APPENDIX 1

INFORMATION TEMPLATE FOR HIGHWAYS FORUMS

Traffic Calming : Casualty and Speed Reductions TABLE 1 Scheme Performance Analysis Summary of Scheme Performance TABLE 2 Casualty and Speed Reduction Scheme Specific Comments

Other Safety Schemes: Casualty Reductions TABLE 3 Scheme Performance Analysis Summary of Scheme Performance Scheme Specific Comments

Safety Cameras TABLE 4 Safety Camera Performance

Village Speed Limits Village Speed Limit Initiative Pilot of 20 mph Zones Outside Schools Count Down Speed limit Signs Dragons Teeth Markings

Casualty Trends

1 Traffic Calming : Casualty and Speed Reductions

TABLE 1 Scheme Performance Analysis

Location Year Total Treatment Annual Casualties 85 percentile Speeds Completed Scheme Before After Red’n Before After Red’n Cost

Rearsby – A607 – Melton Road 00/01 15750 Gateway 2.7 2.7 0.0 42 39* 3 Woodhouse – Forest Road 98/99 20000 Gateway 3.7 0.7 3.0 40 38 2

Total Annual Casualties 6.4 3.4 3.0 Average Speeds 41 38 3 Total Cost 35750

Shepshed – Kirkhill 01/02 32000 Mini R/bout 1.0 0.0 1.0 30 29 1 – High Street 00/01 88000 Horizontal 1.7 0.0 1.7 28 26 2 – Old Ashby Road 00/01 66500 Horizontal 2.7 2.0 0.7 35 – Leicester Road 98/99 28200 Horizontal 2.0 1.0 1.0 38 33 5 Syston – Melton Road 98/99 95000 Horizontal 7.7 5.0 2.7 29 27 2

Total Annual Casualties 15.1 8.0 7.1 Average Speeds 32 29 3 Total Cost 309700

* Speed cameras subsequently installed

Any attempt to draw conclusions from a comparison between the types of schemes should be done with extreme caution, given their relatively small numbers

2

TABLE 1 (continued) Scheme Performance Analysis

Location Year Total Treatment Annual Casualties 85 percentile Speeds Completed Scheme Cost £ Before After Red’n Before After Red’n

Thurcaston – Village Centre 02/03 239000 Vertical 0.7 0.0 0.7 37 31 6 Anstey – Latimer Street 02/03 44000 Vertical 0.3 0.0 0.3 24 19 5 Loughborough –Knighthorpe Road 01/02 43500 Vertical 0.3 0.0 0.3 Loughborough – Maxwell Drive 01/02 73000 Vertical 1.0 1.0 0.0 37 26 11 Syston – Goodes Ln/Pembroke Av/College Rd 01/02 68000 Vertical 0.0 0.5 -0.5 36 24 12 Barrow on Soar – High Street/North Street 99/00 51500 Vertical 2.3 1.7 0.7 33 24 9 Birstall – Lane 99/00 37500 Vertical 1.7 0.7 1.0 38 25 13 Shepshed – Belton Street/Hallamford Rd 99/00 67200 Vertical 1.7 1.3 0.3 31 30 1 – Leicester Road 99/00 90000 Horiz / Vert 1.7 0.7 1.0 43 37 6 Birstall – Wanlip Street/The Crossways 98/99 18000 Vertical 2.0 0.0 2.0 38 23 15 – Church Hill Road 98/99 13000 Vertical 0.0 0.0 0.0 31 20 11 – Main Street 97/98 37500 Vertical 1.7 0.0 1.7 41 30 11 Loughborough – Cumberland Road 97/98 17800 Vertical 0.0 0.0 0.0 – The Banks 97/98 15000 Vertical 0.0 0.0 0.0 31 22 9

Total Annual Casualties 13.4 5.9 7.5 Average Speeds 35 26 9 Total Cost 815000

Any attempt to draw conclusions from a comparison between the types of schemes should be done with extreme caution, given their relatively small numbers

3

Summary of Scheme Performance

TABLE 2 Casualty and Speed Reduction

% Casualty Reduction 85%ile Speed Reduction

Gateway 47 3 mph Horizontal 47 3 mph Deflection Vertical Deflection 56 9 mph

Schemes that have cost £1,160,450 to construct are now saving 17.6 casualties each year. This equates to a cost of £66,000 to save one casualty per year. The current value to society of each casualty saved throughout the life of a scheme is estimated to be in the region of £70,000.

