GM Safety Camera Handbook v2.0

Safety Camera Handbook
GM Safety Camera Handbook v2.0
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
Page 2 of 35
GLOSSARY
3G
ADSL
ANPR
BT
Buffer
CTO
DfT
FOI
FPN
GM
GMCRP or
Partnership
GMP
GMRAPG
GPS
HE
HFAS
Highway
Authority
HOTA
Housing
ITN
JRSG
KSI
LA
3rd Generation of mobile telecommunications technology.

Asymmetric Digital Subscriber Line technology.
Automatic Number Plate Recognition.
British Telecom.
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.
Central Ticket Office.
Department for Transport.
Freedom of Information.
Fixed Penalty Notice.
Greater Manchester.
Greater Manchester Casualty Reduction Partnership.
Greater Manchester Police.
Greater Manchester Road Accident Prevention Group.
Global Positioning System.
Highways England.
Highways Forecasting and Analytical Services (TfGM).
The local authority with statutory duty functions, including
responsibility for maintaining and repairing the highway.
Home Office Type Approval.
Fixed roadside pole and cabinet that can accommodate a safety
camera.
Integrated Transport Network.
Joint Road Safety Group.
Killed or Seriously Injured.
Local Authority.
Page 3 of 35
Location
Loop
PIC
Piezo
PSU
RCD
RLC
RTC
Safety Camera
SLO
TfGM
TSRGD
UTC
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.
Inductive loop traffic detector.
Personal Injury Collision.
Piezoelectric traffic detector.
Power Supply Unit.
Residual Current Device (circuit breaker).
Red Light Camera.
Road Traffic Collision.
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.
Speed Limit Order.
Transport for Greater Manchester.
Traffic Signs Regulations and General Directions.
Urban Traffic Control.
Compliance with these protocols and procedures has no bearing upon the enforcement of
offences detected by the use of safety cameras, none compliance with them by the
Partnership or representatives of the Partnership does not provide any mitigation of nor
defence for an alleged offence committed under current UK law.
Page 4 of 35
1. OVERVIEW
1. OVERVIEW
Key Function
The Greater Manchester Casualty Reduction Partnership (GMCRP) is a multiagency partnership committed to reducing the numbers of deaths and injuries on
Greater Manchesters roads by changing attitudes and behaviour. The
Partnerships 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 transport
and travel matters across the county and the Joint Road Safety Group (JRSG) is
part of TfGM. The JRSG is the administrative arm of the GMCRP.
Governance
The current GMCRP came into being on 1 April 2011, replacing the former
Casualty Reduction Partnership which operated from April 2003 to March 2011
under the terms of the Department for Transport's national safety camera
programme. The Partnership is directed by nominated representatives of the
partnering organisations. The Partnership meets quarterly to guide and control
all aspects of the Partnerships strategy and operations.
Page 5 of 35
Funding
The Safety Camera Operation is funded by a proportion of the fees paid by
offenders attending one of the Greater Manchester National Driver Intervention
Courses. The Intervention Scheme was introduced to allow those offenders who
met the course criteria, the opportunity to participate in a nationally recognised
and 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 to
ensure 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. The
manager 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 camera
operation have been approved by the Greater Manchester Casualty Reduction
Partnership (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 other
relevant authoritative sources.
Page 6 of 35
1. OVERVIEW
The Safety Camera Operation
The Partnership will regularly review its practices and may make any changes
thought necessary to improve its operational and administrative effectiveness.
Any future changes to our protocols and working practices will be incorporated
into this handbook at the time of its review.
Type of Equipment Used
All enforcement equipment used by GMP for enforcement purposes are Home
Office Type Approved (HOTA). The camera operations are divided into two
distinct 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 own
particular environment. All camera operations influence driver behaviour and as
such 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 cameras
are installed and enforcement is undertaken. These cameras are used to take
Page 7 of 35
1. OVERVIEW
Enforcement operations are conducted within the relevant statutory framework,

