SOUTH YORKSHIRE SAFETY CAMERAS OPERATIONAL PLAN. 2013/14 to 2014/15

SOUTH YORKSHIRE SAFETY CAMERAS OPERATIONAL PLAN 2013/14 to 2014/15 10 September 2013 SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 1

1) EXECUTIVE SUMMARY 1.1 What This Document Is About This document is the Operational Plan for South Yorkshire Safety Cameras for the period 2013/14 to 2014/15. It has been produced to set out how, under the auspices of the South Yorkshire Safer Roads Partnership (SRP), we intend to operate over the 2 year period. At this stage only the budget for 2013/14 has been formally approved and therefore this Plan includes a more detailed evaluation of how the Partnership will operate in 2013/14 than the following year. We intend to review the Plan annually. The document sets out:- The history of camera enforcement; How we will operate, our aims and strategy; How we are structured and our links with others ; How we are funded, and; Our achievements, aims and objectives. 1.2 What Are the Challenges? The need to reduce road traffic collisions and casualties is well established and has been national policy and a feature of Transport Plans for many years. Currently the Government s Strategic Framework for Road Safety and the Sheffield City Region (SCR) Transport Strategy 2011-2026 set the national and sub-regional context for the SRP s Making South Yorkshire Roads Safer strategy. Whilst traffic volumes have generally increased year-on-year, fortunately road casualties have reduced. It is vitally important that we continue our progress by utilising current and future technology to aid our enforcement activity. A comparison with casualty data from 2000 shows that road casualties in South Yorkshire have reduced, with a particular improvement from 2005. Fatalities Seriously Injured Slightly Injured Total 2000 62 623 5979 6665 2012 29 450 3967 4446 However, 4446 people killed or injured on our roads is still too many. We are not complacent and more needs to be done. It is well documented that speed plays a part in many collisions and that if speeds can be lowered the number and severity of injuries sustained by the people involved will also be reduced. Enforcement and safety cameras play an important role and will remain a key mechanism within our overall strategies. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 2

1.3 Where We Are The table below shows that there has been a major reduction in Killed and Seriously Injured (KSI) collisions at camera sites. The length of road covered by safety cameras has increased by about 11% since the main group of new sites were established in 2002. Type Fixed Speed Camera sites Mobile Speed Camera sites Sites Length (km) Baseline 3 year Avg (2000-2002) (BEFORE) Last 3 years Avg (AFTER) BEFORE per km AFTER per km Change per km 18 19.04 17.33 6.00 0.91 0.32-0.59-11.23 48 123.63 80.67 35.67 0.65 0.29-0.36-44.51 KSI Collisions saved each year It should be noted that these figures relate only to the sites introduced by the former Safety Camera Partnership (SCP) and it is not claimed that all these collision savings are due solely to the provision of cameras. Clearly however, they have had an effect. Despite what some people may read or perceive, safety cameras are supported by the majority and national research shows a positive impact in reducing the number and severity of injuries to our road users. The funding of our activity changed in 2010. The previous ring-fenced Road Safety Grant (RSG) from the Department for Transport (DfT) to the four local highway authorities which was pass-ported through to finance activity was abolished. Currently, funding is via direct contributions from the Councils and referral fees from driver improvement courses. We operate within a wider road and community safety context through the SRP. This multiagency partnership provides the mechanism to co-ordinate enforcement with other safer roads activity such as engineering works like local safety schemes and traffic calming, education and awareness raising initiatives and other roads traffic policing activity. The communications strategy has now been encompassed within the greater scope of the Safer Roads Partnership. Speed awareness courses (SAC) for offences at the lower end of the enforcement bandwidth have been implemented in an attempt to better errant driver behaviour. These have generally been well received and it is intended to explore the offer to include the new National Driver Offender Retraining Scheme (NDORS) initiatives that have been recently rolled out. We have reviewed our Enforcement Strategy to ensure that maximum benefit is achieved from targeting resources and each site receives the appropriate level of enforcement. The scope of the mobile enforcement option has been developed to now process other offences such as mobile phone use and seat belt infringements. Other errant driver behaviour may also be targeted in this way. In the interest of efficiency, a comprehensive site review has been carried out to identify those sites which are less effective. Details of both the decommissioning protocol and our enforcement approach can be found in the Site Operations Policy document at Appendix A. Appendix A also contains the Community Concern Sites protocol and how we deal with enforcement requests from the local authorities. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 3

