Road Safety Plan 2010

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Road Safety

Plan

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St.Helens Council

Road Safety

Plan

C. A. Hudson, CBE

Chief Executive

St.Helens Council

Town Hall

Victoria Square

St.Helens

Merseyside

WA10 1HP

December 2010

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This document has been produced in partnership between: Environmental Protection Department

Chief Executive’s Department

For information regarding this document, please contact:

George Houghton (01744) 676380

Ros Thompson (01744) 676403

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Foreword

In 2009, 63 people were killed or seriously injured and 442 people were slightly injured in traffic accidents on the roads of St.Helens Borough. It is recognised that every accident which takes place has serious consequences, both for the individuals concerned and for the wider community: the grief, pain and suffering caused by loss of life or personal injuries, damage to vehicles and property, the costs of emergency service involvement and medical treatment.

St.Helens Council, working closely with our partners on Merseyside, has continued in its efforts over the past year to reduce the number of casualties and the severity of injuries incurred, in response to the national targets which have been set by the Government and the regional targets of Merseyside’s Local Transport Plan.

There have been some notable achievements over the past 12 months, with the number of accidents and casualties continuing to fall, and being the lowest recorded for many years. Pedestrian and cyclist casualty figures have also fallen. However, there is still much work to be done, by building on the successes which have already been attained, in order to improve road safety in the Borough, particularly for our more vulnerable road-users, such as children and the elderly, pedestrians and motorcyclists.

The Council has recently published its fourth Child Safety Audit document, to deal specifically with road safety issues affecting children in the Borough. By identifying the type of accidents which are happening, we are able to make sure that training and educational packages are targeted to those children who are most at risk of injury on our roads, to equip them with the skills they need to keep themselves safe.

This Road Safety Plan describes the work which has been done in St.Helens in recent years in the field of road safety, measures the progress which has been made towards achieving targets, and sets out the policies and programmes which will be followed in the coming year.

Road accidents have a devastating effect on the lives of everybody affected by them. As individuals, we must all take responsibility for improving safety on our roads, whether drivers, cyclists, passengers or pedestrians. On behalf of the Council, let me take this opportunity to assure you that we too will continue to play our part in reducing accidents in St.Helens Borough.

Councillor Marie Rimmer, CBE

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Government’s road safety strategy and put forward new casualty reduction targets to be achieved by 2010. The previous casualty reduction target set in 1987, to reduce total casualties by one-third by the year 2000, was not achieved nationally, although this target was met for fatalities and serious injuries.

The current targets are more specific in their objectives by requiring the following to be

achieved by 2010 compared with the average for 1994-98:

• A 40% reduction in the number of people killed or seriously injured in road accidents; • A 50% reduction in the number of children

killed or seriously injured; and

• A 10% reduction in the slight casualty rate, expressed as the number of people slightly injured per 100 million vehicle kilometres In April 2009 the Department for Transport

published ’A Safer Way’, a consultation document setting out the vision, objectives and measures for improving road safety in Great Britain for the period beyond 2010.

The strategy put forward lays specific emphasis on a number of key challenges which need to be faced in the 10-year period to 2020.

The key challenges identified for the new strategy include the following:

• reducing the number of road deaths; • reducing pedestrian and cyclist injuries; • protecting children and young people; • protecting motorcyclists;

• improving safety on rural roads; • reducing poor road-user behaviour; • reducing illegal and inappropriate speed. In October 2007, the Government published details of Local Area Agreements that have been made with local authorities. These included a series of indicators on which local areas must report. Two of these indicators relate specifically to road safety issues, as follows:

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People killed or seriously injured in road traffic accidents.

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Children killed or seriously injured in road traffic accidents.

Each year, the percentage change in the

numbers of casualties compared to the previous year are reported, based on a 3-year rolling average.

1.2 Outline of this Road Safety Plan The Road Safety Plan is a document which is produced annually in order to focus on the current situation within the Borough. It records the progress made by St.Helens Council towards achieving casualty reduction targets, and

identifies action which will be taken to improve safety for different road-user groups.

The costs, nationally and to the community, of road accidents continue to rise, imposing a social and economic burden. They hide the terrible personal tragedy and most often fail to indicate the total involvement of family, personnel and services.

The average value of prevention per accident, by severity, is estimated to be:

Fatal £1,876,830

Serious £215,170

Slight £22,230

Damage-Only Accidents £1,970

(Transport Analysis Guidance, April 2009, Department for Transport)

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At an average value of prevention per injury accident (including an allowance for damage-only accidents) of £112,966 the total value of prevention of injury accidents to the community of St.Helens in 2009 was over 39 million pounds! The Council recognises that it should continue with its ongoing efforts to reduce the number of road accidents and casualties, and to achieve national and local targets, through education, training and publicity, both locally and in support of national campaigns, together with introducing engineering remedial measures at specific accident priority sites and on area-wide

initiatives. It is acknowledged that co-operation and co-ordination between all accident reduction and prevention agencies is of paramount

importance for any significant reduction in casualty figures.

The Road Safety Plan sets out the following: • National and countywide policies and targets

which form the framework for road safety issues at the local level;

• Statistical background and analysis of accident and casualty data and trends; • Monitoring of accident and casualty figures in

relation to national and local targets; • Details of Local Safety Schemes and other

engineering works implemented and proposed;

• Recent developments and achievements in Education, Training and Publicity programmes; • Action taken to improve safety for pedestrians,

cyclists and motorcyclists;

• Programmes and measures to reduce casualties in areas of deprivation.

1.3 The Local Transport Plan for Merseyside The need to improve road safety and reduce road accidents and casualties are issues which form a fundamental part of the integrated transport strategy for Merseyside as put forward in the Local Transport Plan (LTP) for Merseyside. The first LTP, covering the period 2001/02 to 2005/06, was published in July 2000.

The second LTP covers the period 2006/07 to 2010/11, and aims to give Merseyside a safer, sustainable, efficient and integrated transport network, accessible to all. Progress towards casualty reduction targets is recorded in the associated LTP Progress Reports.

In the LTP, it is recognised that … “the safety of people as they use the transport network is of paramount importance”. Indeed ‘safety’ is one of the four key themes in the LTP, reflecting the shared priorities for transport agreed between the Government and local authorities.

As part of the LTP process, the five Highway Authorities and Police have worked together to produce a Road Safety Strategy for the whole area of Merseyside. The Strategy has two main themes: it seeks to continue to reduce child casualties, particularly in the more deprived areas, and it proposes additional programmes to tackle risks to young adults. Included within the Strategy is a Casualty Report which identifies newly arising local threats, and proposes additional areas where programmes and measures are required.

In addition, the Strategy:

• Describes the nature and size of the problem of road casualties

• Sets local targets for casualty reduction in the context of national targets

• Provides a Plan of Action for the Partners and other Agencies

• Creates a framework for monitoring • Identifies and encourages

partnership-working throughout the process.

The policies and road safety issues contained within the LTP are described in greater detail in Section 2 of this Road Safety Plan.

Consultation is currently underway on the Preferred Strategy for the third LTP.