and offences are administered in accordance with the criminal justice system's
established requirements, practices and procedures, these being ultimately
subject to scrutiny before the Courts.
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.
Page 8 of 35
1. OVERVIEW
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.
General Principles
The Greater Manchester Casualty Reduction Partnership follows the selection
criteria 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 1st
April 2007 or approved by the GMCRP after this date where:
There is an incidence KSIs and/or PICs, 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 where
requests have been received and where:
The location has been identified as a priority by GMPs assessment procedure.
(Not within the remit of this handbook).
There is an incidence of PICs and/or KSIs, 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.
Page 9 of 35
2. OPERATION, POLICY & PROCEDURES
2. OPERATION, POLICY & PROCEDURE
The full installation cost of a new safety camera housing must be met by the Local
Authority; installation costs can vary and are dependent upon the type of camera
system proposed.
When considering the installation of a new safety camera the maintenance costs
will need to be taken into account. (See the Maintenance section for further
information).
Page 10 of 35
New Safety Camera Locations
Fixed
speed camera buffers
1
Buffer or
route length
Mobile
1
Between 0.4 km and 1.5

3
km .
Routes
Red light or combined red

light speed camera buffers

Between 0.4 km and
Between 5km and 20km.
5km.
From stop line to stop line

in direction of travel (i.e.
requirements
within the confines of the

junction).
Number of
At least 3 KSI collisions
At least 1 KSI collisions
A minimum of 3 existing
At least 1 KSI collision
killed and
per km in the baseline
per km (average) in the
core housings within the
within the junction in the
serious
period*.
baseline period*.
length. (There are no
baseline period*.
further requirements)
collisions
Selection must be based
(KSI)
OR
upon a collision history of
OR
red light running. OR
OR
In the absence of KSI
collisions, the number of
slight collisions meets
slight collisions meets
the PIC total value
the PIC total value
below.
below.
Has at least 1 KSI
collision per km
(average) in the baseline
period*. And meets the
slight collisions meets the

PIC total value below.
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
Built up
Non-built up
Built up
Non-built up
Built up
Non-built up
22/km
18/km
11/km
9/km
8/km
6/km
10
required
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.
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.
Page 11 of 35
Safety Camera Selection Criteria

4
85
th
Mobile
1
Routes
Red light or combined red

light speed camera buffers

th
Not applicable.
Speed survey shows free-flow 85 percentile speed is at or above ACPO
percentile
enforcement threshold in built-up areas and 5 mph over maximum speed limit in
speed at
non-built up areas. This can apply to all vehicles or a vehicle class but must be
proposed
compared consistently.
housings
5
Buffer
Loading and unloading of
Location for mobile
The location of collisions
Loading and unloading the
conditions
camera can take place
enforcement is easily
in the baseline period
camera can take place
that are
safely.
safely.
accessible and there is
will determine the length
suitable for
space for enforcement to
of route.
the type of
take place in a visible,
enforcement
legal and safe manner.
proposed
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 the 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 limit of 40 mph or less.
Non-built up area is defined as a road with a speed limit of 50 mph or more.
Page 12 of 35
Fixed
Request, suggestion or proposal from any source for new safety camera received by LA, JRSG or
others.
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,
appropriate and that there are no anomalies.
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.
LA considers whether to request a

Community Concern location.
JRSG Report:
Recommend for
enforcement.
JRSG Report:
Not
recommended
for enforcement.
Yes
Original request and

supporting evidence
forwarded to JRSG.
Liaise with GMP on the

assessment of the potential
buffer for suitability.
Funding also considered.
No
Requesting LA puts
forward to GMP to
be considered as a
Community Concern
location.
(copy request to
JRSG to prevent
duplication of
analysis).
Location is suitable, is
deemed to be a priority and
funding is available.
No further
action.
LA Action
JRSG Action
GMP Action
JRSG propose a new buffer.

Reported to GMCRP for
ratification and decision.
Implementation.
GMCRP Decision
Page 13 of 35
Criteria for Selection of Fixed or Mobile Locations
GMP currently operates Community Concern (CC) locations where limited speed
enforcement activity takes place. These locations are likely to be where the local
community are concerned about speeding and they do not meet the criteria for
fixed or mobile enforcement. CC enforcement should be triggered by a number
of independent requests from individual sources, petitions, or similar enquiries
received via local politicians.
Whilst CC locations are not required to meet the full criteria for fixed or mobile
locations, enforcement should still be intelligence led and collision and/or speed
data should highlight speed related factors.
CC locations are periodically reviewed by GMP to ensure that the list is
appropriately managed and includes locations with appropriate priority. It is for
this reason that locations may be removed following a review; however, this does
not prevent them from being considered again for inclusion should the requests
and evidence support further enforcement. As with other locations, no
enforcement can take place where there are discrepancies with signs or Speed
Limit Orders (SLOs).
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 limit
and 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 months a review is undertaken & new locations are added
or 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.
Page 14 of 35
Community Concern Assessment Procedure
3. SIGNING AND VISIBILITY

