GM Safety Camera Handbook v2.0

8/20/2019 GM Safety Camera Handbook v2.0

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GM Safety Camera Handbook v2.0

Safety Camera Handbook


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GM Safety Camera Handbook v2.0 Page 2 of 35

CONTENTS

GLOSSARY .................................................................................................................... 3

1. OVERVIEW............................................................................................................... 5

2. OPERATION, POLICY & PROCEDURE ........................................................................ 9

3. SIGNING AND VISIBILITY ........................................................................................ 15

4. MAINTENANCE ...................................................................................................... 16

5. ENFORCEMENT ..................................................................................................... 25

6. ENFORCEMENT PRIORITISATION ........................................................................... 27

7. FREEDOM OF INFORMATION REQUESTS AND ENQUIRIES ..................................... 31

APPENDIX A ............................................................................................................... 33


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GLOSSARY

3G 3rd Generation of mobile telecommunications technology.

ADSL Asymmetric Digital Subscriber Line technology.

ANPR Automatic Number Plate Recognition.

BT British Telecom.

Buffer

Fixed Speed - Zone around a section of highway - forming a

distance between two points within which collisions, casualties

and speeds can be monitored.

Red Light – Zone around a junction, from stop line to stop line in

direction of travel (i.e. within the confines of the junction), in

which collisions and casualties and can monitored.

CTO Central Ticket Office.

DfT Department for Transport.

FOI Freedom of Information.

FPN Fixed Penalty Notice.

GM Greater Manchester.

GMCRP or

‘Partnership’Greater Manchester Casualty Reduction Partnership.

GMP Greater Manchester Police.

GMRAPG Greater Manchester Road Accident Prevention Group.

GPS Global Positioning System.

HE Highways England.

HFAS Highways Forecasting and Analytical Services (TfGM).

Highway

Authority

The local authority with statutory duty functions, including

responsibility for maintaining and repairing the highway.

HOTA Home Office Type Approval.

HousingFixed roadside pole and cabinet that can accommodate a safety

camera.

ITN Integrated Transport Network.

JRSG Joint Road Safety Group.KSI Killed or Seriously Injured.

LA Local Authority.


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Location

An established safety camera location approved by the DfT prior

to 1st April 2007 or approved by the GMCRP after this date.

Fixed – A location with a roadside camera housing installation.

Mobile – A location where enforcement using mobile

equipment takes place. Community Concern - A location that does not meet the

criteria for a mobile or fixed safety camera, however GMP may

undertake some mobile speed enforcement activity at

locations where it is deemed appropriate.

Loop Inductive loop traffic detector.

PIC Personal Injury Collision.

Piezo Piezoelectric traffic detector.

PSU Power Supply Unit.

RCD Residual Current Device (circuit breaker).

RLC Red Light Camera.

RTC Road Traffic Collision.

Safety Camera

A Home Office Type Approved (HOTA) camera aimed at reducing

and preventing road traffic casualties at specific locations by

deterring speed or red light violations.

SLO Speed Limit Order.

TfGM Transport for Greater Manchester.

TSRGD Traffic Signs Regulations and General Directions.UTC Urban Traffic Control.

Compliance with these protocols and procedures has no bearing upon the enforcement ofoffences detected by the use of safety cameras, none compliance with them by thePartnership or representatives of the Partnership does not provide any mitigation of nor

defence for an alleged offence committed under current UK law.


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1 . O V E R V I E W

1. OVERVIEW

Key Function

The Greater Manchester Casualty Reduction Partnership (GMCRP) is a multi-agency partnership committed to reducing the numbers of deaths and injuries onGreater Manchester’s roads by changing attitudes and behaviour. ThePartnership’s aims and objectives are to support and assist Local Authorities,Police and other agencies to reduce road casualties.

The Partnership includes the following organisations:-

Bolton Council

Bury Council

Greater Manchester Fire and Rescue Service Greater Manchester Primary Care Trust Cluster

Greater Manchester Police

Highways England

HM Court Services

Manchester City Council

Oldham Council

Rochdale Council

Salford City Council

Stockport Council

Tameside Council

The Crown Prosecution Service

Trafford Council

Transport for Greater Manchester

Wigan Council

Transport for Greater Manchester (TfGM) is the body responsible for transportand travel matters across the county and the Joint Road Safety Group (JRSG) ispart of TfGM. The JRSG is the administrative arm of the GMCRP.

Governance

The current GMCRP came into being on 1 April 2011, replacing the formerCasualty Reduction Partnership which operated from April 2003 to March 2011under the terms of the Department for Transport's national safety cameraprogramme. The Partnership is directed by nominated representatives of thepartnering organisations. The Partnership meets quarterly to guide and controlall aspects of the Partnership’s strategy and operations.


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1 . O V E R V I E W

The Safety Camera Operation

Funding

The Safety Camera Operation is funded by a proportion of the fees paid byoffenders attending one of the Greater Manchester National Driver Intervention

Courses. The Intervention Scheme was introduced to allow those offenders whomet the course criteria, the opportunity to participate in a nationally recognisedand supported training programme.