1.4 Where We Want To Be We will continue to play our role in contributing towards the SRP s Making South Yorkshire Roads Safer strategy which focuses on three key objectives:- Reduce the total number of deaths and serious injuries arising from road traffic collisions; Reduce the number of deaths and serious injuries to children and young people [0 to 17 years inclusive] arising from road traffic collisions; Reduce the number of people with slight injuries as a result of traffic-related incidents. Additionally, the Government require us to monitor:- The rate of KSI casualties per million people; The rate of KSI casualties per billion vehicle miles. In order to give an indication of our progress towards meeting these objectives, we will focus on 3 main indicators:- The total number of deaths and serious injuries based on a five year average of outputs from 2005 to 2009, year on year, a 4% reduction on the previous 5 year rolling average; The total numbers of deaths and serious injuries to children and young people aged 0 to 17 years old - based on a five year average of outputs from 2005 to 2009, year on year, a 5% reduction on the previous 5 year rolling average; The total number of slight injuries - based on a five year average of outputs from 2005 to 2009, year on year, a 1% reduction on the previous 5 year rolling average. The full strategy can be found at http://www.lifewise999.co.uk/road-safety We will continue to target our resources to maximise effectiveness and continue to seek to increase value without unduly compromising service levels. Our key issues in 2013/14 include:- The need to identify future enforcement requirements regarding new technology and the need to progress the upgrade to digital camera equipment to take advantage of improved efficiency and effectiveness; The continued improvement of the quality of data by expanding the data capture programme; The implementation of the Enforcement Strategy and Site Review/De-commissioning protocol contained in the Site Operations Policy; Develop further our capability to identify and offer corrective education for other errant driver behaviour. The implementation of a robust set of Performance Indicators; To implement the review of operations and further efficiency savings and improvements recently identified by South Yorkshire Police on behalf of the SRP; Developing the SACs and new NDORS course requirements. The South Yorkshire Local Transport Plan (LTP) Partnership and SRP are convinced that safety cameras play a vital role in reducing the number and severity of injuries to people involved in road traffic collisions as well as reducing anxiety in local communities. Safety cameras will remain an important means of reducing traffic speeds and red light violations. The activities will therefore be resourced accordingly. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 4

2) HISTORY OF ENFORCEMENT CAMERA TECHNOLOGY. 2.1 The National Picture Safety cameras were first deployed on the UK s roads in 1992. Since then, the use of cameras to detect speed and red-light violations has significantly increased. Nationally speeding and aggressive driving is a causal factor in 27.6% of collisions (DfT Road Safety Research Report No. 80 February 2008). Research shows that reducing speed has a significant effect on the number and severity of the resulting road casualties. Cameras have played their part in reducing traffic speeds. Whilst cameras were clearly effective, research indicated that the full benefits were not being realised because of funding issues. In 1998 the Government decided to allow local road safety partnerships to recover their enforcement costs from penalty charges incurred by offenders. The programme was called Fixed Penalty Notices Hypothecation, more commonly referred to as Netting Off. In 2000, eight safety camera partnerships piloted the programme and the Vehicles (Crime) Act 2001 allowed the system to be extended nationally. Despite the impression sometimes given in the media and by some motorists, safety camera enforcement is strongly supported by the general public and in local communities. The netting off arrangements ended on 31 March 2007. Funding was made available to local highway authorities through the LTP system, in the form of annual capital and revenue RSG allocations. There was local discretion as to how this could be used but the Home Office and the DfT did however indicate that the system was designed to encourage a greater mix of road safety measures, particularly the deployment of enforcement technology. The situation changed again in mid-2010 following the General Election, the new Coalition Government and the Comprehensive Spending Review/austerity measures. Capital funding via the RSG was abolished and all previously ring-fenced grants withdrawn with some funding, albeit much reduced, diverted via the annual Local Government Finance Settlement. 2.2 The South Yorkshire Picture Safety cameras have been in operation in South Yorkshire since 1993. In those early days before netting off, the cameras and street equipment were all provided and paid for by the local authorities out of their own budgets and South Yorkshire Police operated the cameras from the general police budget, with officers abstracted from other police duties. All fines imposed were paid through the Courts and retained by the Government. In April 2002, the South Yorkshire SCP commenced in line with the national policy and regulations at the time. Both fixed and mobile cameras operated in accordance with national rules issued by the DfT. These included painting all fixed speed camera housings yellow to make them more conspicuous, positioning them so that they could be more easily seen and improved and additional signage. The SCP continued relatively unchanged until the significant funding and structural changes in 2010 when the Partnership evolved into a delivery vehicle for the aims of the South Yorkshire SRP. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 5

2.3 Our Achievements So Far In assessing the effect of camera enforcement on casualties, our focus has been on new camera sites i.e. those introduced since the formation of the SCP in April 2002. Legacy sites (the 36 fixed speed sites introduced before the formation of the Partnership) have been discounted, as it is expected that they would have already achieved most of their casualty reduction savings prior to the formation of the Partnership. This approach yields collision history data for 92 sites which comprises 69 mobile speed sites, 22 fixed speed sites and the average speed SPECS system on the A616 (T). The figures provided in the table below indicate the reduction in collisions where people have been killed or seriously injured (KSI). Year / Camera Type Average Speed Fixed Speed Mobile Speed Total 2000 4 20 97 121 2001 2 21 90 113 2002 4 14 80 98 Annual change 2003 3 12 84 99-11.67 2004 0 21 66 87-23.67 2005 1 16 63 80-30.67 2006 0 9 64 73-37.67 2007 1 16 71 88-22.67 2008 1 12 61 74-36.67 2009 1 7 57 65-45.67 2010 2 5 47 54-56.67 2011 3 10 66 79-31.67 2012 3 11 52 66-44.67 Baseline (Average KSI Collisions per annum 2000-2002) Latest 3 year period (Average KSI Collisions per annum 2010-2012) 3.33 18.33 89.00 110.67 2.67 8.67 55.00 66.33 Change per annum -0.67-9.67-34.00-44.33 Change% -20.0% -52.7% -38.2% -40.1% In the last ten years there have been 341 fewer KSI collisions at new camera enforcement sites in South Yorkshire. Total (including slight) injury collisions have reduced by 2,023. Based on the average ratio of 1.42 casualties per collision (2010-2012) this equates to 2,874 casualties saved in total. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 6

