Towards 2020
Greater Manchester Plan
for Road Safety
FOREWORDS
Councillor Sean Anstee
Councillor Andrew Fender
Greater Manchester
Combined Authority
Member with the Transport
Portfolio.
In 2011, United Nations (UN) Secretary-General
- Mr Ban Ki-moon called upon the international
community to support the UN’s “Decade of Action
for Road Safety 2011–2020”. Globally, road traffic
injuries are among the three leading causes of death
for people between 5 and 44 years of age and unless
effective action is taken, due to advances in other
areas, road traffic injuries are predicted to become
the fifth leading cause of death in the world. This
Greater Manchester Plan for Road Safety sets the
local context towards 2020.
All road traffic casualties, and especially deaths and
serious injuries, have real and significant impact not
only on the lives of the individuals directly involved,
but also on family, friends and colleagues. No amount
of money can ever be placed upon the pain, grief and
suffering experienced. Fatal and serious road traffic
collisions also have a significant impact on Greater
Manchester, its road network, local resources and
economy. The value of preventing all collisions where
people have been killed and seriously injured on our
roads in 2013 alone is over £214 million, excluding
the impact of disruptions to our transportation
network. However, regardless of the monetary costs
we must continue to target road safety issues in
Greater Manchester to ensure that the number of
people killed or seriously injured continues to reduce
towards the national trend forecast for 2020.
Chair of the Transport
for Greater Manchester
Committee.
In Greater Manchester, as in other areas of the UK,
we are fortunate enough to be able to build upon
decades of action by numerous partner organisations
to target and reduce the number of people killed
and seriously injured on Greater Manchester’s roads.
This, by no measure, means that the work has been
done.
Whether walking; cycling; riding; or driving travelling safely is a necessity for everyone. Sadly,
road traffic injuries occur every day on our roads and
they can potentially have tragic consequences for
the people involved and their families and friends.
I believe that we all have a responsibility to try and
prevent these unnecessary deaths and injuries.
Tackling our road safety issues is an on-going
challenge that presents us with opportunities to
improve the quality of life for residents, contribute
towards a stronger, more diverse and resilient local
economy.
Over the last 30 years or so, our partners have acted
to reduce the number of people injured on our roads,
with an emphasis on reducing the number of people
killed or seriously injured.
At a time when resources are under significant
pressure we have an opportunity to extend the
principles of partnership working in order to promote
road safety and the wider benefits to health &
wellbeing; liveability; and the local economy.
3
CONTENTS
Introduction
6
Background
8
Where we are now
10
Cost of road collisions and casualties
12
Vulnerable road users
14
Pedestrians
16
Cyclists
18
Young drivers and passengers
20
Motorcyclists (TWPV)
22
The Joint Road Safety Group
24
National Driver Intervention Scheme
26
Road Safety Matrix
28
Glossary
38
Contact us
40
“Road safety
is everyone’s
priority
“
5
INTRODUCTION
The work of the Greater Manchester Casualty
Reduction Partnership (GMCRP) has helped to make
our Greater Manchester roads safer. Each community
or neighbourhood has different characteristics
and we must be able to respond to this diversity in
order to achieve safer roads as part of an integrated
transport system for GM and continue to reduce the
number of people injured on our roads.
Since 2000 the number of people injured, and
particularly the number of people killed or seriously
injured, on GM roads has reduced significantly.
In 2013, injury collision records for GM indicated that:
• 5,444 people were injured in road traffic
collisions;
• 656 people were killed or seriously injured; and
• Sadly 35 people died as a result of the injuries
sustained.
This document sets the scene and the strategic focus
for road safety in GM and links to the objectives
of the Greater Manchester Local Transport Plan 3
(GMLTP3) and ensures a co-ordinated approach to
transport and road safety initiatives adopted by the
Greater Manchester Combined Authority (GMCA).
7
BACKGROUND
Road safety is an issue that should be of concern to
every person in GM. Everyone uses the roads in some
way as a pedestrian, cyclist, driver, or motorcyclist.
While travelling on our roads or crossing them,
everyone is exposed to the risk of death or injury.
Some people, such as children, the elderly, cyclists
or motorcyclists are more vulnerable than other road
users.
Collision and casualty data is analysed in a number
of ways to determine where collisions occur, the
resultant casualties, why they happen and where
high collision sites exist. Trends over three to
five years, or sometimes even longer periods are
examined and particular groups of road user are
considered in greater detail to help formulate action
places for future road safety projects.
The average over the five year period from 2005
to 2009 has been used as a basis for comparison
when considering road safety trends over a longer
period and used as a baseline for the outcomes in the
Governments ‘Strategic Framework for Road Safety’
and ‘Towards 2020 – Greater Manchester Plan for
Road Safety’.