Principles and Responsibilities

There are 4 key principles:

Casualty Data and Analysis

Performance Monitoring

Publicity and Communications Safety Camera Operations

These principles are summarised below:

Camera enforcement must demonstrate, through accurate analysis, that we

are operating in areas where there is a history of road casualties linked to

speeding and/or red-light running. Location selection must support the

overall aim of casualty reduction.

All locations, both mobile and fixed, should be subject to regular reviews toensure the benefits of the cameras are still being achieved.

An effective communications strategy requires that schemes engage the

public in a targeted and consistent manner; communications are linked to

public awareness campaigns. Education also contributes towards a change in

attitudes and brings about a sustainable change in behaviour.

Responsibility for the effective deployment of the enforcement equipment

and staff remains with the Central Ticket Office Manager at GMP. Themanager is assisted in this role by the camera technician supervisor. The

decision to deploy resources at a particular fixed or mobile location is

primarily guided by the schemes selection criteria.

The protocols and procedures relating to the management of the safety cameraoperation have been approved by the Greater Manchester Casualty ReductionPartnership (GMCRP or ‘Partnership’) and are outlined within this document.

All arrangements will continue to take into account guidance from the

Department for Transport, the Association of Chief Police Officers, and all otherrelevant authoritative sources.


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1 . O V E R V I E W

Enforcement operations are conducted within the relevant statutory framework,and offences are administered in accordance with the criminal justice system'sestablished requirements, practices and procedures, these being ultimatelysubject to scrutiny before the Courts.

The Partnership will regularly review its practices and may make any changesthought necessary to improve its operational and administrative effectiveness.

Any future changes to our protocols and working practices will be incorporatedinto this handbook at the time of its review.

Type of Equipment Used

All enforcement equipment used by GMP for enforcement purposes are HomeOffice Type Approved (HOTA). The camera operations are divided into twodistinct areas of work:

Unattended fixed roadside speed and red-light cameras.

Operator attended mobile van and hand held laser cameras.

These types of camera have key features that make them suitable for their ownparticular environment. All camera operations influence driver behaviour and assuch are an important factor in the drive towards lower road casualties.

Current Types of Fixed Camera

Fixed speed camera - locations where fixed speed camera housings are

installed with cameras operating continuously or from time to time. The

cameras are unattended and typically enforce road lengths where there has

been a concentrated cluster of injury collisions.

Average speed camera - locations where average speed (time over distance)

cameras are installed and in operation. This type of speed camera involves

two or more cameras measuring average camera-to-camera speed, based on

a calculation of the distance between the cameras and the time taken to

travel between these points.

Combined speed camera and red light camera – traffic signal controlled

junctions where cameras detect red light offences and also speeding offences

when the lights are not on red. Enforcement takes place from the same

housing. These cameras are typically used to discourage drivers from

speeding into a junction in an attempt to avoid the red light phase, as well as

their primary use of recording instances of red light violation.

Red light camera - traffic signal controlled junctions where red light camerasare installed and enforcement is undertaken. These cameras are used to take


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1 . O V E R V I E W

images of vehicles passing through traffic lights when they are showing a red

signal. These cameras are only installed when a number of collisions confirm

that red light running is a key element in the collision.

Current Types of Mobile Camera Vehicle mounted unit – typically these cameras are tripod mounted and use

laser speed detection. The camera unit incorporates a display control unit and

integrated digital video camera. All vehicles used on behalf of the Partnership

include high visibility livery clearly marking out their purpose for camera

enforcement.

Hand held unit – these cameras also use laser technology, typically these

cameras can be used in locations where access by vehicle mounted devices is

not practicable for various reasons.


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2 . O P E R A T I O N ,

P O L I C Y & P R O C E D U R E S

2. OPERATION, POLICY & PROCEDURE

General Principles

The Greater Manchester Casualty Reduction Partnership follows the selectioncriteria given in DfT Circular 01/2007.

Location Categories

In Greater Manchester there are three main location categories:

Fixed

An established fixed safety camera location approved by the DfT prior to 1st April

2007 or approved by the GMCRP after this date.

Mobile

An established mobile safety camera location approved by the DfT prior to 1stApril 2007 or approved by the GMCRP after this date where:

There is an incidence KSI’s and/or PIC’s, but do not quite meet the fixed

location selection criteria.

There is a degree of abuse of the speed limit which could contribute to

collisions. Enforcement of the speed limit is believed to be appropriate and will help

bring the situation under greater control.

Community Concern

Subject to GMP resources, mobile enforcement can take place at locations whererequests have been received and where:

The location has been identified as a priority by GMP’s assessment procedure.

(Not within the remit of this handbook). There is an incidence of PICs and/or KSI’s, but do not quite meet the full

selection criteria, and:

There is a degree of abuse of the speed limit which could contribute to a

collision problem, and:

There is concern on the part of the local community and/or the partner

agencies, and enforcement of the speed limit is believed to be appropriate and

will help bring the situation under greater control.


