November 2002
Contents 1. Introduction 2. Funding Road Safety 3. The Existing Situation 4. Our Casualty Reduction Targets 5. Our Strategy for Reducing Casualties an overview 6. Safer for Children 7. Safer Drivers Training and Testing 8. Safer Drivers - Drink, Drugs and Drowsiness 9. Safer Infrastructure 10. Safer Speeds 11. Safer Vehicles 12. Safer Motorcycling 13. Safety for Pedestrians, Cyclists and Horseriders 14. Better Enforcement 15. Promoting Safe Road Use 16. Our Action Plan 17. Monitoring References Glossary (to be completed) NOTE (Tables 1 and 3 to 11 are currently attached at the rear of the report - in the final version these will be incorporated in appropriate places within the main body of the report. Table 2 to follow)
1 Introduction 1.1 This Road Safety Strategy sets out the measures which we, together with our partners will be developing and implementing in order to assist in achieving the aims and targets contained in the Governments Road Safety Strategy (2000 2010) Tomorrows Roads Safer for Everyone (Reference1) and our own Sustainable Integrated Transport Strategy (SITS) document (Reference 2). 1.2 Tomorrows Roads Safer for Everyone establishes the Governments priorities in road safety terms and our Road Safety Strategy broadly follows the format of that document. 1.3 SITS states that To improve safety for all pedestrian, cycling and highways users we will Introduce reduced speed limits where they can be adequately enforced in order to increase road safety as well as improving fuel economy provide better education, training and publicity for all road users, to increase their awareness of road safety. investigate the causes of traffic injury collisions and introduce measures to reduce their frequency and severity. introduce measures to help vulnerable road users. carry out safety audits on all new improvement schemes to ensure that they meet the needs of all road users. 1.4 The Council, through its Road Safety Team has a statutory responsibility under the Road Traffic Act 1988 to investigate and prevent road collisions on our roads.
1.5 The Road Safety Team are directly responsible for the following functions: Collision investigation and analysis Design, implementation and monitoring of collision remedial measures Development of speed management initiative Implementation of Safe Routes to Schools programmes Safety Audit of new schemes Road Safety Education, Training and Publicity (E.T.P) and The provision and management of the school crossing patrol service
2 Funding Road Safety Funding for road safety work within Milton Keynes comes from a variety of sources, these being: 2.1 Capital Expenditure. 2.1.1 Bids are made to the Government for capital funding for the implementation of collision remedial measures through the LTP process. 2.1.2 The success of bids has previously been dependent upon the estimated first year economic rate of return generated by the schemes in terms of collision savings. This method is still used within Milton Keynes to assist in developing the implementation programme of collision remedial schemes. 2.1.3 Capital funds are also used for the implementation of the Council s Traffic Calming programme and Safer Journeys Strategy. This primarily links Safe Routes to School initiatives together with the development of school travel plans and safety and accessibility issues for whole communities in specific areas. 2.2 MKC Revenue Contributions 2.2.1 Within the Traffic and Transportation Department s budget, revenue funding is included for collision remedial measures, education training and publicity, cycle and pedestrian facilities, traffic calming, and the provision of the school crossing patrol service.
2.3 Speed Camera netting Off Project 2.3.1 MKC is one of the partners within the Thames Valley Safer Roads Partnership which benefits from income derived from the netting off of speed camera fines. Funds are available through the partnership for speed-related measures and publicity. 2.4 Public Service Agreement 2.4.1 The Council has entered into an agreement with the Government for the provision of improved services. One such area is that of casualty reduction and funding is available up until 2003/4 for provision of measures to improve the reduction of casualties. 2.5 Other Funding Sources 2.5.1 We actively encourage local Parish and Town Councils to fund traffic management and road safety schemes. Such schemes are generally designed and implemented by the Council. Parish Partnership Grants are available from the council to assist with the funding of these schemes. 2.5.2 Funding is also available from English Partnerships (formerly the Commission for the New Towns), developer contributions, surpluses derived from the Central Milton Keynes parking scheme and Single Regeneration Bid (SRB) funding in regeneration areas.