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1.4 Co-ordination of Approach

The Council is committed to improving road safety and reducing the number and severity of accidents occurring on roads within the Borough. A close working relationship has been developed between those sections of the Council which are responsible for determining policies, devising programmes and implementing schemes to achieve the overall objectives:

• the Development Planning Section of the Chief Executive’s Department, responsible for

developing policies within the Local Transport Plan framework;

• the Road Safety and Travel Awareness Team of the Chief Executive’s Department,

responsible for the Education, Training and Publicity function;

• the Traffic and UTC Section of the Environmental Protection Department, responsible for accident analysis work and design and implementation of engineering schemes.

This co-ordinated approach within the Council ensures that the resources available are targeted effectively to areas where the greatest outcomes can be achieved in an integrated and coherent way.

This level of co-ordination extends beyond the Council. Regular meetings of the St.Helens Joint Action Group (JAG) are held, bringing together representatives from a number of organisations with an interest in the road safety field. Under the auspices of the Merseyside Road Safety

Partnership (MRSP) to whom it reports, the JAG is attended by officers from Merseyside Police, Merseyside Fire & Rescue Service and local bus operator Arriva, in addition to Council officers and MRSP representatives.

Emphasis is placed on the sharing of knowledge and pooling of resources, with a view to ensuring that a co-ordinated approach is achieved

towards casualty reduction. The work carried out by St.Helens JAG is described in more detail in Section 4.5.

1.5 Child Safety Audit

The concept of carrying out Child Safety Audits was first introduced by the Government in

‘Tomorrow’s Roads – Safer for Everyone’, and the Child Road Safety Strategy 2007 further

emphasised the importance of addressing child safety issues. All local authorities should

undertake a Child Safety Audit on a regular basis to identify and explore the road safety issues which affect children in their area.

In the past, this work was carried out in St.Helens on an informal, ad hoc basis, however in 2007 the Council produced its first Child Safety Audit document, and continues to update and publish the document on an annual basis. The document aims to complement the information provided in the Road Safety Plan by exploring in greater depth the road safety situation as it affects children in the Borough of St.Helens.

The Child Safety Audit provides an analysis of traffic accidents which have resulted in injuries to children in recent years, and helps to identify the groups of children who are most at risk. The various educational packages, training

programmes and publicity campaigns can then be targeted towards the most vulnerable

children, to equip them with the knowledge and skills required as road-users, whether

pedestrians, cyclists or passengers. Subsequent monitoring to measure the success of the various programmes will help to shape later years’ work.

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2. Road Safety Strategy for Merseyside

2.1 Targets

In 1987, the local authorities in Merseyside supported Central Government’s target for a reduction of one-third in the number of road casualties by the year 2000 and achieved a decrease of this order with respect to the

number of casualties killed and seriously injured. However, there was an accompanying increase of 50% in the number of casualties reporting minor injuries.

This increase in ‘slight’ injuries was entirely accounted for by a rise of almost 200% in one sector, namely, occupants of cars who reported injury in multi-vehicle collisions. Research by the Transport Research Laboratory, sponsored by the North West Regional Road Safety Group showed that there were parts of Merseyside and Greater Manchester which were particularly affected by increases in this kind of casualty, to a greater extent than elsewhere in the country.

The apparent desire of some to make insurance claims to facilitate the award of compensation in lieu of the injury experienced may have had some effect in this sudden and significant increase in reported slight accidents. The national targets for 2010 as detailed in

Section 1.1 are even more challenging than those set previously. In the Casualty Report of the Road Safety Strategy for Merseyside, the national targets were reappraised in light of updated casualty statistics for the region.

It was identified that there had been a marked reduction in the number of slight casualties recorded in Merseyside. It is believed that this change derived from a change in accident reporting levels rather than being indicative of an intrinsic reduction in risk.

A few years ago, a further target relating

specifically to accident reduction was set as part of the Council’s Local Public Service Agreement, whereby a 50% reduction in fatal and serious accidents was to be achieved by 2005/06 compared with the baseline years of 1994 to 1998. The Council implemented an ambitious speed reduction scheme along the length of the A580 East Lancashire Road in order to meet this target. The project is described in more detail in Section 4.1.

St.Helens Council has been rated ‘Excellent’ in the Audit Commission’s Comprehensive

Performance Assessment (CPA) ranking. The Audit Commission has deemed that no Authority will be able to be ranked as ‘excellent’ if it breaches any 2 of 5 performance indicators in the Environment Service, including poor performance on the BVPI for reducing KSI casualties.

2.2 Programme of Action

The Road Safety Strategy for Merseyside

identifies a Programme of Action, highlighting the interventions required by the various providers to tackle issues for target groups in order to achieve the required casualty reductions by 2010.

Direct action is required by the local authorities as Highway and Planning Authorities on a range of policy areas within the LTP, including the following:

• Accident analysis

• Education, Training and Publicity programmes

• Safety Audits of Routes to School • Local Safety Schemes

• Speed Reduction Measures • Urban Safety Management

• Safety Audit of all highway schemes • Walking strategy

• Cycling strategy • Motorcycling strategy

• Economic Regeneration and Travel to Work Plans

• School Travel Plans including ‘Safer Routes’ • Merseyside Road Safety Partnership (in

co-operation with the Police).

Merseyside Police have direct responsibility for: • Operational traffic safety and accident

scene management

• Data Collection and Analysis • Targeted Enforcement.

2.3 Road Safety in Disadvantaged Areas There is strong evidence that people from disadvantaged communities are more likely to become road accident victims. Combinations of poor environment, living in highly trafficked areas and greater exposure to traffic increase risk. This is part of an overall health inequality

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suffered by residents of poorer communities. For many years, accident analysis focused on large clusters of accidents (which led to single site action), or on different forms of repeating patterns (which led to mass and route action). Schemes identified in this way tended to be located on the major road network where vehicle and pedestrian flows are heaviest.

The Merseyside Local Transport Plan gives special prominence to an additional theme that has emerged from more recent aspects of accident analysis: a higher risk to child pedestrians of road accidents in areas of deprivation.

In the LTP the link to deprivation was made via the Pathways Areas. Analysis based on the Government’s index of multiple deprivation, as used in the report of the Social Exclusion Unit, shows that 64 out of the 118 wards in

Merseyside fall within the 10% most deprived wards in the country. In these wards live 55% of the child population of Merseyside. Over the five year base period 1994-1998, they suffered 70% of all serious or fatal pedestrian accidents in which children were injured.

Investment measures to tackle this issue have been introduced into each District’s Highways programmes in response to these findings, and from other detailed analysis. This has included methods of prioritisation for traffic calming and the introduction of a range of other safety measures in housing areas.

Alongside the engineering schemes, there has been a focusing of the aims of Education, Training and Publicity to the deprivation agenda. Analysis of accident data has thrown light onto the nature of issues for young pedestrians. Boys are more at risk than girls; young children as pedestrians are more likely to use the local roads close to their home – older children travel more widely, making increasing use of main roads; younger children are more likely to be hidden (masked) by parked cars. The increased risk on the way home from school and into the early evening has also been noted. Local analysis has been backed up by national advice in many areas of research.

