This annual report tracks the safety of the main ‘A’ roads where most of Britain’s roads deaths are concentrated, and which can be targeted. This year’s survey shows, overall, the number of deaths on Britain’s roads has changed little since 2011. For the first time, the surveys compare the major route networks which are the responsibilities of different authorities. Striking progress has been made in Scotland. Over three years, the risk of death and serious injury has fallen by 6-7% on both the roads managed both by national government (motorways and all major routes) and on all other local authority ‘A’ roads. Scotland notably has adopted international best practice by having a formal target for casualty reduction with detailed supporting partnerships. Travel on Scottish major routes now has a death and serious injury rate of 13 per billion vehicle kilometres, the safest in Britain and one of the safest in the world. Scotland now has the lowest deaths per head in Britain overall. The risk of death and serious injury on the network managed by the Welsh government is nearly 40% higher (18 fatal and serious crashes per billion vehicle kilometres) than in Scotland. In England, the management of major routes is being changed. A new Major Road Network (MRN) is being created to complement the relatively sparse Strategic Road Network (SRN) run by Highways England (a network dominated by heavily trafficked motorways and high-quality dual carriageways). This new local authority run MRN will receive part-funding from the same pot as the SRN. When England’s networks of strategic and major roads are combined the risk is 15 fatal and serious crashes per billion vehicle kilometres - safer than the equivalent Welsh network (18) but not as safe as Scotland’s (13). The safety of strategic and major roads in England is of vital national importance to casualty reduction as nearly a quarter of all English road deaths are concentrated on this relatively short length. Corresponding author: Brian Lawton brian.lawton@roadsafetyfoundation.org However, the report reveals that it is the poor performance of the newly defined Major Road Network which is disturbing - more than 4 times riskier (35 fatal and serious crashes per billion vehicle kilometres) to travel on than Highways England’s Strategic Road Network (8). Despite being only slightly longer and only carrying one third of the traffic, there were more deaths on the Major Road Network in 2017 (212 deaths). Road Safety Foundation Worting House Basingstoke Hampshire RG23 8PX By creating the network, Ministers have created a significant opportunity to act and address its safety as a first priority. The report highlights though that the government is yet to commit to safety performance goals for this complementary Major Road Network in the same disciplined way as for the Strategic Road Network. Road Safety Foundation is registered in England & Wales under company number 02069723. Registered UK Charity number 295573. The safety (and reliability) of England’s Major Road Network can be tackled with packages of investment along whole routes identified by modern safety engineering tools. These generate very high economic returns (not least benefitting regional health and long-term care budgets). Leading authorities are already in the vanguard of this work. This annual report identifies Britain’s most improved roads and persistently higher risk roads. It calls for a new tranche of high return investment from the successful Safer Roads Fund to address 75 persistently higher risk road sections identified. icanhelp@roadsafetyfoundation.org Registered office: 60 Trafalgar Square, London, WC2N 5DS, UK. British EuroRAP Results 2019 HOW SAFE ARE YOU ON BRITAIN’S MAIN ROAD NETWORKS? © Copyright Road Safety Foundation 2019. Content from this report, except for photographs, maps and illustrations, may be reproduced for non-commercial purposes providing the source is acknowledged. Published by the Road Safety Foundation, July 2019. Publication No.: RSF 01/2019 In partnership with Ageas i How Safe Are You on Britain’s Main Road Networks? CONTENTS 2 HOW SAFE ARE BRITAIN’S MAIN ROAD NETWORKS? 11 KEY FINDINGS 19 PERFORMANCE TRACKING ANALYSIS 27 RISK MAP OF GREAT BRITAIN 34 COMPARING NETWORK PERFORMANCE BY COUNTRY 41 STRATEGIC ROAD RISK MAP 49 EXPLORATORY URBAN VERSUS RURAL ROAD ANALYSIS 65 REGIONAL AND NETWORK COMPARISONS IN ENGLAND 75 SOCIETAL COST AND PRIORITIES FOR INVESTMENT 83 ABOUT OUR WORK 86 ABOUT US 89 ACKNOWLEDGEMENTS ii iii FOREWORDS Our main road networks need to be safe. So much of our travel is on these intensely used networks that any flaw in their in-built safety means tragedy sooner rather than later. Ageas has supported the Road Safety Foundation in preparing this important annual report since 2012. The report shines a light on the road trauma that takes place on thousands of individual road sections across Britain. We believe it is part of Ageas’s role to help reduce death and injury on the road. As one of Britain’s largest motor insurers, our employees handle the distress and practical consequences of road crashes that our customers face daily. England’s Strategic Road Network is the most intensely used of all Britain’s main road networks. It is only 4,300 miles long but carries a third of the nation’s road travel. This report shows that even though this network is by far the safest, more than 200 people lost their lives on it during 2017 alone. There remains significant room for improvement and Highways England’s systematic approach towards a goal of preventing all death and injury by 2040 is showing what needs to be done. But plans need to be put into action as quickly as possible. ROAD SAFETY FOUNDATION LORD WHITTY OF CAMBERWELL Chairman, Road Safety Foundation This report shows that years of work in Scotland during this decade have delivered results. Scotland has set formal casualty reduction targets - and more importantly established the detailed multi-agency partnerships working to deliver them. Coming from behind, Scotland’s main road network is now safer than England’s and is also significantly safer than that of Wales. Scotland’s devolved government, like that in Wales, manages a more extensive major route network of motorways and trunk roads from central government. The government in England too has now defined a new major road network to complement the sparse network run by Highways England: this major road network, run by local authorities, will be part funded from the same pot. The newly defined major road network offers a significant opportunity as the findings of this report are disturbing. The major road network is over four times riskier to travel on than Highways England’s network. It carries one third of the travel that takes place on the strategic road network and, despite being only slightly longer, more people lost their lives on it in 2017. I am grateful to Ageas for their continuing support that makes this important annual report possible. This year’s report identifies two clear actions the government can take immediately which will both reduce road trauma significantly and deliver high economic returns. The first action is to set disciplined safety goals for the new major road network which complement those already in place for the strategic road network. By 2030, England’s major road network must be made safe. The second action is to release the next tranche of funding from the successful Safer Road Fund to address the 75 persistently higher risk roads identified in this report. ANDY WATSON Chief Executive, Ageas (UK) Limited We’re proud that our continuous support for the Road Safety Foundation has allowed the impact of their work to accumulate. Today, authorities across Britain are making changes to their road networks as a direct consequence of the charity’s analysis and work. Highways England has inspected their entire network to measure its in-built safety and develop major investment plans. Some 30 local authorities are implementing improvements to the 50 highest risk ‘A’ roads identified by this annual report. This annual report is continuously improving too. Last year, the analysis was based on a completely new digital database. This year, for the first time, the analysis compares the performance of main road networks which are the responsibility of different authorities. Some exploratory analysis has been prepared for consultation with professionals which looks deeper into urban main road crashes. Overall, this detailed analysis covers the roads which carry 60% of all Britain’s road deaths. The report makes two very clear recommendations and Ageas fully supports both. Firstly, the safety of the newly defined major road network in England requires urgent improvement. It cannot be right that it is more than four times riskier for our customers to travel on this network of national importance than on our busiest motorways and trunk roads. The safety of this major road network needs to be managed with the same professionalism. Secondly, the 75 road sections which this report finds are persistently higher risk need immediate attention. Human trauma and suffering aside, this report reveals the estimated societal cost of reported serious crashes alone on these road sections exceeded £1bn in the last three year survey period. The government’s innovative and successful Safer Road Fund has shown how quickly effective action can be taken. Ageas believes it should release the next tranche of funding to tackle these persistently higher risk roads without delay. 1 2 HOW SAFE ARE BRITAIN’S MAIN ROAD NETWORKS 1,793 people were killed on Britain’s roads in 2017, a figure which has changed little since 2011 despite on-going improvements in the safety of vehicles on the road. Last year’s report called for action to ‘get back on track’ to meet international road safety targets and break the stagnating number of road deaths in Great Britain. One of the key opportunities now recognised globally1 is targeted action on infrastructure safety addressing the roads on which road trauma is concentrated. The report suggested that if Britain were to get back on track towards zero road deaths by 2050, it must return to actions which result in halving road deaths every decade. This will require applying specific safety management skills with dedicated budgets such as the Safer Roads Fund rather than relying on safety being delivered as a by-product of other programmes. The UK’s initiative in establishing the innovative Safer Roads Fund was presented by the government at a Ministerial conference of 33 European nations in 2017. It is now cited as an example of international best practice. The Safer Roads Fund demonstrated that a £100 million investment could prevent an estimated 1,450 fatal and serious injuries over its economic life with a benefit-cost ratio at least as high as any other in the transport budget. This year’s report provides a fresh look at the safety performance of the individual road networks managed by different authorities which together make up Britain’s main road network. In total, 60% of all deaths are concentrated on the 12.5% of road length surveyed in this report. There are key opportunities revealed particularly in: ÎÎ Tackling Britain’s persistently high risk ‘A’ roads through a next tranche of funding from the Safer Roads Fund (see Societal Cost and Priorities for Investment section) ÎÎ Introducing formal safety performance management to the new Major Road Network so it complements the systematic discipline already being applied to the Strategic Road Network (see recommendations at the end of this section) in line with WHO recommendations. 1 www.who.int/violence_injury_prevention/road_traffic/12GlobalRoadSafetyTargets.pdf 3 4 BRITAIN’S ROAD NETWORKS In each country of Great Britain, there are strategic roads (comprising most motorways and some ‘A’ roads (sometimes known as trunk roads)) which are overseen by national governments and important ‘A’ roads (and just 40 miles of motorway) managed by local authorities. While the strategic road flows in Scotland and Wales are slightly lower proportionally (reflecting population density), the function of these roads remains to link people and places and so they have similarities to the aims of the SRN and MRN in England. TABLE 2: ANNUAL TRAFFIC (BILLION VEHICLE-KILOMETRES) ON DIFFERENT NETWORK TYPES IN EACH COUNTRY OF GREAT BRITAIN (2015-2017) England In England, the Strategic Road Network (SRN) is managed by Highways England. Motorways and strategic ‘A’ roads in Scotland and Wales are managed by Transport Scotland and the Welsh Government respectively. The network of strategic roads in Scotland and Wales is much more extensive than that in England, with many major local ‘A’ roads being included in these networks in the 1990s following local government reform. Meanwhile, in England, there has been de-trunking (changing from strategic to local oversight) so that a number of single carriageway roads have been passed to local government. The SRN accounts for 21% of the motorway and ‘A’ road network in England and 56% of the traffic, whereas Scottish motorways and strategic ‘A’ roads account for 31% of the length and 64% of traffic and Welsh strategic roads account for 39% of the length and 60% of the traffic. The government has committed to create and invest in a Major Roads Network (MRN) to support the SRN. Local authority ‘A’ roads and motorways3 MRN 64 (19%) SRN 193 (56%) SRN+MRN 257 (75%) 85 (25%) Local authority ‘A’ roads and motorways2 2 MRN 7,253km (22%) SRN 6,881km (21%) SRN+MRN 14,404km (43%) 19,029km (57%) Excluding proposed MRN in England 13 (60%) 13 (36%) 9 (40%) Table 3 shows the percentage change in crash risk between 2012-14 and 2015-17 by country and network. This shows there has been little change in crash risk in England, though if considered separately from the SRN, the MRN has shown a 2% reduction in risk. TABLE 3: PERCENTAGE CHANGE IN CRASH RISK (FATAL AND SERIOUS CRASHES PER BILLION VEHICLE KILOMETRES TRAVELLED) FROM 2012-14 TO 2015-17 England Strategic motorways and ‘A’ roads Local authority ‘A’ roads and motorways4 MRN -2% SRN +3% SRN+MRN -1% +1% TABLE 1: ROAD LENGTH (KM) ON DIFFERENT NETWORK TYPES IN EACH COUNTRY OF GREAT BRITAIN Strategic motorways and ‘A’ roads 23 (64%) PERFORMANCE ON BRITISH NETWORKS When combined, the SRN and MRN in England carries a similar proportion of the fatal and serious crashes as strategic roads in Scotland and Wales, and together they have a similar crash risk per billion vehicle kilometres as strategic roads in Scotland and Wales. In this report it makes sense to combine results on the SRN and MRN in England to provide a useful comparison with Scottish and Welsh motorways and strategic ‘A’ roads. The devolved government structures in Scotland and Wales mean these government effectively act as both a strategic and major road authority. England Wales In Wales risk has gone up on strategic roads by 4% and reduced by 3% on local authority roads. In Scotland, risk has reduced by 6% and 7% on the strategic and local roads respectively. This will contain the most important local ‘A’ roads and continue to be managed by local authorities. ROAD SAFETY FOUNDATION Strategic motorways and ‘A’ roads Scotland Scotland Wales 3,323km (31%) 1,695km (39%) 7,235km (69%) 2,653 (61%) 3 Excluding proposed MRN in England 4 Excluding proposed MRN in England Scotland Wales -6% +4% -7% -3% 5 6 There is some evidence to support the view that countries achieve better casualty reduction when they adopt a formal casualty reduction target to mobilise and coordinate action. The significant improvement in Scotland may reflect the national casualty reduction targets adopted by the Scottish Government which has resulted in a partnership of all stakeholder authorities, agencies and NGOs adopting the same targets and putting in place supporting road safety strategies and action plans. In 2017, Scotland’s performance on its main roads helped its national fatality rate per million population to fall to 27 and so, for the first time, below that of England (28). The per capita rate for Wales was 33. Figure 1 shows the risk distributions for the English SRN and MRN combined, Scottish strategic roads and Welsh strategic roads. FIGURE 1: RISK RATE DISTRIBUTION FOR ENGLISH SRN AND MRN COMBINED (TOP), SCOTTISH STRATEGIC ROADS (MIDDLE) AND WELSH STRATEGIC ROADS (BOTTOM)7 3,000 2,500 Length (km) 2,000 TABLE 4: ANNUAL AVERAGE NUMBER OF FATAL AND SERIOUS CRASHES ON DIFFERENT NETWORK TYPES IN EACH COUNTRY OF GREAT BRITAIN (2015-2017) Strategic motorways and ‘A’ roads Local authority ‘A’ roads and motorways5 Scotland MRN 2,230 (25%) SRN 1,603 (18%) SRN+MRN 3,833 (43%) 1,000 Wales 500 297 (36%) 236 (43%) 529 (64%) 315 (57%) 0 0 5 5 -1 10 0 -2 20 0 -3 30 0 -4 40 0 -5 50 0 -6 60 0 -7 70 0 -8 80 0 90 90 10 100 0 11 110 0 12 120 0 13 130 0 15 150 0 17 170 0 -1 19 90 0 -2 10 >2 10 England 1,500 Risk band category (Fatal and serious crashes per billion vehicle-kilometres) 5,102 (57%) 700 600 TABLE 5: FATAL AND SERIOUS CRASHES PER BILLION VEHICLE KILOMETRES ON DIFFERENT NETWORK TYPES IN EACH COUNTRY OF GREAT BRITAIN (2015-2017) Local authority ‘A’ roads and motorways6 MRN 35 SRN 8 SRN+MRN 15 60 13 Wales 18 400 300 200 100 41 26 0 0 5 5 -1 10 0 -2 20 0 -3 30 0 -4 40 0 -5 50 0 -6 60 0 -7 70 0 -8 80 0 90 90 10 100 0 11 110 0 12 120 0 13 130 0 15 150 0 17 170 0 -1 19 90 0 -2 10 >2 10 ROAD SAFETY FOUNDATION Strategic motorways and ‘A’ roads Scotland Length (km) England 500 Risk band category (Fatal and serious crashes per billion vehicle-kilometres) On the SRN, ‘A’ roads alone are half the risk of roads on the MRN. Only 10% of travel on the MRN is on low risk sections, and 18% of travel is on medium or higher risk sections (compared to just 1% of travel on strategic roads). These roads should therefore be tackled as a priority to ensure that they are as safe as should be expected of major roads. 350 300 250 Length (km) In England, crash risk is lowest on the SRN. However, it is more than four times as high on the MRN and is nearly twice as high again on local authority non-MRN roads. 