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ROAD SAFETY REPORT
Published May 2018
with schools, colleges and workplaces to raise awareness of road safety issues and educate people on how to travel safely and respectfully on the roads. Better safety education is concentrated on vulnerable road user groups such as children, young and older drivers, cyclists and pedestrians.
Managing the highway network, improving facilities and keeping the town moving safely are top priorities and contribute to building a better Bournemouth.
Councillor Mike GreeneCabinet Member for Transport,Cleansing and Waste
Jane PortmanManaging Director
BOURNEMOUTH BOROUGH COUNCILROAD SAFETY REPORT
Gary Powell,Head of Traffic, Engineering and Major Projects
Richard Pearson,Design and Road Safety Manager
Steve Hoyle,Team Leader - Road Safety Engineering
Damian Lush,Road Safety Technical Officer
Collision data enquiries:[email protected]
For further information visit:bournemouth.gov.uk/roadsafety
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Bournemouth is a vibrant and cosmopolitan south coast town with a beautiful environment and buzzing nightlife. Being one of the UK’s most popular resorts, the town’s population is boosted by a year-round stream of visitors for leisure and business.
Our bustling urban area continues to grow. The Borough’s school population is in the process of expanding considerably and there is a growing population of university and language school students adding to the increasing resident population. This all means more journeys to school, travel to work and trips for leisure on our already busy road network.
Our aim is to provide a safe environment for all road users. We do this through education (campaigns & training), engineering and enforcement. We use statistical data to analyse and understand the circumstances and factors that have contributed to collisions and the resulting casualties. This evidence enables us to prioritise our resources on interventions and projects that target those groups at risk.
This work takes place against a backdrop of tighter financial austerity and ever increasing demands. We are facing these challenges by re-doubling our efforts to be evidence based and strengthening our work with others, in particular the Dorset Road Safe Partnership. It’s even more important that we continue to share knowledge and combine our efforts and resources to achieve results that improve road safety outcomes not just in Bournemouth but with our neighbouring authorities and the emergency services.
Despite significant progress, collisions and casualties still occur with tragic and often life changing consequences. In many cases these injuries and the resulting human and economic costs could often be avoided. At the heart of our work to keep Bournemouth’s roads safe, is encouraging people to think about their behaviour and the consequences of their actions. We work
FOREWORD
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Road safety is an issue that concerns everyone living in Bournemouth. It is our vision that no matter which mode of transport or route people choose, they should be able to travel safely in and around the Borough.
Getting people and traffic around the borough safely is also central to quality of life. Sustainable travel take-up is increasing, connectivity is improving and we have a number of high profile public realm projects that have taken a shared space approach.
Ultimately, almost all road deaths and injuries are avoidable. Experience shows that improvements in road safety are best achieved through a combination of the three “E’s” of road safety. Engineering, Education and Enforcement. Each of these have an important role in helping to prevent collisions and casualties. In this context it is vital to have a good working relationship between each group to ensure that all aspects of road safety are considered, whilst ensuring that our actions are evidence based, prioritised and co-ordinated to ensure the optimum use of resources.
Our partnership work to Engineer, Educate, Enforce and inform the public is a key component in our quest to ensure safer streets, reach better road safety outcomes and aim to eliminate fatal and life changing injuries altogether.
This report provides an overview of the collisions and casualties that occurred on Bournemouth’s roads between 1 January 2012 and 31 December 2016 (the latest validated casualty data), how we are making progress towards our targets and how we are performing in relation to neighbouring authorities and the rest of the country. It also describes the borough’s Engineering work and the projects we plan to undertake to help reduce collisions and casualties, including information about the economic benefits and first year rate of returns. Using the national indicators set by the DfT (Department for Transport) and local targets as set by the DSRSP (Dorset Strategic Road Safety
Partnership) and the Council we can analyse the effectiveness of our work. In view of the financial constraints facing government, we are redoubling our efforts to ensure we take an evidence based approach and treat locations where the most benefit can be realised.
This report also describes the borough’s road safety education work including our collaboration with local schools to improve safety and encourage a greater uptake of sustainable travel. In addition, the report outlines our work with road safety partners to help promote wider educational and enforcement initiatives aimed at improving safety for all road users. We remain committed to seek out and apply best practice and focus our resources on areas likely to achieve the best road safety outcome based on the available evidence.
Richard Pearson Highway Design and Road Safety Manager
EXECUTIVE SUMMARY OUR ROAD SAFETY TEAMS
The Road Safety Department is made up of the two key teams: Engineering and Education. The two teams work side by side to improve safety on Bournemouth’s roads. Richard Pearson is the Highway Design and Road Safety Manager, Steve Hoyle is the Engineering Team Leader and Claire Heaton is the Education Team Leader.
The teams also work closely with the Dorset Strategic Road Safety Partnership. More information on the partnership can be found in Section 8 of this report.
Engineering Team responsibilities:
• Analysis of the collisions and casualties that occur on Bournemouth’s roads
• The provision of collision and casualty data• Reporting to DfT on progress of collision and
casualty reduction against national indicators and local indicators and targets
• The programming and implementation of collision and casualty reduction schemes
• Deployment of Vehicle Activated Signs (VAS) & speed indicator devices (SIDS)
• Liaison with Dorset Road Safe (Camera Partnership)
*For more information on SRTS schemes please see chapters 3 and 6 of this report.
Education Team responsibilities:
• Pedestrian and cycle training• The management of school crossing patrollers• Safety campaigns such as think bike and stop
means stop• Liasion with Dorset Strategic Road Safety
Partnership
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Glossary of Terms .................................................................................................................................... 8Summary of Bournemouth 2012-2016 collision and casualty data ............................................. 91.0 Legal responsibilities, economics and progress ............................................................. 121.1 1988 Road Traffic Act ............................................................................................................... 121.2 Economic cost of collisions and casualties ......................................................................... 121.3 Economic justification .............................................................................................................. 131.4 National indicators and local targets .................................................................................... 141.4.1 National indicators ................................................................................................................... 141.4.2 Local indicators ......................................................................................................................... 141.4.3 Local targets .............................................................................................................................. 141.5 Indicator and target comparisons ......................................................................................... 151.6 National and local comparison tables .................................................................................. 172.0 Bournemouth 2012 - 2016 collision and casualty data .................................................. 202.1 Overview of annual progress - all casualties ..................................................................... 202.2 KSI casualty data ...................................................................................................................... 212.3 Child KSI casualties .................................................................................................................. 242.4 Car user KSI casualties 2012 – 2016 .................................................................................... 262.5 Slight casualty data .................................................................................................................. 272.6 Vulnerable road user (VRU) casualty data ........................................................................... 292.6.1 Pedal cycles ............................................................................................................................... 292.6.1.1 When and where do pedal cycle collisions occur and why? ............................................ 322.6.1.2 Problem locations for cyclists ............................................................................................... 322.6.2 Powered two wheelers (PTW) ................................................................................................ 332.6.3 Pedestrians ................................................................................................................................ 342.6.4 When and where do collisions involving children occur and why? ................................. 352.7 Collisions and the environment ............................................................................................. 362.7.1 Road condition ........................................................................................................................... 362.7.1.1 Snowy and icy conditions ........................................................................................................ 362.7.1.2 Wet conditions ........................................................................................................................... 372.7.1.3 Dark and light conditions ........................................................................................................ 372.8 Contributory factors ................................................................................................................. 382.9 Town centre collisions and casualties .................................................................................. 402.9.1 Pedestrian collisions and casualties in the town centre .................................................. 413.0 Cluster site analysis ............................................................................................................... 423.1 2012-2016 Analysis ................................................................................................................. 423.1.1 Bournemouth and Poole Boundary Sites ............................................................................. 423.2 Engineering Schemes .............................................................................................................. 433.3 Safer Routes to School Schemes (SRTS) ............................................................................. 443.4 Education – School Expansion Programme ........................................................................ 473.4.1 Christ the King20mph Zone and Poole Lane, Durdells Avenue Crossing ...................... 473.4.2 St Peter’s upper School ........................................................................................................... 474.0 Route analysis .......................................................................................................................... 484.1 What is route analysis ............................................................................................................. 484.2 Update on Route Projects ....................................................................................................... 484.2.1 Charminster Road .................................................................................................................... 484.2.2 Wimborne Road ........................................................................................................................ 505.0 Post Project Review ................................................................................................................ 515.1 Project Review .......................................................................................................................... 515.2 Project Descriptions ................................................................................................................. 515.2.1 Charminster Road/Wellington Road Roundabout .............................................................. 515.2.2 Bath Road Outside Bath Road Car Park ............................................................................... 515.2.3 Prince of Wales Road/Surrey Road Junction ...................................................................... 52
CONTENTS5.2.4 Richmond Hill Roundabout ..................................................................................................... 525.2.5 Horseshoe Common ................................................................................................................. 535.2.6 Christchurch Road/Holdenhurst Avenue Junction............................................................. 535.2.7 St Paul’s Roundabout ............................................................................................................... 535.2.8 Richmond Hill ............................................................................................................................ 545.3 Tabulated Results ..................................................................................................................... 546.0 Road safety education ............................................................................................................ 566.1 What do we do? ......................................................................................................................... 566.2 Safety training and education for pedestrians (STEPs) .................................................... 566.3 Cycle training/Bikeability ........................................................................................................ 566.4 School crossing patrollers (SCP) ........................................................................................... 576.5 Education, training and publicity ........................................................................................... 576.6 Road safety education campaigns ........................................................................................ 586.6.1 Think bike ................................................................................................................................... 586.6.2 Stop Means Stop ....................................................................................................................... 586.6.3 G & T to A & E ............................................................................................................................. 586.6.4 Driving Too Close For The Conditions ................................................................................... 596.6.5 Look Out ..................................................................................................................................... 596.7 Road safety education programmes ..................................................................................... 596.7.1 Life Drive .................................................................................................................................... 596.7.2 Dorset Driver Gold .................................................................................................................... 606.7.3 Child car seat safety check days ........................................................................................... 616.8 Partnership working ................................................................................................................ 617.0 School travel plans .................................................................................................................. 627.1 What is a school travel plan (STP)? ....................................................................................... 627.1.1 Objectives ................................................................................................................................... 627.1.2 Measures .................................................................................................................................... 637.2 School Travel Plan Strategy (STP) and Sustainable Travel To School Strategy (SMOTS) ....637.3 Travelling to school by car ...................................................................................................... 637.4 School expansion programme ............................................................................................... 647.5 Securing travel plans through the planning process ........................................................ 647.6 School travel plan coverage ................................................................................................... 647.7 Support available to schools .................................................................................................. 648.0 Dorset Strategic Road Safety Partnership (DSRSP) ........................................................ 658.1 Who are they and what do they do? ...................................................................................... 658.2 Engineering ................................................................................................................................ 668.3 Education, training and publicity ........................................................................................... 668.3.1 Education .................................................................................................................................... 668.3.2 Driver awareness course (DAS) ............................................................................................. 668.4 Enforcement .............................................................................................................................. 668.5 Community speed watch (CSW) ............................................................................................. 668.5.1 How does CSW work? .............................................................................................................. 678.5.2 How do people get involved? .................................................................................................. 679.0 Conclusions and recommendations .................................................................................... 689.1 Conclusions ............................................................................................................................... 689.2 Recommendations .................................................................................................................... 69Appendix A: Rolling 5 year averages ................................................................................................. 70Appendix B: Cluster site ranking list ................................................................................................. 77Appendix C: Combined Bournemouth and Poole Cluster Site List .............................................. 83Appendix D: Cluster Site Collision Reduction Measures ............................................................... 84Appendix E: Combined Bournemouth & Poole Cluster Site Collision Reduction Measures .. 97Appendix F: Collisions and Casualty Maps ....................................................................................... 99Bibliography. ..........................................................................................................................................103
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GLOSSARY OF TERMS
Refers to the incident itself (also referred to as an accident)
Refers to the people who are injured in a collision. Often more than one person is injured so casualty numbers are usually higher than collision numbers
Human casualties who sustained injuries which caused death less than 30 days after the collision. Confirmed suicides are excluded
Examples of serious injuries are: fracture, internal injury, severe cuts, crushing, burns (excluding friction burns), concussion, severe general shock requiring hospital treatment, time in hospital as an in-patient either immediately or later, and injuries to casualties who die 30 or more days after the collision from injuries sustained in that collision
Examples of slight injuries are sprains, not necessarily requiring medical treatment, neck whiplash injury, bruises, slight cuts and slight shock requiring roadside attention
Killed or seriously injured
Vulnerable Road Users - includes cyclists, pedestrians, motorcyclists, children (0-15yrs) and people aged 65 and over
In this report we have used the DfT definition of a child, which is up to and including the age of 15
Powered two wheelers - a two wheeled vehicle powered by a motor engine such as a motorcycle or moped
Five year averages are taken from the previous five years leading up to 2016 (therefore 2012 to 2016)
Cluster sites are locations where there have been seven or more collisions within the last five-year period within a 50m radius
The economic cost is calculated according to the values stated in Reported Road Casualties Great Britain 2016. The figure used in this report is £67,924 (the average cost of a collision)
First year rate of return (economic return in first year as % of total)
Personal Injury Collision
Department for Transport
Local Highway Authority (Bournemouth Borough Council)
Dorset Strategic Road Safety Partnership
Education, Training and Publicity
Local Transport Plan
Local Sustainable Transport Fund
Vehicle Activated Sign
Speed Indicator Device
School Crossing Patroller
Safer Routes to School Schemes
Safety Training Education Programme
School Travel Plan
Travelling to school initiative
DAS Driver Awareness Scheme (training, offered by Dorset Police that road traffic offenders can attend as an alternative to prosecution)
Community Speed Watch (speed enforcement by local community volunteers)
Office of National Statistics
Collision
Casualty
Fatal collision
Serious collision
Slight collision
KSI
VRUs
Child
PTW
Rolling Five year average
Cluster Site
Economic Cost
FYRR
PIC
DfT
LHA
DSRSP
ETP
LTP3
LSTF
VAS
SID
SCP
SRTS
STEPs
STP
TTSI
DAS
CSW
ONS
Term Description
SUMMARY OF BOURNEMOUTH 2016 COLLISION AND CASUALTY DATA
INTRODUCTION
In 2016 there were a total of 406 collisions; 3 fatal, 64 serious and 339 slight. These collisions resulted in 535 casualties; 3 fatal, 66 serious and 466 slight.
When using Bournemouth’s 2016 collision figures to calculate a value of prevention of collisions it equates to £27.6 million. When compared with the 2015 figure of £30.3 million this shows a decrease of £2.7 million.
Although the value of prevention has reduced by £2.7 million in 2016 this figure still demonstrates the massive financial impact road collisions have on the local economy, however, nothing can communicate the human cost.
The following information needs to be understood in the context of
a steadily rising population,increased school populations and increased traffic.
Given the variability that occurs annually in any set of statistics we have included the rolling five year statistics in Appendix A which helps to demonstrate the long-term trends.
COLLISION AND CASUALTY FIGURES
The overall 2016 figures are shown in Table 1 which shows there was a decrease in collision and casualty figures for Bournemouth. Collisions reduced
by 17% from 489 in 2015 to 406 in 2016. Casualties decreased by 10% from 594 in 2015 to 535 in 2016.
The collision and casualty figures for 2016 are the lowest figures on record which shows the good work being done in Engineering, Education and Enforcement.
When 2016’s casualty figures are compared to those in 2015, it shows a reduction in serious and slight casualties but a rise in fatalities. However, when compared to the 2005-09 average it shows a reduction for all casualties. The percentage changes are shown in Table 1.
The Department for Transport (DfT) average value of prevention of reported collisions by road type has increased from £61,966 in 2015 to £67,924 in 2016. This rise could be attributed to a 4% rise in fatalities nationally
All Collisions
All Casualties
Fatal Casualties
Serious Casualties
KSIs Casualties
Slight Casualties
2016
406
535
3
66
69
466
2015
489
594
2
70
72
522
2005-09Average
605
750
4
76
80
670
2016 Compared to2015
2016 Compared to2005 - 09 Average
17%
10%
50%
6%
4%
11%
33%
29%
25%
13%
14%
30%
Table 1 - 2016 Collision and Casualty Figures
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LOCAL CASUALTYREDUCTION TARGETS
We have two casualty targets set at the local level:
• To reduce KSI (killed and seriously injured) casualties by 40% by 2020 compared to the 2005/09 baseline level
• To reduce child KSI casualties by 50% by 2020 compared to the 2005/09 baseline level.
KSI CASUALTIES
There were 69 KSI casualties in 2016, 3 were fatal and 66 were serious. This is an overall decrease of 4% when compared to the 72 KSIs in 2015.
Fatal casualties have increased again in 2016. They have risen by 50% from 2 in 2015 to 3 in 2016.
A 50% increase sounds like a large rise but this figure needs to be taken in the context that fatal casualties have risen by 1, from 2 to 3. The percentage change is distorted as the fatal numbers are so low.
The 2005/09 base data for KSIs is 80 casualties. With a target of a 4% decrease each year, the figure for 2016 should be 61 for Bournemouth. We are therefore 8 casualties away from achieving the 2020 target at this current time.
CHILD KSI CASUALTIES
In 2016 there were 6 child KSIcasualties none of which were fatal. This is a reduction of 25% when compared to 2015’s total of 8 KSIs and when compared to the 2005/09 average figure of 8 casualties.
It should be noted that as the figures for child KSIs are low, an increase or decrease of one or two casualties can result in a large percentage change.
As child casualties have reduced by 25% we are making good progress, but are slightly off our target of a 50% reduction by 2020.
NATIONAL STRATEGICINDICATORS
There are five strategic indicators set at national level that are being used to monitor progress. These are:
• Number of KSI casualties.• Rate of KSI casualties per
100,000 people.• Number of PTW (Powered two-
wheeler) deaths.• Number of deaths resulting
from collisions involving drivers under 25 years of age.
• Number of child KSIs.
Data for slight collisions and casualties and damage only (where reported) collisions is also collected. No formal target has been set for either group but we will monitor them.
RATE OF KSI’S PER 100,000 POPULATION
The rate of KSIs per 100,000 population has decreased by 5% to 35 in 2016 when compared to 2015’s figure of 37. 2016’s figure of 35 represents a reduction of 26% when compared to the 2005/09 average.
NUMBER OF PTW DEATHS
In 2016 there was 1 fatal collision involving a PTW resulting in 1 fatal PTW casualty.
This is an increase of 100% when compared to 2015 when there were no fatal PTW casualties. This is also a 40% increase when compared to the 2005/09 average figure of 0.6.
It should be noted that as the figures for PTW fatal casualties are low, an increase or decrease of one or two casualties can result in a large percentage change.
25%
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NUMBER OF DEATHS RESULTING FROM COLLISIONS INVOLVING DRIVERS UNDER 25 YRS
In 2016 there was 1 collision, that resulted in a fatality where a vehicle was being driven by someone under the age of 25.
This is a 100% increase when compared to 2015 as there were none in that year.
When the 2016 figure of 1 is compared to the 2005/09 average figure of 1.2 a reduction of 17% can be seen.
