Road Casualty Review Stockton-on-Tees 2014
Economic Regeneration and Transport
Big plans for an outstanding Borough Road Casualty Review 2014
Contact: Anthony Wilton, Tel No. (01642) 527311
Date: November 2015 EXECUTIVE SUMMARY
1. In May 2011 the Department for Transport (DfT) provided the Strategic Framework for Road Safety. The long term vision was to continue the downward trend in road casualties and also focus on reducing accidents in relatively high risk groups such as cyclists and children in deprived areas.
2. No targets or hard forecast has been set by Government, although performance will be monitored against key indicators. The main indicators are: • Number of fatalities • Number of serious injuries • Car occupants casualties • Motorcyclists casualties • Pedal Cyclists casualties • Pedestrians casualties • Child casualties
3. Since no specific targets have been set by Government, Stockton Borough Council accepted the targets agreed at Cleveland Casualty Reduction Group. These targets are: • *40% reduction in the number of people killed by 2020. • 40% reduction in the number of people killed or seriously injured. (KSI) • 50% reduction in the number of children (0-15) killed or seriously injured. *Although due to small numbers this will be monitored rather than a specific target.
4. Alongside these targets a list of vulnerable road user groups will also be closely monitored, these are: • Powered Two Wheelers • Elderly Drivers • Young Drivers • Child casualties • Pedal Cycle casualties • Pedestrian casualties Pedestrians pedal cyclists and PTW casualties have seen a fall from the previous year. Young drivers have seen a marginal rise. Child casualties overall have seen a fall; however child passengers have seen a slight rise.
5. Regional comparison shows the North East Authorities have experienced a rise of 2.4% in Killed or Serious Injuries (KSIs). However Stockton’s figures have remained constant in 2014.
Overall Totals
6. Overall there were 276 reported road traffic collisions in the Borough of Stockton, resulting in 393 casualties (1 fatal, 49 serious and 343 slight). This represents the lowest number of casualties and the second lowest number of KSI casualties since accidents were recorded by Stockton Borough Council.
Road user groups
Car Casualties 7. In 2014 there were 240 car casualties. The breakdown in severity of car occupants casualties were • 14 serious • 226 slight Pedestrian Casualties 8. In 2014 there were 49 pedestrian casualties. The breakdown in severity of pedestrian casualties were: • 1 fatal • 13 serious • 35 slight
Pedal Cycle Casualties 9. In 2014 there were 51 Pedal cycle casualties. The breakdown in severity of pedal cycle casualties were: • 10 serious • 41 slight
Motorcycle Casualties 10. In 2014 there were 24 Motorcycle casualties. The breakdown in severity of motorcycle casualties were: • 9 serious • 15 slight
Location of collision
Collisions at Junctions 11. Collisions are more likely to occur at points of greatest conflict, which usually means some form of junction. In 2014 63% of all collisions occurred at a junction within the Borough.
Collisions by Road Classifications 12. The road network hierarchy within the Borough ranges from high standard Trunk Roads (which are the responsibility of the Highway England) to unclassified estate roads. The only rising collision trends are ‘A’ class Trunk and Principal on a dry road surface during the hours of darkness, which have seen a rise of 2 and 6 respectively on the previous year.
Collisions by Road Type 13. It should be noted that there have been no rising trends year on year in the last three years for any of the road types. However roundabouts during the day on a dry road surface have seen an increase over the last three years.
Collisions by Speed Limit 14. The majority of the road network is urban residential and in 2014, 41% of collisions occurred on a 30mph road, which accounted for 83% of all pedestrian collisions and 66% of all pedal cycle collisions.