200 150 100 50 0 5 5 -1 10 0 -2 20 0 -3 30 0 -4 40 0 -5 50 0 -6 60 0 -7 70 0 -8 80 0 90 90 10 100 0 11 110 0 12 120 0 13 130 0 15 150 0 17 170 0 -1 19 90 0 -2 10 >2 10 0 Risk band category (Fatal and serious crashes per billion vehicle-kilometres 2014-2016) 5 Excluding proposed MRN in England 6 Excluding proposed MRN in England 7 Risk bandings: Black = high risk, red = medium-high risk, orange = medium-risk, yellow = low-medium risk and green = low-risk 7 8 OPPORTUNITIES ON BRITISH NETWORKS The international and European aspiration8 is that, by 2050, we should achieve close to zero road deaths meaning road travel would be as safe as air and rail. Both Highways England and TfL have committed to as close as possible to zero harm on their networks by 2040 while other authorities have committed to vision zero but have not put a timescale against this commitment. TABLE 6: SHORT-TERM TARGETS AND LONG-TERM VISIONS BY NETWORK Network Fatility reduction target Long term vision English SRN 40% reduction in KSIs against the 2005-09 average baseline by 2020. Close as possible to zero harm by 2040 English MRN None None English non-MRN local roads excluding TLRN A few local authorities have adopted a casualty reduction target A few local authorities have started to move towards Safe Systems/Vision Zero Transport for London (TLRN) 65% fewer killed or seriously injured than 2005-09 baseline by 2022 By 2041 all fatal and serious injuries will be eliminated Scottish strategic 40% reduction from 2010 baseline by 2020 Scottish local Typically, local authorities have adopted the national casualty reduction target of 40% reduction from 2010 baseline by 2020 A steady reduction in the numbers of those killed and those seriously injured, with the ultimate vision of a future where no-one is killed on Scotland’s roads, and the injury rate is much reduced (timescale not specified) Welsh strategic 40% reduction from 2004-08 baseline (844 KSIs) by 2020 Reaffirmed commitment to vision zero (timescale not specified) Welsh local There are national casualty reduction targets (the same as those for strategic roads) that have been adopted by the Welsh Local Government Association; the extent to which these are adopted at the local level is unknown Reaffirmed commitment to vision zero (timescale not specified) Only one of these road authorities has a specific commitment relating to the measurable safety performance of its road infrastructure (i.e. a performance indicator that relates to infrastructure safety). Highways England has committed that, by 2020, 90% of travel will be on 3-star roads or above Highways England has undertaken an iRAP survey and will repeat the exercise in 2020, allowing the organisation to understand where high return road infrastructure investment may reduce casualties, and what level of investment would be required to achieve desired levels of casualty reduction. 8 https://ec.europa.eu/transport/road_safety/what-we-do_en 9 10 It would seem reasonable to focus attention on reducing fatalities to zero on strategic and major roads (including major roads in cities) by 2040, with similar endeavours to achieve zero fatalities on local roads by 2050. Table 7 provides a very basic indication of how fatal crash numbers might need to change over the coming decades to reach these long-term ambitions. TABLE 7: HALVING FATAL CRASHES EVERY DECADE FROM 2017 BY NETWORK Fatal crashes in 2017 Fatal crashes by 2020 Fatal crashes by 2030 Fatal crashes by 2040 Fatal crashes by 2050 English SRN 207 168 84 42 21 English MRN 212 172 86 43 22 English non-MRN local roads excluding TLRN 394 320 160 80 40 Transport for London TLRN 45 9 37 18 9 5 Scottish strategic 39 32 16 8 4 Scottish local 66 54 27 13 7 Welsh strategic 30 24 12 6 3 Welsh local 34 28 14 7 3 Network Achieving the necessary crash/casualty reduction will require re-invigoration of approach. FOR STRATEGIC ROADS IN ENGLAND, SCOTLAND AND WALES THIS WILL MEAN: 1. Setting ambitious targets for the next decade to 2030 (with interim targets for 2025) 2. Measuring the baseline safety performance of road infrastructure at 2020, and setting infrastructure performance indicators that will drive performance to 2025 and 2030 3. Adopting proactive survey methodologies already used by Highways England in line with WHO performance reporting recommendations that can also help support evaluation of where the greatest casualty reduction opportunities lie across these networks and the levels of investment necessary to achieve goals FOR THE MAJOR ROAD NETWORK IN ENGLAND THIS WILL MEAN: 1. Setting ambitious targets for 2030 (with interim targets for 2025) to complement those of the SRN ROAD SAFETY FOUNDATION 2. Measuring the baseline safety performance of MRN road infrastructure at 2020 to complement the SRN inspections as being piloted by leading local authorities and setting infrastructure performance indicators that will drive performance to 2025 and 2030 3. Adopting iRAP proactive survey methodologies to complement the SRN that will indicate where the greatest casualty reduction opportunities lie across the MRN and levels of investment necessary to achieve goals 4. Ensuring that funding criteria for the MRN enable major projects which raise the safety performance of whole routes (‘Safer Road Investment Plans’) 5. Ensuring adequate human resource and training is available to analyse safety performance, and plan and implement safety remedial measures 9 12 of these were also on the MRN FOR MAJOR URBAN NETWORKS (E.G. THOSE MANAGED BY TRANSPORT FOR LONDON, TRANSPORT FOR GREATER MANCHESTER ETC.) THIS WILL MEAN: 1. Setting ambitious targets for 2030 (possibly 2025 as an interim), for some authorities building on the foundations of 2020 casualty reduction targets 2. Determining a methodology for representing risk across a city road network and benchmarking performance through the establishment of an urban risk benchmarking group 3. Ensuring adequate human resource and training is available to analyse safety performance, and plan and implement safety remedial measures 4. Considering application of proactive risk management approaches (e.g. iRAP urban), allowing performance indicators to be set to 2025 and 2030 and allowing scoping of investment packages FOR OTHER LOCAL ‘A’ ROADS THIS WILL MEAN: 1. Baselining and setting ambitious casualty reduction targets for 2030 at a local level 2. Setting infrastructure performance indicators for higher flow roads that will drive performance 3. Focusing on treating priority roads – those that are persistently higher risk or have unacceptable levels of risk in the first instance 4. Adopting iRAP proactive survey methodologies on higher flow roads and priority roads that will indicate where the greatest casualty reduction opportunities lie across these networks and levels of investment necessary to achieve targets 5. Ensuring necessary funding, human resource and training is available to analyse network performance and plan and implement safety remedial schemes 11 12 KEY FINDINGS ALL BRITISH ROADS10 BRITISH EURORAP NETWORK 1,793 people were killed on Britain’s roads in 2017, a figure which has changed little since 2011 despite on-going improvements in the safety of vehicles on the road. The British EuroRAP network has been expanded substantially this year and now consists of all motorways and ‘A’ roads except for some of the more minor ‘A’ roads within Greater London12. It accounts for around 12.5% of the total road network, upon which 60% of fatalities occurred between 2015-17. In 2017: ÎÎ The societal cost11 of road traffic crashes was £35 billion The number of fatal and serious crashes on the network has increased by more than 4% between 2012-14 and 2015-17, and the number of fatal crashes alone by 5%. In the same period fatal and serious crash risk per billion vehicle kilometres travelled has reduced by just over 1%. Between 2015 and 2017, the societal cost of all reported injury crashes13 on the EuroRAP network alone was £16.4 billion; comprising £1.4 billion on motorways, £2.5 billion on strategic ‘A’ roads, and £12.5 billion on local ‘A’ roads. These figures should be considered very conservative since the costs of damage only crashes are not included, and there has been no correction for under reporting. ÎÎ An average of 73 people were killed or seriously injured on Britain’s roads every day ÎÎ Motorcycle fatalities increased by 9% from 319 in 2016 to 349 ÎÎ 60% of fatal casualties occurred on rural roads FIGURE 2: RISK RATE DISTRIBUTION (EURORAP NETWORK)14 ÎÎ 5.5% of fatal casualties occurred on motorways 7,000 6,000 Length (km) 5,000 4,000 3,000 2,000 1,000 Defined as roads which are not on the Strategic Road Network, proposed Major Road Network or the Transport for London Road Network and which also have three or more digits in their ‘A’ number 12 Based on 2016 DfT values of prevention of fatal, serious and slight crashes; the figure excludes damage only crashes and any correction for under-reporting of injury crashes 13 From ‘Reported Road Casualties Great Britain: 2016 Annual Report’. Available at: www.gov.uk/government/statistics/reportedroad-casualties-great-britain-annual-report-2016 10 11 ‘Societal costs’ are the value of prevention of crashes as calculated and reported by the DfT 14 Risk bandings: Black = high risk, red = medium-high risk, orange = medium-risk, yellow = low-medium risk and green = low-risk 10 10 >2 -2 0 -1 90 19 70 -1 15 0 Risk band category (Fatal and serious crashes per billion vehicle-kilometres 2015-2017) 17 0 -1 50 0 -1 30 13 0 20 12 -1 -1 10 0 11 0 00 -1 90 10 -9 0 0 80 -7 0 0 -8 70 60 0 -5 0 -6 50 40 0 -4 30 0 -3 20 0 -2 10 -1 5 0 -5 0 13 14 Road users are almost 40 times as likely to be involved in a fatal or serious crash on our high risk roads than on our low risk roads. FIGURE 3: PERCENTAGE OF TRAVEL ON SECTIONS WITH HIGH-LOW RISK BANDINGS BY ROAD TYPE Single carriageway [A Road] 54% 4% Mixed dual / single carriageway [A Road] 10% 30% 64% Dual carriageway [A Road] 19% 57% 5% 3% 40% Motorway 3% 99% 0% 10% Low risk ROAD SAFETY FOUNDATION 10% 20% 30% 40% Low-medium risk 50% 60% 70% Medium risk 80% Medium-high risk 90% 100% High risk On average, ‘A’ roads have more than seven times the risk of motorways. Single carriageway ‘A’ roads have ten times the risk of motorways and three and a half times the risk of dual carriageway ‘A’ roads. 4% of vehicle travel is on unacceptably higher risk roads15, 12% on medium, 33% on low-medium and 51% on low risk roads. 11% of the network length is unacceptably higher risk, 25% is medium risk, 46% is low-medium risk and 18% is low risk. 99% of motorway travel, but only 4% of travel on single carriageway ‘A’ roads, was on roads rated as low risk. 15 Unacceptably higher risk roads are high or medium-high risk and have an average crash risk of more than 20 times that of low risk roads 15 16 PERFORMANCE TRACKING RESULTS EXPLORATORY URBAN VERSUS RURAL ANALYSIS Just 0.6% of road sections on the British EuroRAP network have shown a significant reduction in the number of fatal and serious crashes between 2012-14 and 2015-17. This year additional urban roads have been included in the EuroRAP network. This is an important step towards benchmarking performance by city, and key to understanding the risk faced by vulnerable road users. However, allocating crashes to an urban network is rather more difficult than in a rural network due to the complexity of roads, and it is difficult to capture the true exposure in an urban environment (to do so vehicular flows would need to be combined with pedestrian and cyclist flows which are not readily available on a consistent basis nationwide). So, the analysis presented in this report must be considered a first step towards consultation rather than a fair representation. The number of fatal and serious crashes on the 8 most improved roads in our list this year fell by 71%, equating to an annual value of prevention of fatal and serious crashes of £14 million and a projected 20-year Net Present Value of £104 million. There are 75 persistently higher risk road sections that are not yet being addressed through the Safer Roads Fund, including seven of those listed in the top 10 persistently higher risk rural roads table. COMPARING NETWORK PERFORMANCE ROAD SAFETY FOUNDATION Between 2012-14 and 2015-17, risk (fatal and serious crashes per billion vehicle kilometres) reduced on the British EuroRAP network by 1.3%. In Scotland risk reduced by 7% while risk in England and Wales only reduced by 0.8%. Rural ‘A’ road risk is similar in England, Scotland and Wales, all around 30 fatal and serious crashes per billion vehicle kilometres. Urban road risk appears to be higher in England (54 fatal and serious crashes per billion vehicle kilometres), than in Scotland (37) and Wales (32). Rural Overall crash risk is highest in England and lowest in Scotland. Motorways in England, Scotland and Wales perform similarly well, with low crash risk. Dual carriageway ‘A’ roads in England have the highest crash risk (16 fatal and serious crashes per billion vehicle kilometres) when compared to crash risk in Scotland (10) and Wales (9). Single carriageway roads in England also have the highest crash risk (54) when compared with Wales (49) and Scotland (42). The total number of fatal crashes on local authority rural ‘A’ roads between 2015-17 was 1,322. STRATEGIC ROADS The largest single cause of death on rural roads on the EuroRAP network was head-on crashes. Crash risk on strategic roads (managed by Highways England, Transport Scotland and Welsh Government) have much lower risk (9 fatal and serious crashes per billion vehicle kilometres) than those managed by local authorities (48). Strategic ‘A’ roads are higher risk in Wales (24), than in Scotland (21) and England (14). The lower risk rate in England reflects a rather different network composition as described in the earlier section. Between 2012-14 and 2015-17 the number of fatal and serious crashes increased by 8.5% on strategic roads16; fatal crashes decreased by less than 0.5% to 860. 99% of motorway travel, but only 2% of travel on strategic single carriageway ‘A’ roads, is on roads rated as low risk sections. 5% of travel on strategic single carriageway ‘A’ roads is on unacceptably higher risk sections17. 16 Some of this increase may be attributable to changes in recording in the new CRASH system. 17 High or medium-high risk roads 5% of travel on local authority rural ‘A’ roads is on high risk or medium-high risk sections and as such has an unacceptably higher level of risk. With the exception of three routes, all local rural dual carriageway ‘A’ road travel is on low or low-medium risk roads. Urban The total number of fatal crashes on the local authority urban EuroRAP network was 799, of which 16% were in London. 15% of travel on local authority urban ‘A’ roads is on high risk or medium-high risk sections and as such has an unacceptably higher level of risk. The largest single cause of death on urban roads on the EuroRAP network was crashes involving Vulnerable Road Users (VRUs). 17 18 PERFORMANCE IN ENGLAND SOCIETAL COSTS AND PRIORITY SECTIONS FOR INVESTMENT Regional Comparisons There are still 831 kilometres of persistently higher risk local roads in Great Britain... There is significant regional variation in crash risk reduction between 2012-14 and 2015-17. Risk has reduced most in the North West between the two data periods, by 9%. Risk in the West Midlands has risen the most between the two data periods, by 10%. The risk of a fatal or serious crash is highest in the South East and in Yorkshire & the Humber (27 fatal and serious crashes per billion vehicle kilometres) and lowest in the East of England (22). ...(excluding those roads being tackled by the Safer Roads Fund), the cost of reported injury crashes on these roads was £1,008 million between 2015 and 2017. We estimate that the investment necessary to implement remedial treatment programmes on this current tranche of persistently higher risk roads is around £117 million and should prevent around 3,450 fatal and serious injuries over 20 years18. The potential investment would be £109m in England preventing around 3,350 fatal and serious injuries over 20 years, £6m in Scotland preventing around 90 fatal and serious injuries over 20 years and £1m preventing around 10-15 fatal and serious injuries over 20 years in Wales. Performance by Network Crash risk is calculated by dividing the number of fatal and serious crashes by the traffic volume, measured in billion vehicle-kilometres, to express the number of crashes per billion vehicle-kilometres driven. Crash risk is lowest on the SRN, is more than four times as high on the MRN and is nearly twice as high again on local authority non-MRN roads. On the SRN, ‘A’ roads alone are less than half the risk of roads on the MRN. TABLE 8: OVERVIEW OF PERFORMANCE ON THE EURORAP NETWORK BY SRN, PROPOSED MRN AND LOCAL AUTHORITY NON-MRN ROADS (2015-17) ROAD SAFETY FOUNDATION Strategic Road Network (SRN) Length (kms) Annual traffic (billion vehicle kilometres) Fatal and serious crashes Crash risk per billion vehicle kilometres travelled Proposed Major Road Network (MRN) Local roads (non-MRN) 6,881 21% 7,523 22% 19,092 57% 193 56% 64 19% 85 25% 1,603 18% 2,230 25% 5,102 57% 8 35 60 The proposed MRN carries 19% of the traffic on the English EuroRAP network yet has 25% of the fatal and serious crashes. 18% of travel on the MRN is on medium or higher risk sections. There are 4,418 kilometres of unacceptably higher risk local roads on the EuroRAP network. Assuming two-thirds of these sections would make good candidates for investment, we estimate that the cost of treating these roads would be £83 million per year over a 5-year period, which should prevent around 6,850 fatal and serious injuries over a 20-year period19. Based on an assumption of a similar investment per km and percentage reduction in fatal and serious injuries to the first tranche of the Safer Roads Fund, taking into account background trend 19 Based on an assumption of a similar investment per km and percentage reduction in fatal and serious injuries to the first tranche of the Safer Roads Fund, taking into account background trend 18 19 20 PERFORMANCE TRACKING ANALYSIS In addition to the motorways and rural ‘A’ roads we have included in our analysis in previous years, this year, for the first time, we have included numerous urban ‘A’ roads in our analysis. We have now included all ‘A’ roads in Britain, except for some of the more minor ‘A’ roads within Greater London20. These urban roads have been included in the Most Improved Roads list where they meet criteria but excluded from the top ten persistently higher risk roads list because their inclusion is exploratory at this stage and we are conscious of some data limitations that are discussed in the exploratory urban versus rural analysis. MOST IMPROVED ROADS Improved roads are those where there has been a statistically significant reduction in the number of fatal and serious crashes over time measured using a Poisson test that considers background trend. Around 0.6% of road sections on the EuroRAP network have shown a significant reduction in the number fatal and serious crashes. ROAD SAFETY FOUNDATION The top 8 ‘most improved roads’ are shown in Table 9. In the earlier data period (2012-14) the 8 roads listed together had a risk more than three times that of the later data period (2015-17). Between 2012-14 and 2015-17, the number of fatal and serious crashes on the roads listed in Table 9 fell by 71% from 161 to 47. The annual value of the reported injury crashes prevented (effectively the societal benefit) was £14 million in 2016 values, or £86,000 per kilometre road length, with a Net Present Value worth £104 million over 20 years. Note that this calculation does not include any benefits from preventing damage only crashes or make any correction for under-reporting of injury crashes. This year’s most improved road stretch is part of the A11 between the A14 near Newmarket and the A134 north of Thetford and is managed by Highways England. The road was part converted to dual carriageway in 2015/16 and a bypass was created around the village of Elveden. Fatal and serious crashes fell from 31 in the first data period (2012-14) to 9 in the second data period (2015-17). 