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2 . O P E R A T I O N ,


New Safety Camera Locations

The full installation cost of a new safety camera housing must be met by the LocalAuthority; installation costs can vary and are dependent upon the type of camerasystem proposed.

When considering the installation of a new safety camera the maintenance costswill need to be taken into account. (See the Maintenance section for furtherinformation).


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2 . O P E R A T I O N ,


Safety Camera Selection Criteria

Fixed

speed camera buffers1

Mobile

speed camera buffers

Routes2 Red light or combined red

light speed camera buffers

1 Buffer or

route length

requirements

Between 0.4 km and 1.5

km3.

Between 0.4 km and

5km.

Between 5km and 20km. From stop line to stop line

in direction of travel (i.e.

within the confines of the

junction).

2 Number of

killed and

serious

collisions(KSI)

At least 3 KSI collisions

per km in the baseline

period*.

OR

In the absence of KSI

collisions, the number of

slight collisions meets

the PIC total value

below.

At least 1 KSI collisions

per km (average) in the

baseline period*.

OR



slight collisions meets

the PIC total value

below.

A minimum of 3 existing

core housings within the

length. (There are no

further requirements)

OR

Has at least 1 KSI

collision per km

(average) in the baseline

period*. And meets the

PIC total value below.

At least 1 KSI collision

within the junction in the

baseline period*.

Selection must be based

upon a collision history of

red light running. OR



slight collisions meets the

PIC total value below.

*The baseline period is the most recent 36 month period available when proposal is submitted, where the end

date is within 12 months of the date of submission.

3 PIC total

value

required

Built up

22/km

Non-built up

18/km

Built up

11/km

Non-built up

9/km

Built up

8/km

Non-built up

6/km 10

Calculation of PIC total value:

- For buffers up to 1km the above value is required.

- For buffers longer that 1km the value is per km.

-Collision evidence will be

used to verify a history of

red light running. See

bottom of the table

regarding obtaining

supporting evidence to

determine the level of red

light running to support

the ‘slight’ collision

evidence.

1 Average speed cameras are considered to be types of fixed camera and therefore must meet the rules for a new fixed camera.

Cost benefits should be considered taking account of the capital cost and ongoing revenue costs versus those of alternative fixed

or mobile enforcement.2 The Partnership is not currently considering new routes.

3 Although average speed cameras are usually dealt with as ‘fixed cameras’ their route length may obviously need to be longer than

1.5km.


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2 . O P E R A T I O N ,


Fixed

speed camera buffers1

Mobile

speed camera buffers

Routes2 Red light or combined red

light speed camera buffers

4 85th

percentile

speed at

proposed

housings

Speed survey shows free-flow 85th

percentile speed is at or above ACPO

enforcement threshold in built-up areas and 5 mph over maximum speed limit in

non-built up areas. This can apply to all vehicles or a vehicle class but must be

compared consistently.

Not applicable.

5 Buffer

conditions

that are

suitable for

the type of

enforcement

proposed

Loading and unloading of

camera can take place

safely.

Location for mobile

enforcement is easily

accessible and there is

space for enforcement to

take place in a visible,

legal and safe manner.

The location of collisions

in the baseline period

will determine the length

of route.

Loading and unloading the

camera can take place

safely.

6 Suitability of

buffer for

camera

enforcement

The Highway Authority must undertake a survey, demonstrating the following:

(a)

The speed limit has been reviewed confirming that camera enforcement is the right solution;

(b)

Analysis into the causes of the collisions has demonstrated that camera enforcement is the correct solution;

(c)

There is no other cost effective engineering solution that is more appropriate;

(d)

That the Speed Limit Order (where applicable) and signing are lawful and correct.

New camera buffers will be selected using an assessment that includes the level of fatal, serious and slight collisions. The combined

level of collisions will be expressed as a numerical scale (see below) and assessed relative to the road classification for t he housing -

whether it is either a ‘built up’ or ‘non-built up’ area and according to the type of housing i.e. route, fixed, mobile or red light.

Fatal or serious injury collision = 5 (i.e. 2 serious collisions = 10)

Slight injury collision = 1 (i.e. 5 slight collisions = 5)

‘Built up area’ is defined as a road with a speed l imit of 40 mph or less.

‘Non-built up area’ is defined as a road with a speed limit of 50 mph or more.


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2 . O P E R A T I O N ,


Criteria for Selection of Fixed or Mobile Locations

Request, suggestion or proposal from any source for new safety camera received by LA, JRSG or

others.

Meets selection criteria Does not meet selection criteria

Requesting LA acknowledges to the source,

not giving outcome but explaining process.

Requesting LA to undertake a location survey

to demonstrate the suitability of

recommending the road for enforcement.

Requesting LA liaises with JRSG and agrees on

the way forward.

Local Authority informs source

that location does meet criteria

for new safety camera.

JRSG Report:

Not

recommended

for enforcement.

Original request and

supporting evidence

forwarded to JRSG.

LA considers whether to request a

Community Concern location.

Yes No

Requesting LA puts

forward to GMP to

be considered as a

Community Concern

location.

(copy request to

JRSG to prevent

duplication ofanalysis).

No further

action.