Collisions at crossing facilities 15. Collisions at crossing facilities include within 50 metres of a crossing facility. Collisions at Pedestrian Crossing Facilities accounted for 42 (15%) of all collisions in 2014, a decrease from the previous year. All crossing facilities have seen a fall from previous year, except Toucan crossings which remained constant. CONTENTS
Executive Summary
CONTEXT Targets Internal monitoring Regional comparisons The cost of collisions
Page(s) CHAPTER 1 - OVERALL TOTALS, TARGETS AND TRENDS Casualties in Stockton - on -Tees 1-3 Collisions in Stockton - on -Tees 3
CHAPTER 2 - CASUALTIES Car occupants 4-5 Pedestrians 5-6 Pedal Cyclists 6-7 Motorcyclists 8-9 Bus occupants 9
CHAPTER 3 - LOCATION OF COLLISIONS Collisions at Junctions 10 Junction List 2012-14 11 Collisions by Road Type 12 Route Action Lists 2012-14 13-16 Collisions by Speed Limit 17 Casualties by Speed Limit 17 Collisions at Crossing Facilities 18
APPENDICES – Total Collision plot Appendix 1 Killed & Seriously injured Collision plot Appendix 2 Child Collision plot Appendix 3 Local Indicators - Casualties Appendix 4 Car Collision plot Appendix 5 Pedestrian Collision plot Appendix 6 Pedal Cycle Collision plot Appendix 7 Motorcycle Collision plot Appendix 8 Bus Collision plot Appendix 9 Local Safety Schemes Appendix 10 Vehicle Activated Signs & Speed Indication Devices plot Appendix 11 Total Collision plot – Northern area Appendix 12 Total Collision plot – Central area Appendix 13 Total Collision plot – Eastern area Appendix 14 Total Collision plot – Western area Appendix 15 CONTEXT
This report is published annually and incorporates road collision and casualty statistics and trends in the Borough. It assists in providing the basis for many of the road safety studies/initiatives throughout the year.
TARGETS
In May 2011 the Department for Transport (DfT) provided the Strategic Framework for Road Safety. The long term vision was to continue the downward trend in road casualties and also to reduce relatively high risk groups such as cyclists and children in deprived areas more quickly.
No targets or hard forecast has been set by Government, although performance will be monitored against key indicators. The main indicators are: . Number of fatalities . Number of serious injuries . Car occupants casualties . Motorcyclists casualties . Pedal Cyclists casualties . Pedestrians casualties . Child casualties
Since no specific targets have been set by Government Stockton Borough Council accepted the targets agreed by the Cleveland Casualty Reduction Group. The targets are based on the 2005–2009 average as per the Strategic Framework for Road Safety. The aim is to achieve the following:
- *40% reduction in the number of people killed by 2020. - 40% reduction in the number of people killed or seriously injured. (KSI) - 50% reduction in the number of children (0-15) killed or seriously injured.
(*due to small numbers involved this will be monitored rather than a specific target.)
The table below shows the specific baseline for Stockton and the 2020 target figures. A three year moving average will “iron out” much of the statistical variation, giving a truer indication of longer term casualty trends.
TARGET FIGURES 2011 – 2020
2005- 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2020 2009 Target Baseline KSI (Actual) 62 69 50 50 46
KSI 76 (3 year 61 58 60 56 moving average) Child KSI (0-15) 10 8 7 8 6 Actual Child KSI 11 (0-15) (3 year 11 9 8 8 moving average) VULNERABLE ROAD USERS MONITORING CATEGORIES
The table below shows the categories that Stockton has agreed to monitor. It should be noted that no specific reductions targets have been set for 2020 in each of these groups.
INTERNAL MONITORING CATEGORIES Category 2005- 09 Base Actual Actual Change Line Figures Figures 2014 2013 Powered two wheelers 39 24 -4 Casualties 29 Elderly Casualties 17 12 9 -3 Drivers 33 (65+) Collisions 33 34 +1 Young Casualties 58 36 38 +2 Drivers Collisions 103 (17-24) 62 63 -2 All 70 49 45 -4 Pedal Child 10 9 -1 Casualties Cycle 15 (0-15) Pedestrian 23 26 18 -8 In car 25 12 15 +3 Pedal Cycle 62 51 40 -11 Casualties Pedestrian Casualties 54 72 49 -23
REGIONAL COMPARISONS 2013 2014 Baseline KSI KSI KSI
STOCKTON - ON - TEES 50 50 76 MIDDLESBROUGH 40 36 51 HARTLEPOOL 19 25 35 REDCAR & CLEVELAND 34 48 54 DURHAM 201 182 216 DARLINGTON 41 26 43 GATESHEAD 61 57 83 NEWCASTLE 77 79 105 N.TYNESIDE 49 48 58 S.TYNESIDE 23 36 47 NORTHUMBERLAND 135 159 190 SUNDERLAND 70 75 102 NORTHERN REGION 800 821 --- Note: Local Authorities in the Cleveland Police area are using an average of 2005-09 for the baseline whilst other Local Authorities are using different years.
THE COST OF COLLISIONS COLLISIONS * Cost (£) Number TOTAL COST (£) Fatal 1,953,783 1 1,953,783 Serious 223,870 46 10,298,020 Slight 23,544 229 5,391,576
The financial cost of collisions in Stockton during 2014 was over £17 million. 1 OVERALL TOTALS, TARGETS AND TRENDS
CASUALTIES IN STOCKTON - ON - TEES
1.1 In 2014 there were 1 fatal, 49 serious and 343 slight casualties. Overall there were 276 reported road traffic collisions, in the Borough of Stockton - on - Tees, resulting in 393 casualties. The table below shows the casualty trends over the last 10 years. This is the second year in a row where Stockton has seen the lowest number of casualties ever recorded.