20 Defined as roads which are not on the Strategic Road Network, proposed Major Road Network or the Transport for London Road Network and which also have three or more digits in their ‘A’ number 21 22 A11 M5 ROAD SAFETY FOUNDATION A161 A626 Between the A14 near Newmarket and the A134 north of Thetford Between junctions 16 and 23 Between the A18 and the M62 Between the M60 and Dodley Lane Highways England Highways England 28 59 Dual Motorway 31 32 30 5 9 12 8 2 71% 63% 57% East Riding of Yorkshire 23 Single 11 147 1 13 91% 43% North Lincolnshire Stockport 4 Single 11 108 1 10 Between the M11 and the A120 40% Cambridgeshire 35 Single 21 38 6 10 The north-west end of the A161 was re-routed, by-passing an industrial area on a short dual carriageway section, joining the M62 directly 98% rather than going through the industrial area. Engagement with motorcyclist groups concerning a surprisingly sharp bend at one end. 71% Removed the slip lane at Frog End to turn left into Cambridge Road. Shared use 2.5m-3.0m 98% wide cycle lane / footway introduced between Melbourn and Harston. Speed limit reductions. A397 Between the A3 and the A27 Portsmouth A4174 Between the A4 and Bedminster Road A666 Between Town’s Moor and Queen’s Road, Blackburn with Whitehall, Darwen including the junction with the M65 Bristol, City of 1 7 8 Mixed Mixed Single 10 16 29 296 103 182 1 4 13 31 25 82 Measures implemented include Confidence level % decrease in F&S crashes over time EuroRAP risk rating (15-17) Fatal and serious crashes (15-17) EuroRAP risk rating (12-14) Fatal and serious crashes (12-14) Road type Road length (km) Highway Authority/ ies (100% unless stated) Location description Road no. Measures implemented include Smart motorway between J15 and J17 was opened in January 2014. In addition, at various locations the steel central reserve barrier has 99% been changed to concrete, there have been drainage improvements between junctions 17 and 18, and improvements have been made to the junction 18 slip roads. 91% Ranked by the level of confidence in the reduction in the number of fatal and serious (F&S) crashes between the two data periods, measured using a Poisson test and taking account of background trend; EuroRAP Risk Rating based on the number of fatal and serious crashes per billion vehicle kilometres travelled: black (high risk), red (medium-high risk), orange (medium-risk), yellow (lowmedium risk), green (low-risk); measures implemented based on road authority responses to pre-publication consultation. 21 The Fiveways to Thetford Major Projects scheme was finished in 2015/16 which 99% included conversion of part of the road to dual carriageway and completion of a by-pass around Elveden. Improved junctions; road widening to create footways / 98% cycleways; improved crossing facilities for cyclists and pedestrians. 60% Hertfordshire A10 Confidence level % decrease in F&S crashes over time EuroRAP risk rating (15-17) Fatal and serious crashes (15-17) EuroRAP risk rating (12-14) Fatal and serious crashes (12-14) Road type Road length (km) Highway Authority/ ies (100% unless stated) Location description Road no. TABLE 9: BRITAIN’S MOST IMPROVED ROADS (2012-14 TO 2015-17)21 90% The Northern Road Bridge had a major reconstruction in 2013. It gained a southbound bus lane and widened footways to incorporate shared cycle use. Three puffin crossings were 98% upgraded to toucan facilities with associated shared paths in 2015. Western Rd A27 (including the Portsbridge Roundabout had a speed limit reduction from the national limit to 50mph in late 2016. 75% A red light camera at the junction with Creswick Road was switched on in 2015. A red light camera at the Novers Lane 97% junction was upgraded to cover the two lane approach. Junctions were amended, and cycle and pedestrian facilities and bus lanes were added in 2017. 55% A bus lane has been introduced, a number of improvements have been made to pedestrian 96% crossings, a new road and roundabout and revised access to a number of sites in Ewood have been introduced. 23 24 PERSISTENTLY HIGHER RISK RURAL ROADS Each year, the Road Safety Foundation identifies ‘persistently higher risk’ roads. Roads that are persistently higher risk are a cause for significant concern. These roads had an average of at least one fatal or serious crash per mile along their length in the threeyear survey period, and so meet the density requirement and were rated high (black) or medium-high (red) risk in both data periods (2012-14 and 2015-17). The roads identified in Table 10 had an average AADT of just over 7,500 vehicles, ranging from around 4,700 AADT to around 12,100 AADT. Three of the top ten persistently higher risk roads identified are being treated through the Department for Transport’s (DfT’s) Safer Roads Fund. In total there are 75 persistently higher risk roads that are not being addressed by the Safer Roads Fund, with a total road length of 831 kilometres ROAD SAFETY FOUNDATION A total of 4,400 fatal and serious crashes occurred on these roads between 2012 and 2017, and the associated societal cost of reported injury crashes between 2015 and 2017 was £1,008 million22. This year, more than half of the crashes on two of the top 10 roads involved motorcyclists. The road at the top of this year’s list is the A5004 in Derbyshire. This 12km section of road had the same number of fatal and serious crashes in 2015-2017 as it did in 20122014, despite a slight reduction in traffic, continuing to have an average of almost three fatal and serious crashes each year. All but one of these in the last three-year period involved a motorcyclist, and more than a third were head-on crashes. This road will be improved through the Safer Roads Fund in 2020/21. Derbyshire County Council will implement improvements to the roadside, junctions and the median along the route and subsequently expects to reduce the number of deaths and serious injuries on the route by 33 over the following 20 years. 22 Based on 2016 DfT values of prevention of fatal, serious and slight crashes; the figure excludes damage only crashes and any correction for under-reporting of injury crashes 25 26 TABLE 10: BRITAIN’S PERSISTENTLY HIGHEST RISK RURAL ROADS (2012-14 AND 2015-17)23 Being addressed through DfT’s Safer Roads Fund Highway Authority/ies (100% unless stated) Road length (km) Road type Fatal and serious crashes (12-14) EuroRAP risk rating (12-14) Fatal and serious crashes (15-17) EuroRAP risk rating (15-17) % of crashes with motorcyclist involvement (15-17) Pedestrians/cyclists Junctions Run-offs Head-ons Rear end shunts Other Between the A6 and the A53 Yes Derbyshire 12 Single 8 118 8 122 88% 0% 25% 25% 38% 0% 13% A3055 Between the A3054 near Freshwater and the A3054 in Ryde No Isle of Wight 49 Single 31 109 34 119 24% 32% 29% 24% 6% 0% 9% A645 Between the A638 and the A639 No Wakefield 9 Single 10 92 12 107 8% 58% 33% 0% 8% 0% 0% A909 Between the M90 and the A921 No Fife 14 Single 11 133 9 104 33% 33% 22% 11% 22% 11% 0% A57 Between the A628 and Sandy Gate No 76% Derbyshire 22% Sheffield 2% Tameside 37 Single 32 121 28 104 32% 18% 7% 32% 25% 0% 18% A683 Between the A65 and the A6 Yes Lancashire 24 Single 20 144 15 103 47% 7% 40% 33% 13% 7% 0% A290 Between the A299 and the A28 Yes Kent 9 Single 14 112 13 101 0% 62% 0% 23% 15% 0% 0% A272 Between the A30 and the A3 No Hampshire 31 Single 27 111 26 100 73% 8% 35% 15% 12% 0% 31% A3054 Between the A3055 near Freshwater and the A3055 in Ryde No Isle of Wight 29 Single 35 106 34 98 26% 59% 21% 12% 3% 0% 6% A361 Between the A377 and the A399 No Devon 23 Single 19 88 20 88 40% 30% 25% 25% 0% 0% 20% Location description A5004 Road no. ROAD SAFETY FOUNDATION % contribution by crash types (15-17) 23 Ranked by EuroRAP Risk Rating 2015-17; no significant reduction in the number of F&S crashes between data periods at the 95% confidence level; minimum of 6 F&S crashes in both data periods; minimum F&S crash density of 1 F&S/mile in both data periods; EuroRAP Risk Rating is either high risk (black) or above average of medium-high risk (red) roads in both data periods; EuroRAP Risk Rating based on the number of fatal and serious crashes per billion vehicle kilometres travelled: black (high risk), red (medium-high risk), orange (medium-risk), yellow (low-medium risk), green (low-risk); percentages may not sum due to rounding; some of the roads listed may have had measures implemented since the analysis period. 27 28 RISK RATING OF BRITAIN’S MOTORWAYS AND ‘A’ ROADS A96 6 A967 86 A9 Orkney Islands A965 A9 60 4 A96 A961 A8 3 6 9 This map shows the statistical risk of a fatal or serious injury crash occurring on Britain’s motorway and ‘A’ road network for 2015-2017. 60% of Britain’s road fatalities are on the British EuroRAP network, which covers 49,500km in total, representing around an eighth of Britain’s road network, and which carries more than three-quarters of the traffic. A88 2 Wick A99 A897 A857 A8 5 8 A 7 A9 8 d A8 3 6 83 e 5 A8 Thurso A8 3 6 A9 s A838 i A8 A83 6 6 A86 37 A8 A8 38 H A83 5 37 A8 e b Latheron A9 8 A859 A8 3 A837 Ullapool A949 32 A8 36 r 59 A8 A8 The risk is calculated by comparing the frequency of road crashes resulting in death and serious injury on every stretch of road with how much traffic each road is carrying. For example, the risk on a road carrying 10,000 vehicles a day with 20 crashes is ten times the risk on a road that has the same number of crashes but which carries 100,000 vehicles. A839 9 A83 6 r 94 A8 5 1 A952 75 A9 0 A92 A A937 A92 4 A9 A91 4 15 A92 7 5 A6112 2 08 Galashiels Jedburgh 98 Alnwick 8 A1 0 6 A1 95 76 A A 60 A6 Sunderland A693 A1(M) 2 6 Durham 89 Bishop Auckland 18 08 90 A6 91 A A6 Newcastle upon Tyne A19 7 A17 Penrith A6 2 69 A1 6 Tynemouth A Consett A689 A A6 6 M6 94 A1 A6 91 A5 Workington A59 4 A5 95 A5 A6 9 5 A6 8 96 A5 86 A6 A6 9 A6 8 Carlisle A69 Hexham A69 A69 A68 7 A A7 0 11 0 A71 A60 71 A689 A6 8 9 A711 A7 5 A7 A755 96 A74(M) 9 A718 5 A1 5 A7 A709 A7 A6 A1 Dumfries A A6 A746 A716 A7 47 12 3 71 A77 A7 1 4 A75 Stranraer A71 2 A7 A75 A77 Newton Stewart A197 Morpeth Langholm A6 8 14 2 A76 Cairnryan 1 02 A7 A7 A7 8 13 A7 Girvan 7 9 A6 A6 0 88 68 A7 A70 Hawick Coldstream 97 A6 8 A74(M) 98 A6 9 9 A 69 9 01 9 A6 8 69 A189 0 A6105 90 2 A6 A6 9 7 A72 A Peebles Berwickupon-Tweed A 5 10 A6 A70 1 94 60 A7 A7 A7 03 01 A7 0 3 A7 A9 A9 A9 A7 0 06 A 2 A7 9 A1 107 A1 71 A9 4 A8 A82 0 1 A7 A8 1 5 A8 7 A73 A73 6 A1 Haddington A6 A A 99 A1 1 93 A6 0 A6 A7 02 A78 20 A6 A7 5 A A9 7 5 A9 27 4 A81 A88 A7 8 A723 A819 A816 83 A81 A7 A1167 1 A7 2 A7 8 A19 A199 1 A 84 4 A8 11 A8 3 1 A92 A6 A7 2 3 A76 For more information on the statistical background to this research, visit the EuroRAP website at www.eurorap.org. 5 EDINBURGH 2 Cumnock For more information on the Road Safety Foundation go to www.roadsafetyfoundation.org. 1 A 68 A7 2 M74 A9 A9 8 3 A7 15 A9 A7 A72 1 A7 A7 1 04 1 Penicuik A7 A7 28 4 A 88 A8 46 A84 A9 2 A8 2 e H A981 A 94 31 A8 A8 1 A93 r i d e s A97 A8 9 6 90 A8 51 2 A865 b A9 t u O 8 A947 Stonehaven 09 ROAD SAFETY FOUNDATION A9 5 2 48 7 In addition to the motorways, rural ‘A’ roads and select urban ‘A’ roads included in previous years, we have expanded the urban network considerably. The EuroRAP network now includes all motorways and ‘A’ roads in Britain except for some of the more minor ‘A’ roads within Greater London24. All mapping relating to urban areas should be considered exploratory due to various data limitations discussed in the exploratory urban versus rural analysis section. St Andrews 1 A9 14 A9 Glenrothes A92 A9 A7 1 Carluke 12 A911 23 A9 Whitburn A70 A7 0 719 Aberdeen Dundee A913 A91 A9 M90 9 A8 M8 A89 Kilmarnock A Ayr 5 A872 A78 A841 7 A985 Cumbernauld A8 26 A7 A7 1 9 A7 3 5 M77 A71 Irvine A7 2 6 M90 A8 77 A9 A9 07 A90 M9 M73 M8 36 A7 A91 A9 A8 0 6 A84 A78 Campbeltown A803 GLASGOW 5 7 A72 A76 Arran 1 A89 1 A8 1 Largs The map excludes roads that are not statistically robust enough for analysis, shown in grey, and some more minor ‘A’ roads in larger city centres, shown in white. A930 2 A9 A91 3 Stirling M9 A8 6 Islay 09 A8 8 A9 A820 3 A811 A82 A7 4 A8 A8 7 A8 2 4 A81 A82 A8 3 Alexandria Gourock A 6 7 17 A8 A 8 1 4 A815 Jura 6 A8 A 82 1 Tarbet A 0 A9 Arbroath 2 A9 A916 2 A8 1 5 Lochgilphead 24 A8 A9 0 A8 5 Lochearnhead A 82 3 A8 A9 A A85 Crianlarich Perth A85 28 A923 3 49 Peterhead A9 5 0 Montrose 4 A93 A932 Forfar A93 A8 5 A8 4 A9 3 A9 Tyndrum A85 A984 22 A926 6 A92 3 A9 Oban A8 A9 49 A923 90 A 9 35 A90 4 27 A8 2 A8 Pitlochry A8 2 26 A8 Mull A8 A9 Ballachulish A8 90 50 A9 A 95 A92 e A 3 A9 A93 Fort William A9 n r 48 A8 I n A861 47 A9 6 A8 6 1 A9 6 4 A980 3 A9 Kingussie Some of the roads shown have had improvements made to them recently but, during the survey period, the risk of a fatal or serious injury crash on the black road sections was almost 40 times that of the safest (green) roads. 98 A920 A9 A86 9 Dalwhinnie A8 6 94 A97 2 A8 A920 41 6 A8 Invergarry A8 8 9 A830 44 A9 Aviemore A 93 A8 7 Huntly A944 A9 Invermoriston A8 7 Mallaig A9 9 87 A8 8 5 8 A93 A9 Kyle of Lochalsh A9 A920 A9 3 A8 A9 A 95 Inverness A86 2 A9 6 39 2 A9 8 1 A9 A9 63 8 A8 A83 A8 Skye A832 90 A8 Portree A8 Fraserburgh Elgin A96 A9 4 A87 A8 5 0 34 A8 A8 3 2 7 A832 A896 A9 A855 Uig A9 35 A940 32 A833 7 A86 A8 A8 A855 65 e A8 A Hartlepool 9 68 73 A1 72 A1 A 1 69 A19 A1 A1 6 5 17 6 A4 A16 A153 5 A140 A1 1 A A1 A12 A1 3 4 A134 1 7 13 31 A1 12 A1 4 A10 6 A1 06 5 3 A13 1 49 A251 A2 5 A25 8 A260 8 A2 A20 9 Dover Folkestone 5 9 A A2 2 7 8 22 7 6 6 A26 A275 A2 A28 A10 A217 A 27 3 A1 0 6 5 A10 A10 A1 1 A1 A1 A3 A2 4 A29 A2 4 A29 A28 5 A11 A1 A6 0 A1 0 A A412 0 A286 A286 A1 0 A416 A2 86 A325 A3 A3 2 A3 A52 A 16 A1 0 7 3 1 6 A61 21 05 A6 5 A509 A A329 A3 3 A3 A3 2 A1 0 3 A4 A41 A34 A 33 8 A34 A110 4 A46 A43 A4 3 A51 0 A4 A4 A508 22 A4 21 A44 A4 2 6 0 38 A3 38 A3057 A10 A164 A1077 A1133 7 A6 0 A4 6 A3 61 A1 6 4 A61 A61 4 1 61 A15 9 A161 6 A4 A46 A 508 26 A4 3 A6 4 4 A 61 4 12 A61 A6 A444 A36 1 A40 9 0 A3 4 6 1 A338 A33 8 A1 9 A60 53 A4 A4 A51 6 A4 A42 9 A 42 9 29 A4 A4 29 A436 1 A3 4 5 A3 4 A A62 1 32 A6 A6 A3 8 8 8 6 A4 A435 A3102 35 A1 9 4 A58 A6 36 A6 25 A61 A515 A515 A3 A4 4 A350 A350 3 14 A5 3 A4 6 A449 10 6 A4 A4 6 A36 7 A429 A38 A 9 A3 67 A3 59 A3 A426 A603 3 A 20 A5 A 52 0 3 9 A449 A449 A3 65 A4 A44 9 68 A A61 A5 6 A523 A53 6 A34 A53 1 A49 3 A5 11 2 A49 A40 3 A3 A3 9 7 A35 9 A3 A354 A35 A682 A5 9 A5 6 9 A5 7 A49 A49 A53 0 A5 0 A5 9 A4 9 A49 9 A466 A4 4 56 A3 A358 0 A3 A37 5 A530 3 A4 8 A4 8 A4 A3 73 A3 9 6 A A2 A2 Hastings A259 Regis Isle of Wight A3 79 80 3 A40 59 A396 8 A3 A20 Torquay Paignton 9 30 A37 1 A38 1 A380 A3 1 12 A3 8 83 83 A510 A5147 A5 7 06 A410 9 9 6 A3 8 A6 A683 0 A5 A483 A488 38 A4 A4 0 3 A48 A476 A3 9 A361 A38 A3 8 8 A361 A592 08 A49 A5 1 A4 8 3 A48 A4 A47 0 A48 5 9 A3 A6108 A 5 92 A5 A5 9 5 7 A607 86 50 A548 94 A470 A48 7 A4 8 87 A4 A4 8 6 A 47 8 A483 A5 43 A 496 A4 7 0 A4 A A4 99 A49 A478 9 A26 8 Ashford 28 Ramsgate A257 Canterbury A2 5 6 68 A 2 52 M20 A2 55 49 A2 8 A2 71 A2 Margate A299 A2 90 A3 Clactonon-Sea A2 A3 A1 2 0 Colchester A2070 30 0 3 A13 75 A 4 A4 0 14 Felixstowe Harwich A 4 A4 0 A1 2 A140 A13 A2 259 A144 88 A2 A262 A2 6 5 A1 4 5 A10 39 49 A1 A 14 0 A1 M2 1 A2 9 A27 A1 4 2 A1 12 Maidstone 4 A27 A229 2 A2 A2 6 Lewes 7 Sheerness Royal Tunbridge Wells A267 A27 A 1 0 75 017 A1 A2 7 2 A2 7 2 A25 A128 A264 A2 A 10 A109 4 2 Ipswich A1071 41 Rochester M20 A2 6 A Lowestoft Southend-on-Sea A228 Sevenoaks 1 A14 6 A130 A2 5 M26 A22 Brighton A1 1 A112 A127 A22 6 0 A2 A2 0 A Basildon Dartford A2 M25 A2 0 A22 A2 3 A27 34 A1 01 11 8 A233 A2 A129 2 A11 A1 4 A120 3 14 Great Yarmouth 3 A 14 Bury St Edmunds A11 A1064 3 Diss A1 0 6 6 A41 4 A1 3 Crawley A272 83 2 Portsmouth Bognor A 281 A 25 9 M23 A23 83 A27 M25 A4 7 A1 46 A 2 A127 A2 A264 A24 9 A4 1 4 M11 2 A25 4 A1 2 A109 A A1062 149 Norwich Chelmsford Harlow 13 A1 Dorking A217 A24 A2 A106 0 A414 7 A 47 Sudbury A1 6 1 Braintree A1 2 83 A51 A259 72 A2 A2 A27 A2 4 A2 5 10 A 1 20 LONDON Horsham A283 A3 A3 3 7 055 1 A2 8 A3(M) A3 A272 Bournemouth A3054 A3 413 A287 A27 M27 Fareham A331 2 6 A355 A336 13 A4 7 A 272 A3 Petersfield A3 Ringwood A3 1 Winchester M4 M4 1 A1 A1 4 A1307 06 A47 Thetford Newmarket Romford M25 A3 Woking Guildford 23 A406 A40 A3 A31 1 11 M11 M25 M1 34 A1 A 6 A414 A4 M25 M3 A287 1 Bracknell Farnham A339 M3 0 09 A3 6 A3 A3 2 0 4 A3 2 A 34 3 A30 A3 22 A4 A A120 A60 2 81 A10 14 4 07 0 A3 0 A3 9 Basingstoke A30 3 A3 0 A27 33 1 M4 A404 A1 Fakenham 8 2 42 07 5 A4 A4 43 A3 A3 A3 43 Newbury A 2 Andover A3 0 Reading A4 A34 A3 A3 4 A3 A34 A4 Maidenhead A 11 0 1 A5 A1(M) Watford A M40 A4155 M4 A4 04 A4 0 2 A4 0 1 A41 7 1 A4 A40 A 11 2 2 05 A5 A5 A112 Cambridge 3 05 A600 A42 1 High Wycombe A47 A14 A11 9 8 A507 9 A415 4 A42 8 A1 21 A603 23 A11 A1 Bedford Royston 2 7 Ely 42 A1 Neots 13 A4 15 A4 Oxford A1 4 1 Huntingdon 00 A6 A6 A413 A4 2 A5 A6 A5 0 9 A5 A428 7 A4 41 A1(M) A1 4 48 A1 A 14 King’s Lynn Peterborough 98 A11 A5 A423 M1 A1101 A4 A361 A6 A47 A6 0 5 A1 A4 Wisbech A47 Northampton St 45 A A42 8 A17 7 A427 116 A6 A6 9 19 A5 4 52 6 A5 A14 A 1 A1 A1 6 A1 A60 0 3 A47 A4 2 7 Kettering A1 A15 A1 A A4 Cromer A149 A17 A1 5 1 A15 Stamford 1 Skegness Boston A52 Spalding 12 A6 A5 5 A1 A1 06 A5199 A A1121 A52 8 A16 A1 A151 A606 6 4 A40 76 6 A15 A 607 16 60 A A1 A 06 0 A1 6 8 A1 