3 The Existing Situation 3.1 Details of all Road Personal Injury Collisions (PIC s) collected by officers from Thames Valley Police are made available to Milton Keynes Council. These are analysed, checked and input onto the Councils PIC database. 3.2 Unless stated, the statistics given throughout the document are relevent only to MKC roads. Collisions on Motorways and Trunk Roads passing through the Council area are therefore not included. This is due to the fact that MKC can have little impact on the collisions on these roads. 3.3 When investigating road traffic collisions it is important to try to understand the causes of the collisions in order that appropriate remedial measures or targeted education, training and publicity can be implemented. Therefore, detailed investigation is carried out to find out: who they are occurring to?, where they are occurring?, when they are occurring?; and why they are occurring?. 3.4 Within the Thames Valley Police (TVP) area, prior to 1999 the Police collision statistical recording form did not accurately define the slight and serious severity categories. Therefore the assigned category was very often a subjective judgement of the officer rather than that defined by the DfT guidelines. 3.5 In January 1999, following a national review of the reporting procedures, changes were made to the TVP collision recording
form. This allowed for a much more accurate reporting procedure for the severity of the collision. 3.6 The following tables give information on collision and casualty numbers within the Milton Keynes Council area between 1994 and 1998. The Council has no responsibility for casualty reduction measures on the Motorway and Trunk Road network. (All final tables will be incorporated into the body of the report - however at this time all tables are attached at the rear of the document) Table 1 - How many collisions are occurring? Table 1 compares collisions on all roads in Milton Keynes with those for which Milton Keynes Council is directly responsible for casualty reduction. Table 2 - Who are the casualties? [TO FOLLOW] Table 2 shows casualties by age group for the roads for which Milton Keynes Council is responsible. Table 3 - Where are the collisions occurring? Table 3 gives an indication as to the numbers of collisions occurring at various types of road junction within Milton Keynes. Table 4 - When are the collisions occurring? Table 4 indicates the time of day when collisions are occurring. These can be seen to peak between 15:00 and 18:00. Table 5 - Why are the collisions occurring? Table 5 indicates the main factors, which contribute to the collisions occurring. Excessive speed is clearly a factor in a number of collisions.
4 Our Casualty Reduction Targets 4.1 Milton Keynes Council has adopted the national casualty reduction targets for 2010 as set out in the Governments Road Safety Strategy published in March 2000.These are: A 40% reduction in the number of people killed or seriously injured. A 50 % reduction in the number of children killed or seriously injured. A 10% reduction in the number of slight casualties. 4.2 These figures are based on averages for 1994-1998. 4.3 In order to reflect the changes in the reporting system referred to in section 3.5 above, the 1994-1998 average base figure has been adjusted. 4.4 Table 6 (below) indicates the casualty reduction targets, which we aim to achieve over the life of this strategy. For comparison purposes Table 6a shows targets taking into account the Motorway and Trunk Road network for which the Council has no responsibility. 4.5 As the implementation of the strategy proceeds, progress towards the targets will be continually monitored and reported in annual updates. Table 6 Casualty reduction targets 2000 2010 (excluding Motorway and Trunk Roads)
Table 6a - Casualty reduction targets 2000 2010 (including Motorway and Trunk Roads) 4.6 As part of the Public Service Agreement (PSA) which Milton Keynes Council has entered into with the Government, casualty reduction targets until March 2004 have been enhanced. 4.7 We aim to meet the casualty reduction targets by a combination of local and regional actions (as set out in this strategy) supported at a national level by road safety campaigns together with nationwide improvements to vehicle safety and driver training. 4.8 Other, more specific local targets are contained within the strategy document. 4.9 Progress towards the targets is monitored in two ways: by comparing collision data with the targets in Tables 6 and 6a above; and by the Audit Commission through their Best Value Performance Indicator (BVPI 99) which provides an indicator of the effect of demographic growth on casualty reduction figures.
5 Our Casualty Reduction Strategy 5.1 We are committed to reducing the level of casualties on the roads of Milton Keynes and intend to meet the targets set by Government (and enhanced by us in the PSA agreement) through the measures outlined in this document. 5.2 Milton Keynes Council is not solely responsible for meeting these targets, other agencies have a part to play as do vehicle manufacturers. We however still retain the Three E s approach to casualty reduction with the implementation, through partnership working, of: Road safety Engineering measures Education initiatives, and Liaison with Thames Valley Police on Enforcement issues.
5.3 Specific areas of road safety concern can not be addressed through any of the above mechanisms individually. In practice, to achieve a successful output in terms of casualty reduction a coordinated and programmed combination of engineering measures, education initiatives and enforcement action by the Police is required. 5.4 We recognise the value of partnership working and work directly in partnership with the local communities, schools and the police in developing and implementing a number of collision remedial measures, educational resources and enforcement programmes which together are aimed at contributing towards the casualty reduction targets. 5.5 Milton Keynes Council is a member of the Thames Valley Safer Roads Partnership, whose aim is to : Make significant contribution to the Government s road casualty reduction 2010 targets by reducing the number of people killed and injured on the roads in the Thames Valley Region. 5.6 The Sustainable Transport and Road Safety (STARS) Forum, is the consultative group through which road safety policy is developed and consists of representatives from all local Councils, residents associations and local interest groups. 5.7 In addition, we are represented by officers on the South Eastern regional groups and forums such as the South East Accident Reduction Working Group (SEARWG), meetings of the Local Authority Road Safety Officers Association (LARSOA), the Road Casualty Reduction 2010 (RCR 2010) Group and the TVP Traffic Strategy Group and Netting Off steering team.
