1. Session Chairs: Elizabeth Orton & David Davies
Road Danger Reduction; Establishing a new transport injury prevention network as part of the FPH Transport SIG
Session Chairs: Elizabeth Orton & David Davies

2. Aim of the session
Bring knowledge/awareness of the evidence up to date
Share examples of:
Good practice/ideas to take home
What challenges public health teams face
Raise awareness of the new transport injury prevention/road danger reduction network
Your ideas about how it could be useful/used/developed

3. Workshop plan – 1 hour (15.30-16.30) Beckbury 1&2
Road casualty data – scale of the problem in the UK (5 mins)
WHO Safe Systems approach (10 mins)
Speed management
Safe roads
Safe vehicles
Safe road users
UK Policy context – road safety statement
Focus on children and young people (20 mins)
NICE guidance PH31 – a reminder
CAPT/PHE/RoSPA guidance for local authorities
Sharing of practice locally (15 mins)
The network (10 mins)
Terms of reference
What could it do for you?

4. ? When you work on sustainable travel do you think about injuries/injury prevention/road danger reduction?

5. Scene setting – public health, road casualties and policy context
David Davies
Executive Director, PACTS UK
Scene setting –
public health, road casualties and policy context
FPH conference
Telford, June 2017
Thank you

6. Our role: reminding government …..
Last year subways in London carried posters quoting the Roman politician, philosopher and lawyer Cicero: The safety of the people shall be the highest law. Were Cicero alive today, what would he make of the laws and practice relating to our traffic and that 25,000 people were reported killed or seriously injured on UK roads in 2014? Or of the terrible scale of death and injury in many newly-industrialising countries?

8. Globally...... 1.25 million people killed each year
A growing problem in many countries
By 2030 road traffic collisions will be fourth largest killer
Traffic collisions caused more deaths than Ebola outbreak in those countries
2016 global SDGs include road casualty reduction ….

9. International Comparisons (OECD) Road Deaths per Million Population, 2013

10. But road safety not solved in UK!
25,000 people killed or seriously injured in UK each year
Largest cause of accidental death for young people (5-25 yrs)
£30bn pa “cost” of casualties (cf £16 bn from air pollution)
910,000 – the estimated total number of casualties (NTS)
1,000 people will die in 2030 in GB (PACTS forecast)
We don’t feel safe – cycling, children
Some worrying recent trends

12. Terms of trade moving against VRUs...

13. Conservative Party Manifesto 2015
“…to reduce the number of cyclists and other road users killed or injured
on our roads every year”

15. Safe Systems – A Human Centered Approach to Road Injury Prevention 

16. Some popular road safety demands……
Tougher sentences
Marketing – THINK! etc
Lower BAC limit
20mph limits
Targets
But how effective?

17. It’s Not common sense!! For example:
95% of collisions involved humans error. But education may not be the solution!
Removing motorways hard shoulders will increase crashes. No, removing hard shoulder has reduced crashes!!
A rigorous (public health?) approach should help

18. E-mail: david.davies@pacts.org.uk
Executive Director
PACTS
Phone: +44 (0)
Web:

19. Any questions…?

20. Focus on children and young people

21. Key statistics 2008-2012 – children and young people under 25 in England
320,000
road casualties
2,300
road deaths
Health inequality – “there would be 800 fewer serious or fatal injuries to child cyclists if all children had a risk of injury as low as children in the lead deprived areas”

22. 3 key actions
1. Improve safety for children travelling to and from school

23. Traffic injuries to children and young people
Pedestrian KSI | 0-16 years | by hour of the day and IMD quintile |
This slide shows the number of police recorded pedestrian KSIs, aged 0-16 years, by hour of day and IMD quintile, for
The two peaks before and after school can be seen in each quintile. There are gradients related to social inequalities before and after school.
Source: DfT, Reported Road Casualties Great Britain (STATS19)
Traffic injuries to children and young people
Traffic injuries to children and young people