Left: Cycling is becoming increasingly popular in Greater Manchester
Right top: The role of the emergency services is vital to road safety
Right bottom: Enforcement is a key part of road safety.
9
WHERE WE ARE NOW
All GM Collisions and Casualties (2000 - 2013)
Collisions
Casualties
20000
15000
In GM as a whole during 2013, there were a total of
3,861 reported injury collisions; these resulted in a
total of 5,444 casualties, 35 fatal, 621 serious and
4,788 slight.
10000
5000
1080
2013
2012
2011
2010
2009
2008
2007
2006
2005
551
634
698
656
744
2011
794
743
2010
843
934
400
2020
2019
2018
2017
2016
2015
2014
2013
2012
2009
2008
2007
2006
2005
2004
2003
2002
2000
2001
200
Base = 916 Casualties (2005 - 2009 Average)
2016 bar is a forecast 15% reduction on 2010 in line with DfT national central project
2020bar is a forecast 40% reduction on base in line with DfT national central project
KSI Casualty Rate* Trend from 2000 - 2013 and Projection
to 2020, Greater Manchester
(*- Rate per 1,000,000 Population)
424
196
232
260
283
2011
Base 2005 - 2009
244
283
2010
300
305
363
Forecast Line based on DfT National Central Projection
366
400
327
410
434
434
422
500
434
200
2020
2019
2018
2017
2015
2016
2014
2012
2013
2009
2007
2008
2006
2005
2004
2003
0
2001
100
2002
It is encouraging to note that KSI casualties have
reduced by nearly 42% since the start of the
millennium in 2000.
Base 2005 - 2009
600
2000
KP11: a 45% reduction in the KSI casualty rate
expressed as the number of people killed or seriously
injured per 1 million population. This is a measure of
our performance in reducing the number of people
KSI on GM roads / GM resident Population.
Forecast Line based on DfT National Central Projection
800
0
Number of Casualties
KP10: a 40% reduction in the number of people
killed or seriously injured in road collisions, based on
the DfT National Central Projection to year 2020 in
GM, as outlined in the ‘Strategic Framework for Road
Safety’.
Number of Casualties
1000
930
1096
1042
1061
1123
1200
1078
KSI Casualty Trend from 2000 - 2013 and Projection
to 2020, Greater Manchester
In GM KSI casualties were 28% below the base
(2005-2009 KSI average) and are forecasted
to meet a reduction of 40% in KSI’s by 2020.
GM has two key performance indicators for road
safety;
2004
2003
2002
The Killed and Seriously Injured (KSI) casualties has
shown a decrease of 6% when compared to 2012.
2001
2000
0
Base = 357 Casualties Rate per million population (2005 - 2009 Average)
2016 bar is a forecast 18% reduction on 2010 in line with DfT national project
2020bar is a forecast 45% reduction on base in line with DfT national project
11
COST OF ROAD COLLISIONS AND CASUALTIES
Road collisions impose costs on society through lost
output, medical and ambulance costs and human
costs and affect deprived people disproportionately.
366
360
300
337
334
312
330
279
246
270
279
268
263
245
240
202
210
213
228
206
180
150
120
20
25
22
23
28
35
41
41
Greater Manchester
Metropolitans Total
North West Total
Great Britain
30
30
Wigan
23
Trafford
31
Tameside
36
Stockport
28
Salford
30
Rochdale
60
Oldham
90
Manchester
The average value of prevention of a reported road
collision for all types of road is £72,739 in 2012
prices, while the average value of preventing a
death is £1.704 million.1 Although the downward
trend in KSI casualties continued in 2013, with the
2013 figure being the lowest annual number of KSI
casualties recorded, there were 35 people killed
on GM’s roads in 2013 and 621 seriously injured.
The estimated value of preventing all recorded KSI
collisions in GM was over £214 million, with the total
value of prevention for 2013 totaling £296 million.
390
Bury
The total estimated value of prevention of reported
road collisions in Great Britain for 2012 was
estimated to be £15.122 billion – this includes an
estimate of the cost of damage only collisions but
does not allow for unreported injury collisions.
420
Bolton
Since 1993, the valuation of both fatal and serious
casualties has been based on a willingness to pay
approach. This approach encompasses all aspects of
the valuation of collisions and casualties, including
the human costs, which reflect pain, grief and
suffering; the direct economic costs of lost output,
and the medical costs associated with road collision
injuries.