6 Safer for Children 6.1 Background 6.1.1 Every year throughout the country over 190 children up to 15 years of age are killed and more than 5,600 are seriously injured on our roads. A large number of these casualties result from walking and cycling. Table 7 Child Casualties by Mode 6.1.2 Table 7 shows the level of child casualties within Milton Keynes between 1994 and 1998. 6.1.3 48% of the casualties involve children cycling or walking and a further 50% are car passengers. 6.1.4 Local surveys undertaken in schools indicate that 60% of children either walk or cycle to school, consequently this proves to be one of the higher risk areas where action is needed. 6.1.5 A conservative estimate of child casualties injured on a school journey is in the region of 15% 6.1.6 The poor compliance nationally with seat belt use and child seat restraint is also prevalent in Milton Keynes. 6.2 Strategy 6.2.1 Our Strategy for achieving child casualty reduction focuses on the following key areas:
Babies and young children - In Car safety/road safety through play First School Children - Pedestrian/initial cycle training Middle School children ongoing cycle training/general road safety information Older teenagers motorcycle/pre driver training 6.2.2 Our Safer Journeys Strategy (Reference 3) embraces many of the issues associated with making our roads safer for children. 6.2.3 The main driving forces behind the strategy are to change the mode of transport and to improve the safety and accessibility for all people making short journeys within our communities, particularly those travelling to school. 6.2.4 The strategy is aimed specifically at the young the elderly cycle users pedestrians the mobility and visually impaired 6.2.5 In addition to the overriding casualty reduction targets, the Safer Journeys Strategy contains a number of local targets in including: An increase in the percentage of children walking and cycling to school from 60% to 65% by 2005 20 schools per year with minor traffic improvements
6.2.6 It is essential that engineering, education and training are all deployed effectively and with a co-ordinated approach in order to reduce child KSI casualty figures by 50% by 2010. The Safer Journeys Strategy seeks to do this 6.2.7 Both low cost and larger scale engineering schemes are implemented at sites where high levels of casualty savings are expected 6.2.8 Pro-active road safety education commences at an early age through the use of loaned Road Safety Activity Boxes and continues through the schools years up to pre driver advice. 6.2.9 Pedestrian and cycle training schemes are dealt with in Section 13 and details of pre-driver training offered are dealt with in section 7
6.3 Action Plan 6.3.1 Through the implementation of our Safer Journey Strategy we will: with the assistance of our Safer Journey Plan co-ordinator establish in conjunction with schools and local communities 20 Safer Journey Plans per year. [6A} continue to make available and seek to expand the uptake of cycle and pedestrian training schemes to all children. [6B] continue to implement a programme of minor traffic and safety measures outside at least 20 schools per year [6C] seek to implement one large Safer Journeys Scheme per year [6D] The Road Safety section will continue to manage and operate the School Crossing Patrol service. Requests for sites will continue to be assessed using national criteria to maintain a consistent approach between authorities. [6E] 6.3.2 In order to deliver effective child road safety education we will Aim to develop a detailed series of resource packs for use in conjunction with the health authority to assist in the continued promotion and raise awareness of all child road safety issues and MKC services available. [6F] Continue to make available Road Safety Activity Boxes to all nursery schools and playgroups in Milton Keynes. These contain games, toys, videos, audio tapes and books with a road safety theme to raise awareness generally amongst 2-5 year olds. [6G]
Develop a monitoring questionnaire to assess the usage of this resource and to aid in its continual development and improvement. [6H] Continue to undertake much of the road safety awareness in schools through implementation of our Safer Journeys Strategy and SpeedCHECK speed management strategy. [6I] Continue to make the numerous themed resources available for use directly by schools to coincide with ongoing curricular activities, however [6J] Aim to produce and distribute to all schools, playgroups and nurseries a prospectus detailing the services and resources that the Road Safety Section is able to supply. [6K] 6.3.3 When the DfT produces more comprehensive advice on the process for undertaking Child Safety Audits, we will review our Safer Journey Strategy to ensure the process is adequately included. [6L] 6.3.4 In order to deliver effective advice on in-car safety we will
Ensure that all staff offering such advice are regularly trained to keep advised of new developments [6M] We will continue to offer general advice and information on child car seats and seat belts and undertake high profile well publicised child car seat/seat belt checks and enforcement campaigns undertaken in partnership with local traders and the police. [6N] We will continue to support national car seat belt and child seat advertising campaigns. [6O]
7 Safer Drivers Training and Testing 7.1 Background 7.1.1 Table 8 shows the total casualty figures for car drivers in Milton Keynes between 1994 and 1998, broken down by severity and age. 7.1.2 This shows specific areas of concern as being young drivers (in the 17 to 19 age band) and drivers in the age band 30-39 Table 8 Car Driver casualties 7.1.3 We have no remit for changes to the driving test and standards of examiners and instructors, however we will comment on and respond to any consultation on such issues 7.1.4 We are able to offer advice and information to drivers of all ages through support for national or locally identified initiatives. 7.1.5 In schools, pre-test advice is carried out in association with other agencies. Liaison with the Driving Standards Agency and local driving instructors is undertaken to provide young driver training into schools.