When collisions are recorded by the police a consistent set of data is collated known as Stats 19. Local Authorities make use of this data by identifying trends that assist in prioritising sites for remedial measures if required or for education or road safety campaigns. Injuries are categorised into three groups which are:
Fatal injury is where death occurs in less than 30 days as a result of the collision. Natural causes or suicide are not included.
Serious injury are fracture, internal injury, severe cuts, crushing, burns, concussion, severe shock requiring hospital treatment and detention in hospital.
Slight injury are sprains, whiplash not necessarily requiring medical treatment, bruises, slight cuts and slight shock requiring roadside attention.
CASUALTIES YEAR Fatal Serious Slight Total 3 year average 2005 5 68 532 605 622 2006 5 85 504 594 611 2007 9 62 411 482 560 2008 7 62 444 513 530 2009 2 76 345 423 473 2010 0 44 412 456 464 2011 7 55 404 466 448 2012 5 64 412 481 468 2013 6 44 368 418 455 2014 1 49 343 393 431
Note: As not all road collisions are reported, it is possible that the slight casualty numbers are likely to exceed those recorded. Appendix 1 shows all collisions.
1 CASUALTIES IN STOCKTON - ON – TEES
1.2 The number of people killed or seriously injured in road collisions reported to the police remained constant at 50 in 2014. However the three year moving average continued to fall to its lowest recorded figure. Appendix 2 shows all KSI collisions.
KSI Casualties, 2009 to 2014: Actual and Three Year Moving Average
80
70
60 Casualties
50
40 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 KSI Casualties - Actual 78 44 62 69 50 50 KSI Casualties - Three-Year Moving 73 64 61 58 60 56 Average Year 1.3 The number of children killed or seriously injured in road collisions reported to the police increased to 8 in 2014. Appendix 3 shows all Child KSI collisions and appendix 4 shows the local indicators. Child KSI Casualties, 2009 to 2014: Actual and Three Year Moving Average
15
13
11
Casualties 9
7
5 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Child KSI Casualties - Actual 13 9 10 8 7 8 Child KSI Casualties - Three-Year Moving 10 11 11 9 8 8 Average
Year 2 CASUALTIES IN STOCKTON - ON – TEES
1.4 The percentage makeup of the road user groups for KSI casualties is significantly different from that of total casualties. Car occupants account for almost two thirds of total casualties. The three vulnerable road user groups (pedestrians, pedal cycles and motorcycles) account for two thirds of all KSIs. This would imply that if an individual from one of these vulnerable road user groups is involved in a collision, it is much more likely that the outcome will be more severe than a car occupant.
KSI Casualties by Road User Group in 2014 Total Casualties by Road User Group in2014
6% 7% Car 6% 18% 28% Pedestrian 13% Pedal Cycle 20% Motor Cycle 62% 28% 12% Other
COLLISIONS IN STOCKTON - ON - TEES
1.5 The table below shows the collision trends in the last 10 years. It should be noted that this is the lowest recorded figure.
COLLISIONS YEAR Fatal Serious Slight Total 3 year average 2005 5 62 348 415 458 2006 5 73 329 407 434 2007 9 56 273 338 387 2008 7 58 284 349 365 2009 2 71 235 308 332 2010 0 40 280 320 326 2011 6 51 277 334 321 2012 5 56 276 337 330 2013 6 39 269 314 328 2014 1 46 229 276 309
Note: As not all road collisions are reported, it is possible that the slight collision numbers are likely to exceed those recorded.
3 1 CASUALTIES
CAR OCCUPANTS
2.1 In 2014 there were 240 car occupant casualties, an increase of 12 on the previous year. The breakdown in severity of car occupant casualties was 14 serious and 226 slight. This is the second lowest number of car casualties recorded. However this still represents the largest group in Stockton’s casualties (62%). Appendix 5 shows the plot of car collisions.
CAR OCCUPANTS COLLISIONS 2014
11% Central North 28% Central South 21% Eastern Northern 18% 22% Western
2.2 The graph above shows the distribution of car collisions within each of the Area Transport Strategies (ATS). The split shows Central Area (North) with 28%, Central Area (South) with 22%, Northern Area 21% Eastern Area 18% and Western Area 11%. Appendix 5 shows the plot of car collisions.