Using the Government s Transport Assessment Guidance (TAG) rating scheme, we can calculate a monetary value for collisions saved. Using the latest average value (across all severities) of 65,362 per collision, this indicates a saving in excess of 132m over the last 10 years at new camera sites. Savings on Police costs are also calculated in TAG the value of the KSI reduction at camera sites in terms of Police costs was 172,000 in 2012. It is reiterated these figures relate only to the sites introduced by the former SCP and neither is it claimed that all these collision savings are attributable solely to the provision of cameras. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 7

3) SOUTH YORKSHIRE SAFETY CAMERA OPERATIONS 3.1 Aims Our overall aims are:- to actively contribute to the safer roads strategy set out in the SCR Transport and SRP Making South Yorkshire Roads Safer strategies; to raise the awareness of the dangers of speed and how they affect road users and to concentrate activity on those groups which have a disproportionately high incidence of collisions involving road casualties; to prioritise enforcement activity at those sites where excessive speed and road casualties are occurring; to offer speed awareness and other courses to errant drivers as an alternative to prosecution. Primarily, we operate in line with the DfT/ Association of Chief Police Officers (ACPO) national objectives/guidance in support of the following objectives:- To reduce the total number of deaths and serious injuries arising from road traffic collisions; To reduce the number of deaths and serious injuries to children and young people [0 to 17 years inclusive] arising from road traffic collisions; To reduce the number of people with slight injuries as a result of traffic-related incidents. Additionally, the Government require us to monitor:- The rate of KSI casualties per million people; The rate of KSI casualties per billion vehicle miles. In order to give an indication of our progress towards meeting these objectives, we will utilise 3 main indicators:- The total number of deaths and serious injuries based on a five year average of outputs from 2005 to 2009, year on year, a 4% reduction on the previous 5 year rolling average; The total numbers of deaths and serious injuries to children and young people aged 0 to 17 years old - based on a five year average of outputs from 2005 to 2009, year on year, a 5% reduction on the previous 5 year rolling average; The total number of slight injuries - based on a five year average of outputs from 2005 to 2009, year on year, a 1% reduction on the previous 5 year rolling average. In addition, we work closely with South Yorkshire Police who conduct speed management duties at sites outside the scope of our operating arrangements. Current priorities are set out in the national ACPO and South Yorkshire Police road policing strategies. The Police also work with South Yorkshire Fire and Rescue and the local authorities in innovative educational activities via the Lifewise Centre and in schools, shopping centres and other areas to promote road safety and raise awareness of the effects of speed and other errant driver behaviour. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 8

Currently we operate a total of 48 fixed speed camera sites, 22 red-light camera sites, and a digital average speed system on the A616 (T) Stocksbridge Bypass. At the time of writing another average speed camera system has been installed on the A61 in north Sheffield/south Barnsley and is about to come on line. A team of technicians are responsible for all of this site equipment. We also operate six mobile enforcement units equipped with laser video speed detection equipment and mobile Gatso equipment. In addition, a laser video equipped motorcycle is also in operation. These units operate at a total of 58 mobile sites. At 1 April 2013 we have the following numbers of authorised safety camera core sites:- Red-light Gatso 21 Red Light Red Speed Digital 1 Fixed Speed Gatso and Truvelo 48 Mobile Sites 58 Digital Average Speed System SPECS1 and 3 2 Details of these sites are contained in Appendix B. More details of our strategies and procedures for how we are going to achieve our aims are set out in the Site Operations Policy, Community Concern Sites Protocol and Enforcement Requests from Local Authorities documents attached as Appendix A. Currently, we deploy cameras at approximately one third of fixed sites. One in three fixed housings contains a live camera at both speed and red-light sites. The decommissioning and digitalisation programmes may have an impact on this in future years. All of the existing sites in South Yorkshire are monitored on a regular basis for casualty and speed data. Sites are monitored for local changes such as traffic calming, road engineering, environmental changes etc. 3.2 Exceptional Sites We operate at a number of exceptional speed reduction sites as follows:- Community Concern Sites Many requests are received from local Councils, Parish Councils, members of the public and community groups for speed enforcement on many roads where cameras, in accordance with current casualty reduction criteria, cannot be justified. A protocol for selecting these sites is also included in Appendix A. Local Authority Concern Sites These are sites or locations that, following speed surveys, have been identified as having a high incidence of speeding traffic and a potential for collisions and, if action is not taken to reduce speeds, serious collisions could occur. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 9

