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SCC Covers (Page 1) Somerset Local Transport Plan 2006-2011 ROAD SAFETY - 4 89 Somerset Local Transport Plan 2006-2011 4 ROAD SAFETY 4 ROAD SAFETY LTP2 Objective: Improve safety for all who travel: Reducing traffic accidents with a particular emphasis on killed and seriously injured casualties and rural main roads; and Reducing fear of crime in all aspects of the transport network. The improvement of safety for those using the highway network in Somerset is a very high priority for the County Council and across the Local Transport Plan. This is reflected in the Corporate Plan with Aim 6 being ‘To work to make our communities safer’ and is similarly reflected in the Somerset Vision. The highway network which delivers the movement of people and goods, should be safe, accessible, and sustainable. The highway safety issues outlined in this chapter of the Local Transport Plan reflects the Vision, Objectives and Priorities established earlier in the document. The Regional Transport Spatial Strategies embrace the need for particular care with vulnerable transport mode users; smarter choices, more sustainable modes of travel, and all must be underpinned by safe networks. Real and perceived safety and security are fundamental considerations in delivering the town strategies in Somerset. People accustomed to using cars fear the vulnerability they perceive when walking, cycling and using public transport. These fears are not always justified, but where they are measurable and are translated into people being injured or killed on the road network we will address them through engineering and Road Safety Education Training & Publicity. measures. This chapter sets out how road safety is delivered within Somerset, outlines the key issues that we are currently addressing in our casualty reduction strategy, and describes how we plan to meet the objective of reducing the number of road accident casualties in the County. Between 1999 and 2004 our road safety investment has delivered: All killed and seriously injured (KSI) causaulties down by 9%; Child KSI casualties are down by 24%; Pedestrian casualties have reduced by 11% and pedal cyclist casualties by 31%; and Child casualties are down by 15%. Part of this achievement is in the pedestrian and pedal cyclist group. However: We are behind on progress towards the 2010 target of a 40% reduction in KSI; The number of slight casualties has increased by 5%. 90 Somerset Local Transport Plan 2006-2011 ROAD SAFETY 4 Although some significant achievements have been made, this is not enough to meet the targets we have set ourselves. Therefore, in order to deliver a step change in our casualty reduction performance, we will be leading partners to establish a new Somerset Casualty and Accident Reduction Strategy (CARS), which will need to tackle a number of key issues including: The number of car drivers and passengers injured on rural main roads and urban areas; The numbers of pedestrians and cyclists injured in towns; and The numbers of two-wheeled motor vehicle (2WMV) users injured in towns and on rural main roads. The following diagram shows how Somerset already meets the LTP guidance requirements for road safety, and sets out our timetable for developing a fresh approach to casualty reduction through the CARS project. Figure 4.1 Developing a Casualty and Accident Reduction Strategy 91 Somerset Local Transport Plan 2006-2011 4 ROAD SAFETY 4.1 CHALLENGES & OPPORTUNITIES In developing our casualty and accident reduction strategy, we have: Assessed the local issues in Somerset; Assessed our current casualty reduction performance; Assessed current casualty reduction achievements; and Looked at best practice elsewhere. Local Issues Much of the population in Somerset is dispersed into numerous rural settlements served by market towns. This means that the car is the dominant mode of travel between, into, and out of urban centres. These journeys are often over substantial distances along a narrow, winding, and undulating highway, with inadequate geometry for modern traffic and speeds. How drivers react to and perceive these issues is a significant element of accident causation. The pattern of road casualties within Somerset shows that the largest proportions occur along the extensive principal road network and within the main areas of population. A detailed assessment of the casualty data is presented later in this section. Somerset County Council manages most of the highway network within the County, although three roads are the responsibility of the Highways Agency (HA): the M5, the A303 and the A36. Whilst less than 2% of the road network in Somerset, casualties on these roads represent 8% (2004) of people injured in road traffic collisions. However, we are aware that in relation to the traffic flow, these roads carry a significant higher proportion of traffic. 