CAR CASUALTIES - AGE GROUP AGE 2012 3 Year 2013 3 Year 2014 3 Year GROUP Actual Average Actual Average Actual Average 0-16 21 21 13 18 17 17 17-24 54 68 56 59 51 54 25-39 100 89 69 82 71 80 40-49 48 50 35 43 48 44 50-64 50 42 39 40 32 40 65+ 18 17 16 18 19 18 Unknown 1 1 0 1 2 1 Total 292 288 228 261 240 254
2.3 The trend analysis shows a breakdown of car occupant casualties by age group. Age group (40 – 49) was the only group that has seen a rise in the three year average from the previous year.
4 CAR OCCUPANTS
YOUNG AND ELDERLY CAR OCCUPANT CASUALTIES 2.4 The trend analysis shows that the three year moving average for young car occupant casualties for 2014 was 54, 5 below the previous year. Elderly car occupant casualties for 2014 were 18, the same as the previous year. The three year moving average for young drivers casualties continue to fall.
CAR CASUALTIES – YOUNG & ELDERLY 120 Actual - Young car casualties 110 Actual - Elderly car C 100 casualties a 3 year moving average - 90 s Young car casualties 80 3 year moving average - u Elderly car casualties a 70 l 60 t 50 i 40 e 30 s 20 10 09 10 11 12 13 14 15 16 17 18 19 20 Actual - Young car casualties 74 85 66 54 56 51 Actual - Elderly car casualties 22 15 19 18 16 19 3 year moving average - Young 89 85 75 68 59 54 car casualties 3 year moving average - 22 19 19 17 18 18 Elderly car casualties
PEDESTRIANS
2.5 In 2014 there were 49 pedestrian casualties a significant fall of 23(32%) on the previous year. The breakdown in severity of pedestrian casualties were 1 (fatal), 13 (serious) and 35 (slight). The three year moving average for total pedestrian casualties have seen an increase of 2(3.7%), whilst the KSI pedestrian casualties have seen a fall of 2(11.7%) when compared with the 2005/09 baseline figure. Appendix 6 shows the plot of pedestrian collisions.
PEDESTRIAN COLLISIONS 2014
15% Central North 29% 10% Central South Eastern 6% Northern 35% Western
2.6 The graph shows the distribution of pedestrian collisions within each of the Area Transport Strategies (ATS). The split shows Central Area (South) with 35%, Central Area (North) with 29%, Northern Area with 10%, Eastern Area with 6% and Western Area 15%. 5 PEDESTRIANS
PEDESTRIAN CASUALTIES - AGE GROUP AGE 2012 3 Year 2013 3 Year 2014 3 Year GROUP Actual Average Actual Average Actual Average 0-15 17 21 26 22 18 15 16-24 7 5 13 7 8 9 25-39 5 7 10 7 9 8 40-49 6 5 5 6 3 5 50-64 4 4 10 7 3 6 65+ 8 7 8 9 8 8 Unknown 0 0 0 0 0 0 Total 47 50 72 58 49 56
2.7 The trend analysis shows a breakdown of pedestrian casualties by age group. The 0-15 age group (three year moving average) has seen a fall of 32% in the last 12 months, although still represents almost 27% of all pedestrian collisions. However both 16-24 and 25-39 age groups have seen a small rise in the three year moving average.
PEDESTRIAN KSI CASUALTIES
20 Actual KSI 19 3 year moving 18 average KSI C a 17 s 16 u a 15 l 14 t i 13 e 12 s 11
10 09 10 11 12 13 14 15 16 17 18 19 20 Actual KSI 19 11 17 17 15 14 3 year moving average KSI 18 15 16 15 16 15
2.8 The actual number of pedestrian KSI casualties fell by 1 from the previous year.
PEDAL CYCLISTS
2.9 In 2014 there were 51 pedal cyclist casualties a fall of 11 on the previous year. The breakdown in severity of pedal cycle collisions were 10 (serious) and 41 (slight). The three year moving average for both total and KSI pedal cycle casualties have seen an increase of 16(38.1%) and 5(71.4%) respectively when compared with the 2005/09 baseline figure.
2.10 Pedal cyclist casualties are one of the most vulnerable user groups and represent almost a fifth of all KSI casualties. Appendix 7 shows the plot of pedal cycle collisions.
6 PEDAL CYCLISTS
PEDAL CYCLE COLLISIONS 2014
16% Central North 25% Central South 10% Eastern 16% Northern 33% Western
2.11 The graph shows the distribution of pedal cycle collisions within each of the Area Transport Strategies (ATS). The split shows Central Area (South) with 33%, Eastern Area with 16%, Northern Area with 10%, Central Area (North) 25% and Western Area with 16%.