It should be noted that as these figures are so low, an increase or decrease of one or two casualties can result in a large percentage change.
SLIGHT CASUALTIES
There was a total of 466 slight casualties in 2016. This repre-sents a decrease of 11% when compared to 2015’s figure of 522 and is the lowest figure on record.
Although no target has been set for a reduction in slight casualties when we compare 2016 to the 2005/09 average figure of 670, it shows that in 2016 there has been a reduction of 30%.
In 2016 there were 44 slight child casualties. This is a reduction of 2% when compared to 2015s figure of 45.
When compared to the 2005/09 average figure of 62 this shows there has been a decrease of 29% in child slight casualties in 2016.
VRUS (VULNERABLE ROAD USERS)
There are three main groups that are significantly more at risk on the road. These are:
• Cyclists• PTWs (Powered Two Wheelers,
including motorcycles)• Pedestrians
In 2016 these three groups made up 81% of all KSIs which is the same percentage figure as 2015.
Pedestrians represent 39%, Cyclists 25% and PTWs 17% of all KSIs. When compared to their modal share they are disproportionately overrepresented, particularly cyclists and PTWs.
Table 2 below shows the comparison of 2016 VRU collisions and casualties to the 2015 figures.
2016
27
17
12
2016
52
79
49
2015
19
21
19
2015
68
118
55
%Change
42%
19%
37%
%Change
17%
33%
11%
KSIs Slight
Table 2 - VRU collisions and casualty comparisons
INDICATORS AND TARGETS
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1.1 1988 ROAD TRAFFIC ACT
The 1988 Road Traffic Act, Section 39, places a statutory duty on the local authority to undertake studies into road collisions and take steps both to reduce and prevent collisions and casualties. The wording of the act is:
39. (1) “The Secretary of State may, with the approval of the Treasury, provide for promoting road safety by disseminating information or advice relating to the use of roads.”
39. (2) “Each local authority must prepare and carry out a programme of measures designed to promote road safety and may make contributions towards the cost of measures for promoting road safety taken by other authorities or bodies.”
39. (3) “Each local authority –
(a) must carry out studies into accidents arising out of the use of vehicles on roads or part of roads, other than trunk roads, within their area,
(b) must, in the light of those studies, take such measures as appear to the authority to be appropriate to prevent such accidents, including the dissemination of information and advice relating to the use of the roads, the giving of practical training to road users or any class or description of road users, the construction, improvement, maintenance or repair of roads for which they are the highway authority (in Scotland, local roads authority) and other measures taken in the exercise of their powers for controlling, protecting or assisting the movement of traffic on roads, and
(c) in constructing new roads, must take such measures as appear to the authority to be appropriate to reduce the possibilities of such accidents when the roads come into use.”
1.0 LEGAL RESPONSIBILITIES, ECONOMICS AND PROGRESS
1.2 ECONOMIC COST OF COLLISIONS AND CASUALTIES
The latest figures on the economic cost of collisions in the UK have been published in the Reported Road Casualties in Great Britain: 2016 Annual Report produced by the Department for Transport (DfT).
The value for prevention of fatal, serious and slight casualties includes loss of output due to injury (loss of earnings and non-wage payments), emergency services costs, the cost of hospital treatment and the human cost (the willingness to avoid pain, grief and suffering to the casualty, relatives and friends as well as the loss of life in the case of fatalities).
To summarise, the total value of prevention of reported road collisions in 2016 was estimated to be £11.8 billion. This figure includes an estimate for the cost of damage only collisions but does not allow for unreported injury.
This represents a decrease of £3.5 billion compared to the 2015 figure of £15.3 billion.
Table 3 - Shows average value for prevention of road collisions on various road types and is used to calculate FYRRs (figures are in £)
Fatal
Serious
Slight
All injury collisions
Damage only
All collisions
Built-Up Road
1,971,998
228,149
23,514
67,924
2,093
5,613
Road Type
Non Built-Up Road
2,125,862
258,046
28,576
139,961
3,060
18,617
Motorways
2,075,937
265,305
34,322
96,330
2,940
13,799
All Roads
2,053,814
237,527
24,911
83,893
2,211
7,235
Collision Type
1.3 ECONOMIC JUSTIFICATION
Economic justification for the installation of a safety scheme is based on its estimated economic return. This is calculated as a first year rate of return (FYRR) which is the monetary benefit to be gained in collision savings in the first year set against the cost of the scheme. While many schemes will only save a modest number of collisions, this can still produce a good rate of return. For the calculation of FYRRs the ‘all injury collisions’ figure in the built-up roads column of Table 3 is used, this is £67,924. This has increased from £61,966 last year amounting to an increase of £5,958 per collision.
For further information, please see pages 327-332 of Reported Road Casualties in Great Britain: 2016 Annual Report available at:
https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/668504/reported-road-casualties-great-britain-2016-complete-report.pdf
Sometimes the FYRR may not be high due to the total cost of a project but the percentage reduction of collisions and casualties may be very good. Section 5 of this report provides information about some of the Road Safety projects that have been installed over the last six years, their FYRR, the return after three and five years (where possible), the percentage reduction of collisions and casualties and the economic value of these savings.
he value of prevention
of the 406 collisions in
Bournemouth in 2016 is
£27.6 million
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1.4 NATIONAL INDICATORS AND LOCAL TARGETS
1.4.1 National indicators
The Strategic Framework for Road Safety (2011) sets out new performance indicators for road safety. Six key indicators relating to road deaths have been identified to measure outcomes at the national level:
• Number of road deaths (rate per billion vehicle miles)
• Rate of motorcyclist (PTW) deaths per billion vehicle miles
• Rate of car occupant deaths per billion vehicle miles
• Rate of pedal cycle deaths per billion vehicle miles
• Rate of pedestrian deaths per billion miles walked
• Number of deaths resulting from collisions involving drivers under 25.
See Tables 4 and 5 for the casualty figures for 2015 and 2016 for Bournemouth and Great Britain.
1.4.2 Local indicators
The key indicators at the local level will be measured as follows:
• Number of killed or seriously injured casualties
• Rate of killed or seriously injured casualties per million people
• Rate of killed or seriously injured casualties per billion vehicle miles
For comparison of Bournemouth, England and Great Britain’s casualty figures for 2015 and 2016 please see Table 6.
1.4.3 Local targets
Within the LTP3 (Local Transport Plan) its key aim is to reduce all traffic related casualties and improve safety and health for all road users who travel through the area.
The Road Safety Strategic Framework (May 2011) gives a forecast of a 40% reduction in KSIs by 2020 based on the 2005/09 base data. The LTP3 has adopted this 40% reduction 4% per annum as a target. This has also been adopted by DSRSP (Dorset Strategic Road Safety Partnership). In addition to this we, in Bournemouth, will also monitor progress on child casualties. We have set ourselves the target of reducing all child casualties by 50% by 2020 based on the 2005/09 base data.
The DSRSP will also monitor progress through five strategic indicators:
1. Number of killed or seriously injured casualties
2. Rate of killed or seriously injured casualties per 100,000 people
3. Number of PTW deaths or serious injuries
4. Number of deaths resulting from collisions involving drivers under 25
5. Number of child KSIs
The progress achieved on these local targets and strategic indicators in Bournemouth will be compared to the neighbouring authorities of Poole and Dorset.
This information is shown inTable 7.
Data for slight injuries is also collected. Although no formal target has been set for slight injuries, we do monitor these numbers. Table 8 shows Bournemouth’s slight casualty numbers compared to Poole, Dorset, England and Great Britain.
1.5 INDICATOR AND TARGET COMPARISONS
Bournemouth’s progress compared to the national progress and indicators is shown in Tables 4, 5 and 6.
Tables 4 and 5 shows that for Bournemouth:
• The number of road deaths per billion vehicle miles have risen from 3.9 in 2015 to 5.7 in 2016. This is an increase of 46%, but when compared to the 2005/09 average figure of 8, they have reduced by 29%.
• The rate of car occupant deaths has increased from 0 in 2015 to 1.9 in 2016. However, when compared to the 2005/09 average figure of 3, they have reduced by 37%.
• The rate of pedestrian deaths has reduced from 30 in 2015 to 24 in 2016 which represents a fall of 20%. When compared to the 2005/09 average the rate has reduced by 31%.
• The rate of PTW deaths has increased from 0 in 2015 to 1.9 in 2016 which is an increase of 100%. However, when compared to the 2005/09 average figures of 96, the rate of PTW deaths have reduced by 98%. Please note that these figures are distorted due to their low numbers and a difference of 1 can increase or decrease the percentage figure quite considerably.
• The rate of pedal cycle deaths has remained at 0 in 2016 representing no change between 2015 and 2016. When compared to the 2005/09 average the rate has reduced by 100%.
• Deaths resulting from collisions involving drivers under 25 have increased from 0 in 2015 to 1 in 2016 which is an increase of 100%. When compared to the 2005/09 average of 1.2 the rate has reduced by 17%.
For Great Britain:
• The number of road deaths per billion vehicle miles have increased from 5.5 in 2015 to 6 in 2016 which is an increase of 9%. However, when compared to the 2005/09 average figure of 9, they have reduced by 33%.
• The rate of car occupant deaths has remained at 3 representing no change between 2015 and 2016, but a 50% reduction compared to the 2005/09 average.
• The rate of pedestrian deaths remained unchanged between 2015 and 2016 at 35. However, when compared to the 2005/09 average figure of 53 the rate has reduced by 34%.
• The rate of motorcyclist (PTW) deaths fell by 14% from 132 in 2015 to 113 in 2016. When compared to the 2005/09 average it represents a reduction of 33%.
• The rate of pedal cycle deaths reduced from 31 in 2015 to 30 in 2016 which represents a decrease of 3%. However, when compared to the 2005/09 average the rate has reduced by 36%.
• The national figures for deaths resulting from collisions involving drivers under 25 have increased from 337 in 2015 to 354 in 2016 which
is an increase of 5.0%. When compared to the 2005/09 average of 765 it is a reduction of 54%.
Table 6 shows Bournemouth’s performance compared to the performance of England and Great Britain on the three key local indicators: KSI casualties, the rate of KSI casualties per millions people and per billion vehicle miles.
Table 6 shows that for Bournemouth:
• The number of KSI casualties has reduced from 72 in 2015 to 69 in 2016. This represents a reduction of 4%. However, when compared to the 2005/09 figure of 80 KSIs it shows a reduction of 14%.
• The rate of KSI casualties per million people was 370 in 2015 and has fallen to 349 in 2016. This represents a reduction of 6%. However, when compared to the 2005/09 figure of 491 it shows a reduction of 29%.
• The rate of KSI casualties per billion vehicle miles was 138 in 2015 and has fallen to 129 in 2016. This represents a reduction of 7%. However, when compared to the 2005/09 figure of 150 it shows a reduction of 14%.
For England and Great Britain:
• The number of KSIs has increased for both England and Great Britain. There were 20,929 in England and 23,874 in Great Britain in 2015 and
16 17
22,900 and 25,893 respectively in 2016. This is an increase of 9% for England and 9% for Great Britain. When compared to the 2005/09 average it shows a reduction of 12% for England and 14% for Great Britain.
• The rate of KSI casualties per million people in 2015 was 382 for England and 377 for Great Britain. In 2016 these figures increased to 414 and 406 respectively representing an 8% increase in England and a 8% increase in Great Britain. When compared to the 2005/09 average it shows a reduction of 19% for England and 20% for Great Britain.
• The rate of KSI casualties per billion vehicle miles in 2015 was 76 for England and 75 for Great Britain. In 2016 these increased to 82 and 79 respectively representing a 8% increase for England and a 5% increase for Great Britain. When compared to the 2005/09 average it shows a reduction of 16% for England and 18% for Great Britain.
Table 7 shows the progress made in Bournemouth compared to Poole and Dorset in terms of the five local strategic indicators. Characteristically, Dorset has more high speed and rural roads than Poole and Bournemouth and although it has less densely populated pedestrian areas, such factors result in differing collision patterns and challenges.
For Bournemouth:
• KSIs have decreased from 72 in 2015 to 69 in 2016 which represents an decrease of 4%. However when compared to the 2005/09 average of 80 it represents a decrease of 14%.
• The rate of KSIs per 100,000 people has fallen from 37 in 2015 to 35 in 2016 which represents a decrease of 5%. When compared to the 2005/09 average figure of 49 it represents a decrease of 29%.
• The number of PTW deaths and serious injuries decreased from 19 in 2015 to 12 in 2016 which represents a fall of 37%. When compared to the 2005/09 average figure of 17 it represents a fall of 29%.
• The number of deaths resulting from collisions involving drivers under 25 has increased from 0 in 2015 to 1 in 2016 which represents a 100% increase, and a 17% decrease compared to the 2005/09 average figure of 1.2.
• The number of child casualties decreased from 53 in 2015 to 50 in 2016. This represents a 6% decrease. When compared to the 2005/09 average figure of 64 this represents a 22% decrease.
• Number of child KSI casualties has fallen from 8 in 2015 to 6 in 2016. This represents an decrease of 25%. When compared to the 2005/09 figure of 8 this also shows a decrease of 25%.
For Poole and Dorset:
• When comparing 2016 and 2015s figures, KSIs have increased by 10% in Poole but have decreased by 13% in Dorset. Poole’s KSI numbers have increased by 19% compared to the 2005/09 base figure, but Dorset’s figures have decreased by 10%.
• The rate of KSIs per 100,000 people have increased by 10% in Poole but has decreased by 13% in Dorset when comparing
the 2015 and 2016 figures. When compared to the 2005/09 average, Poole’s figure has increased by 12%, and Dorset’s figures have reduced by 13%.
• PTW deaths and serious injuries in Poole have increased when comparing both the 2015 and 2016 figures and when comparing the 2016 figure to the 2005/09 average by 44% and 57% respectively. In Dorset there has been a 17% decrease when comparing 2015 to 2016 and a decrease of 13% when comparing 2016 to the 2005/09 average figure.
• The number of deaths resulting from collisions involving drivers under 25 have decreased in Poole by 100% when comparing the 2015 and 2016 figures and 100% when compared to the 2005/09 average. In Dorset there has been a 100% decrease when comparing the 2016 figures with both 2015 and the 2005/09 average.
• The number of child casualties has increased in Poole by 13% when comparing the 2015 figures to 2016, but have fallen by 31% when comparing the 2016 figure to the 2005/09 average. For Dorset, they have decreased by 13% when comparing the 2015 and 2016 and by 36% when comparing the 2016 figure to the 2005/09 average.
• The number of child KSI casualties in Poole has increased by 350.0% when comparing the 2015 and 2016 figures and has increased by 40% when comparing the 2016 and 2005/09 figures. In Dorset they have decreased by 12% when comparing 2015’s figure to 2016s, and by 17% when comparing 2016’s figure to the 2005/09 average.
Table 5 – Deaths which have resulted from collisions involving drivers under 25 years of age
GreatBritain 2005/ 2009
average
765
B’mth 2005/ 2009
average
1.2
GreatBritain 2015
337
B’mth2015
0
GreatBritain 2016
354
B’mth2016
1
GreatBritain 2016
against 2015
+5.0%
B’mth 2016
against 2015
+100%
Great Britain2016
against 2005/09 average
-54%
B’mth2016
against 2005/09 average
-17%
B’mth 2005/09 average (per billion vehicle miles)
Great Britain 2005/09 average (per billion vehicle miles)
B’mth 2015 (per billion vehicle miles)
Great Britain 2015 (per billion vehicle miles)
B’mth 2016 (per billion vehicle miles)
Great Britain 2016 (per billion vehicle miles)
B’mth comparison 2016 against 2015
Great Britain comparison 2016 against 2015
B’mth 2016 comparison against 2005/09 average
Great Britain 2016 comparison against 2005/09 average
Number ofRoad Deaths
8
9
3.9
5.5
5.7
6
+46%
+8%
-29%
-33%
Rate of Motorcyclist
(PTW) Deaths
96
168
0
132
1.9
113
+100.0%
-14%
-98.0%
-33%
Rate of Car OccupantDeaths
3
6
0
3
1.9
3
+100.0%
No change
-37%
-50%
Rate of PedalCycle Deaths
147
47
0
31
0
30
No change
-1.0%
-100%
-36%
Rate ofPedestrian
Deaths
35
53
30
35
24
35
-20.0%
No change
-31.0%
-34%
Indicator
Table 4 - Bournemouth and national comparison on key national indicators
1.6 NATIONAL AND LOCAL COMPARISON TABLES
Vehicle miles are taken from TRA8901 – Great Britain mileage figures are used.Please note some figures are rounded to the nearest full number and may therefore be the same. However due to rounding they may show a % increase or decrease.
18 19
B’mth 2005/2009 average
England 2005/09 average
Great Britain 2005/09 average
B’mth 2015
England 2015
Great Britain 2015
B’mth 2016
England 2016
Great Britain 2016
B’mth 2016 against 2015
England 2016 against 2015
Great Britain 2016 against 2015
B’mth 2016 against 2005/09 average
England 2016 against 2005/09 average
Great Britain 2016 against 2005/09 average
Indicator
Table 6 – Bournemouth’s performance compared to the national performance (England and Great Britain) on key local indicators. Vehicle miles are taken from TRA8901 – England and Great Britain mileage figures used to calculate corresponding results.
Number of KSI casualties
80
25,958
30,041
72
20,929
23,874
69
22,900
25,893
-4%
+9%
+9%
-14%
-12%
-14%
Rate of KSI casualties per million people
491
508
507
370
382
377
349
414
406
-6%
+8%
+8%
29%
-19%
-20%
Rate of KSI casualties per billion
vehicle miles
150
97
96
138
76
75
129
82
79
-7%
+8%
+5%
-14.0%
-16%
-18%
Numberof KSI
casualties
80
58
271
72
63
280
69
69
245
-4%
+10%
-13%
-14%
+19.0%
-10%
Rate of KSI casualtiesper 100kpeople
49
41
67
37
42
67
35
46
58
-5%
+10%
-13%
-29%
+12%
-13%
Number of PTW deaths and serious
injuries
17
17.8
66.4
19
16
70
12
28
58
-37.0%
+44%
-17%
-29%
+57%
-13%
No of deaths resulting
from collisions involving drivers
under 25
1.2
0.4
6.8
0
1
4
1
0
0
+100%
-100%
-100%
-17%
-100%
-100%
Number of child
casualties
64
49
154
53
30
114
50
34
99
-6%
+13%
-13%
-22%
-31%
-36%
Number ofchild KSI
casualties
8
5
18
8
2
17
6
7
15
-25%
+350.0%
-12%
-25%
+40%
-17%
B’mth
Poole
Dorset
B’mth
Poole
Dorset
B’mth
Poole
Dorset
B’mth
Poole
Dorset
B’mth
Poole
Dorset
2005
/200
9 A
vera
ge20
1520
1620
16 a
gain
st
2015
2016
aga
inst
20
05/0
9 to
tal
figu
re
Table 7– Bournemouth’s performance on the key local targets and strategic indicators
Table 8 – Bournemouth, Poole and Dorset comparison of slight casualties.
