 |6202 |

|2004 |51 |640 |691 |5483 |6174 |

|1994/98 Ave |55.6 |1028.6 |1084.2 |5508.8 |6593 |

Hertfordshire CHILD Casualties by Severity

|Year |Fatal |Serious |KSI |Slight |Total |

|1994 |2 |94 |96 |575 |671 |

|1995 |1 |124 |125 |645 |770 |

|1996 |3 |110 |113 |678 |791 |

|1997 |3 |107 |110 |615 |725 |

|1998 |5 |118 |123 |671 |794 |

|1999 |1 |97 |98 |578 |676 |

|2000 |2 |89 |91 |619 |710 |

|2001 |3 |73 |76 |559 |635 |

|2002 |3 |70 |73 |563 |636 |

|2003 |1 |67 |68 |510 |578 |

|2004 |2 |62 |64 |540 |604 |

|1994/98 Ave |2.8 |110.6 |113.4 |636.8 |750.2 |

Hertfordshire FATAL Casualties by User Class and Severity by Year

Hertfordshire, 1994 to 2004

Year |Pedestrian |Cyclist |Car User |PSV |Goods |Other |Motorcyclist |Moped |Total | |1994 |10 |3 |41 |0 |1 |1 |4 |0 |60 | |1995 |16 |3 |20 |0 |1 |0 |5 |0 |45 | |1996 |13 |4 |32 |1 |2 |0 |6 |0 |58 | |1997 |10 |2 |36 |0 |2 |0 |8 |0 |58 | |1998 |12 |3 |34 |0 |2 |0 |6 |0 |57 | |1999 |12 |5 |21 |0 |5 |1 |9 |0 |53 | |2000 |13 |0 |30 |0 |3 |0 |8 |0 |54 | |2001 |9 |2 |28 |0 |0 |0 |10 |0 |49 | |2002 |14 |3 |29 |0 |2 |0 |9 |1 |58 | |2003 |6 |0 |19 |0 |3 |0 |8 |2 |38 | |2004 |9 |4 |27 |0 |2 |1 |8 |0 |51 | |

Hertfordshire SERIOUS Casualties by User Class and Severity by Year

Hertfordshire, 1994 to 2004

Year |Pedestrian |Cyclist |Car User |PSV |Goods |Other |Motorcyclist |Moped |Total | |1994 |148 |61 |499 |6 |33 |3 |120 |15 |885 | |1995 |167 |85 |552 |12 |43 |2 |127 |15 |1003 | |1996 |160 |82 |656 |10 |38 |6 |134 |13 |1099 | |1997 |165 |73 |640 |7 |33 |0 |128 |7 |1053 | |1998 |162 |86 |662 |6 |56 |2 |119 |10 |1103 | |1999 |136 |76 |490 |12 |39 |2 |133 |7 |895 | |2000 |138 |61 |458 |3 |40 |2 |144 |12 |858 | |2001 |126 |50 |485 |7 |24 |0 |138 |15 |845 | |2002 |108 |46 |421 |3 |37 |2 |123 |16 |756 | |2003 |101 |43 |325 |11 |27 |4 |122 |17 |650 | |2004 |95 |45 |342 |4 |28 |3 |98 |25 |640 | |

Hertfordshire KSI Casualties by User Class and Severity by Year

Hertfordshire, 1994 to 2004

Year |Pedestrian |Cyclist |Car User |PSV |Goods |Other |Motorcyclist |Moped |Total | |1994 |158 |64 |540 |6 |34 |4 |124 |15 |945 | |1995 |183 |88 |572 |12 |44 |2 |132 |15 |1048 | |1996 |173 |86 |688 |11 |40 |6 |140 |13 |1157 | |1997 |175 |75 |676 |7 |35 |0 |136 |7 |1111 | |1998 |174 |89 |696 |6 |58 |2 |125 |10 |1160 | |1999 |148 |81 |511 |12 |44 |3 |142 |7 |948 | |2000 |151 |61 |488 |3 |43 |2 |152 |12 |912 | |2001 |135 |52 |513 |7 |24 |0 |148 |15 |894 | |2002 |122 |49 |450 |3 |39 |2 |132 |17 |814 | |2003 |107 |43 |344 |11 |30 |4 |130 |19 |688 | |2004 |104 |49 |369 |4 |30 |4 |106 |25 |691 | |

Hertfordshire SLIGHT Casualties by User Class and Severity by Year

Hertfordshire, 1994 to 2004

Year |Pedestrian |Cyclist |Car User |PSV |Goods |Other |Motorcyclist |Moped |Total | |1994 |368 |346 |3640 |63 |175 |9 |245 |70 |4916 | |1995 |396 |334 |4121 |84 |192 |13 |267 |46 |5454 | |1996 |399 |333 |4289 |78 |231 |23 |258 |45 |5657 | |1997 |378 |369 |4268 |84 |212 |18 |289 |42 |5660 | |1998 |405 |315 |4384 |186 |255 |9 |252 |51 |5857 | |1999 |420 |315 |4397 |98 |208 |9 |267 |40 |5754 | |2000 |375 |291 |4834 |74 |305 |23 |319 |66 |6287 | |2001 |345 |213 |4418 |90 |236 |13 |279 |85 |5679 | |2002 |349 |228 |4498 |92 |227 |7 |320 |98 |5819 | |2003 |347 |233 |4197 |86 |226 |11 |296 |118 |5514 | |2004 |311 |288 |4139 |65 |249 |19 |278 |134 |5483 | |

Child Casualties by Severity, User Class and Severity

Hertfordshire, 1994 to 2004

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Engineering

Education, Training and Publicity

Enforcement

Speed

Seatbelts

Other Road User Behaviour

KSI Casualties

Cycling

In-Car

Pedestrian

Enforcement

Engineering

Child KSI Casualties

Slight Casualties

Enforcement

Education

Training & Publicity

Engineering

Locations of Injury Collisions

Identified

Sites Priorities by Severity

Top sites entered into

Integrated Works Programme

Collision Investigation Report

for each site

Scheme design and delivery

Education, Training and Publicity

Work Related Road Safety

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