PEDAL CYCLE CASUALTIES - AGE GROUP
AGE 2012 3 Year 2013 3 Year 2014 3 Year GROUP Actual Average Actual Average Actual Average 0-15 9 9 10 10 9 9 16-24 9 10 8 9 7 8 25-39 18 12 19 16 12 16 40-49 10 8 10 10 14 11 50-64 11 9 10 10 8 10 65+ 3 3 5 4 1 3 Unknown 1 0 0 0 0 0 Total 61 51 62 59 51 57
2.12 The trend analysis shows a breakdown of pedal cycle casualties by age group. Age group (40-49) is the only group that has seen an increase in the three year moving average from the previous year.
PEDAL CYCLE KSI CASUALTIES
16 Actual KSI
3 year moving average KSI
13 C a s u 10 a l t i 7 e s
4 09 10 11 12 13 14 15 16 17 18 19 20 Actual KSI 9 5 12 14 12 10 3 year moving average KSI 10 8 9 10 13 12
2.13 The actual number of pedal cycle KSI casualties decreased by 2, although the three year moving average decreased by 1 on the previous year. Pedal cycle casualties had seen an upward trend in recent years. 7 MOTORCYCLISTS
2.14 In 2014 there were 24 motorcycle casualties a fall of 5 on the previous year. The breakdown in severity of motorcycle casualties were 9 serious and 15 slight casualties. The three year moving average shows both the KSI and total casualties have seen a reduction of 5 and 10 respectively when compared to the 2005/09 baseline figure. Appendix 8 shows the plot of motorcycle collisions.
MOTORCYCLE COLLISIONS 2014
4% 22% Central North 22% Central South Eastern 26% Northern 26% Western
2.15 The graph above shows the distribution of motorcycle collisions within each of the Area Transport Strategies (ATS). The split shows Central Area (South) with 26%, Northern Area with 22%, Eastern Area with 26%, Central Area (North) 22% and Western Area with 4%. Appendix 8 shows the plot of motorcycle collisions.
MOTORCYCLE CASUALTIES - AGE GROUP AGE 2012 3 Year 2013 3 Year 2014 3 Year GROUP Actual Average Actual Average Actual Average 0-15 0 0 2 1 1 1 16-24 13 15 13 15 6 11 25-39 9 7 4 6 7 7 40-49 7 4 4 5 3 5 50-64 4 4 6 5 6 5 65+ 1 1 0 0 1 1 Unknown 0 0 0 0 0 0 Total 34 31 29 32 24 30
2.16 The trend analysis shows a breakdown of motorcycle casualties by age group. The three year moving average shows motorcycle casualties have significantly fallen in 16 – 24 age group, however this age group is still over represented.
8 MOTORCYCLISTS
MOTORCYCLE KSI CASUALTIES
20 Actual KSI
18 Actual KSI 3 year moving average 16 C a 14 s 12 u a 10 l 8 t i 6 e 4 s 2
0 09 10 11 12 13 14 15 16 17 18 19 20 Actual KSI 15 9 12 13 9 9 Actual KSI 3 year moving 15 12 12 11 11 10 average
2.17 The three year moving average has seen a steady reduction since 2009.
BUS OCCUPANTS
2.18 In 2014 there were 1 serious and 14 slight casualties. Appendix 9 shows the plot of bus occupant collisions.
BUS CASUALTIES – SEVERITY SEVERITY BUS BUS BUS TOTAL BUS Occupants Drivers Passengers All road user occupants groups % of Total KSI 1 0 1 50 2.0 SLIGHT 14 1 13 343 3.8 TOTAL 15 1 14 393 3.8
9 3 LOCATION OF COLLISIONS
COLLISIONS AT JUNCTIONS 3.1 Collisions are more likely to happen at points of greatest conflict, which usually means some form of junction. A junction is defined as where two or more roads meet and includes all collisions within 20 metres of the junction. In 2014 63% of all collisions occurred at a junction within the Borough.
3.2 The table below indicates the distribution of collisions across the different methods of control, linked with different weather conditions and lighting conditions.