Casualty Rates by Area 2010 - 2012 Average
All KSI
Even more importantly, reducing casualties and, in
particular, KSI casualties would reduce grief; pain;
and suffering of those killed or injured and their
family & friends.
1. Figures taken from Great Britain Annual Report 2012;
Department for Transport Published Sept 2013.
Right: Part time 20mph speed limit outside schools in Rochdale.
13
VULNERABLE ROAD USERS
Vulnerable road user casualties Vs. All casualties (2011 - 2013)
100
14.6%
The human body has a limited capacity to withstand
the crash energies during a road traffic collision.
Some Vulnerable Road Users (VRU’s) are not as well
protected from these forces as vehicle occupants
but this does not mean that walking or cycling,
for example, are unsafe. It means that we need to
change the way that all road users behave towards
each other, and we also need to ensure that VRU’s are
considered during the design of highway schemes.
Young drivers and passengers are also considered to
be VRU’s. In GM, on average over the last three years
(between 2011 and 2013), around 23% of all injury
collisions involved a younger driver, aged 17 to 25,
regardless of fault or injury.
Unsurprisingly for a major UK urban conurbation,
injuries sustained by VRU’s in GM make up the
majority of all serious or fatal casualties. The Greater
Manchester Casualty Reduction Partnership’s aim is
to protect VRU’s, including:
The Partnership aims to minimise road traffic
casualty risks and especially risk of death and serious
injuries and risks to pedestrians and cyclists.
To continue the positive trend in casualty reduction
in Greater Manchester, we will target casualty
reduction activities towards high risk behaviours
and locations and in support of the most vulnerable
people. This will be done through collaborative
working and supporting the casualty reduction
activities of the Partner organisations.
51% of all road user casualties are vulnerable road
users when casualties are averaged over three years
(between 2011 and 2013), with pedestrians being the
largest group at 18%. Motorcyclists represent around
19% of road user deaths despite representing only
around 1% of vehicle traffic.
More information on VRU’s can be found on the next
few pages.
80
10.4%
60
19.4%
21.2%
4.4%
15.1%
18.2%
40
15.5%
5.7%
10.0%
Younger Drivers/Passengers (17-25)
15.8%
Motorcyclist (TWPV)
Cyclists
20
53.1%
49.4%
26.9%
0
Pedestrians
36.5%
All
Fatal
Other Casualties
19.5%
Serious
Slight
Comparison between vulnerable road user casualties (2011 - 2013)
100
12.0%
80
60
9.6%
28.9%
33.0%
26.5%
• Motorcyclists (Two Wheeled Powered Vehicles)
• Young Drivers (17-25)
7.7%
40.6%
• Pedestrians
• Cyclists
7.4%
8.8%
26.3%
Younger Drivers/Passengers (17-25)
14.6%
6.0%
12.1%
Motorcyclist (TWPV)
18.8%
20.6%
21.2%
40
Pedestrians
55.6%
20
0
45.4%
35.9%
All
Cyclists
33.7%
Fatal
Serious
Slight
Note: numbers may not sum due to rounding
15
PEDESTRIANS
Regardless of how we choose to travel, it’s easy to
forget almost all journeys start and end ‘on foot’.
% All Pedestrian casualties by severity
(2011-2013)
Walking is probably the cheapest and most accessible
form of exercise. Considering that nearly a quarter
of journeys made by car are less than two miles, it
is important to encourage walking as a sustainable
alternative.
23
%
77
Promoting active travel options and safer behaviour
will assist in improving both road safety and the
perception of risks by pedestrians.
Slight
Fatal or Serious (KSI)
AFOR MORTALS
DE
AY CO
HIGHW
%
ALKING
When w
alking
Greater Manchester pedestrian casualty data;
breakdown by severity
Greater Manchester pedestrian casualty data;
breakdown by age
Age
KSI pedestrian
casualties (2013)
KSI pedestrian
casualties
(Annual average
2011-2013)
Severity
Total pedestrian
casualties (2013)
Pedestrian
casualties
(Annual average
2011-2013)
Fatal
14
22
0-15
73
77
Serious
228
236
16-25
33
48
Slight
766
873
26-64
90
87
Total
1008
1130
Over 65
46
46
KSI
242
258
Total
242
258
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Right: Pedestrian road safety campaign in Greater Manchester
17
CYCLISTS
Cycling benefits health and wellbeing as well as the
environment. It also provides access to employment
and is becoming more popular as a viable form of
transport. Whilst the numbers of cyclists on our
roads is increasing, we must ensure that measures
match this increase to ensure cyclists remain safe.
% All cyclist casualties by severity
(2011-2013)
15
%
Cyclists have a right to share road space with other
users, safe in the knowledge that local authorities
are doing their upmost to encourage all road users
to share the limited space available and be aware of
each other.
