Leeds Safer Roads Action Plan

Table of Contents

1. FOREWORD ...... 3 2. EXECUTIVE SUMMARY ...... 4 3. INTRODUCTION ...... 6 4. THE BASELINE POSITION ...... 7 4.1 - Progress from 2000 to 2010 against national casualty reduction targets ...... 7 4.2 - Key Outcome Indicators (core cities) – Strategic Framework for Road Safety ...... 8 5. WHAT WE DID TO ACHIEVE THESE RESULTS ...... 9 5.1 - Education, Training and Publicity / Promotion (ETP) ...... 9 5.1.1 - Education & Training 9 5.1.2 – Publicity & Promotion 10 5.2. - Working with partner agencies and organisations for ‘Safer Roads’ ...... 12 5.3 - Road injury analysis and studies ...... 14 5.4 - Case Studies ...... 14 6. BEYOND 2011: TOWARDS THE 2026 TARGETS ...... 19 6.1 – Casualty Reduction: Killed or Seriously Injured (KSI) target by 2026 ...... 19 7. THE WAY FORWARD TO 2017 ...... 21 7.1 - Shared responsibility: a key for a successful road safety strategy ...... 22 7.2 - City Council ...... 23 7.2.1 - Actions towards reducing child road casualties 24 7.2.3 – Actions towards reducing Powered Two Wheeler (PTW) casualties 27 7.2.4 - All Road User Casualties 28 7.2.5 – Actions towards Increasing Community engagement 30

7.3 - West Yorkshire Casualty Reduction Partnership 32 7.4 - West Yorkshire Fire & Rescue Service ...... 33 7.5 - West Yorkshire Police: Roads Policing Unit ...... 34 8. IN CONCLUSION ...... 35 9. APPENDIX ...... 36

2 1. FOREWORD

I am pleased to welcome the new Leeds ‘Safer Roads’ Action Plan. This action plan builds on the good work set in our earlier plans and the results achieved so far and take us forward by setting out our plans for developing this work further over the coming years. It also captures the past achievements of the various services and agencies associated with the Leeds ‘Safer Roads’ Partnership, both individually and collectively, however it cannot attempt to completely encompass the wealth of work carried out throughout the city by all concerned. Road casualty reduction targets are an established part of our planning process and are already in place for the current Local Transport Plan: MyJourney West Yorkshire, which was adopted in 2011. Since national and local targets were first set in 2000/01 to be achieved in 2010, I am pleased to say that we have achieved all of them in Leeds and 2011 saw the lowest number of road casualties ever recorded. Unfortunately, the data for 2012 shows a slight increase on the 2011 figures but we have continued to see a long term downward trend in road injuries for the most recent five year period 2008 - 2012. One of the Key Outcome Indicators in the ’s Strategic Framework for Road Safety, was in relation to the rate of Killed and Seriously Injured (KSI) casualties. It is particularly encouraging that of all the core cities, Leeds has had the lowest KSI rates for each of the last 3 years and has returned the lowest overall average KSI rate for the period 2005-09 and I look forward to seeing this position maintained for the future. Partnerships and closer working relationships with the key agencies that play an important role in reducing casualties on our roads were crucial to achieving the targets and I applaud the efforts of all concerned. I look forward to seeing the excellent work taking place in Leeds carried forward to make sure that we continue to reduce the unnecessary pain and suffering caused by road traffic collisions on our roads.

Councillor Richard Lewis Executive Member for Development and the Economy Leeds City Council

3 2. EXECUTIVE SUMMARY

LTP3 - MyJourney West Yorkshire is a 15-year Local Transport Plan (LTP), setting out West Yorkshire’s transport needs and ambitions until 2026. Three yearly Local Implementation Plans (LIPs) have been prepared to support the delivery of the Plan. The Leeds ‘Safer Roads’ Action Plan complements the LIP and details what has been achieved previously with regards to road casualty reduction. It also explains what is happening now and more importantly explains how we plan to reduce road casualties even further throughout the period of the LIPs and ultimately the LTP. Alongside this, the further development of the transport strategy for the city, the emerging work to invest in the transport system through the City Deal, and the intention to create a transport investment fund is expected to contribute and add to road safety improvements. Since national and local road casualty targets were introduced in 2000/01, we have seen yearly decreases in the number of road injuries in Leeds with 2011 recording the lowest ever number of road injuries since records began. However, 2012 has seen a slight increase in the number of road injuries compared to 2011 but the long term trend is still showing a downward trajectory for the 5 year period 2008 – 12. This Leeds ‘Safer Roads’ Action Plan will set the scene for the transition to the next Local Implementation Plan which will run from 2014 to 2017. This reflects the fact that most road casualty reduction interventions take several years from the initial identification of a problem to the subsequent development and implementation of a solution. These interventions then need careful monitoring and evaluation, again over a number of years, to fully assess their effectiveness. It is only by following this rigorous process of identification, implementation and evaluation that we can ensure all our efforts are targeted towards achieving maximum effectiveness and providing ‘best value’ for Leeds in line with the Council’s corporate values. The Leeds ‘Safer Roads’ Action Plan will not only contribute to the reduction of the number of casualties, but will also help other objectives of LTP3 to be achieved. We will encourage more people to make the change to more sustainable forms of transport, particularly towards walking and cycling and this will have the added benefits of reducing congestion and carbon emissions whilst having a positive effect on the health and wellbeing of all concerned. We cannot do this alone. Although Leeds City Council has a responsibility to assist in making Leeds as safe as possible for its citizens; it is the duty of everyone to play their part and to work together. This action plan will enhance a local partnership approach allowing resources to be brought together to lead the way towards meeting the defined long term road casualty reduction targets from 2011 to 2026. Leeds City Council provides the roads, footways and cycle lanes across the district and in conjunction with the Department for Transport provide most of the resources for Road Safety Education, Training and Publicity and engineering measures in Leeds. The Highways Agency is responsible for the motorways and associated junctions (M1, M62, M621 and A1M) across the district.

4 Equally, individuals need to ensure that their actions on the roads do not harm other people or themselves i.e. by using pedestrian crossings, complying with and legislation, staying alert, expecting the unexpected etc. Schools and businesses need to develop and update travel plans to encourage their pupils and staff to travel safely and in a sustainable manner. They should help provide the means to do so by providing cycle shelters, changing facilities and by encouraging greater use of walking, cycling and public transport. Enforcement agencies need to target the driving activities which are most likely to reduce casualties i.e. speeding, seatbelt use and mobile phone offences etc. Community groups need to alert others to specific problems in their area and should encourage everyone in their community to act responsibly on or near the roads. The above groups cannot be effective by working on their own; like many things in life the greatest benefits come through working together. Individuals, communities, schools, businesses, police, health bodies, local and national authorities all need to combine their efforts towards common goals in order to have maximum effect. This action plan shows how we will continue to build on the multi-agency partnerships already developed and will encourage individuals and communities to take an active role in helping to reduce casualties on our roads.

In order to achieve all the targets for 2017 we will deliver:  Actions towards reducing child road casualties  Actions towards reducing cyclist casualties  Actions towards reducing Powered Two Wheeler casualties  Action towards reducing all road user casualties  Actions towards Increasing Community Engagement

The impact that the significant improvements in vehicle design has, and will continue to have on road casualty reduction, cannot be over-emphasised with more vehicles achieving the Euro NCAP maximum 5 star rating for safety year on year. This overall safety rating is composed of scores in four areas: adult protection, child protection, pedestrian protection and safety assist.

