Hampshire & the Isle of Wight Safety Camera
Partnership Site and Casualty Information, as at 31 March 2004
The national Safety Camera Programme provides financial support for the operation of speed and red light cameras, from fixed fines paid by offenders.
Safety cameras help reduce collisions, casualties and deaths on the roads, by encouraging drivers and riders to keep within speed limits. Safety cameras are located at locations with speed-related collisions, and at traffic lights with known problems of drivers jumping red lights.known problems of
Safety cameras complement other measures to improve road safety, including physical measures to make roads safer, introduction of 20 mph and home zones, and public information programmes.
Hampshire & the Isle of Wight Safety Camera Partnership entered the programme in April 2002.
The Partnership comprises:
Hampshire Constabulary
Hampshire County Council
Isle of Wight Council
Portsmouth City Council
Southampton City Council
Hampshire & Isle of Wight Magistrates' Courts Committee
Crown Prosecution Service
Highways Agency
National Health Service
The Chairman of the Partnership is Supt Mark Bradford of Hampshire Police.
Further information on the operation of the Hampshire & the Isle of Wight Safety Camera Partnership is available from:
Dr Marion Sinclair
Project Manager
Safety Camera Partnership for Hampshire and the Isle of Wight
Hampshire Constabulary
West Hill, Romsey Road
Winchester
Hampshire
SO22 5DB
Email: [email protected]
Other information is available on the Partnership's
website. Visit www.safetycamera.org.uk
The table was compiled by the Department for Transport from information provided by the Partnership.
The purpose of the table is to provide core information on:
n the safety camera sites being operated by the Partnership as at 31 March 2004;
n the road safety problems which led to their being put in place;
n and the data on people killed or seriously injured at each camera sites since the Partnership entered the national Safety Camera Programme.
The table lists camera sites according to how long they have been in operation, starting with any sites which the Partnership was already operating prior to joining the programme. For 2002-03, the last year for which casualty data is held by DfT, the table first lists sites which were in operation and for which casualty data is available for the full year 2002-03, followed by sites which started operation in the course of 2002-03, with casualty data provided by full quarters, so that the table provides maximum information. The table finally lists camera sites established in the course of 2003-04, for which casualty data is not yet available.
The table will be updated annually, and further casualty data added.
Fixed speed camera sites, at which cameras are in operation continuously or from time to time.
Mobile speed camera sites - Locations or stretches of road at which mobile speed camera equipment is deployed from time to time.
Red light camera sites - Traffic light locations at which cameras operate continuously or from time to time.
Fixed exception sites - Partnerships have the discretion to operate 'exception' sites, including 'community concern' sites where there is local concern about speeding. These are listed in the table. Some Partnerships also operate mobile exception sites, which respond to changing local needs, and are not listed in the table.
The use of exception sites - fixed and mobile combined - is subject to a maximum of 15% of the Partnership's total 'camera time'.
Procedure for the assessment and approval of camera
sites
Partnerships submit proposals
for new sites in an 'Operational Case' which is assessed by the Safety Camera
Programme Board, which comprises representatives of the Department for
Transport, the police and local highway authorities, the Treasury and other
involved departments, with input from Partnership representatives. Proposed sites are assessed against DfT
guidance and criteria, which has developed progressively in the light of
experience since the programme began in 2000.
The current criteria are
contained in the 'Handbook of rules and guidelines for the operation
of the national road safety camera programme for England and Wales, 31 October
2003'.
In summary, Fixed speed camera sites are normally expected to have had four or more 'Killed or
seriously injured' collisions (KSIs) per km over the last three years, or eight
or more 'Personal injury collisions' (PICs) per km, over the last three years;
together with documented evidence of speeding.
Mobile speed camera sites, are normally expected to have had two or more KSI collisions per km,
or four or more PIC collisions per km over the last three years, plus evidence
of speeding. Camera sites vary in
length according to the characteristics of the road, so KSI and PIC collisions
per km is used as the standard as the measure of the degree of danger, for the
assessment of proposed sites.
Red light camera sites are
expected to have had two or more KSI collisions or four or more PIC collisions
within 50 metres of the junction over the last three years.
Sites may be approved for other
specific road safety reasons.
The current criteria for new
sites were introduced in guidance from 2002-03, and do not apply
retrospectively to sites established before this point. But Partnerships are required regularly to
review the continuing need for each camera site.
Table, Column B - Speed limit at site
This column shows the normal
speed limit applying at the site, subject to any temporary limits which may be
in force, for example because of road works.
Any temporary speed limit will be signed.
Table, Column D and E - Basis for
site's approval
These columns provides
information on the number of KSI and PIC collisions per km for the three years
preceding the site's consideration, taken from the Partnership's Operational
Cases.
For camera sites which the
Partnership were operating prior to joining the programme, the Partnership
provided collision data for the three immediately preceding years - and not the
years before cameras were first used at the site. It should be noted that a
comparison of camera site casualty data immediately before and after joining
the Safety Camera Scheme is not a full reflection of the effectiveness of
safety cameras where sites were installed before entering the programme. The number of collisions shown in these
columns may therefore already reflect the benefits of the installation of the
camera. This data is nonetheless
included in the table for information.
Where columns D,E,F,G and H are
'greyed out' in the table for a site, this indicates a site which the
Partnership had established before it entered the national programme, and which
it has not re-submitted since then.
These are mainly older sites where the camera is felt to have achieved
the desired road safety improvement. Detailed collision data for these sites is
not at present provided to DfT. But
speed and casualties at these sites is monitored, and cameras will be deployed
as necessary, should problems recur.
Any camera housing may have a camera operating in
it at any time.
Table Column F - Nature of
hazard
This column summarises other qualitative
factors relevant to a site's establishment,
viz:
1. High KSI (killed or seriously injured collision) per km
2. High PIC (personal injury collision) per km;
3. Borderline KSI or PIC per km (1 KSI below or 2 PIC below the present criteria for new sites - i.e. as specified in the Handbook of rules and guidance);
4. Evidence of speed problem from speed survey;
5. Evidence that local residents are concerned about speed for example complaints, surveys, petitions;
6. High casualties spread across a length of a route rather than a specific location;
7.
Proximity to vulnerable road users including children, horse
riders, elderly;
Table Column G - Killed or seriously injured (KSI) casualties before
the site's establishment
This column gives the average annual number of people (as distinct from the number of collision reported in Columns D and E) killed or seriously injured at the site per year, averaged over the three years before the camera site was established. Note that the site may have been established after it was initially approved, and the figure in this column may be for a later three year period that that in Columns D and E.
For the camera sites which the Partnership was already operating prior to joining the programme, this information may relate either the three years before the site was re-submitted as explained above in relation to Columns D and E, or to the period before the camera was first installed - as the table will indicate.
Note that the number of casualties is for the total site, as distinct from the per km figure for collisions in Column F. Also note that the figure is an annual average over the three year period (as distinct from the three year total given in column F)
Column H - Year by year KSI casualties since the Partnership
joined the programme
This columns give the number of KSI casualties for each full year for which a site has been operating as part of the national programme.
For the camera sites established in the course of 2002-03, full year casualty figures are not available, but figures are given for the full quarters since the site was established. For these sites, Column G shows the average 'before' casualties is given in 'per quarter' terms also, for ease of comparison. Sites for which four quarters of data are available have already been covered in the preceding section of the table. Some of these sites were established in the course of the fourth quarter of the year - so that no full quarter data is available.
Department for Transport
June 2004