Slight
85
Fatal or Serious (KSI)
%
Ultimately we need to deliver a cohesive road safety
message to and on behalf of cyclists.
Greater Manchester cycle casualty data;
breakdown by severity
Greater Manchester cycle casualty data;
breakdown by age
Severity
Total cyclist
casualties (2013)
Cyclist casualties
(Annual average
2011-2013)
Age
KSI (2013)
KSI annual average
2011-2013)
Fatal
1
2
0-15
10
10
Serious
91
98
16-25
17
21
Slight
477
550
26-64
61
67
Total
569
650
Over 65
4
3
KSI
92
100
Total
92
100
Note: numbers may not sum due to rounding
19
YOUNG DRIVERS AND PASSENGERS
Getting a driving licence is a major achievement for
young people. We need to support younger drivers,
aged 17 to 25, by encouraging them to identify the
limits of their own abilities, and the limits of other
road users around them.
% All younger driver/passenger casualties
(2011-2013)
15
%
23% of all injury collisions occurring on Greater
Manchester’s roads involve a younger driver,
regardless of fault or injury.
Other casualties
17-25 year old
driver/passenger
85
%
Younger and more inexperienced drivers are more
likely to suffer from stress and fatigue when driving
due to the mental and physical concentration
required whilst gaining driving experience.
Between 2011 and 2013, younger drivers and
passengers made up around 1 in 7 of all casualties
and 29% of all vulnerable road user casualties.
Greater Manchester younger driver and
passenger casualty data; breakdown by severity
Severity
Total 2013
Average
2011-2013)
Fatal
3
5
Serious
34
50
Slight
683
855
Total
720
910
KSI
37
55
Greater Manchester younger driver and
passenger casualty data; KSI comparison with
other drivers and passengers
Age
KSI (2013)
KSI annual
average
(2011-2013)
17 - 25
37
55
Other drivers
& passengers
142
140
Total
179
195
Right top: Advertising aimed at drivers - bus rear
Right bottom: Online advertising aimed at younger drivers
21
MOTORCYCLISTS (TWPV)
More and more people are using motorbikes/scooters
to commute to work as an alternative to the car. Many
people also enjoy riding their motorcycles
for leisure.
Between 2011 and 2013, motorcyclists make
up around 1 in 5 of all people killed or seriously
injured in Greater Manchester. In addition, Greater
Manchester is a ‘net exporter’ of motorcycling
casualties. This means that a significant number
of our residents are being injured whilst riding a
motorbike on roads in neighbouring areas.
A coordinated approach will ensure consistency with
other areas around Greater Manchester, including:
Cheshire, Cumbria, Lancashire and Merseyside.
Motorcyclists are not always to blame for collisions
and we must also ensure that we raise awareness of
motorcyclists to other motorists to ensure that they
also “Think Bike”.
Motorcyclists and pillion casualty data; by age group
Age Group
Under 50cc
51 - 125cc
126 - 500cc
Over 500cc
Average
2011 - 2013
16 - 19
27
52
15
8
102
20 - 29
14
66
24
41
146
30 - 39
6
21
13
30
70
40 - 49
7
18
9
45
79
50 - 59
3
9
5
24
42
Other ages
2
5
5
10
21
Total
60
171
71
158
460
Motorcyclists and pillion casualty data; by severity
Collision
Severity
Total 2013
Average
2011-2013
Fatal
6
10
Serious
137
137
Slight
258
313
Total
401
460
KSI
143
147
% All motorcyclist casualties by severity
(2011 - 2013)
32
%
Slight
68
%
Fatal or Serious (KSI)
Note: numbers may not sum due to rounding
Right: Greater Manchester is the North West lead for motorcycle
road safety through the ‘RideSafe BackSafe’ initiative
23
THE JOINT ROAD SAFETY GROUP
The GMCRP is managed and administered by
the Joint Road Safety Group (JRSG). We work in
partnership to reduce casualties on GM’s roads by
changing attitudes and behaviour.
• Driver Intervention Scheme - Management and
operation of the GM Driver Intervention Scheme
to influence driver behaviour and support
responsible road use.
‘DriveSafe’ is the marketing name for the Greater
Manchester Casualty Reduction Partnership.
• Speed Limit Review and Consolidation Process
– completion of the GM Speed Limit Review
and providing support to partners delivering the
consolidation process.
The JRSG has a remit for countywide functions
agreed with GM partners:
• GMCRP management & administration and GM
Plan for Road Safety.