Scheme Specific Comments

The following five schemes have either no casualties in the three years before their construction or with an increase in casualties following their construction.

Syston – Goodes Lane/Pembroke Avenue/College Road. Thurmaston – Church Hill Road Sileby – The Banks Loughborough - Cumberland Road

Although there were no casualties in the 3 years prior to construction of the first three schemes, there had been in the 3 years prior to the date when the scheme assessment had been carried out and the schemes put into the capital programme. However for all three schemes the priority assessment allocated the majority of the assessment points against frontage development. At Syston and Thurmaston traffic speeds were allocated the second highest points value, whereas at Sileby it was the volume of traffic. In all cases the points allocated to accidents were only third highest. Although before/after traffic speeds are only available for 2 of the sites, these show an that average speeds reduced from 33 to 22 mph.

It is fair to conclude, therefore, that the above schemes were promoted primarily for their wider benefits to the community rather than for their specific contribution to casualty reduction.

Cumberland Road separates a primary school and children’s play area, and adjacent to other traffic calmed roads. Charnwood Borough Council promoted the scheme, comprising vertical deflections, under the Agency agreement, and there are no records to support its promotion. However, it seems reasonable to conclude that the scheme was promoted for its wider community benefits.

Analysis of the relative performance of the (A607 Melton Road) and Woodhouse (Forest Road) traffic calming schemes

Table 1 shows that the Rearsby traffic calming scheme has not seen a reduction in casualties, whereas Forest Road, Woodhouse, has seen casualties reduce from an average 3.7 per year to 0.7 per year.

Upon further inspection of the accident information it was established that whilst Rearsby had not seen a reduction in casualties, the accidents had reduced from 2.3 to 2.0 per year i.e. one less accident over the 3 year monitoring period.

At Woodthorpe pre scheme casualties were particularly high as a result of 4 vehicles failing to stop at a side road (School Lane). This resulted in 6 casualties or 2 per year, and a more realistic measure of scheme performance might discount these casualties. Also, although defined as a gateway treatment, this scheme included a mini roundabout to further encourage drivers to show caution. If the contribution of the side road casualties were to be discounted, the adjusted casualty reduction would be from 1.7 to 0.7 casualties per year.

Other Safety Schemes: Casualty Reductions

TABLE 3 Scheme Performance Analysis

Year Annual Casualties Scheme Name Completed Total Before After Reduction Type of Measures Scheme Cost (£) Anstey 03/04 Surfacing – Anti-skid 35,500 13.3 A46 roundabout A6006 02/03 Surfacing/ 106,000 5.3 0.0 5.3 , East Road superelevation A60 02/03 Anti skid 10,000 2.7 0.0 2.7 Loughborough Nottingham Road A607 02/03 Lining – roundabout 2,386 1.7 2.0 -0.3 Cossington Lane (2 sites) spiral markings Shepshed 01/02 Ped. Facilities and 30,000 4.7 1.0 3.7 Ingleberry Rd junction right turn amendments Cossington 00/01 Junction alteration 8,500 1.0 3.5 -2.5 Main Street/Syston Rd Loughborough – Snells Nook/ 00/01 Signals 635,000 6.7 2.0 4.7 A512 Long Whatton – B5324 East of 00/01 Realignment 190,000 5.0 0.7 4.3 Village Loughborough – Epinal 99/00 Signals/Pelican 332,000 5.7 3.7 2.0 Way/Ashby Road Shepshed, M1 Junction 23 99/00 Signals/surfacing 130,000 8.7 6.0 2.7 Shepshed – Field St/ Brittania St 98/99 Ped. Pref scheme 35,000 0.7 0.0 0.7

Totals 1,478,886 42 19 23

Summary of scheme Performance

Schemes that have cost £1,478,886 to construct are now saving 23 casualties each year. This equates to a cost of £64,000 to save one casualty per year. The current value to society of each casualty saved throughout the life of a scheme is estimated to be in the region of £70,000.

Scheme Specific Comments

Significant casualty benefits were achieved for the majority of the safety schemes. However, two of them showed an increase in casualties following their construction.

A607 Cossington Lane (2 Sites)

In the 3 years prior to construction there were 5 casualties whereas post construction there have been 2 casualties (within 1 year), hence recorded casualties per year have increased. Although the current accident record is a little disappointing, further post scheme monitoring over the full 3 year period needs to be undertaken before judgement can be passed.