2005/09Average
2015
2016
2016 against 2015
2016 against 2005/09average
Bournemouth
670
552
466
-10.7%
-30.4%
Poole
504
351
342
-2.6%
-32.1%
Dorset
1559
1078
1091
+1.2%
-30.0%
England
191,934
146,628
140,746
-4.0%
-26.7%
Great Britain
216,009
162,315
155,491
-4.2%
-28.0%
20 21
2.0 BOURNEMOUTH 2012 - 2016 COLLISION AND CASUALTY DATA
2.1 OVERVIEW OF ANNUAL PROGRESS - ALL CASUALTIES
This section provides further information about the collisions and casualties that occur on Bournemouth’s roads and the contributory factors that may have caused them.
Casualty numbers can fluctuate from year to year as collisions are subject to statistical variation. Table 9 provides details of casualty numbers and economic costs.
Table 9 - Casualty numbers for the period 2012 – 2016, the 2005/09 average and estimated economic costs.
Fatal
Serious
Total KSI
Target KSI
Slight
Collisions
EstimatedEconomic Cost *
2005 - 2009 Average
4
76
80
670
605
£36.4M
2012
4
104
108
74
503
518
£32.1M
2013
2
70
72
70
547
518
£32.1M
2014
1
69
70
67
552
529
£32.8M
2015
2
70
72
64
522
489
£30.3M
2016
3
66
69
61
466
406
£27.5M
All Casualties
* Please note the values quoted for economic cost in Table 9 are based on the numbers of collisions not casualties. Figure used is £67,924 as shown in Table 3 in section 1.
In 2016 there were 69 KSI casualties which is a decrease of 4% from the 2015 figure of 72. It is an overall reduction of 14% when compared to the 2005/09 average. Chart 1 shows that despite the fall in KSI casualties, the Council is currently not quite on target to achieve a 40% reduction in KSIs by 2020.
Chart 2 shows that two thirds of all KSI casualties involve males (based on the 2012/16 average), and this remains similar to the trend seen from the 2011/2015 average. Further investigation is required to determine why males are disproportionately represented in all KSIs.
Vulnerable Road Users (VRUs) account for 79% of all KSI casualties (based on the 2012/16 average figure). This has dropped by 2% when compared to the 2011/15 average figure of 81%. Even though VRUs account for 79% of all KSIs they represent a
significantly lower proportion of all road users.
Pedestrians continue to represent the highest number of KSI casualties of all road users. They account for a total of 33% of all KSIs which is the same percentage as the 2011/15 figure. To put these figures in context, the collision rate per million miles travelled for each user group has been calculated and can be seen in Table 10. The South East Dorset Local Transport Plan Manual Traffic Data Examination (2013) provides the information for this table.
0
20
40
60
80
100
120
2005 - 2009
Average
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
KS
I Cas
ualt
ies
Total KSI 2020 Target
Chart 1 - KSI casualties and progress on 2020 local target.
Chart 2 - KSI Genderprofile 2012/16 average
34%
66%
Male Female
2.2 KSI CASUALTY DATA
The number of KSI casualties
in 2016 is 14% lower than the
2005/09 average
Pedal cyclists are 110 times
more likely to be involved in
a collision resulting in a KSI
casualty than a car user
22 23
Percent of allTraffic*
82.4
1.2
1.0
N/A
Average numberof KSI’s
(2012/2016)
13
20
16
26
Million milestravelled per year
(average 2012 - 2016)
419.4
6.1
5.1
N/A
KSI casualty rate per million miles (average 2012 -
2016)
0.03
3.3
3.1
N/A
Mode
Car User
Pedal Cycle
PTW
Pedestrian
Table 10 - KSI casualty rate per million vehicle miles
*The remaining 15.4 percent of traffic includes HGV’s, buses, coaches and other road vehicles
The information in Table 10 shows that car users account for the largest proportion of all traffic (82.4%), whilst Chart 3 shows that car users are involved in 17% of all KSI collisions. Conversely, pedal cyclists and powered two wheelers collectively account for only 2.2% of traffic, but are involved in 26% and 20% of KSI collisions respectively. When converted into a rate per million miles driven or ridden, pedal cyclists are 110 times more likely
and PTW are 103 times more likely to be involved in a collision resulting in a KSI casualty, than a car user.
Chart 4 indicates that the age group with the highest percentage of KSI casualties is the 16-25 year-old age group where they account for 29% of all KSIs. This reflects a 1% reduction compared to the 2011/2015 figure. The KSI results need to be considered in the context of the population of
Bournemouth. The population breakdown of Bournemouth in 2016 (latest figures available) is shown in Table 11. Although the age groups in Table 11 do not exactly match the KSI age breakdown in Chart 4, the groupings are close enough to allow meaningful analysis.
Under 16
16-25
26-35
36-45
46-55
56-65
66+
9%
14% 9%
29%12%
10%
17%
Chart 4 - All KSI Casualties agebreakdown 2012/16 average
Chart 3 - Road user groups 2012/16average KSI Casualties
26%
4%17%
20%
33%
Car User
PTW
Pedestrian
Pedal Cycle
Other Vehicle
Population Numbers
28,100
30,100
29,500
27,000
25,400
20,200
35,300
195, 600
Percentage of Population
14.4
15.4
15.1
13.8
13.0
10.3
18.0
Age Group
0 - 14
15 - 24
25 - 34
35 - 44
45 - 54
55 - 64
65+
Total Population
Table 11 – Population numbers and percentage split of age groups
The 16-25 age group continues to represent the highest percentage of KSI casualties but only accounts for 15% of the population in Bournemouth.
Table 12 shows the casualty rate per 10,000 of the population for each age group based on the 2012/16 average KSI numbers. A person aged 16-24 is at least
1.3 times more likely to be involved in a collision resulting in a KSI casualty than any other age group. Whilst this is a small increase on the 2011/15 figure of 1.2, the actual rate per 10,000 population for this age group has fallen from 7.1 (2011 / 15 figures) to 5.3 in the 2012/16 figures.
Child (0-15 years) KSIs in
Bournemouth reduced by 25% from 8 in 2015 to 6 in 2016 (see Table 13 and Chart 5). This reduction brings the figure for child KSIs in line with the target of achieving a 50% reduction by 2020 based on 2005/09 figures.
Average Population Numbers (2012/16)
27,000
29,100
29,800
25,700
24,500
19,600
34,400
Average Number of KSI’s for 2012/16
7.2
22.4
13.2
8.4
8.8
7
11.2
Average number of KSI’s per
10,000population
for 2012/16
2.7
7.7
4.4
3.3
3.6
3.6
3.3
Population Numbers
(2016)
28,100
20,100
29,500
27,000
25,400
20,200
35,300
Number of KSI’s in
2016
6
16
12
8
9
8
10
KSI’s per 10,000
populationfor 2016
2.1
5.3
4.1
3.0
3.5
4.0
2.8
Age Group
0 - 14
15 - 24
25 - 34
35 - 44
45 - 54
55 - 64
65+
Table 12 – KSI casualties for 2012/16 period and 2016, per 10,000 of the population.
Table 13 and Chart 5 show the progress made towards reducing child casualties.
In 2016, the number of child KSI casualties fell by 25% compared to the 2015 figure. This good progress has seen the numbers fall in line with the target figure of 6 for 2016.
The figure for slight casualties has remained fairly constant over the last few years. In 2016 there were
24 25
44 slight child casualties. Whilst this figure is similar to the previous couple of years, it remains well below the 2005/09 average figure of 62.
Bournemouth Council are continuing to work hard to reduce the numbers of children involved in road traffic collisions through various measures including training and education. Details of these are given in section 6.0 of this report.
Chart 5 - Child KSI casualty figures and progress towards 2020 indicator
0
1
2
3
4
5
6
7
8
9
10
05 - 09 Ave
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Child KSI Casualties 2020 Target
Chart 6 shows that based on the 2012/16 average figure, males represent over three quarters of all Child KSI casualties. This figure has increased from the 2011/15 average figure for males of 72%.
The total average 2012/16 population for the 0-15 age group, is 28,100 of which 51% (13820) are male and 49% (13,200) are female. There was an average of 7.2 KSIs in this age group, which equates to a casualty rate of 2.1 per 10,000 population of the 2012/16 average.
22%
78%
Male Female
Chart 6 - Child KSI GenderProfile 2012/16 average
When split into gender, if proportionate to the population the casualty rate should be 1.07 for males and 1.03 for females. However, because males represent 78% of the casualties and females 22%, the casualty rate is 1.638 for males and 0.462 for females. This indicates that male children are 3.5 times more likely to be a casualty than females. This ratio has not changed from the 2011/15 figure.
2005/09Average
0.4
7.6
8
62
2012
0
8
8
7
44
2013
0
9
9
7
32
2014
0
5
5
6
42
2015
0
8
8
6
45
2016
0
6
6
6
44
Child (0-15)Casualties
Fatal
Serious
Total KSI
Target KSI
Slight
Table 13 - Child KSI and slight casualty figures
2.3 CHILD KSI CASUALTIES
26 27
2.5 SLIGHT CASUALTY DATA
In 2016 there were 466 slight casualties. This is a reduction of 11% from the 2015 figure of 522 and a 30% reduction when compared to the 2005/09 average figure of 670.
No formal target has been set for a reduction in slight casualty numbers. In Bournemouth we are working towards a reduction of 40% from the 2005/09 average by 2020 which is shown in Chart 9. The target for slight casualties in 2016 is 509. As there were 466 casualties it demonstrates that the Council is currently well on course to meet the 2020 indicative target.
When comparing the various different road user slight casualty figures for 2016 to the 2005/09 average, the following can be seen:
• Car user casualties have reduced by 32%
• PTW casualties have reduced by 32%
• Pedal cycle casualties have reduced by 27%
• Pedestrian casualties have reduced by 33%.
58%
42%
Male Female
Chart 7 - Car user KSI casualtiesgender profile 2012/2016 average
Chart 8 - Car user KSI casualties agebreakdown 2012/2016 average
22%3%
37%
19%2%
9%
0-15
16-25
26-35
36-45
46-55
56-65
66+8%
Chart 9 - All slight casualties
0
100
200
300
400
500
600
700
800
05 - 09 Ave
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Total Slights 2020 Target
2005/09Average
1
19
20
375
2012
2
16
18
216
2013
1
12
13
238
2014
0
12
12
243
2015
0
13
13
240
2016
0
11
11
256
Car UsersCasualties
Fatal
Serious
Total KSI
Slight
Table 14 - All casualty figures for car users
Table 14 shows that in 2016 there were 11 KSIs involving car users. This is a reduction of 15% from 2015, and a 45% reduction from the 2005/09 average figure.
Charts 7 and 8 show that based on the 2012/16 average figure males are slightly more at risk than females, as males represent 58% of all car user KSIs. This is a small increase on the 56% figure
from 2011/15. It can also be seen that the 16-25 age group and the 66+ age group represents the highest percentage of all car user KSIs at 37% and 22% respectively. These two groups make up 59% of all car user KSIs, which is similar to the 2011/15 proportions.
Overall, there is a mixed picture in terms of the progress on car user casualty reduction. The number
of KSI casualties in 2016 fell by 15% compared to 2015, and by 45% compared to the 2005/09 average. There was 256 slight car user casualties in 2016, which reflects a 7% increase on the 2015 figures. Whilst this figure is 32% lower than the 2005/09 average figure, the 2016 figure for slight casualties was the highest figure in the last 5 years.
2.4 CAR USER KSI CASUALTIES
28 29
0
100
200
300
400
500
600
700
800
05 - 09 Ave 2010 2011 2012 20142013 20162015
Chart 11 - All road user slight casualty data
All Slight Car Users Powered Two Wheelers Pedal Cyclists Pedestrians
2.6 VULNERABLE ROAD USER (VRU) CASUALTY DATA
Pedal cycles, PTWs, pedestrians, people over 65 years of age and children (0-15 years) are all classed as VRUs. Although there has been an overall reduction in KSI and slight casualties over the last five years, it is important to understand the trends within the specific VRU groups so that good progress can continue to be made towards reducing all casualty numbers further. This section provides a more in-depth analysis of VRU casualties.
2.6.1 Pedal cycles
Table 15 shows the casualty numbers for pedal cycles over the last five-year period in Bournemouth. It can be seen that there has been a decrease in both slight and KSI casualties when comparing the 2016 and 2015 figures. When compared to the 2005/09 average the KSI figures remain at 17.
The number of slight casualties
have fallen by 33% in 2016 compared to 2015 and by 26% compared to the 2005/09 average. The number of KSI casualties fell by 19% in 2016 compared to 2015 and equalled the number calculated for the 2005/09 average.
In England, in 2016, there were 3229 KSI cycle casualties, which is an increase of 6% from the 3047 KSI casualties recorded in 2015. The number of slight cycle casualties in 2016 were 14,013 down 3% from the 14,494 recorded in 2015. The success seen in Bournemouth does, to some extend reflect the National picture. However, not only were the falls in Bournemouth much higher than across England, Bournemouth saw reductions across both KSI and slight casualties, where as in England there was an increase in the number of KSI cycle casualties. This may reflect the very deliberate, targeted work Bournemouth are carrying out
to try and reduce the number of cycling casualties.
The fall in cycling casualties across England and Bournemouth is particularly good given that the number of miles cycled has increased. On road cycle traffic in England rose by 7% in 2016 to 3.12 billion miles from the 2015 figure of 2.92 billion vehicle miles.
2005/09Average
1
16
17
107
2012
0
25
25
16
115
2013
0
20
20
15
109
2014
0
18
18
14
118
2015
0
21
21
14
118
2016
0
17
17
13
79
Pedal CycleCasualties
Fatal
Serious
Total KSI
Target
Slight
Table 15 - Pedal cycle casualty data
0
20
40
60
80
100
120
140
Pedal Cyclists Pedestrians Powered Two Wheelers
05 - 09 Ave 2010 2011 2012 20142013 2015 2016
Chart 10 - VRU slight casualty data
Chart 10 shows the trends for VRU slight casualties over the 2012/16 period and against the 2005/09 average. It can be seen that whilst pedal cycle, pedestrian and PTWs casualties have all reduced since 2005/09, both pedal cycle and pedestrian slight casualties have reduced
quite dramatically since 2014 (pedestrians by 22% and pedal cyclists by 34%). More information is provided in Section 2.6 of this report about VRU casualties. Chart 11 shows a comparison of all slight casualties and road user types.
Slight casualties were 30%
lower in 2016 than the
2005/09 average
30 31
Table 16 shows Bournemouth’s pedal cycle casualty rate per million of the population compared to the 117 other local authorities outside of London, with the rankings based on the 2016 figures shown. In 2016, Bournemouth recorded a fall of 32% in the cycle casualty rate per million population compared to 2015. This large drop in cycle casualties is reflected in the drop down the rankings compared to the other authorities, from 4th place in 2015 to 10th place in 2016. This is further evidence of the good work Bournemouth Council are delivering to reduce cycling casualties.
As previously described, the increase in cycle traffic should be considered when reading the headline cycling figures. Table 15 provides the figures for cyclist numbers recorded in Bournemouth since 2012. As can be seen, when
Number of cyclists annualaverage daily flow (AADF)
1405
1499
1408
1518
1550
1555
1881
Year
2005/09 average
2011
2012
2013
2014
2015
2016
Table 17 - Cyclist numbers
Male Female
88%
12%
Chart 12 - Pedal cycles KSI casualties genderprofile 2012/2016 average
Chart 13 - Pedal cycle KSI casualties agebreakdown 2012/2016 average
9% 1% 11%
21%
26%
17%0-15
16-25
26-35
36-45
46-55
56-65
66+
15%
Average Population2012-2016
27,000
29,100
29,800
25,700
24,500
19,600
34,400
Average Number of KSI’s 2012-2016
2.2
4.4
5.4
3
3.4
1.8
0.2
2012-2016 average KSI’s per 10,000 population
0.81
1.5
1.8
1.2
1.4
0.9
0.01
Age Group
0-14
15-24
25-34
35-44
45-54
55-64
65+
Table 18 - Pedal cycle KSI’s per 10,000 of the population
2016
888
859
796
678
625
574
516
515
492
486
2015
768
798
888
666
559
533
473
583
510
715
2014
819
934
942
708
685
589
408
720
509
711
2013
912
731
906
719
530
549
392
519
531
689
2012
816
695
832
584
650
581
416
570
633
803
Rank2016
1
2
3
4
5
6
7
8
9
10
Authority
City of Kingston upon Hull
York
Portsmouth
Brighton and Hove
City of Bristol
Cambridgeshire
Slough
North East Lincolnshire
Peterborough
Bournemouth
Casualty Rate of million population
Table 16 - Local Authorities with the highest casualty rate per million population outside of London
data indicates that there has also been a small increase in the proportion of male cyclists, rising from approximately 74% of all cyclists in 2015 to approximately 75% in 2016. This suggests that whilst more males are being injured this is in proportion to the number of male to female cyclists.
Chart 13 shows the percentage split of KSIs in each age group for the 2012/16 average. An analysis of this data reveals the following:
• Child KSI pedal cycle casualties (the 0 – 15 age group) represents 11% of KSI pedal cycle casualties (which is an increase of 2% on the 2011/15 figure, and follows a previous increase of 2% from the 2010/14 figure).
• The 26-35 age category has the highest percentage of KSI pedal cycle casualties at 26% (which is unchanged from the 2011/15 figure)
• The 66+ age category has the lowest percentage of KSI pedal cycle casualties at 1% (which is
unchanged from the 2011/15 figure)
• The age category 46-55 has seen the biggest increase, accounting for 17% of KSI casualties, which is up from the 2011/15 figure of 14%.
• The age category 46-55 has seen the biggest fall, accounting for 15% of KSI casualties, which is down from the 2011/15 figure of 20%.
Section 2.6.1.1 provides further information about how, where and when collisions involving cyclist occur.
compared to the 2005/09 average figure, cycling numbers have risen by 34% in Bournemouth. Over the same time period, cyclist slight casualty numbers have actually fallen by 33%. This shows the good work Bournemouth Council is doing not just to promote cycling, but also
to make cycling a safer mode of transport for people who choose to cycle.
Chart 12 shows that based on the 2012/16 average figure, males represent 88% and females 12% of all pedal cycle KSIs. National
2.6.1.1 When and where do pedal cycle collisions occur and why?
From analysing and summarising the available cycle collision and casualty data the following can be seen:
• 23% of cyclist collisions occurred on a Wednesday.• 43% of collisions occurred in the am / pm peak hours (specifically between 7 – 9am and 4 – 7pm).• 24% of the collisions occurred in dark conditions and 76% of collisions occurred in light conditions.• 84% of the casualties are male (which is an increase of 13% on the 2011/15 data).• The 26-35 year olds represent the highest number of casualties at 26% of all cyclist casualties.
Additional information shows that the month with the highest number of cycling collisions in Bournemouth was September where 15% of all cycling collisions occurred. This contrasts with the National picture where July is the month with the highest number
of collisions. This may be further evidence that cycle collisions in Bournemouth tend to involve a disproportionately higher number of commuter cyclists than leisure cyclists.
From the statistical analysis carried out on pedal cycle collisions and casualties, it indicates that the main cyclist group involved is likely to be commuter cyclists travelling to and from their place of employment or learning.