General Principles
Terminal speed limit signing must be present, visible and maintained at all
times.
Responsibility
for erecting and maintaining road signs ultimately remains the
Statutory
Requirements
responsibility of the Highway Authority.
General guidance in relation to the visibility of signing can be found in
Chapter 3 of the Traffic Signs Manual.
Informatory Signs Warning on Approach to a Camera (Co-located, County
Boundary and redlight camera warning signs)
The provision of informatory signing on the approach to a safety camera has
never been a legal requirement; the provision of this type of signing is now a
matter of choice for the Local Authority.
Any decision to adopt natural lifespan in respect of informatory signage may have
to be explained should a court require.
Where reasonable and practicable all vehicles used for enforcement should be
conspicuously marked and clearly identified.
Visibility and Conspicuity
If enforcement is conducted from the outside and away from the enforcement
vehicle, the operator will ensure that he/she is clearly visible and wearing a high
visibility jacket.
Where reasonably practicable, speed camera housings, the camera operator or
the enforcement vehicle should be visible from the drivers viewpoint at the
following 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 will
ensure that any statutory speed limit signing is correctly maintained and clear of
foliage or vegetation.
Page 15 of 35
3. SIGNING AND VISIBILITY
All traffic signs must comply with the statutory requirements such as those set
Speed
Limit
Signing
out the
TSRGD
2002, and any subsequent and relevant amendments.
4. MAINTENANCE
General Principle
This principle outlines the general maintenance requirements applicable to the
safety cameras used and installed within Greater Manchester.
The safety cameras remain Local Authority assets, the majority of the
maintenance costs are funded by the Partnership, exceptions are shown in the
tables on pages 18 and 19.
The term safety camera includes all of the various types of cameras and
equipment used by the Partnership including fixed and mobile equipment, with
the exception of:
Variable message signs.
ANPR data collection cameras.
Watchman cameras.
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 either
manufacturer or supplier, all calibration and repairs are covered by GMP.
A planned maintenance programme for the enforcement vehicles has been
agreed and arranged through GMP.
Page 16 of 35
4. MAINTENANCE
Regular Planned Preventative Maintenance
Fixed Camera Housings

Camera housings are constructed from steel, they may be found at the side of a
road 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 power
supply. An unmetered supply certificate has been issued by Electricity Northwest
who also hold an inventory of the cameras. This inventory is updated regularly
one single monthly charge covers all cameras.
The camera housing receives its power via a standard roadside feeder pillar.
Generally the feeder pillar has its own dedicated mains supply but in some
installations the power feed is fed from a street sign or a lighting column. It is
expected that all new locations will have a dedicated supply.
Maintenance Costs and Responsibilities
Maintenance can be divided into two sections:
Reactive maintenance - reactive maintenance includes repairs that cant 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.
Page 17 of 35
4. MAINTENANCE
Orders for new power supplies, connections and disconnections are a Local
Authority responsibility. At present camera power charges are both
administered and funded by the JRSG, this position is subject to review.
Fixed Housings
RedSpeed Housings:
The RedSpeed range of cameras includes the products of RedFusion, SpeedCurb
and RedSpeed.
RedSpeed cameras are relatively complex devices, the camera is a fixed and
permanent part of the housing, the housing differs from the standard pole used
extensively by Gatso, the RedSpeed pole and camera cabinet is a fixed integral
structure that is not routinely opened.
For the purposes of funding maintenance there is no distinction between a
RedSpeed housing and a RedSpeed digital camera, housing and camera are
treated as one unit.
RedSpeed sub-surface loops and sensors are all part of the camera detection
system. To satisfy the conditions of Home Office Type Approval (HOTA), all loop
cutting and replacement of defective sub-surface piezo detectors will be carried
out by RedSpeed technicians.
RedSpeed Equipment and Maintenance Responsibilities
Item(s)
Partner
Responsible
Roadside structure + integral camera, poles, cabinets, electrical control units, PSUs 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/
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
Local Authority
The funding for maintenance, excluding signs; lines and foliage, is currently provided by GMCRP and may
be subject to review.
Page 18 of 35
4. MAINTENANCE
Repairs, maintenance and annual calibrations are included within a SLA between
GMP and RedSpeed, the annual maintenance charge is divided between GMP and
the JRSG .
Gatso Installations (Speed and Red-light):