24. Traffic injuries to children and young people
Pedestrian KSI | rate per 100,000 population | by age and sex |
Slides 18 to 20 show the analysis behind the headline figures presented under the heading ‘Journeys to and from school’ in the briefing document, complemented by some data from slide 30.
This slide shows the police recorded pedestrian KSI rate, by age and sex, for
There is a higher KSI rate among males at every age above one year.
KSI rates are generally similar between the ages of 5 and 10 years, however at the age of 11 years the KSI rates almost double for both males and females. For boys, the number of injuries per 100,000 people increases from 19 to 33. For girls, the equivalent change is from 12 to 21.
KSI rates remain high at 12 years, but then start to decrease as children get older.
Source: DfT, Reported Road Casualties Great Britain (STATS19)
Traffic injuries to children and young people
Traffic injuries to children and young people

25. Traffic injuries to children and young people
Cyclist KSI | rate per 100,000 population | by age band and IMD quintile |
This slide shows the police recorded cyclist KSI rate for children and young people, by Index of Multiple Deprivation (IMD) quintile and age band, for
There is more uncertainty around the rates of cyclist injuries than for pedestrians due to the lower numbers. However, a similar statistically significant pattern to pedestrians can be seen among school age cyclists.
Among year olds there were 4 fatal or serious injuries per 100,000 people in least deprived 20% of areas, compared with 10 KSI per 100,000 in the 20% most deprived.
Source: DfT, Reported Road Casualties Great Britain (STATS19)
Traffic injuries to children and young people
Traffic injuries to children and young people

26. Traffic injuries to children and young people
Pedestrian KSI | rate per 100,000 population | by age band and IMD quintile |
This slide shows the police recorded pedestrian KSI rate for children and young people, by Index of Multiple Deprivation (IMD) quintile and age band, for
Analysing pedestrian KSI rates by age bands shows the differing levels of inequality. The difference between the least and most deprived quintiles is much steeper in school age children. A clear gradient can still be seen for most of the age groups.
Among pedestrians in the 5-9 age group, the rate of fatal and serious injuries to children living in the 20% most deprived areas is 10 times higher than that for children in the 20% least deprived (24 KSI per 100,000 and 2.6 KSI per 100,000 respectively).
There is a similar inequality among pedestrians in the year old age group (10 KSI per 100,000 compared with 37 KSI per 100,000).
Source: DfT, Reported Road Casualties Great Britain (STATS19)
Traffic injuries to children and young people
Traffic injuries to children and young people

27. Prevention opportunities – area 1
Home-to-school transport plans
Safe routes to school
Focus on year 7
School travel plans
School travel audits
Engineering measures
Training e.g. Bikeability
Enforcement
Link to safeguarding, spatial planning

28. 3 key actions
2. Introduce [effective] 20mph limits and zones in priority areas as part of a safe system approach to road safety

29. Prevention opportunities – area 2
Local authorities have powers to introduce 20mph speed limits
Public support - 72% of respondents in the British social attitudes survey are in favour or strongly in favour of 20mph speed limits in residential streets
Supplemented with community engagement
Police critical partners
Part of the safe system approach
Speeds, vehicles, users and roads
Embed in strategic documents e.g. JSNA

30. 3 key actions
3. Co-ordinated action to prevent traffic injury and improve health

31. Prevention opportunities – area 3
Partnerships
Make links with safeguarding children’s board and child death overview panel
Health and wellbeing board
Make the case for need
Map out traffic injuries and areas of deprivation
Promote co-benefits of active travel
Cardiovascular
Community cohesion
Reduced noise
Improved air quality

32. 4-step plan for Local authorities and road safety partnerships
Where are we now?
Where do we want to get to?
How are we going to get there?
How will we know we have got there?
- Identify partners,
- Featured in strategic plans?
- Undertake HNA
- Agree it’s a priority
- Identify drivers
- Agree vision, aims objectives
- How can transport and public health work together?
- Review guidance
- Identify opportunities for action
- Plan for stainability
- Identify staff training needs
- Instigate evaluation ad monitoring
- KPIs
- Monitor and evaluate impact including exposure

33. PHE fingertips tool
group/child-health/profile/child-health-injuries

34. PACTS Constituency road safety dashboard

35. Workshop session – group discussion
What are you doing well currently?
What are the challenges you face?

36. Next steps activity
3 x A3 sheets

37. The Network Terms of reference
What can the network do to help you? (be realistic – it isn’t funded!)