92 Somerset Local Transport Plan 2006-2011 ROAD SAFETY 4 Figure 4.2 Casualties by Location and Road Users Type The following diagram shows the relative urban and rural casualty problem in Somerset and how this affects injury levels to different road users. Current Casualty Reduction Performance In 2000 the Council adopted the three national targets for 2011 in ‘Tomorrow’s Roads, safer for everyone’ to reduce all killed and seriously injured (KSI) casualties by 40%; child KSIs by 50%; and to tackle slight casualties. These now form the basis of Best Value Indicator 99 which is included in the Councils' Comprehensive Performance Assessment by the Audit Commission. 93 Somerset Local Transport Plan 2006-2011 4 ROAD SAFETY The following table demonstrates the progress made over the LTP1 period in relation to National Road Safety Targets. Table 4.1 Casualty Indicators and Targets Casualty Indicators 94-98 Baseline 01-04 Rolling Average Change 2005 Target BVI99a– KSI all 380 346 -9 % 301 (-20%) Not on track BVI99b – KSI child 33 25 -24% 25 (-25%) On track BVI99c – Slight 2085 2190 +5% 2085 (0%) Not on track Current trajectories suggest we are unlikely to meet our LTP1 targets particularly for casualty reduction in terms of all deaths and serious injuries. These changes occurred against a background of increasing traffic, as demonstrated in the accidents casualties and traffic flow comparison graph shown later. A brief analysis of progress towards each target follows: Target 1 (BVI99a) - 40% Reduction in the Number of People Killed or Seriously Injured in Road Accidents Figure 4.3 KSI Casualties and the 2010 Target KSI casualties are declining from baseline figures but at a slower rate compared to other shire authorities and when compared with the national average of 28% (DfT publication: Road Casualties Great Britain 2004, table 5c). This is largely due to a reduction in pedestrians, and pedal cyclists casualties, however this has been offset by an increase in motorcyclist casualties with car user casualties remaining at similar levels, as shown in the table below. 94 Somerset Local Transport Plan 2006-2011 ROAD SAFETY 4 Table 4.2 Killed and Seriously Injured Casualties KSI Casualties 94-98 2001 2002 2003 2004 Average 01 - 04 % change over 1994-98 Pedestrians 56 33 41 48 40 41 -28% Pedal Cyclists 28 15 18 19 13 16 -41% 2WMVs(i) 60 58 68 65 71 66 10% Car Drivers 140 133 143 134 141 138 -2% Car Passengers 81 76 60 72 71 70 -14% Other Users(ii) 16 21 21 13 9 16 3% TOTAL 380 336 351 351 345 346 -9% NB: In this and following tables the figures have been rounded to two decimal places throughout. Target 2 (BVI99b) - 50% Reduction in the Number of Children Killed or Seriously Injured Figure 4.4 Child KSI Casualties and the 2010 Target This target is currently on track, however a recent increase from 21 to 33 has been found to be in child car passengers. However, the numbers are relatively small and monitoring will continue to establish whether this is a trend which is significant. Details shown in the table below. i Two-wheeled motor-vehicles ii Includes heavy goods vehicles, agricultural vehicles, minibuses etc. 95 Somerset Local Transport Plan 2006-2011 4 ROAD SAFETY Table 4.3 Child Killed and Seriously Injured Casualties Child KSI Casualties 94-98 2001 2002 2003 2004 Average 01 - 04 % change over 1994-98 Pedestrians 15 11 9 11 10 10 -30% Pedal Cyclists 8 5 4 4 5 5 -46% 2WMVs 0 1 1 1 1 1 150% Car Drivers 1 0 0 1 0 0 -58% Car Passengers 8 8 5 4 15 8 0% Bus/Coach Passenger 0 0 0 0 1 0 25% Other Users 1 0 1 0 1 1 -50% TOTAL 33 25 20 21 33 25 -25% Target 3 (BVI99c) – No Increase in Slight Casualties per Year based on new 2001-2004 rolling average baseline (revised from LTP1). For further information see Performance Management Chapter. Figure 4.5 Total Slight Casualties and the 2010 Target The slight casualty totals, show a 5% increase from the 1994-1998 baseline (2085 slight casualties per annum) to the 2001-2004 average (2190 slight casualties per annum). The graph above shows a downwards trend in slight casualties since 2000, although numbers fluctuate between years. As shown in the table below two-wheeled motor-vehicle user casualties are a particular area of concern. 96 Somerset Local Transport Plan 2006-2011 ROAD SAFETY 4 Table 4.4 Slight Casualties Slight Casualties 94-98 2001 2002 2003 2004 Average 01 - 04 % change over 1994-98 Pedestrians 165 180 177 145 157 165 0% Pedal Cyclists 167 156 149 122 120 137 -18% 2WMVs 124 176 170 166 144 164 32% Car Drivers 914 1049 1008 966 989 1003 10% Car Passengers 609 611 597 573 570 588 -3% Other Users 106 142 142 129 123 134 26% TOTAL 2085 2314 2243 2101 2103 2190 5% Casualty reduction achievements during the LTP1 Some of the measures implemented during LTP1 are set out below (more detail on some of these is presented later in this chapter).
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