Roadworks Sites These are where major roadworks are taking place, usually on motorways or other strategic routes and where a temporary lower speed limit is in force for the protection of the workforce and travelling public. Arrangements are agreed between the SYSC Manager and the contractor responsible for the roadworks and take the form of a service level agreement covering all aspects of enforcement and charges to be levied. 3.3 Parking of Enforcement Vehicles In order to assist the mobile enforcement vehicles to carry out speed and casualty reduction duties on roads that may be subject to parking restrictions, the Local Authorities have included in their Orders exemptions that cover the placing of such vehicles on restricted roads. Irrespective of this, mobile units are not parked where such an action would cause danger, obstruction or inconvenience to other road users. 3.4 Digital Cameras As technology progresses and manufacturers support systems change there is on-going pressure to upgrade from wet film photography to using digital equipment. We are continually reviewing existing equipment and enforcement options and are planning a phased programme of digitalisation of fixed camera locations over the next two years. 3.5 Phased Introduction of Automatic Traffic Counters (ATC) We adopt a data led approach and a programme is in place where speed data around fixed and mobile camera sites is gathered by means of ATCs placed in the carriageway. We deploy these in conjunction with those already placed by local authority partners. The information gathered from these devices provides a more comprehensive picture of the speed profile before and after and enforcement impact data on mobile sites regarding speed behaviour before, during and after enforcement. 3.6 Staffing The South Yorkshire Integrated Transport Authority or successor authority is considered to be the accountable body with the strategic direction and overall operations of the SYSC being overseen by the SRP Tactical Group. The position of Chair of the Tactical Group is currently taken by the SYP Head of Roads Policing. South Yorkshire Police is responsible for the management and employment of 35 permanent staff members. The day-to-day working of the Partnership is the responsibility of the Delivery Group which is responsible for the management and delivery of all aspects of the Operational Plan and formulation and submission of an Annual Report. The position of Chair of the Delivery Group is currently taken by the SYSC Manager. The hub of activity is the Operations Centre and management of this is the responsibility of the Manager assisted by an Operations Manager, Administration Manager and Data Analyst. The Manager has full responsibility for all activities and ensuring effective operations. This includes analysing and advising on proposed sites of operation, monitoring the impact of camera activity and monitoring budgets. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 10

The Operations Centre is a twin centre operation. The enforcement arm is based at SYP premises situated at Pioneer Close, Manvers, Rotherham: the administrative section is based within the Lifewise Centre situated at Hellaby, Rotherham. Photographic evidence of alleged offences is viewed and processed, an enquiry section deals with all offence enquiries and attempts at offence evasion. An administration team deals with correspondence and telephone calls from the public and prosecution files are prepared for submission to the Courts. SYPTE lead on financial matters and employ one member of staff who spends a proportion of their time taking responsibility for the role as Treasurer. There are a number of people in the local authorities and the LTP Central Team who spend a proportion of their time on safety camera matters. All of the fixed cameras both speed and red light, are serviced by a team of 2 civilian operators 7 civilian enforcement officers operate the mobile units. A shift pattern is operated giving speed reduction cover at various times between 06.00am and 11.00pm. Further details of the organisational structure and how safety camera activity fits within the broader safer roads agenda in South Yorkshire is given in Appendices C and D. 3.7 Vehicles We operate a total of 9 vehicles. These include 6 mobile enforcement vans, 1 mobile enforcement motorcycle, 1 service van (for fixed sites) and 2 cars for the Enquiry Section. The enforcement vehicles are fully marked for conspicuity, safety of operation and to provide a high profile for the Safer Roads Partnership. All of the vehicles are procured, serviced and repaired by South Yorkshire Police Vehicle Fleet Management Dept. 3.8 Financial Arrangements Overall responsibility for financial management falls to the SYPTE who provide the Treasurer function. The following arrangements and obligations are in place:- The South Yorkshire Integrated Transport Authority acts as the Accountable Body and the SYPTE provides a specified Treasurer for SYSC and the financial management of its funds; This service provides appropriate financial management and monitoring of the SYSC capital and revenue budgets. The Treasurer also provides annual reports on the SYSC accounts to the Local Authority Partners via the South Yorkshire Safer Roads Partnership; The service also includes the capital and revenue funding allocations from the four Local Authorities and any surpluses generated by the SYSC on behalf of the SRP and allocating funds in accordance with the Operational Plan and the strategic direction and partnership operations agreed by the SRP; The service ensures that annual auditing requirements as set out in the Operational Plan are complied with and that an asset register is kept of all assets and equipment acquired or used by SYSC. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 11

Further details of the budgets for safety camera activity in 2013/14 are given in Appendix E and Appendix F sets out the provisional budget for 2014/15. 3.9 Freedom of Information Act 2000 The Freedom of Information Act (FOI) took effect from 1 January 2005. Staff have attended national conferences where a national protocol has been agreed for dealing with all information captured by safety cameras. A publication scheme document has been prepared and circulated. Our website (www.safetycamera.org) has been updated and all possible information and data within the scope of the Act is included. All information that is eligible for disclosure is easily available in the public domain, reducing the number of enquiries that require individual replies. We work closely with the South Yorkshire Police FOI Department. A dedicated FOI clerk deals with all FOI requests and manages our publication scheme. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 12