Through Area-Based Grant (ABG) funding and funding through the Merseyside Road Safety Partnership, a child pedestrian training scheme

called ‘Walk it Safer’ has been developed. Twenty schools that have at least 10% of their pupils living in Super Output Areas have received training in Years 1 and 2 to assist them to be safer pedestrians. This course has provided a child pedestrian co-ordinator and seven casual instructors, taken from the community, to deliver the training. This funding has now ended and efforts will be made to continue training.

Funding has been received through the ABG for the School Travel Advisor’s post in the Borough. Her task is to increase the number of schools with School Travel Plans, with a view to all schools having operational plans by 2010. Most importantly, it is necessary to reduce those travelling to school by car. This funding continues to March 2011.

Other problems have been identified by special surveys showing worrying levels of neglect in the use of seat belts in Merseyside. There is ample evidence that seat belt use is considerably lower in areas of multiple deprivation, particularly in respect of children in the rear seats of cars, with usage found to be as low as 40% outside

schools in deprived areas. A lack of awareness of the high level of risk that this poses is believed to be at the heart of this. There is vigorous

support for the seat belt campaigns across Merseyside to raise awareness of this issue. New laws came into force in 2006 governing the use of child car restraints, and information is disseminated on a regular basis by the Road Safety and Travel Awareness Team to people who carry children in their cars. A service is also offered of checking car seats to ensure they are properly fitted and suitable for the children who are carried in the various types of seat.

The focus on accident reduction in these

programmes has brought about a concentration of resources in those areas where the problems are greatest. Since 1999, over 70% of safety-related highway expenditure has taken place in wards within the 10% most deprived nationally. The need to address accidents in disadvantaged areas is reinforced in both the St.Helens

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3. Accident and Casualty Trends

3.1 Data Sources and Limitations

The Stats20 document published by the Department for Transport (DfT) entitled

‘Instructions for the Completion of Road Accident Reports’ defines accidents which must be

reported as: “All road accidents involving human death or personal injury occurring on the

highway, and notified to the Police within 30 days of occurrence, in which one or more vehicles are involved”. The standardised report forms used by the Police to record accident details are known as Stats19, and the data recorded is validated before being submitted to the DfT. This

information provides the basis for annual road accident and casualty statistics published by the DfT, and is supplied to local authorities, who use it to design and prioritise engineering schemes and to devise appropriate Education, Training and Publicity programmes.

However, the accident records maintained by the Police do not necessarily provide the complete picture of the incidence of accidents within the area. In practice, it is reasonable to assume that all fatal accidents are recorded but information relating to serious, slight and damage-only

accidents becomes increasingly unreliable as the severity of the accident decreases.

It has been shown that a large number of accidents are never reported. Amongst those unlikely to be reported are accidents where the ambulance service does not attend the scene, accidents where no party felt sufficiently

aggrieved to call the Police, accidents involving pedal cyclists, single vehicle accidents and accidents involving an offence.

The records relating to personal injury accidents must not, therefore, be seen as being definitive but rather as a guide to the true situation. Local hospital records are a possible source of

supplementary data concerning casualty details. The position regarding the reporting and

recording of damage-only accidents is the least definite. Figures compiled by the Department for Transport indicate that as many as 70% of damage-only accidents go unreported, and the associated available accident data is, therefore, a highly unreliable indication of the true nature and number of this type of accident.

The quality of accident data is important and in this respect there is considerable reliance on

Police accuracy at the time of the incident, or when an accident is reported at a Police Station. Merseyside Police have recently introduced a new Road Traffic Collision Policy, which covers all aspects of investigating and recording collisions. The implementation of this policy throughout the Police Force will help to improve the accuracy of the available statistical information relating to personal injury accidents.

The Council maintains a computerised accident database of all injury accidents reported to Merseyside Police, which is updated on a monthly basis. At sites where in-depth accident investigations are undertaken, a study of Police accident files has also proved invaluable in gaining an insight into the causes and specific details of individual accidents.

To assist in the identification and understanding of accident trends, and to advise on potential solutions, the Merseyside Authorities have established a Joint Intelligence Unit with Merseyside Police. This Unit reports to the Merseyside Road Safety Partnership, the local authorities and Police group responsible for co-ordinating the Merseyside Road Safety Strategy.

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3.2 Accident and Casualty Statistics for 2009

National Statistics

During 2009, a total of 163,554 accidents resulting in personal injury occurred in Great Britain, representing a reduction of over 4% from 2008.

These accidents resulted in 222,146 casualties, as shown in Figure 1 below.

Merseyside Statistics

Within Merseyside there were 3,212 road accidents resulting in personal injury in 2009, a decrease of over 8% from the previous year. Figure 4 shows the casualty record for 2009.

As demonstrated in Figure 2 below, the overall trend in recent years indicates an encouraging downward pattern in both accident and casualty totals.

The numbers of accidents and casualties in Merseyside rose in 1999 and 2000 from the 1994-98 average figures, but in the last 9 years have shown a marked decrease, as illustrated in Figure 5.

Nationally, the proportion of casualties suffering fatal or serious injuries (KSI) has fallen from the 1994-98 average of almost 15% of total

casualties, and has remained around 12 or 13% for the past 11 years (See Figure 3 below).

In contrast to the national trend, the proportion of KSI to total casualties has risen sharply over recent years, and currently stands above the 1994-98 average, despite a fall in 2005, and again in 2007, as shown in Figure 6 below. Fig. 1: 2009 Casualties in Great Britain

Serious 24,690

Fatal 2,222

Slight 195,234

Total: 222,146

Fig. 4: 2009 Casualties in Merseyside Serious 507 Fatal 46 Slight 4,250 Total: 4,803 94-98 Av 1999 2000 2001 2002 2003 2004 2005 2006 0 50 100 150 200 250 300 350 2007 2008 2009

Fig. 2: Trends in Accident and Casualty Totals in Great Britain

Casualties Accidents 000s 94-98 Av 1999 2000 2001 2002 2003 2004 2005 2006 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 2007 2008 2009

Fig. 5: Trends in Accident and Casualty Totals in Merseyside Casualties Accidents 94-98 Av 1999 2000 2001 2002 2003 2004 2005 2006 0 2 4 6 8 10 12 % 2007 2008 2009

Fig. 6: Proportion KSI to total Casualties in Merseyside 94-98 Av 1999 2000 2001 2002 2003 2004 2005 2006 0 2 4 6 8 10 12 14 16 % 2007 2008 2009

Fig. 3: Proportion KSI to total Casualties in Great Britain

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St.Helens Accident and Casualty Data and Trends

A total of 348 injury accidents were recorded in St.Helens in 2009, representing a 19% decrease from the previous year. There were 118 fewer casualties, with a total of 505 recorded, of which 4 were fatal, 59 serious and 442 slight (See Figure 7 below).

Accident and casualty figures remained fairly static for a few years, but with the decreases in the last 3 years, they are currently around 55% below the average figures for the five-year period 1994-1998, see Figure 8.

The proportion of fatal and seriously injured (KSI) has fluctuated in recent years, but at 12.5% for 2009 is at its highest level in recent times.

Figure 10 below provides a breakdown of 2009 casualties into road-user groups. Recent trends within various user groups are explored in more detail in Section 3.4.