Cossington – Main Street/Syston Road

Junction alterations were incorporated into a maintenance scheme, but they do not appear to have addressed the accident problem, as the pre scheme accident pattern has continued. However, the situation is not entirely as it appears, because although the number of casualties has increased, these resulted from the same number of accidents

Safety Cameras

Table 4 shows the impact of the sites in Charnwood on person injury collisions and on the number of KSI casualties. This shows that there has been an average of 33% reduction in personal injury collisions and a 71% reduction in KSI casualties.

TABLE 4 Safety Camera Performance

Injury Collisions KSI Casualties Location Average Average 98-00 02/03 Red’n 98-00 02/03 Red’n A6 Derby Road/Broad St., 3 3 0% 0 0 0% Loughborough A6004 Alan Moss Road, 4 1 75% 1 0 100% Loughborough A512 Ashby Rd, Loughborough 12 7 42% 1 0 100% A512 Ashby Road Central, 5 3 40% 2 0 100% Shepshed A6 Loughborough Rd, Birstall 13 7 46% 3 0 100% A6 Derby Rd, Loughborough 21 14 33% 3 2 33% A607 Neward Rd, Thurmaston 8 10 -25% 2 2 0 Leicester Road, Shepshed 4 0 100% 1 0 100% B5350 Forest Road, Loughborough 2 1 50% 1 0 100% B5350 Nanpantan Road, 3 4 -33% 0 0 0% Loughborough Total 75 50 -33% 14 4 -71%

Village Speed Limits

Speed limits are introduced where it is appropriate for drivers to adopt a speed that is lower than the national speed limit and should only be used where a consequent reduction in speed can be expected. This section of the report gives examples in Charnwood Borough of the effectiveness of newly introduced limits and measures increasingly being introduced to seek greater compliance with existing limits.

Village speed limit initiative

This involved the introduction of over 50 new, mainly 30 mph speed limits in settlements across the County. Three of these were in Charnwood – Thorpe, and Cotes – where the 85%ile speed reduced by an average of 1.25 mph and the maximum speed reduced by an average of 1.8 mph. This was in line with the overall countywide results. It was noted that in some settlements where the character of the road previously restricted the speed of some drivers to low levels, the overall speed of drivers increased as a result of the erection of speed limits.

Pilot of 20 mph zones outside schools

A pilot of fifteen 20 mph limits outside schools was started in 2002. Three of these were in Charnwood – Pochen Primary School in Barkby, Primary School and Primary School. The detailed outcome of these are due to be reported to Cabinet in Spring. It is likely that any future schemes will only be introduced where they form part of an overall package of measures included in a School Travel Plan.

Count down speed limit signs

These have been introduced on a pilot basis in Hoton and . Average speeds in Hoton have reduced by up to 5 mph with a much smaller reduction of 1 mph in Burton on the Wolds.

Dragons teeth markings

These are white markings on either side of the road used on the approach to speed limit signs. They have been used at a number of locations including the A512 at Shepshed. Whilst no direct monitoring of the Shepshed scheme has taken place, they have been shown elsewhere to reduce the speed of the fastest traffic, with the 85%ile in bound speed reducing by 2 mph and the 95%ile reducing by 4 mph. It is these drivers at the higher end of the speed range who are generally the subject of complaints and are more likely to be involved in crashes.

Casualty Trends

The following section assesses how casualties have reduced at scheme locations compared with the general trend of reducing casualties and also assesses the contribution the schemes have made to the overall trend.

The data used to calculate the casualty reduction benefits of traffic calming (Tables 1 and 4) runs from 1994 to 2003, and the overall trend for Charnwood over this period is shown in the Graph below. The average annual reduction is 1%. In comparison, the combined scheme specific data shows an annual reduction of 51% as a result of scheme implementation. The vast difference between shows that casualty reductions at the treated sites is substantially greater than the general trend.

The impact of the casualty reduction schemes identified in this report began in 1999, one year after the first scheme was constructed. If the 1998 casualty rate of 528 had continued through to 2003, 3168 casualties would have occurred on County Council roads, but the actual total was 2950. This reduction of 218 casualties is in part due to impact of the works programme which is estimated to have contributed 116 savings (53%), and other general factors such as speed cameras, improved car design, road safety education initiatives and local/national publicity campaigns.

Charnwood - All Casualties on County Roads

600 534 523 528 521 510 506 505 493 486 500 412 400

300

200

100

0 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003