5 3. INTRODUCTION

Leeds City Council has a duty as the Highway Authority and to its residents to make the roads safer for everyone. In measurable terms this means reducing the number of people being killed and injured each year on our roads. It also means attracting more people to walk, cycle and use public transport around the District and encouraging everyone to become a responsible and considerate road user, thereby not being involved in collisions. The council recognises that there are particular road safety issues associated with the increase in cycling and we have already seen pedal cycle casualties rise over recent years. This rise has primarily been driven by the increase in adult commuter cyclists being injured but that needs to be considered in context with the 70% increase, since 2007, in the number of commuter cyclists travelling to Leeds city centre. That said, there is also recognition that the longer term health benefits, plus the reduction in congestion and carbon/particulate emissions, outweigh these risks. In August 2013, Leeds (along with Bradford) was successful in gaining the Cycle City Ambition Grant, which will provide a step change in cycle and walking provision. We do not do this alone and formed the Leeds ‘Safer Roads’ Partnership with other stakeholders including West Yorkshire Police, West Yorkshire Fire and Rescue Service, West Yorkshire Casualty Reduction Partnership’ the West Yorkshire Local Transport Plan, and Leeds National Health Service to name but a few. Road casualty reduction targets were included in the previous Local Transport Plans and are also included in the document MyJourney West Yorkshire (LTP3) which covers the period 2011 -2026 with consecutive 3 yearly Local Implementation Plans (LIP’s). The Leeds ‘Safer Roads’ Action Plan sits beneath the LIP’s and details what has been achieved previously with regards to road casualty reduction and more importantly explains how we plan to reduce casualties even further throughout the period of LTP3. The Leeds ‘Safer Roads’ Action Plan covers both of the first two LIP time periods, from 2011 – 2017, as most road casualty reduction interventions take several years to develop, implement and evaluate in order to fully understand and assess their effectiveness. All of the interventions have, and will continue to be developed, after close examination of the current road casualty data, to ascertain which road users and what areas of the city, are most at risk. Planning our service delivery in this way will ensure that we are “spending money wisely” for the residents of Leeds in line with the Council’s corporate values. This action plan demonstrates the current position, shows what has been achieved in the period 2000 – 2012 and more importantly states what we intend to do up to 2017 as part of our long-term strategy to further reduce the number of deaths and injuries on the roads of Leeds towards 2026.

6 4. THE BASELINE POSITION

4.1 - Progress from 2000 to 2010 against national casualty reduction targets In March 2000, the government published its road safety strategy and casualty reduction targets for 2010 in the report Tomorrow’s roads: safer for everyone. The targets, to be achieved by the end of 2010 from the 1994~98 average, included a reduction in the total number of people Killed or Seriously Injured (KSI), the children KSI, the pedestrians KSI and the slight casualty rate per 100 million vehicle kilometres. All four headline targets were achieved in Leeds District in 2010.

Base 1994~98 Target reduction Target by Casualties 2010 change Leeds District Avg. from base 2010 in 2010 over Base All KSI 554 -40% 332 304 -45% Child KSI 91 -50% 46 38 -58% Slight Casualty Rate 75 -10% 67 40 -46% Pedestrian KSI 197 -50% 99 96 -51% Table 1: Leeds Casualties target for 2010

There has been a significant reduction in the number of people killed or seriously injured and the 40% reduction target has been achieved.  The 2010 KSI total of 304 is a reduction of 45% compared with the 1994~98 average. In real terms this means that 222 fewer people were killed or seriously injured as a result of a road traffic collision in 2010 compared with the baseline.  The child KSI total for 2010 has fallen by 58% compared with the 1994~98 average. This means that 53 fewer children were killed or seriously injured in 2010 compared to the baseline.  There was a 41% reduction in slight injuries in 2010 compared to the 1994~98 average. This means that 1,709 fewer people were slightly injured in 2010 compared to the baseline.  The slight casualty rate has fallen by 46% compared with the 1994~98 average of 75 casualties per 100 million vehicle kilometres.  Finally, there has been a 51% reduction in the number of pedestrians Killed or Seriously Injured compared to the 1994~98 average. This means that 101 fewer pedestrians were killed or seriously injured in 2010 compared to the baseline.

This remarkable progress has been achieved by regularly reviewing our service provision, and making changes where necessary, to ensure that revenue funded services are being delivered in the most cost effective and efficient way.

7 Before 2001 capital funding (for engineering schemes) received funding from a number of different sources within central Government. The development of the Local Transport Plan system in 2001 meant that virtually all the Road Safety capital funding came into the one place, and it also ensured that the policies of an authority were aligned with the national targets and the capital programmes containing the road safety schemes. The first two Local Transport Plans from 2001 through to 2011 saw increases in the level of funding. The third Local Transport Plan (2011–2026) has however been developed against a background of an economic recession and reductions in Government spending including that available for local transport. This Road Safety Action Plan supports the Leeds Local Implementation Plan and the delivery of the LTP strategy and targets. Further information and an annual update on progress in reducing road casualties in Leeds can be found in the most recent Leeds District Road Casualties Report. http://www.leeds.gov.uk/residents/pages/roadinjurydata.aspx

4.2 - Key Outcome Indicators (core cities) – Strategic Framework for Road Safety

Region/Local 2005-09 2008 2009 2010 2011 2012 Authority average

Leeds 91 94 83 80 78 80 Birmingham 129 118 116 117 128 110 Bristol, City of 108 86 77 92 111 103 Liverpool 155 128 147 169 144 182 Manchester 130 112 111 102 105 119 94 102 94 91 78 81 175 160 150 143 158 140 Sheffield 151 125 126 97 98 110

Table 2 Reported Killed and Seriously Injured (KSI) casualty rate per billion vehicle miles by local authority, England, 2008 – 2012 and 2005-09 average.

This table shows the Key Outcome Indicators for all the core cities as cited in the Department for Transport’s Strategic Framework for Road Safety in relation to the Killed and Seriously Injured (KSI) casualty rate per billion vehicle miles by local authority in England. Leeds has consistently reported a low and overall downward trend of the KSI casualty rate per billion vehicle miles and has recorded the lowest rate in each of the last 3 years and has the lowest average rate of all the core cities.

8 5. WHAT WE DID TO ACHIEVE THESE RESULTS

5.1 - Education, Training and Publicity / Promotion (ETP)

5.1.1 - Education & Training In support of local targets and, since national targets were introduced in 2000, age appropriate road safety education has been delivered in Primary and Secondary schools across the district. We have used Since 2009 casualty data to direct work towards the most vulnerable groups and  Over 18,000 Primary School pupils received most ‘at need’ areas. The education Pedestrian Skills Training and training programmes are  Over 3,000 Primary School pupils received designed to provide them with skills Level 2 Cycle Training or ‘Bikeability’. and understanding to become lifelong safe and responsible road  Over 15,000 Year 6 & Year 7 pupils users. received a ‘transition’ sessions designed to tackle the peak in pedestrian casualties Child cycle training has been offered which occurs when young people move from Primary to Secondary school. and delivered in Primary schools for many years. In 2010 our in-house  Over 8,000 Secondary School pupils cycle training programme was received Pre Driver Education. replaced by the National Standard Bikeability training, funded from the DfT.

Since 2003, a dedicated team of road safety trainers’ have delivered child pedestrian skills training to Primary School Pupils.

Casualty data has been analysed to identify 3 ‘Priority Areas’ of the district where child casualties were highest. We worked intensively in 27 Primary Schools in these 3 areas as part of our ‘Priority Area’ initiative.

However, it is impossible to quantify the actual effectiveness of these achievements through the road traffic collision statistics, as there are many other influencing factors; the casualty numbers are relatively small but are generally reducing year after year.

9 In addition, collaborative work has also taken place to encourage safe and active travel to school through walking, cycling and more recently ‘scootering’ as part of the Council’s commitment to promoting sustainable travel choices.

We have also used external funding, provided by the NHS, to book the ‘SmartRisk Heroes’ road show into High Schools across the district. A total of four tours of this injury prevention road show have taken place since 2009 with over 15,000 pupils seeing the show. Historically, Powered Two Wheeler riders have been over represented in the casualty statistics as they make up only a small percentage of the total amount of vehicular traffic but a significant proportion of the KSI statistics. In 2008 we appointed a Powered Two Wheeler Road Safety Officer to try to reduce casualties amongst this vulnerable road user group and since 2010; the post holder has been working at a West Yorkshire level to develop a number of training initiatives and educational resources. These include:  The Yorkshire Enhanced Rider Scheme ‘YERS’ which is the locally branded version of a national Driving Standards Agency (DSA) approved post-test rider training scheme. 77 riders have completed this training since 2009.  The Commuter Survival Guide – a video resource filmed in Leeds giving advice to riders on how best to deal with the daily commuting journey on a PTW.  The ‘Spot the Difference’ resource which gives information about appropriate clothing and kit for scooter riders.

5.1.2 – Publicity & Promotion

Together with our partners we have delivered a number of high profile campaigns aimed at improving safety for identified road user groups.

We supported annual campaigns run by the Department for Transport and raised the profile of road safety locally by issuing press releases and arranging photo & media opportunities at local events.