• Casualty Data and Analysis - analysis of
collision and casualty database identifying high
risk casualty locations, contributory factors,
behaviours, groups and trends.
• GMCRP Award Fund Projects - Co-ordinating
submitted bids for funding to support casualty
reduction interventions and management of
specific countywide road safety projects funded
by DfT and other organisations.
• Performance Monitoring - casualty reduction
performance monitoring, progress against
practices and processes.
• Publicity & Communication - develop and
implement Road Safety Communications, and
Publicity interventions.
• Safety Camera Operation - co-ordinate the
maintenance of safety camera housings, the
installation and upgrade of digital safety cameras
and provide and co-ordinate the strategic
analysis of the effectiveness of the safety camera
operation.
Opposite page: Pedestrian road safety campaign in Greater Manchester
25
NATIONAL DRIVER INTERVENTION SCHEME
The JRSG delivers the National Driver Intervention
Scheme (NDIS) across Greater Manchester and
Merseyside on behalf of Greater Manchester Police
and Merseyside Police.
Driving Instructors and involves a mixture of driving
theory, which combines the latest thinking on
defensive driving techniques with modern training
methods and practical on-road driving.
The course content includes:
“It must be in the public interest to rectify a fault
rather than punish the transgressor” - Lord Peter
North (Road Traffic Law Review of 1988).
‘What’s Driving Us Course’ - for drivers who have
been involved in a wilful or deliberate offence which
indicates that they have been driving ‘without due
care and attention or reasonable consideration to
other road users’ contrary to Section 3 of the Road
Traffic Act, 1988. The person involved is given an
option to either receive a fine and penalty points on
their driving licence, or an opportunity to attend a
What’s Driving Us? Course.
• The causes of offending.
The aim of the Scheme is to influence driver
behaviour and support responsible road use by
providing driver educational courses.
Those who attend and complete a course do not
receive the fine or penalty points. There are currently
4 courses delivered by JRSG:
‘Speed Awareness Course’ - for drivers who have
committed a speeding offence by a small margin
(an error or lapse in concentration). A driver who is
detected driving at the speed identified as suitable
to be offered a course as an alternative to paying a
fixed penalty and receiving penalty points on their
driving licence (and who has not previously attended
a similar course within a 3 year period). The course is
delivered by specialist driver trainers. The course is
a combination of listening to information and group
discussion.
‘Driver Alertness Course’ - for drivers who have
allegedly been driving ‘without due care and
attention or reasonable consideration to other road
users’ contrary to Section 3 of the Road Traffic
Act, 1988, and have usually been involved in a road
traffic collision. The national Driver Alertness Course
allows the Police to give certain motorists involved
in a road traffic collision the opportunity to attend a
driver re-education course. The course is delivered
by specialist Department for Transport Approved
The classroom based course is delivered by specialist
Department for Transport Approved Driving
Instructors. The course is a combination of
listening to information and group discussion.
‘Driving 4 Change Course‘- for drivers who have
been involved in an incident as a result of a driving
skills deficiency, which indicates that they have been
driving ‘without due care and attention or reasonable
consideration to other road users’ contrary to
Section 3 of the Road Traffic Act, 1988. The person
involved is given an option to either receive a fine
and penalty points on their driving licence, or an
opportunity to attend a ‘Driving 4 Change’ course.
This is a practical driving course and is delivered
by a specialist Department for Transport Approved
Driving Instructors.
• Key facts about driving.
• The benefits of complying with the Highway Code.
• The consequences of offending.
Speed
Awareness
• Driving behaviour and attitude towards other road
users.
• A coping strategy.
The NDIS Team:
• Arrange courses for around 70,000 clients per
year in Greater Manchester.
• Deliver more than 375 courses per month - 6 days
per week (morning, afternoon & evening).
• Organise courses at 5 venues across the Greater
Manchester area (Bolton, Bury, Carrington,
Gorton and Newton Heath).
What’s
Driving
Us?
• Handle up to 5,000 telephone enquiries per
month.
• Engage 70 self-employed Approved Driving
Instructors.
Driving 4
Change
27
ROAD SAFETY MATRIX
Management & Systems
The Facts
Strategic Direction
Priority Interventions
Collaborative working will help us to meet the road
safety challenges we face as we head towards 2020.
Road safety must not be viewed as another health &
safety related area. There is a clear distinction.
Actively promote advanced training for business / fleet
drivers and riders with partner organisations.
Road safety should be a key priority for all partners
and local organisations. It is important to ensure that
we have the right tools and systems to ensure Work
Related Road Risk (WRRR) is addressed through
appropriate policies, procedures and training. Having a
clear emphasis of WRRR will encourage employees to
adopt a road safety culture.