Liaise with GMP on the

assessment of the potential

buffer for suitability.

Funding also considered.

Implementation.

JRSG propose a new buffer.

Reported to GMCRP for

ratification and decision.

Location is suitable, is

deemed to be a priority and

funding is available.

LA analyses collisions and speed data and checks against criteria. HFAS can analyse data on

request but a budget must be provided. LA must also check that the current SLO is correct,

a ro riate and that there are no anomalies.

JRSG Report:

Recommend for

enforcement.

LA Action

JRSG Action

GMP Action

GMCRP Decision


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2 . O P E R A T I O N ,


Community Concern Assessment Procedure

GMP currently operates Community Concern (CC) locations where limited speedenforcement activity takes place. These locations are likely to be where the localcommunity are concerned about speeding and they do not meet the criteria forfixed or mobile enforcement. CC enforcement should be triggered by a numberof independent requests from individual sources, petitions, or similar enquiriesreceived via local politicians.

Whilst CC locations are not required to meet the full criteria for fixed or mobilelocations, enforcement should still be intelligence led and collision and/or speeddata should highlight speed related factors.

CC locations are periodically reviewed by GMP to ensure that the list isappropriately managed and includes locations with appropriate priority. It is forthis reason that locations may be removed following a review; however, this doesnot prevent them from being considered again for inclusion should the requests

and evidence support further enforcement. As with other locations, noenforcement can take place where there are discrepancies with signs or SpeedLimit Orders (SLO’s).

The current assessment procedure by GMP for CC locations is given below:-

1. A complaint/ request is received via residents, internally or via a partner

agency.

2. The location is assessed by area Traffic Police Community Support Officer

(TPCSO) and a traffic survey is arranged.

3. Results of the traffic survey are examined using the weekly 85th percentile/

max speed/ min speed/ percentage of vehicles travelling over the speed limitand enforcement threshold.

4. The location, including the nature of the local area, is considered including

potential risks to children, pedestrians or cyclists.

5. Collision data is reviewed, including the type of collision and casualty severity.

6. Depending upon the survey results; the nature of the location; and collision

history - points are allocated.

7. Locations will be put onto a list in order of priority based on the points

allocation.

8.

Every three/ four month’s a review is undertaken & new locations are addedor removed from the list of current enforcement locations.

9.

If a location is to be enforced the CC team will visit the road, photograph the

location, check conditions and signs etc., measure out distances and carry out

an enforcement risk assessment. All this information is then available to the

enforcement officers.

10.

A schedule of enforcement is published to officers detailing specific dates and

times of enforcement. This ensures enforcement occurs at times where a

speed problem has been identified to cause significant risk to other road users.


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3 . S I G N I N

G A N D V I S I B I L I T Y

3. SIGNING AND VISIBILITY

General Principles

Speed Limit Signing

Statutory Requirements

Informatory Signs – Warning on Approach to a Camera (Co-located, County

Boundary and redlight camera warning signs)

Any decision to adopt natural lifespan in respect of informatory signage may haveto be explained should a court require.

Where reasonable and practicable all vehicles used for enforcement should beconspicuously marked and clearly identified.

Visibility and Conspicuity

If enforcement is conducted from the outside and away from the enforcementvehicle, the operator will ensure that he/she is clearly visible and wearing a highvisibility jacket.

Where reasonably practicable, speed camera housings, the camera operator or

the enforcement vehicle should be visible from the driver’s viewpoint at thefollowing minimum visibility distances:

60 metres where the speed limit is 40 mph or less

100 metres at all other speed limits.

Before commencing mobile enforcement at a buffer the camera technician willensure that any statutory speed limit signing is correctly maintained and clear offoliage or vegetation.

All traffic signs must comply with the statutory requirements such as those setout the TSRGD 2002, and any subsequent and relevant amendments.

Terminal speed limit signing must be present, visible and maintained at alltimes.

Responsibility for erecting and maintaining road signs ultimately remains theresponsibility of the Highway Authority.

General guidance in relation to the visibility of signing can be found inChapter 3 of the Traffic Signs Manual.

The provision of informatory signing on the approach to a safety camera hasnever been a legal requirement; the provision of this type of signing is now amatter of choice for the Local Authority.


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4 .

M A I N T E N A N C E

4. MAINTENANCE

General Principle

This principle outlines the general maintenance requirements applicable to thesafety cameras used and installed within Greater Manchester.

The safety cameras remain Local Authority assets, the majority of themaintenance costs are funded by the Partnership, exceptions are shown in thetables on pages 18 and 19.

The term safety camera includes all of the various types of cameras andequipment used by the Partnership including fixed and mobile equipment, withthe exception of:

Variable message signs.

ANPR data collection cameras. Watchman cameras.

Regular Planned Preventative Maintenance

Planned regular maintenance is necessary to:

Protect the safety of the public and camera technicians from faulty or poorly

maintained equipment.

Ensure that all camera housing electrical systems comply with current street

lighting regulations and industry standards. Ensure that all assets are included within a periodic preventative maintenance

programme to ensure accuracy, reliability and longevity.