COLLISIONS – JUNCTION DETAIL – LIGHTING / WEATHER DRY WET
JUNCTION LIGHT DARK DARK street LIGHT DARK DARK street CONTROL lighting lighting 12 13 14 12 13 14 12 13 14 12 13 14 12 13 14 12 13 14 Roundabout 0 5 2 0 0 0 0 0 1 1 0 0 0 0 0 0 1 0 - Signals Roundabout 32 29 30 0 0 0 13 7 5 5 5 2 0 0 0 4 0 1 – Give way or uncontrolled T or 6 12 5 0 0 0 2 1 3 1 1 0 0 0 0 1 0 0 staggered - Signals T or 67 80 57 1 0 2 28 16 22 8 6 2 0 0 0 3 0 2 staggered – Give way or uncontrolled Other 29 30 30 0 2 1 5 9 3 3 2 3 0 0 0 3 4 2
Note1: Other junction control includes crossroads, slip road, multiple signals and private driveway.
COLLISIONS – JUNCTION TYPE
120 Total
C 100 o l 80 l i s 60 i o 40 n s 20
0 Mini Private drive or Roundabout T or Staggered Slip Road Crossroads Roundabout entrance Total 40 93 5 13 1 21
10 COLLISIONS AT JUNCTIONS
3.3 The table below lists all junctions in the Borough that have had eight or more injury collisions in the three year period 2012 to 2014. As would be expected these are all primary routes with major junctions carrying a high volume of traffic.
JUNCTION LIST – 2012-14
RANK NODE LOCATION 2012 2013 2014 TOTAL KSI SL KSI SL KSI SL KSI SL 1 1127 A19 / A689 Wolviston Roundabout 0 8 0 4 0 3 0 15
Total 8 4 3 15 2 931 A19 / A1027 Ring Road. Roundabout 0 3 0 3 0 8 0 14
Total 3 3 8 14 3 742 A66 / Yarm Road Roundabout 0 4 0 3 0 3 0 10
Total 4 3 3 10
Note: No KSI collisions occurred at the above junctions in the 3 years 2012 to 2014.
Notes RANK
1. The pattern of collisions shows a downward trend. 9no. (60%) of the collisions involve shunt type collisions on the north off slip. The Pinch Point Scheme to introduce signals at the roundabout should further assist in reducing these type of collisions.
2. The numbers of collisions have risen in the last 12 months, however in the previous 4 years there has been a significant decrease. Almost two thirds of the collisions occurred on the off slip roads. 5no. collisions occurred at the north off slip (4no in 2014). Review signage at both off slips at this location.
3. The number of collisions continues to fall. However in the last 2 years two thirds (4no) of the collisions involved a pedal cyclist. Three of these collisions involved the other vehicle failing to give way whilst entering the roundabout from the A66 slips. Continue to monitor.
11 COLLISIONS BY ROAD TYPE
3.4 The road network hierarchy within the Borough ranges from high standard Trunk Roads to Unclassified and estate roads. Consequently traffic volumes differ enormously, from tens of thousands of vehicles per day on the major routes to a few hundred on estate roads.
3.5 The strategic Highway Network within the authority is the A19 and A66, all the collisions occurring on these roads are added to the Councils statistics although Highway England are responsible in maintaining these roads. Trunk roads offer the safest possible design to carry heavy traffic flows, since they are predominately dual carriageways with grade separated junctions. Unclassified roads vary in standard from busy dual carriageways to residential access roads and cul-de-sac, the latter generally having very low collision rates. It should be noted that all new residential roads are designed to ensure a maximum speed of 20mph.
3.6 The table below shows the distribution of collisions across the different road classes linked with different weather conditions and lighting conditions.
COLLISIONS – ROAD CLASS – LIGHTING / WEATHER DRY WET ROAD CLASS LIGHT DARK LIGHT DARK 12 13 14 12 13 14 12 13 14 12 13 14 A 24 30 30 13 6 8 4 1 1 3 1 3 Class(Trunk) A Class 77 77 69 27 16 22 14 7 4 8 3 2 (Principal) B Class 7 15 4 3 2 1 1 1 0 0 0 1 C Class 55 39 20 19 16 14 4 3 5 2 3 3 Unclassified 48 71 70 14 15 14 5 8 4 5 0 1 Total 211 232 193 76 55 59 28 20 14 18 6 10
3.7 The following table shows the distribution of collisions across the different road types linked with different weather conditions and lighting conditions.
COLLISIONS – ROAD TYPE – LIGHTING / WEATHER DRY WET ROAD TYPE LIGHT DARK LIGHT DARK 12 13 14 12 13 14 12 13 14 12 13 14 Roundabout 11 12 17 6 5 2 0 2 2 2 0 0 One Way 1 0 0 0 0 0 0 0 0 0 0 0 Dual 32 48 39 17 9 9 9 4 2 7 1 1 Single 156 163 126 47 40 44 18 13 10 8 5 8 Slip Road 11 9 11 6 1 4 1 1 0 1 1 1 Total 211 232 193 76 55 59 28 20 14 18 7 10
12 ROUTE ACTION LIST
3.8 The table below lists all the principal road lengths, excluding terminal junctions, which have had an average of three collisions per year, during the last three years. These are high class district distributor roads carrying large volumes of traffic.