A15 A638 A614 A5 0 5 A447 A4 A389 84 A156 A638 A60 A60 1 A61 44 A4 A39 77 10 A15 A1 5 38 A6 6 61 A6 1 78 65 A1 34 041 A1 A1 13 A6 A6 1 A52 2 A 15 A155 53 A17 A153 Melton Mowbray A40 7 A338 51 A3 A30 7 65 A 10 A1 6 2 A61 5 A4 50 A3 Poole 07 A1 Grantham A6 006 04 A43 3 A4 A422 A4 22 Southampton 1 A3 Sleaford A5 2 31 A15 7 A157 Milton Keynes Buckingham 61 M1 A5 05 A3 A5 Stevenage A4 8 A41 A Luton Bicester Aylesbury A41 095 A4 M40 418 St Albans A412 A4 0 6 A424 A 6 A4 10 Louth A15 8 Lincoln A1 7 28 A425 A631 Newark-on-Trent A6 A4304 Banbury 4 A3 6 0 0 A3 A57 Leicester Rugby 22 0 A3 4 5 6 A36 0 Grimsby A4 6 A 63 1 A150 A47 0 A42 42 Salisbury 1 Daventry A4 5 M40 A340 A3 46 7 M1 A1 A19 61 A6 45 A4 3 A 67 A 4 46 A4 A4 A303 A3 Weymouth A 40 19 A3 6 0 A3 A1 A1 A513 4 17 3 36 A36 ROAD SAFETY FOUNDATION 86 A 16 7 68 A1 A6 A4 A 42 435 3 A3 5 25 A6 A6 M69 A4 5 A4 Cirencester Warminster A3 1 A5 M6 A428 Stratfordupon-Avon 44 A436 A4 A4 1 7 A352 A 9 62 0 A 61 Dorchester A 3 53 A 34 Evesham Chippenham 2 A6 11 Warwick 0 0 Swindon Blandford Forum 354 2 A A 0 A34 A4 1 7 57 A3 A37 A3 5 A38 A38 A3 0 A303 0 A19 16 A6 1 A 6 A4 1 7 M4 A4 A36 5 A36 A512 Hinckley A4189 A 3 A4 Coventry Redditch 8 Cheltenham M5 A 42 0 A A5 A435 A441 A442 A4 43 A371 A3 56 15 A5 2 A40 3 A4 A361 A303 A3 0 A3 0 A6 2 9 A 44 A3 7 Bridport A34 A41 A 2 A44 A35 04 1 A30 A 50 A34 A4 A3052 A527 A50 3 A5 A51 A3 8 A3 A4 4 2 A374 Plymouth Exmouth A529 A38 A35 A3052 8 A5 0 2 A4 M42 M42 44 A4 Derby BIRMINGHAM 6 A45 M5 A422 6 A3 6 Yeovil A5 M6 Toll A41 9 Bath A4 1 66 8 5 A38 8 30 0 A3 0 A3 Tavistock A3 7 A3083 Isles of Scilly A3 2 8 A3 A3 0 87 Exeter A36 5 94 0 0 A39 M5 A30 8 A372 A37 Lichfield 135 Bristol 69 Street 36 1 A3 0 A3 A394 St Austell A39 38 79 A3071 Penzance A3 0 A 3 0 58 79 A3 0 73 8 Truro A393 2 0 A39 A3 07 2 A 9 A A38 77 A3 Launceston A3 A3 9 95 A Newquay A3059 Bodmin 5 A3 8 8 A3 24 A3 0 A A3 0 A4 432 9 A371 8 A3 2 07 A3 1 Taunton A361 Tiverton A49 A370 A38 6 A3072 A38 0 75 A6 A180 A18 M180 A 1 8 A1 A10 A57 6 17 A6 2 103 3 Immingham Scunthorpe A631 A60 4 Kingston uponA Hull Gainsborough Worksop A57 A63 A Nottingham A52 A5132 A3 A 5 A63 A A631 Mansfield A A6 10 Burton upon Trent A5 1 3 M6 A4 1 0 4 M32 A368 A3 71 1 A39 A372 58 A38 0 A37 A3 A36 1 A3 7 A3 50 8 A5 8 A4 Shepton Mallet Bridgwater A3 1 3 M5 A3 9 9 A39 A3 A4 1 Uttoxeter A 4 36 M49 A4 CARDIFF A3 9 Barnstaple A 46 6 Newport 8 A399 Bideford 9 A4 A 4 0 42 A48 M4 Weston-super-Mare A312 3 0 2 A 4 04 46 M4 A4 0 2 Stafford A4 3 8 M50 A48 A4 67 A468 Pontypridd Bridgend 7 A46 9 A50 Goole A1 8 8 A1 632 M1 A615 2 M18 Chesterfield A 17 M62 1 035 A1 A1079 Doncaster A 5 Ashbourne A5 A63 A6 A645 M62 30 A6 M18 A1(M) A 63 1 A 63 4 A57 M1 A6 012 A63 Bridlington 14 A6 4 Market Weighton A10 79 A163 Selby A6 28 38 A619 9 A517 A513 A5 Gloucester A40 A 52 Worcester A4 03 A5 23 A5 2 4 51 A4 49 A4 A4 Abergavenny A47 2 A5 A4 5 4 A4 58 A41 A438 0 A4048 A4 7 0 4 05 46 A44 A4 17 8 65 Merthyr Tydfil A405 A4 0 6 3 A4 80 Leek 1 A5 M6 M54 A 4 11 7 A4 5 6 A 44 3 Hereford A40 4107 A 4 33 2 1 A4 0 6 M4 A 4 11 Newport A4A 44 A 4 11 A4 65 A4 65 A4 Swansea NeathA 8 A3072 80 15 0 A47 83 A4 Llanelli 8 A4 A4 3 9 A47 A42 A4 A4 7 4 7 47 A 4 0 66 A4 7 7 A4 1 3 9 A4 A4111 A 0 47 A40 A4 A4 8 A484 A Milford Haven Pembroke Dock A40 7 A47 A 1 48 1 A5 A518 Telford Leominster Llandovery A40 Carmarthen A4 0 0 Builth Wells 83 A4 9 06 A4 Haverfordwest A475 A48 4 A48 7 7 A4 8 A47 5 A4 84 82 Fishguard 85 A488 A44 A54 Kidderminster A4113 A44 47 A5 Bridgnorth 110 A4 Rhayader A5 3 Buxton Macclesfield Stokeon-Trent A525 A6 2 A1039 Malton York A6 A A645 6 3 9 A57 Wolverhampton A48 9 Newtown Llangurig 0 A 82 Cardigan 9 A48 A5 A47 A41 2 0 8 70 A4 A44 A4 2 A5 A489 A4 8 3 Aberystwyth 1 A4 A5 Machynlleth 80 kms 8 70 3 3 1 A45 A6 A537 A5 4 4 A5 3 Crewe A5 A5 8 90 60 9 A4 8 37 Scarborough A1 6 6 Barnsley Sheffield 26 71 A 17 0 M62 A 8 A62 A 61 6 A628 A6 M6 A54 5 A 45 8 A4 50 Welshpool A4 1 Shrewsbury 0 40 95 A 49 30 3 A49 A4 70 20 50 miles A5 25 A5 3 9 A49 Oswestry A458 0 10 40 A5 3 9 A52 A470 A496 0 A47 7 30 04 A5 Bala Dolgellau Scale 20 A4 A5 1 94 A5 3 4 A534 6 4 4 A63 7 M1 A6A 6 3 5 A635 A1 A6 4 A659 A6 3 Huddersfield A 62 M60 M56 A5 5 A5 9 3 A556 A54 A5 1 Wrexham A5 Porthmadog 9 10 A421 6 A4 A5 04 A52 5 A542 87 4 2 97 A A4 A497 Mold A5 A41 5 Betws-y-coed 49 8 A5 Chester A55 A525 08 6 A5 5 08 A4 4 A5 A5 2 A4 Unrated roads 48 M56 M56 A58 M62 M60 7 A5 Warrington M53 A5 A5026 A55 A54 1 A5 4 80 Single and dual carriageway A4 5 A4 7 0 A5 A515 46 30 Whitby 1 71 A59 M1 BRADFORD A6 6 A1 7 4 Guisborough Thirsk LEEDS A64 MANCHESTER A 5 8 0 M62 A580 40 5 A55 A40 A55 1 A5 0 2 Motorway Bangor A 6 81 M66 Bury M61 M62 A54 8 64 6 A67 Bolton A58 M6 0 A57 Llandudno A5 5 A67 70 A5 Holyhead Colwyn Bay M58 M57 LIVERPOOL Anglesey 5 502 M61 A 5 77 9 High risk roads M65 A6033 A581 M65 A6 Southport A4 9 Medium-high risk roads 0 A67 5 Preston A565 68 A6 0 9 A5 Burnley Blackburn A A58 4 7 A17 A M55 A19 85 58 A6 A659 A6 5 5 A6 586 A61 A59 A61 Clitheroe A629 A5 M6 88 4 A1(M) Harrogate Skipton A59 A65 A59 A61 A5 Blackpool Medium risk roads A6 9 A62 Fleetwood Ripon 65 5 4 A68 108 Kirkby Lonsdale A6 Low-medium risk roads A6 A Lancaster A684 A684 A684 A65 A6 Barrow-inFurness 67 A1 Kendal A1 7 A67 A1 A6 90 A5 Low risk (safest) roads A6 6 Middlesbrough 9 A66 Darlington A6 6 Hartlepool A A 689 A67 A6 6 A685 85 4 07 A5 A5084 A5 90 A 67 A167 A59 1 Windermere 93 A5 6 5 59 Road Assessment Programme Risk Rating M6 93 Isle of Man Brough A6 A5 91 A 89 Bishop Auckland Barnard 688 A6 8 Castle A A6 A66 A5091 Keswick A Durham A6 Penrith A6 6 Whitehaven 29 A689 91 A5 A59 4 Workington A Falmouth © Road Safety Foundation 2019. Digital Map Data © Collins Bartholomew Ltd 2019. Contains Ordnance Survey data © Crown copyright and database right 2015. The Foundation is indebted to the Department for Transport (DfT) for allowing use of data in creating the map. This work has been financially supported by Ageas. Crash information is for 2015-2017. Traffic is calculated using the averages for 2015-2017 weighted by section length. Risk rates on road sections vary but it is expected that, on average, those off the ‘A’ road network will have higher rates than sections on it. Generally, motorways and high-quality dual carriageway roads function in a similar way and are safer than single carriageway or mixed carriageway roads. Prepared under licence from EuroRAP AISBL using Risk Bands 2020 protocols © Copyright EuroRAP AISBL. This map may not be reproduced without the consent of the Road Safety Foundation. 24 Defined as roads which are not on the Strategic Road Network, proposed Major Road Network or the Transport for London Road Network and which also have three or more digits in their ‘A’ number. 31 32 DATA LIMITATIONS The two main pieces of data that we use in creating the risk maps are the number of fatal and serious crashes assigned to a given road section in our network, and the amount of traffic using the road section. Both are somewhat imperfect and the limitations to our data are therefore described, along with some potential ways in which these could be improved for everyone to use. ISSUE ISSUE ASSIGNING CRASHES TO THE EURORAP NETWORK TRAFFIC FLOWS Every year, RSF commissions a data provider to assign or ‘snap’ crashes to the EuroRAP network. This necessarily involves an estimation procedure because some recorded crash locations are incorrect or imprecise. Slightly different results are achieved depending on the methodology used. Our current supplier looks at a combination of road name and proximity to a road to determine where each fatal and serious crash ‘belongs’. One reason that we consult with authorities being named in the main tables in the report is because sometimes local authorities have local intelligence on the location of a crash. ROAD SAFETY FOUNDATION Indeed, local and national road authorities spend a great deal of resource sifting through the crashes that occur on their roads to ensure that they are correctly assigned. They each have their own methodology and commission for ‘snapping’ crashes to their networks. It may seem surprising that there are such inaccuracies in crash locations when it is possible to get accurate latitudes and longitudes to an accuracy of 1-5m simply by clicking on an app on a mobile phone. At present we use the traffic flow database provided by the DfT. While this resource is immensely useful and welcome, it is not without its own limitations. It would not be cost effective for the DfT to undertake flow surveys at every location on an annual basis, and so interim years are estimated. The estimated flows can be in place for several years and accuracy will reduce over this time. Opportunity Modern technology may provide a more cost effective and accurate solution but requires some preliminary work to explore potential. Telematics data harvested from black boxes and mobile phone data, or simply data from mobile mapping services, may provide sufficiently accurate data on traffic flows. Moreover, these data sources typically can provide excellent speed data (85th percentile and mean speeds) and traces that demonstrate sharp deceleration that may indicate problematic junctions or bends on the road network. Opportunity Recording details of road crashes is a vital task but it can be difficult, harrowing and time consuming. The Police could be helped more with modern technology that could reduce the uncertainty and error in crash locations. In turn, this can help enable significant improvement in targeting infrastructure and other safety countermeasures. More immediately, there should be one exercise to ‘snap’ crashes to the road network for Great Britain such that repeated commissions are not necessary by different authorities and researchers. Adjustments to the crash locations need to be shared so all are working with a final version. Currently it costs road authorities a great deal of money to commission traffic and speed surveys, while these data could be harvested from other sources that may provide a richer picture across a network, as opposed to individual locations. The data would be used extensively by local and national authorities and could be provided centrally to ensure consistency of approach and greater economies of scale. 33 34 CRASH REPORTING SYSTEM The new Collision Reporting And SHaring (CRASH) system has been introduced by some police forces to modernise the way road crash data are collected and uploaded by police officers at the crash scene. The system will soon allow motorists to enter information about a crash they have been involved in but that was not attended by the police. One of the improvements within the new CRASH system is that it removes the subjective assessment of severity by Police Officers, replacing it with a system whereby the Police officer can describe the injuries sustained, which are then automatically assign. This means that the classification of severity is more objective, and as a result some crashes that would have historically been coded as slight are now recognised as serious in the new system. This means that some increases in the number of serious crashes are due, not to a change in crash severity, but because of the system used to classify the crashes. The system has not been introduced across Great Britain at the same time. By mid2016, only 22 of the 39 police forces in England were operating CRASH25. The Office for National Statistics (ONS) has published an interim report on the impact of CRASH which was not conclusive on how to accurately correct for it. COMPARING NETWORK PERFORMANCE BY COUNTRY In all three countries within Great Britain, strategic motorways and ‘A’ roads are managed by the relevant national highway authority, and the remaining roads are managed by local authorities. Figure 4 shows the change in risk between 2012-14 and 2015-17 on the EuroRAP network by country. Overall risk reduced on the EuroRAP network over this period by 1.3%, notably the greatest risk reduction was observed in Scotland, with a 7% reduction in risk over the same period. This could reflect the national casualty reduction targets adopted by the Scottish Government, which has resulted in local authorities adopting the same targets and putting in place road safety strategies and action plans. FIGURE 4: CHANGE IN RISK OVER TIME ON THE EURORAP NETWORK BY COUNTRY This has implications for Risk Mapping and Performance Tracking. With the Risk Mapping bands, it is possible that some sections may have been given a higher risk band because CRASH is used locally; however, most will have just been assigned a slightly higher risk score and not moved bands. ROAD SAFETY FOUNDATION For the Performance Tracking, some sections may have improved to medium risk and so not met the criteria for persistently higher risk under the old reporting system. The Road Safety Foundation has explored a number of options. At the time of writing, it is not possible to adjust at the national level and adjusting serious crash numbers at a route level would be even less possible. -0.81% Wales EuroRAP Network -7% -8% 25 From ‘Reported Road Casualties Great Britain: 2017 Annual Report’ Available at: https://www.gov.uk/government/statistics/ reported-road-casualties-great-britain-annual-report-2017 England -1.3% We considered including ‘slight crashes’ in the risk mapping for the first time, alongside fatal and serious, to remove the issue of changes in classification. However, slight crashes follow a different pattern to fatal and life-changing serious crashes. This would run counter to both the UK and European policy focus and also the principles of safe system design. The Road Safety Foundation has therefore decided to continue using the data without adjustments to methodology since the impact is likely to be marginal. The charity will continue to consult with leaders in the field for future years on the basis of emerging evidence. -0.80% Scotland -7% -6% -5% -4% -3% -2% In the two sections that follow we explore more of the performance differences by road type (motorway, dual carriageway and single carriageway) and by strategic versus locally managed roads. -1% 0% 35 36 ANALYSIS BY ROAD TYPE FIGURE 5: DISTRIBUTION OF TRAVEL ON DIFFERENT ROAD TYPES BY COUNTRY ON THE EURORAP NETWORK (2015-17) Understanding the Networks TABLE 11: ROAD LENGTH (KM) ON DIFFERENT ROAD TYPES BY COUNTRY ON THE EURORAP NETWORK Road type England Scotland Wales Great Britain Motorways 2,977 (9%) 426 (4%) 118 (3%) 3,522 (7%) ‘A’ road dual carriageways 3,523 (11%) 340 (3%) 359 (8%) 4,221 (9%) 'A' road mixed carriageways 5,800 (17%) 905 (9%) 441 (10%) 7,146 (15%) ‘A’ road single carriageways 21,195 (63%) 8,886 (84%) 3,430 (79%) 33,511 (69%) 33,496 10,557 4,348 48,401 All EuroRAP roads 38% England Scotland 30% 13% 19% Wales The EuroRAP network in England is just over three times the road length of the network in Scotland and more than seven times the road length of the network in Wales. By length, England has a greater proportion of motorways and dual carriageway ‘A’ roads than Scotland and Wales. 21% 0% 10% Motorway 30% 25% 18% 28% 20% 16% 38% 15% 40% Dual carriageway ‘A’ Road 50% 37% 60% 70% 80% Mixed carriageway ‘A’ Road 90% 100% Single carriageway ‘A’ Road ROAD SAFETY FOUNDATION TABLE 12: ANNUAL TRAFFIC (BILLION VEHICLE-KILOMETRES) ON DIFFERENT ROAD TYPES BY COUNTRY ON THE EURORAP NETWORK (2015-2017) Road type England Scotland Wales Great Britain Motorways 130 (38%) 11 (30%) 4 (19%) 145 (36%) ‘A’ road dual carriageways 73 (21%) 5 (13%) 6 (28%) 84 (21%) 'A' road mixed carriageways 54 (16%) 6 (18%) 3 (15%) 64 (16%) ‘A’ road single carriageways 85 (25%) 14 (38%) 8 (37%) 106 (27%) 342 36 22 400 All EuroRAP roads The amount of traffic on the EuroRAP network in England is nearly ten times that in Scotland and over fifteen times that in Wales. The distribution of travel across the EuroRAP network shows that a greater proportion of traffic travels on motorways in England (38%), when compared to Scotland and Wales (30% and 19% respectively). Fatal and Serious Crashes 2015-2017 TABLE 13: ANNUAL AVERAGE NUMBER OF FATAL AND SERIOUS CRASHES ON DIFFERENT ROAD TYPES BY COUNTRY ON THE EURORAP NETWORK (2015-2017) Road type England Scotland Wales Great Britain Motorways 680 (8%) 54 (7%) 20 (4%) 754 (7%) ‘A’ road dual carriageways 1,163 (13%) 46 (6%) 57 (10%) 1,266 (12%) 'A' road mixed carriageways 2,486 (28%) 155 (19%) 76 (14%) 2,717 (26%) ‘A’ road single carriageways 4,606 (52%) 571 (69%) 397 (72%) 5,574 (54%) 8,935 825 551 10,311 All EuroRAP roads There were more than ten times as many fatal and serious crashes on the English EuroRAP network in 2015-2017 than in Scotland, with Wales having fewer than Scotland; this pattern is reflected across all road types. The majority of fatal and serious crashes were on single carriageway ‘A’ roads. 37 38 STRATEGIC VERSUS LOCAL PERFORMANCE Fatal and Serious Crash Risk (Crashes per Billion Vehicle-Kilometres) Understanding the Networks Crash risk is calculated by dividing the number of fatal and serious crashes by the traffic volume, measured in billion vehicle-kilometres, to express the number of crashes per billion vehicle-kilometres driven. TABLE 14: ROAD LENGTH (KM) ON DIFFERENT NETWORK TYPES BY COUNTRY ON THE EURORAP NETWORK Network type FIGURE 6: FATAL AND SERIOUS CRASHES PER BILLION VEHICLE KILOMETRES ON DIFFERENT ROAD TYPES BY COUNTRY ON THE EURORAP NETWORK (2015-2017) Fatal and serious crashes per billion vehicle-kilometres (2015-2017) Scotland Wales Great Britain Strategic motorways 2,936 (9%) 426 (4%) 118 (3%) 3,481 (7%) Strategic ‘A’ roads 3,945 (12%) 2,896 (27%) 1,577 (36%) 8,419 (17%) Local motorways 41 (0%) 0 (0%) 0 (0%) 41 (0%) 26,573 (79%) 7,235 (69%) 2,653 (61%) 36,461 (75%) 33,496 10,557 4,348 48,401 Local ‘A’ roads 60 ROAD SAFETY FOUNDATION England All EuroRAP roads 54 49 50 46 The proportion of the EuroRAP network by length that is strategic in Scotland and Wales is much higher than in England. 42 40 TABLE 15: ANNUAL TRAFFIC (BILLION VEHICLE-KILOMETRES) ON DIFFERENT NETWORK TYPES BY COUNTRY ON THE EURORAP NETWORK (2015-2017) 30 24 23 20 16 10 10 5 0 5 Motorways Network type England Scotland Wales Great Britain Strategic motorways 129 (38%) 11 (30%) 4 (19%) 144 (36%) Strategic ‘A’ roads 64 (19%) 12 (33%) 9 (41%) 85 (21%) Local motorways 1 (0%) 0 (0%) 0 (0%) 1 (0%) 148 (43%) 13 (36%) 9 (40%) 169 (32%) 342 36 22 400 Local ‘A’ roads 9 All EuroRAP roads 5 ‘A’ road dual carriageways England ‘A’ road mixed carriageways Scotland Wales The fatal and serious crash risk per billion vehicle kilometres is overall highest in England and lowest in Scotland. Motorways are consistently the roads with the lowest crash risk. ‘A’ road single carriageways A greater proportion of traffic on the EuroRAP network in England travels on strategic motorway; however, the amount of traffic on local roads is a little higher in England than in Wales and Scotland. 