Housings Cameras

Mobile Cameras

The term mobile camera includes

The camera unit and its recording equipment.

All ancillary equipment such as tripod mounts, lenses, storage cases etc.

Annual Calibration and Maintenance Cameras

The cameras are checked annually in respect of accuracy and calibration by eithermanufacturer or supplier, all calibration and repairs are covered by GMP.

A planned maintenance programme for the enforcement vehicles has beenagreed and arranged through GMP.


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4 .


Fixed Camera Housings

Camera housings are constructed from steel, they may be found at the side of aroad or at junctions, housings fall into the following categories:

Speed

Red light only

Red light and speed on green.

Average speed

Fixed Housing - Power Supply

The electricity supplied to camera housings is fed via an un-metered powersupply. An unmetered supply certificate has been issued by Electricity Northwestwho also hold an inventory of the cameras. This inventory is updated regularlyone single monthly charge covers all cameras.

Orders for new power supplies, connections and disconnections are a LocalAuthority responsibility. At present camera power charges are bothadministered and funded by the JRSG, this position is subject to review.

The camera housing receives its power via a standard roadside feeder pillar.Generally the feeder pillar has its own dedicated mains supply but in someinstallations the power feed is fed from a street sign or a lighting column. It isexpected that all new locations will have a dedicated supply.

Maintenance Costs and ResponsibilitiesMaintenance can be divided into two sections:

Reactive maintenance - reactive maintenance includes repairs that can’t be

anticipated e.g. Road Traffic Collision (RTC) damage, criminal damage.

Planned maintenance - planned maintenance is carried out during the routine

annual periodic inspections, the cost of which can be identified per housing

and included within a fixed rate maintenance contract.


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4 .


Fixed Housings

RedSpeed Housings:

The RedSpeed range of cameras includes the products of RedFusion, SpeedCurband RedSpeed.

RedSpeed cameras are relatively complex devices, the camera is a fixed andpermanent part of the housing, the housing differs from the standard pole usedextensively by Gatso, the RedSpeed pole and camera cabinet is a fixed integralstructure that is not routinely opened.

For the purposes of funding maintenance there is no distinction between aRedSpeed housing and a RedSpeed digital camera, housing and camera aretreated as one unit.

Repairs, maintenance and annual calibrations are included within a SLA betweenGMP and RedSpeed, the annual maintenance charge is divided between GMP and

the JRSG .

RedSpeed sub-surface loops and sensors are all part of the camera detectionsystem. To satisfy the conditions of Home Office Type Approval (HOTA), all loopcutting and replacement of defective sub-surface piezo detectors will be carriedout by RedSpeed technicians.

RedSpeed Equipment and Maintenance Responsibilities

Item(s) Partner

Responsible

Roadside structure + integral camera, poles, cabinets, electrical control units, PSU’s and wiring. GMP

Repair/ replacement of sub-surface sensors and induction loops - including the loop cutting (L/A

may have to assist where foundations are found not to be suitable to support loops).

Partnership/

Local Authority

Road side servers. GMP

Communications links, all routers 3G/ADSL and BT lines. GMP

Faults and damage to underground power supply cables and connections to the feeder pillar

including chambers and ducting including replacing the feeder pillar.

Local Authority

Housing clearance at total loss installations and the cost of replacing total loss housing/camera -

all works will be subject to analysis, review and prioritisation.

Partnership

Back office servers and associated equipment (CTO equipment). GMP

Maintenance of all white lining; including secondary check marks + stop lines; and signs & foliage. Local Authority

Annual housing and camera calibration. GMP

Maintenance of all white lining; including secondary check marks, stop lines + signs and foliage

clearance.

Local Authority

Housing commission charges. Partnership

≠

The funding for maintenance, excluding signs; lines and foliage, is currently provided by GMCRP and may

be subject to review.


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4 .


Gatso Installations (Speed and Red-light):

Gatso speed installations are less complicated than alternative systems, thehousing may contain wet film or a digital type of camera. The speed cameradetects speeding vehicles using radar, as such they are not reliant upon sub-surface sensors.

The Gatso red-light installations do however rely upon sub-surface inductionloops. It has been agreed that repairs to these loops can be carried out by sub-contractors working alongside Cubic engineers.

Gatso Equipment and Maintenance Responsibilities

Item(s) Partner

Responsible

Damage to roadside structure poles/cabinets + electrical control units and wiring + where fitted

secondary flash pole and protective cowl - but not including the primary or secondary flash units.

Partnership

Repair/ replacement of sub-surface sensors and induction loops - including the loop cutting (L/A

may have to assist where foundations are found not to be suitable to support loops).

Partnership

Communications links, ADSL/3G routers and BT lines + aerial and cables + primary and secondary

lens and flash covers. Repairs to all removable parts; including camera, radar unit, control box,

associated cables and their annual calibration costs and flash units (both primary and secondary)

– PSU and RLC interface units.

GMP

Faults and damage to underground power supply cables and connections to the feeder pillar

including chambers and ducting and replacing damaged feeder pillars.