APPENDIX A SOUTH YORKSHIRE SAFETY CAMERAS - SITE OPERATIONS POLICY INTRODUCTION The Role of Safety Cameras Safety cameras have been in operation in South Yorkshire since 1993 when the local authorities within the county believed that speeding vehicles and red light violations were a major causation factor in many collisions. In those early days, the cameras and street equipment were provided and paid for by the local authorities out of their own budgets. The cameras were operated by South Yorkshire Police. The cost of this operation was funded from the general police budget and officers were abstracted from other police duties to carry out speed reduction duties. All fines imposed were paid through the courts and retained by the government. Site selection at this time was unclear with no hard and fast rules to determine the deployment of the cameras. Some local authorities invested more heavily in fixed speed cameras sites than others. These sites have become known as legacy sites. In April 2002, the South Yorkshire Safety Camera Partnership commenced in line with the new national policy. Both fixed and mobile cameras operated in accordance with national rules issued by the Department for Transport. These included painting all fixed speed camera housings yellow to make them more conspicuous, positioning them so they could easily be seen, improved and additional signage and strict casualty reduction and speed data criteria regarding locations. The Purpose of Speed and Red Light Enforcement To secure a high level of compliance with existing speed limits and light controlled junctions has the potential to deliver the following benefits:- Reduced casualties, in terms of both numbers and severity. Reduced demand upon the Health Service. Reduced conflict between motor vehicles and other road users. A calmer and more free-flowing traffic environment. Improved quality of life in local communities. Effective Speed and Red Light Enforcement will contribute to the following Government Policies. Improving Police Performance - (Efficiency, Effectiveness & Best Value) Strategic Framework for Road Safety 2011. Saving Lives: Our Healthier Nation 2012/2013 Community Safety Strategies (Crime & Disorder Act, Section 17 Police and Justice Act 2006) South Yorkshire Local Transport Plans 2011/2016 Local Government Act (Best Value 1999) - Economy, Efficiency, Effectiveness. The Human Rights Act 1998. This enforcement is carried out by the South Yorkshire Safety Camera Partnership on behalf of and adhering to the Speed Enforcement Policy of South Yorkshire Police. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 13

The Three E s One of the key objectives is to alter the attitude of drivers about the speed at which they should drive, and to achieve a more responsible attitude to speed. This will be accomplished by a combination of the three E s of road safety. Education Engineering Enforcement Attempt to influence the way in which people drive by making them more aware of the consequences of excessive or inappropriate speed. Designing new roads or improvements to existing roads, in a way that encourages safer and more responsible driving. Work with the Police to carry out enforcement of speed limits, targeted at locations where there are significant road casualties or where the community identifies speeding as a major concern. Problems Associated with Speed There is a clear and close relationship between speed and collisions. Higher speed reduces the margin for driver error, increasing the risk that a collision will occur. TRL research in 2000 showed that, nationally, speed was a major contributory factor in around one-third of all injury accidents, and that a 1 mph reduction in average speed could be expected to reduce collision numbers by about 5%. Higher speeds also increase the severity of injuries sustained by people involved in collisions, particularly pedestrians and other vulnerable road users. The Highway Code advises drivers that their vehicle will probably kill a pedestrian that they hit at 40 mph, whereas a pedestrian has a 95% chance of surviving being hit at 20 mph. Attending road collisions occupies a significant proportion of the resources of the emergency services, diverting them from other core functions. Police resources are also tied up in the preparation of collision reports. High-speed traffic increases the perception of danger that vulnerable road users experience, deterring people from using more environmentally friendly modes of transport such as walking or cycling. For example, parents may decide to drive their children to school because they consider the roads to be too dangerous for them to walk. High-speed traffic also has an impact on people other than road users, i.e. residents of the communities through which speeding traffic passes. This takes the form of physical effects such as noise, vibration and air pollution, all of which increase with speed, and psychological effects such as community severance and fear. Road collisions result in temporary disruption to traffic movements whilst casualties are removed from vehicles and debris is removed from the carriageway. Serious collisions, which are more likely to be associated with high speeds, will result in greater disruption and delays, with fatalities likely to result in road closures of several hours duration for Police investigation. Locations or routes where speed is a problem will be identified using speed and collision data. In addition, the level of community concern will be taken into account where relevant information is available. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 14