PRINCIPAL ROADS
RANK LENGTH LOCATION 2012 2013 2014 TOTAL KM KSI SL KSI SL KSI SL KSI SL 1 2.8 A67 – Durham Lane to Green Lane 3 4 0 8 2 11 5 23 ▲ Total 7 8 13 28 2 5.5 A177 Durham Road - Junction Road, 0 5 1 4 1 5 2 14 north to Borough Boundary ▲ Total 5 5 6 16 3 1.9 A177 Durham Road - A1027 to 3 3 0 3 0 5 3 11 Junction Road Total 6 3 5 14 4 3.6 A135 Yarm Road – Concorde Way to 1 1 1 4 1 3 3 8 A67 Total 2 5 4 11 5 1.8 A139 Norton Rd - Maritime Rd to 2 3 0 5 0 7 2 15 Red Lion Rbt Total 5 5 7 17 6 1.8 A135 South Stockton Link Road – 0 3 0 5 2 1 2 9 A1130 to Concorde Way Total 3 5 3 11 7 1.2 A1305 Allison Street, Prince Regent 0 8 1 7 0 2 1 17 Street – Maritime Road to Yarm La Total 8 8 2 18 8 3.2 A1044 – A67 to Barwick Way 1 4 0 3 0 2 1 9
Total 5 3 2 10 9 2.3 A1046 Portrack Lane – A19 to 0 4 0 3 0 3 0 10 A1305 Total 4 3 3 10 10 3.1 A1027 Ring Rd – A177 to Oxbridge 0 6 0 3 0 0 0 9 Lane Total 6 3 0 9 ▲ 1 Fatal collision
13 ROUTE ACTION LIST
RANK Notes
1. The number of collisions has marginally risen in the last few years. The trend analysis shows no common locations, however 11 no collisions involve a pedal cyclist (91%), the result of the other vehicle turning across the pedal cyclists. Pedal cycle collisions have increased in the last three years. This user group will be targeted in the series cycle campaign planned for 2015.
2. The annual number of collisions continues to remain constant in the last three years. Amendments to existing VAS south of Thorpe Larches and chevron boards were completed in 2014. Continue to monitor.
3. The number of collisions has risen slightly from the previous year. Half of the collisions occurred at the roundabout with the junction with Hardwick Road and Redhill Road although no common characteristics have been identified, continue to monitor.
4. The number of collisions has decreased on the previous year. Continue to monitor.
5. The number of collisions has increased from the previous year. No common characteristics have been identified, continue to monitor.
6. The number of collisions has fallen from the previous year, continue to monitor.
7. The number of collisions has fallen from the previous year, continue to monitor.
8. The number of collisions has continued to fall; continue to monitor.
9. The number of collisions has remained constant, continue to monitor.
10. The number of collisions has continued to fall, with not a single reported collision at this location in 2014. Continue to monitor.
14 ROUTE ACTION LIST
3.9 The table below lists the other main distributor road lengths, excluding terminal junctions, which have had an average of three collisions per year, during the last three years.
OTHER MAIN DISTRIBUTOR ROADS
RANK LENGTH LOCATION 2012 2013 2014 TOTAL KM KSI SL KSI SL KSI SL KSI SL 1 1.9 Mitchell Avenue & Millbank Lane – 1 6 0 3 2 4 3 13 full length Total 7 3 6 16 2 1.8 Oxbridge Lane – full length 0 2 1 2 2 3 3 7
Total 2 3 5 10 3 0.9 High Street, Norton – Ring Road to 1 2 0 4 1 1 2 7 Norton Road Total 3 4 2 9 4 2.3 Junction Road – Full length 0 3 1 5 0 3 1 11
Total 3 6 3 12 5 2.2 Bishopton Road West – Darlington 0 5 0 4 1 1 1 10 Lane to A1027 Ring Road Total 5 4 2 11 6 0.4 Yarm Lane - Prince Regent St to 0 5 0 3 1 0 1 8 Yarm Rd Total 5 3 1 9 7 3.1 Thornaby Road - A66 to A174 0 6 0 5 0 1 0 12
Total 6 5 1 12
15 ROUTE ACTION LIST
RANK Notes
1. The number of collisions has increased in the last year. However no common characteristics have been identified, continue to monitor
2. The number of collisions has increased over the last couple of years. Three of the collisions in 2014 (two of which were children) involved pedestrians entering the carriageway without looking properly. Local schools to be offered key stage 2 roadshow, which involve pedestrian distraction.