All organisations have a duty to lead by example,
especially strategic stakeholders. We have an
opportunity to review our existing policies and
systems to ensure that WRRR, especially within
organisations with large fleets, is being addressed
and follows good practice.
We should use our wisdom to ensure that local
knowledge, skills and expertise are applied through
collaborative working within GM and cooperative
approach to standards.
It is necessary to maintain our data-led approach to
tackling road safety, and in particular, KSI casualties.
We need to continue to target particular road user
groups and areas with high collision trends.
Discuss long term finance of schemes not short
timescales for bids.
Ensure that lessons learnt from projects and initiatives
such as SaMERU (Safer Mobility for Elderly Road
Users) are disseminated to partners and taken into
consideration when determining intervention.
Other Focus Areas
Promote the more effective use of Road Safety
Audits (RSA’s) at earlier stages of design to increase
the efficiency of the design process and further
the collaborative working between partners when
conducting RSA’s.
Encouraging organisations to aim for ISO39001: Road
Traffic Safety Management, or equivalent policies;
procedures; and systems.
Strengthening existing and building new working
relationships with local organisations and teams.
Changing behaviour and attitudes through greater use
of social media to engage with road users for education
and publicity.
Pedestrians
To continue to address the social wellbeing and
liveability issues set out in authorities’ community
strategies.
In 2013, over 1,000 pedestrians were injured on Greater
Manchester roads. (1,008)
Regardless of how we choose to travel, it’s easy to
forget almost all journeys start and end ‘on foot’.
Almost 37% of all road users killed or seriously injured
(KSI) are pedestrians.
Children (aged 0-15) make up more than 37% of all
pedestrian casualties. (376)
Walking is probably the cheapest and most
accessible form of exercise. Considering that nearly
a quarter of journeys made by car are less than two
miles, it is important to encourage walking as an
alternative.
Nearly 1 in 8 child pedestrian casualties occurred during
a school journey, meaning that child pedestrians are
more likely to be injured at other times.
Promoting active travel options and safer behaviour
will assist in improving both road safety and the
perception of risks by pedestrians.
Influence cultural attitudes towards road safety
by including it within the primary and secondary
curriculum. (E.g. Maths, Sciences and Humanities).
Encouraging the introduction of appropriate 20mph
zones and limits through health, wellbeing and
liveability portfolios.
Explore a programme of theatre in education for Yr7
children.
Explore opportunities for partners to further support
work to promote pedestrian safety.
Use of Social media sites to engage with the public.
Review the road safety trend for older pedestrians
and work together with Partners to ensure that
interventions help to address issues experienced by
older people.
Focus on hotspot data led interventions. Design
pedestrian friendly space for pedestrians whilst keeping
centres viable for business. Direct through traffic away
from town centres.
29
MATRIX CONT.
The Facts
Between 2011 and 2013, younger drivers and
passengers made up around 1 in 7 of all casualties and
29% of vulnerable road user casualties.
Young Drivers
23% of all injury collisions occurring on Greater
Manchester’s roads involve a younger driver, regardless
of fault or injury.
Only 9% of UK licence holders are under 25 years of
age.
A young person’s brain continues to develop into their
20’s. The frontal lobes, responsible for reasoning and
problem solving, develop last. Decision making whilst
using the road is also affected.
Strategic Direction
Younger and more inexperienced drivers are more
likely to suffer from stress and fatigue when driving
due to the mental and physical concentration
required whilst gaining driving experience.
Getting a driving licence is a major achievement for
young people. We need to support younger drivers
by encouraging them to identify the limits of their
own abilities, and the limits of other road users
around them.
Priority Interventions
Continue to educate learner drivers and new drivers
through partnership projects such as the glove box
guide issued by DriveSafe through the test centres,
GMFRS and the DSA and young driver engagement
days.
Engaging young people through initiatives such as the
GMFRS Driving Simulator Van.
Web based road safety initiatives, such as Drive IQ and
glove box guide apps should also be considered and
promoted to reinforce key messages.
Other Focus Areas
Ensuring that as many young people as possible in
Greater Manchester benefit from national initiatives by
charitable organisations such as Drive iQ.
Consider competitions for young people to
design campaigns aimed at peers to reinforce an
understanding of risk taking and its consequences.
Identify young people to ‘champion’ road safety in their
local areas through working with our partners.
Encourage sustainable modes of transport. Promote
mobile phone applications which give true costs of
motoring, fuel consumption etc.
Apply demographic information (such as ‘MAST’)
to design interventions and engage with the target
audience.
31
MATRIX CONT.