Currently, much emphasis is placed on reducing danger for vulnerable road-users such as

pedestrians, cyclists and motorcyclists in order to encourage more use of these modes of

transport.

Figure 11 shows the casualty record for these road-user groups since the base figures of 1994-98.

As can be seen from the diagram, there is a clear downward trend in pedestrian casualties over the time period, with the 2009 figure of 70 representing a reduction of over 50% from the 1994-98 figure. Despite increases in motorcyclist casualties in 2000 and again in 2005, the overall trend in recent years is downwards. The number of cyclist casualties has fluctuated in the last few years, however 2009 saw a fall of 16% from the previous year with 21 cyclists sustaining injuries, the lowest figure recorded in recent years. It is difficult to draw conclusions from these patterns, as little information is available relating

Fig. 7: 2009 Casualties in St.Helens

Serious 59 Fatal 4 Slight 442 Total: 505 94-98 Av 1999 2000 2001 2002 2003 2004 2005 2006 0 200 400 600 800 1000 1200 1400 2007 2008 2009

Fig. 8: Trends in Accident and Casualty

Totals in St.Helens Casualties Accidents 94-98 Av 1999 2000 2001 2002 2003 2004 2005 2006 0 2 4 6 8 10 12 2007 2008 2009 14

Fig. 9: Proportion KSI to total Casualties in

St.Helens

Fig. 10: 2009 Casualties in St.Helens by Road-User

Vehicle Drivers 235 Child Pedestrians 33 Adult Pedestrians 37 Child Cyclists 7 Adult Cyclists 14 Motorcyclists 38 Vehicle Passengers 141 94-98 Av 1999 2000 2001 2002 2003 2004 2005 2006 0 20 40 60 80 100 120 140 160 2007 2008 2009 Fig. 11: Vulnerable User Trends in St.Helens

Pedestrians Motorcyclists Cyclists

%

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to comparative numbers of journeys by these modes of travel over the time period.

It has been suggested that the perception of danger has led to a decrease in the number of journeys made on foot and by bicycle in recent years, particularly by children when travelling to and from school, and attempts are being made to reverse this trend through various means, including the development of School Travel Plans which leads to the Safer Routes to School

Programme.

Figure 12 below shows the overall pattern of child casualties in St.Helens.

As can be seen from this chart, following an increase in the number of child casualties in 1999 from the 1994-98 average, overall numbers have been decreasing in recent years, with figures for 2009 showing another fall. The overall figure of 63 child casualties in 2009 is the lowest recorded for many years.

3.3 National Targets

In “Tomorrow’s Roads – Safer for Everyone”, the Government has set the following road safety targets to be achieved by 2010, compared with the average for 1994-1998:

• A 40% reduction in the number of people killed or seriously injured in road accidents; • A 50% reduction in the number of children

killed or seriously injured;

• A 10% reduction in the slight casualty rate.

Figures 13 to 15 demonstrate the progress made to date in attempting to achieve these targets within St.Helens Borough.

94-98 Av 1999 2000 2001 2002 2003 2004 2005 2006 0 20 40 60 80 100 120 140 160 180 200 2007 2008 2009 Fig. 12: Child Casualties in St.Helens

Pedestrians Cyclists Other

94-98 Av 1999 2000 2001 2002 2003 2004 2005 2006 Target 0 20 40 60 80 100 120 2007 2008 2009 Fig. 13: Trend in KSI Casualties in St.Helens

Base Casualty Record Trend Required Target 1999 2000 2001 2002 2003 2004 2005 2006 Target 0 5 10 15 20 25 30 2007 2008 94-98 Av 2009

Fig. 14: Trend in Child KSI Casualties in St.Helens

Base Casualty Record Trend Required Target 94-98 Av 1999 2000 2001 2002 2003 2004 2005 2006 Target 0 200 400 600 800 1000 1200 2007 2008 2009

Fig. 15: Trend in Slight Casualties in St.Helens

Base Casualty Record Trend Required

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With the slight casualties and total KSI national targets, St.Helens is currently below, or close to, the trend required to meet the targets by the end of 2010. However, the child KSI figure for the last 2 years has shown a disappointing increase which will make the target difficult to achieve. 3.4 User Group Trends

Pedestrian Casualties - All ages

During 2009, a total of 70 pedestrians were injured on the roads in St.Helens Borough. As can be seen from Figure 16, although the total number of pedestrian casualties rose in 2008 compared to the previous year, the trend over recent years is downwards. However, this may be indicative of a decline in pedestrian activity, and it is possible that the trend may start to rise again in future years, as people are encouraged to adopt a healthier lifestyle by walking rather than using the car, particularly for short journeys. Steps will be taken to improve safety for

pedestrians through engineering measures, such as the installation of pedestrian crossing facilities and refuges, as well as schemes to reduce traffic speeds. 2001 2002 2003 2004 2005 2006 2007 0 20 40 60 80 100 120 140 2008 2009

Fig. 16: Pedestrian Casualties

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Child Pedestrian Casualties

As can be seen from Figure 17, the number of child pedestrians injured in the Borough

increased in 2004 and 2005, however the 2007 figure of 27 casualties was the lowest figure recorded in recent years, and although 2008 showed a slight increase to 33, which was repeated in 2009, the general trend is still downwards.

Breaking down the child pedestrian figures into different age groups, as indicated in the table below, helps to provide further information as to where resources should be directed to target the most vulnerable groups. In general terms,

comparatively few children in the pre-school age group suffer injuries as pedestrians, as they are likely to be accompanied by adults, whereas older children are more likely to become

casualties as they gain greater freedom to travel independently. Road safety education and training in schools plays an important role in ensuring children are aware of the dangers facing them as pedestrians, and are able to deal with potential hazards when crossing the road.

2001 2002 2003 2004 2005 2006 2007 0 10 20 30 40 50 60 70 2008 2009

Fig. 17: Child Pedestrian Casualties

Fatal Serious Slight Total

0-4 years Fatal Serious Slight Total 5-11 years Fatal Serious Slight Total Child Pedestrian Age Group 2001 2002 2003 2004 2005 2006 2007 12-15 years Fatal Serious Slight Total 0 0 1 1 0 4 30 34 0 4 14 18 1 1 2 4 0 5 23 28 1 3 13 17 0 0 5 5 0 3 11 14 0 2 19 21 0 0 5 5 1 5 20 26 0 4 12 16 0 0 4 4 0 6 20 26 0 3 17 20 0 0 4 4 1 4 16 21 0 3 9 12 0 0 1 1 0 1 16 17 0 0 9 9 2008 0 2 5 7 0 2 10 12 0 3 11 14 2009 0 3 7 10 0 0 8 8 0 6 9 15

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Older Pedestrians

The number of injuries to pedestrians over 60 years of age since 2001 is shown in Figure 18.

The number of pedestrian casualties in this age group in 2009 was 14, which represented a slight increase from the previous year, although it was still lower than the peak experienced in 2005. As might be expected, the injuries incurred by

elderly people involved in road accidents are often more severe than those suffered by

younger age groups. This is clearly demonstrated by calculating the Severity Index, which is the proportion of fatal and serious casualties compared to the total number of casualties. Since 2000, the Severity Index for the under 60’s and the over 60’s age groups is shown in the table below.