7.1.6 Awareness of specific issues (for example Speed, Drink Driving) is currently undertaken through performances and workshops at schools using theatre and drama groups. 7.1.7 Work is also underway through Passenger Rights Campaigns to better advise car passengers of their rights within vehicles and allow them to influence driver behaviour. 7.1.8 In order to educate errant drivers, in conjunction with Thames Valley Police, and other authorities in the Thames Valley region a Driver Improvement Training scheme has been set up. This offers offenders involved in a road traffic collision the opportunity to attend a 2 day course at their own cost instead of a fine. This is intended to improve the drivers ability and understanding of situations, which are likely to result in injury collisions. 7.1.9 We need to strengthen our links with the Institute of Advanced Motorists (IAM) and the Driving Instructors Association (DIA) in order to develop a range of driving improvement courses available to all ages and for companies (see 7.1.7) 7.1.10 Milton Keynes has a high proportion of businesses with either a car borne workforce or a distribution background. Significant savings are possible through reduced collisions involving their employees. This applies equally to companies using agency drivers.
7.2 Strategy 7.2.1 For driver training and testing we will concentrate our road safety efforts into the following key areas: Education and advice for pre and young drivers Driver Improvement Improving the advice information available on occupational road risk to fleet and company drivers Provision of general safety advice and driving education to all drivers 7.3 Action Plan 7.3.1 To assist with the provision of education and advice for young drivers we will: continue to liaise with and publicise the work of the DSA in schools [7A] seek to make this advice and information through theatre and drama groups available to ALL pre driver age children within schools [7B] remain actively involved in an ongoing young offenders rehabilitation programme, Wheelright, and road safety inputs play a large part in the curriculum. [7C]
7.3.2 To assist with the improvement of drivers skills we will: continue to monitor the results of Driver Improvement initiatives in place in the Thames Valley Area and if they prove positive we will seek to expand their use [7D] Investigate (in consultation with local trainers) the establishment of better driving courses for all ages. [7E] continue to provide on-going training advice and awareness raising of better driving skills and standards through support for national campaigns, and attendance by road safety staff at local exhibitions, shows and events. [7F] 7.3.3 To assist in dealing with the growing concerns surrounding occupational road risk we will: Draw up proposals up for a Road Safety Training programme for council employees [7G] extend this to other businesses in the future and launched through a local seminar for fleet managers and distribution/haulage companies [7H] establish a network of companies involved in training with the aim to have participation from all major companies in Milton Keynes [7I] Roll the SpeedCHECK campaign out to include all businesses in SpeedCHECK areas [7J]
7.3.4 General Road safety Advice will be delivered through the following mechanisms. Strengthen our links with the Institute of Advanced Motorists (IAM) and the Driving Instructors Association (DIA) locally to assist with advice and training. [7K] Offer advice on all aspects of driving through distribution of publicity and training resources and attendance at shows, and exhibitions. This will include eyesight and reaction testing [7L]
8 Safer Drivers - Drink, Drugs and Drowsiness 8.1 Background 8.1.1 Nationally, one in 7 deaths on our roads occur as a result of drink driving and up to 60% of accidents on high speed roads are probably caused by driver fatigue. 8.1.2 Currently there is limited evidence available on the impact of drug taking on road casualties. However compared with 10 years ago, 5 times as many people killed in road collisions have traces of illegal drugs in their body. 8.1.3 The problem is not limited to illegal drugs. There is no doubt that both illegal and prescribed drugs, alcohol and tiredness all impair a drivers skills and ability to make judgements. Table 9 - Casualties involving Drink Driving or Drowsiness Table 9 shows those casualties (excluding motorway and trunk roads) by age group that occur are as a result of impairment by alcohol or driver fatigue. Neither category exhibits any specific trends in terms of target areas. 8.2 Strategy 8.2.1 Enforcement and education initiatives can have an impact on reducing the number of casualties occurring as a result of drink, drugs or drowsiness. 8.2.2 We will work jointly with Thames Valley Police and other education and enforcement agencies to support and promote national regional and local campaigns.
8.3 Action Plan 8.3.1 In order to assist in reducing road casualties resulting from drink, drugs or drowsiness we will: Support all national and regional campaigns in order to raise awareness of the effects of alcohol, drugs and drowsiness on driving ability by making this information available to individuals and companies. [8A] Through the Safer Journeys Strategy, advise all year 11 pupils of issues related to the impact of drink and drugs on driving. [8B] Work together with Thames Valley Police on combined enforcement/education initiatives such as new initiatives in roadside testing [8C] Work with other agencies in the promotion of Driver Rehabilitation courses [8D]
9 Safer Infrastructure 9.1 Background 9.1.1 Engineering measures are implemented on our roads in order to help reduce the numbers of collisions and casualties. 9.1.2 Historic road collision data is analysed on an annual basis in order to determine areas of a high incidence of collisions and collision trends and patterns at either cluster sites, on specified lengths of road or in defined areas. 9.1.3 From this investigation, appropriate remedial measures may be proposed in order to reduce the level of collisions and casualties occurring. 9.1.4 It is becoming increasingly difficult to identify collision cluster sites containing numbers of killed or seriously injured casualties, such collisions are occurring more randomly. However the nature of the road layout within Milton Keynes does give rise to a large number of clusters involving slight collisions (at roundabouts and grid road junctions). 9.2 Strategy Collision Remedial Measures 9.2.1 Within Milton Keynes, Collision Remedial Measures (CRM s) are prioritised and programmed to ensure that those areas experiencing the highest number of collisions and casualties are targeted first and that cost-effective proposals are implemented within the resources which are available. 9.2.2 The criteria for site identification is as follows
For Single Site collision clusters: Seven collisions within the past 3 years, or Five collisions within the past 2 years, or Three collisions within the last year A similar threshold criterion has been developed to identify lengths of road for route treatments. 9.2.3 From the detailed analysis of the collision information, a 3- year rolling programme for the implementation of collision remedial measures is developed. This is reviewed annually. 9.2.4 Proposals are assessed on their cost and the potential collision savings that they offer and a First Year Economic Rate of Return (FYERR) is calculated. Within the programme, priority is where possible given to those schemes which will realise the highest rate of return and the greatest reduction in casualties. The availability of staff resources is also taken into account. 9.2.5 The programme includes the provision of pedestrian and cycle facilities, low cost collision remedial measures, traffic calming and other speed reduction measures such as reduced speed limits and speed cameras. Traffic Calming 9.2.6 We receive many requests for the implementation of traffic calming schemes in both our urban and rural areas. 9.2.7 Requests are assessed using a points system, which takes into account the historic collision record, the environment of the request location and the presence of local facilities.