10

Our Major campaigns

 ‘Seat Belt On?’ – To increase seatbelt wearing rates amongst drivers and passengers in vehicles.  ‘Distraction Devastates’ – To raise awareness to the dangers of various distractions for all road user groups i.e. Mobile phones.

 ‘What’s Your Verdict?’ – To raise awareness amongst young adults to the dangers they face as pedestrians.  ‘Someone’s Son’ – To raise awareness and increase consideration for the issues that affect PTW riders.  The use of ‘Temporary Information Placards’ - To publicise PTW casualty hot spots and routes to both PTW riders and other drivers.  The development of a ‘Quality Yorkshire Rider’s’ website and associated facebook page in addition to the distribution of a quarterly E-newsletter for

motorcyclists.

 Encouraging schools to sign up to the Junior Road Safety Officers (JRSO) Scheme and maintain the profile of road safety within their schools.  The Community Speed Awareness Scheme - Working with community groups, residents associations & Neighbourhood Policing teams to train volunteers in the use of radar activated portable speed indication device (SID), to raise awareness of speed related issues within their own local community.

11 5.2. - Working with partner agencies and organisations for ‘Safer Roads’

LTP3 - MyJourney West Yorkshire is a 15-year Local Transport Plan (LTP), setting out West Yorkshire’s transport needs and ambitions until 2026. This was preceded by LTP1 (2001 – 2006) and LTP2 (2006 – 2011).

These local transport plans have had a positive influence on all the various agencies associated with road casualty reduction and have enabled them to work together with a common purpose in an effort to achieve the overall targets set out in those plans.

The Leeds ‘Safer Roads Steering Group’ was created in 2008 with the following remit:-

“The Leeds ‘Safer Roads’ Steering Group will provide a  Safety Rangers - Annual multi agency safety forum and coordination for all events, held at fire stations across the district, where teams, departments and pupils learn about many aspects of personal safety. agencies, associated with road  Police - Working with the Neighbourhood casualty reduction in Leeds, to Policing Teams to deliver an initiative at schools meet, discuss and decide which where dangerous or inconsiderate parking is road casualty reduction considered to cause particular hazards for young people entering and exiting school at the beginning ‘Priorities’ should be ‘Targeted’ and end of the school day. for maximum impact and how best to deliver, monitor and  ‘Put Yourself in My Shoes’ - A safety awareness achieve them.” campaign, run by the University of Leeds through their UtravelActive project, designed to create a Members of the ‘Safer Roads greater understanding of other road users issues by Steering Group” included:- considering their needs.  Bikeability - We have worked closely with our West Yorkshire Police, West School Sports Partnerships to increase delivery Yorkshire Fire & Rescue levels of cycle training across the district. Service, Leeds NHS, Highways  BRAKE Road Safety Week – We support this Agency, Driver & Vehicle annual national event by arranging road safety Licensing Agency (DVLA), initiatives and publicity launches every year. Vehicle and Operator Services  The Oakleaf Service – We work with the Charities Agency (VOSA), West SCARD & CADD to organise this annual service of Yorkshire Joint Services and remembrance for those who have been killed and various teams/departments from injured on our roads. across Leeds City Council.

12 The following examples of partnership working have worked well in the past and we will continue to work together with our partners to maximise our effectiveness for this common goal.

West Yorkshire Police play a vital role in enforcing road traffic law and in ensuring the roads in Leeds remain safe for people to use. In addition, the emergency services such as West Yorkshire Police and West Yorkshire Fire and Rescue Service are often at the front line of the most serious road traffic collisions (RTCs) meaning that they too play a fundamental role in our road safety Education, Training and Publicity (ETP) work.

West Yorkshire Fire & Rescue Service has procured and maintains various resources such as a driving simulator and a seatbelt sledge (demonstrating the effectiveness of seatbelts and airbags) which can be used at road safety events. These resources also help to facilitate road safety education in high schools by engaging with the groups at greatest risk from death and serious injury on our roads. These resources are often used in conjunction with extrication events which highlight the need for vigilance towards road safety in a very visual and experiential way.

13 5.3 - Road injury analysis and studies

Regular review of the road traffic injury statistics contributes to the preparation of the annual Leeds Road Casualty report and the Leeds Sites for Concern report dealing with casualties at specific junctions and the Leeds Lengths for Concern report which identifies casualties along specific stretches of road. In addition to these annual reports, a series of area studies were carried out which formed the basis of the 20mph speed limits programme. This area based information is regularly updated and continues to be developed to identify priorities primarily for the implementation of traffic calming and 20mph schemes, but can also identify the need for other types of scheme. This information assists the programme planning team and the implementation teams in identifying specific locations and areas where engineering interventions should be delivered and are also used to report on the effectiveness of previous interventions. In order to produce the road safety casualty reduction programme, likely schemes from the recommendations in the Sites and Lengths for Concern document are prioritised on the basis of potential collision reduction, cost to benefit ratio and state of readiness. Where necessary, additional road safety assessments and “in depth” studies are used to supplement the road injury data. In addition, new scheme proposals are subject to detailed safety audits during their development and implementation. Similarly, the Areas review information supports the development and implementation of traffic calmed / 20mph Zones in Leeds which has led to a casualty reduction of over a third within these zones. These are targeted to particularly address pedestrian or child casualties. In addition, all requests for new pedestrian crossing are reviewed annually, in a process which brings together and collates all the information as part of the development of the annual capital programme priorities. This process takes account not only of the level of vehicle traffic and pedestrians crossing, but also the number of casualties at a potential crossing location and other local factors.

5.4 - Case Studies

The success of an engineering scheme is normally established after it has been evaluated over a 5 year period. Hence the schemes detailed below are not the most recent schemes we have undertaken, but are those schemes where we have a five year record or clear indications when they are more recent, that the scheme is already successfully reducing casualties. The following case studies show 4 types of engineering measures already implemented where the locations concerned had previously been identified in the Sites, Lengths or Areas for Concern documents.

14 CASE STUDY 1: 20mph Zone Scheme (Phase 2)

Hyde Park Area

Problem:

This area was ranked highly in the Areas for Concern study. The area consists of dense student housing and small local businesses and is located between two 20mph zones which were completed earlier. The area had experienced 36 injury accidents in the 5 years before implementation (average 7.2 collisions per year) and contained higher than average pedestrian and cyclist casualties.

Solution:

A 20mph zone scheme was developed and introduced traffic calming features such as speed cushions and tables spaced at regular intervals. Waiting restrictions were also introduced at locations where masking from parked cars was identified as an issue, along with bus stop clearways in congested locations. This scheme was completed in 2004.

Outcome:

In the five years after implementation there have been 24 injury collisions. The scheme has resulted in an average reduction of 2.4 injury collisions per year.

15

CASE STUDY 2: Zebra crossing and junction improvements

Richardshaw Lane jw Bradford Road / Town Street, Stanningley

Issues:

The site is a Give Way controlled T- junction with all arms subject to a 30mph limit and had poor sight-lines for vehicles emerging from Richardshaw Lane. The site was identified in the Sites for Concern report having recorded 11 injury collisions in the previous 5 years. The majority of collisions were nose to tail collisions associated with either the zebra crossing or traffic queuing to perform a turning manoeuvre at the junction

Solution:

The scheme was completed in 2006 and comprised of an improvement to the zebra crossing on Town Street and a pedestrian refuge across the mouth of Richardshaw Lane. Road markings were re-laid with a larger central right turn filter with red surfacing thus reducing lane widths which encourages slower speeds. Outcome:

In the 5 years following implementation the site has seen only 3 injury collisions. The scheme has resulted in an average reduction of 1.6 injury collisions per year.

16 CASE STUDY 3: Road Safety Cameras

Dewsbury Road, Beeston (Ring Road to Waincliffe Mount)

Issues:

This 1km stretch of road had a very poor collision history. Analysis of road collision reports and speed survey results showed the speed limit was widely ignored and that this was a major contributory factor in many of the killed and serious injury collisions.

Between 2005 and 2008 there were 2 fatal collisions, and 4 serious collisions.

As a main arterial route between the city centre and the Outer Ring Road, the need to keep traffic moving would be compromised by physical calming measures as well as hindering emergency vehicles.

Solution:

Four speed cameras were installed in early 2009.