39 40 Fatal and Serious Crash Risk (Crashes per Billion Vehicle-Kilometres) FIGURE 7: DISTRIBUTION OF TRAVEL ON DIFFERENT NETWORK TYPES BY COUNTRY ON THE EURORAP NETWORK (2015-17) 38% England Scotland 19% 30% Crash risk is calculated by dividing the number of fatal and serious crashes by the traffic volume, measured in billion vehicle-kilometres, to express the number of crashes per billion vehicle-kilometres driven. 43% 33% FIGURE 8: FATAL AND SERIOUS CRASHES PER BILLION VEHICLE KILOMETRES ON DIFFERENT NETWORK TYPES BY COUNTRY ON THE EURORAP NETWORK (2015-2017) 36% 60 0% 10% 41% 20% 30% Strategic motorway 40% 40% 50% Strategic ‘A’ Road 60% 70% 80% Local motorway 90% 100% Local ‘A’ road Fatal and Serious Crashes 2015-2017 ROAD SAFETY FOUNDATION TABLE 16: ANNUAL AVERAGE NUMBER OF FATAL AND SERIOUS CRASHES ON DIFFERENT NETWORK TYPES BY COUNTRY ON THE EURORAP NETWORK (2015-2017) Network type England Scotland Wales Great Britain Strategic motorways 670 (8%) 54 (7%) 20 (4%) 744 (7%) Strategic ‘A’ roads 933 (10%) 243 (29%) 216 (39%) 1,392 (14%) Local motorways 10 (0%) 0 (0%) 0 (0%) 10 (0%) 7,322 (82%) 529 (64%) 315 (57%) 8,166 (79%) 8,935 825 551 10,311 Local ‘A’ roads All EuroRAP roads Fatal and serious crashes per billion vehicle-kilometres (2015-2017) 19% Wales 50 50 41 40 36 30 21 20 14 10 5 0 5 5 Strategic ‘A’ roads Strategic motorways England The vast majority of fatal and serious crashes were on local ‘A’ roads in all three countries. Around 20% of fatal and serious crashes are on strategic roads across the EuroRAP network, though this proportion is higher in Scotland and Wales. 24 Scotland Local ‘A’ roads Wales Overall crash risk is highest in England and lowest in Scotland. Crash risk on motorways is similar for all three countries; however, the rate on strategic ‘A’ roads is lowest in England followed by Scotland and Wales, with the reverse being true for local ‘A’ roads. 41 42 STRATEGIC ROAD RISK MAP Since 2015, RSF has published a Risk Map separately for the Strategic Road Network (SRN) in England. This year, the map and analysis has been extended to include strategic roads in Scotland and Wales as well as those in England. The number of fatal and serious crashes on strategic roads increased by 8.5% between the two data periods. Some of this increase is likely to be attributable to the new crash reporting system. Fatal crashes decreased by less than 0.5% to 860. FIGURE 9: RISK RATE DISTRIBUTION (STRATEGIC ROADS)26 3,000 2,500 Length (km) 2,000 1,500 1,000 ROAD SAFETY FOUNDATION 500 Risk band category (Fatal and serious crashes per billion vehicle-kilometres 2015-2017) 26 Risk bandings: Black = high risk, red = medium-high risk, orange = medium-risk, yellow = low-medium risk and green = low-risk 20 -1 0 11 10 -1 0 10 0 00 -1 90 -9 80 0 -8 70 -7 0 60 0 -6 50 0 -5 40 0 -4 30 0 -3 20 0 -2 10 0 -1 5 0 -5 0 43 44 Overall on strategic roads, 99% of motorway travel is on low risk sections, the remaining 1% is on low-medium risk sections. 77% of ‘A’ road travel on strategic dual carriageway roads is on low risk sections. While the majority of travel on single carriageway ‘A’ roads is on low-medium risk sections, 30% is on medium risk sections and a further 5% is on medium-high risk sections. The risk rate distributions on strategic roads do not differ a great deal between England, Scotland and Wales, with the notable exception that single carriageway ‘A’ roads in Wales are higher risk than those in England and Scotland, with 15% of travel being on unacceptably higher risk roads (either high or medium-high risk). Welsh dual carriageway ‘A’ roads appear to be lower risk than those in England and Scotland; however, there are relatively few single carriageway ‘A’ roads and dual carriageway ‘A’ roads on the strategic networks in Scotland and Wales so these findings should not be over-interpreted. FIGURE 11: PERCENTAGE OF TRAVEL ON SECTIONS WITH HIGH-LOW RISK BANDINGS BY ROAD TYPE (STRATEGIC ROADS IN SCOTLAND) Single carriageway [A Road] 5% 72% Mixed carriageway [A Road] 22% 53% 47% Dual carriageway [A Road] 77% 23% Motorway FIGURE 10: PERCENTAGE OF TRAVEL ON SECTIONS WITH HIGH-LOW RISK BANDINGS BY ROAD TYPE (STRATEGIC ROADS IN ENGLAND) Single carriageway [A Road] 20% 10% 87% Dual carriageway [A Road] ROAD SAFETY FOUNDATION 0% 77% Mixed carriageway [A Road] 25% 10% 20% Low risk 30% 40% 50% Low-medium risk 20% 30% Low risk Medium risk 70% 80% 90% Medium-high risk 50% Low-medium risk 60% 70% Medium risk 31% 80% 90% 100% Medium-high risk 53% Mixed carriageway [A Road] 60% 40% FIGURE 12: PERCENTAGE OF TRAVEL ON SECTIONS WITH HIGH-LOW RISK BANDINGS BY ROAD TYPE (STRATEGIC ROADS IN WALES) Single carriageway [A Road] 99% 0% 10% 3% 3% 75% Motorway 100% 15% 66% 34% 100% Dual carriageway [A Road] 88% 12% Motorway 100% 0% 10% 20% Low risk 30% 40% 50% Low-medium risk 60% Medium risk 70% 80% 90% Medium-high risk 100% 45 46 Orkney Islands RISK RATING OF BRITAIN’S STRATEGIC ROADS This map shows the statistical risk of a fatal or serious injury crash occurring on Britain’s strategic roads for 2015-2017. Thurso The risk is calculated by comparing the frequency of road crashes resulting in death and serious injury on every stretch of road with how much traffic each road is carrying. For example, the risk on a road carrying 10,000 vehicles a day with 20 crashes is ten times the risk on a road that has the same number of crashes but which carries 100,000 vehicles. A9 s e Latheron H e b A9 r i A99 d Wick The map excludes roads that are not statistically robust enough for analysis, shown n grey. Ullapool For more information on the Road Safety Foundation go to www.roadsafetyfoundation.org. r A9 35 e A8 Elgin Uig A96 A87 A9 u t Fraserburgh Huntly Inverness O Portree 0 A9 2 A8 For more information on the statistical background to this research, visit the EuroRAP website at www.eurorap.org. Peterhead A 95 87 A8 5 2 Aviemore 6 A8 b 2 A8 Kingussie A9 Invergarry A8 8 9 A830 Aberdeen A9 A8 A8 7 Mallaig r i d e s A9 Invermoriston A8 7 6 Kyle of Lochalsh A9 A9 Skye Stonehaven Dalwhinnie A8 6 28 2 A8 5 A8 A85 Crianlarich A Perth A8 4 A9 M9 M8 GLASGOW A7 8 7 37 M77 Berwickupon-Tweed Penicuik 2 Peebles Kilmarnock Irvine Whitburn Carluke A 726 A1 Haddington A 720 A 68 A High risk roads A7 0 A8 3 Arran Cumbernauld M80 Medium-high risk roads EDINBURGH M9 M73 M8 Largs Glenrothes A985 Alexandria A8 Medium risk roads St Andrews M90 Stirling A82 Lochgilphead Low-medium risk roads Dundee Lochearnhead Tarbet Islay 0 M90 Gourock Low risk (safest) roads Forfar A85 3 A8 M74 Coldstream Single and dual carriageway A7 A1 7 Ayr A7 Cumnock A76 Alnwick 8 A1 A74(M) Unrated roads Jedburgh Hawick A6 Campbeltown Motorway Galashiels Girvan 1 A7 0 Jura Montrose Arbroath Tyndrum Oban Road Assessment Programme Risk Rating Pitlochry A9 Mull 90 A8 2 A8 A8 3 7 7 A n ROAD SAFETY FOUNDATION n r A9 I e A9 Ballachulish A92 H A8 2 e Fort William 5 A74(M) Carlisle A1 Newcastle upon Tyne Sunderland Consett M6 Durham Penrith Bishop Auckland A1(M) A19 Workington A69 Hexham Tynemouth 9 A69 5 A7 0 A1 A7 A1 Stranraer Dumfries Newton Stewart A75 Langholm A7 Cairnryan 0 Morpeth Hartlepool 10 10 20 Scale 20 30 30 40 50 40 60 50 miles 70 80 kms Durham Barnard Castle A6 6 Keswick Brough M6 A66 A19 6 0 Tiverton Exeter 30 Bodmin Newquay A3 St Austell Truro A3 Penzance Isles of Scilly 0 Falmouth Bridport A3 5 A3 5 Dorchester Exmouth A6 4 6 A34 A3 1 Poole Weymouth Horsham A1 1 Sevenoaks M2 Ramsgate A2 A2 Maidstone M20 Ashford 1 Royal Tunbridge Wells A2 A20 Dover Folkestone 5 9 Petersfield Canterbury A2 Southampton Ringwood M27 A3(M) A27 Fareham A27 A27 Portsmouth Bognor Lewes Brighton A27 259 Hastings Regis Bournemouth Isle of Wight Torquay 8 A38 A3 0 A3 Tavistock A A35 Crawley A3 A3 1 A3 A3 A30 30 A3 0 8 Launceston A M5 M23 1 Blandford Forum M25 Margate 1 Yeovil Guildford Winchester 6 12 A4 A47 0 A4 A4 0 3 A3 3 0 M26 Dorking A3 M20 Sheerness Rochester A2 A3 Dartford Southend-on-Sea A2070 A3 0 Taunton LONDON M25 A3 Woking M3 Salisbury M25 A2 Street M4 M4 Farnham Basildon Romford A23 Bideford M5 A303 A303 6 3 A30 A3 4 Bridgwater Barnstaple A3 Warminster 2 M11 Bracknell M4 A34 Shepton Mallet Reading Clactonon-Sea Chelmsford Chelmsford M25 M25 Colchester A M1 Maidenhead Basingstoke A1(M) Watford M3 Andover Harlow Felixstowe Harwich A1 2 0 A120 A 1 20 49 A4 9 A49 A49 A4 Bath Braintree Luton 0 A1 4 A1 A483 A4 8 A 4 83 A449 A4 A 40 3 A48 A4 0 A40 76 Weston-super-Mare Stevenage St Albans Newbury A36 ROAD SAFETY FOUNDATION M4 Ipswich Sudbury 2 A1 M1 A5 M40 Chippenham A1 Cambridge M11 Aylesbury A4 Newmarket Milton Keynes High Wycombe M4 Bristol M5 21 Bury St Edmunds A1 4 A 14 Royston M40 Oxford 4 A5 Bicester Swindon M32 CARDIFF Banbury 19 M49 Bedford Buckingham A34 Bridgend Newport M4 3 A1 Neots M1 A4 Cirencester M48 M4 Pontypridd M40 A4 Neath Stratfordupon-Avon Gloucester M5 Lowestoft 4 A 4 0 42 M4 A4 7 0 Swansea Daventry 17 A40 Northampton St A4 5 Cheltenham A4 0 Great Yarmouth Diss Thetford 1 A1 Huntingdon A1 4 M45 Warwick Ely A1(M) Kettering A14 Rugby A4 5 A4 65 A4 Llanelli M6 A1 65 Abergavenny A4 7 Norwich Peterborough A1 A5 40 Merthyr Tydfil A465 A47 A47 M1 M50 9 A4 9 A47 7 A4 8 0 A47 A40 Evesham Hereford A Pembroke Dock A40 A40 Carmarthen A4 0 A47 0 47 Milford Haven A Llandovery Fishguard Haverfordwest Builth Wells 83 M40 Redditch 6 Fakenham King’s Lynn 7 A4 Wisbech Stamford Leicester A5 A 487 46 M69 Coventry M42 M5 Spalding Melton Mowbray A3 A470 A48 7 A4 8 87 A4 M42 M5 Worcester Hinckley M6 BIRMINGHAM Leominster M1 A5 M6 Toll Kidderminster 42 Grantham A5 A47 Rhayader A5 Bridgnorth Llangurig 0 2 M42 Wolverhampton Newtown 70 A4 M54 A5 A5 0 Burton upon Trent Lichfield Telford Derby A50 Cromer Boston A5 2 A1 2 3 A489 4 A4 A5 A 45 8 70 9 A4 8 Stafford Newport Shrewsbury Welshpool A4 Uttoxeter M6 Sleaford Nottingham A5 2 A1 Machynlleth A458 M1 Ashbourne Skegness Newark-on-Trent A Oswestry A5 7 Mansfield Leek A50 A48 3 A470 A4 9 Bala Dolgellau Aberystwyth Stokeon-Trent Crewe Wrexham Lincoln 6 A4 A11 A5 4 1 Chesterfield A5 Porthmadog Worksop M1 Buxton Chester Louth Gainsborough A1 A5 87 Macclesfield M6 Grimsby A1(M) M18 M1 A4 6 A550 A4 83 Betws-y-coed A4 M56 A5 5 4 A49 Sheffield A180 M180 A A4 7 0 Mold A5 M60 M56 Immingham Scunthorpe Doncaster A M53 A55 M60 Warrington A A 55 M62 M62 A 61 6 A628 8 Colwyn Bay M57 MANCHESTER Barnsley M1 A3 LIVERPOOL M6 M18 A1 Bangor A55 M58 36 Huddersfield Kingston upon Hull A63 Goole M62 M62 Bolton M66 Bury M61 M62 M62 A1 Southport BRADFORD A1(M) A4 M65 Selby M1 A3 8 Preston 0 A5 Burnley Blackburn Bridlington Market Weighton A6 LEEDS M65 M55 Malton York 6 85 A5 6 A5 A6 4 A1(M) Harrogate Skipton Clitheroe Blackpool Llandudno Ripon 4 Lancaster 68 Kirkby Lonsdale Fleetwood Holyhead Scarborough A1 90 M6 Anglesey Whitby Thirsk A4 Barrow-inFurness 48 4 Guisborough Kendal A5 Cardigan A1 7 A6 6 A1 Isle of Man Middlesbrough Darlington Windermere Hartlepool A4 Whitehaven 47 A66 A19 A6 6 A1(M) Bishop Auckland Penrith Workington Paignton Plymouth © Road Safety Foundation 2019. Digital Map Data © Collins Bartholomew Ltd 2019. Contains Ordnance Survey data © Crown copyright and database right 2015. The Foundation is indebted to the Department for Transport (DfT) for allowing use of data in creating the map. This work has been financially supported by Ageas. Crash information is for 2015-2017. Traffic is calculated using the averages for 2015-2017 weighted by section length. Risk rates on road sections vary but it is expected that, on average, those off the ‘A’ road network will have higher rates than sections on it. Generally, motorways and high-quality dual carriageway roads function in a similar way and are safer than single carriageway or mixed carriageway roads. Prepared under licence from EuroRAP AISBL using Risk Bands 2020 protocols © Copyright EuroRAP AISBL. This map may not be reproduced without the consent of the Road Safety Foundation. 49 50 EXPLORATORY URBAN VERSUS RURAL ROAD ANALYSIS Figure 13 shows that crash risk is similar for each country in Great Britain for both motorways and rural ‘A’ roads; however, crash risk is much higher on English urban ‘A’ roads than for Scottish and Welsh counterparts. Caution in interpretation is advised here however since there just may be more pedestrian and cyclist activity on English urban ‘A’ roads. With walking and cycling being encouraged to promote health and well-being, it is important to capture how well our cities manage to keep vulnerable road users safe. More urban routes have been included in our analysis than ever before. This extension has come with several statistical challenges that means that this section is strictly ‘exploratory’ in nature and early conclusions should not be overstated. The second challenge relates to our measure of exposure. In our risk rate analyses we divide the number of fatal and serious crashes by the amount of vehicular traffic using a given route. In urban environments much of the exposure experienced relates to pedestrians and cyclists. It is not possible for us to capture this adequately at this stage and so this is a real limitation of both the analyses and urban area mapping, particularly within the ‘urban core’ of cities. ROAD SAFETY FOUNDATION Finally, urban areas necessarily have a greater concentration of junctions with more exposure to conflict. In short, comparing Britain’s rural road performance with urban roads needs much more discussion and this year’s report begins this. FIGURE 13: FATAL AND SERIOUS CRASHES PER BILLION VEHICLE KILOMETRES ON DIFFERENT ROAD TYPES BY COUNTRY ON THE EURORAP NETWORK (2015-17) 60 54 Fatal and serious crashes per billion vehicle-kilometres (2015-2017) One main challenge relates to allocating (or snapping) crashes to an urban network. The complexity of road systems in urban areas makes one of the criteria for allocation (proximity to a given road) particularly error prone. As a result, the area of tolerance has been reduced for urban areas, but we are conscious that this is still not a failsafe methodology and further work needs to be done to ensure precise results. It is for this reason that urban roads have not been included in the top ten persistently higher risk road table. 50 40 37 32 30 30 29 30 20 10 5 0 5 5 Rural ‘A’ roads Motorways England Scotland Urban ‘A’ roads Wales 51 52 ANALYSIS BY CRASH TYPE LOCAL AUTHORITY RURAL ROADS Figure 14 shows fatal and serious crashes by crash type on the EuroRAP network. The largest single cause of serious injury on urban roads was crashes involving Vulnerable road users. On rural roads, this was crashes at junctions and on motorways the largest single cause was shunt crashes. Figure 16 shows the risk rate distribution for local authority rural ‘A’ roads alone. It shows that 5% of local authority rural ‘A’ road travel is on unacceptably higher risk (either high or medium-high risk) sections. FIGURE 16: RISK RATE DISTRIBUTION (LOCAL AUTHORITY RURAL ‘A’ ROADS) 27 FIGURE 14: FATAL AND SERIOUS CRASHES BY CRASH TYPE ON THE EURORAP NETWORK 2015-17 4% 5% Urban 33% 4% 48% 6% 5,000 4,500 Rural 14% 18% 32% 8% 19% 9% 4,000 3,500 0% 28% 10% 20% 14% 30% 40% Run off Head on 31% 50% 60% Junction 6% 70% 80% Shunt 12% 90% 3,000 Length (km) 9% Motorway 100% VRU 2,500 2,000 Other 1,500 500 Figure 15 shows fatal crashes by crash type on the EuroRAP network. The largest single cause of death on urban roads was crashes involving Vulnerable road users. On rural roads, this was head-on crashes and on motorways the largest single cause was run-off road crashes. 7% Urban 13% Rural 21% 26% 0% 10% Head on 51% 21% 12% Motorway 4% 30% 20% 30% Run off 21% 10% 40% 50% Junction 4% 6% 20% 22% 60% 22% 70% Shunt 6% 80% VRU 4% 90% 100% Other 27 Risk bandings: Black = high risk, red = medium-high risk, orange = medium-risk, yellow = low-medium risk and green = low-risk 10 >2 -2 10 0 90 19 -1 70 -1 Risk band category (Fatal and serious crashes per billion vehicle-kilometres 2015-2017) FIGURE 15: FATAL CRASHES BY CRASH TYPE ON THE EURORAP NETWORK 2015-17 17 0 0 50 15 -1 -1 30 13 0 0 -1 20 12 -1 10 0 11 00 10 0 0 0 -9 -1 90 80 -8 0 -7 0 70 60 -5 -6 50 0 0 40 0 -3 -4 30 0 20 0 -2 10 -1 5 -5 0 0 ROAD SAFETY FOUNDATION 1,000 53 54 Figure 17 shows the proportion of travel (kilometres driven) which occurs on roads in each risk banding, by road type. With the exception of three routes, all local rural dual carriageway ‘A’ road travel is on low or low-medium risk roads. Seven per cent of travel on rural single carriageway local roads is on unacceptably higher risk roads (either high or medium-high risk). LOCAL AUTHORITY URBAN ROADS Once again, the limitations described earlier should be considered when reviewing the results presented in this section. Figure 18 shows the risk rate distribution for local authority urban ‘A’ roads alone. It shows that 15% of local authority urban ‘A’ road travel is on unacceptably higher risk (either high or medium-high risk) sections. Figure 19 shows the proportion of travel (kilometres driven) which occurs on roads in each risk banding, by road type. 23% of local authority single carriageway urban ‘A’ road travel is on unacceptably higher risk (either high or medium-high risk) sections. FIGURE 18: RISK RATE DISTRIBUTION (LOCAL AUTHORITY URBAN ‘A’ ROADS)28 1,400 1,200 1,000 Single carriageway [A Road] Mixed carriageway [A Road] 4% 58% 30% Length (km) 800 600 7% 400 3% 85% 200 11% 10% Low risk 20% 30% Low-medium risk 40% 50% Medium risk 60% 70% 80% Medium-high risk 90% 100% High risk 7% of travel on local authority single carriageway rural roads is on unacceptably higher risk roads (either high or medium-high risk) in England, with similar levels of travel on unacceptably higher risk roads in Scotland (7%) and Wales (8%). 