9.2.8 In rural areas we are also implementing a rolling programme of low cost gateway traffic calming treatments. These are assessed on the number of casualties within the developed village envelope 9.2.9 Schemes are analysed annually and a three-year rolling programme developed which is reviewed on an annual basis. Monitoring 9.2.10 In order to assess the effectiveness of the measures implemented in terms of casualty and collision reduction, before and after monitoring of schemes is undertaken. Details of this monitoring are included in Section 17 Safety Audit 9.2.11 All highway schemes promoted by us, local Councils or undertaken by developers are subject to safety audit procedures. This includes consideration of the engineering design, safety, future maintenance and use of the scheme by motorists, pedestrians, cyclists, powered two wheelers, the mobility impaired, passenger transport vehicles and horseriders. 9.2.12 Any potential hazards or problems with the design are referred to the designer of the scheme for rectification before the scheme is implemented. 9.2.13 Schemes are also safety audited following their implementation to check that they operate safely. 9.2.14 This process is intended to ensure that all schemes implemented have no inherent safety problems that may contribute to additional collisions occurring for any road users.
9.3 Action Plan 9.3.1 In order to reduce the impact that the road infrastructure has on casualties we will: Develop and implement an annual programme of Collision Remedial Measures [9A] Develop and implement Traffic calming measures in both Urban and rural areas [9B] Develop and implement an annual programme of pedestrian and cycle safety schemes. [9C] Monitor the success of schemes implemented in terms of reduced casualties and publish this information in an annual Road Safety report. [9D] Arrange or undertake safety audits on all new highways schemes. [9E]
10 Safer Speeds 10.1 Background 10.1.1 It is estimated that nationally speeding causes about 1200 deaths a year. Collision data tends to under-report speeding as a cause however it is estimated that excessive speed is involved in some way in up to 30% of collisions. 10.1.2 Up to 70% of drivers admit to speeding in 30 mph limits - this action poses enhanced risk to all road users, but particularly those vulnerable road users such as pedestrians, cyclists and motorcyclists. 10.1.3 Speeding facts At 40 mph 9 out of every 10 pedestrians hit are killed At 30 mph 5 out of every 10 pedestrians hit are killed At 20 mph 1 out of every 10 pedestrians hit are killed 10.1.4 Our Sustainable Integrated Transport Strategy (SITS) has identified the following benefits of achieving reductions in speed: safer roads for vulnerable road users reduced number of collisions for road users reduced fuel emissions improvements to the environment and quality of life in residential and rural areas. 10.1.5 Speed management is the effective combination of engineering, education and enforcement to encourage drivers to choose speeds which are safe and appropriate for
the road conditions and all other circumstances which may apply in law, including the class of vehicle they are driving. 10.1.6 We are one of 9 authorities within the Thames Valley Safer Roads Partnership which co-ordinates speed management issues such as publicity and enforcement between the local authorities and the Police throughout the region. 10.1.7 As one of the partners we do receive a proportion of the income from speed camera fines, which is spent directly on speed related road safety. 10.2 Strategy 10.2.1 Our speed management Strategy SpeedCHECK (Reference 4) was launched in May 1999. Its aim is to prevent, discourage and change attitudes towards driving at excessive speeds. The benefits of managing the speed problem are multiple. 10.2.2 The strategy contains the following target We intend through the implementation of our speed management strategy to achieve a reduction in speed limits by 2% across the Council area 10.2.3 SpeedCHECK is a partnership campaign with Milton Keynes council and Thames Valley Police combining efforts and resources in working with the community to tackle to problems of speed. Education
10.2.4 SpeedCHECK is publicised widely amongst Local councils who are encouraged to sign up to the scheme. In SpeedCHECK areas we are able to undertake further publicity with road-side posters and the use of Speed Indicator Devices (SIDS) 10.2.5 Partnership working exists through the Thames Valley Safer Roads Partnership which co-ordinates regional liaison between local authorities the Police through its own Publicity Team. Enforcement 10.2.6 Speed enforcement action is undertaken by Thames Valley Police using a variety of methods. There is close liaison between ourselves and the Police on the deployment of speed camera locations (both fixed and mobile ) and all sites need to adhere to guidelines and criteria laid down by the DfT. Physical Measures 10.2.7 A number of physical measures can be implemented in an effort to reduce speeds These have been discussed in Section 9 Speed Limits
10.2.8 Our existing policy on the setting of speed limits is in line with the existing DfT guidelines. This establishes that the road environment and the prevailing speed are both dominant determining factors in the setting of speed limits. Limits seen by the majority of drivers as inappropriate will not be adhered to. 10.2.9 However these DfT guidelines are due for review shortly and when this is completed we will be reviewing our speed limit criteria. To assist in this process we will consider in certain circumstances implementing experimental changes to speed limits and monitoring closely the effects. 20 mph Speed Limits and Zones 10.2.10 Our SITS document advocates the implementation of 20mph zones outside every school in the Council area. 10.2.11 We do however realise that such limits do need to be self enforcing and would not propose to introduce such limits without being satisfied that speeds would be in the region of 20 mph either through existing road conditions or the implementation of additional traffic calming. 10.2.12 We have as part of our first Safer Journeys Scheme implemented an advisory 20mph speed limit zone outside two schools. Together with support from the Police and the local magistrates it is hoped that awareness of the dangers of driving too fast for the school environment will be raised.