Outcome:

In the 3 years since implementation there have been no fatal collisions, (the previous average was 1 every 2 years). The number of serious collisions has fallen from 1 per year to 1 in the 3 years since implementation.

17

CASE STUDY 4: Traffic Calming Scheme

Town Street Armley

Issues:

Armley Town Street is the primary shopping street for the Armley area and was ranked second in the Lengths for Concern document. Five of the collisions involved vehicles emerging from minor roads into the path of main road traffic. Three pedestrian collisions, all of which involved children, were caused by parked cars masking moving vehicles. The length had recorded 11 injury collisions in the previous 5 years, all dispersed throughout the length.

Solution:

A traffic calming scheme which involved the introduction of speed tables, speed cushions and associated lining work to improve visibility was completed in 2010.

Outcome:

Since implementation, the site has seen no injury collisions in a year and a half. Whilst the post completion period is relatively short, the scheme has thus far resulted in a reduction of around 2 injury collisions per year.

18 6. BEYOND 2011: TOWARDS THE 2026 TARGETS

6.1 – Casualty Reduction: Killed or Seriously Injured (KSI) target by 2026 In May 2011, the Department for Transport published a new “Strategic Framework for Road Safety” which sets out the government’s actions and aspirations for the future. Of particular note is the reference in the framework to the value of Child Pedestrian Training, Bikeability Cycle Training and Pre-Driver Education. It is also acknowledged that providing targeted educational/training interventions in areas of deprivation is particularly important as children in those areas are over represented in the road casualty statistics. Where the Strategic Framework differs from previous strategies is the move away from centralised target setting, with the responsibility for setting targets delegated to Local Authorities in order to provide greater accountability at a local level. Within West Yorkshire, road safety targets provide focus and accountability for partners tasked with delivering the safer roads strategy, both for the West Yorkshire Local Transport Plan 2011-26 (LTP3) and within partner districts. New targets have been prepared in the context of the latest government guidance and are being set within LTP3. The proposed target is for a 50% reduction in the number of people Killed or Seriously Injured (KSI) on the districts roads by 2026 measured against the 2005~09 average (baseline).

2005~09 Avg All KSI: Leeds 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 (Baseline) Target per year 357 297 289 281 273 265 257 249 241 234 226 218 210 202 194 186 178 Leeds KSI Casualties 357 297 303 Reduction from -7.2% -2.8% -2.9% -3.0% -3.1% -3.2% -3.3% -3.4% -3.5% -3.6% -3.8% -3.9% -4.1% -4.3% previous year Reduction from -15% -21% -23% -26% -28% -30% -32% -35% -37% -39% -41% -43% -46% -48% -50% Baseline Table 2: Leeds all KSI: yearly target and progress towards 2026

The graph below (Fig.1) shows the KSI reduction since 1990. Overall, despite some year to year variation, there have been some significant improvements on the number of KSI casualties in the district. The target trajectory and the progress to be made yearly in order to achieve the 2026 target, as shown on the graph (Fig.1) below and table 2 above, were calculated from the excellent result of 2011 which was already 17% below the baseline. The district trajectory for achieving the reduction target is no more than 273 KSI’s by 2014 and no more than 226 KSI’s by 2020 (23% and 37% reduction from the baseline respectively). Overall, there needs to be an average reduction of around 3.4% every year for the 2026 target to be met.

19 800

700

600

500

400 357 (Baseline)

300

200 178

100

Leeds KSI Casualties 1990 to 2011and Target to 2026 (50%) to 2026 Target to 2011and 1990 KSI Leeds Casualties 0

1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2011 2013 2015 2017 2019 2021 2023 2025 Leeds KSI Casualties Leeds Target 3 yrs Mov. Avg (KSI history) Figure 1: KSI target and past reduction

The result seen in 2011 has set the standard, however, the slight increase in 2012 has drifted the district away from the target trajectory; a reduction by around 8% in 2013 will be welcomed to bring the district in line with the 2026 target trajectory. To prevent any set back and in order to consolidate the performance of all the previous years, a continuous effort is now needed if the 2026 target is to be achieved.

As well as achieving the overall casualty reduction targets, it is imperative we ensure that reductions are achieved across all road user groups. We will only do this by monitoring and reacting to the trends within the individual road user classes and reallocating resources as appropriate to address any new priorities that occur. For example, we are currently targeting the issues for cyclists through specific actions within an identified area of concern using education, promotion and physical engineering measures. (See 7.2.2 below)

While the targets concentrate on KSI’s the reduction in slight injuries will be expected to continue in the coming years. The measures outlined in section 7 will not only contribute to the reduction in KSI’s, they will contribute significantly to the reduction of all road casualties including slights.

20 7. THE WAY FORWARD TO 2017

This action plan is designed to build on the successes of the last ten years when Leeds met all its national targets for 2010. The challenge now facing the city is to continue with this downward trend and to make the roads of Leeds as safe as possible for all its road users. It is widely agreed that the new West Yorkshire and Leeds targets are challenging; however, they reflect the Council and Government’s focus on continuing to reduce fatalities as well as serious injuries for all road users. In order to achieve the targets and progress towards the overall goal and vision of a district where the number of people killed on our roads and the injury rate is much reduced; specific strategies have been identified. The details of those strategies are provided below. As a result of the government Comprehensive Spending Review of 2010, the core local transport capital funding from the Department for Transport and reflected in the Local Transport Plan was significantly reduced. This has meant that it has become increasingly important that the road safety programmes are well targeted at key issues to ensure the available resources are effectively used.

Road safety investment will continue to be prioritised and it is planned to maintain the core casualty reduction programme. In 2012/13 road safety related programmes to the value of £1.6 million where delivered comprising the following measures :-

 17 casualty reduction schemes (Local Safety Schemes)

 8 new pedestrian crossing facilities

 17 school based 20mph schemes

In 2013/14 road safety related programmes in excess of £2million will be delivered comprising :-

 26 casualty reduction schemes (Local Safety Schemes)

 11 new pedestrian crossing facilities

 25 school based 20mph schemes

For detailed scheme information see the Appendix at the rear of this document.

21 It is anticipated that similar levels of funding will be maintained for the remainder of the current Local Implementation Plan period, after which, funding will be reviewed in line with future allocations of government funding.

Each year we will review our programmes and update our plans to reflect current evidence and trends and any emerging issues.

The move to bring public health into the domain of the local authority from April 2013 has also brought increased opportunities for closer joint working on initiatives to reduce road casualties and this is something we shall be exploring and developing further.

7.1 - Shared responsibility: a key for a successful road safety strategy

Road Safety is not just about providing facilities, it is also about road user behaviour. We need to encourage all road users to learn and use the skills to be safe on the road and to develop an awareness of the wider road safety issues and their individual responsibility towards keeping everyone safe on the road. Leeds City Council provides the roads, pavements and cycle lanes across the district and in conjunction with the Department for Transport, provide most of the resources for Road Safety Education, Training and Publicity in Leeds. Although Leeds City Council has a responsibility to assist in making Leeds as safe as possible for its citizens; it is the responsibility of everyone to play their part and to work together. This action plan will enhance a local partnership approach allowing resources to be brought together to lead the way towards meeting the defined long term road casualty reduction targets from 2011 to 2026.

Responsibility and Awareness

Environment

and Behaviour Facilities Responsibility and Awareness

Skills to be Safe

22

Many organisations and agencies are involved in the promotion and delivery of road safety with the common objective of reducing the number and severity of road casualties on Leeds roads. The following organisations are included in our local partnership for the delivery of safer roads and road casualty reduction in Leeds: West Yorkshire Casualty Reduction Partnership, West Yorkshire Fire & Rescue Service, West Yorkshire Police, Leeds NHS, Highways Agency, Vehicle and Operator Services Agency (VOSA), West Yorkshire Joint Services and various teams/departments from across Leeds City Council.

Increasingly stringent vehicle safety standards and new technologies will continue to make an important contribution to road safety as it always has. In-car safety first started with the invention of the static 3 point seatbelt and this was later improved with the introduction of the inertia reel seatbelt. The introductions of driver and passenger airbags and then side impact cushions/curtains have also made significant contributions.

The latest airbag type technology includes pedestrian airbags whereby sensors detect the impact, release the bonnet and deploy the airbag in a split second.