2.6.1.2 Problem locations for cyclists
In order to identify particular problem locations for cyclists in Bournemouth we have applied the cluster site principal for cyclist collisions only.
Severity Ratio
0.125
0.071
0.077
0.167
0.222
0.125
0.0
0.250
0.286
0.286
F
0
0
0
0
0
0
0
0
0
0
Se
2
1
1
2
2
1
0
2
2
2
Sl
14
13
12
10
7
7
8
6
5
5
P.a
3.2
2.8
2.6
2.4
1.8
1.6
1.6
1.6
1.4
1.4
KSI
2
1
1
2
2
1
0
2
2
2
F
0
0
0
0
0
0
0
0
0
0
Se
2
1
1
2
2
1
0
2
2
2
Sl
15
13
12
11
7
8
8
6
5
5
P.a
3
3
3
3
2
2
2
2
1
1
KSI
2
1
1
2
2
1
0
2
2
2
Rank
1
2
3
4
5
6
7
8
9
10
Location
East Avenue Roundabout
Station Roundabout
Lansdowne Roundabout
Talbot Roundabout
Boundary Roundabout
Tuckton Roundabout
Wellington Roundabout with Charminster Road
Christchurch Road junction with Holdenhurst Avenue
St Swithuns Roundabout
Charminster Road junction with Maxwell Road
Collisions Casualties
Table 19 - Cycle cluster sites
Although there has been a fall in the number of cyclist collisions in 2016, the number of cycle specific cluster sites has increased from 6 (2011/15 data) to 10 (2012/16 data). 10 locations have been identified where seven or more cycle collisions have occurred within the last five-year period, (January 2012 – December 2016), and these are shown in Table 19.
It should be noted that 80% of the cycling cluster sites are at roundabouts which remains the same as the 2011/15 data. To address the cycling collisions at roundabouts, Bournemouth council have implemented
a “Look Out” campaign. The campaign specifically targets motorists and is designed to encourage them to look out for, and give space to, cyclists. The campaign involved the installation of signs on the approaches to Boundary, Talbot, and East Avenue Roundabouts. At the same time, a specific radio campaign will be played on two local radio stations for two months to highlight the campaign.
2005/09Average
1
16
18
72
2012
0
26
26
17
67
2013
0
11
11
16
53
2014
0
11
11
15
48
2015
0
19
19
15
55
2016
1
11
12
15
49
PTW Casualties
Fatal
Serious
Total KSI
Target
Slight
Table 20 - Powered Two Wheeler casualty data
Male Female
87%
13%
Chart 14 - PTW KSI casualties genderprofile 2012/2016 average
Chart 15 - PTW KSI casualties agebreakdown 2012/2016 average
8%4%
11%
48%
13%
0-15
16-25
26-35
36-45
46-55
56-65
66+16%
32 33
Table 18 shows the KSI rate per 10,000 of the population. From this table the following is determined:
• The 25-34 age group has the highest KSI rate per 10,000 population at 1.8 which has fallen 4% from the 2011/15 figure.• The 65+ age group has the lowest KSI rate per 10,000 population at 0.01 which has fallen by 83% from the 2011/15 figure of 0.06.
2.6.2 Powered two wheelers (PTW)
Table 20 shows all PTW casualty data for the 2012/16 period. From this data it can be seen that PTW KSI casualties have decreased by 32% compared to the 2005/09 average. The number of KSIs for 2016 fell by 37% compared to 2015 which brings the level under the longer term target figure for 2016 of 15. Slight PTW casualties also fell both in terms of the comparison to the 2005/09 average and when comparing the 2016 figure to the 2015 figure by 32% and 11% respectively.
2005/09Average
1
22
23
78
2012
1
32
33
21
71
2013
1
24
25
20
74
2014
1
23
24
20
75
2015
2
17
19
19
63
2016
1
26
27
18
52
PedestrianCasualties
Fatal
Serious
Total KSI
Target
Slight
Table 21 - Pedestrian casualty data
Charts 14 and 15 show that males represent almost 90% of all PTW KSI casualties and that half of PTW KSI casualties are aged 16-25 years of age, which may reflect the makeup of the users. The age group 66+ saw a doubling in the percentage of casualties compared to 2011/15, but they still only represent 4% of all PTW casualties.
2.6.3 Pedestrians
Table 21 shows all pedestrian casualty data for the 2012/16 period. When comparing the figures from 2015 with 2016 it can be seen that KSI casualties have increased by 42% from 19 in 2015 to 27 in 2016, slight casualties have reduced by 17% from 63 in 2015 to 52 in 2015.
When comparing the 2016 figures with the 2005/09 average there has also been an increase, with the number of KSIs increasing by 17%. However, the slight casualties have reduced by 33%.
Charts 16 and 17 show that based on the 2012/16 average figure there is a relatively equal split of male and female casualties, 51% and 49% respectively. The age groups most at risk are the 16 - 25 year olds and the 66+ year olds, representing 18% and 22% of all pedestrian KSI casualties respectively.
Male Female
51%
49%
Chart 16 - Pedestrian KSI casualties gender profile 2012/2016 average
Chart 17 - Pedestrian KSI casualties age breakdown 2012/2016 average
14%
17%
10% 18%
22%0-15
16-25
26-35
36-45
46-55
56-65
66+9%10%
34 35
2.6.4 When and where do collisions involving children occur and why?
From analysing and summarising the available child collision and casualty data the following can be seen:
• Most (27%) child collisions occurred on a Wednesday.
• 15% of collisions occurred in dark and 85% in light conditions.
• 73% of collisions occurred in dry and 27% in wet conditions.
• 20% of collisions involving children occurred between 8-9am and 12% occurred between 3-4pm. 44% of all collisions occurred at peak times, between 8-9am and 3-6pm.
• 66% of all child casualties are male which is a decrease of
12% on the proportion of male casualties compared to the 2011-15 figure.
Additional information shows that the month recording the highest number of child casualties (19.5%) was July. Nationally, July is also the month where the highest quantity of collisions, resulting in a casualty, occur and Bournemouth’s statistics are therefore not unexpected.
44% of all child collisions
occurred between 8-9am
or 3-6pm
2.7 COLLISIONS AND THE ENVIRONMENT
2.7.1 Road conditions
The conditions in which people travel do have an impact on their safety. A wet or frosty road means that people should adjust how they use the road. This section describes how different road and weather conditions have contributed to our collision and casualty statistics.
2.7.1.1 Snowy and icy conditions
Table 24 shows the quantities of collisions and casualties when split into road condition. Average temperatures in Bournemouth do not lead to issues with collisions and casualties in snowy or icy conditions as, on average, Bournemouth will experience only two to four days of snowfall annually (Table 23 shows the average monthly temperatures). This is reflected in the statistics as collisions represent 0.6%
2012/16Average noof collisions
384.2
103
3.8
0.2
% ofcollisions
78.2
21
0.8
0.0
% ofcasualties
75
24.2
0.7
0.0
Fatal
1.8
0.6
0.0
0.0
Serious
53.6
19
1.4
0.0
Slight
328.6
109.6
2.4
0.2
2012/16 Average Number of CasualtiesRoadCondition
Dry
Wet
Frost/Ice
Snow
Table 24 - Road condition 2012/16 Average
Jan
86.9
Feb
62.5
Mar
64.7
Apr
53.9
May
49.5
Jun
51.6
Jul
47.8
Aug
51.8
Sep
65.3
Oct
100.7
Nov
100.5
Dec
100.0
Month
mm
Table 22 - Average Monthly Rainfall in Bournemouth
Jan
4.95
Feb
4.85
Mar
6.85
Apr
8.65
May
12.1
Jun
14.8
Jul
17
Aug
16.8
Sep
14.35
Oct
11.2
Nov
7.6
Dec
5.15
Month
˚C
Table 23 - Average Temperature (˚C)
and casualties 0.7% of their total respective numbers. These numbers are very similar to the 2011/15 figures.
The winter months of December, January and February all recorded an average of 1 collision and 1 casualty per year in frosty/icy or snowy conditions during the 2012/16 period.
36 37
Collisions
17.4
7.4
5
5.2
3.4
5.6
3.4
5.2
4.2
13.4
14.6
17.2
Casualties TotalCasualties
21.8
10.2
6.0
8.6
4.6
6.8
5
5
5.2
15.2
17
21.4
% ofcollisions
18.7
8
5.4
5.6
3.7
6
3.7
5.6
4.5
14.4
15.7
18.5
% ofcasualties
17.2
8
4.7
6.8
3.6
5.4
3.9
3.9
4.1
12
11
16.9
Fatal
0
0
0
0
0
0
0.2
0
0
0
0.4
0
Serious
2.2
1.6
1.4
1
0.6
1.4
0.6
0.8
1
2.2
3
3.6
Slight
19.6
8.6
4.6
7.6
4
5.4
4.2
4.2
4.2
13
13.6
17.8
Month
January
February
March
April
May
June
July
August
September
October
November
December
Table 25 - Collisions and Casualties in Wet Conditions 2012/16 Average
2.7.1.2 Wet conditions
21% of collisions and 25% of casualties occurred in wet conditions. The highest rainfall occurs in October, November, December and January as shown in Table 22. Table 25 shows collisions and casualties by month in wet conditions. It shows that most collisions and casualties occur in the wettest months as 67.3% of collisions and 57.1% of casualties occurred between October and January.
2.7.1.3 Dark and light conditions
Driving conditions are remarkably different at night where vision is reduced and it can be more difficult to see vulnerable road users such as pedestrians, cyclists, and motorcyclists. If you are driving at times when you would usually be asleep then you are also in much greater danger of falling asleep behind the wheel.
Road casualty statistics show that nationally, approximately 40% of collisions occur in the hours of darkness. The danger of falling asleep at the wheel is a significant factor at night and accounts for 20% of serious collisions on motorways and monotonous roads in Great Britain.
Collisions
131.6
390.4
Fatal
1.6
0.8
Serious
23.8
51.8
Slight
138.2
379.2
% ofcollisions
27
73
% of casualties
28
72
Dark
Light
Table 26 - % of collisions and casualties occurring in dark and light conditions 2012 - 2016 Average
Table 26 shows the collisions and casualties that occur in light and dark collisions in Bournemouth. It can be seen that Bournemouth’s collision and casualty figures are low compared to the national average as 27% of collisions and 28% of casualties occurred in dark conditions.
Collisions
Failed to look properly
Failed to judge others path or speed
Poor turn or manoeuvre
Pedestrian failed to look properly
Careless, reckless or in a hurry
Sudden breaking
Following too close
Loss of control
Slippery road (due to weather)
Stationary or parked vehicle
Code
27.1
405
406
403
802
602
408
308
410
103
703
KSI
130
43
36
61
29
7
4
18
11
16
Slight
820
278
213
139
125
104
92
77
81
61
Total
950
321
249
200
154
111
96
95
92
77
No. of CollisionsRank
1
2
3
4
5
6
7
8
9
10
Table 27 - Contributory factors, all severities
38 39
2.8 CONTRIBUTORY FACTORS
When a police officer attends a traffic collision they have a choice of assigning up to six contributory factors from a list of 78. These factors are subjective and depend on the skills and experience of the officer at the scene. They reflect the officer’s opinion at the time of reporting and are not necessarily the result of extensive investigation.
In Bournemouth between 2012 and 2016 there were a total of 2460 collisions down by 143 collisions from the 2011/15 period. For these collisions 4021 contributory factors were used to determine what may have caused them. The ten most assigned factors in Bournemouth are shown in Table 27.
The ‘failed to look properly’ contributory factor is the one most assigned to a collision which represents 23.6% of all those used (a decrease of 1% on the 2011/15 period). This contributory factor is approximately 2.9 times higher than the next which is ‘failed to judge others path or speed’ which represents 7.9% of the total number used.
Being impaired by alcohol was used 141 times as a contributory factor. Of these, 84 (60%) involved a driver or rider being impaired by alcohol and 57 (40%) a
Number of timescontributoryfactor used (2011/15)
2298
556
471
320
288
237
160
108
32
% ofcontributory
factors
51.4
12.4
10.5
7.2
6.4
5.3
3.6
2.5
0.7
Number of timescontributoryfactor used (2012/16)
2017
488
454
276
271
224
155
104
32
% ofcontributory
factors
50.2
12.1
11.3
6.9
6.7
5.6
3.9
2.6
0.8
Contributory Factor Groups
Driver/rider error
Pedestrian only (casualty or uninjured)
Injudicious Action
Behaviour or inexperience
Impairment of distraction
Vision Affected by
Road environment
Special codes
Vehicle defects
Table 28 - Contributory factor groups
Collisions in dark conditions involving pedal cycles are lower than the Bournemouth average figure as 22.5% of all cycle collisions and casualties occurred in dark conditions.
pedestrian. Where the driver or rider was impaired by alcohol, 19 (23%) were KSIs of which there were three fatalities. Of the pedestrians, 16 (28%) were KSIs. These statistics are very similar to the 2011/15 period, although there has been an increase in the overall number of fatal casualties which increased from 3 in 2011/15 to 4 in 2012/16. 4 fatal casualties represent 33% of all fatal casualties over the 2012/16 period.
The 78 contributory factors are split into nine main groups which are listed in Table 28. From looking at this table it can be seen how many times a contributory factor in that group has been used and what percentage they are of the total figure. Also, a comparison to the 2011/15 figures is shown.
The group used the most times as a contributory factor was the
driver/rider error group. This was assigned 2,017 times. Although this was used much less than in 2011/15, it still accounted for just over half of all contributory factors assigned to a collision.
The pedestrian only group has the next highest value and was used 488 times as a contributory factor. It accounts for 12.1% of the total contributory factors assigned to collisions in Bournemouth, a very slight reduction compared to 2010/14.
The vehicle defects group has the lowest value and was only used 32 times as a contributory factor and represents only 0.8%,reflecting a very small increase on the 2011/15 figure.
Table 28 shows that over 90% of all collisions are caused by human error.
2.9 TOWN CENTRE COLLISIONS AND CASUALTIES
The town centre area has been designated by the Council and is as shown in the Town Centre Area Action Plan which can be seen on the Council’s website. It should be noted that this includes sections of the Wessex Way and three of its roundabouts, Cambridge Road, Richmond Hill and St Pauls.
In Bournemouth between 2012 and 2016 there were a total of 2,461 collisions resulting in 2983 casualties. This is a reduction from 2011/15 of 5.5% and 3.8% respectively. Of these, 457 collisions occurred within the town centre area resulting in 530 casualties, reflecting a reduction from 2011/15 of 4.6% and 4.3% respectively. Figure 1 shows the locations where collisions have occurred in the town centre (a larger plan can be seen in Appendix F).
This shows that 19% of all collisions and 18% of casualties occurred within the town centre. These figures are very similar to 2011/15. As shown in Section 3 and Appendix F, a total of 92 cluster sites have been identified. 22 of these are within the town centre, which is up from 19 in the 2011/15 period. 4 of the town centre cluster sites are ranked in the top ten.
Table 29 shows the breakdown of the Town Centre casualties into road user groups. 40% of the KSIs and 24% of the total casualties are pedestrians. Whilst the percentage of pedestrian KSI collisions has fallen slightly compared to 2011/15, the percentage of pedestrian casualties has increased slightly.
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Figure 1 - see Appendix F for a larger plan”.
Fatal
1
0
0
1
2
Serious
11
16
5
21
53
Slight
198
95
38
92
423
Total No. of Casualties
210
111
43
114
478
% of KSIs
21.8
29.1
9.1
40
% of total casualties
43.9
23.2
9
23.8
User Group
Car User
Pedal Cycle
PTW
Pedestrian
TOTAL
Table 29 - Town Centre Collisions and Casualties - Road User Groups.
Figure 2 - see Appendix F for a larger plan
DRAWING No.
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2.9.1 Pedestrian collisions and casualties in the town centre
There is heavy pedestrian movement around the town centre area both during the day and at night which has resulted in there being 111 collisions, causing 114 pedestrian casualties between 2012 and 2016, (this is down by 5.9% and 7.3% respectively on the 2011/15 figures). Figure 2 shows locations where the pedestrian collisions occurred. 22 (19%) of the casualties are KSIs, which is down by 24% when compared to the 2011/15 figure of 29.
Of the 111 collisions, 53 (48%) occurred in dark conditions. 40 of these 53 collisions (75%) occurred between the hours of 10pm and 5am (down by 2% from 2011/2015 period). This reduction may reflect the night-time ban on vehicles entering the Horseshoe Common area of Old Christchurch Road which came into force in 2014. There are numerous bars, clubs and restaurants around the town centre and weekend nights are very busy. 29 of the
40 collisions (73%) that occurred between 10pm and 5am occurred between these times on either a Friday, Saturday or Sunday night. This is a 5.5% drop on the 2011/15 period.
40 41
24% of all casualties
in the town centre are
pedestrians and 23% are
cyclists
Location
Charminster Rd/ Hankinson Rd/
Markham Rd jcts
Northbourne Roundabout
Wimborne Road/ Malvern Rd jct
Castle Lane West/ Broadway Lane jct
Wimborne Rd/ Stokewood Rd jct
Springbourne Roundabout
Turbary Park Avenue /Columbia
Rd jct
Charminster Rd/ St Albans Close jct
St Michael’s Roundabout
Christchurch Rd/ Harewood Ave jct
Bournemouth West (Cambridge Rd)
Roundabout
Wellington Rd/ Charminster Rd
roundabout
Christchurch Rd/St Swithun’s Rd
Roundabout
Tuckton Roundabout
(Please note this project is currently being constructed
on site)
NoCollisions
9
8
10
8
8
NoCasualties
12
8
11
8
8
Project Proposal
Lining and signing works
Lining works
Refresh road markings and cycle lane markings
Lining improvements
Amend width of cycle lanes to 2m if possible, colour cycle
lanes over Dunbar Rd and Meyrick Rd junctions and
entrance to Shaftesbury Court
Amend approach from Richmond Park Ave by
building out kerbline, narrow central island and amend
lining on north side of roundabout
Enlarge roundabout, install hatching and refresh road
markings
Check lighting levels and make improvements
if required, lining improvements
Lining improvements and the installation of zebra crossing
Install a raised zebra crossing (with relaxed slopes
to avoid advertising) and install a left turn only sign
Cold mill, re-install anti-skid surfacing and re-lining of
roundabout
Install additional lining to narrow the roundabout
Signing and lining works
Installation of raised crossings, raised zebra
crossings and narrow the entrances and exits to the
roundabout. Install off road cycle paths (as a continuation of the Stour Valley Cycle Way)
Estimated Project Cost
£7,500
£5,000
£5,000
£10,000
£7,500
FYRR
421
403.9
316
202
201.9
ProjectNo
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Table 31 - Previous year’s projects carried forward and project list for 2018/19.
42 43
3.0 CLUSTER SITE ANALYSIS
In order to identify areas in the borough where there are problems with collisions and casualties an annual analysis of cluster sites is carried out. This helps inform the programmeof engineering works for the forthcoming year(s).