The Council engages with this age group to promote road safety education and training, with a view to reducing pedestrian accidents and casualty severity.

A number of Older Road-Users’ Awareness Days have been held in recent years for road-users over 55 years of age, offering road safety education for pedestrians, drivers and passengers. The events were organised by Council road safety officers, with assistance from other partners in the field of road safety.

2001 2002 2003 2004 2005 2006 0 5 10 15 20 25 2007 2008 2009

Fig. 18: Pedestrian Casualties over 60 years

Under 60 years (Severity Index) Over 60 years (Severity Index) Pedestrian Age Group 2001 2002 2003 2004 2005 2006 2007 18.4% 42.1% 23.9% 42.1% 23.6% 41.7% 18.4% 36.8% 18.2% 45.5% 16.4% 27.2% 17.2% 25.0% 2008 18.2% 46.2% 2009 28.6% 42.9%

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Adult Cyclist Casualties

2006 saw the highest number of adult cyclists injured in road traffic accidents within the Borough for a number of years, with 30

casualties recorded. In the 3 years since then, the figures have fallen each year, with 14

casualties recorded in 2009. As with pedestrians, cyclists are particularly vulnerable when involved in collisions with motorised vehicles, and are therefore more likely to sustain severe injuries. The provision of a network of cycle lanes and routes, both on and off the highway, can help to improve safety for cyclists, by reducing the potential for conflict with moving traffic.

Child Cyclist Casualties

The number of child cyclist casualties has fluctuated over the years, with the figures of 6 and 7 recorded in 2008 and 2009 respectively, being the lowest in recent years. However, there are few figures available of comparative levels of cycle use during this period, so it is difficult to draw meaningful conclusions. As with child pedestrian casualty figures, it is useful to break cyclist casualties down into age groups to reflect the different educational levels, and to devise suitable training and educational programmes for the various groups.

2000 2001 2002 2003 2004 2005 2006 0 5 10 15 20 25 30 2007 2008 2009

Fig. 19: Adult Cyclist Casualties

2000 2001 2002 2003 2004 2005 2006 0 5 10 15 20 25 2007 2008 2009

Fig. 20: Child Cyclist Casualties

0-4 years Fatal Serious Slight Total 5-11 years Fatal Serious Slight Total Cyclist Age 2002 2003 2004 2005 2006 2007 0 0 1 1 0 0 9 9 0 0 5 5 0 0 1 1 0 1 8 9 0 0 5 5 0 0 0 0 0 1 6 7 0 1 5 6 0 0 0 0 0 1 6 7 0 0 11 11 0 0 0 0 0 0 11 11 0 1 5 6 0 0 0 0 0 0 5 5 0 1 7 8 2008 2009 0 0 0 0 0 0 0 0 0 0 3 3 0 0 1 1 0 2 1 3 0 0 6 6 12-15 years Fatal Serious Slight Total

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Motorcyclist Casualties

As shown in the Figure above, motorcyclist casualties have been falling in recent years, and despite slight increases in 2008 and 2009, the overall trend continues to be downwards. A recent study of accidents involving

motorcycles in St.Helens Borough revealed that these accidents are scattered geographically, rather than being concentrated at specific locations, with the age band of 16 to 30-year-old riders being most at risk. The most appropriate way of improving motorcyclist safety is, therefore, through educational and training programmes, and publicity campaigns, rather than through the introduction of engineering measures. Contact with local motorcyclist groups and partnership-working with instructors and examiners is proving invaluable in reducing accidents involving this user group. 2000 2001 2002 2003 2004 2005 2006 0 10 20 30 40 50 60 70 80 2007 2008 2009

Fig. 21: Motorcyclist Casualties

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Young Drivers

It takes time for newly qualified drivers to acquire the experience and develop the skills needed to cope with the often difficult and potentially hazardous conditions on today’s roads.

Consequently, studies have shown that younger car drivers are more likely to be involved in accidents than more mature drivers, with young male drivers being particularly at risk. The table below provides a breakdown, by age, of car drivers between the ages of 17 and 21 years who have been involved in personal injury accidents in St.Helens Borough over recent years.

The table demonstrates that overall numbers in this category of road-user who were involved in accidents has fluctuated in the St.Helens

Borough in recent years, however the last 3 years have been comparatively low, with only 71 drivers in this age group being involved in accidents in 2009.

Efforts will be concentrated towards training and publicity initiatives to improve safety for young car drivers, as well as closer working with motorist groups and driving instructors.

Older Drivers

It has been demonstrated that reaction times increase and eyesight worsens with age. Many drivers lose confidence as they grow older and voluntarily stop driving altogether, or drive less frequently and over shorter distances. When they reach 70, drivers must apply to the DVLA for a renewed licence, certifying that they are fit to drive, and must re-apply every 3 years thereafter.

The table below shows the number of car drivers over 60 years of age who have been involved in injury accidents in St.Helens in recent years. As can be seen, the number of drivers over 60 involved in accidents increased in 2007, the figure of 80 being the highest for a number of years, however in the following 2 years, the figures have fallen again, with only 59 drivers over 60 years of age being involved in accidents in 2009.

Young drivers involved in accidents

Older drivers involved in accidents 17 18 19 20 21 Total Driver Age 2001 2002 2003 2004 2005 2006 2007 7 23 25 36 25 116 6 19 23 28 20 96 12 18 16 25 22 93 9 16 16 26 22 89 10 22 23 28 16 99 16 25 17 28 15 101 4 20 20 25 12 81 2008 8 18 21 23 14 84 2009 7 14 23 16 11 71 60-69 70-79 80+ Total Driver Age 2001 2002 2003 2004 2005 2006 2007 62 34 6 102 43 21 3 67 43 31 4 78 41 24 5 70 39 19 8 66 43 17 8 68 50 25 5 80 2008 35 25 6 66 2009 29 20 10 59

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4. Schemes and Programmes

4.1 Engineering Measures

Local Safety Schemes

In order to ensure that road safety benefits are maximised, it is essential that schemes are promoted that can demonstrate an acceptable rate of return. There are many locations where perceived danger or concern is high but safety problems cannot be established through recorded injury accident statistics. These locations are investigated as resources permit. However, most effort is concentrated at sites where evidence of injury accidents exists and these can be reduced. The Council produces annually a list of sites within the Borough having the highest number of injury accidents during the previous 3-year

period. The current list entitled “High Risk Sites for Accident Investigation” is shown in Table 1.

All sites appearing on this high risk list are subject to initial investigations to determine locations having easily identifiable problems which may be treated by low-cost measures. For example, sites having a high proportion of accidents occurring on wet road surfaces might benefit from

resurfacing, surface dressing or specific anti-skid treatment. Similarly, high risk sites having a disproportionate number of accidents during the hours of darkness may benefit from an

improvement in street lighting.

A number of sites from the high risk list are selected annually for detailed investigation. Police files relating to individual accidents are studied where appropriate, and in-depth site

investigations carried out prior to remedial

schemes being designed. Implementation of any scheme depends upon the estimated cost of the proposed measures in relation to the total

resources available, and the associated prioritisation of schemes.