Other innovations include, Anti-Lock Braking Systems, Electronic Stability Control, Brake Assist, Lane Assist, Collision Mitigation Brake Systems and the latest Pedestrian Detection with Full Auto Brake.

We are all responsible for safety on the roads; however the following sections show the continued commitment from some of the main organisations in the Leeds ‘Safer Roads’ Partnership.

7.2 - Leeds City Council

We will continue to deliver specific initiatives which have a proven track record of reducing road casualties and these are expanded upon below according to their respective road user group. In addition, we will also be embracing the use of new technology to facilitate communicating our messages and information to a wider audience i.e. Social Media (Twitter, Facebook etc.) and the development of appropriate apps for mobile platforms. Casualty data will continue to be used to support the development and delivery of targeted education, (including training and publicity) engineering and enforcement interventions which will be designed to improve the safety of all road users, particularly the most vulnerable groups i.e. pedestrians and cyclists. In addition, we will place a greater emphasis on the use of sustainable forms of transport, such as walking and cycling in our programmes of road safety education.

23 Our focus now is on maintaining our current high level of service through the effective prioritisation of resources and maximising our opportunities for implementing any additional efficiency measures.

7.2.1 - Actions towards reducing child road casualties An examination of the road casualty data shows that there is a spike in child pedestrian casualties just after children have moved to high school. There are also specific areas of the city where child road casualties are above average and the following actions will be delivered to address these.

We will deliver:

 Educational lessons to all school pupils in areas of the district with the highest number of child road casualties as part of our ‘Priority Areas Project’.  Pedestrian Skills Training to schools in areas with the highest child pedestrian casualties.  Educational ‘Transition Programmes’ to pupils in Years 6 & 7 in order to address the spike in pedestrian casualties amongst young people aged 11-14.  A Junior Road Safety Officer (JRSO) scheme, providing additional resources to schools already involved and encouraging more schools to become involved.  Media campaigns aligned to the Department for Transport’s campaign calendar.  Awareness raising events in conjunction with other partner agencies.  Up to thirty 20mph schemes per year around schools and in targeted residential areas.  More pedestrian crossing facilities  A network of safer routes to schools. Recent changes in legislation have now made it much easier for local authorities to implement speed restricted road safety schemes. The Council anticipated the changes and introduced six 20mph school zones as a pilot in 2011, while still pursuing the traditional residential areas. The new legislation means that schemes are cheaper to introduce and the Council and has since delivered 14 schemes in 2012/13 and looks to deliver 25 in 2013/14. In addition, the Cycle City Ambition Grant awarded to Leeds in August 2013, will also provide Leeds with a series of 20 mph schemes adjacent to the route. The following case study is typical of the type of schemes which are now being implemented to address child pedestrian casualties.

24 CASE STUDY 5: School 20mph speed limits. Kirkstall St Stephen’s – (pilot scheme) Problem: The Council has always recognised the desire by Ward Members and residents to introduce 20mph schemes around schools. The change in the Guidance meant the Council was able to instigate a pilot of 6 schemes surrounding schools, of which this was one such scheme. This area around this school was prioritised and implemented on the basis of the significant number of road injuries occurring in the close vicinity of the school. Solution: The speed limit was reduced from 30mph to 20mph around the school and adjacent streets. Speed limit signs and 20mph roundels on the road surface were used; however no additional traffic calming features were added. Outcome: In the 6 months since implementation, the initial speed surveys have shown a small reduction in the average speeds. A more detailed analysis will be carried out on all the six schemes within the pilot to gain a more comprehensive picture of the effects of introducing the scheme.

25 7.2.2 - Actions towards reducing cyclist casualties

In the 6 year period (2006 - 2011) Leeds has seen a significant increase in the levels of cycling (up 43 %) and although this increase is welcome, over the same period there has been an increase of 18% in the number of cyclist casualties. This is the only road user group where we have seen a consistent rise in casualty numbers in recent years and it is important to ensure that cycling is seen as a safe and sustainable mode of travel.

On examination of the road casualty data for this road user group, particular clusters have been identified around the A660, the A647 and the A65 corridors. Higher proportions of the collisions are happening because of conflicts at junctions and occur during the main commuter times in both the morning and afternoon peak traffic flow periods.

The fact that Leeds will host the Grand Depart of the Tour de France in 2014 has provided a fantastic opportunity to raise greater awareness about the health benefits, sustainability and road safety issues of cycling to all road users. One of the legacies of the Tour de France would be to see a huge increase in the levels of cycling in the city but without an associated increase in cyclist casualties. There are now many initiatives being developed and delivered that take full advantage of the Tour de France coming to the city.

In addition, the Cycle City Ambition Grant will now enable an East / West cross-city superhighway to be built covering 23kms of high quality, largely segregated, cycling provision from East Leeds to Bradford. This route also provides a transformational approach to cycling in the Leeds City Centre hub and the development of a Leeds Cycle Loop. The canal towpath will also be fully upgraded from Leeds to Shipley and additional cycle parking provided in Leeds City Centre.

The new facilities will be supplemented by the extensive introduction of 20 mph zones to create attractive quieter neighbourhoods and provide safe access to the core cycle routes as well as design improvements to urban streetscapes and the pedestrian environment.

We will:

 Deliver Bikeability courses, which are the ‘National Standard’ in Cycle training, across the city.  Support the delivery of City Skyride events.

26  Support the delivery of Skyride local events.  Deliver a new ‘pilot’ initiative to schools in the South Leeds area of the city, to encourage more children to use sustainable transport (Cycling / Walking) for the journey to school whilst minimising the risks.  Deliver other cycling related courses and initiatives aimed at encouraging and embedding a safe cycling culture in Leeds.  Continue to develop the Leeds Core Cycle Network to link more communities to the city centre for commuting as well as leisure cycling by adults and children.  Continue to develop the School 20mph Programme and Safer Routes to School programme to ensure a network of safe sustainable routes to schools.  Deliver engineering measures at locations with specific safety issues for cyclists e.g. o The side road junctions on all the targeted roads are programmed to be treated with ‘red surfacing’ over the next 2 years in an effort to highlight the potential for conflict. o Changes to the junction of Otley Road and Bainbridge Road are programmed for implementation during 2012/13. o An initiative has now been developed whereby Temporary Information Placards (TIP’s) will be strategically placed at those locations where the most cyclists have been involved in collisions in the past. The messages are not addressed solely at either the cyclists or the motorists but have been designed so as to engage with all road users. A similar approach has been used to good effect previously for Powered Two Wheeler (PTW) issues.

7.2.3 – Actions towards reducing Powered Two Wheeler (PTW) casualties Powered Two Wheeler KSI’s peaked in 2002 when 94 riders were killed or seriously injured in Leeds. Since that time, we have seen a general decline in these numbers, however there was a reverse in the downward trend in 2007 when 85 PTW riders were killed or seriously injured. As a result of the disproportionately high number of KSI’s for this particularly vulnerable road user group, a dedicated PTW Road Safety Officer was employed in 2008 and the PTW KSI figure has now fallen to 53 in 2012. A higher proportion of these KSI collisions occur in times of peak traffic flow on weekdays between 07:00 & 09:00 and 16:00 & 19:00 Monday to Friday. Additionally around 80% of these rider casualties have resulted from a collision with another vehicle. Most of these collisions occur in broad daylight, in fine weather and on dry roads.

We will:

 Continue to engage with commuter PTW riders.

27  Develop more commuter skills events, potentially in conjunction with the Institute of Advanced Motorists (IAM) / Royal Society for the Prevention of Accidents (RoSPA) and/or commercial training schools.  Investigate ways of further developing the use of social media and the web relative to key target groups.  Make improvements to our website and update it to make current road safety information more easily available for all road users.  Continue to treat routes with a history of PTW casualties by the use of Temporary Information Placards to alert all road users to the issues.

7.2.4 - All Road User Casualties Road casualty data shows that ‘car occupants’ are the largest road casualty group but that isn’t surprising as they are by far the largest road user group. In depth analysis of the data reveals that young drivers (17 – 24yrs) are however over represented within that road user group, both locally and nationally.

Seatbelts have long been proven to be the most effective intervention in modern times for reducing the severity of injuries to car occupants. Recent surveys in Leeds however have revealed that a high proportion of people still fail to wear a seatbelt for every journey. This is particularly evident when children are being transported by car on the relatively short journeys from home to school and return.