Local Authority

Housing clearance at total loss installations and the cost of replacing a total loss housing (but not

the cost of a Gatso camera) - all works will subject to analysis, review and prioritisation.

Partnership

Damage to roadside feeder pillars, poles, cabinets/ electrical connections circuit boards and RCD

cut-outs.

Partnership

Back office servers and associated equipment (CTO equipment). GMP

Maintenance of all white lining; including secondary check marks, stop lines + signs and foliage

clearance.

Local Authority

Housing commission charges. Partnership

≠

The funding for maintenance, excluding signs; lines and foliage, is currently provided by GMCRP and will

be subject to review.


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4 .


Testing, Calibration and Certification + Periodic Inspections (PIs)

In addition to the annual electrical safety testing, the RedSpeed installations arealso subject to an annual housing calibration and test.

The Tele-Traffic mobile laser cameras, Gatso red light and speed cameras are

subject to similar annual testing and certification.

Housing commissions are generally carried out when the housing is first installed,a certificate is then issued, in normal use the housing will not require a furthercommission.

All commissioning certificates, safety certificates and maintenance records areheld by GMP.

Schemes Affecting Camera Housings

All road improvement schemes must take into consideration existing safety

camera housings. Before any work is approved or authorised at or near to asafety camera housing the following should be considered:

Any costs associated with the reinstatement of a safety camera must becovered by the scheme.


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4 .


The table below gives examples of the type of work carried out near to a fixedcamera housing and an indication of the cost to rectify.

Schemes Affecting Camera Housings

Works

Location Example of Type of

Work carried out

Possible impact on

Safety Camera

system

Potential remedial

work needed Typical costs to

project or

maintenance

programme

F o o t w a y

Excavation /

reconstruction. Power cable strike. Re-connection of

cables Utility

company.

£500 - £3k

Excavation /

reconstruction. Damage to feeder

pillars. Supply feeder pillar

and power supply

re-connections.

£300 - £1k

Excavation /

reconstruction. Damage to BT ADLS

termination pegs or

chambers.

Require new sub-

surface peg or

chamber work.

£250 -£750

Excavation /

reconstruction. Damage ducting or

chambers. New ducts or

chambers. £250 -£1k

C a r r i a g e w a y

Carriageway

resurfacing, surface

skims, shell grip

style coverings,

kerb replacement.

Damage to sub-

surface detectors

(e.g. loops and

piezo sensors or

similar.

New loops both

induction, piezo

detectors or combo

of both to be cut

and installed.

£1k - £12,000k

Resurfacing. Speed detectioncarriageway

secondary check

marks removed.

New secondary

check thermo-

plastic lines

required.

£1k-£1.5k

S i g n a l J u n c t i o n

Installation of ASLs. Sub-surfacedetection loops are

no longer in the

correct position.

New loops both

induction, piezo

detectors or combo

of both to be cut

and installed.

£1k to £6k

Signal

modifications

including relocation

of signal heads,

alterations to lane

configuration and

and/or junction

remodelling.

Safety camera no

longer within the

approved position

relative to primary

signal head.

Move the camera

housing relative to

new configuration

£5k to £20k+


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4 .


If a camera is in use and the loops or lines are damaged then any offencesrecorded by the camera are lost.

On completion of a road scheme the housing/installation must be reinstated toits original condition.

Damage to Camera Housings

Fixed roadside housings can attract unwanted attention; if damage is extensive orthe housing is a total loss then consideration may be given to its future.

Damage Procedure

Initial assessment is made by camera technician.

Minor repairs by camera technician.

passed to the UTC Control Centre.

Approval from JRSG.

Work passed for repair.

Housing Repair Criteria

*This funding stream will be periodically reviewed.

If the repair is beyond the scope of the technician and:

No changes have been made to the buffer since the camera wasfirst approved.

The presence of the safety camera remains the single primary

speed intervention measure.

Then, subject to adequate funding being available consideration will begiven to the camera housing being repaired or replaced using JRSGmaintenance funding.

All safety camera housings remain District assets, funding in respect oftheir maintenance is currently provided by the JRSG *with the exceptionof:

Power supplies, cables and ducting to the electrical feeder pillars.

Signs and roads markings essential for the management of the

safety camera.

Clearance of foliage from around signs and safety camera housings.


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4 .


UTC Control Centre – Emergency Callouts and Fault Reporting

Emergencies Only – 24 hour 0845 600 1220 (Out of hours service by Siemens)

Fault Reporting – Office Hours 0161 244 1511 or [email protected]

All faults are initially passed to and handled by the UTC Control Centre.

All road side camera housing faults and emergency callouts should be passed

through to the UTC Control Centre.

During office hours the control centre is managed by TfGM staff, out of office

hours the control centre function is passed to Siemens. The control centre

service is available 24 hour 7 days a week.

None urgent faults are logged by the Control Centre and passed to the JRSG to

progress.

Appendix A contains further information on the UTC Control Centre.

Emergency Callouts

These are given a high priority status; an engineer will attend and make the

housing safe. This may range from a disconnection from the mains electricity

to the clearance of unsafe equipment from the footpath or highway.