The Facts
In 2013, 569 cyclists were injured on Greater
Manchester roads.
Cyclists
Cyclists represent around 1 in 5 of all vulnerable road
user casualties occurring on Greater Manchester’s
roads.
Greater Manchester’s 2025 vision is for 10% of all
journeys by bike. An increase in cycling will have a
positive impact on our health and economic prospects.
Strategic Direction
Cycling benefits health and wellbeing as well
as the environment. It also provides access to
employment and is becoming more popular as a
viable form of transport. Whilst the numbers of
cyclists on our roads is increasing, we must ensure
that measures match this increase to ensure
cyclists remain safe.
Cyclists have a right to share road space with other
users, safe in the knowledge that local authorities
are doing their upmost to encourage all road users
to share the limited space available and be aware of
each other.
Priority Interventions
Continue to provide cycle training for people of
different abilities.
Advocate work related cycle training with employers.
Promote concept of shared space and respect for
cyclists (and all road users) through enforcement,
publicity and driver retraining. E.g. Motorists on
Advanced Cycle Stop Lines and cyclists of red lights etc.
Actively supporting 20mph zones and limits where
appropriate and where casualty analysis supports
intervention.
Educate other road users with regard to the correct use
of Advanced Stop Lines.
Motorcyclists
Explore opportunities to link with more partners in the
provision of cycle training and awareness.
Between 2011 and 2013, motorcyclists represent
over 19% (1 in 5) of all fatal casualties occurring
on Greater Manchester’s roads.
Greater Manchester is a ‘net exporter’ of motorcycling
casualties. This means that a significant number of our
residents are being injured whilst riding a motorbike on
roads in neighbouring areas.
We need to increase other road user’s awareness
of bikers on the roads and encourage bikers to
improve their riding skills.
DriveSafe continue to lead the North West “RideSafe
BackSafe” initiative. Building upon the success of
engaging the riders of more powerful bikes to target
scooter and moped riders.
We should promote the wearing of proper
protective clothing and body armour.
Promote RideSafe BackSafe with dealerships.
Ultimately, we need to deliver cohesive road safety
messages to bikers in the North West.
Promoting further training, particularly to high risk
groups e.g. 16-25 (up to 125cc).
Other Focus Areas
Ensuring that we continue to support the
implementation of schemes that have a positive
effect on casualty reduction, including through the
improvements of ‘quiet-road’ or off-road routes.
Encouraging the introduction of appropriate 20mph
through health, wellbeing and liveability portfolios.
Consider the benefits of daylight saving in winter
to help encourage more cycling and help cyclists to
remain safe. Ensure that the partnership responds to
discussion and any potential future consultations by
government.
Encourage designers to identify decision points along
cycling routes where signing should be provided to
assist cyclists. Consideration should also be given to
‘escape routes’ on approach to major junctions.
Maintaining links at a national and local level to ensure
that a consistent message is being delivered coherently.
Promote best practice in terms of passive safety
interventions with regard to motorcycling.
33
MATRIX CONT.
Drink, Drugs & Seatbelts
The Facts
Drink driving casualties have fallen dramatically in the
last 30 years, but in 2013, there were 169 collisions
recorded with driver alcohol as a factor, including 4
deaths and 35 serious injuries. By drinking and driving,
people risk their lives, and those of other road users.
Strategic Direction
Priority Interventions
Other Focus Areas
Intervention to reduce the number of incidents
involving drink driving.
Continuing coordinated publicity and enforcement
campaigns.
Collaboration with licenced door staff to provide
guidance and information on alternative transport.
Emerging legislation on drug driving will also
provide a new opportunity for education and
enforcement campaigns.
Young people involved in campaign design.
Participating in regional and national discussions and
consultations on drug driving legislation.
Drug drivers can suffer from slower reactions; erratic
and aggressive behaviour; an inability to concentrate;
dizziness; and fatigue. Mixing different drugs or
combining with alcohol will also have an unpredictable
effect.
Promotion of passenger transport modes as the
alternative to driving whilst under the influence of
alcohol or drugs.
Continue to work with police authorities to change
National Stats 19 form to Stats 20 to reflect non
seatbelt use.
Mobile phone apps to inform on the facts and effects of
drink and drug driving.
Guidance on the effects of prescription drugs.
In the event of a crash vehicle occupants are twice as
likely to sustain fatal injuries if not wearing a seatbelt.
Speeding
Face to face and web based education to young people
to include the risks associated with drink and drug
driving and non-seatbelt wearing.
Speed is recorded as a factor in around 1 in 4 collisions
that result in people being killed or seriously injured
(KSI) on roads in Greater Manchester.