The use of the hand-held mobile phone whilst driving is still a common occurrence across the district and even though the penalty for this specific offence has been increased recently, there seems to be little appreciation by many drivers of the danger that this activity poses for all road users.

Excessive or inappropriate speed is still commonplace on the roads across the district and failure to stop at red traffic lights is becoming more prevalent. The established successful method of tackling casualties is described earlier by means of the production of the Sites and Lengths for Concern documents. Although the actual numbers of casualties involved in the Sites and Lengths for Concern reports tend to be fewer in actual numbers, it remains constant as a proportion of the total number of casualties at around 25%.

28 It is felt that as Lengths for Concern are ranked by Collision rate along the length, that the Lengths particularly retain their worth as a short length of urban road with a recognisable Collision pattern may be treated relatively easily. The Department for Transport has recently released new legislation concerning 20mph schemes. The new regulations will allow schemes (containing zones and lengths) to be introduced with far fewer physical features which will make it easier to match schemes to local needs whilst maintaining their road safety impacts. The plan sets out proposals to continue and develop the role of 20 mph speed limits and an early review of activity and the opportunities offered by changes to the national guidance is being progressed. The development of programmes which address local issues will be a priority and further work will take place during 2012. It will be important to ensure that the process of developing and implementing these programmes is transparent and equitable and work to develop engagement with local people and elected members will be a key part of developing future priorities and programmes. Road Safety is also at the core of other larger schemes. This year the Council hopes to introduce an integrated scheme on Roundhay Road. This outbound length has always featured prominently in Lengths for Concern, but equally has suffered from serious congestion issues. The scheme will feature an outbound bus lane, but also a series of targeted road safety measures along the length to reduce casualties.

In addition a scheme at the junction of the M621 near Elland Road football ground, seeks to implement a second phase of roundabout signalisation, thereby reducing casualties further.

Over the next 3 years the Council expects to build in partnership with developers, a scheme to upgrade Horsforth Roundabout. It will feature a series of measures to modernise the roundabout, which has long been a Site for Concern, and should ensure that the number of casualties previously experienced at the roundabout is reduced.

The Council is also looking to follow this with a number of similar treatments at other strategic locations on the Ring Road, such as Rodley, and the Harrogate Road Roundabout. The Council are also looking to tackle the severity of casualties by examining, on a more systematic basis, the “passive safety” of street furniture when investigating sites. Where casualties are occurring because of the street furniture and structures on a certain length of road being hit, these locations are assessed and measures taken to ensure the furniture or structure is either removed or re-designed in such a way as to reduce the severity of casualties if vehicles do hit them in the future.

29 We will:

 Deliver “Pre Driver Education” lessons to young adults who are thinking about learning to drive or who will be travelling as passengers in cars.  Continue to identify potential commercial partners and sponsors to carry our road safety messages to a wider range of audiences.  Continue to develop and deliver other bespoke initiatives and schemes in response to road casualty trends.  Investigate how road user safety can be improved by the use of new technologies and campaign for investment for such technology and promote its use to road users where appropriate.  Encourage all road users to consider their means of travel, by promoting walking or cycling where possible, to further reduce dependency on cars and encouraging more use of public transport.  Use education and publicity campaigns to encourage all road users to act with care and consideration for others on our roads to ensure that they are safer for everyone.  Make improvements to our website and update it to make current road safety information more easily available for all road users.  Introduce prioritised schemes from the Sites and Lengths for Concern reports into the capital programme annually for implementation.  Ensure that the annual review of pedestrian crossing requests in Leeds continues, whilst in recent years there have been fewer sites being identified, the value to the community and their casualty reduction value remains high.  Introduce “mass” action schemes across the district which deals with a particular causation issue where casualties are being experienced. New computer software has now enabled us to better identify a particular causation issue and this has led to the development of a scheme to minimise the severity of injuries associated with ‘loss of control’ collisions at bends.  Introduce up to thirty 20 mph schemes per year.  Introduce passive safety schemes on the A647 Stanningley By-Pass and sections of the A64 York Road.

7.2.5 – Actions towards Increasing Community engagement As stated previously, it is only by everyone working together that we can become most effective in our efforts to achieving all our casualty reduction targets in the future. The local community has a huge part to play in this and we are keen to engage with members of any local community groups i.e. Town and Parish Council’s, Neighbourhood Watch, Tenants & Residents Associations etc. to ascertain what issues are of greatest concern to them. 30 By working in this way, the local community can raise road safety issues with people who are in a position to offer expert help and advice and we can then work together to find the most effective solutions to the problems

We will  Work closely with local communities, empowering them and providing them with the resources and skills needed to address local road safety issues in their area.  Continue to provide equipment and training ‘FREE’ for local community groups in the use of the ‘Smiley SID’ a radar activated portable Speed Indication Device.  Support a new Community Speed Watch (CSW) scheme. This is a joint initiative between the council and the Neighbourhood Policing Teams (NPTs) which will build on the existing council run ‘Smiley SID’ Community Speed Awareness Scheme. The new CSW scheme will ensure that there is a consistent and graduated approach towards dealing with speeding complaints, tackling speeding motorists and ensuring an appropriate deployment of resources across the district.

31 7.3 - West Yorkshire Casualty Reduction Partnership

The West Yorkshire Casualty Reduction Partnership was established in 2002 comprising of the West Yorkshire Local Highway Authorities, West Yorkshire Police, the Highways Agency and Her Majesty’s Court Service all working together to reduce casualties and collisions on West Yorkshire’s roads. This partnership provides the safety camera operations across West Yorkshire and includes both mobile and fixed speed camera enforcement and traffic light violation camera enforcement. Fixed and mobile Safety Camera locations are determined and selected by each individual Local Highway Authority and data analysis is an integral part of the casualty reduction strategy. Analysis of road traffic injury data and vehicle speed data has resulted in speed enforcement cameras being installed at locations where deaths and serious injuries have occurred previously and where traffic speeds are known to be higher than the signed speed limit. Analysis of road traffic injury data at traffic light controlled junctions has resulted in safety cameras being installed at those junctions with a high road traffic casualty record where failure to comply with the signals was identified as being a major contributory factor. The Partnership designs, develops and operates the safety cameras, resulting in the enforcement of speed limits and traffic lights throughout West Yorkshire by use of fixed and mobile camera technology. Under certain conditions, offers of attendance at speed awareness courses can be made as an alternative to a fine and 3 penalty points.

32 7.4 - West Yorkshire Fire & Rescue Service

Road safety is a fundamental issue affecting our communities; the West Yorkshire Fire & Rescue Service (WYFRS) will continue to embrace the work already developed by partners and enhance our contribution to road related death prevention. Our aim is to encourage and promote all road users to act responsibly to ensure the safety of themselves and others on the roads. WYFRS is at the front line of response to the most serious of Road Traffic Collisions (RTCs.) Liaison will continue between WYFRS and Leeds Safer Roads to collaborate and develop appropriate initiatives in education, engineering and enforcement to achieve a reduction in road related death and injury. Actions to achieve our goals Resources will be directed in accordance to  Providing and delivering educational the Leeds District Risk Reduction Plan. road safety lessons as part of the Priority will be given to the local areas Year 5 school talk across the identified as high risk and those which have district. significantly higher projected levels of risk.  Where possible, engaging with All risk reduction activity in a Local Area will those groups of people at greatest be coordinated by the Lead Station risk from death and serious injury Commander and Deputy. They will identify on the roads i.e. 18 – 25yrs. and plan the effective deployment of available resources against the individual station priorities. We will continue to work with Leeds Safer Roads to maximise shared resources to increase awareness of road safety issues to all members of our communities and targeted community groups. Monitoring will take place to ensure the continued effectiveness of specific initiatives and campaigns. Evaluation of WYFRS impact on community road safety will take place as far as is reasonably practical.