3.1 2012/16 ANALYSIS
The results of the 2016 cluster site analysis are listed in Appendix B of this report. Insummary, 92 sites have been identified where there have been seven or more collisions within the past five years. The sites are ranked according to the number of Personal Injury Collisions (PIC). Where two or more sites have the same number of PICs, the sites are then sub-ranked based on the KSI ratio to total collisions, the number of casualties and finally the KSI casualty ratio.
The cluster sites are reviewed and potential collision reduction measures investigated for each site. The FYRR is calculated and the schemes ranked by their potential benefit. Some schemes may be chosen even though the
FYRR is lower than other options. This is due to other considerations and benefits that may be achieved, such as:
• Co-ordinating works to achieve a number of Local Transport Plan (LTP3) aims and objectives
• Co-ordination with maintenance works (resurfacing roads and pavements)
• Additional environmental, regeneration and urban realm improvements
• Co-ordination with other council departments, utility companies or developers.
The Road Safety Scheme Ranking List in Appendix D shows design options, cost estimates and the potential FYRR for the all 92 cluster sites.
3.1.1 Bournemouth and Poole Boundary sites
Separate to the Bournemouth cluster sites, an analysis has been carried out which has identified cluster sites that straddle the boundary of Bournemouth and Poole.
When the Poole data was combined with the Bournemouth data, a total of 5 cluster locations were identified, and these are shown in Appendix C Of these 5 cluster locations, 2 already feature in the Bournemouth cluster analysis, and these are:
Boundary Roundabout;Kinson Road/ Wallisdown Roundabout;
Table 30 shows what rank the 5 sites would be if they were combined with the existing Bournemouth cluster ranking:
The Road Safety Scheme Ranking List in Appendix E shows design options, cost estimates and the potential FYRR for these 5 cluster sites.
3.2 ENGINEERING SCHEMES
In the 2016/17 financial year design works were commenced on one of the two route projects. Charminster Road (between Heron Court Road and Alma Road).As such, no further route analysis work has been carried out.
Some projects commenced design in the 2017/18 financial year and have not yet been built. These
works will therefore be completed in the forthcoming financial year 2018/19. These projects are shown in Table 31.
The projects to be included from this year’s cluster site analysis are also shown in Table 31. The programme is subject to obtaining additional funding from other areas and therefore
other schemes may need to be prioritised. All potential projects are shown in Appendix D.
Current (BBC) Ranking
18
N/A
75
N/A
N/A
Proposed ranking when combinedwith collisions from Poole
4
41
18
36
37
Site
Boundary Roundabout
Mountbatten Roundabout
Wallisdown Roundabout
Wallisdown Road junction with Benbow Crescent
Wallisdown Road junction with Astbury Road
Table 30 - Bournemouth and Poole combined cluster sites
Location
Charminster Rd/ Hankinson Rd/
Markham Rd jcts
Northbourne Roundabout
Wimborne Road/ Malvern Rd jct
Castle Lane West/ Broadway Lane jct
Wimborne Rd/ Stokewood Rd jct
Springbourne Roundabout
Turbary Park Avenue /Columbia
Rd jct
Charminster Rd/ St Albans Close jct
St Michael’s Roundabout
Christchurch Rd/ Harewood Ave jct
Bournemouth West (Cambridge Rd)
Roundabout
Wellington Rd/ Charminster Rd
roundabout
Christchurch Rd/St Swithun’s Rd
Roundabout
Tuckton Roundabout
(Please note this project is currently being constructed
on site)
NoCollisions
10
7
7
15
10
12
10
8
13
NoCasualties
10
12
7
17
10
14
10
8
15
Project Proposal
Lining and signing works
Lining works
Refresh road markings and cycle lane markings
Lining improvements
Amend width of cycle lanes to 2m if possible, colour cycle
lanes over Dunbar Rd and Meyrick Rd junctions and
entrance to Shaftesbury Court
Amend approach from Richmond Park Ave by
building out kerbline, narrow central island and amend
lining on north side of roundabout
Enlarge roundabout, install hatching and refresh road
markings
Check lighting levels and make improvements
if required, lining improvements
Lining improvements and the installation of zebra crossing
Install a raised zebra crossing (with relaxed slopes
to avoid advertising) and install a left turn only sign
Cold mill, re-install anti-skid surfacing and re-lining of
roundabout
Install additional lining to narrow the roundabout
Signing and lining works
Installation of raised crossings, raised zebra
crossings and narrow the entrances and exits to the
roundabout. Install off road cycle paths (as a continuation of the Stour Valley Cycle Way)
Estimated Project Cost
£20,000
£5,000
£5,000
£43,000
£55,000
£40,000
£30,000
£20,000
£350,000
FYRR
189.3
176.7
176.7
147
113.6
108.9
105
101
34
ProjectNo
1
2
3
4
5
6
7
8
9
10
11
12
13
14
44 45
3.3 SAFER ROUTES TO SCHOOL SCHEMES (SRTS)
As part of the road safety works programme, the engineering and education teams work closely with the school travel planner. Regular meetings are held to discuss issues around
school travel, how safety can be improved and how more people can be encouraged to walk, cycle, scoot or use public transportto get to and from school.
The purpose of the SRTS projects is not primarily collision and casualty reduction led, although there are obvious benefits. It is led by the School Travel Plan (STP) process (please see Section 7 of
this report for more information) and improvements to the SchoolCrossing Patroller (SCP) sites.
Typical projects for the SRTS programme are:
• The installation of a 20mph zone around a school
• The installation of a signalised crossing or zebra crossing
• Installation of additional signage, including flashing signs near SCP sites
• Installation of red carpets (red surfacing) at SCP sites to highlight their presence
• Installing parking restrictions and ‘School Keep Clear’ markings.
The engineering works are enhanced by education. Oncethe works are complete the education team will visit the schools to teach the children about the improvements and how to use the features safely.
Parking is a problem around schools as the parking restrictions tend to be ignored, but irresponsible parking does increase the risk of a child being injured. Leaflets are provided informing parents why they should only park where permitted and the possible effect it can have if they do not.
In order to help enforce school keep clear markings, cameras were installed on a trial basis outside three schools in the Borough. The camera enforcement system works on number plate recognition. Any motorist stopping on the school keep clear marking can be identified and fined without the need for enforcement officers to
attend site.
Over the last twelve months, the following number of penalty charge notices (PCNs) have been issued:
• St Clement’s Primary School - 67 PCNs
• Malmesbury Primary - 291 PCNs (2 cameras)
• Winton Primary School - 162 PCNs
The Council in conjunction with the above schools have noticed an improvement in parent behaviour at the schools, as there has been a significant reduction in the number of sightings of parents parking on the school keep clear markings. Therefore, in recognition of the success of the enforcement cameras, the Council has decided to continue using the cameras. Investigations are currently underway to identify an appropriate location for a 4th site. Once identified, the existing cameras will then periodically rotated around the four schools.
A priority ranking list has been produced for SRTS schemes. This is based on a number of factors and fairly evaluates all locations through a seven stage process. Throughout the year, requests are made to the Council for measures outside of schools. These requests might come from the school itself, parents or Councillors. The requests are put onto a wish list. In January of each year, a process starts to rank each request that has been received in the past year.
This process involves an assessment of how engaged the school have been in adopting and implementing a school
travel plan, an analysis of the collision record near the school, an assessment of how many children currently walk or cycle to the school, an audit of the existing traffic calming measures outside the school, a record of specific requests from the school, Councillors and parents, and the school’s willingness to participate in the STEPS and Bikeability training offered by Bournemouth Council. Once all this data has been gathered, each school is assessed, and a ranking list is drawn up. Table 32 Shows the current ranking list for implementation in 2018/2019.
In addition, a minor works budget within the overall SRTS budget allows the Council to treat the more minor requests. Table 33 Shows the requests that will be treated this year.
School
Heathlands Primary
Glenmoor and Winton
Elm Academy
Kings Park Academy
WintonPrimary
Avonwood Primary
St Peters School
(Primary (Holdenhurst
Ave)
KinsonPrimary
Park School (Would need a STP before
anything could be
considered)
Road
Junction of Springwater
Road and Andrews Close
Ensbury Avenue
Poole Lane
Kings Park Drive
Columbia Road / Gyratory / The informal crossing on
Ensbury Park Road just before the
Ensbury Park Gyratory
Petersfield Road between Harewood Ave and Kings Park
Holdenhurst Avenue
Poole Lane
Queens Park South Drive
Project Scheme
Tighten geometry and install pedestrian facilities (dropped kerbs / tactiles) at junction of Springwater and Andrews
Close
Install school warning signs and temporary 20mph zone
Additional traffic calming on approach to SCP near to Holloway Lane
Informal crossing over Kings Park Drive
Zebras on Ensbury Park Road close to Gyratory
Bollards and or guardrailing on Petersfield Road footpath, but only after observing traffic as per RP email 29th
June 2017
Request for Zebra crossing on Holdenhurst Avenue
Upgrade existing SCP at end of school lane to a Zebra
Zebra / traffic calming / SCP on Queens Park South Drive
Estimated Cost
£20,000.00
£10,000.00
£10,000.00
£20,000.00
£7,000.00
£25,000.00
£25,000.00
£25,000.00
Score
68
59
53
52
50
42.5
36
35
15
Rank
1
2
3
4
5
6
7
8
9
Table 32 - SRTS Ranking List Table for Major schemes
46 47
3.4 EDUCATION - SCHOOL EXPANSION PROGRAMME
Information is provided in Section 7.4 about the school expansion programme. Our Transport and Education departments are working together to make improvements around schools to make travel to and from schools safer, easier and to try and encourage parents to allow their children to travel to and from schools using sustainable modes of transport such as pedal cycles, scooters and public transport.
As part of the planning process, the Development Control Team identify such improvements and these form part of the planning conditions associated with the developments. Two schools that have been through this process are Christ the King Primary School and St Peter’s Upper School.
3.4.1 Christ the King 20mph zone and Poole Lane / Durdells Avenue crossing
In the 2015/2016 financial year the Education department was able to obtain £100k funding. This was for the installation of a puffin crossing on Poole Lane; adjacent to Durdells Avenue; and for the installation of a 20mph zone in Durdells Avenue.
In September 2015 works were undertaken and the puffin crossing was installed on Poole Lane. During the summer of 2017, the installation of the 20mph zone in Durdells Avenue was completed.
3.4.2 St Peter’s Upper School
Work was completed in the autumn of 2017 to install a parallel crossing on Belle Vue Road at its junction with Twynham Road. This was part of the LTP Accessibility programme of works. This project links up with other works that aim to make improvements to a link between Foxholes Road and Twynham Road.
Education secured £18,000 to install a combined footway/cycleway along this off-road section, to improve links to school for children wishing to walk and cycle. This part of the St Peter’s Upper School project has also
School
Bournemouth Collegiate School
Talbot House Prep School
Summerwood College(Part of Linwood School)
Corpus Christi
Muscliffe Primary
Project Scheme
SKC marking or schoolwarning sign
Bigger Bus Stand to accommodate larger bus. New Zig-Zag marking
also required
Extend DYL or install SKC marking
Instal bollards at strategic locations around St. James’ Square to keep
pedstrian areas “traffic free”
SCP and DYL markings and Billy and Belinda bollards
Estimated Cost
£2,500.00
£4,000.00
£2,500.00
£2,000.00
£5,000.00
Table 33 - SRTS Ranking List Table for Minor schemes
48 49
4.0 ROUTE ANALYSIS
4.1 WHAT IS ROUTE ANALYSIS?
Route analysis is another tool which we use to supplement the cluster site analysis. Both can be used together in order to develop a full understanding of the locations and types of collisions that are occurring in Bournemouth. It enables routes to be compared on an equal basis to show which have the highest collision rate per million vehicles per year. To calculate this figure, the length of route, number of collisions and annual average daily traffic flow (AADF) are required.
4.2 UPDATE OF CURRENT ROUTE ANALYSIS WORK
In the 2016 road safety report, two major routes were identified for treatment based on the number of cluster sites along each route. As a result, a project is being designed along Charminster Road, the section between Heron Court Road and Alma Road.
4.2.1 Charminster Road Route Location
Figure 3 shows the section of Charminster Road that was identified for collision reduction measures. This section of Charminster Road goes through a busy local shopping centre where all types of road users are in conflict. It is a through route from the town centre to Castle Lane and Castlepoint shopping centre.
Figure 3 - Charminster Road route locations showing collisions identified between 1/1/2010 – 31/12/2014
Bus services run along this route and heavy goods vehicles stop at various locations to deliver to the shops and businesses in the area. There is a high pedestrian flow of people using the shops, cafes, bars and restaurants.
An analysis of the collisions along this route reveals that 64% of the casualties are vulnerable road users. Specifically, 30% of the casualties are pedestrians.
Feasibility design are currently being produced for this project. Figure 4 shows the current
proposals for this area. The scheme that has been designed is a Road safety and Accessibility improvement scheme.
Given the types of casualties and general environment in this area, the proposed scheme will see the implementation of a
20mph zone with raised junctions and continuous footways. The centre line will be removed, the carriageway width reduced, and the footway widened. These measures should create a safer, more attractive environment for pedestrians and cyclists.
Figure 4 - Current Feasibility design for Charminster Road Route Project
4.2.2 Wimborne Road
Figure 5 - shows the section of Wimborne Road that was identified for collision reduction measures. Due to budget constraints and personnel, no work has been commenced on this project as yet.
Figure 5 - Wimborne Road route locations showing collisions identified between 1/1/2010 – 31/12/2014.
5.0 POST PROJECT REVIEW
5.1 PROJECT REVIEW
It is important to review the performance of the work we do. We must ensure the projects we construct meet their aims and objectives and produce the desired benefits and learn from any projects that do not meet the desired benefits, returns and saving.
This section describes some of the Road Safety projects that have been installed over the last few years and their performance based on:
• The FYRR• A comparison of collisions and
casualties that occurred before and after construction and the percentage reduction
• The total cost saving and the annual cost saving attributed to the project
5.2 PROJECT DESCRIPTIONS, FYRR AND COST SAVINGS
This section described the projects installed, the before and after data, the FYRR and cost
savings achieved. Please note that the latest figure for the average value for prevention has been used to calculate FYRRs and savings which is £67,924.
The results are also tabulated at the end of this section.
5.2.1 Charminster Road/ Wellington Road Roundabout
In the five years before construction there were a total of 16 collisions resulting in 18 casualties, 7 of which involved cyclists. This is an average of 3.2 collisions per year.
In order to prevent collisions and casualties the roundabout was made larger with an over-run area. The road markings were changed and on the north eastern approach to the roundabout the lane designation markings were changed to one straight ahead lane and one left turn lane.
Funding was obtained through the Local Transport Plan (LTP) for this project. The works cost £12,506.07 and they were
completed between 13 February and 2 March 2012.
The estimated cost of these collisions over the five-year period is £1,086,784. The annual value of prevention being £217,357.
In the three years following construction there have been 10 collisions resulting in 10 casualties. This is an average of 2 collisions per year which is a collision reduction of 38%.
The FYRR was 1,738%. The rate of return at the end of the third year was 815%. The rate of return at the end of the fifth year was 652%.
The total value of prevention at this location is £679,240. The annual value of prevention being £135,848.
This is an annual saving of £81,509.
5.2.2 Bath Road outside Bath Road South Car Park
In the five years before construction there were a total
50 51
of 7 collisions resulting in 7 casualties, 6 of which involved cyclists. This is an average of 1.4 collisions per year.
In order to prevent cyclist collisions and casualties a central island was installed across the car park entrance and exit forcing vehicles to turn left in and left out and therefore banning the right turn movements. A cycle lane was marked over the car park entrance and exit to highlight the presence of cyclists.
Funding was obtained through the LTP for this project. The works cost £20,500 and they were completed in between 18 February and 6 March 2012.
The estimated cost of these collisions over the five-year period is £475,468. The annual value of prevention being £95,094.
In the three years following construction there have been 3 collisions resulting in 3 casualties. This is an average of 0.6 collisions per year which is a collision reduction of 57%.
The FYRR at the end of the first year was 132.5%. The rate of return at the end of the third year was 156%. The return at the end of the fifth year was 265%.
The total value of prevention at this location is £203,772. The annual average value of prevention being £40,754.
This is an annual saving of £54,339.
5.2.3 Prince of Wales Road/ Surrey Road Junction
In the five years before construction there were a total of 8 collisions resulting in 8 casualties 6 of which involved cyclists. This is an average of 1.6 collisions per year.
In order to prevent cyclist collisions and casualties the central island in Surrey Road (south side of Prince of Wales Road) was relocated, the footway was built out, an on road and off road cycle lane was installed. Cycle lanes were marked over the junctions and highlighted in green anti-skid surfacing.
Funding was obtained through the LTP for this project. The works cost £25,000 and they were completed in between 29 October and 30 November 2012.
The estimated cost of these collisions over the five-year period is £543,392. The annual value of prevention being £108,678.
In the three years following construction there have been 8 collisions resulting in 8 casualties. This is an average of 1.6 collisions per year which is a collision reduction of 0%.
The FYRR was 163%. The rate of return at the end of the third year was 489%. The return at the end of the fifth year was 0%.
The total value of prevention at this location is £543,392. The annual average value of prevention being £108,678.
This is an annual saving of £0.
5.2.4 Richmond Hill Roundabout
In the five years before construction there were a total of 14 collisions resulting in 14 casualties, 13 of which were cyclists. This is an average of 2.8 collisions per year.
Of these collisions, 10 were at the junction of the east bound off slip (onto the roundabout) all of which involved cyclists.
In order to prevent cyclist collisions and casualties traffic signals were installed at the junction of the east bound off slip (onto the roundabout), including an advanced stop line for cyclists on the roundabout. Amendments were made to the layout on Wimborne Road, including the installation of a central cycle lane 2m wide.
Funding was obtained through Sustrans from their Cycle Safety Fund to try to reduce cycle collisions and casualties at this location.
Construction was combined with bridge maintenance works. The costs for the Road Safety element were £183,000. The project was installed between September 2013 to February 2014.
The estimated cost of these collisions over the five-year period is £950,936. The annual value of prevention being £190,187.
In the three years following construction there have been 4 collisions, 2 at the junction with Wimborne Road and 2 at the junction of the east bound off slip (onto the roundabout). This is an average of 1.3 collisions per year which is a collision reduction of 54%.
The FYRR at the end of the first year was 30%. The rate of return at the end of the third year was 56%.
If we take the cycle collisions in isolation, there were 10 collisions in a five- year period before the project was installed. This is an average of 2 collisions per year.
Following construction there have been no cycle collisions at the junction of the east bound off slip (onto the roundabout).
The FYRR for the cycle element of this project is therefore 74%.
The total value of prevention at this location when considering all collisions is £271,696. The annual average value of prevention being £90,565.
This is an annual saving of £99,622.
5.2.5 Horseshoe Common
In the five years before construction there were a total of 22 collisions resulting in 23 casualties This is an average of 4.4 collisions per year.
The main ideas of the design were to encourage the use of sustainable modes of transport such as walking, cycling and using public transport, the reduction of collisions and casualties and the enhancement of the public realm.