10.3 Action Plan 10.3.1 In order to reduce the level of casualties occurring as a result of speeding vehicles we will: Continue through the formation of local partnerships with local councils, residents groups and Thames Valley Police, to advise, co-ordinate and promote SpeedCHECK [10A] Produce a regular news-sheet advising local councils of the latest development in SpeedCHECK [10B] Develop further SpeedCHECK modules for use in Schools and by local businesses [10C] Continue to liaise on a regional level with other local authorities and Thames Valley Police through the Thames Valley Safer Roads Partnership on enforcement and publicity issues [10D] Respond to Government consultations of changes to legislation on speeding issues [10E] review our speed limit policy When further guidance is received from the DfT [10F] We will monitor the results of speed surveys at target and control sites throughout the Council area and publish the results in our annual Road Safety Report [10G]
11 Safer Vehicles 11.1 Background 11.1.1 Vehicle safety improvements have contributed to reducing road deaths in recent years. Further technological enhancements will play a part in achieving the casualty reduction targets for 2010. 11.1.2 Well designed vehicles are 11.2 Strategy Easier to control during normal driving Reliable and predictable in emergency situations Protect against injury in a collision 11.2.1 Whilst we are not able to directly influence car safety, the key areas where changes may be brought about are: Safety improvements to vehicles such as front end design, intelligent seat belts and speed limiters Legislative changes requiring safety equipment such as compulsory ABS and tightening seat belt legislation Better publicity regarding the necessity for vehicle maintenance in order to make drivers aware of its importance Improvements in consumer information about car safety such as extending the Euro NCAP test.
11.3 Action Plan In order to maximise the impact that improved vehicle safety can have on casualty reduction we will: Support changes to vehicle design, technology and legislation which will have a positive effect on casualty reduction [11A] Ensure that our own fleet of vehicles and any vehicles employed on our contracts comply with all current requirements and legislation.[11b] Support campaigns to raise awareness for improved standards of maintenance of vehicle. [11C] Support campaigns to raise awareness for improved consumer information on car safety [11D]
12 Safer Motorcycling 12.1 Background 12.1.1 Powered two wheelers can offer some environmental benefits over other forms of transport and as such their use is promoted within our Draft Powered Two Wheeler Strategy (Reference 5) 12.1.2 As a more vulnerable mode of road user, motorcyclists do however represent a large proportion of road casualties. Nationally they make up less than 1% of the traffic but suffer 14% of the deaths and serious injuries. Table 10 - Powered two wheeler casualties 12.1.3 Table 10 indicates the number of casualties by age group for motorcycle riders and passengers above and below 125 cc. 12.1.4 Powered two wheeler fatalities rose by 11% to 605 between 1999 and 2000. Road deaths as a whole however dropped slightly. Locally the number of powered two wheeler fatalities between 1994 and 1998 was 12. 12.1.5 Casualty levels in both the 16 to 19 and the 30 to 39 age group both give cause for concern. 12.1.6 Casualty reduction can be influenced through improved training and testing and through improved vehicle design. 12.2 Strategy 12.2.1 Many of the issues that can have a direct impact on casualty reduction are not within our remit, these include changes to motorcycle training and testing and changes to
engineering and technical specifications of motorcycles and safety equipment 12.2.2 There are however areas where we are able to assist with publicity material and in conjunction with training establishments offer guidance on motorcycling skills and guidance to car drivers on greater awareness of motorcyclists. 12.2.3 There are local and regional concerns as to the number of powered 2 wheeler fatalities and a regional study is currently underway which we are feeding into in order to assess trends and develop an approach to reverse the recent trend. 12.2.4 As powered two wheelers are encouraged as a form of transport, road schemes are designed to accommodate the needs of motorcyclists. 12.3 Action Plan 12.3.1 In order to reduce the level of casualties occurring to powered two wheelers we will: Support changes to motorcycle testing and training arrangements, which appear to have positive impact in reducing casualties to powered two wheelers [12A] Support changes in engineering and technical specifications for motorcycles and safety equipment, which appear to have positive impact in reducing casualties to, powered two wheelers. [12B]
Continue to publicise and distribute information on driver awareness, motorcycle safety and motorcycle training courses locally. [12C] Continue to assess locally and regionally, trends in motorcycle casualties in order to develop new appropriate publicity and training resources [12D] Give consideration to the needs of motorcyclists in scheme designs and safety audits. [12E]