33 7.5 - West Yorkshire Police: Roads Policing Unit

The West Yorkshire Police Roads Policing Unit is responsible for the policing of the road network throughout the Force, an area of 2029 km2 with a population of approximately 2,108,000 people. Within this area there are roads of all types including one of the busiest motorway networks in Europe. This network includes the M62 Trans-Pennine motorway; the highest and the most congested in the country. As well as the M62 we also cover the M1, M621, M606, A1 and A1(M); a total distance of over 213 carriageway miles in some of the most challenging of environments. The Unit is headed by a Chief Inspector and operates from three strategically placed bases to cover the Force area; including the motorway network and to maximise the use of the resources available at any one time. Each base is Inspector led, helping to facilitate effective relationships with local NPT and Response Commanders to jointly tackle local issues. Based at Killingbeck High risk activities to target by enforcement Police Station, Leeds, the Eastern area  breaking the law in relation to driving whilst under the officers are deployed influence of drink or drugs; throughout the Leeds  not wearing in-car safety restraints; area and the M1 north of Lofthouse, the A1  the unlawful use of mobile telephones whilst driving; (M) to Wetherby and  driving dangerously or inconsiderately, having little the A1/A1 (M) south regard for other road users; from Wetherby to Ferrybridge  driving of vehicles at excessive speed putting other road users and themselves at risk of harm; West Yorkshire Police play a vital role to  driving vehicles that are dangerous through poor ensure the roads in maintenance or modification; Leeds remain safe for  non-compliance by drivers of the various documents people to use. We will and legislation for using vehicles on the road i.e. play a key role in Driving Licence, Insurance, MOT and Excise Licence. Casualty Reduction and contribute fully, building effective relationships with partners.

34 20152016Baseline

8. IN CONCLUSION

This action plan shows the impressive progress which has been made since 2000 during which time Leeds had achieved all its road casualty reduction targets. It also shows how we have progressed since 2010 with a continuing downward trend for all road injuries. It sets out how we will continue to work in partnership with the public and other agencies in order to achieve all our casualty reduction targets for 2026 and will continue using road casualty data analysis to identify specific issues and to prioritise our work-streams. It details the new Local Transport Plan casualty reduction targets and the trajectories against which progress will be measured over the fifteen years of the plan to 2026. It shows the continued commitment by all concerned with reducing road deaths and injuries on the roads of Leeds along with specific actions for delivery during the period up to 2017. We expect to review and update the plan as our work progresses through the next Local LTP Implementation Plan and to review and update the document regularly to respond to emerging trends and new initiative and opportunities. Further information and an annual update on progress in reducing road casualties in Leeds can be found in the most recent Leeds District Road Casualties Report. http://www.leeds.gov.uk/residents/pages/roadinjurydata.aspx Further information relating to the updated annual programme of road safety schemes can be found by following this link; http://www.leeds.gov.uk/residents/Pages/HWTannualprogramme.aspx

35 9. APPENDIX

36 APPENDIX Engineering Measures ROAD SAFETY SCHEMES

Total Total 12 -14 Scheme Name Scheme Description 12/13 13/14 Total Costs in £1000’s

A647 Stanningley Bypass, Stanningley - To reduce casualties arising from collisions with highway structures and street Road Safety scheme. 296 148 444 furniture. (Bramley & Stanningley and Pudsey Wards) Measures targeting improvements to support safe sustainable travel to school, Safer Routes to School (LSTF). 30 157 187 supporting school travel plans and issues at the “school gate". To be allocated in (Horsforth and Kippax & Methley Wards) line with LSTF grant if successful. Road Safety Cameras for Speed 12 0 12 Road Safety Cameras at targeted locations. Management. Henconner Lane / Butt Lane / B6154 Pudsey Road - Road Safety scheme. 50 32 82 Replacement of mini-roundabout with larger roundabout and splitter islands. (Farnley & Wortney Ward) Armley Ridge Road / Cockshott Lane - Road Safety scheme. 33 1 34 Provision of chicanes & other measures to reduce speeds. (Armley Ward) Headingley & Kirkstall Road Safety Measures For Cyclists. 0 120 120 Measures to reduce cyclist injuries at targeted locations. (Headingley and Kirkstall Wards) Minor Road Safety schemes. (Alwoodley, Beeston & Holbeck, Hyde Park & 21 6 27 5 minor interventions to reduce casualties Woodhouse and Killingbeck & Seacroft Wards) Oak Tree Drive junction with North Farm Road, Gipton. Road Safety scheme. 12 2 14 Provision of speed table to reduce casualties. (Gipton & Harehills Ward) A656 Roman Road, Garforth - Road Safety scheme. 50 1 51 Extensive signing & lining scheme. To complete this year. (Garforth & Swillington Ward) A642 Wakefield Road, Swillington Local safety scheme. 5 2 7 Junction improvement to prevent failure to Give Way accidents. (Garforth & Swillington Ward) Road Safety Cameras for Speed Management - Station Road, Crossgates. Supports West Yorkshire Safety Camera Partnership. Camera at site with high 12 6 18 Cross Gates & Whinmoor , Killingbeck & severity casualties. Seacroft and Temple Newsam Wards Pontefract Road, Stourton - Road Safety scheme (Phase 1). 18 1 19 Provision of signing and right turn lanes to reduce nose to tail collisions. (Rothwell Ward) Targeted Road Safety Measures at Bends. (Adel & Wharfedale, Armley and Roundhay 5 1 6 Addresses road casualties at prioritised locations. Wards) A660 Remedial Cycle safety measures Bainbrigge Road. 7 13 20 Various measures to reduce adult cyclist accidents. (Hyde Park & Woodhouse and Headingley Wards) Sheepscar Interchange Road Safety scheme 10 12 22 Improved signing to increase lane discipline and reduce collisions. (City & Hunslet Ward) Harehills Lane and Harehills Road Local safety scheme. 15 20 35 Outline design of a to target these lengths for concern. (Gipton & Harehills Ward) M621 jw Wakefield Road (Stourton Roundabout) 9 1 10 Provision of vehicle restraint barrier & other measures. (City & Hunslet Ward) Dewsbury Road J/W Garnet Road / Parkside Lane - Road Safety scheme. 15 1 16 To provide a dedicated right turn stage within signals. (Beeston & Holbeck Ward) Cote Lane, Richmond Road Traffic calming - Road Safety scheme. 4 11 15 To calm traffic. (Calverley & Farsley Ward) Woodhouse Street, Blenheim walk jw St Marks Road. Road Safety scheme. 0 99 99 Provision of pedestrian facilities throughout the junction. (Hyde Park & Woodhouse Ward) Swinnow Road - Road Safety scheme To reduce congestion and improve legibility for motorists at the junction of the 27 68 95 (Pudsey Ward) A6120 Ring Road and Swinnow Road East Chevin Road - Road Safety scheme. 0 46 46 Lining scheme (Otley & Yeadon Ward) Green Hill Road junction with Cockshott Lane - Road Safety scheme. 0 29 29 Road realignment and ped refuges (Armley Ward) Belle Vue Road junction with Woodsley Road Safety scheme. 0 23 23 Pedestrian refuge (Hyde Park & Woodhouse Ward) Wide Lane Morley - Road Safety scheme. 0 8.6 8.6 To introduce pedestrian refuges, speed cushions and waiting restrictions (Morley South Ward) Sweet Street West, Marshall Street - Road Introduce a traffic island and associated works at the junction of Marshall Street Safety scheme. 0 17 17 and Sweet Street West in Holbeck. (City & Hunslet Ward) Tong Road - lane realignment & build outs. Road Safety scheme. 0 20 20 Realignment of road and pedestrian refuge (Farnley & Wortney Ward) Harehills Avenue junction with Gledhow To improve the accident record at the junction of Harehills Avenue with Gledhow Valley Road Safety scheme. 0 13 13 Valley Road with the improvement to signing, lining and the introduction of traffic (Gipton & Harehills Ward) calming measures to reduce vehicular speeds. Kentmere Avenue jw Rosgill Drive- Road Safety scheme. 0 4 4 Reflective Give way markings and illuminated Give way sign (Killingbeck & Seacroft Wards) Easterly Road junction with Dib Lane - Road Safety scheme. 0 95 95 Closure of central gap (Killingbeck & Seacroft Ward) Traffic calming - Local residents have expressed concerns regarding both Colton Lane Sainsburys - Road Safety inappropriate speeds and the increased traffic volume along Colton Lane. A scheme. 0 70 70 number of traffic surveys have been carried out and the data would support the (Temple Newsam Ward) concerns of the residents. Osmondthorpe Lane Bridge, Neville Hill - Remove the existing ineffective give way priority feature at the Neville Hill railway Road Safety scheme. 0 52 52 bridge and replace it with traffic signal control. (Temple Newsam Ward) Removing the existing give-way priority features along the frontage of Halton Moor Avenue - Road Safety scheme. 0 49 49 Meadowfields school on Halton Moor Avenue and replacing these features with (Temple Newsam Ward) vertical measures Pinders Green Bridge - Road Safety scheme 0 21 21 Lining and signing scheme (Kippax & Methley Ward) Harewood Road, East Keswick - New Laithes Farm. Road Safety scheme. 0 20 20 Lining and signing scheme (Harewood Ward) Dewsbury Road, Tempest Road,- Provision Provision of kerbed junction radius to enable give way line to be pulled out of kerbed junction. Road Safety scheme. 0 29 29 passed parked vehicles and also to create sheltered (Beeston & Holbeck Ward)