28 Risk bandings: Black = high risk, red = medium-high risk, orange = medium-risk, yellow = low-medium risk and green = low-risk 10 >2 -2 10 19 0 -1 90 70 -1 Risk band category (Fatal and serious crashes per billion vehicle-kilometres 2015-2017) 0% 17 0 50 15 0 -1 0 -1 30 13 -1 20 12 0 -1 10 0 11 00 0 10 0 0 -9 -1 90 80 -8 0 -7 0 70 60 -6 -5 0 0 50 40 0 -4 30 0 -3 20 -2 10 81% -1 19% 5 -5 Dual carriageway [A Road] 0 0 0 ROAD SAFETY FOUNDATION FIGURE 17: PERCENTAGE OF TRAVEL ON SECTIONS WITH HIGH-LOW RISK BANDINGS BY ROAD TYPE (LOCAL AUTHORITY RURAL ‘A’ ROADS) 55 56 EXPLORATORY URBAN CONURBATION RISK MAPS FIGURE 19: PERCENTAGE OF TRAVEL ON SECTIONS WITH HIGH-LOW RISK BANDINGS BY ROAD TYPE (LOCAL AUTHORITY URBAN ‘A’ ROADS) All of the maps presented here should be considered exploratory and caution used when interpreting them. Single carriageway [A Road] 6% Mixed carriageway [A Road] 5% Dual carriageway [A Road] 39% 10% Low risk 18% 33% 45% 20% 0% ROAD SAFETY FOUNDATION 32% 11% 66% 20% 30% Low-medium risk 40% 50% Medium risk 6% 6% London You will notice that fatal and serious crash risk per billion vehicle kilometres travelled is particularly high in the urban core of London. This is likely to be due to the very high level of use of these roads by pedestrians and cyclists, which we cannot capture in our risk mapping at present. When we divide the number of fatal and serious crashes by vehicular traffic flow we simply are not dividing them by enough to reflect level of use. 12% 60% 70% 80% Medium-high risk 90% 100% High risk Transport for London (TfL) is examining how to best capture risk across their network and we look forward to understanding their approach and adopting this where possible in the future for all major urban conurbations in Great Britain, allowing appropriate benchmarking of performance. TfL’s endeavours in road safety are driven by a strong commitment to Vision Zero, with the Mayor’s Transport Strategy setting out a goal that, by 2041, all deaths and serious injuries will be eliminated from London’s transport network This recognises that it should not be considered inevitable or acceptable for people to be killed or seriously injured when travelling in London. A1170 A A125 13 A20 A22 4 M25 A2 A228 A22 3 M20 3 A A20 M26 A2 5 A2 28 SEVENOAKS A25 A20 West Malling A26 A227 3 A2 A2 A22 6 © Road Safety Foundation 2019. Digital Map Data © Collins Bartholomew Ltd 2019. Contains Ordnance Survey data © Crown copyright and database right 2015. The Foundation is indebted to the Department for Transport (DfT) for allowing use of data in creating the map. This is calculated using the averages for 2015-2017 weighted by section length. Risk rates on road sections vary but it is expected that will have higher rates than sections on it. Generally, motorways and high-quality dual carriageway roads function in a similar way and are safer than single carriageway or mixed carriageway roads. Prepared under licence from EuroRAP AISBL using Risk Bands 2020 protocols © Copy right EuroRAP AISBL. This map may not be reproduced without the consent of the Road Safety Foundation. 25 A 28 A2 M23 GRAVESEND M20 21 Redhill TILBURY A2 A22 5 A20 5 A22 0 2 A1 A1206 A11 5 A2 23 A28 2 55 A1 0 A2 2 8 A1089 12 1 A104 A1055 A112 A10 4 01 A225 A217 A201 5 A2 4 A297 4 A2 10 A10 A1 0 A1 00 3 A219 A3 08 A3 43 A2 A2 Northfleet 13 0 A2 A2 A10 5 A A400 A5 A3 A307 A31 1 A30 9 A222 0 A2 A3 07 A212 27 A41 07 A30 6 A4090 50 A12 6 A22 6 A29 6 0 A1 27 A2 A GRAYS 0 A22 4 33 A2 A3 21 1 CRAYFORD A2 A320 A210 21 A320 A2 1 M25 A2 2 A3 A3 A1 25 14 A3044 A328 A3 A4 A437 A312 A355 32 17 A416 A40 A3 Bexley A 12 A22 A3 8 09 3 012 A1 A1 A2 1 14 A3 25 A12 A A1 0 REIGATE A1 25 A1 2 111 A1240 A406 A117 5 DORKING A25 2 A1 1 A1 A12 3 00 6 A1 34 A2 A31 A2 A25 20 A1 5 kms A130 6 A2 24 CATERHAM 42 3 miles 4 A1 2 2 3 A2 2 13 Warlingham 6 24 A24 1 23 A1 014 Rainham Orpington 022 A2 2 02 A2 7 2 A331 0 A Scale 1 SUTTON 76 Upminster A 2 06 A207 A A2 A127 A Swanley CROYDON A23 LEATHERHEAD Single and dual carriageway 2 A1 2 4 WOOLWICH A222 BROMLEY A 1 A20 6 Eltham A2 08 9 M25 BARKING A232 A21 47 A24 A3 2 A324 A2 A2 36 2 A2 A123 A1020 A205 A212 13 12 Billericay BRENTWOOD ROMFORD A 124 3 A124 A1 12 A20 A2 12 ILFORD A1083 Greenwich LEWISHAM A21 5 A237 Unrated roads A205 A214 Banstead M25 High risk roads 0 EPSOM 2 Clapham A23 2 Ewell 5 2 Medium-high risk roads Motorway A3 WOKING Medium risk roads Roads not on the EuroRAP network Esher A24 Low-medium risk roads Frimley A A3 5 A3 2 Low risk (safest) roads A24 5 44 07 98 A2 40 A2 A30 46 7 4 A2 CAMBERLEY Road Assessment Programme Risk Rating A 0 A3 A318 A319 31 A2 A3 0 24 Weybridge M3 Walton-onThames 07 Chertsey 30 A A2 0 2 A2 A118 A13 A2 A129 3 02 A1 A118 A11 6 A1 12 0 2 A1 A1 2 WALTHAMSTOW 6 21 30 0 43 A3212 20 5 A3 A23 A332 22 A2 WIMBLEDON A11 A4 A2 A23 8 3 Stratford 1 A50 LONDON A40 Westminster A2 1 8 0 A A308 KINGSTON UPON THAMES A240 A 3 A329 3 A308 10 A329 A 3 20 BRACKNELL A30 STAINES UPON THAMES 5 20 Chelsea 5 A205 A31 Richmond HOUNSLOW 316 A 05 A3 Twickenham A3 A3 5 309 Egham Brentford A4 A1 0 A Hammersmith Woodford Islington 14 A2 M25 A4020 A1 13 A1 Chigwell A1009 Hampstead Kensington A M11 A1 A406 A50 3 50 A23 A4 02 A4 08 A3 A3 3 M4 04 0 22 A3 WINDSOR Southall 2 00 M4 West Drayton EALING A40 A3 Eton 37 M4 A40 20 A4 A4 A4 A40 A1 A4 1 A5 08 A4 SLOUGH A4 A40 8 8 0 WOOD GREEN A5 5 00 8 A4 7 A400 Hendon WEMBLEY A 4090 Uxbridge A3 08 A3 4 A40 A40 12 006 A4 A4 0 6 A5 04 A4 A1 09 For more information on the Road Safety Foundation go to www.roadsafetyfoundation.org. For more information on the statistical background to this research, visit the EuroRAP website at www.eurorap.org 06 9 A1 Edmonton 3 A 1 00 Edgware HARROW 94 MAIDENHEAD A109 A 1 4 0 18 A4 Gerrards Cross M40 A30 14 0 A5 40 1 A4 0 A410 ENFIELD A411 M1 A409 A412 A40 A404(M) A4 08 40 1 A4 4 13 A4 A355 A The map excludes roads that are not statistically robust enough for analysis, shown in grey, and some more minor ‘A’ roads, 3 shown in white. 1 A1 A110 BARNET BOREHAMWOOD M25 A1 00 5 8 1 145 A4 A40 BEACONSFIELD A4155 A4 Waltham Abbey The risk is calculated by comparing the frequency of road crashes resulting in death and serious injury on every stretch of carrying. For example, the risk on a road carrying 10,000 vehicles a day with 20 crashes is ten times the risk on a road that has the same number of crashes but which carries 100,000 vehicles. 168 Rickmansworth Potters Bar 1 A11 12 A4 Epping CHESHUNT 81 A1 0 WATFORD Exploratory Risk Rating of Motorways A41 4 and ‘A’ roads in and around London 14 A4 Chipping Ongar This map shows the statistical risk of a fatal or serious injury crash occurring on the motorway and ‘A’ road network in and around London for 2015-2017. 83 A51 M25 Chorleywood A40 11 A4 04 A4 Radlett M11 A1(M) 1 13 05 A4 4 A40 A4 1 4 5 M25 AMERSHAM A4 40 A23 A425 1 A4 A4 A4128 Chesham A M1 A100 0 A10 3 A41 A1 A1 05 7 08 1 A2 51 07 57 ST ALBANS 147 A4 A10 00 A4 2 A2 16 Berkhamsted STAFFORD A513 A515 A1068 A1171 53 A1 92 A60 76 A12 A18 A1231 WASHINGTON A 3 A1 A19 05 2 Houghton-le-Spring Seaham A167 A6 0 SUNDERLAND 0 83 A1 A1 82 A1 8 4 69 A6 Road Assessment Programme Risk Rating Low risk (safest) roads 0 A6 9 7 35 A4 A441 A167 A51 A5127 38 5 8 A3 0 29 A1 A194(M) 76 A4030 8 Low-medium risk roads A691 2 A1 8 Hetton-le-Hole 82 A19 A1 Single and dual carriageway 2 3 4 5 kms Brandon A1(M) A167 A44 8 1 A1 77 3 miles A18 1 8 5 kms 0 2 A68 A4189 Scale 1 90 0 © Road Safety Foundation 2019. Digital Map Data © Collins Bartholomew Ltd 2019. Contains Ordnance Survey data © Crown copyright and database right 2015. The Foundation is indebted to the Department for Transport (DfT) for allowing use of data in creating the map. This is calculated using the averages for 2015-2017 weighted by section length. Risk rates on road sections vary but it is expected that, will have higher rates than sections on it. Generally, motorways and high-quality dual carriageway roads function in a similar way and are safer than single carriageway or mixed carriageway roads. Prepared under licence from EuroRAP AISBL using Risk Bands 2020 protocols © Copy right EuroRAP AISBL. This map may not be reproduced without the consent of the Road Safety Foundation. DURHAM Motorway A6 REDDITCH M40 A4177 A34 00 A4 3 5 A402 3 8 A1 8 A 10 18 A3 A6 9 41 A403 1 A40 91 54 8 1 034 A4 A1 0 6 8 A3 8 1 A5 1 27 62 A4 48 A 4 A 61 A5 1 3 1 A5127 A34 A4 A 4 60 A4 1 A4 6 0 A44 9 A459 A403 6 0 4 5 A19 CHESTERLE-STREET 3 A18 00 A13 31 0 Jarrow 18 A44 9 SOUTH SHIELDS A1 1 7 A19 A A1 9 9 3 A 19 92 A1 6 A4 4 93 A1 92 A1 8 8 A1 Unrated roads 3 miles 4 9 A1 A3 TYNEMOUTH 94 A1 A1(M) Medium risk roads 93 5 Birtley Stanley 41 3 A192 41 2 Annfield Plain A1 A184 4 A3400 1 2 48 Scale A18 8 A4 3 5 A442 A4 Unrated roads Single and dual carriageway 87 A1 High risk roads 1 A 44 BROMSGROVE M5 Wallsend Medium-high risk roads High risk roads Motorway 0 M42 A4 4 8 Medium-high risk roads 1 SOLIHULL A 45 2 A34 A4 Low-medium risk roads 58 A10 93 A6 A 1 47 A404 0 Whickham A45 9 GATESHEAD A1 8 WHITLEY BAY 91 Hebburn A1 A45 Road Assessment Programme Risk Rating 0 A1 1 A1 A18 6 A1 M6 45 Low risk (safest) roads 8 14 A1 6 A18 A19 3 A167(M) Blaydon M42 BIRMINGHAM A4 95 A6 M42 91 A1 A1 A695 1 A4 A4 9 1 6 A4 5 KIDDERMINSTER A 4 0 97 M6 M5 Medium risk roads 92 A1 Halesowen A6 0 04 STOURBRIDGE A 9 A18 A167 A1 86 5 Ryton A45 A4 A4 58 40 A4 0 A4 A456 NEWCASTLE UPON TYNE 08 3 A38(M) Smethwick 91 A1 A69 A 45 2 9 A4 Blackheath M5 0 A4 1 0 A41 Sutton Coldfield 040 A4 5 Oldbury 96 3 12 A4 Brierley Hill 57 90 A1 A117 Longbenton 4 46 46 A4 A4 A4 A4 M6 WEST BROMWICH M5 A106 For more information on the Road Safety Foundation go to www.roadsafetyfoundation.org. For more information on the statistical background to this research, visit the EuroRAP website at www.eurorap.org A19 M42 A 5 DUDLEY A410 1 52 A4 9 0 A4 4 41 Tipton A4 7 03 A4 The map1excludes roads that are not statistically robust enough for analysis, shown in grey. 6 A 105 4 A3 Sedgley 6 196 A4 A A4 63 62 123 A4 A463 A4 Wednesbury 98 A40 3 A4 6 carrying 10,000 vehicles a day with 20 crashes is ten times the risk on a road that has the same number of crashes but which carries 100,000 vehicles. Cramlington A4 M6(T) A4 1 4 A4 49 A A5 A4 WALSALL Bilston A 38 A 4 54 6 A402 Aldridge 4 This map shows the statistical risk of a fatal or serious injury crash occurring on the motorway and ‘A’ Ponteland 5 A45 46 A4 Willenhall 4 A45 M6 A5 A6 12 TAMWORTH Exploratory Risk Rating of Motorways andNewbiggin-by-the-Sea ‘A’ roads in and around Newcastle upon Tyne Bedlingtonroad network in and around Newcastle upon Tyne for 2015-2017. The risk is calculated by comparing the frequency of road crashes resulting in death and serious injury 19 3 on every stretch Blyth of road with how For example, the risk on a road A1172 51 BROWNHILLS A34 WOLVERHAMPTON 24 1 52 A4 A44 9 A 41 46 1 A 192 LICHFIELD A5 A4 Wednesfield 2 A A5 5 2 A46 A41 A448 A197 A51 9 M6(T) A5 1 Burntwood Bloxwich 5 13 A5 A5 1 A519 0 A44 9 60 M54 A4 A1 9 6 A1 A34 For more information on the Road Safety Foundation go to www.roadsafetyfoundation.org. For more information on the statistical background to this research, visit 7 the EuroRAP website at www.eurorap.org A5 58 A1 The risk is calculated by comparing the frequency of road crashes resulting in death and serious injury on every stretch of road with how much ample, the risk on a road carrying 10,000 vehicles a day with 20 crashes is ten times the risk on a road that has the same number of crashes but which carries 100,000 vehicles. The map excludes roads that are not statistically robust enough for analysis, shown in grey. CANNOCK A4 MORPETH This map shows the statistical risk of a fatal or serious injury crash occurring on the motorway and ‘A’ road network in and around Birmingham for 2015-2017. M6 A5 A464 97 A1 Exploratory Risk Rating of Motorways RUGELEY and ‘A’ roads A513 in and around Birmingham 60 A1 97 ASHINGTON A18 9 59 © Road Safety Foundation 2019. Digital Map Data © Collins Bartholomew Ltd 2019. Contains Ordnance Survey data © Crown copyright and database right 2015. The Foundation is indebted to the Department for Transport (DfT) for allowing use of data in creating the map. This is calculated using the averages for 2015-2017 will have weighted by section length. Risk rates on road sections vary but it is expected that, higher rates than sections on it. Generally, motorways and high-quality dual carriageway roads function in a similar way and are safer than single carriageway or mixed carriageway roads. Prepared under licence from EuroRAP AISBL using Risk Bands 2020 protocols © Copyright EuroRAP AISBL. This map may not be reproduced without the consent of the Road Safety Foundation. Peterlee A1 08 6 Leven A87 3 Clackmannan 02 A7 72 A72 4 miles 6 kms 0 A7 A7 0 09 4 A6 A72 Biggar A701 A 72 Galston Peebles 2 3 A70 A71 A A73 3 4 A70 A7 Motorway 2 02 A70 06 A723 A77 A719 A77 A735 A743 M74 Unrated roads A71 A721 06 A7 Lanark High risk roads 2 1 70 21 1 Medium-high risk roads 0 A7 A703 A73 Low-medium risk roads Scale A A7 21 Medium risk roads 1 Bonnyrigg A72 A7 Low risk (safest) roads 0 A7 A8 0 1 A 2 Road Assessment Programme Risk Rating Stewarton M77 Single and dual carriageway 1 06 A7 Wishaw 71 63 EAST KILBRIDE 01 0 11 A8 5 A739 A7 36 A7 41 A7 A7 3 A77 72 A72 2 HAMILTON A6 66 A7 Motherwell M74 DALKEITH 8 6 23 A7 0 A7 Penicuik 04 A7 4 A6 A72 A7 A71 68 A7 Loanhead 1 12 A6 A A 725 27 A8 A 7 75 A7 A 72 6 4 5 A7 A7 72 A72 0 A7 0 A1 10 7 A7 21 LIVINGSTON A 6 M77 M8 A7 3 9 36 A7 A7 A7 2 4 A7 3 A7 0 M74 Whitburn M8 0 A7 A7 1 A1 MUSSELBURGH A6 6 Barrhead A89 COATBRIDGE A7 4 Rutherglen Airdrie A 6 A70 2 A7 7 A89 A8 A A1 7 A8 A 76 1 PAISLEY M8 A77 9 A706 6 A89 A Bathgate A9 0 A 71 M8 89 A8 Prestonpans EDINBURGH A7 01 GLASGOW Armadale M73 10 80 00 9 A902 A 7 02 A76 1 2 0 A8 A8 A899 3 M80 M90 CUMBERNAULD 99 A8 M8 A 6 A901 A90 Linlithgow A8 A8 A8 KIRKINTILLOCH A7 0 A7 3 14 M80 A752 26 A7 Renfrew A8 81 A8 A879 CLYDEBANK Erskine Johnstone A 81 A81 0 A8 14 A A8 07 3 80 Queensferry A90 4 A9 00 M9 3 A803 06 A8 M8 Bearsden 98 2 A8 A8 Milngavie A80 82 A8 A 21 A876 A90 4 FALKIRK A8 A8 14 Burntisland Inverkeithing Bo'ness Grangemouth 1 DUMBARTON A921 70 A91 A803 A98 23 A88 M90 A8 Kilsyth DUNFERMLINE For more information Foundation go to www.roadsafetyfoundation.org. For moreKinghorn information on the statistical A994on the Road Safety background to this research, visit the EuroRAP website at www.eurorap.org 5 A803 A8 91 A985 A905 1 A8 13 A8 09 A8 Alexandria 907 The map excludes roads that are notAstatistically robust enough for analysis, shown in grey. Culross A9 Denny M876 risk on a road that has the same number of crashes but which carries 100,000 vehicles. 6 87 M M80 A88 3 A 9 The risk is calculated by comparing the frequency of road2 crashes resulting in death and serious injury on every stretch of road with 07 9 risk on a road carrying 10,000 vehicles a day with 20 crashes is ten times the ying. For example, A the A A8 7 A8 1 M9 A872 A 9 5 This map shows the statistical risk of a fatal or serious injury crash occurring on the motorway and ‘A’ road in and around 0 network KIRKCALDY Glasgow and Edinburgh for 2015-2017. COWDENBEATH 9 A90 A 5 A A811 23 Exploratory Risk Rating of Motorways and ‘A’ roads Lochgelly in and around Glasgow and Edinburgh 91 Alloa A 905 5 A9 A92 A8 62 15 A9 A9 A90 A 81 A9 07 STIRLING M9 811 Tillicoultry 8 A9 0 2 A811 M90 A97 7 Alva A91 Dollar A91 A92 Bridge of Allan A8 4 A977 61 Innerleithen © Road Safety Foundation 2019. Digital Map Data © Collins Bartholomew Ltd 2019. Contains Ordnance Survey data © Crown copyright and database right 2015. The Foundation is indebted to the Department for Transport (DfT) for allowing use of data in creating the map. This is calculated using the averages for 2015-2017 weighted by section length. Risk rates on road sections vary but it is expected that, on average, th will have higher rates than sections on it. Generally, motorways and high-quality dual carriageway roads function in a similar way and are safer than single carriageway or mixed carriageway roads. Prepared under licence from EuroRAP AISBL using Risk Bands 2020 protocols © Copyright EuroRAP AISBL. This map may not be reproduced without the consent of the Road Safety Foundation. SKIPTON 9 A5 A5 A59 6 A6 A58 A6 1 A602 A6 A67 2 62 A61 A6 3 62 A A6 36 3 9 10 A6 A656 2 A63 A 02 1 A6 625 A621 A53 A52 3 53 A641 64 43 A6 1 3 66 A6017 64 A6 2 4 A3 A3 4 5 0 A63 A 57 61 3 A5 2 Dronfield © Road Safety Foundation 2019. Digital Map Data © Collins Bartholomew Ltd 2019. Contains Ordnance Survey data © Crown copyright and database right 2015. The Foundation is indebted to the Department for Transport (DfT) for allowing use of data in creating the map. This is calculated using the averages for 2015-2017 weighted by section length. Risk rates on road sections vary but it is expected that, on average, will have higher rates than sections on it. Generally, motorways and high-quality dual carriageway roads function in a similar way and are safer than single carriageway or mixed carriageway roads. Prepared under licence from EuroRAP AISBL using Risk Bands 2020 protocols © Copyright EuroRAP AISBL. This map may not be reproduced without the consent of the Road Safety Foundation. Staveley A6 A6020 A619 CHESTERFIELD A 7 61 4 A5 M1 9 A61 BUXTON 70 A5 6 4 A641 A671 8 45 A6 0 A 5 103 A3 4 57 A61 A A6 03 A6 8 2 A5 3 7 A6 23 A6 A56 9 A5 08 2 8 A 579 A5 A579 74 5 00 4 1 0 A5 Bollington A5 A A510 6 A5 A6 58 1 A6 7 A 4 A6 7 9 9 267 A5 A5 9 A 67 0 A6187 A6 78 A61 SHEFFIELD A57 New Mills ROTHERHAM 5 A5 0 0 A6Rawmarsh 29 A 6 A61 1 A6 A5 A610 2 1 A6 A49 Stocksbridge 5 A613 A57 0 Wath upon Dearne 1 A6 A5 5 7 9 02 61 A 56 A6195 2 A6 A503 2 Worsbrough A5 7 15 A60 19 5 A6 A635 GLOSSOP Romiley A6 4 5 28 A6 BARNSLEY 2 0 Royston 9 Penistone 8 26 5 Hemsworth 37 A6 A63 5 A6 4 5 A6 A638 M1 13 A6 0 A55 WAKEFIELD 8 A61 65 6 42 A6 A637 Holmfirth A635 16 A6 37 A63 Ossett Horbury 9 A5 A6 Mirfield A6 3 52 A 2 A6 10 A5 MACCLESFIELD 3 A6 4 4 A 62 A6 01 149 A5 6 53 1 0 A5 A5 DEWSBURY A624 Northwich M6 A6 3 8 Castleford M62 Normanton 6 5 M62 01 A A53 1 9 A5 5 5 Alderley Edge 3 A533 Connah's Quay A4 17 A51 M56 5 miles 8 kms Knutsford 59 A 55 25 60 6 A6 4 6 Wilmslow 6 A A64 9 A63 9 4 A 65 M62 Cleckheaton A A63 4 A6 Rothwell Morley A58 Stalybridge A 628 M67 A57 Hyde A6 2 7 A5 3 A635 Hazel Grove A6 Bramhall A5 2 Frodsham 38 4 M621 A650 M606 Garforth 63 M1 8 A5 50 8 A 62 A51 43 38 A5 A5 A6 27 M56 A5 9 14 3 M56 A50 A6 4 Lymm A6 4 STOCKPORT Marple Cheadle 0 A 56 Hale A56 M60 5 4 8 A55 A5 14 A5 4 4 A548 Scale A5117 MANCHESTER Sale 034 A5 A A5 A5 ELLESMERE PORT 4 A64 0 HUDDERSFIELD A6 6 9 ASHTONM60 UNDERLYNE A662 ALTRINCHAM M6 A56 WIDNES A53 3 A 5 A647 Shaw A 62 A61 04 A6 Brighouse4 A58 A627(M) Middleton OLDHAM Stretford M60 M62 Irlam 74 A5 A 57 A56 2 A533 7 A5 A A 669 A3 A 562 55 Single and dual carriageway 2 A6046 A50 0 8 Motorway 2 3 A57 A49 61 A5 7 Medium risk roads 1 05 65 A6 M62 WARRINGTON 00 1 A4 Low-medium risk roads Newtonle-Willows A5 69 HUYTON M53 Medium-high risk roads 0 A6 6 Prescot A 57 Garston RUNCORN Low risk (safest) roads 0 A6053 7 A5 A5 A572 8 A5 A 53 A551 Road Assessment Programme Risk Rating 0 A58 A5 A5 8 0 A5 99 ST HELENS 62 A5 A5 73 A5 58 50 