Once the housing is made safe, repairs can be assessed against the housing

repair criteria.

The above points do not prevent the Highway Authority from exercising their

own response.

Maintenance of the Buffer

Buffers can be enforced either by mobile or fixed equipment; to remain effectivethese buffers rely on:

Permanently fixed statutory signs

Thermo-plastic white secondary check at fixed speed housings

Clear well maintained stop lines at fixed red-light housings

These signs and markings require routine maintenance; regular checks are carriedout by the camera technicians on the quality and visibility of the signing andlining.


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4 .


Maintenance or Changes to Camera Equipment

Insurance Cover

GMP provide limited insurance cover to include theft and arson to the

cameras (not camera housings)

The camera housing falls outside of most insurance policies, no cover other

than that mentioned above is currently in place in respect of this equipment. Housing unit 3

rd party claims may be pursued by either the Local Authority or

the JRSG.

If a damaged camera housing has been the subject of a successful insurance

claim then any insurance payments should be used to support the cost of

reinstatement.

Any changes to the camera equipment may affect the equipment’s statutoryHOTA and the way in which the equipment works. No modifications should be

made to camera equipment or housings without seeking advice from thecamera technician team leader; this includes minor maintenance such aspainting poles and cabinets.


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5 . E N F O R C E M E N T

5. ENFORCEMENT

General Principles

The primary objective of safety camera deployment is to reduce thenumber of killed and seriously injured persons on roads by reducing the

level and severity of speeding and red-light running.

This is done by preventing, detecting and enforcing speed and red-light

offences and encouraging a change in driver behaviour by the use of safety

camera activity.

The administration of the cameras and the initiating of any follow-up

procedures to deal with detections are dealt with by GMP personnel.

Safety Camera OperationThe responsibilities are:

Detection and processing of offences/offenders in accordance within

legislative requirements.

Ensure that the camera enforcement equipment and systems are Home Office

Type Approved and maintained to the required standard.

Ensure that the integrity of the CTO system is maintained to the required

standards to minimise unnecessary delay for the processing of Fixed Penalty

Notices (FPN’s) by GMP and Her Majesty’s Courts Service.

Process

Camera Technicians detect and collect evidence of speeding and red lightoffences. Offences are detected by actively managed mobile laser teams or avariety of unattended fixed roadside safety cameras.

The CTO is responsible for several areas of work:

Viewing of offences – All films and recorded material is viewed by trained and

experienced staff. Images and other data are assessed to determine whether

evidence exists to show that an offence has been committed. The identification of offenders through a documented trail of notices.

The offence may then be dealt with by way of:

Driver Re-education scheme (where eligible)

Conditional Offer Fixed Penalty

Summons

The camera technicians and CTO prosecutions team are responsible for thepreparation of prosecution cases and presentation of evidence at court asrequired.


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6 . E N F O R C E M E N

T P R I O R I T I S A T I O N

Mobile Enforcement Parking

GMP will not enforce at mobile locations where there are parking restrictions inplace or mandatory cycle lanes.

When GMP have no alternative but to park the enforcement vehicle on the

footpath, then enforcement will only take place with the prior writtenagreement and full support of the relevant Local Authority and when thefollowing conditions are met:

GMP Mobile Enforcement - Criteria Parking Footpath

The location provides no alternatives other than deployment from the footpath.

A dropped or low kerb is available to allow safe access from carriageway.

The footpath is suitably constructed to accommodate a VW Transporter medium-size van.

Any previous damage to the footpath is noted by GMP and passed to the relevant Local

Authority.

GMP have carried out a risk assessment.

There is a suitable amount of space on the footpath to accommodate at least a double side by

side child buggy (1.2m width).

The footpath will not be used excessively by GMP.

The Local Authority for the area where enforcement takes place are in full support of the

location being used for the purpose and in the manner described eg mobile enforcement

vehicle parked either fully or partially on the footpath.


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6. ENFORCEMENT PRIORITISATION

General Principles

Enforcement will be targeted at locations where there is evidence of injurycollisions.

Where data highlights speed is a contributory factor issue and there is

evidence of non-compliance to the posted speed limit.

All camera housings will be assessed on an annual basis to determine the

level of enforcement required.

The JRSG will undertake annual prioritisation of housings, the prioritisation list isintended to inform and direct the enforcement strategy of the Safety CameraOperation team within GMP.

Prioritisation of Buffers

A buffer is an area within which collisions, casualties and speeds can bemonitored and where camera enforcement can take place. Camera buffers willbe prioritised based on analysis of data by the JRSG and each buffer will beranked within three bands:

Red

Amber

Green

Prioritisation Methodology

The prioritisation methodology has been developed by the JRSG along with GMP.The methodology is primarily guided by the location selection criteria detailedwithin the Operation, Policy & Procedure section.

The methodology may be reviewed and altered at any time subject to approval.