13 Safety for Pedestrians, Cyclists and Horseriders 13.1 Background 13.1.1 Milton Keynes is located at a junction on the National Cycle Network. In addition there are some 250Km of off-road pedestrian/cycling network (The Redways). 13.1.2 Some of the Redways and leisure routes in and around Milton Keynes are available to horseriders and this together with the network of bridleways offers some 188KM of off road horseriding facilities. 13.1.3 Encouraging further cycle and pedestrian use is central to our Sustainable Integrated Transport Strategy and Safer Journeys Strategy 13.1.4 The change of mode on the journey to school (see Section 6 Safer for Children) relies heavily on increased cycle and pedestrian usage, As such we need to adequately train both children and adults in the skills required if we are to achieve modal shift safely. 13.1.5 Our Cycling and Draft Walking Strategies (References 6 and 7) discuss further the encouragement of cycling and walking in order to achieve modal shift. 13.1.6 Nationally there is significant under-reporting of cycle casualties particularly so if the collisions occur on off road routes. Generally speaking, unless there is a Police presence, collisions involving cyclists are unlikely to be reported. Table 11 Pedestrian and Cyclist Casulties
13.1.7 Table 11 shows pedestrian and cyclist casualties by age group. For both modes the key target age group is 10 to 15 year olds and this is an area where training is needed to ensure adequate and safe skills. 13.2 Strategy Accident Reporting 13.2.1 As cycle and pedestrian casualties are under-reported, data from other sources can offer additional information on pedestrian and cycle casualties. Infrastructure 13.2.2 We have an extensive off road network upon which we wish to encourage additional use of the off road facility but we also want to make on road facilities for cyclists safer. 13.2.3 Casualties often occur at the conflict points and these need to be made safer in engineering terms An audit of all conflict points has been undertaken and following from this work a rolling programme of safety measures is being implemented at these road/redway junctions. 13.2.4 Work is to commence on the development of an action plan for the provision of new facilities. 13.2.5 As pedestrians and cyclists are given such a high priority within our transport strategy, all road schemes are designed and safety audited with the needs of pedestrians and cyclists in mind. This is also true in areas where high levels of horse traffic are expected. Skills Training
13.2.6 Currently we undertake cycle and pedestrian training with school age children using volunteer tutors out of school time. We offer three levels of cycle training Level 1 - Basic Skills (off road) Level 2 First Skills (off road) Level 3 Cycle Awareness (On Road/redway) 13.2.7 The Council s Cycling Strategy document outlines a number of targets to increase the number of cycling trips. 13.2.8 A key element is an increase in the number of people attending cycle training courses. The following target is contained within the Cycling Strategy. To increase the number of people attending cycle training courses, both children and adults, ten fold by 2005 based on 1999 figures and by 2010 training shall be available for every 10 year old who wants it. 13.2.9 Alternative methods of delivering this service are currently being developed including the use of paid tutors and the use of Parental Training Packs. 13.2.10 We are developing the extension of the cycle training schemes to include intensive holiday schemes and delivery through other groups. 13.2.11 We also offer cycle refresher courses to adults on an ad hoc basis. It is hoped to expand this service in the future
13.2.12 Two fast-track pedestrian training courses have been trialled. This is to be incorporate this as a standard feature in our Safer Journey Schemes. 13.2.13 We are not directly involved in training horseriders but will publicise such facilities. Safety Advice 13.2.14 We do through our Safer Journeys Strategy offer road safety advice for cyclists and pedestrians. 13.2.15 Road safety advice for both horseriders and drivers likely to encounter horseriders is also available and distributed 13.3 Action Plan 13.3.1 In order to reduce the levels of casualties occurring to Pedestrians, cyclists horseriders we will: Work together with the Primary Healthcare trust to investigate the use of hospital records for pedestrian and cycle collisions to supplement data that is reported to the police [13A] Continue to develop and implement programmes of suitable safety measures at locations where collisions involving cyclists, pedestrian and horseriders are occurring [13B] Prepare an action plan for the development of safe routes for cyclists, pedestrians and horseriders in line with individual strategies for those users. [13C]
Expand the cycle and pedestrian training schemes to ensure that the provision of cycle and pedestrian training is available to all children who require it. [13D] Expand the availability of adult cycle training schemes. [13E] Offer advice and guidance and promote the use of cycle helmets whenever possible. [13F] We support and publicise national green transport events such as walk to school week and national cycle to work day. [13G] We will continue to distrubute road safety materials and offer advise to horseriders and drivers liable to encounter horseriders on roads and promote road safety training schemes provided for horseriders [13H] 14 Better Enforcement 14.1 Background 14.1.1 Many of the schemes implemented by us require legislation in order to support them (for example speed limits). There is also much national legislation associated with road safety (for example drink drive and seat belt legislation) 14.1.2 Thames Valley Police, as the enforcement agency within Milton Keynes are closely involved in the implementation of any schemes or programmes to ensure that enforcement issues are taken into account. 14.1.3 There is close partnership working with the Police on enforcement issues through the Thames Valley Safer Roads Partnership, the Safety Camera Netting Off Project