3. The number of collisions has reduced from the previous year, continue to monitor.
4. Junction improvements were introduced in 2014. The number of collisions has reduced from the previous year, continue to monitor.
5. The number of collisions has continued to fall.
6. The number of collisions has continued to fall.
7. The number of collisions has continued to fall.
16 COLLISIONS BY SPEED LIMIT
3.10 The following table shows a breakdown of collisions by the various enforceable limits. Although it should be noted that 49km of roads in the Borough carry a legal 20mph, 276km of the roads are 20mph by design. These are all residential roads with traffic calming features or are in new developments that are designed to achieve a vehicle speed close to 20mph.
3.11 The majority of the road network is urban residential, subject to 30mph speed limit (41%) and 20mph speed limit/by design (36%). Therefore as expected 30mph roads provide a large proportion of the Borough’s collisions, with 158 (57%). COLLISIONS by SPEED LIMIT SPEED LENGTH COLLISIONS % TOTAL % TOTAL LIMIT Km. Fatal Serious Slight Total of of Collisions lengths 20 49.8 0 2 9 11 4.0 5.6 20 by design 276.9 0 2 10 12 4.4 31.0 30 368.3 1 26 131 158 57.2 41.2 40 42.8 0 5 22 27 9.8 4.8 50 30 0 3 25 28 10.1 3.4 60 97 0 2 8 10 3.6 10.8 70 28.3 0 6 24 30 10.9 3.2 All 893.1 1 46 229 276 100 100
CASUALTIES BY SPEED LIMIT
3.12 The following table shows that the majority of casualties in all user groups occurred on roads with a speed limit of 30mph 192 (53%), these figure have remained constant from the previous year, the casualties include 83% of all pedestrian casualties and 66% of pedal cycle casualties. However this would be expected, since in general there would be an increased pedestrian and pedal cycle activity and more uncontrolled crossing facilities.
USER GROUPS by SPEED LIMIT SPEED CAR PEDESTRIAN PEDAL CYCLE MOTORCYCLE TOTAL LIMIT ALL F S Sl Tot F S Sl Tot F S Sl Tot F S Sl Tot 20 0 0 0 0 0 1 4 5 0 1 3 4 0 0 0 0 9 20 by 0 0 3 3 0 1 1 2 0 0 4 4 0 1 1 2 11 design 30 0 4 101 105 1 11 29 41 0 7 27 34 0 3 9 12 192 40 0 1 32 33 0 0 0 0 0 2 5 7 0 1 1 2 42 50 0 2 33 35 0 0 1 1 0 0 0 0 0 2 2 4 40 60 0 3 17 20 0 0 0 0 0 0 1 1 0 0 0 0 21 70 0 4 39 43 0 0 0 0 0 0 1 1 0 2 1 3 47 Total 0 14 225 239 1 13 35 49 0 10 41 51 0 9 14 23 362
17 COLLISIONS AT CROSSING FACILITIES
3.13 Collisions at crossing facilities include within 50 metres of a crossing facility. Collisions at Pedestrian Crossing Facilities accounted for 42 (15%) of all collisions in 2014, a decrease from the previous year. All crossing facilities have seen a fall in collisions from the previous year, apart from Toucan crossings, which remained constant at 2.
COLLISION by SEVERITY at CROSSING FACILITIES TYPE OF No. of ALL ALL CROSSING crossings COLLISIONS SEVERITIES SEVERITIES Fatal Serious Slight TOTAL as % of Total Pelican 37 0 4 9 13 30.9 Puffin 32 0 1 4 5 11.9 Toucan 21 0 0 2 2 4.8 Zebra 19 0 0 1 1 2.4 Light Controlled1 61 0 2 19 21 50.0 Total 170 0 7 35 42 100 • Figures in the above table do not include temporary crossing facilities
Light Controlled
50%
2.4% Zebra 4.8% Toucan 11.9% 30.9%
Puffin Pelican
3.14 Half of the collisions at crossing facilities occurred at light controlled crossings, although these are generally located on complex junctions, resulting in an increased risk of conflict with vehicles clearing the junction outside the green phase. It should be noted that the number of puffin crossing and pelican crossing in the Borough are similar. However there is over double the number of collisions at Pelican crossings compared to puffin crossings.
1 ‘Green Man’ facility at Traffic Signals
18