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Fixed and Mobile Speed Camera Buffers

Fixed and Mobile speed camera buffers will be ranked as red, amber or greenbased on points allocated to the buffer by analysis of speed and collision data toestablish an overall ranking:

High Speeds Medium Speeds Low Speeds

High CollisionsRED

6 points

RED

5 points

AMBER

4 points

Medium CollisionsRED

5 points

AMBER

4 points

GREEN

3 points

Low CollisionsAMBER

4 points

GREEN

3 points

GREEN

2 points

No CollisionsGREEN

3 points

GREEN

2 points

GREEN

1 point

Speed Data

Points will be allocated to a buffer based on a range of mean4 interpeak

5 (10:00-

15:00) speeds for each speed limit:

4

There is extensive research demonstrating the proven correlation between mean speed and accident frequency and severity, andaccident reduction. See DfT Circular 01/01 Setting Local Speed Limits which emphasises the use of mean speed for determining local

speed limits.5 ‘free-flowing traffic speed’

High Speed Buffer

(3 points)

Medium Speed Buffer

(2 points)

Low Speed Buffer

(1 points)

Speed LimitMean

Speed

85th %ile

Speed

Mean

Speed

85th %ile

Speed

Mean

Speed

85th %ile

Speed

30mph >31 >35 26-31 30-35 41 >46 36-41 40-46 50 >57 44-50 50-57 60 >68 53-60 60-68 71 >79 62-71 70-79


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TrafficMaster data6 will be used for determining the speed in each buffer where

the Integrated Transport Network (ITN) link with the highest average speed for aspecified period will be used to represent conditions for the camera housing. Insome instances more than one link will be used e.g. where the link with thehighest speed during the day does not have the highest speed during the

overnight period.

Also, where the 85th percentile speed is much higher than the mean speed this isindicative of speeding problems. Any location where the ratio between the meanand 85th percentile speed is greater than 1.33 will be allocated a minimum of 2points. I.e. cameras falling into the ‘high speed housing’ category based on speedwill be allocated 3 points.

Collision Data

Points will be allocated to a buffer based on collision data. For each buffer, 36months of collisions will be analysed to establish a collision rate per km. KSI

collisions are allocated 5 points and slight collisions allocated 1 point7

. The tablebelow outlines the proposed categorisation of buffers based on a range of total‘points’:

Red-Light Camera Buffers

The red-light camera buffers are ranked based on collision data only. As withspeed camera buffer, points will be allocated for all collisions within a 36 monthperiod with KSI collisions allocated 5 points and slight collisions allocated 1 point.

Prioritisation Sheets

JRSG will analyse data to prioritise camera buffers once a year. This will normally

take place once all the previous year’s collision data is finalised. New buffers thatare approved mid-year will be assessed using the agreed methodology andprioritised appropriately. The ranking will always use the data from completecalendar years.

6

TrafficMaster GPS is a database that holds data collected from in-vehicle GPS tracking devices. This information can be used toderive measures of speed for analysis7 The DfT guidance for number of collisions for new fixed location selection (Circular 01/2007 Use of Speed and Red-Light Cameras

for Traffic Enforcement: Guidance on Deployment, Visibility and Signing) is 3 KSI collisions per kilometre over 36 months

High

Collision Buffer

(3 points)

Medium

Collision Buffer

(2 points)

Low

Collision Buffer

(1 point)

No

Collisions

(0 points)

Scoring based upon total

number of collisions

(average annual collision

rate per km, KSI=5;Slight=1)

21+ 5-20 1-4 0


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The ranking sheets will be given to GMP and be disseminated to all partners.

Additional data will also be included in the Camera Ranking sheets to aideeffective targeted enforcement:

85th percentile speed (10:00-15:00)

Overnight mean and 85%ile free flow speed (20:00-6:00)

24hr mean and 85th %ile free flow speed

Week mean and 85th %ile free flow speed (Mon-Fri)

Weekend mean and 85th %ile free flow speed (Sat/Sun)


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GM Safety Camera Handbook v2.0 Page 31 of 35 7 . F R E E D O

M O F I N F O R M A T I O N R E Q U

E S T S A N D E N Q U I R I E S

7. FREEDOM OF INFORMATION REQUESTS AND ENQUIRIES

In the event of a request for information on any aspect of safety cameraoperations, it is essential that you contact the JRSG as soon as possible withdetails of the request in order to obtain advice and agree upon the most

effective way of responding. Under no circumstances should any partner,except the JRSG or GMP, reply to a FOI request or general request forinformation on safety cameras without liaising with the JRSG. In addition, anyresponse to a member of the public not issued by the JRSG should be copiedto the JRSG to ensure that any correspondence patterns can be monitored.

The JRSG can be contacted at: [email protected]

The JRSG act as a central point of communication between all Partners,including GMP safety camera operations. Communication with the JRSG isvital to ensure that consistent information is being provided to members ofthe public. This approach avoids the potential for various situations whichhave occurred previously, including vexatious correspondence and multipleconflicting responses provided unwittingly by individual partners, whereoffenders have used this information as a form of defence in court.


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THIS PAGE IS INTENTIONALLY BLANK


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A P P E N D I X A

APPENDIX A

GMUTC Control Centre Information


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GM Safety Camera Handbook v2.0

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