Presently, the police receive more complaints of vehicles speeding than any other form of complaint. These concerns are regularly raised at local forums and meetings attended by the Safer Neighbourhood Teams. Driver Attitude and Behaviour Drivers who are likely to be involved in speed related collisions generally fall into one of three categories. Firstly, there are those who are aware that they are speeding and what the possible effects of their actions are, but do not care. Secondly, there are those who are aware that they are speeding, but do not realise the problems that this causes for others. Finally, there are those who are not aware that they are speeding, or that their speed is inappropriate for the particular conditions. Achieving a change of driver attitude and behaviour will require a different approach for drivers in each of these three groups, although all three are most likely to be affected by a combination of education, engineering and enforcement. Education The Joint Local Transport Plan (2006) sets out the Road Safety Education, Training and Publicity (ETP) element of the Speed Management Strategy: There is a need for extensive education and training programmes, capturing hearts and minds of road users across all age groups; additionally there is a need to highlight links between inappropriate speed, accidents and quality of life. Some of the work may be directed at particular user-groups (e.g. motorcyclists) or areas (e.g. disadvantaged communities). Flexibility from changes in safety camera activity and funding have lead to speed awareness training being made available to a greater number of drivers. Engineering Engineering measures which may be used, separately or in combination, to encourage safer or more responsible driving, include traffic calming schemes, improved warning signs and road markings, vehicle-activated signs, and changes to speed limits. Traffic calming schemes generally evolve as part of the Local Transport Plan highway improvement programme, and are prioritised on the basis of a detailed examination of accident data. They may be targeted at a specific location (e.g. a particular junction or bend), or at a length of a particular route. Other schemes may arise from work on School Travel Plans or similar initiatives. Vehicle-activated signs are a tool available for use in speed management and casualty reduction. The technology is still advancing, with the signs becoming more compact and reliable, and power sources other than mains power becoming more practicable. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 15

Enforcement Enforcement of Road Traffic Law including speed limits is the responsibility of the Police, and is often targeted where other approaches to casualty reduction are not possible, or where they have been tried but significant levels of speeding and/or casualties continue to occur. All enforcement is carried out using Home Office Type Approved (HOTA) enforcement equipment and is conducted in conjunction with guidance outlined within ACPO Speed Enforcement Policy Guidelines 2011-2015: Joining Forces for Safer Roads (May 2013) and ACPO Guidance for the Operational Use of Speed and Red-Light Offence Detection Technology (2011). Speed limit enforcement in South Yorkshire currently takes three forms, Safety Cameras, Neighbourhood Policing, and the Road Policing Unit. To date, camera sites (fixed and mobile) have been justified using DfT guidelines, which require a certain level of speed limit contravention, and an existing casualty record. These guidelines also allow for mobile enforcement to be deployed at sites (known as Community Concern sites) where speed limit contravention exists but casualty levels are not high enough to justify a camera site using the normal criteria. TYPES OF SAFETY CAMERA ENFORCEMENT Fixed Cameras These are sites where fixed speed camera housings are installed with cameras operating either continuously or rotationally. These cameras are unattended automated detection devices. These may be single fixed locations or average speed systems. Mobile Cameras These are sites where mobile speed camera enforcement is carried out on a rotational deployment basis, dependant on the enforcement strategy in use. These are set up by the roadside and are attended by a police staff enforcement officer. These cameras are manual detection devices. This type of enforcement may also be operated at fixed speed sites to compliment that enforcement or at times when the fixed site is non-operational. Community Concern Speed Enforcement These are sites where a local community requests enforcement at a particular location or on a particular route where traffic speeds are causing concern for road safety. Community Concern sites must meet their own specific site selection criteria and will be operated at periodically dependant on the enforcement strategy in use. The maximum number of Community Concern sites will be set to ensure that regular enforcement can be maintained at these sites. These sites are reviewed every six months with feedback given to the respective local authority and relevant community. Motorway Speed Enforcement (Routine Mobile Only) South Yorkshire Safety Cameras (SYSC) does not currently carry out enforcement on the motorway network through South Yorkshire. Should future assessment show there is a speed related KSI problem SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 16

on the motorway network then consideration will be given to SYSC staff being accredited to undertake such enforcement operations. Temporary Speed Enforcement (Road works) These sites are at locations on the Highways Agency s Strategic Road Network (motorways and trunk roads) where temporary speed limits have been imposed due to road works being carried out. These temporary speed limits are imposed to ensure against the additional risk of collisions and to protect the workforce. Due to the Health and Safety risks involved, only fixed enforcement is considered at these sites. These sites are not subject of any site selection criteria and are discussed on a case-by-case basis between the Highways Agency, their approved contractors, the equipment contractors, South Yorkshire Police and SYSC. A Service Level Agreement is put in place for all schemes. Red Light Cameras Traffic Light controlled junctions where red light cameras are installed and enforcement is undertaken either continuously or rotationally. These cameras are used to detect offences where vehicles are failing to stop at the red light signal. These cameras are unattended automated detection devices. ENFORCEMENT EQUIPMENT Truvelo Speed Camera This is an automatic fixed site speed camera and may monitor approaching or receding traffic. With this equipment, sensors are cut into the road surface at set distances and these are used to calculate the speed of passing traffic. The equipment calculates the speed of a vehicle. If the speed is above the preset speed prosecution parameter, the equipment calculates the time (in milli-seconds) that it will take the front wheels of the vehicle to reach the secondary check line and then a single photograph is taken and recorded on wet film. The photograph showing the front wheels of the vehicle on the white lines is proof that the equipment is working correctly. Gatso Speed Camera This is an automatic fixed site speed camera, which monitors receding traffic. With this equipment, a radar beam is emitted from the housing across the road. As a vehicle travels past the housing and through the beam, the reflections from it provide a Doppler shift in frequency from which the device can calculate the vehicle s speed. If the speed is above the pre-set speed prosecution parameter, the equipment takes two photographs 0.7 seconds apart. These two images along with the white ladder markings painted onto the road surface provide a secondary check to ensure that the equipment is working correctly. Gatso Red Light Camera This is an automatic fixed camera site that monitors traffic signals. The system is triggered by sensors or ground loops that are cut into the road surface as a vehicle passes over them, while a red light is shown. Two photographs are taken to prove the offence. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 17