Gatso speed installations are less complicated than alternative systems, the
housing may contain wet film or a digital type of camera. The speed camera
detects speeding vehicles using radar, as such they are not reliant upon subsurface sensors.
The Gatso red-light installations do however rely upon sub-surface induction
loops. It has been agreed that repairs to these loops can be carried out by subcontractors working alongside Cubic engineers.
Gatso Equipment and Maintenance Responsibilities
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.
Page 19 of 35
4. MAINTENANCE
Item(s)
Testing, Calibration and Certification + Periodic Inspections (PIs)

In addition to the annual electrical safety testing, the RedSpeed installations are
also 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 further
commission.
All commissioning certificates, safety certificates and maintenance records are
held 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 a
safety camera housing the following should be considered:
4. MAINTENANCE
Any costs associated with the reinstatement of a safety camera must be

covered by the scheme.
Page 20 of 35
The table below gives examples of the type of work carried out near to a fixed
camera housing and an indication of the cost to rectify.
Signal Junction
Carriageway
Footway
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
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 subsurface peg or

chamber work.
250 -750
Excavation /
reconstruction.
Damage ducting or
chambers.
New ducts or
chambers.
250 -1k
Carriageway
resurfacing, surface
skims, shell grip
style coverings,
kerb replacement.
Damage to subsurface 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 detection
carriageway
secondary check
marks removed.
New secondary
check thermoplastic lines
required.
1k-1.5k
Installation of ASLs.
Sub-surface
detection 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+
Page 21 of 35
4. MAINTENANCE
Schemes Affecting Camera Housings
If a camera is in use and the loops or lines are damaged then any offences
recorded by the camera are lost.
On completion of a road scheme the housing/installation must be reinstated to
its original condition.
Damage to Camera Housings
Fixed roadside housings can attract unwanted attention; if damage is extensive or
the 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.
Then, subject
adequate funding being available consideration will be
Housing
Repair to
Criteria
given to the camera housing being repaired or replaced using JRSG
maintenance funding.
All safety camera housings remain District assets, funding in respect of

their maintenance is currently provided by the JRSG *with the exception
of:
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.
*This funding stream will be periodically reviewed.
Page 22 of 35
4. MAINTENANCE
If the repair is beyond the scope of the technician and:

passed to the UTC Control Centre.
No changes have been made to the buffer since the camera was
first approved.
The presence
Approval
from JRSG.of the safety camera remains the single primary
intervention
Workspeed
passed
for repair. measure.
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 gmutccontrolroom@tfgm.com
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.
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 effective
these 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 carried
out by the camera technicians on the quality and visibility of the signing and
lining.
Page 23 of 35
4. MAINTENANCE
Emergency Callouts
Maintenance or Changes to Camera Equipment

Any changes to the camera equipment may affect the equipments statutory
HOTA and the way in which the equipment works. No modifications should be
made to camera equipment or housings without seeking advice from the
camera technician team leader; this includes minor maintenance such as
painting poles and cabinets.
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 3rd 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.
Page 24 of 35
4. MAINTENANCE
Insurance Cover
5. ENFORCEMENT
General Principles
The primary objective of safety camera deployment is to reduce the
number 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 Operation
The responsibilities are:
Process
Camera Technicians detect and collect evidence of speeding and red light
offences. Offences are detected by actively managed mobile laser teams or a
variety 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 the
preparation of prosecution cases and presentation of evidence at court as
required.
Page 25 of 35
5. ENFORCEMENT
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 (FPNs) by GMP and Her Majestys Courts Service.
Mobile Enforcement Parking

GMP will not enforce at mobile locations where there are parking restrictions in
place 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 written
agreement and full support of the relevant Local Authority and when the
following 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.
6. ENFORCEMENT PRIORITISATION
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.
Page 26 of 35
General Principles
Enforcement will be targeted at locations where there is evidence of injury
collisions.
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 is
intended to inform and direct the enforcement strategy of the Safety Camera
Operation team within GMP.
Prioritisation of Buffers
A buffer is an area within which collisions, casualties and speeds can be
monitored and where camera enforcement can take place. Camera buffers will
be prioritised based on analysis of data by the JRSG and each buffer will be
ranked within three bands:
Red
Amber
Green
The prioritisation methodology has been developed by the JRSG along with GMP.
The methodology is primarily guided by the location selection criteria detailed
within the Operation, Policy & Procedure section.
The methodology may be reviewed and altered at any time subject to approval.
Page 27 of 35
Prioritisation Methodology
Fixed and Mobile Speed Camera Buffers