In addition to selecting individual sites for remedial action, attention is also given to identifying stretches of major roads which have experienced high accident rates, where route action treatment might provide an appropriate solution for reducing casualties.

To supplement the High Risk Sites list mentioned above, a monitoring system for individual junctions and major routes (comprising A and B classified roads and local distributor routes) has been set up to help to identify locations having poor accident records where remedial action might be

required. The figures are updated on a quarterly basis and highlight changes in the rate of

accidents, casualties and KSI casualties

occurring at each particular junction and on each stretch of road. Such a monitoring tool is

invaluable in identifying trends, and provides an early warning of locations with emerging

problems, where intervention may be necessary. Mass action treatment is a further way of reducing accidents, by applying one type of measure to a number of similar sites. In recent times, the Council has improved a number of pedestrian crossings each year by the application of anti-skid surfacing on the approaches, thereby improving safety for pedestrians.

Schemes which are introduced each year under the Local Safety Schemes Programme are monitored for a 3-year period to determine whether they have been successful in terms of reducing accidents. Details of schemes which have been introduced in recent years and are proposed for the current year are given in Appendix 1 to this document.

Although many factors can affect the accident rate at individual sites, one of the most significant is traffic flows. This is shown clearly by the fact that many of the sites on the high risk list are located on the A580 East Lancashire Road and the A570 Rainford Bypass, where heavy traffic flows are experienced. Both these roads have been the responsibility of the Highways Agency in recent times, however St.Helens Council assumed responsibility for these routes in April 2004 when they were de-trunked. Future Local Safety Schemes funding is, therefore, likely to be spent on accident reduction measures on these roads. One such scheme, which was completed in 2006, involved major improvements to the A580/Blindfoot Road and A580/Catchdale Moss Lane junctions. Both of these locations appeared on the table of High Risk Sites, having been the scene of numerous injury accidents over recent years. A funding contribution from the Highways Agency assisted in enabling significant improvements to be carried out at this location, and accidents have reduced considerably since the implementation of this scheme.

Work completed in the financial year 2007/08 included a scheme to reduce the speed limit on the A570 Rainford Bypass to 60mph, following the success of a similar scheme on the A580 East

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Lancashire Road in 2005, as detailed in the following section.

During the current financial year (2010/11), a scheme is being undertaken jointly with the Highways Agency to reduce accidents at the M6/A580/A49 interchange at Haydock Island. The work involves reducing the speed limit at the junction itself, and on the approaches to it, in addition to lining and signage improvements. Local Public Service Agreement (LPSA) Schemes

In 2005, the Council received from Central

Government an allocation of £963,000, which was to be used to assist in meeting 12 specific LPSA targets across the whole of the Council’s

Departments. The Government wished to challenge the Council to achieve these targets, which were purposely set at a higher level than normal Departmental targets. In achieving all the corporate targets, the Council would then receive a substantial funding programme, in the region of £4million, to facilitate further improvements to their services.

The LPSA targets set for the Environmental Protection Department related to two specific areas of service delivery, one for improving waste management services and the other relating to road safety. This road safety target was quite specific in that by 2005/06 the number of road accidents resulting in Killed and Seriously Injured (KSI) casualties was to be reduced by 50% from the baseline years of 1994 to 1998, as opposed to the national target of 40%.

In attempting to achieve this tough target, an assessment of all the road accidents in St.Helens was made, using the Council’s accident database. From this analysis, it was clear that the East

Lancashire Road (A580), which runs through St.Helens directly connecting Liverpool and Manchester, was identified as making a significant contribution to the number of accidents in

St.Helens, particularly relating to severity.

Further analysis indicated that whilst the length of this stretch of road accounted for only 2% of the local highway network, it was responsible for 10% of all accidents in the Borough. Indeed, within the list depicting the high risk sites identified in the Borough as having the worst number of casualties over a 3-year monitoring period, the A580

provided 5 of the sites on that list.

The A580 had a derestricted speed limit, and detailed assessment indicated that for the majority of the accidents on this road, speed was one of the primary causations of accidents. The Council deemed it appropriate to submit this route as the primary scheme in which the LPSA target was to be achieved.

It was clear that a reduction in the speed limit along the length of the A580, enforced by the use of speed cameras, would have a significant beneficial effect on the number of KSI casualties. A reduced speed limit of 60mph was introduced in January 2005, and vehicle-activated signs were installed to encourage drivers travelling above that limit to slow down.

From the total funds of £963,000 allocated by the Government, unsupported credit approval for £138,000 was allocated for this particular target. The Traffic Section managed this ambitious project, liaising with the Highways Agency, Police Authorities and Neighbouring Local Authorities in order to ensure a smooth delivery of this high profile scheme.

The LPSA stretch target imposed on the Council for the year 2005/06 was determined as 74 KSIs, a projected reduction from the average figure of 104 KSIs derived from the baseline years of 1994 to 1998. During the 12-month LPSA monitoring period, the Council successfully reduced the number of KSIs to 71, a reduction of 55%, thereby not only meeting but exceeding the Government’s stretch target of 50%.

Traffic Calming Schemes

The Council has, in recent years, made some additional funding available specifically to install traffic calming measures within residential areas. The criteria used for site selection have included accident record, proximity to schools, vehicle speeds, and proportion of through traffic. Full consultation procedures have been carried out with residents, Emergency Services, Bus

Operators, etc., before the details of each scheme have been finalised. Measures which have been installed include road humps, build-outs,

narrowings, junction tables and speed cushions. Alternative types of traffic management controls, such as vehicle-activated signs and environmental measures to reduce traffic speeds, are currently being used with a view to expand their use within the Borough. This, allied with greater Police enforcement on selected routes within the local

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Status Codes

I Detailed investigation work pending II Detailed investigation work in progress III Detailed investigation work completed IV Scheme implemented

Table 1:

High Risk Sites for Accident Investigation

(Based on 3-year Accident Record, 1.9.2007 - 31.7.2010)

Location M6/A580/Lodge Lane 14 10 10 34 30 4 0 8 14 1 0 IV M62/Warrington Road/Linkway/ 3 7 3 13 13 0 0 4 6 1 0 IV Watkinson Way Linkway/Scorecross/Sherdley Road/ 7 2 3 12 12 0 0 5 4 1 1 IV Burtonhead Road