Funding was obtained through the Local Sustainable Transport Fund (LSTF) for this project. The cost of these works was £1.1 million and they were completed between February - December 2014.
The estimated cost of these
collisions using the latest average value of prevention is £1,494,328. The annual value of prevention £298,866.
In the three years following construction there have been 5 collisions resulting in 5 casualties. This is an average of 1.7 collisions per year which is a collision reduction of 61%.The FYRR at the end of the first year was 9%. The rate of return at the end of the third year was 17%.
The total value of prevention at this location is £339,620. The annual average value of prevention being £113,207.
This is an annual saving of £185,659.
5.2.6 Christchurch Road/ Holdenhurst Avenue Junction
In the five years before construction there were a total of 13 collisions resulting in 17 casualties This is an average of 2.6 collisions per year.
In order to prevent cyclist collisions and casualties traffic signals were installed at the junction, advanced cycle stop lines and cycle lanes were installed.
Pedestrian crossings were built into the signalised junction improving crossing facilities for pedestrians.
Funding was obtained through Sustrans from their Cycle Safety Fund to try to reduce cycle collisions and casualties at this location.
The cost of these works was £162,500 and they were completed between February and April 2014.
The estimated cost of these collisions using the latest average value of prevention is £883,012. The annual value of prevention £176,602.
In the three years following construction there have been 15 collisions resulting in 16 casualties. This is an average of 5 collisions per year which is an increase 92%.
The total value of prevention at this location is £1,018,860. The annual average value of prevention being £339,620.
This is an annual increase of £163,018.
5.2.7 St Paul’s Roundabout
In the five years before construction there were a total of 33 collisions resulting in 42 casualties This is an average of 6.6 collisions per year.
In order to prevent shunting type collisions, the anti-skid surfacing was replaced on each approach and the roundabout was resurfaced.
Funding was obtained through the LTP for this project. The works cost £166,000 and they were completed in November 2015.
The estimated cost of these collisions using the latest average value of prevention is £2,241,492. The annual value of prevention £448,298.
52 53
Following construction there have been 6 collisions resulting in 6 casualties. This is an average of 3 collisions per year which is a collision reduction of 55%.
The FYRR was 147%.
The total value of prevention at this location is £407,544. The annual average value of prevention being £203,722.
This is an annual saving of £244,576.
5.2.8 Richmond Hill
In the five years before construction there were a total of 8 collisions resulting in 11 casualties. This is an average of 1.6 collisions per year. Of these collisions one resulted in a cycle casualty and two pedestrians.
The main ideas of the design were to encourage the use of sustainable modes of transport such as walking and cycling, the reduction of collisions and casualties and the enhancement of the public realm.
Funding was obtained through the LSTF for this project. The cost of these works was £352,000 and they were completed between October 2014 and May 2015.
The estimated cost of these collisions using the latest average value of prevention is £543,392. The annual value of prevention £108,678.
Following construction there have been 2 collisions resulting in 2 casualties. This is an average of 1 casualty per year which is a
collision reduction of 38%.
The FYRR was 12%.
The total value of prevention at this location is £135,848. The annual average value of prevention being £67,924.
This is an annual saving of £40,754.
5.3 TABULATED RESULTS
Table 34 shows all results.
To summarise, collisions have reduced by 59%, casualties by 64%.
The total annual value of prevention for these projects before they were installed was £1,426,404. After installation £964,520. This shows a financial saving of £461,884 per year.
Tabl
e 34
- P
roje
ct R
evie
w c
ompa
riso
n of
bef
ore
and
afte
r da
ta.
Pro
ject
Nam
e
Cha
rmin
ster
Roa
d/W
ellin
gton
Roa
d Ju
nctio
n
Bat
h R
oad
(Out
side
B
ath
Roa
d Ca
r Pa
rk)
Pri
nce
of W
ales
R
oad/
Sur
rey
Roa
d Ju
nctio
n
Ric
hmon
d H
ill
Rou
ndab
out
Hor
shoe
Com
mon
Chr
istc
hurc
h R
oad/
Hol
denh
urst
A
venu
e Ju
nctio
n
St P
aul’s
Rou
nda-
bout
Ric
hmon
d H
ill
Bef
ore
Dat
aA
fter
Dat
aNumber of Collisions
Number of Casualties
Number of Casualties
Number of Collisions
Collisions Per Year
Collisions Per Year
FYRR%
Rate of Return at 3rd Year %
Rate of Return at 5th Year %
Total Cost of Collisions
Annual Value of Prevention
Annual Economic Financial Saving
Collision Reduction
Total Cost of Collisions
Annual Value of Prevention
Cost of Project
16 7 8 14 22 13 33 8
18 7 8 14 23 17 42 11
10 3 8 4 5 15 6 2
10 3 8 4 5 15 6 2
3.2
1.4
1.6
2.8
4.4
2.6
6.6
1.6
2 0.6
1.6
1.3
1.7 5 3 1
1,73
8
132.
5
163
30 9 N/A
147
12
652
156
489
56 17 N/A
N/A
N/A
N/A
265 0 N
/A
N/A
N/A
N/A
N/A
£679
,240
£203
,772
£543
,392
£271
,696
£339
,620
£1,0
18,8
60
£407
,544
£135
,848
£135
,848
£40,
754
£108
,678
£90,
565
£113
,207
£339
,620
£203
,772
£67,
924
£81,
509
£54,
339
£0
£99,
622
£185
,659
-£16
3,01
8
£244
,526
£40,
754
38 57 0 54 61 -92
55 38
£1,0
86,7
84
£475
,468
£543
,392
£950
,936
£1,4
94,3
28
£883
,012
£2,2
41,4
92
£543
,392
£217
,357
£95,
094
£108
,678
£190
,187
£298
,866
£176
,602
£448
,298
£108
,678
£12,
506
£20,
500
£25,
000
£183
,000
£1,1
00,0
00
£162
,500
£166
,000
£352
,000
54 55
56 57
6.0 ROAD SAFETY EDUCATION
6.1 WHAT DO WE DO?
We work with a variety of groups and individuals and use a number of different methods to train, publicise and educate them on road safety issues.
6.2 SAFETY TRAINING AND EDUCATION FOR PEDESTRIANS (STEPS)
STEPs pedestrian training is delivered to a number of schools throughout the year with the aim of enhancing children’s road safety knowledge. It teaches them essential skills in order to increase their safety as a pedestrian, particularly when crossing the road. Children attend an assembly and three practical training sessions lasting 20 minutes each.
Training given to Year 1 and Year 4 pupils include:
• Finding a safe place to cross the road
• Crossing safely between parked cars
• Crossing safely at junctions.
These skills are refreshed and enhanced in Year 4.
Between September 2015 and July 2016, 67% of Year 1 and 69% of Year 4 children attendingBournemouth schools received STEPs training.
Due to limitations on resources within schools, STEPs training is not provided to all schools in the borough. However, ten schools that were not given the full course were given pedestrian safety skills training either in an assembly or during classroom sessions throughout the year.
Since 2015, STEPs training has been offered to schools across Dorset. Some have taken advantage of the training resource to increase safety awareness of the children in their school.
6.3 CYCLE TRAINING/ BIKEABILITY
‘Bikeability’ cycle training provides children with essential skills and knowledge, in order to increase
Between September 2015
and July 2016 67% of Year 1
and 69% of Year 4 children
attending Bournemouth
schools receive STEPs
training.
their safety on the road. Cycle training takes place between January and November either in schools or at the Road Safety Centre in Kings Park during holidays or weekends. Bikeability training is offered at £10 per head from January 2017 and part-funded by the DfT. Children are offered a combined course for Bikeability Level 1 and Level 2 (Level 2 training takes place on the road.)
From the age of ten, cycling on the pavement is unlawful. Bikeability training is an important step towards safer road cycling for children aged ten and over, as this will be their first experience as a road user. It is essential that children understand the rules of the road and how to ride their bike safely, whilst interacting with vehicles in real situations. The course also teaches them about bicycle maintenance in order to keep their bike roadworthy, along with teaching the importance of being visible on the road and wearing a helmet.
Year 6 pupils are actively targeted to assist with the transition from junior to secondary schools. However, children in years 7- 9 are also eligible for training. Some secondary schools now insist on a Bikeability Level 2 certificate before allowing pupils to cycle to school.
Approximately 40% of Year 6 children receive Level 1 and Level 2 Bikeability training each year. The Education Team aims to encourage an increasing number of children and schools to take part in the future.
All Bournemouth cycle instructors are Bikeability accredited; this means that they have successfully completed a recognised DfT instructor training course, which is the required national standard to teach children to cycle.
Level 3 Bikeability courses are offered at a cost of £10 per head and part-funded by DFT to Children in Year 7 and up, who have completed a Level 1 & 2 course or who are a competent cyclist and cycles regularly on Dorset’s roads. Level 3 teaches the skills to tackle a wider variety of traffic conditions than Level 2. It is designed to equip trainees with skills that enable them to be able to deal with all types of road conditions and more challenging traffic situations. The course covers dealing with hazards, making ‘on-the-move’ risk assessments and planning routes for safer cycling.
A report detailing the impact of the national Bikeability scheme can be found at: https://bikeability.org.uk/publications/ In the report it states that: “As well as improving their cycling skills, the overwhelming majority of parents (92%) feel that Bikeability has had a positive impact on their child’s safety when cycling on the road.
6.4 SCHOOL CROSSING PATROLLERS (SCP)
There are 28 primary and 10 secondary schools in Bournemouth. We employ around 40 permanent SCPs and a number of relief SCPs at specific sites in the borough. There is at least one patroller outside or close to the majority of schools. SCPs promote road safety awareness, helping both children and adults to cross the road more safely. The service is an important part of the daily route to school for many children accompanied by adults, as well as children who are crossing independently. SCPs provide a friendly, trustworthy presence for school children, helping to build their confidence as a pedestrian. They are deployed at busy crossing locations where there is significant road traffic, and in many cases help to manage several crossing points simultaneously.
As shown in Section 3.3 engineering works are regularly undertaken to improve the safety at SCP sites.
6.5 EDUCATION, TRAINING AND PUBLICITY
Members of our Road Safety Team attend a number of events each year, including:
• Schools and fetes• Child car seat check days• Bournemouth University
freshers’ fair• The International Language fair
at Bournemouth University• Bournemouth Air Show• Supporting the engineers at
consultations or launch events
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M
Y
CM
MY
CY
CMY
K
THINK BIKE-Super Rear 60x20-06-06-16-P_PRINT.pdf 1 06/06/2016 12:04
of road safety engineering schemes, using the road safety exhibition trailer.
At these events the Road Safety Team are able to promote resources to specific vulnerable target groups such as cyclists, PTW riders and young drivers. We also have both a vision and reaction tester, which are aimed at drivers of all ages and abilities. DSRSP partners also promote the 50/50 car, which is a useful resource for educating young drivers in what to look for when buying a second hand vehicle. Road safety equipment such as mini traffic lights, belisha beacons, zebra crossings and school crossing patrol equipment, are used by preschool groups to educate children before they start school.
6.6 ROAD SAFETY EDUCATION CAMPAIGNS
Each year the Road Safety Team delivers a series of educational road safety campaigns designed to target specific issues in the borough.
6.6.1 Think Bike
The ‘Think Bike!’ campaign, which has run each year since 2013, was designed to target motorists and increase awareness of cyclists and motorcyclists, through radio and bus back advertising to reduce casualties on Dorset’s roads.
6.6.2 Stop means Stop
The ‘STOP means STOP!’ campaign aims to reduce casualties of School Crossing Patrollers (SCP) and school pupils by reminding drivers of their legal obligation to stop. The campaign, which has been promoted on the back of 20 buses each year since October 2013, aims to remind all drivers of the potential seriousness of their actions.
Drivers are legally obliged to obey the SCP sign under the Road Traffic Act 1988. The law states that as soon as a SCP raises their sign, even if they have not stepped into the road, drivers must be prepared to stop. Once the SCP is in the road displaying the sign, drivers must stop, and not proceed until the SCP and any accompanying children or adults have cleared the road. In partnership with the police, we
seek to prosecute anyone who is reported for not stopping. The offence carries a fine of up to £1,000 and three penalty points. In addition, offenders may have the injury or death of a child or SCP on their conscience.
6.6.3 G&T to A&E
Drink driving can become a significant problem during the festive period. In winter 2014 a campaign was launched to target both seasonal and all year-round drinkers and encourage them to think about their actions. ‘G&T to A&E’ was a simple but thought provoking message, designed to make people consider what could happen at the end of a drinking session. Since 2014 we have promoted the campaign each year by advertising through radio and on the backs of buses.
Our Road Safety Team work in partnership with DSRSP to heighten awareness of the consequences caused by drink driving. Vehicle Message Signs (VMS) were displayed across Dorset, warning people not to drink and drive over the Christmas period, along with
radio advertising to support the bus back campaign. Dorset Police deployed a large number of officers to administer breath tests out on Dorset’s roads.
6.6.4 Driving too close for the conditions
Poor conditions can have a significant impact on the number of collisions on the roads. ‘Driving too close for the conditions’ is a campaign designed to encourage drivers to adjust their driving style in poor conditions. The image was chosen to remind drivers to clear the windows of their vehicle before every journey. The meaning behind the message is an important sentiment for a number of different winter weather conditions.
6.6.5 Look Out
To address cycling collisions at roundabouts, Bournemouth council have implemented a “Look Out” campaign. The campaign specifically targets motorists and is designed to encourage them to look out for, and give space to, cyclists. The campaign involved the installation of signs on the approaches to Boundary, Talbot, and East Avenue Roundabouts. At the same time, a specific radio campaign will be played on two local radio stations for two months to highlight the campaign.
6.7 ROAD SAFETY EDUCATION PROGRAMMES
Additional government grants obtained through the Local
Sustainable Travel Fund (LSTF) enabled us to enhance road safety education and promote schemes where funding had not previously been available. The following projects have been supported by the funding received over a three-year period between 2012/13 and 2014/15 and have continued to be part supported financially by Dorset Strategic Road Safety Partners.
6.7.1 Life Drive
Drivers between the ages of 17-25 are involved in as many as 22% of KSI collisions. This project was designed to help reduce collisions within this age group.
Life Drive offered free driver training for new and young drivers in Bournemouth. Building on the
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skills and experience, they had already gained, Life Drive training was designed to give young drivers help and advice on how to avoid potential collisions.
Life Drive was designed using the Graduated Driver Learning (GDL) approach, which is proven to reduce the number of road collisions. Using both theoretical and practical training, an Approved Driving Instructor (ADI), took participants through the common causes of collisions and taught them ways in which to reduce the risks they face on the roads. This was followed by up to two, 90-minute drive-outs with
the ADI and the option to attend a Driver Awareness session.
The free training was open to all Bournemouth residents aged 17-25, who passed their driving test within the past four years. As an incentive, all participants were rewarded for their commitment to safer driving with a £50 voucher which could be redeemed at a number of local businesses. The scheme has been delivered by Safewise (LV=Streetwise) on our behalf.
In 2016 Bournemouth Council entered Life Drive into the New Scheme of the Year category at the First Car Young Driver Road Safety Awards and were delighted to win.
6.7.2 Dorset Driver Gold
As part of a wider partnership, previously with Dorset County Council and the Borough of Poole, and now run by Safewise, we assist with funding refresher driving courses for older people in Bournemouth. The course was designed to help older drivers improve their confidence, keep safe on the roads and maintain
Our LifeDrive course, for drivers aged 17-25 who have passed their test in the last four years, provides confidence, knowledge and the experience needed to reduce accidents.
For details about the next course call: 01202 591330 or visit the website www.safewise.org
their independence.
The course offered drivers aged 70 and over the chance to take part in a friendly discussion session about driving issues. Those who attended had the opportunity to learn about new driving techniques, changes to the Highway Code, negotiating roundabouts and junctions safely, and best practice for dual carriageway and motorway driving.
After the theory session, the course participants had the option to attend a further practical 90-minute one-to-one driving session with an ADI. In these sessions drivers had the opportunity to practice both urban and rural driving, improve defensive driving techniques, hazard awareness and road positioning, and learn techniques that can help reduce fuel consumption and general vehicle wear and tear. The additional free practical sessions were offered free on a first come, first served basis, and due to the lack of funding, a charge was introduced after April 2015.
6.7.3 Child car seat safety check days
Bournemouth Car Seat check days show that 70% of all child car seats checked in Bournemouth are incorrectly fitted or incompatiblewith the child or car. Many parents are not receiving the correct fitting advice from the store they purchased the seat from, putting thousands of lives at risk.
One-day check events have been held quarterly throughout the year at the Littledown Leisure Centre
in Bournemouth. The events help drivers to ensure that their child car seats are fitted safely and correctly in the vehicle and that the child is fitted correctly in their child restraint.
Evidence from these events suggests that some children are being moved into the next car restraint too soon; this is most common when parents order a new car seat online, and do not receive up-to-date advice.
6.7.4 Virtual Reality (VR) Road Safety Educational Resource
A high proportion of road traffic collisions involving new and young drivers happen on our roads due to one or more of the Fatal Four:
• Speeding • Using a mobile device• drink and drug driving • driving without a seatbelt
Coming up with innovative ideas to effectively engage with young people is always a challenge. We have recently invested in a road safety initiative created by Leicestershire Fire and Rescue Service which uses VR headsets.
6.7.4.1 What is this VR resource?
Over the last few years there has been a push from the big technology companies towards VR in the film and gaming industry. This has meant that VR headsets are more affordable and available.
VR headsets enable wearers to experience realistic situations inside virtual but convincing surroundings. Simply by moving their heads, wearers have complete 360° vision within the virtual environment making their experience an ultra-realistic one.
A 360° film has been produced which is watched through VR headsets. This short film shows a group of teenagers in a vehicle on the lead up to a collision to the point of impact and then the aftermath of the collision.
6.7.4.2 Why VR road safety?
This tool is being used to try and improve road safety and reduce collisions and the resultant casualties in young and new drivers. We offer this resource to create an awareness of the dangers that can be faced before they even get behind the wheel. By engaging new and young
drivers in a more realistic and effective way will hopefully lead to more, safer new drivers on the roads in the future.
We have used the VR headsets at the following events:
• Bournemouth Air Festival• Bournemouth University
Freshers Fair• Bournemouth University Road
Safety Event• Staff Road Safety Events• Road Safety event Haskins
Garden Centre• School Crossing Patrol Annual
Training Day
6.8 PARTNERSHIP WORKING
We are a member of the DSRSP, which aims to deliver road safety education, training and publicity across Dorset. More information about the DSRSP is provided in Section 8.
Partners work together to create messages targeting recognised issues in the area using various mediums including radio, bus back advertising, the internet and print media. Depending on the target group they may also be displayed at schools, colleges, universities, doctor’s surgeries and libraries. Child road safety is an ongoing priority and this age group (0-15) is targeted throughout the year.
Road safety education in Bournemouth is a continuous priority and the team support a number of national and local campaigns, as well as target specific groups or issues that are highlighted through local collision data rovided by our Engineering Team.