East Parade, Greek Street - Improve sight lines for drivers. Road Safety scheme. 0 18 18 Narrowing the exit of Greek Street onto East parade. (City & Hunslet Ward)

TOTAL 631 1216.6 1847.6 Total Total 12 -14 Scheme Name Scheme Description 12/13 13/14 Total Costs in £1000’s PEDESTRIAN CROSSINGS Dewsbury Road, junction of Rein Road, Tingley - Pedestrian Crossing Review 10/11. 209 6 215 Signalised pedestrian crossing (Morley South Ward) Accessibility Upgrades to Major Road 94 23 117 Upgrades to traffic signals to meet accessibility standards. Junctions. Improving Crossings for Disabled Users. 16 20 36 Upgrades to traffic signals to meet accessibility standards. Barwick Road, Stanks - Pedestrian Crossing. 45 4 49 Toucan crossing (Crossgates & Whinmoor Ward) Beckett Street /Lincoln Green Road - Pedestrian Crossing . 38 1 39 Pelican crossing (Burmantofts & Richmond Hill Ward) Stoney Rock Lane, junction with Torre Road - Pedestrian Crossing. 58 7 65 Zebra crossing (Burmantofts & Richmond Hill Ward) Lidgett Lane, Roundhay - Pedestrian Crossing. 27 1 28 Zebra crossing (Roundhay Ward) Lidgett Lane, Garforth - Pedestrian Crossing . 12 17 29 Zebra crossing (Garforth & Swillington Ward) Harrogate Road, Rawdon - Pelican. 7.4 95.1 102.5 Pelican crossing (Guiseley & Rawdon Ward) Middleton Park Avenue - Informal pedestrian crossing facilities. 20 9 29 Informal pedestrian crossing facilities (Middleton Park) Corporation Street, Morley - Pedestrian Crossing. 0 23 23 Zebra crossing (Morley North Ward) Upper Town Street, Bramley - Pedestrian Crossing. 0 22 22 Zebra crossing (Bramley & Stanningley) Scott Hall Road - Pedestrian crossing. 0 89 89 Pelican crossing (Chapel Allerton Ward) Gledhow Valley Road junction with Gledhow Lane - Pedestrian Crossing. 0 29 29 Zebra crossing (Roundhay Ward) Easy Road / Dial Street - Pedestrian Crossing. 0 19 19 Zebra crossing (City & Hunslet Ward) Crossley Street, Wetherby - Pedestrian Crossing. 0 19 19 Zebra crossing (Wetherby Ward) A653 Dewsbury Road j/w Linden Road - Pedestrian Crossing. 0 87 87 Signalised pedestrian crossing (Beeston & Holbeck Ward) TOTAL 526.4 471.1 997.5

Total Total 12 -14 Scheme Name Scheme Description 12/13 13/14 Total Cost in £1000's 20MPH SCHEMES PHASE 2 Shire Oak Primary School (Headingley Ward) School 20mph Scheme Hunslet Moor Primary School (City & Hunslet Ward) School 20mph Scheme

Beeston Hill St Lukes C of E Primary School School 20mph Scheme (Beeston & Holbeck Ward) Sharp Lane Primary School (Middleton Park Ward) School 20mph Scheme Carr Manor Primary School, Carr Manor High School, School 20mph Scheme (Moortown Ward) 207.1 9 216 Allerton Grange School, Moor Allerton Hall Primary School, North East Leeds City Learning Centre, School 20mph Scheme Talbot Primary School (Moortown and Roundhay Wards) Beechwood Primary School (Killingbeck & Seacroft Ward) School 20mph Scheme Wetherby High School (Wetherby Ward) School 20mph Scheme St Matthias High School (Kirkstall Ward) School 20mph Scheme PHASE 3 St Nicholas Catholic Primary School (Gipton & Harehills Ward) School 20mph Scheme Brownhill Primary School (Burmantofts & Richmond Hill Ward) School 20mph Scheme Cottingley Primary School (Beeston & Holbeck Ward) School 20mph Scheme St Anthony's Catholic Primary School (Beeston & Holbeck Ward) School 20mph Scheme Morley Newlands Primary School, Seven Hills Primary School School 20mph Scheme (Morley South Ward) Little Community Primary School (Hyde Park & Woodhouse Ward) School 20mph Scheme Temple Newsam Halton Primary School (Temple Newsam Ward) School 20mph Scheme Springbank Primary School (Headingley Ward) School 20mph Scheme Bramley Primary School (Bramley & Stanningley Ward) School 20mph Scheme Farsley Farfield Primary School (Calverley & Farsley Ward) School 20mph Scheme Weetwood Primary School (Weetwood Ward) School 20mph Scheme St Peters C of E Primary School (Burmantofts and Richmond Hill Ward) School 20mph Scheme Hunslet Gate Pupil Referal Unit, Low Road Primary School, St Mary's C of E Primary School School 20mph Scheme (City & Hunslet Ward) Wykebeck Primary School (Gipton & Harehills) School 20mph Scheme Seacroft Grange Primary School (Killingbeck & Seacroft Ward) 33.1 305.9 339 School 20mph Scheme

Middleton Manor Farm Estate - Students at Middleton St Mary's C of E Primary School School 20mph Scheme and Middleton St Philip's Catholic School (Middleton Park) Guiseley School, North West SILC (Guiseley) School 20mph Scheme (Guiseley & Rawdon Ward) Pudsey Southroyd Primary School (Pudsey Ward) School 20mph Scheme Quarry Mount Primary School (Hyde Park & Woodhouse Ward) School 20mph Scheme Farnley Whincover - for students at Cobden Primary School School 20mph Scheme (Farnley & Wortney Ward) Farnley Park M&C College, Lawns Park Primary School, West SILC (Farnley Park) School 20mph Scheme (Farnley & Wortney Ward) South SILC (Middleton Park Ward) School 20mph Scheme Mount St Mary's (Burmantofts & Richmond Hill Ward) School 20mph Scheme Christ The King Catholic Primary School, Raynville Primary School School 20mph Scheme (Armley Ward) Tinshill Pupil Referal Unit (Weetwood Ward) School 20mph Scheme Benton Park Primary School (Guiseley & Rawdon Ward) School 20mph Scheme Ingram Road Primary School (Beeston & Holbeck Ward) School 20mph Scheme

RESIDENTIAL SCHEMES Whitecoat Primary School, Hollybush Primary School 129 2 131 Low cost area 20mph (Bramley & Stanningley Ward) Garforth Community College, Ninelands Primary School, St Benedicts Catholic Primary School, 40 149 189 Low cost area 20mph Strawberry Fields Primary School (Garforth & Swillington Ward) Seacroft Hollin Park Area Low cost area 20mph (Killingbeck & Seacroft Ward) 19 75 0 Seacroft - Fearnville Area Low cost area 20mph (Killingbeck & Seacroft Ward) Beeston Primary School, Hugh Gaitskell Primary School 5 1 6 Low cost area 20mph (Beeston & Holbeck Ward) Horsforth High School 5 38 43 20mph scheme funded by Local Sustainable Transport Fund (Horsforth Ward) Rawdon St Peters C of E Primary School 23 54 77 Low cost area 20 mph (Horsforth Ward) EXTERNALLY FUNDED SCHEMES Otley Westgate Primary School Externally Funded 20mph Scheme (Otley & Yeadon Ward) Otley All Saint's School Externally Funded 20mph scheme (Otley & Yeadon Ward) 18.3 18.3 6 Additional Schemes Covering Residential Otley Externally Funded 20mph schemes (Otley & Yeadon Ward)

TOTAL 461.2 652.2 1019.3

OVERALL ROAD SAFETY 1618.6 2339.9 3864.4