BIRKENHEAD Unrated roads BOLTON 3 A67 A5 A580 LIVERPOOL High risk roads A6 A49 08 M57 A 0 A6 7 Sowerby A6 Bridge 7 036 A6 HALIFAX Elland M62 Milnrow M66 BURY Heywood A 5 Horwich A6 4 Littleborough ROCHDALE A49 70 A5 80 A5 37 A5 1 A6 80 0 6 52 A5 0 6 9 A5 A 5 52 Ramsbottom 6 7 Todmorden Whitworth M61 Radcliffe SKELMERSDALE Farnworth A667 WIGAN Orrell A6 M58 Hindley Ince-inM60 A5 7 7 4 A6 Makerfield 04 Walkden A6 Rainford Billinge LEIGH 572 Swinton A M6 Ashton-in1 7 SALFORD Kirkby Makerfield 0 A 8 A5 7 A50 6 WALLASEY 1 A55 A681 A64 6 46 Bacup Adlington Standish A6 033 A6 A49 70 A5 A5 1 47 58 4 A55 Haslingden A676 9 A 5 20 Maghull BOOTLE Darwen Chorley M6 ORMSKIRK 03 1 Rawtenstall 66 A6 A58 SOUTHPORT A5 4 75 A6 A581 A57 M65 A6 A56 5 Oswaldtwistle A 6062 02 Leyland 7 A6 44 A6 A5 A6 07 A6 Queensbury Hebden Bridge 71 82 A5 A 675 79 A6 A1(M) A6 BRADFORD For more information LEEDS on the statistical background to this research, visit the BURNLEY For more information on the Road Safety Foundation go to www.roadsafetyfoundation.org. 1 Pudsey A EuroRAP website at www.eurorap.org Accrington 7 Bamber Bridge A6 3 A6 BLACKBURN The map excludes roads that are not statistically robust enough for analysis, shown in grey. 80 A6 A584 FORMBY M65 Padiham 1 A678 11 9 A6 A677 PRESTON A5 7 068 A6 177 A6 85 A50 83 59 A Guiseley A6120 Baildon Yeadon Colne This map shows the statistical risk of a fatal or serious injury crash occurring on the motorway and ‘A’ road networkHorsforth in and around Liverpool, Manchester, Leeds, Bradford and 4 Bingley A6 657 A Nelson The risk is calculated by comparing the frequency of road crashes resulting in death and serious Shipley injury on every stretch of roa A 5 8 road is carrying. For 0 176 a road that has the same number of crashes but which carries 100,000 vehicles. Brierfield example, the risk on a road carrying 10,000 vehicles a day with 20 crashes is ten times the risk on 0 Kirkham 68 29 A6 A5 A6 0 A523 9 A65 A 659 KEIGHLEY Great Harwood 64 Exploratory Risk Rating ofAMotorways and ‘A’ roads in and around 650 Longridge M55 A6 5 8 Otley 0 A6 7 A6 BLACKPOOL Ilkley Silsden A6 5 85 A5 A6 86 Poulton-le-fylde A5 A666 A 5 87 A5 86 LYTHAM ST ANNE'S Earby 29 0 66 CLITHEROE Thornton A6 5 A6 M6 A58 5 A584 Barnoldswick A6 82 WETHERBY A 603 8 A58 Cleveleys A65 4 A6 63 1 A68 2 65 66 REGIONAL AND NETWORK COMPARISONS IN ENGLAND REGIONAL COMPARISON FIGURE 21: AVERAGE RISK OF A FATAL OR SERIOUS CRASH PER BILLION VEHICLE KILOMETRES TRAVELLED ON ALL ROADS ON THE ENGLISH EURORAP NETWORK BY REGION (2015-17)29 Figure 20 identifies those regions that have seen a reduction in fatal and serious crash risk, and those that have seen an increase over the two data periods (2012-14 and 2015-17). The greatest improvements are evident in the North West. Performance is slipping in the West Midlands, North East, South East and East of England. 30 Risk Rate Fatal and serious crashes per billion vehicle-kilometres 27.1 FIGURE 20: CHANGE IN RISK OVER TIME ON THE ENGLISH EURORAP NETWORK BY REGION West Midlands 10% North East 6% South East 3% East of England 1% EuroRAP network ROAD SAFETY FOUNDATION -1% -2% London -2% South West 24.4 0% 5% 10% 20 15 10 5 South East Yorkshire & The Humber East Midlands South West North East English Regions 15% The South East and Yorkshire and the Humber have the highest rate of fatal and serious crashes per kilometre travelled. 29 24.2 21.9 North West -9% -5% 24.4 23 0 Yorkshire and the Humber -6% -10% 25.1 25 East Midlands -3% -15% 27.1 London is excluded from this analysis because of the limitations of our analysis in urban areas North West West Midlands East of England 67 68 PERFORMANCE BY NETWORK In this section we explore performance on the Strategic Road Network (SRN), the proposed Major Road Network (MRN) and Locally managed ‘A’ roads that are not on the MRN. Local authorities and the DfT are still currently agreeing the final composition of the MRN, so the MRN calculations here are based on the original proposed MRN by David Quarmby and Phil Carey30. As the precise plans for the MRN evolve, the EuroRAP network descriptors will be updated. TABLE 17: OVERVIEW OF PERFORMANCE ON THE EURORAP NETWORK BY SRN, PROPOSED MRN AND LOCAL AUTHORITY NON-MRN ROADS (2015-17) Strategic Road Network (SRN) Length (kms) Annual traffic (billion vehicle kilometres) Fatal and Serious crashes 6,881 21% 193 56% 64 1,603 18% 2,230 7,523 8 Crash risk per billion vehicle kilometres travelled 22% Understanding our Networks TABLE 18: ROAD LENGTH (KM) ON DIFFERENT NETWORK TYPES IN ENGLAND ON THE EURORAP NETWORK Crash risk is calculated by dividing the number of fatal and serious crashes by the traffic volume, measured in billion vehicle-kilometres, to express the number of crashes per billion vehicle-kilometres driven. Crash risk is lowest on the SRN, is more than four times as high on the MRN and is nearly twice as high on local authority non-MRN roads. On the SRN, ‘A’ roads alone are less than half the risk of roads on the MRN. 30 http://www.reesjeffreys.co.uk/wp-content/uploads/2016/10/A-Major-Road-Network-for-England-David-Quarmby-and-PhilCarey-Rees-Jeffreys-Road-Fund-October-2016.pdf SRN 57% 19% 85 25% 25% 5,102 57% 60 The difference in performance on these networks can be explained by reviewing the composition of each of these networks and the amount of traffic travelling on different types of road. Motorway travel is inherently safe in comparison with single carriageway travel because opposing traffic is separated by a median barrier, junctions are gradeseparated and infrequent, and pedestrians and pedal cyclists are prohibited. Road type MRN Local roads (non-MRN) 19,092 35 It is important at this juncture to understand performance on the MRN since it is currently proposed that these roads will receive Vehicle Excise Duty funding in the future. At present, although safety is mentioned in the consultation plans for the MRN issued by the DfT in 2018, it is not highlighted as a leading priority. By understanding performance on the MRN and by determining potential investment packages, it is hoped that some of the funding that is currently earmarked for major schemes, might be re-directed towards highly cost-effective life-saving remedial road safety schemes. At present, RSF is working with Kent County Council to scope the potential investment on their MRN roads. Table 17 provides an overview of performance on the three networks reviewed in this section. The SRN accounts for 21% of the length of the English EuroRAP network, carries 56% of the traffic and 18% of fatal and serious crashes happened on these roads. The MRN accounts for 22% of the length of the English EuroRAP network, carries 19% of traffic, and 25% of fatal and serious crashes happened on these roads. Finally, local nonMRN roads in England account for 57% of the length of the EuroRAP network, carry 25% of the traffic but 57% of fatal and serious crashes occur on these roads. ROAD SAFETY FOUNDATION Proposed Major Road Network (MRN) Local (non-MRN) English EuroRAP network Motorways 2,936 (43%) 28 (0%) 13 (0%) 2,977 (9%) Dual carriageway 'A' roads 2,018 (29%) 1,120 (15%) 385 (2%) 3,523 (11%) Mixed carriageway 'A' roads 1,378 (20%) 1,993 (26%) 2,429 (13%) 5,800 (17%) Single carriageway 'A' roads 549 (8%) 4,382 (58%) 16,264 (85%) 21,195 (63%) 6,881 7,523 19,092 33,496 Total TABLE 19: ANNUAL TRAFFIC (BILLION VEHICLE-KILOMETRES) ON DIFFERENT NETWORK TYPES IN ENGLAND ON THE EURORAP NETWORK (2015-2017) Road type SRN MRN Local (non-MRN) English EuroRAP network Motorways 129 (67%) 1 (2%) 0 (1%) 130 (38%) Dual carriageway 'A' roads 46 (24%) 21 (33%) 6 (7%) 73 (21%) Mixed carriageway 'A' roads 15 (8%) 19 (30%) 20 (24%) 54 (16%) Single carriageway 'A' roads 3 (2%) 23 (36%) 59 (69%) 85 (25%) 193 64 85 342 Total The SRN carries 56% of the traffic on the English EuroRAP network, with two-thirds of this traffic travelling on motorways. The MRN carries 19% of the traffic on the English EuroRAP network, with the split of traffic being fairly even across dual, mixed and single carriageway ‘A’ roads. The local authority-managed non-MRN roads carry a quarter of the traffic, with most of this travelling on single carriageway roads. 69 70 FATAL AND SERIOUS CRASHES 2015-2017 FIGURE 23: PERCENTAGE OF TRAVEL ON SECTIONS WITH HIGH-LOW RISK BANDINGS BY ROAD TYPE (PROPOSED MAJOR ROAD NETWORK IN ENGLAND) TABLE 20: ANNUAL AVERAGE NUMBER OF FATAL AND SERIOUS CRASHES ON DIFFERENT NETWORK TYPES IN ENGLAND ON THE EURORAP NETWORK (2015-2017) Single carriageway [A Road] Road type SRN MRN Local (non-MRN) English EuroRAP network Motorways 670 (42%) 6 (0%) 4 (0%) 680 (8%) Dual carriageway 'A' roads 490 (31%) 467 (21%) 206 (4%) 1,163 (13%) Mixed carriageway 'A' roads 310 (19%) 742 (33%) 1,434 (28%) 2,486 (28%) Single carriageway 'A' roads 133 (8%) 1,015 (46%) 3,459 (68%) 4,606 (52%) 1,603 2,230 5,102 8,935 Total 5% 66% Mixed carriageway [A Road] 22% 78% Dual carriageway [A Road] 5% 17% 17% 76% Motorway 7% 88% 12% PROPOSED MAJOR ROAD NETWORK (MRN) IN ENGLAND 0% The number of fatal and serious crashes on the proposed Major Road Network in England increased by more than 2% between the two data periods. Some of this increase is likely to be attributable to the new crash reporting system. Low risk Overall on the MRN, 18% of travel is on medium or higher risk sections (compared to just 1% of travel on strategic roads). FIGURE 22: RISK RATE DISTRIBUTION (PROPOSED MAJOR ROAD NETWORK IN ENGLAND)31 ROAD SAFETY FOUNDATION 2,000 1,800 1,600 1,400 Length (km) 1,200 1,000 800 600 400 200 Risk band category (Fatal and serious crashes per billion vehicle-kilometres 2014-2016) Risk bandings: Black = high risk, red = medium-high risk, orange = medium-risk, yellow = low-medium risk and green = low-risk 50 -1 70 15 0 -1 13 0 -1 30 12 0 -1 20 11 0 -1 10 0 10 00 -1 90 -9 0 80 -8 0 70 -7 0 60 -6 0 50 -5 0 40 -4 0 30 -3 0 20 0 -2 0 10 -1 5 0 -5 0 31 10% 20% 30% 40% Low-medium risk 50% Medium risk 60% 70% 80% Medium-high risk 90% High risk 100% 71 72 Skye RISK RATING OF THE PROPOSED MAJOR ROAD NETWORK IN ENGLAND This map shows the statistical risk of a fatal or serious injury crash occurring on the proposed Major Road Network in England for 2015 2017. The risk is calculated by comparing the frequency of road crashes resulting in death and serious injury on every stretch of road with how much traffic each road is carrying. For example, the risk on a road carrying 10,000 vehicles a day with 20 crashes is ten times the risk on a road that has the same number of crashes but which carries 100,000 vehicles. . The map excludes roads that are not statistically robust enough for analysis, shown in grey. Berwickupon-Tweed Islay For more information on the Road Safety Foundation go to www.roadsafetyfoundation.org. Arran A1 For more information on the statistical background to this research, visit the EuroRAP website at www.eurorap.org. A1 Alnwick A197 A1 A189 Morpeth A6 96 6 9 Bishop Auckland A66 Keswick Brough M6 Hartlepool A68 9 Barnard Castle A6 82 A1(M) A19 A6 6 A1 Durham M6 Penrith Whitehaven Sunderland A167 Workington Newcastle upon Tyne A1 Consett 6 Darlington A66 Middlesbrough A6 6 A6 6 Whitby Guisborough Windermere A Lancaster M6 Fleetwood 8 A5 A5 6 A5 6 6 9 A5 A565 A59 A59 A6 Doncaster M18 A1(M) M1 A5 7 A M1 A165 Scunthorpe M180 Gainsborough Worksop Kingston upon Hull Immingham A180 Grimsby A16 Sheffield 630 A63 A63 A 15 M56 A 35 61 61 M56 A 79 A15 Warrington A628 M60 A A5 M60 M18 38 A6 M62 M62 M62 Barnsley 635 8 2 A6 61 6 Bridlington Market Weighton Goole M1 A61 M6 M57 Bury MANCHESTER A 80 A5 A19 M61 Huddersfield M62 A63 M62 A1 A5 M58 M62 A6 A41 M53 Bolton 10 Selby M1 BRADFORD M66 A6 LEEDS A64 A 644 70 LIVERPOOL A6 5 0 M65 Southport Burnley Blackburn Preston A Malton York A65 629 M65 M55 A1(M) Harrogate Skipton 9 A5 Clitheroe Blackpool Anglesey A19 A19 3 68 A6 4 A1 Ripon A65 Barrow-inFurness 68 Kirkby Lonsdale 90 Scarborough 0 A 1 69 A5 A17 Thirsk A6 4 A595 Kendal 4 Isle of Man A1 ROAD SAFETY FOUNDATION A5 9 A7 Hexham Carlisle Tynemouth A1 A69 A69 Louth 6 A 140 A1 1 A10 A13 4 A1 1 31 A1 12 1 A1 3 A1 40 A1 A12 A10 A10 A2 M2 A2 A2 Maidstone M20 A2 59 28 Ramsgate A29 9 Canterbury Ashford A2 Royal Tunbridge Wells Margate A2 A2 5 6 13 Rochester A26 A20 Dover Folkestone 5 9 A2 6 A2 A27 A2 Lewes A27 259 A A32 5 A3 Sheerness 28 49 A1 A5 0 6 33 A A 52 A16 05 A6 3 A34 1 24 A 44 A 452 A4 6 A4 A4 A 24 4 38 A3 A3 3 8 A10 A4 A A38 A 350 61 3 A354 A 22 8 A3 A4 A4 6 A4 A3 8 A4 8 A37 A3 7 3 A312 A520 A 449 A3 8 7 A5 3 A34 A49 41 A4 9 A49 A A3 8 A Southend-on-Sea A2 Hastings Isle of Wight A380 30 A16 A61 A536 A49 A49 A48 3 0 A3 A3 9 9 A3 A391 0 A3 33 A1 Clactonon-Sea A2070 ROAD SAFETY FOUNDATION 4 A Felixstowe Harwich A 1 A2 Bognor Regis Brighton Colchester A1 2 0 2 A27 A2 59 0 0 A2 Portsmouth 1 A272 A 83 A2 Fareham M26 Sevenoaks A 25 A 22 A3 A27 M23 A23 Petersfield A3(M) M25 Crawley 1 9 A2 M27 Dartford A232 M25 Guildford A A2 0 5 Dorking 12 A120 Basildon A12 7 M25 A2 2 8 3 A1 4 2 A1 A1 3 8 A30 A1 2 A A3 4 A 40 M4 M4 Ipswich Chelmsford 2 Romford A406 A 23 Ringwood 26 Harlow A4 1 LONDON Horsham 6 Southampton A1 A6 A308 Winchester A3 A 1 41 A6 A355 A 31 Poole Bournemouth Weymouth 1 Exmouth M25 A3 1 A3 A3 5 A4 A38 Dorchester A3 5 Woking A 1 20 M11 A40 A245 A331 A385 8 A3 5 A3 22 M3 Farnham A3 A41 4 Watford M1 Bracknell ) 20 M25 M4 A 9 A34 8 A3 A1 A34 Tavistock A3 1 A3 3 M3 6 Blandford Forum A32 9( M A4 3 A30 A3 A3 0 Bridport Reading A3 4 Exeter A35 A 5 09 A4 0 Torquay Paignton Plymouth A39 St Austell 30 8 Maidenhead A1 Braintree A1(M) A41 3 0 Basingstoke A303 A3 0 Yeovil A1 17 A30 Truro A36 A30 58 A3 St Albans High Wycombe Newbury Andover A303 Salisbury A3 7 M5 A3 Chippenham A4 Warminster 62 Luton 8 41 Aylesbury A4 A60 2 A 5 05 M40 63 0 AA3 30 8 Oxford A420 A3 8 Tiverton Bodmin A3 A 39 A35 A3 9 A A3 Taunton A3 61 M40 M4 A 35 A4 Bath Shepton Mallet Launceston Cirencester M4 Bristol Weston-super-Mare Bideford A4 0 5 A1 Sudbury 5 A 50 Stevenage Great Yarmouth Lowestoft Diss Cambridge Royston 46 Bury St Edmunds A1 4 A 14 M11 M1 1 A1 Newmarket 4 Milton Keynes 41 A4 0 21 A1 A1 34 Thetford Ely 2 Huntingdon A1 4 A 507 A5 A1 14 A4 7 Norwich 7 A4 A1(M) St Neots A47 A4 7 Wisbech Peterborough Bedford A5 Buckingham Swindon A4 Street 6 6 A43 2 A43 M5 M5 A5 40 M32 Bridgwater 3 Bicester A 19 M48 M4 M49 Newquay Banbury A4 Cheltenham M5 Barnstaple A 42 8 M1 A42 2 A4 40 miles 60 km M40 A421 Gloucester A Scale Kettering A4 5 Daventry M50 36 A41 20 Stratfordupon-Avon Evesham A14 Northampton A5 5 46 9 A4 Unrated roads M1 5 6 4 A1 Fakenham King’s Lynn Spalding A47 3 A4 Rugby A17 Stamford A A4 A4 Melton Mowbray Leicester M69 Cromer Boston Grantham M6 A 423 A435 Worcester Hereford M40 Redditch Warwick A 38 Single and dual carriageway A4 4 M42 A45 Coventry 8 6 46 Skegness A Sleaford A5 2 Kidderminster 0 A6 A5 Hinckley 6 A44 A 41 M6 7 A47 3 A449 Motorway 40 M6 Toll M5 A45 M1 A511 A1 A5 2 A 42 74 Newark-on-Trent 2 M42 BIRMINGHAM Leominster 20 A5 Wolverhampton Bridgnorth High risk roads 0 M54 A5 A5 0 Burton upon Trent Lincoln 6 A4 Nottingham 10 A5 2 Derby Lichfield A Telford Medium-high risk roads 0 A5 A 4 49 Medium risk roads M1 A6 A52 6 A 45 8 Ashbourne A34 Low-medium risk roads A5 A5 7 1 Mansfield A 1 1 A5 Newport Shrewsbury 17 617 A 51 A4 Low risk (safest) roads 3 Uttoxeter Stafford M6 Oswestry Leek A 52 A6 A A50 A34 A53 A5 Road Assessment Programme Risk Rating Stokeon-Trent A500 Chesterfield A6 0 A41 Crewe Worksop 6 1 3 A5 Buxton M1 A 614 Macclesfield A556 A5 7 A M6 A 5 37 A5 2 Chester A6 A4 6 M56 A49 M56 A Warrington 61 35 61 73 A5 6 A41 M53 A3 Penzance 0 Falmouth Isles of Scilly © Road Safety Foundation 2019. Digital Map Data © Collins Bartholomew Ltd 2019. Contains Ordnance Survey data © Crown copyright and database right 2015. The Foundation is indebted to the Department for Transport (DfT) for allowing use of data in creating the map. This work has been financially supported by Ageas. Crash information is for 2015-2017. Traffic is calculated using the averages for 2015-2017 weighted by section length. Risk rates on road sections vary but it is expected that, on average, those off the ‘A’ road network will have higher rates than sections on it. Generally, motorways and high quality dual carriageway roads function in a similar way and are safer than single carriageway or mixed carriageway roads. Prepared under licence from EuroRAP AISBL using Risk Bands 2020 protocols © Copyright EuroRAP AISBL. This map may not be reproduced without the consent of the Road Safety Foundation. 75 76 SOCIETAL COST AND PRIORITIES FOR INVESTMENT In Great Britain societal costs of crashes are calculated using ‘values of prevention’ published by the DfT annually. These values of prevention include both direct economic costs such as hospital and medical care, and an estimate of the monetised broader societal impact of crashes comprising estimates of lost output and human costs based on the willingness to pay principle. In 2017 the value of prevention (or societal cost) of road traffic crashes was £35bn The cost of road crashes is astonishing. In 2017 the value of prevention (or societal cost) of road traffic crashes was £35bn, equating to 1.7% of Gross Domestic Product32. Broadly 60% of this total £35bn loss occurs on the EuroRAP network. Taking only injury crashes reported to the Police on the EuroRAP network, the societal cost between 201517 was £16.4 billion. Note that this sum does not include damage only crashes or make any correction for under-reporting and so should be considered very conservative. ROAD SAFETY FOUNDATION In Table 21 the length of roads that are unacceptably higher risk (medium-high or high risk) are identified along with the societal cost of reported injury crashes that occurred on them during the three-year analysis period 2015-17. This table excludes roads being addressed through the Safer Roads Fund. TABLE 21: SOCIETAL COSTS ASSOCIATED WITH MEDIUM-HIGH RISK AND HIGH RISK ROADS IN GREAT BRITAIN (EXCLUDING THOSE BEING ADDRESSED THROUGH THE SAFER ROADS FUND) Country England Scotland Wales Road type Road length (km) Societal costs of reported injury crashes 2015-201733 Strategic roads 26 £13 million Local roads Strategic roads 3,304 34 £2,770 million35 34 £5 million Local roads 762 £155 million Strategic roads 254 £69 million Local roads 352 £77 million 4,731 £3,089 million Total Table 22 shows the length of local roads classed as persistently higher risk along with societal costs of the reported injury crashes that occurred on them during the threeyear analysis period (2015-17). This table excludes roads being addressed through the Safer Roads Fund. TABLE 22: SOCIETAL COSTS ASSOCIATED WITH PERSISTENTLY HIGHER RISK36 LOCAL ROADS IN GREAT BRITAIN EXCLUDING THOSE BEING ADDRESSED THROUGH THE SAFER ROADS FUND Country Road length (km) Societal costs of reported injury crashes 2015-201737 England 77938 of which 105 are on the MRN £978 million39 of which £182 million was on the MRN Scotland 45 £26 million Wales 7 £3 million Total 831 £1,008 million SAFER ROADS FUND The Safer Roads Fund has seen grant expenditure of nearly £100 million by the DfT to be spent on 4940 highest-risk road local authority road sections in England as identified by the Road Safety Foundation’s 2016 analysis. The schemes covered 700 kilometres, with a portfolio spend of £140,500 per kilometre length of eligible road. The estimated benefits of the investment are compelling, since the schemes are estimated to save 1,450 fatal and serious injuries (a 23% reduction) over the next 20 years amounting to a Benefit Cost Ratio (BCR) of 4.4 meaning that for every £1 invested, societal benefit is estimated to be £4.40. If similar reductions were achieved as with the Safer Roads Fund through treating the remaining local authority persistently higher risk roads (some 831 kilometres), then a £117 million investment could prevent around 3,450 fatal and serious injuries over the next 20 years41. 