For cyclists
1.5m
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7.0 SCHOOL TRAVEL PLANS
7.1 WHAT IS A SCHOOL TRAVEL PLAN (STP)?
A STP is a set of measures designed to encourage more sustainable modes of travel to school and reduce car usage. This is achieved by making the route to and from school safer for both pupils and staff. A STP is a written document and should include the following:
• A description of the location, size and type of school• A description of the travel/ transport problems faced by the school/cluster of schools• The travel needs of all pupils and staff including: - Journeys to and from school at normal start/finish times - Journeys to attend preschool and after-school events - Journeys made during the school day to attend activities at other locations.• The results of a survey should identify: - How children and staff currently travel to/from school - How they would like to travel to/from school
- Clear commitment to a school ethos of healthy, safe travel to and from school - Clearly defined targets and objectives in an action plan - Details of proposed measures - A detailed timetable for implementation - Clearly defined responsibilities - Evidence that all interested parties have been consulted - Proposals for monitoring and review.
7.1.1 Objectives
• To increase the number of children within sensible walking/cycling thresholds (800m for a primary school, 2km for a senior school) who walk, cycle or scoot to and from school
• To reduce the number of children being driven to school within the thresholds
• To reduce congestion at the school gates and neighbouring streets and to make it a safer place to walk & cycle
• To improve road safety awareness amongst all pupils.
Engagement in the STP
process will help to make the
route to school safer for both
pupils and staff
7.1.2 Measures
• Provide Bikeability cycle training on school site or at Kings Park Cycle Training Centre
• The provision of safe & secure cycle and scooter storage
• Promote generalised walking schemes and Walk on Wednesdays campaigns - WoW
• Promote park and stride initiatives
• Promotion of school transport only where available
• Set up a travel plan working group made up of teachers, parents, governors and school council members, local PCSO officers & local residents
• Public transport information and promotion within the school for pupil’s & staff.
7.2 SCHOOL TRAVEL PLAN STRATEGY (STP) & SUSTAINABLE TRAVEL TO SCHOOL STRATEGY (SMOTS)
We have been actively promoting school travel plans within the Borough since the Travelling to School Initiative (TTSI) was set up by government in 2003/04. A STP strategy was produced in 2005. In March 2006, it was judged by the TTSI to fall into the highest rating; Category 1. We also have had a very high STP adoption rate in Bournemouth which indicated that we would meet the objectives of the TTSI. The STP strategy was superseded
in 2006 when the Education and Inspections Act imposed a duty on all local authorities to promote the use of sustainable travel and transport for schools. At that point the Sustainable Travel to School Strategy (STSS) also known commonly known as SMOTS was adopted in 2009/2010.
The STSS (SMOTS) has a number of aims and objectives:
• To promote walking, cycling and public transport as alternatives to the private car for the journey to and from school (the reasonable walking threshold for primary school children is 800m and 2km for secondary school children)
• To ensure the whole school community is engaged in the travel plan including governors, staff, pupils and parents to create an ethos of active travel to school for all
• To mitigate the congestion caused by journeys to school by car
• To reduce the number of non-sustainable and unnecessary journeys to school by car
• To increase the opportunities to travel to school in a sustainable and safe way though developing appropriate infrastructure
• To contribute to LTP objectives for increasing accessibility and safety
• environmental improvement and reducing traffic congestion
and air-pollution• To raise awareness of access to
training for walking and cycling skills
• To promote walking and cycling for healthy lifestyle and establish the link between active travel to school and children’s health
• Encourage the use of car sharing, buses and minibuses which also play an important role in reducing congestion at the school gate and making the roads around schools safer by managing traffic.
7.3 TRAVELLING TO SCHOOL BY CAR
The way education provision has developed nationally over the last decade has not encouraged the use of sustainable modes of transport to and from school. The government policy of parental choice has resulted in big increases in distances travelled and a lot of these journeys continue to be by car. A policy of promoting a good school locally would and does encourage increased levels of sustainable modes of travel for all pupils.
When the TTSI was set up in 2003, Bournemouth had one of the highest car journeys to school figures in the South West at 40.4%. As a result, we were targeted by the Government
2011/12
32%
2012/13
33%
2013/14
31%
2014/15
32%
2015/16
27%
Table 34 - shows the percentage of pupils travelling to school by car. Figures for the past 5 years are as follows:
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Office of the South West (GOSW) to reduce this figure by a minimum of 3% by 2010/11, under national indicator number NI198 (NI198 - Children travelling to school by car – mode normally used). A total reduction of 6.4% was achieved over this period. Since then, car journeys have fallen to 27% in the 2015/16 financial year as shown on Table 34.
7.4 SCHOOL EXPANSION PROGRAMME
We have a statutory duty to ensure there are enough school places available for every childand young person in the Borough. The birth rate in Bournemouth has risen rapidly since 2005, leading to an unprecedented need for additional primary school places. Many primary schools have already expanded and there is now an expansion programme in place for the secondary phase.
7.5 SECURING TRAVEL PLANS THROUGH THE PLANNING PROCESS
Travel plans will normally be secured through a legal agreement under Section 106 of the Town and Country Planning Act 1990. This is the approach recommended in the DfT Good Practice Guidelines: Delivering Travel Plans through the Planning Process (2009). The legal agreement will also be used to set out the monitoring regime. For smaller developments, it might be more appropriate to secure a travel plan statement
via a planning condition, in which case travel plan monitoring fees and penalties will not apply.Where a STP is submitted to support a planning application, a legal agreement will be required. As a general rule, STPs do not incur financial penalties if they fail to achieve their targets, but they may be required to update and review their travel plan. However, where a school site has the potential to place significant strain on the capacity of the local highway network, exceptions will be made; this remains at the discretion of the LHA and the Local Planning Authority.
7.6 SCHOOL TRAVEL PLAN COVERAGE
Through the TTSI the target then was for all schools to have a travel plan by March 2010. Atthat time 95% of Bournemouth LEA schools (37 out of 39) had an active travel plan. It isimportant to keep the travel plans updated and relevant. This is now happening primarily through the development control process on new planning applications and also on a voluntary basis with some schools in the borough who see a real value in promoting sustainable modes of travel for their pupils & staff.
7.7 SUPPORT AVAILABLE TO SCHOOLS
• Bikeability training on site and at our Kings Park Cycle Training Centre
• Match funding to enhance or improve the provision of
cycle & scooter storage where appropriate
• Provide STEPs training in Years 1 and 4 at selected schools
• Road safety education programmes throughout the year
• Support with generalised walking schemes and ‘Walk on Wednesdays’ campaigns
• Provide resources to participate in the National Walk to School week in May each year
• Help to promote park and stride initiatives
• Promotion of school transport where available
• Help set up a travel plan working group made up of teachers, parents, governors and school council members, PCSO officers & local residents
• Public transport information and promotion within schools for pupils & staff.
8.0 DORSET STRATEGIC ROAD SAFETY CAMERA PARTNERSHIP (DSRSP)
8.1 WHO ARE THEY AND WHAT DO THEY DO?
DSRSP is a group made up of the following organisations:
• Bournemouth Borough Council• Poole Borough Council• Dorset County Council• Dorset Police• Dorset Fire and Rescue Service• The Highways Agency• Her Majesty’s Court Service• Crown Prosecution Service• NHS South West• Trading standards• Safewise LV=Streetwise)
All aspects of road safety are considered including engineering, education and enforcement and each member of the group brings unique experience and resources. The partnership focuses on six key road safety issues, which mirror those in the current LTP3, Road Safety Strategy, and Central Government’s current ‘Strategic Framework for Road Safety’.
These are:
• Pedestrian and cyclist casualties, particularly in urban areas
• Better road safety education and training for children, learner and young drivers
• Motorcycle casualties, particularly young scooter riders and adult riders on larger bikes
• Rural road KSIs• Careless or dangerous road
user behaviour• Illegal or inappropriate speed
Road injury collisions involve a complex range of contributory factors. Detailed analysis of the available collision data combined with other intelligence and socio/demographic profiling is vital when prioritising limited resources.
Dorset Road Safe continues
to work hard to improve the
safety of all road users in
Dorset
66 67
8.2 ENGINEERING
Each local authority annually reviews collision and casualty data. Sections 2, 3 and 4 of thisreport provide information about Bournemouth’s data and their engineering works. Information about Poole and Dorset can be found on the Poole and Dorset web sites.
8.3 EDUCATION, TRAINING AND PUBLICITY
8.3.1 Education
Information about Bournemouth’s road safety education programmes and road safety campaigns are provided in Section 6 of this report. Information about Poole and Dorset can be found on their web sites.
8.3.2 Driver Awareness Course (DAS)
Dorset Police were one of the first forces in the country to introduce the DAS, which has proven successful with classroom based courses being delivered every day of the week. The DAS is as an alternative to receiving three points on a driving licence when people have been caught speeding or committing red light offences (providing they meet the relevant criteria).
Dorset Police and Dorset Fire and Rescue Service also visit various schools and community groups to give presentations about the work they do, as well as inform people about the consequences of poor driving and driving at excessive or inappropriate speeds. For more information, visit:www.dorsetroadsafe.org.uk.
8.4 ENFORCEMENT
DSRSP carries out enforcement of all traffic offences on all roads within Dorset. Fixed, red light and mobile laser cameras are used at locations where there is a history of collisions and casualties or where there is a known speeding issue.The No Excuse campaign has been in place since 2010 and uses a combination of high visibility enforcement and covert Police operations to crack down on poor driver behaviour such as:
• Inappropriate speed• Drink and drug driving• Using hand held devices such as
mobile telephones• Driving without wearing a
seatbelt.
8.5 COMMUNITY SPEEDWATCH (CSW)
Nationally speed is a major factor in about a third of all traffic collisions. National figuressuggest that each year about 600 people die and 60,000 are injured in circumstances where excess speed is a key factor. From 2012 to 2016 in Bournemouth, 6% of the 2,460 collisions that resulted in fatalities or injuries had speed as a factor. Reducing speed will directly contribute to reducing collisions and casualties, as well as improving the quality of life for people in the area. CSW is aimed at raising people’s awareness of the effects of excessive speed and encouraging speed reduction. It is an opportunity for residents to get involved in making the roads safer where they live.
8.5.1 How does CSW work?
Each Safer Neighbourhood Team (SNT) area will have a CSW Liaison Officer. This officercan either pro-actively recruit members of the community to take part in CSW and/or they will receive requests from the public to initiate a CSW in a given area.
Details of the people taking part in CSW will then be passed to the vetting department for police assurance checks to be carried out. Once the checks have been satisfactorily completed, the Liaison Officer can provide training to the members of the public in the use of the speed checking equipment and give advice on where it can be used.
As and when the CSW team carry out speed checks, they will record how many vehicles were checked and how many were observed exceeding the speed limit thresholds. A warning letter will be sent by Dorset Police to the registered keeper on the first two occasions that their vehicle is seen exceeding the speed limit. If the vehicle is observed for a third time, an action will be sent to the local SNT for further attention.
8.5.2 How do people get involved?
Anyone who wants to participate in CSW can contact their local Safer Neighbourhood Team to find out if a scheme already exists or initiate the setting up of a new scheme. Alternatively, they can contact DSRSP online to register their interest. Further information is available at: https://www.dorset.police.uk/help-advice-crime-prevention/safety-in-your-community/watch-schemes/community-speed-watch/
68 69
9.0 CONCLUSIONS AND RECOMMENDATIONS
9.1 CONCLUSIONS
Both collision and casualty figures have fallen in 2016 when compared to 2015’s data. Collisions have reduced by 17%, casualties by 10%. Although there were 3 fatal casualties in 2016 compared to 2 in 2015 KSIs fell by 4% overall.
When compared to the 2005/09 average, collisions fell by 33%, casualties by 29%. KSIs are down by 14% and slights by 30% (the target benchmark for a reduction of KSIs is 40%).
Factoring in population increases of approximately 15% over this same period, this outcome demonstrates that significant progress has been made. The reduction in Bournemouth is also generally better than the national performance.
Whilst it is also noteworthy that child KSI casualties have reduced by 25% in 2016 when compared to 2015 and to the 2005/09 average, our local target of reducing them by 50% by 2020 is unlikely to be met.
Although 2016 saw no reduction
in KSI casualty numbers when compared to the 2005/09 average, 2016 saw the best recent outcome for cycle slight casualties with a reduction of 26%.
Unfortunately, Pedestrian KSI casualties increased by 42% when compared to the 2015 figure, and by 17% when compared to the 2005/9 average.
The long term trends in casualty rates in Bournemouth do show a steady decrease although there is year on year fluctuation. The Borough can influence casualty rates to a degree however it has to be recognised that car manufacturers and their safety advances also play an important role.
Social changes such as the emergence of mobile phones and the uptake of cycling are notable whilst many other less obvious factors such as the weather, economic wellbeing, events, demographic changes and numerous other factors can all influence the outcome. Statistically, some of the users
and groups we consider produce relatively small numerical casualty outcomes on an annual basis and therefore looking at longer term trends can provide a more informed picture.
We are aware that the method of recording casualties in some authorities has changed and so regional and national comparisons need to be treated with caution.
This shows that overall, the borough has made some good progress towards reducing collisions and casualties against a backdrop of an increasing population and road usage, however, further reductions in collisions and KSIs are needed if we are to meet our locally set targets by 2020.
In order to meet these, we need to target those groups most at risk. Vulnerable road users are disproportionately at risk, particularly pedestrians, cyclists and powered two wheeler users. Also at risk are young drivers, elderly drivers and males whilst we believe it is also
right to continue to focus on the reduction of child casualties.
9.2 RECOMMENDATIONS
We will focus on an evidence based approach, using our limited resources on engineeringand educational initiatives that will have the biggest impact in reducing collisions and casualties.
Consideration will be given to the ‘at risk’ groups when progressing future initiatives and will be tailored to target these groups.
We will continue to work closely with our partners to support evidenced based enforcement work, ensure co-ordination and share knowledge and resources to help achieve the best road safety outcome for the borough.
Both collision and casualty
figures have fallen in 2016
when compared to 2015’s
data. Collisions by 17%,
casualties by 10%.
70 71
2006 - 2010
3
79
82
621
2007 - 2011
2
80
82
77
607
2008 - 2012
3
79
82
74
572
2009 - 2013
3
77
80
70
560
2010 - 2014
2.4
77
80
67
550
2011 - 2015
2.2
77
79
64
541
2012 - 2016
2.4
76
78
61
518
All casualties
Fatal
Serious
Total KSI
Target KSI
Total Slight
ALL CASUALTIES
APPENDIX A:ROLLING 5 YEAR AVERAGES
0
10
20
30
40
50
60
70
80
90
100
2006
- 2
010
2007
- 2
011
2008
- 2
012
2009
- 2
013
2010
- 2
014
2011
- 2
015
2012
- 2
016
2013
- 2
017
2014
- 2
018
2015
- 2
019
2016
- 2
020
All KSI CASUALTIES AND PROGRESS TOWARDS 2020 TARGET
82 82 82 80 80 7977 7470
67 6461
5854
5148
Total KSI Target KSI
ALL CASUALTIES
0
100
200
300
400
500
600
700
2008 - 2012 2009 - 2013 2010 - 2014 2011 - 2015 2012 - 2016
572 560 550 541
Total KSI Total Slight Linear (Total Slight)
78
518
0
5
10
15
20
25
2008 - 2012 2009 - 2013 2010 - 2014 2011 - 2015 2012 - 2016
18 19 19 21 20 2019 20 19 21
Fatal Serious Total KSI Linear (Total KSI)
PEDAL CYCLE CASUALTIES
PEDAL CYCLE KSI CASUALTIES
2006 - 2010
1
16
17
96
2007 - 2011
1
17
18
104
2008 - 2012
1
18
19
110
2009 - 2013
1
19
20
112
2010 - 2014
0.4
19
19
112
2011 - 2015
0.2
21
21
117
2012 - 2016
0
20
20
110
All casualties
Fatal
Serious
Total KSI
Total Slight
72 73
ALL PEDAL CYCLE CASUALTIES
0
20
40
60
80
100
120
140
2008 - 2012 2009 - 2013 2010 - 2014 2011 - 2015 2012 - 2016
110 112 112117
110
Total KSI Total Slight Linear (Total Slight)
0
5
10
15
20
25
30
2008 - 2012 2009 - 2013 2010 - 2014 2011 - 2015 2012 - 2016
25 26 26 25 2425 26 26 26 26
Fatal Serious Total KSI Linear (Total KSI)
PEDESTRIAN CASUALTIES
PEDESTRIAN KSI CASUALTIES
2006 - 2010
1
23
24
75
2007 - 2011
0
26
26
72
2008 - 2012
0
25
25
73
2009 - 2013
0
26
26
72
2010 - 2014
0.6
26
27
73
2011 - 2015
1
25
26
71
2012 - 2016
1.2
24
26
67
All casualties
Fatal
Serious
Total KSI
Total Slight
2006 - 2010
1
23
24
75
2007 - 2011
0
26
26
72
2008 - 2012
0
25
25
73
2009 - 2013
0
26
26
72
2010 - 2014
0.6
26
27
73
2011 - 2015
0.2
16
16
54
2012 - 2016
0.2
16
16
51
All casualties
Fatal
Serious
Total KSI
Total Slight
ALL PEDESTRIAN CASUALTIES
0
10
20
30
40
50
60
70
80
2008 - 2012 2009 - 2013 2010 - 2014 2011 - 2015 2012 - 2016
73 72 73 71 67
Total KSI Total Slight Linear (Total Slight)
0
5
10
15
20
25
30
2008 - 2012 2009 - 2013 2010 - 2014 2011 - 2015 2012 - 2016
2526 26
16
16
2526 26
16
16
Fatal Serious Total KSI Linear (Total KSI)
POWERED TWO WHEELER CASUALTIES
POWERED TWO WHEELER KSI CASUALTIES
74 75
ALL POWERED TWO WHEELER CASUALTIES
0
10
20
30
40
50
60
70
80
2008 - 2012 2009 - 2013 2010 - 2014 2011 - 2015 2012 - 2016
73 72 73
5451
Total KSI Total Slight Linear (Total Slight)
0
5
10
15
20
25
2008 - 2012 2009 - 2013 2010 - 2014 2011 - 2015 2012 - 2016
14 1316
12 1315 14
21
13 13
Fatal Serious Total KSI Linear (Total KSI)
CAR USER CASUALTIES
CAR USER KSI CASUALTIES
1 0.611
5
ALL CHILD CASUALTIES
0
10
20
30
40
50
60
70
2008 - 2012 2009 - 2013 2010 - 2014 2011 - 2015 2012 - 2016
5046
38
43 41
Total KSI Total slight Linear (Total Slight)
CHILD CASUALTIES
CHILD KSI CASUALTIES
0
1
2
3
4
5
6
7
8
9
2008 - 2012 2009 - 2013 2010 - 2014 2011 - 2015 2012 - 2016
8 8 8
7 7
8 8 8
7 7
SeriousFatal Total KSI Linear (Total KSI)
2006 - 2010
0
7
7
51
2007 - 2011
0
7
7
52
2008 - 2012
0
8
8
50
2009 - 2013
0
8
8
46
2010 - 2014
0
8
8
38
2011 - 2015
0
7
7
43
2012 - 2016
0
7
7
41
All casualties
Fatal
Serious
Total KSI
Total Slight
2006 - 2010
1
17
18
345
2007 - 2011
1
15
16
327
2008 - 2012
1
14
15
293
2009 - 2013
1
13
14
282
2010 - 2014
5
16
21
312
2011 - 2015
1
12
13
246
2012 - 2016
0.6
13
13
239
All casualties
Fatal
Serious
Total KSI
Total Slight
76
ALL CAR USER CASUALTIES
0
50
100
150
200
250
300
350
2008 - 2012 2009 - 2013 2010 - 2014 2011 - 2015 2012 - 2016
293282
312
246 239
Total KSI Slight Linear (Slight)
77
APPENDIX B:CLUSTER SITE RANKING LIST
Cluster Number
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Rank change
from11 - 15
UP 1
DOWN 1
UP 2
UP 4
DOWN 1
UP 5
UP 7
UP 7
DOWN 3
NO CHANGE
DOWN 2
DOWN 5
UP 21
UP 3
UP 3
DOWN 13
Location
St Paul’s Roundabout
Station Roundabout
Cemetry Junction
Lansdowne Roundabout
Castle Lane East Cooper Dean Roundabout
Holdenhurst Road (between Station roundabout and
Wellington Road)
Talbot Roundabout
East Avenue Roundabout
Castle Lane East / Deansleigh Road Junction
Christchurch Road / Holdenhurst Avenue Junction
Christchurch Road / Ashley Road / Heathcote Road
Junction
Richmond Hill Roundabout
Poole Road / Queens Road Junction
Wimborne Road - Withermoor Road to Wycliffe
Bournemouth West - Cambridge Road / Wessex Way
Roundabout
Poole Lane (Clockhouse Roundabout)
KSI Ratio
0.069
0.074
0.238
0.050
0.105
0.167
0.111
0.111
0.294
0.235
0.188
0.000
0.200
0.200
0.133
0.067
KSI Ratio
0.053
0.069
0.179
0.050
0.095
0.158
0.105
0.105
0.214
0.211
0.176
0.000
0.107
0.200
0.111
0.059
Fa
0
1
0
0
0
0
0
0
1
0
0
0
0
1
0
0
Se
2
1
5
1
2
3
2
2
4
4
3
0
3
2
2
1
Sl
27
25
16
19
17
15
16
16
12
13
13
16
12
12
13
14
Tot.