Steering Team and the Traffic Management Strategy Group. 14.2 Strategy 14.2.1 The Local Authorities and the Police within the Thames Valley Safer Roads Partnership are all committed to achieving the targets set by the Government for 2010. 14.2.2 Effective enforcement of road safety related schemes and legislation will be a key element in the success in achieving casualty reduction targets. 14.2.3 We will continue to liaise with local Police to ensure synergy between Police enforcement activities and our own engineering and education activities 14.3 Action Plan 14.3.1 In order to maximise the effect that enforcement can have on reducing casualties we will
Continue to consult Thames Valley police on all new casualty reduction schemes, which require Police enforcement. [14A] Publicise further the risks and consequences and penalties associated with offences. [14B] Respond to consultations on changes in legislation and support those, which are beneficial in terms of casualty reduction. [14C] Continue to share best practice and information on achieving casualty reduction targets with other local authorities and the Police both nationally and within the Thames Valley Safer Roads Partnership. [14D]
15 Promoting Safe Road use 15.1 Background 15.1.1 Almost all road collisions involve human error in some way. Therefore we are involved in a wide variety of education training and publicity programmes for all road users but targeted specifically at those sections of the community where there is the greatest need in terms of collisions. 15.1.2 The availability of better advice and training on all aspects of road safety can assist in the awareness raising process for all users. 15.1.3 In many cases greater emphasis can be given to promoting road safety if there is a wider national or regional context 15.1.4 We take a lifelong learning approach to road safety education training and publicity. Whatever your age there is still a requirement for some road safety input. 15.2 Strategy 15.2.1 We support the national campaigns prepared by the DfT though their THINK! programmes 15.2.2 The Thames Valley Safer Roads Partnership provides a mechanism for the distribution of road safety and casualty reduction messages with a specific emphasis on speed reduction. This ensures a consistent message and approach throughout the Thames Valley region.
15.2.3 Our own Road Safety Team works closely with the Safety Partnership project team to ensure all opportunities are taken. 15.2.4 Opportunities arise to work closely with the police locally to support national and regional at a local level and undertake local campaigns targeted at more specific local issues. We are seeking to maximise this 15.2.5 Specific publicity in key areas (such as SpeedCHECK and Safer Journeys ) is undertaken and this is explained in the individual sections above 15.2.6 We do publish a Road Safety Handbook offering advice and guidance on all the services provided by the Council in an effort to reduce casualties. 15.3 Action Plan 15.3.1 Effective Promotion of Road Safety plays and an important part in casualty reduction and we will: Support the National THINK! campaigns at a local and regional level [15A] Assist in the development of appropriate complimentary Regional publicity [15B] Develop regular local liaison at a local level with the police to ensure an effective programme of joint education and enforcement [15C] Develop specific locally targeted education and publicity campaigns. [15D]
Update and republish our road safety handbook on a regular basis [15E]
16 Action Plan - tbc See attached Spreadsheet
17 Monitoring 17.1 Background 17.1.1 In order to monitor progress towards our casualty reduction targets it is essential to monitor not only progress towards the targets themselves but also progress on the implementation of the action plan. 17.2 Action Plan 17.2.1 It is our intention to produce in the spring of each Year, an annual Road Safety Strategy Update and Monitoring Report containing the following monitoring information. Progress towards casualty reduction and other targets Progress on the implementation of the Action Plan as set out in Section 16 A programme of measures for the following year Before and after casualty information for schemes previously implemented
Glossary BVPI = Best Value Performance Indicator CRM = Collision Remedial Measures DIA = Driving Instructors Association DfT = Department for Transport DSA = Driving Standards Agency IAM = Institute of Advanced Motorists KSI = Killed and Serious Injuries MKC = Milton Keynes Council NCAP test = PIC = Personal Injury Collision PSA = Public Service Agreement SID = Speed Indicator Device TVP = Thames Valley Police TVPSRP = Thames Valley Police Safer Roads Partnership
References 1. Tomorrows Roads Safer For Everyone - DLTR Publication - March 2000 2. Sustainable Integrated Transport Strategy - MKC Publication - November 1999 3. Safer Journeys Strategy MKC Publication - September 2000 4. SpeedCHECK MKC Publication 5. Draft Powered Two Wheeler Strategy MKC Publication - 6. Cycling Strategy MKC Publication March 2001 7. Draft Walking Strategy MKC Publication