Kirkland Street/Boundary Road/ 2 4 5 11 11 0 0 3 5 0 0 IV

Lingholme Road

A580/Rainford Road 4 3 2 9 6 2 1 3 5 1 1 III

Linkway West/Chalon Way/Canal Street 5 1 3 9 7 2 0 2 1 2 1 I

Linkway West/Westfield Street/ 3 5 1 9 9 0 0 1 3 3 0 I

Kirkland Street/King Street

Linkway East/Parr Street/ 3 3 1 7 7 0 0 3 3 0 1 I

Peasley Cross Lane

Gaskell Street/Sutton Road/Jackson Street 2 0 5 7 7 0 0 1 2 0 0 IV

A580/Liverpool Road 5 2 0 7 6 1 0 4 5 0 0 IV

Rainford Bypass/Pasture Lane 2 3 2 7 5 2 0 4 3 1 0 I

Prescot Road/Dunriding Lane 3 1 2 6 5 1 0 0 2 0 0 I

Broad Oak Road/Chancery Lane/ 4 1 1 6 6 0 0 2 4 0 1 I

Boardmans Lane

Rainford Road/Dentons Green Lane/ 4 2 0 6 6 0 0 1 2 0 1 III

Kiln Lane

Rainford Bypass/Mill Lane/St.Helens Road 2 2 2 6 5 1 0 0 1 0 0 I

St.Helens Road/Burrows Lane/ 2 0 3 5 5 0 0 1 1 0 0 I

St.James’ Road

A580/Catchdale Moss Lane 3 1 1 5 4 1 0 1 1 0 0 IV

Rainford Bypass/Bushey Lane/Lodge Lane 0 3 2 5 4 1 0 1 1 0 1 IV

S lig h t S e ri o u s F a ta l In h o u rs o f d a rk n e s s O n w e t ro a d s u rf a c e In v o lv in g p e d e s tr ia n s In vo lv in g p e d a l c yc lis ts S ta tu s Yr 1 Yr 2 Yr 3 Total 3 Yr

Number of Injury Accidents Severity

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highway network, appears to be having a positive benefit on road safety.

Speed Limit Review

In 2006 the Department for Transport published Circular 1/2006, ‘Setting Local Speed Limits’, which provided guidance to Local Authorities in setting speed limits on roads within their areas, and in developing route management strategies and speed management strategies as part of the overall strategy for improving road safety and reducing casualties.

Local Authorities have been tasked with reviewing the speed limits on their A and B classified roads’ network, and implementing any necessary

changes by 2011 in accordance with the

guidance provided. In addition, attention should be focused on the introduction of speed

management measures, including setting an appropriate speed limit on those routes having the worst accident problems, or where there is

widespread disregard for the current speed limit. To assist with the process of assessing the speed limit on roads within the Borough, St.Helens employed consultants to carry out a study of all A and B roads and other important local distributor routes, with a view to recommending changes to the speed limits where deemed appropriate and in accordance with the guidelines.

Traffic volume and speed surveys were

undertaken and accident statistics analysed. A full site assessment of each route was carried out, taking into consideration such factors as road function, geometry, environment, adjacent development and traffic composition.

As a consequence of the review, a number of changes have been identified, and Traffic Regulation Orders for the amended speed limits are currently in the process of being

implemented. These include the introduction of reduced speed limits on various roads where accidents relating to inappropriately high vehicle speeds have been experienced.

The changes include new 50mph speed limits on stretches of the following roads:

• B5203 Catchdale Moss Lane

• B5204 Travers Entry and Bold Lane,

new stretches of 40mph on the following roads: • A58 Liverpool Road

• B5203 Catchdale Moss Lane and Gillars Lane

• News Lane,

and new stretches of 30mph on: • B5207 Billinge Road

• B5419 Chester Lane • A569 Clock Face Road.

In addition, serious consideration is being given to reducing the speed limit, or altering the location of the speed limit interface, on a number of other roads, including Alder Lane, B5207 Newton Road, A57 Warrington Road and A58 Liverpool Road. 4.2 Education, Training and Publicity

The previous Government’s White Paper “A New Deal for Transport” and the Road Safety Strategy, “Tomorrow’s Roads – Safer for Everyone” offered opportunities to all road safety practitioners to promote road safety initiatives to the whole community. The analysis and assessment of statistical data provided the platform for target-setting and the designing and delivery of appropriate campaigns, schemes of work and support material for use with identified road-user groups.

Road safety and travel awareness education, training and publicity are promoted in the most cost-effective and efficient manner,

demonstrating the principles of Best Value. Working within the context of national and regional targets, aspects of road safety

education, training and publicity are contained within the Corporate Safety Action Plan and Business Plan.

The Government wants to make sure that every child has the chance to fulfil their potential and, under the Children Act 2004, five outcomes were outlined under the heading “Every Child Matters”: • Be healthy;

• Stay safe;

• Enjoy and achieve;

• Make a positive contribution; • Achieve economic wellbeing.

The Road Safety and Travel Awareness Team, together with other sections within St.Helens Council and other road safety practitioners, aim to fulfil these outcomes through education, training and publicity.

• Young people up to the age of nineteen can gain healthier lifestyles by walking and

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• Staying safe encompasses knowledge of road safety whilst walking, cycling, driving or riding, reducing chances of being injured or injuring others.

• Healthier children can enjoy recreation and achieve personal and social development by developing positive attitudes and behaviour to road safety.

The Road Safety and Travel Awareness Team The Road Safety and Travel Awareness Team, as part of the Corporate and Community Safety Section located in the Chief Executive’s Department, works at a strategic level with the Police, Education, Highways, Health Promotion, Economic Development and Community Safety. The core purpose of the team is to:

• Influence and co-ordinate the prevention and reduction of road casualties;

• Enable the efficient, safe and sustainable use of the road network.

The Road Safety and Travel Awareness Team encompasses the wider issues of transport plans including School Travel Plans, pedestrian and cyclist training, fleet safety, driver training and risk management. Partnerships between

neighbouring authorities within Merseyside and the North West provide an effective platform for the co-ordination of national issues.

As well as working with children and in schools, the Road Safety and Travel Awareness Team considers helping vulnerable road-users as part of its remit. This includes horse riders, older road-users whether they are drivers, riders or pedestrians. As such, the team takes part with partners in road safety strategies and publicity and marketing events to promote safer driving, including information on the dangers of

drink-driving, driving using a mobile phone,

inappropriate speed and the non-wearing of seat belts.

Currently, the Road Safety and Travel Awareness Team employs three permanent Road Safety Officers and two temporary Assistant Road Safety Officers who act as advisors as well as direct service providers. Additionally, the Council secured ABG funding with matching Road Safety Partnership funding for Child Pedestrian Training Co-ordinators in order to produce a new

pedestrian training programme called ‘Walk It Safer’, which commenced in schools in January 2007. These posts have been funded until March 2011. Continued funding will be required to enable the child pedestrian scheme to continue after that date. In addition, the Council has secured funding for a School Travel Advisor who is developing School Travel Plans. This post has been funded until March 2011.

Education

The Road Safety and Travel Awareness Team currently employs one person working on a term-time only basis to deliver a programme of road safety education in schools. The Assistant Road Safety Officer also assists as part of their role in road safety.

The Child Travel Awareness and Safety Officer has developed a programme of lessons to deliver to pre-school and primary-aged pupils. All lessons are linked to National Curriculum objectives and are generally delivered in the classroom to avoid disruption to the school timetable. The aim is to give pupils an

opportunity to develop the skills and knowledge they have learned in school, and to apply it in useful “real life” situations. A typical example would be:

Year Lesson National Curriculum Objective

Nursery Holding hands and stopping at the kerb Foundation stepping-stone Reception Teddy Takes a Tumble/using your senses PSHE/Science

Year 1 Using your senses to stay safe Science

Year 2 Writing instructions (the Green Cross Code) Literacy

Year 3 Be safe, be seen Posters and design technology

Year 4 Planning safer routes Geography

Year 5 Risk-taking PSHE

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The Council also works in partnership with other agencies both within the private sector and charitable road safety organisations to deliver road safety education.

