Road safety issues - update

Report: 6
Date: 20 September 2001
By: Commissioner

Summary

This report provides an update on road safety issues generally and also seeks to answer specific matters raised by Members of the Metropolitan Police Authority.

A. Recommendation

Members are asked to note the present position on the matters outlined in the report.

B. Supporting information

General

1. Following the publication of the Mayor’s Transport Strategy in June 2001, the Mayor has now published London’s Road Safety Plan setting out a strategy for reducing casualties throughout London. The plan is centred around three key themes:

• Safety though partnership working
• Managing speeds - reducing high and inappropriate speeds
• Protecting vulnerable road users - children, pedestrians, cyclists and powered two wheelers.

The MPS is currently assessing the implications of this strategy in conjunction with our partners on the Pan London Road Safety Forum. The Metropolitan Police Service is engaged with both Transport for London (TfL) and the London Boroughs (through the ALG) in developing a common and united approach to addressing London’s road safety issues.

2. The current position in respect of our objective within this year’s policing plan ‘to work with other organisations to reduce the number of people killed or seriously injured in road collisions’ is that from the most recent figures available (year end 2000) there has been an 8% decrease in the number of people killed or seriously injured when compared with the average for 1994-98. If this trend were to be maintained we would be on target to meet the Government’s 40% reduction target by 2010. The year 2000 also saw reductions of 12% in respect of pedestrians killed or seriously injured, 26% reduction for pedal cyclists and a 22% reduction for children. Unfortunately there was a 28% increase in the number of powered two-wheeler riders killed and seriously injured (Source: London Accident and Analysis Unit). This represents the growing popularity of motorcycles within London. The MPS has recently joined the London Motorcycle Working Group, chaired by TfL, it is intended to draw together key players and interest groups to address this specific issue.

Collision causation: Road conditions and speed

3. During the calendar year 2000, out of a total of 37,762 personal injury collisions 40 (0.1%) had a defective road surface as a contributory factor. London Boroughs and TfL have statutory responsibility for ensuring that the roads are maintained in good repair and police regularly report serious defects through local arrangements. It is noted that the Mayor recently announced a scheme to pilot lane rental to those utilities wishing to dig up the roads. It is hoped that this scheme will shorten the time that traffic flows are impeded and disrupted and result in the road surfaces being made good more quickly than at present.

4. During the calendar year 2000, out of a total of 37,762 personal injury collisions 5,979 (15.8%) had speed as a contributory factor. The MPS recognises that speed is a factor in a significant number of collisions. We also recognise that, in the long term, a change in driver’s behaviour and attitudes towards speed limits is required.

5. It should be noted that at present statistical data detailing the cause of collisions is extracted from the police report prepared by the reporting officer. The type of data collected is reviewed quinquenially by the DTLR and the next review is due to take place in 2002. The MPS has been invited to take part in the review. The DTLR have been carrying out a study to find if there is a way in which officers can identify a single causation factor for a collision. In addition there is growing interest in recording collisions which occur whilst those involved could be described as being ‘at work’. The MPS is working in conjunction with the Health and Safety Executive in progressing this on behalf of ACPO.

Netting off scheme

6. The enactment of section 38 of the Vehicles (Crime) Act, 2001, allows for the formation of partnerships between the Courts, the Police and Highway Authorities, in order to benefit from netted off fines money resulting from speed and red light camera enforcement. The MPS and City of London Police have linked up with the Greater London Magistrates Courts Authority, TfL and the London Boroughs to submit a bid in October for consideration for inclusion within the scheme. As part of its contribution to the operational case the MPS has prepared a safety camera enforcement strategy which sets out the need to make maximum use of speed and red light cameras in areas where casualty data fully justifies their use, whilst publicising our activities in order not to alienate the majority of the public. At the same time the MPS recognises the deterrant effect such enforcement activity has and also recognises the long term need to change driver behaviour in regard to excess and inappropriate speed. The detailed operational case will be put before members in due course.

Camera based enforcement

7. Members requested information regarding the further use of camera technology as part of routine enforcement. At present cameras are used for traffic management purposes within the MPS Central Command Complex. However steps are in hand to transfer this function to TfL (at their request). This has our support as we do not perceive routine daily traffic management to be MPS core business (as opposed to responding to spontaneous congestion/incidents which is). Once the cameras have been installed within TfL’s own control facility the MPS will have live on-line access to them for urgent operational purposes.

8. Where cameras are used for enforcement of speed and red light offences, the equipment must meet certain technical standards be ‘type approved’ by the Home Office. This ensures consistency of engineering standards, compliance with performance tolerances and evidential requirements. The ACPO has a technology committee which is tasked with exploring additional applications for cameras and tasking Home Office scientists to assess new equipment coming onto the market. The MPS is represented on this committee and is keeping abreast of new and proposed developments. The MPS has been at the forefront of the application of technology to traffic enforcement especially where it releases police resources for other duties.

9. It should be noted that TfL has now taken responsibility for using cameras for enforcing bus lanes within London under a decriminalised scheme. Furthermore using powers derived from the London Local Authorities Act, 2000, some Local Authorities are piloting the use of cameras to enforce decriminalised parking. TfL have also expressed an interest in using camera technology to enforce a range of decriminalised traffic offences, e.g., banned turns and one-way streets. Where these type of traffic control measures are proposed, we endeavour to ensure that they are self-enforcing through the appropriate application of permanently engineered solutions, e.g., a ‘no left turn sign’ must be supported by enhanced kerbing and bollards which physically prevent drivers carrying out the banned manoeuvre. This reduces or eliminates the need for on-going enforcement.

Police pursuits collisions

10. Overall the latest figures for collisions involving police vehicles have begun to show a downward trend for the first time for a number of years. Although the number of pursuit collisions resulting in injury increased from 544 in 1998/99 to 652 in 2000/01 injuries fell from 179 to 147. Incident Data Recorders (IDR) (Black Boxes) are now being fitted routinely in new vehicles coming onto the fleet and we are beginning to see the impact through collision reduction. It is interesting to note that in those collisions involving vehicles fitted with IDR’s, the equipment record has supported the officers account of the event.

11. The Association of Chief Police Officers (ACPO) has recently issued guidance to all forces on pursuit management and the MPS is auditing its policy in order to incorporate best practice into our own procedures. In addition National Police Training (NPT) has issued an approved and nationally agreed syllabus for driver training. The MPS has adopted this syllabus and the Driving School at Peel Centre has begun to train to the new competencies.

C. Financial implications

The bid to enter the Netting Off scheme will result in additional income for the MPS which must be used in accordance with Treasury rules to fund speed and red light camera enforcement. The final figures of estimated income are not yet available but will be presented to the Authority as part of the Operational Case in due course.

It has been calculated that the reduction in the number and seriousness of police collisions will reduce the MPS accident repair bill by up to £500,000 during the present financial year.

D. Background papers

• The Mayor’s Transport Strategy, Greater London Authority, July 2001
• London’s Road Safety Plan, Transport for London Street Management, July 2001

E. Contact details

This author of this report is Paul Clulow Supt, 020 7230 2004

For information contact:

MPA general: 020 7202 0202
Media enquiries: 020 7202 0217/18

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