Mobile Enforcement Lasers are used in conjunction with other equipment for mobile speed enforcement. They are capable of monitoring both approaching and receding traffic. With this equipment, the attendant operator is the primary evidence, in that he first forms the opinion of speed and then utilised the equipment to corroborate his opinion. Lasers determine speed by measuring the time of flight of short pulses of infrared light. The laser emitted has a narrow beam width that is able to isolate targets even in heavy traffic. SYSC uses the following mobile enforcement equipment: Teletraffic LTI Concept Evidence is recorded onto either a DVD or a Compact Flash card. Redflex Lasercam NT Evidence is recorded onto a USB drive. Average Speed Cameras An average speed camera continuously captures images of vehicles as they pass through its field of view. Their number plates are read using Automatic Number Plate Recognition (ANPR) and the average speed of the vehicle is calculated between the two designated linked cameras, over the known baseline distance. SPECS and SPECS3 (Vysionics Ltd) is the system currently used on the A616 (T) Stocksbridge By- Pass and the A61 between Sheffield and Barnsley. Temporary Motorway Enforcement uses Average Speed Cameras. These are determined by the agents of the Highways Agency for the contracted work and are operated by SYSC. These can take the form of any Home Office Type Approved Average Speed Camera equipment. HADECS (Highways Agency Digital Enforcement Camera Systems) This enforcement equipment is primarily used on Managed Motorways schemes. A radar in the camera measures the speed of the vehicle as it travels the road. If the vehicles speed is above the threshold as determined by the current speed limit, then the camera takes three pictures. Two of the pictures provide a secondary check of the vehicles speed as they show the position of the vehicle in relation to the check marks on the road and allow the enforcement staff to determine which vehicle is exceeding the speed limit. The third photograph provides a close-up view of the vehicle registration plate for identification purposes. ENFORCEMENT STRATEGY Site Prioritisation Each of our mobile sites will be scored according to the DfT guidelines for selection of new sites (the 5:1 KSI: Slight collision scoring system). SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 18

Each of our fixed sites are measured in the same method as described above. In addition, each site is given a score that reflects the possibility of a collision, due to the average number of offences detected at each site. To ensure that no site with a high offence rate shall be treated as a priority site solely on that basis, the maximum additional points awarded shall be 8. All sites with a combined score of 9 and above will be treated as a priority site. The DfT site selection criteria states; a fixed speed camera site should have a length of between 0.4km and 1.5km. Taking into account the geography of sites and known driver behaviour we believe that the lower 0.4km is the extent of the influence of a fixed camera and will be used for all such sites. This allows us to measure all of our sites on a like for like basis without any further calculation. By using this scoring method, we are able to designate a site either as a primary or secondary site. The majority of enforcement activity is directed towards primary sites. 75% of mobile and 70% of fixed enforcement is carried out at primary sites. The remaining 25% and 30% is used to enforce on secondary and Community Concern sites. Definition of a Primary Site A Primary Site is one which continues to meet the criteria specified in the DfT circular 01/2007. Definition of a Secondary Site A Secondary Site is one at which enforcement has reduced the KSI score beneath the threshold for new sites plus those sites which have traditionally been operated as community concern sites. Community Concern Site These are sites or routes that are identified by the public as having a perceived inappropriate or excessive speed problem. In an effort to avoid diverting resources away from core established casualty reduction benefit sites; these sites are given ad hoc enforcement after satisfying certain strict criterion. The enforcement parameter for speeding offences will be in accordance with ACPO guidelines on speed enforcement, which is the posted speed limit + 2mph, e.g. 35mph and above in a 30mph area, 46mph and above in a 40mph area etc. SYSC is establishing a new criteria and structured approach to such sites in an effort to become more proactive and promote public confidence in our operations in line with Neighbourhood Policing in South Yorkshire (Policy D51262) and the Commissioners Police & Crime Plan 2013-17. Enforcement Opportunities Due to the type of video equipment used by the mobile enforcement team, there is scope for its use in gathering evidence relating to other driving offences and episodes of poor driver behaviour. This could extend the enforcement capability and the road safety influence of the SYSC and realise our potential beyond simply speed enforcement. This would allow us to operate truly within our title of being a Safety Camera initiative. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 19