During the course of the year, nursery sessions were delivered to a total of 290 children in both private and state sector nurseries.

A range of road safety messages has been given to children from all year groups in primary

schools. This year, this service has been provided either reactively following complaints from

members of the public, or following invitation from the schools themselves. A total of 770 children were targeted by this method.

The Road Safety and Travel Awareness Team participated in the “Crucial Crew” initiative. This is a multi-agency day for visiting schools, putting across safety messages from Merseyside Police, British Transport Police, Merseyside Fire & Rescue Service, Ranger Service and Home Safety, as well as the Road Safety Section. The theme this year was making a 999 call and what to do if there was somebody hurt in an accident. The Environmental Protection Department, in conjunction with Merseyside Police, showed how to make a 999 call and the other sections had interactive methods of dealing with casualities safely.

Crucial Crew ran for two weeks with 1,940 children from schools in the Borough attending. An additional morning was added to the

programme in order to include children from Special Schools. The whole programme is a very effective way to bring a range of messages about personal safety to Year 5 pupils as part of a network of national Crucial Crew events. Crucial Crew is now accredited by the Royal Society for the Prevention of Accidents.

Secondary Education Programme

The Council has developed road safety lessons for use with Key Stages 3 and 4. The aim is to deliver road safety education to more secondary schools. Funding has been obtained through the Merseyside Road Safety Partnership in order to offer pre-driver training in Secondary Schools throughout Merseyside. “Suddenly from Nowhere” is a programme designed for pre-drivers and riders to understand the consequences to others of distractions whilst driving or riding. Also, Road Safety Officers, together with Fire Safety

Advocates, have engaged with young people at

Special Schools

A basic pedestrian training scheme has been offered to young people with special educational needs in Carmel College over the last four intakes. This is designed to assist with independent living. The Road Safety Officer, Education has linked with Adult and Community Learning, and has delivered road safety

education to 52 families through their Literacy, Numeracy and Share programmes. The Share programme has five units linked to Every Child Matters, of which road safety comes under ‘Keeping Children Safe’.

Training

Forming part of the Council’s Health and Safety Policies and Procedures Manual, the Council operates a two-part minibus training course which includes a theory and practical element. Both parts of the training must be completed prior to the individual being issued with a certificate of attendance, and refresher training must be taken every four years thereafter. Furthermore, the Road Safety and Travel Awareness Team is committed to the

development of training packages for vulnerable groups including older drivers, pedestrians, cyclists and horse riders. The pedestrian and cycling training also works in conjunction with the School Travel Plans.

Cycling Enabling is part of Target: Wellbeing, a regional programme funded by the National Lottery through the Big Lottery Fund and managed by Groundwork. Together with St.Helens Council’s Healthy Living Team, the Road Safety Team delivers cycling for health programmes for those people either referred by their GPs or wishing to attend for themselves. This encourages gentle cycling to help with recovery and as a weight loss programme. Also, maintenance sessions are held throughout the Borough, through Cycling Solutions and TravelWise in order to offer basic training in repairing cycles.

Work-Related Road Safety

In St.Helens, the average number of work-related road accidents represents approximately 25% of the total number of accidents.

The Road Safety and Travel Awareness Team is involved in offering advice and driver training to assist in reducing the casualties involved in road

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A Safer Driving Manual has been developed for casual and essential drivers. As mentioned above, training for minibus drivers is ongoing. The training and assessment is carried out by an approved Driving Instructor.

Future objectives are to offer theory and practical training to other ‘at work’ drivers in the Local Authority and to arrange information days for small businesses in the Borough.

Publicity

In order to raise positive safety attitudes and awareness, the Council continues to design, implement and evaluate publicity campaigns and programmes.

The Council subscribes to the Road Safety (GB) Publicity Strategy Calendar which complements the National Strategy promoted by the

Department for Transport. Media Campaign Launches are organised in co-operation with the Police to ensure that a co-ordinated approach maximises effectiveness.

The five Merseyside local authorities also work together to publicise road safety as a joint venture.

Child Car Seats

The Road Safety and Travel Awareness Team offer assistance by trained staff for the fitting and checking of child car seats for members of the public. This is a free service, which can be carried out at a mutually convenient location, e.g. client’s house, town centre or school car park. Education is followed up by working with parents at playgroups, stay and play groups and also through Sure Start children centres.

In schools, the story of Teddy Takes a Tumble is used to communicate to children the importance of wearing the appropriate seat belts. This book was prepared by Road Safety (GB) North West group, and has now been followed up with Teddy Takes a Walk.

In 2010 the Council participated in the national publicity campaign for child in-car safety through Road Safety GB. The Good Egg campaign was launched to inform people of the importance of using and fitting child car seats correctly. The Good Egg guide was distributed and car seats checked at two venues in St.Helens in

September. Altogether, 40 seats were checked. It was found that some seats were incorrectly fitted

and some parents did not have a suitable

restraint for their small children. It is hoped to be able to repeat this annually.

4.3 Enforcement

The enforcement of road traffic law in St.Helens is the responsibility of Merseyside Police, but a close relationship is maintained with St.Helens Council in its role as Highway Authority in order to ensure that resources are effectively targeted and a co-ordinated approach to road safety is achieved.

Merseyside Police have produced a Casualty Reduction Strategy for the St.Helens Area in which its policies relating to road safety are set out, and specific measures are identified in order to reduce accidents and casualties in line with Government targets. Close monitoring is to be undertaken using a wide range of performance indicators to ensure that objectives are achieved. Specific local campaigns are carried out

throughout the year, resulting in high levels of road-related enforcement, including arrests for drink/driving offences, disqualified driving, vehicles’ seizures and issuing of fixed penalty notices.

In addition, the utilisation of Community Support Officers, along with members of the public, on the Community Speedwatch campaigns is helping to reduce vehicle speeds on specific routes identified by the Highway Authority. Speed surveys are carried out with the objective of sending warning letters to the registered keepers of vehicles which are recorded as exceeding the speed limit. Other routes are targeted for speed enforcement using mobile cameras.

Enforcement-related issues and campaigns are described in greater detail in Section 4.5. 4.4 Joint Initiatives

A number of current initiatives demonstrate the co-ordinated approach taken to road safety issues. These programmes involve close liaison between the officers involved in policy-making; education, training and publicity; and design and implementation, to ensure a successful service delivery.

Road Safety Plan 2010

Road Safety

Plan

St.Helens Council

Road Safety

Plan

C. A. Hudson, CBE

Chief Executive

St.Helens Council

Town Hall

Victoria Square

St.Helens

Merseyside

WA10 1HP

December 2010

Foreword

Councillor Marie Rimmer, CBE

Contents

2. Road Safety Strategy for Merseyside

3. Accident and Casualty Trends

4. Schemes and Programmes

Table 1:

High Risk Sites for Accident Investigation

(Based on 3-year Accident Record, 1.9.2007 - 31.7.2010)