Fixed and Mobile speed camera buffers will be ranked as red, amber or green
based on points allocated to the buffer by analysis of speed and collision data to
establish an overall ranking:
High Speeds
Medium Speeds
Low Speeds
RED
RED
AMBER
6 points
5 points
4 points
RED
AMBER
GREEN
5 points
4 points
3 points
AMBER
GREEN
GREEN
4 points
3 points
2 points
GREEN
GREEN
GREEN
3 points
2 points
1 point
High Collisions
Medium Collisions
Low Collisions
No Collisions
Speed Data
Points will be allocated to a buffer based on a range of mean4 interpeak5 (10:0015:00) speeds for each speed limit:
Medium Speed Buffer

(2 points)
Low Speed Buffer

(1 points)
Speed Limit
Mean
Speed
85th %ile
Speed
Mean
Speed
85th %ile
Speed
Mean
Speed
85th %ile
Speed
30mph
>31
>35
26-31
30-35
<26
0-29
40mph
>41
>46
36-41
40-46
<36
0-39
50mph
>50
>57
44-50
50-57
<44
0-49
60mph
>60
>68
53-60
60-68
<53
0-59
70mph
>71
>79
62-71
70-79
<62
0-69
There is extensive research demonstrating the proven correlation between mean speed and accident frequency and severity, and
accident 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
Page 28 of 35
High Speed Buffer

(3 points)
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 a
specified period will be used to represent conditions for the camera housing. In
some instances more than one link will be used e.g. where the link with the
highest 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 is
indicative of speeding problems. Any location where the ratio between the mean
and 85th percentile speed is greater than 1.33 will be allocated a minimum of 2
points. I.e. cameras falling into the high speed housing category based on speed
will be allocated 3 points.
Collision Data
High
Collision Buffer
(3 points)
Medium
Collision Buffer
(2 points)
Low
Collision Buffer
(1 point)
No
Collisions
(0 points)
21+
5-20
1-4
Scoring based upon total

number of collisions
(average annual collision
rate per km, KSI=5;
Slight=1)
Red-Light Camera Buffers

The red-light camera buffers are ranked based on collision data only. As with
speed camera buffer, points will be allocated for all collisions within a 36 month
period 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 years collision data is finalised. New buffers that
are approved mid-year will be assessed using the agreed methodology and
prioritised appropriately. The ranking will always use the data from complete
calendar years.
TrafficMaster GPS is a database that holds data collected from in-vehicle GPS tracking devices. This information can be used to
derive measures of speed for analysis
7
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
Page 29 of 35
Points will be allocated to a buffer based on collision data. For each buffer, 36
months 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 table
below outlines the proposed categorisation of buffers based on a range of total
points:
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 aide
effective 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)
Page 30 of 35
7. FREEDOM OF INFORMATION REQUESTS AND ENQUIRIES

In the event of a request for information on any aspect of safety camera
operations, it is essential that you contact the JRSG as soon as possible with
details 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 for
information on safety cameras without liaising with the JRSG. In addition, any
response to a member of the public not issued by the JRSG should be copied
to the JRSG to ensure that any correspondence patterns can be monitored.
The JRSG can be contacted at: roadsafety@tfgm.com
Page 31 of 35
7. FREEDOM OF INFORMATION REQUESTS AND ENQUIRIES
The JRSG act as a central point of communication between all Partners,

including GMP safety camera operations. Communication with the JRSG is
vital to ensure that consistent information is being provided to members of
the public. This approach avoids the potential for various situations which
have occurred previously, including vexatious correspondence and multiple
conflicting responses provided unwittingly by individual partners, where
offenders have used this information as a form of defence in court.
THIS PAGE IS INTENTIONALLY BLANK
Page 32 of 35
APPENDIX A
Page 33 of 35
APPENDIX A
GMUTC Control Centre Information
Page 34 of 35
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