36 The value of prevention of road crashes in 2017 was £35bn from ‘Reported Road Casualties Great Britain: 2017 Annual Report’ Available at: https://www.gov.uk/government/statistics/reported-road-casualties-great-britain-annual-report-2017 GDP was around £2tn in 2016 according to the World Bank 32 33 Based on 2016 DfT values of prevention of fatal, serious and slight crashes; the figure excludes damage only crashes and any correction for under-reporting of injury crashes Same methodology as Table 10 Based on 2016 DfT values of prevention of fatal, serious and slight crashes; the figure excludes damage only crashes and any correction for under-reporting of injury crashes 37 38 Of which 105km was on the MRN 39 Of which £182 million was on the MRN 34 Of which 299km were on the MRN 40 One local authority decided not to submit a proposal to the Safer Roads Fund 35 Of which £351 million was on the MRN 41 Assuming a similar spend per km and percentage reduction as per the Safer Roads Fund and taking into account background trend 77 78 Returns may be greater because the persistently higher risk roads have been filtered not just by risk but also by crash density meaning that more crashes can be prevented per kilometre road length through engineering measures. The potential investment would be £109m in England preventing around 3,350 fatal and serious injuries over 20 years, £6m in Scotland preventing around 90 fatal and serious injuries over 20 years and £1m preventing around 10-15 fatal and serious injuries over 20 years in Wales. It is likely that these road sections would yield greater BCRs than the first Safer Roads Fund sections and pay back to society their costs more than 5 times over. In the longer term it is suggested that the local authority unacceptably higher risk roads should be reviewed to determine whether they are likely to be good candidates for investment. ROAD SAFETY FOUNDATION If two-thirds of these were found to be good candidates, the investment necessary would be £83 million every year for five years. This investment could prevent as many as 6,850 fatal and serious injuries over a 20-year period42. The necessary investment would be £62m per year for five years in England, £14m in Scotland and £7m in Wales. PERSISTENTLY HIGHER RISK ROADS (2012-2017) In Table 23, the full list of persistently higher risk roads is presented. It was not possible to verify all of the crash, road length and traffic figures with all relevant highway authorities prior to publication. The allocation of crashes to routes in urban areas remains exploratory and is therefore subject to error, with limitations as described. TABLE 23: PERSISTENTLY HIGHER RISK43 ROADS IN GREAT BRITAIN Longest Highway Authority (100% unless stated) Road Number Road length (km) Birmingham A4040 7 Birmingham A441 10 Bolton A579 6 Bournemouth A35 5 Bradford A629 12 Brent (36%) A5 15 Brighton and Hove (64%) A23 14 Brighton and Hove (85%) A259 14 Brighton and Hove A270 7 Bristol, City of (63%) A38 8 Bristol, City of (87%) A432 7 Cambridgeshire A1134 16 Cambridgeshire A603 5 City of Edinburgh A7 6 Conwy (81%) A548 7 Derbyshire (76%) A5004 37 Derbyshire (88%) A57 11 A6005 12 Devon A361 23 East Riding of Yorkshire (59%) A165 22 East Sussex (96%) A21 33 East Sussex (Bexhill-Hastings) A259 6 East Sussex (Newhaven-Polegate) A259 6 Derbyshire 42 Assuming a similar spend per km and percentage reduction as per the Safer Roads Fund and taking into account background trend 43 Same methodology as Table 10 2015-17 Band 2012-2014 Band 79 80 ROAD SAFETY FOUNDATION Longest Highway Authority (100% unless stated) Road Number Road length (km) Road Number Road length (km) Fife A909 14 Sefton A565 8 Glasgow City (57%) A761 7 Sheffield A6101 6 Glasgow City A89 9 Sheffield A6135 9 Hampshire (68%) A27 6 Sheffield A625 5 Hampshire (71%) A272 12 Slough A4 9 Hampshire A3 31 Southampton A3024 6 Hampshire A32 11 Southend-on-Sea (52%) A1015 5 Isle of Wight A3054 29 Southend-on-Sea (65%) A13 19 Isle of Wight A3055 49 Stockport (54%) A6 15 Kent A290 9 Surrey (98%) A245 10 Kingston upon Hull, City of (54%) A1105 8 Surrey A307 10 Lancashire (79%) A586 5 Tameside A57 8 Lancashire A6 11 Tower Hamlets (73%) A13 7 Lancashire A671 6 Transport for London A21 13 Lancashire A683 24 Transport for London A23 20 Leeds A58 7 Transport for London A10 14 Leeds A660 7 Transport for London A1 8 Lincolnshire A1434 7 Transport for London A503 12 Liverpool (41%) A57 17 Transport for London A20 8 Manchester (57%) A662 6 Transport for London A24 12 Newcastle upon Tyne A186 12 Transport for London A205 9 North Tyneside (63%) (A188-Northumberland Dock Road) A187 6 Transport for London A2 10 North Tyneside (North Shields-Northumberland Dock Road) A187 5 Transport for London A202 6 Northamptonshire A4500 6 Transport for London A3 7 Northamptonshire A508 5 Wakefield A645 9 Nottingham (65%) A60 8 Walsall A462 7 Oxfordshire A420 9 West Dunbartonshire A814 8 Portsmouth A288 10 Wirral A551 9 Rochdale (95%) A58 6 Wirral A553 7 Sandwell (68%) A4100 7 2015-17 Band 2012-2014 Band Longest Highway Authority (100% unless stated) 2015-17 Band 2012-2014 Band :2 .. 83 84 ABOUT OUR WORK RISK MAPPING STAR RATING AND SAFER ROADS INVESTMENT PLANS The EuroRAP Risk Maps for Britain’s major roads have been published by the Road Safety Foundation since 2002. These well-known colour coded maps show the risk to a road user of being involved in a crash involving death or serious injury. Much as Euro NCAP tests Star Rate the in-built safety standard of new cars, Star Rating gives a measure of the in-built safety of roads. These ratings are based on road attribute data and provide a simple and objective measure of the level of safety built in to the roads for vehicle occupants, motorcyclists, pedestrians and cyclists. Just under a million kilometres of road have now been surveyed using this methodology worldwide. The Star Ratings reflect risk contributed by each of the road attributes that are coded – the higher the risk, the lower the rating. The risk is calculated using ‘crash modification factors’ that describe relationships between road attributes and crash risk. Star Rating information can be viewed using charts, tables and maps. These annual Risk Maps for Britain’s motorways and ‘A’ roads have become a key national road safety performance indicator revealing measurement of risk on roads across nations, regions and authorities. The majority of British road deaths (60%) are concentrated on the mapped network (which is around 12.5% of the whole road network). PERFORMANCE TRACKING Performance Tracking uses the data compiled for each risk map to assess how risk on the network as a whole, and on individual roads, has changed over time. It is a way of measuring progress and the effectiveness of investment in safer roads. Prince Michael Road Safety Awards are made annually to an authority with a road section showing strong improvement. Performance Tracking is carried out in two main stages: ROAD SAFETY FOUNDATION ÎÎ Risk Mapping compares consecutive three-year data periods to identify roads for two lists: ƒƒ Those road sections that have improved: shown by a statistically significant reduction in the number of fatal and serious crashes between the two data periods ƒƒ Those road sections that are persistently higher risk: these are busy roads that are medium-high or high risk in both three-year data periods and have not made any significant improvement in performance between the data periods ÎÎ Highway authorities are consulted in order to build up information on specific issues affecting road safety, and on the types of engineering, enforcement or education measures that may have been implemented and any actions planned in the immediate future Increasing numbers of road authorities around the world are setting Star Ratings as policy targets. This approach can be attractive to senior officers and elected members who are accountable for ensuring that policies are being effective at the macro level, and that funds are well allocated. For example, Highways England has a delivery plan commitment to ensure that 90% of travel on the Strategic Road Network occurs on 3-star roads or better by 2020. Star Ratings can also be applied to designs. This can motivate designers of new and improved roads to think about risk management in a fresh way. Safer Roads Investment Plans (SRIPs) identify ways in which fatal and serious injuries can be prevented in a cost-effective way. The ViDA software that prepares Star Ratings also calculates the casualty reduction that might be expected from implementing any of around 90 countermeasures individually or in logical combinations. The software examines every 100 metres along an inspected road, comparing the value of crashes that might be prevented against the cost of implementing a countermeasure. The software provides an economic appraisal of a Safer Road Investment Plan (SRIP). This SRIP can be interrogated at the individual section, region or national (portfolio) level to assess the appropriateness and effectiveness of individual options for improvement. SRIPs can be refined to allow economic appraisal of a locally acceptable treatment programme through modelling a User Defined Investment Plan (UDIP). The appraisal period is normally 20 years, allowing the cost of implementing each measure to be evaluated against the expected casualty savings over the economic life of the investment. ViDA provides present values (PVs) and Benefit to Cost Ratios (BCRs) for appraisal of each proposed countermeasure (ViDA is extensively documented at www.irap.org). 85 86 ABOUT US NOTES About the Road Safety Foundation Value of prevention/societal costs A value of crash prevention reflects the societal cost of road crashes. This is calculated for each road of the British EuroRAP network by determining the total value of prevention of the reported injury crashes that have occurred. The DfT’s 2016 values for the prevention of a crashes have been used in this report. The Road Safety Foundation is a UK charity advocating road casualty reduction through simultaneous action on all three components of the safe road system: roads, vehicles and behaviour. The charity has enabled work across each of these components and published several reports which have provided the basis of new legislation, government policy or practice. EuroRAP network The EuroRAP network consists of all motorways and ‘A’ roads except for some of the more minor ‘A’ roads within Greater London; that is, those which are not on the Strategic Road Network, proposed Major Road Network or the Transport for London Road Network and which also have three or more digits in their ‘A’ number. For the last decade, the charity has focused on developing the Safe Systems approach, and in particular leading the establishment of the European Road Assessment Programme (EuroRAP) and, through EuroRAP, the global UK-based charity, iRAP (the International Road Assessment Programme). Though the EuroRAP network comprises only around an eighth of Britain’s road length, 60% of all road deaths occur on it. This annual report therefore provides key indicators that track Britain’s road safety performance. Major Road Network (MRN) The Major Road Network (MRN) in England is the term used to describe the proposed network of more important local roads. ROAD SAFETY FOUNDATION Region and nation allocation A road is allocated to the region or nation in which 80% or more of its length is contained. Road type Road type is the road type accounting for 80% or more of the road’s length. The road type assigned is ‘mixed’ if the 80% figure is not reached and the road has lengths that are both single and dual carriageway ‘A’ road. Strategic roads Strategic roads is the term used to describe national networks of motorways and primary ‘A’ roads. These motorways and primary ‘A’ roads are the responsibility of national governments in England (Department for Transport), Wales (Welsh Government) and Scotland (Scottish Government). In England, a new government company, Highways England, became responsible in 2015 for the Strategic Road Network. The Department for Transport has delegated responsibility for the network in England to Highways England. In Scotland, day to day responsibilities are managed by an Agency, Transport Scotland and in Wales, the Welsh Government. Since the inception of EuroRAP in 1999, the Foundation has been the UK member responsible for managing the programme in the UK (and, more recently, Ireland), ensuring that the UK provides a global model of what can be achieved. The Foundation plays a pivotal role in raising awareness and understanding of the importance of road infrastructure at all levels, through: ÎÎ Annual publication of EuroRAP Risk Mapping and Performance Tracking in a form which can be understood by the general public, policymakers and professionals alike ÎÎ Supporting use of the iRAP and EuroRAP protocols at an operational level by road authorities, in order to support engineers in improving the safety of the road infrastructure for which they are responsible ÎÎ Proposing the strategies and goals that the government should set in order to prevent tens of thousands of fatalities and disabling injuries The Road Safety Foundation was a founder member of the FIA Foundation (established as an independent UK registered charity in 2001 by the Fédération Internationale de l’Automobile, FIA) and frequently works with FIA members and other organisations both in Britain and abroad, including the RAC Foundation, the AA, IAM RoadSmart, RoadSafe, PACTS (The Parliamentary Advisory Council for Transport Safety) and professional bodies such as ADEPT (the Association of Directors of Environment, Economy, Planning and Transport). 87 88 ABOUT AGEAS The formal objectives of the charity, which was founded in the 1980s, are to: ÎÎ Carry out, or procure, research into all factors affecting the safe use of public roads ÎÎ Promote and encourage the safe use of public roads by all classes of road users through the circulation of advice, information and knowledge gained from research ÎÎ Conceive, develop and implement programmes and courses of action designed to improve road safety, which are to include the undertaking of any projects or programmes intended to educate young children or others in the safe use of public roads The library of the Road Safety Foundation’s published work is at www.roadsafetyfoundation.org ABOUT EURORAP ROAD SAFETY FOUNDATION The European Road Assessment Programme (EuroRAP AISBL) is dedicated to saving lives through safer roads and is an international not for profit association registered in Belgium under number 50962003 with company number 0479824257. EuroRAP’s registered office is Rue de la Science 41, 1040 Brussels. EuroRAP works to reduce death and serious injury through a programme of systematic testing of risk, and by identifying the major shortcomings that can be addressed by practical road improvement measures. It forges partnerships between those responsible for a safe road system – civil society, governments, motoring organisations, vehicle manufacturers and road authorities – and aims to ensure that assessment of risk lies at the heart of strategic decisions on road improvements, crash protection and standards of road management. Its members are automobile and touring clubs, national and regional road authorities, and universities and research institutes. EuroRAP is supported by the FIA Foundation, ACEA, and the International Road Assessment Programme (iRAP). For more information please visit www.eurorap.org Ageas is a leading general insurer in the UK, backed by an international insurance group with businesses across Europe and Asia. Over 5 million people in the UK choose to insure their cars, homes, travels or businesses with Ageas, benefitting from its award winning service in their time of need. As a leading UK car insurer, Ageas knows only too well the impact that incidents on the roads can have on its customers, their families and friends, other road users and public services. That’s why Ageas has partnered with the Road Safety Foundation since 2012 - helping make Britain’s roads safer for everyone. www.ageas.co.uk @AgeasUK 89 ACKNOWLEDGEMENTS The Road Safety Foundation is grateful to Ageas for its continued partnership in completing this important work. The Foundation would like to thank those road authorities that responded to pre-publication consultation of the results and provided detailed information on the specific roads listed. The data used to produce these results was compiled and assigned to the EuroRAP network by Agilysis. Analysis and validation were carried out by Brian Lawton, and the report was written by Brian Lawton and Dr Suzy Charman. Pre-publication consultation with road authorities on roads listed in the report was carried out by Brian Lawton and Kate Fuller. Cartography was carried out by Nick Moss using Digital Map Data (c) Collins Bartholomew Ltd 2019. Regional mapping contains Ordnance Survey data (c) Crown Copyright and database right 2019. ROAD SAFETY FOUNDATION Sole responsibility for this report lies with the authors and does not necessarily reflect the opinion of supporters of the Road Safety Foundation or EuroRAP.