The types of other offences where enforcement could take place consist of, seat belt usage, child restraints, mobile phone usage, and white line violations. The list is not exhaustive and can encompass any aspect of errant driver behaviour. Conspicuity It is our practice to carry out high profile enforcement. This is to encourage drivers to slow down and comply with the speed limit. Enforcement vehicles are liveried to be easily visible and clearly display that they are carrying out safety camera activity using the appropriate signage. All enforcement is carried out as per the guidelines set within the DfT Circular 01/2007 Use of Speed and Red-Light Cameras for Traffic Enforcement: Guidance on Deployment, Visibility and Signing. This camera signing, visibility and conspicuity guidance has no bearing on the enforcement of offences. Non-compliance with this guidance does not provide any mitigation of, or defence for, an alleged offence committed under current UK law. All routes, mobile and average speed, and fixed camera sites are signed as per these guidelines and the directions given in Traffic Signs Manual Chapter 3. All fixed site camera housings are painted yellow to enhance visibility. In July 2009, the decision was taken to extend this to all red light camera housings. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 20

Site Selection Criteria - All Camera Sites Camera sites will be selected using guidance published within the DfT Circular 01/2007 use of Speed and Red-Light Cameras for Traffic Enforcement: Guidance on Deployment, Visibility and Signing, as shown below: SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 21

SPEED DATA COLLECTION AND SITE MONITORING Speed Data Collection Temporary tube surveys are conducted at all sites using roadside automated traffic counters. In association with the four local authorities and the LTP Partnership, we process data to provide a comprehensive picture of permanent (sub-surface loop) counter assets across the county. This identifies additional sites where the installation of new permanent counters could be considered. A single web-based portal is used for the collation and analysis of all the data from both temporary and permanent counters, allowing much greater scope to integrate speed data into the enforcement strategy. The system enables consideration to be given to time of day, day of week and seasonal patterns when scheduling the enforcement activity as well as providing a one-stop shop for all Partners to access speed, traffic flow, vehicle class and other measures of traffic behaviour from around the county. Site Monitoring Sites are monitored using Speed Data Collection together with data from the SY AccsMap system collisions within camera site polygons are extracted and scored using the DfT s 5:1 KSI: Slight scoring method. The data is then ranked and used by the Enforcement Team to prioritise their activity (see Enforcement Strategy). SITE REVIEW Enforcement Timescales All selected sites are enforced for a minimum of 3 years to a maximum of 5 years before being reviewed. This is to allow time for statistical records to be retained over that time period, which are compared, for evaluation against previous records. Site Alterations A review takes place if there have been any substantial road changes involving road layout, substantive installations or priorities. Minor signing and lining changes do not require a full review of the site. Temporary Removal of Fixed Cameras If at any time due to road repairs, alterations etc, a fixed camera housing needs to be temporarily removed consideration is given to having a Site Review prior to re-installing the fixed camera. This may be an appropriate time for reviewing the site as the engineering undertaken may result in lower road speeds. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 22

DECOMMISSIONING PROTOCOL Site identification The sites where decommissioning is considered fall into 3 categories: sites where an engineering or other solution has been put in place, which significantly reduces the hazard to road users; fixed sites where there have been no casualties for at least 3 years and speed surveys indicate an 85th percentile speed below the ACPO enforcement thresholds; mobile sites where there have been no casualties for at least 3 years and speed surveys indicate an 85th percentile speed below the ACPO enforcement thresholds. A site can only be decommissioned (i.e. physically removed) if an alternative measure can be introduced that is anticipated to be as effective as the safety cameras in containing the collision rate and keeping vehicle speeds down. In order that a consistent and logical approach is taken to decommissioning, the following policy will is adopted: for sites where an engineering or other solution has clearly reduced or eliminated the hazard of speed related collisions, the site will be decommissioned. for fixed sites where there have been no casualties for at least 3 years and speed surveys indicate an 85th percentile speed below the ACPO enforcement thresholds (but there have been no significant changes to road design or layout) the site will be considered for a phased withdrawal. for mobile sites where there have been no casualties for at least 3 years and speed surveys indicate an 85th percentile speed below the ACPO enforcement thresholds (but there have been no significant changes to road design or layout) the site will be subject to a reduction in deployments through the enforcement strategy. Removal of Fixed Sites Full consideration will be given to all the potential risks associated with the removal of a camera site. Speed cameras are intended to be highly visible in order to enhance their ability to achieve compliance with the speed limit. The removal of such a visual deterrent to potential speed violations at the specified location will not be undertaken without an alternative measure being put in place to maintain that deterrent effect. This protocol will allow for a measured decision to be taken for recommendation to the SYSRP for authorisation to carry out a phased removal of a fixed site. Phase One Phase Two The agreed alternative method e.g. mobile enforcement, is prepared and commissioned for use prior to the mothballing (i.e. the housing is covered to clearly indicate that it is no longer in use) of the fixed camera equipment ensuring that speed compliance measures are continually in place. A speed survey will be carried out one month prior to mothballing. The camera housing is mothballed. Speed surveys are taken at appropriate locations for a period of up to 6 months in order to determine the effect of removal on vehicle speeds, and the effectiveness of the alternative measure. Phase Three The housing and pole are removed from the site. The power supply is made safe but remains in situ. This will enable the restoration of the site to be undertaken quickly should the need arise. Phase Four Speed and casualty analysis will continue at the site for a further twelve months to ascertain the effects of removal. SOUTH YORKSHIRE SAFETY CAMERA OPERATIONAL PLAN 2013/14 TO 2014/15 23