Educating minor speed offenders by giving them
the opportunity to attend a driver intervention
course as an alternative to fixed penalties.
Continue intelligence led enforcement at priority
locations through safety camera and community
concern operations.
Considered engineering solutions to reduce the need
for enforcement. E.g. 20mph zones that look and feel
like 20mph zones from a motorist’s perspective.
The risk of death is approximately four times higher
when a pedestrian is hit at 40mph than at 30mph. The
risk of death is further reduced where vehicle speeds
may be lower (e.g. 20mph speed limits and zones in
residential areas).
Partnership working to coordinate publicity and
enforcement campaigns.
Providing the opportunity for driver offender retraining
where deemed appropriate by Greater Manchester
Police.
Coordinate responses to discussions and consultation
on new technology such as Intelligent Speed
Adaptation (ISA).
20mph sites prioritised on basis of cost benefit
analysis.
Encouraging partners to promote the health; wellbeing;
and liveability benefits of 20mph during consultation
and implementation, particularly pro-driver benefits
such as eco driving.
Ensure community ownership of proposed 20mph
zones or limits.
Face to face and web based education to young people
to include the risks associated with speeding.
Identify role model(s) to help promote for safer speeds
and safer streets.
35
MATRIX CONT.
The Facts
Priority Interventions
Continuing coordinated publicity and enforcement
campaigns.
Reaction times for drivers using a phone are around
50% slower than normal driving.
Studies have shown that drivers don’t fall asleep
without warning. Drivers who fall asleep at the
wheel have often tried to fight off drowsiness
by opening a window, or by turning up the radio.
This doesn't work for long.
Even careful drivers can be distracted by a call or text –
and a split-second lapse in concentration could result in
a crash.
Using a mobile phone; sat nav; or other similar
devices whilst driving means that the driver’s
attention is distracted from the road.
Viral or film competition with young people, designed
by young people for social media
Research suggests that almost 20% of collisions on
major roads are sleep-related.
Partnership working to coordinate publicity
and enforcement campaigns.
Promoting work related road safety policies within local
businesses and organisations.
Drivers are four times more likely to crash if they use a
mobile phone while driving.
Distraction & Fatigue
Strategic Direction
Fatigue-related collisions are more likely than others to
result in a fatality or serious injury.
Providing the opportunity for driver offender retraining
where deemed appropriate by Greater Manchester
Police.
Other Focus Areas
Tracking the progress of in-vehicle technology and
ensuring that opportunities are communicated to
partners.
Supporting and promoting the use of any emerging
technology that prevents the use of mobile phones
whilst driving (E.g. ‘driving mode’)
Continuing to capitalise on existing and pipeline VMS
(Variable Message Signs) locations across Greater
Manchester in order to communicate key road safety
messages.
Face to face and web based education to young people
to include the risks associated with driver distraction
and fatigue.
37
GLOSSARY
Abbreviation
Definition
Abbreviation
Definition
GM
Greater Manchester
JRSG
Joint Road Safety Group
GMCA
Greater Manchester Combined Authority
KSI
Killer or Serious Injured
GMCRP or ‘Partnership’
Greater Manchester Casualty Reduction Partnership
LA
Local Authority
GMLTP3
Greater Manchester Local Transport Plan 3
PIC
Personal Injury Collision
GMP
Greater Manchester Police
RTC
Road Traffic Collision
GMFRS
Greater Manchester Fire and Rescue Service
Safety Camera
A Home Office Type Approved (HOTA) camera aimed at reducing and preventing
road traffic casualties at specific locations by deterring speed or red light
violations
CFOA
Chief Fire Officers Association
SLO
Speed Limit Order
DriveSafe
The marketing name for the Greater Manchester Casualty Reduction Partnership
TfGM
Transport for Greater Manchester
DSA
Driving Standards Agency
UTC
Greater Manchester Urban Traffic Control
HFAS
Highways Forecasting and Analytical Services (TfGM)
VRU
Vulnerable Road User - generally: pedestrians, cyclists, young drivers (17-25) and
motorcyclists
Highways Authority
The local authority with statutory duty functions, including responsibility for
maintaining and repairing the highway
39
CONTACT US
DriveSafe
PO Box 1155
Manchester
M61 0FF
Email: [email protected]
Image acknowledgment
Front page © Aiden O’Rourke www.aidan.co.uk
Pages 8 & 9 Images courtesy of Road Safety Support
Page 12 Image courtesy of Rochdale MBC
Pages 18 & 19 Images courtesy of TfGM
Designed and produced by Transport for Greater Manchester
© 14-0228/4409-A4-xx-0314