29
27
21
20
19
18
18
18
17
17
16
16
15
15
15
15
p.a.
5.8
5.4
4.2
4.0
3.8
3.6
3.6
3.6
3.4
3.4
3.2
3.2
3.0
3.0
3.0
3.0
p.a.
8
6
6
4
4
4
4
4
6
4
3
4
6
3
4
3
KSI
2
2
5
1
2
3
2
2
5
4
3
0
3
3
2
1
KSI
2
2
5
1
2
3
2
2
6
4
3
0
3
3
2
1
Tot.
38
29
28
20
21
19
19
19
28
19
17
18
28
15
18
17
Site Information Collision Breakdown Casualties
Cluster Number
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Rank change
from11 - 15
NO CHANGE
NO CHANGE
NO CHANGE
NO CHANGE
UP 3
UP 1
DOWN 1
DOWN 2
UP 4
UP 11
DOWN 2
DOWN 2
DOWN 1
UP 10
UP 2
UP 3
Location
Bournemouth StationRoundabout
St. Paul’s Roundabout(East Side)
Poole Lane (Clockhouse) Roundabout
Cooper Dean Roundabout (South)
Cemetry Junction
Castle Lane East,Chaseside, Hospital
Richmond Hill Roundabout
Lansdowne Roundabout
Christchurch Road, Ashley Road, Heathcote Road Junction
Christchurch Road,Holdenhurst Avenue Junction
Holdenhurst Road outside Travel Interchange
Boundary Road Roundabout (East side)
Wimborne Road, Alma Road, Talbot Road Junction
Talbot Avenue, Talbot Road Roundabout
East Avenue Roundabout
Seabourne Road, Beresford Road, Wentworth Avenue
Junction
KSI Ratio
0.188
0.094
0.130
0.087
0.350
0.200
0.150
0.053
0.222
0.167
0.118
0.118
0.125
0.125
0.063
0.200
KSI Ratio
0.206
0.073
0.111
0.071
0.259
0.172
0.136
0.053
0.211
0.158
0.111
0.111
0.111
0.111
0.063
0.158
Fa
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
Se
5
3
3
2
7
3
3
1
4
3
2
2
2
2
1
3
Sl
26
29
20
21
13
16
17
18
14
15
15
15
14
14
15
12
Tot.
32
32
23
23
20
20
20
19
18
18
17
17
16
16
16
15
p.a.
6.4
6.4
4.6
4.6
4.0
4.0
4.0
3.8
3.6
3.6
3.4
3.4
3.2
3.2
3.2
3.0
p.a.
6.8
8.2
5.4
5.6
5.4
5.8
4.4
3.8
3.8
3.8
3.6
3.6
3.6
3.6
3.2
3.8
KSI
6
3
3
2
7
4
3
1
4
3
2
2
2
2
1
3
KSI
7
3
3
2
7
5
3
1
4
3
2
2
2
2
1
3
Tot.
34
41
27
28
27
29
22
19
19
19
18
18
18
18
16
19
Site Information Collision Breakdown Casualties
Cluster Number
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Rank change
from11 - 15
NO CHANGE
NO CHANGE
NO CHANGE
NO CHANGE
UP 3
UP 1
DOWN 1
DOWN 2
UP 4
UP 11
DOWN 2
DOWN 2
DOWN 1
UP 10
UP 2
UP 3
Location
Bournemouth StationRoundabout
St. Paul’s Roundabout(East Side)
Poole Lane (Clockhouse) Roundabout
Cooper Dean Roundabout (South)
Cemetry Junction
Castle Lane East,Chaseside, Hospital
Richmond Hill Roundabout
Lansdowne Roundabout
Christchurch Road, Ashley Road, Heathcote Road Junction
Christchurch Road,Holdenhurst Avenue Junction
Holdenhurst Road outside Travel Interchange
Boundary Road Roundabout (East side)
Wimborne Road, Alma Road, Talbot Road Junction
Talbot Avenue, Talbot Road Roundabout
East Avenue Roundabout
Seabourne Road, Beresford Road, Wentworth Avenue
Junction
KSI Ratio
0.188
0.094
0.130
0.087
0.350
0.200
0.150
0.053
0.222
0.167
0.118
0.118
0.125
0.125
0.063
0.200
KSI Ratio
0.206
0.073
0.111
0.071
0.259
0.172
0.136
0.053
0.211
0.158
0.111
0.111
0.111
0.111
0.063
0.158
Fa
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
Se
5
3
3
2
7
3
3
1
4
3
2
2
2
2
1
3
Sl
26
29
20
21
13
16
17
18
14
15
15
15
14
14
15
12
Tot.
32
32
23
23
20
20
20
19
18
18
17
17
16
16
16
15
p.a.
6.4
6.4
4.6
4.6
4.0
4.0
4.0
3.8
3.6
3.6
3.4
3.4
3.2
3.2
3.2
3.0
p.a.
6.8
8.2
5.4
5.6
5.4
5.8
4.4
3.8
3.8
3.8
3.6
3.6
3.6
3.6
3.2
3.8
KSI
6
3
3
2
7
4
3
1
4
3
2
2
2
2
1
3
KSI
7
3
3
2
7
5
3
1
4
3
2
2
2
2
1
3
Tot.
34
41
27
28
27
29
22
19
19
19
18
18
18
18
16
19
Site Information Collision Breakdown Casualties
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
UP 5
DOWN 6
UP 50
UP 3
UP 10
UP 3
UP 1
UP 6
UP 8
DOWN 13
UP 8
DOWN 1
DOWN 8
DOWN 10
UP 11
DOWN 6
DOWN 14
UP 17
DOWN 7
UP 5
UP 41
UP 26
UP 10
UP 5
UP 21
DOWN 5
DOWN 5
DOWN 1
DOWN 16
DOWN 14
UP 16
DOWN 8
NEW
DOWN 2
UP 30
UP 3
Wessex Way on slipfrom Richmond Hill
Roundabout
Boundary Road Roundabout
St Swithun’s Road Roundabout
Charminster Road /Richmond Park Road Junction
Charminster Road / Maxwell Road Junction
St Michael’s Roundabout
Charminster Road / Iddesleigh Road Junction
Christchurch Road / St John’s Road Junction
Wimborne Road / Brassey Road Junction
Wimborne Road / Talbot Road Junction
Christchurch Road /Harewood Avenue
Junction
Tuckton Roundabout
Holdenhurst Road Springbourne Roundabout
Christchurch Road outside Boscombe Gardens
Charminster Road /Wellington Road Roundabout
Lansdowne Road / Beechey Road Junction
Christchurch Road / Seabourne Road / Clarence Park Road
Junction
Holdenhurst Road Curzon Road to Jefferson Avenue
Alma Road / Heron Court Road Junction
Bath Road / Russell Coates Road Junction
Christchurch Road / Derby Road Junction
Talbot Avenue between Boundary Roundabout and
Talbot Roundabout
Springbourne Roundabout northern side
Wimborne Road / Latimer Road Junction
Bath Hill Roundabout
Castle Lane West / Woodbury Avenue Roundabout
Lansdowne Road / Madeira Road Roundabout
Christchurch Road / Exton Road Junction
BIC Roundabout
The Triangle
Castle Lane East / Riverside Avenue Junction
Bear Cross Roundabout
Southbourne Grove Chestnut Avenue
Junction
Old Christchurch Road / Wootton Mount
Junction
Ashley Road / North Road Junction
Charminster Road / Shelbourne Road Junction
0.000
0.143
0.231
0.077
0.250
0.250
0.000
0.182
0.182
0.091
0.091
0.091
0.091
0.091
0.091
0.000
0.000
0.000
0.000
0.133
0.231
0.050
0.214
0.214
0.000
0.125
0.182
0.071
0.083
0.083
0.083
0.083
0.091
0.000
0.000
0.000
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
2
3
1
3
3
0
2
2
1
1
1
1
0
1
0
0
0
15
12
10
12
9
9
12
9
9
10
10
10
10
10
10
11
11
11
15
14
13
13
12
12
12
11
11
11
11
11
11
11
11
11
11
11
3.0
2.8
2.6
2.6
2.4
2.4
2.4
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
5
3
3
4
3
3
2
3
2
3
2
2
2
2
2
3
3
2
0
2
3
1
3
3
0
2
2
1
1
1
1
1
1
0
0
0
0
2
3
1
3
3
0
2
2
1
1
1
1
1
1
0
0
0
25
15
13
20
14
14
12
16
11
14
12
12
12
12
11
14
13
12
0.300
0.200
0.200
0.200
0.100
0.100
0.000
0.000
0.000
0.222
0.222
0.111
0.111
0.111
0.111
0.111
0.000
0.375
0.214
0.143
0.154
0.182
0.091
0.100
0.000
0.000
0.000
0.143
0.200
0.083
0.091
0.100
0.100
0.111
0.000
0.375
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
2
2
2
1
1
0
0
0
2
2
1
1
1
1
1
0
3
7
8
8
8
9
9
10
10
10
7
7
8
8
8
8
8
9
5
10
10
10
10
10
10
10
10
10
9
9
9
9
9
9
9
9
8
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
1.8
1.8
1.8
1.8
1.8
1.8
1.8
1.8
1.6
3
3
3
2
2
2
2
2
2
3
2
2
2
2
2
2
2
2
3
2
2
2
1
1
0
0
0
2
2
1
1
1
1
1
0
3
3
2
2
2
1
1
0
0
0
2
2
1
1
1
1
1
0
3
14
14
13
11
11
10
11
11
10
14
10
12
11
10
10
9
9
8
78 79
Cluster Number
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Rank change
from11 - 15
NO CHANGE
NO CHANGE
NO CHANGE
NO CHANGE
UP 3
UP 1
DOWN 1
DOWN 2
UP 4
UP 11
DOWN 2
DOWN 2
DOWN 1
UP 10
UP 2
UP 3
Location
Bournemouth StationRoundabout
St. Paul’s Roundabout(East Side)
Poole Lane (Clockhouse) Roundabout
Cooper Dean Roundabout (South)
Cemetry Junction
Castle Lane East,Chaseside, Hospital
Richmond Hill Roundabout
Lansdowne Roundabout
Christchurch Road, Ashley Road, Heathcote Road Junction
Christchurch Road,Holdenhurst Avenue Junction
Holdenhurst Road outside Travel Interchange
Boundary Road Roundabout (East side)
Wimborne Road, Alma Road, Talbot Road Junction
Talbot Avenue, Talbot Road Roundabout
East Avenue Roundabout
Seabourne Road, Beresford Road, Wentworth Avenue
Junction
KSI Ratio
0.188
0.094
0.130
0.087
0.350
0.200
0.150
0.053
0.222
0.167
0.118
0.118
0.125
0.125
0.063
0.200
KSI Ratio
0.206
0.073
0.111
0.071
0.259
0.172
0.136
0.053
0.211
0.158
0.111
0.111
0.111
0.111
0.063
0.158
Fa
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
Se
5
3
3
2
7
3
3
1
4
3
2
2
2
2
1
3
Sl
26
29
20
21
13
16
17
18
14
15
15
15
14
14
15
12
Tot.
32
32
23
23
20
20
20
19
18
18
17
17
16
16
16
15
p.a.
6.4
6.4
4.6
4.6
4.0
4.0
4.0
3.8
3.6
3.6
3.4
3.4
3.2
3.2
3.2
3.0
p.a.
6.8
8.2
5.4
5.6
5.4
5.8
4.4
3.8
3.8
3.8
3.6
3.6
3.6
3.6
3.2
3.8
KSI
6
3
3
2
7
4
3
1
4
3
2
2
2
2
1
3
KSI
7
3
3
2
7
5
3
1
4
3
2
2
2
2
1
3
Tot.
34
41
27
28
27
29
22
19
19
19
18
18
18
18
16
19
Site Information Collision Breakdown Casualties
Cluster Number
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Rank change
from11 - 15
NO CHANGE
NO CHANGE
NO CHANGE
NO CHANGE
UP 3
UP 1
DOWN 1
DOWN 2
UP 4
UP 11
DOWN 2
DOWN 2
DOWN 1
UP 10
UP 2
UP 3
Location
Bournemouth StationRoundabout
St. Paul’s Roundabout(East Side)
Poole Lane (Clockhouse) Roundabout
Cooper Dean Roundabout (South)
Cemetry Junction
Castle Lane East,Chaseside, Hospital
Richmond Hill Roundabout
Lansdowne Roundabout
Christchurch Road, Ashley Road, Heathcote Road Junction
Christchurch Road,Holdenhurst Avenue Junction
Holdenhurst Road outside Travel Interchange
Boundary Road Roundabout (East side)
Wimborne Road, Alma Road, Talbot Road Junction
Talbot Avenue, Talbot Road Roundabout
East Avenue Roundabout
Seabourne Road, Beresford Road, Wentworth Avenue
Junction
KSI Ratio
0.188
0.094
0.130
0.087
0.350
0.200
0.150
0.053
0.222
0.167
0.118
0.118
0.125
0.125
0.063
0.200
KSI Ratio
0.206
0.073
0.111
0.071
0.259
0.172
0.136
0.053
0.211
0.158
0.111
0.111
0.111
0.111
0.063
0.158
Fa
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
Se
5
3
3
2
7
3
3
1
4
3
2
2
2
2
1
3
Sl
26
29
20
21
13
16
17
18
14
15
15
15
14
14
15
12
Tot.
32
32
23
23
20
20
20
19
18
18
17
17
16
16
16
15
p.a.
6.4
6.4
4.6
4.6
4.0
4.0
4.0
3.8
3.6
3.6
3.4
3.4
3.2
3.2
3.2
3.0
p.a.
6.8
8.2
5.4
5.6
5.4
5.8
4.4
3.8
3.8
3.8
3.6
3.6
3.6
3.6
3.2
3.8
KSI
6
3
3
2
7
4
3
1
4
3
2
2
2
2
1
3
KSI
7
3
3
2
7
5
3
1
4
3
2
2
2
2
1
3
Tot.
34
41
27
28
27
29
22
19
19
19
18
18
18
18
16
19
Site Information Collision Breakdown Casualties
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
UP 9
UP 5
DOWN 11
UP 24
UP 14
DOWN 6
NEW
UP 26
UP 26
NEW
NEW
DOWN 26
NEW
NEW
NEW
NEW
NEW
UP 4
NEW
NEW
DOWN 26
NEW
DOWN 10
NEW
NEW
DOWN 21
NEW
NEW
NEW
NEW
DOWN 33
DOWN 48
NEW
NEW
NEW
Wimborne Road / Dunbar Road Junction
Holdenhurst Road outside the Fire Station
Wimborne Road / School Lane Junction
Wallisdown Road / Bryant Road Junction
Centenary Way / Palmerston Road Roundabout
Boundary Road / Victoria Avenue Junction
Charminster Road / Malmesbury Park Road
Junction
Redhill Roundabout
Holdenhurst Road / Wellington Road Roundabout
Exeter Road (Outside Moon in the Square)
Old Christchurch Road /Lorne Park Road
Junction
Christchurch Road / Crabton Close Road Junction
Cooper Dean Roundabout (North-East)
Holdenhurst Road / Ashley Road Junction
St John’s Road / Owls Road
Richmond Hill / St Stephen’s Road Junction
Ringwood Road outside Petrol Station (between Bear Cross
roundabout and Longham Bridge)
Stokewood Road / Alma Road Junction
Richmond Park Road / Bennett Road Junction
Castle Lane East / Holdenhurst Road Junction
Horseshoe Common
Christchurch Road / Clarence Park Road Junction
Wallisdown Road / Kinson Road Junction
Kinson Road / Alton Road Junction
Southbourne Grove / Junction with Grand Avenue
Wimborne Road / Luther Road Junction
Prince of Wales Road / Surrey Road Junction
Old Christchurch Road / Wootton Gardens Junction
Christchurrch Road / Palmerston Road Junction
Wallisdown Road / Talbot Drive Junction
Castle Lane West / Yeomans Road Roundabout
Cooper Dean Roundabout / Castle Lane West Junction
Castle lane East Cooper Dean to Chaseside
Charminster Road / Fitzharris Avenue
Holdenhurst Road - Stewart Place to Victoria Place
0.250
0.250
0.125
0.125
0.125
0.000
0.000
0.000
0.000
0.000
0.000
0.571
0.429
0.429
0.286
0.286
0.286
0.250
0.250
0.100
0.111
0.111
0.000
0.000
0.000
0.000
0.000
0.000
0.571
0.375
0.429
0.250
0.250
0.250
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
1
1
1
0
0
0
0
0
0
4
3
3
2
2
2
6
6
7
7
7
8
8
8
8
8
8
3
4
4
5
5
5
8
8
8
8
8
8
8
8
8
8
8
7
7
7
7
7
7
1.6
1.6
1.6
1.6
1.6
1.6
1.6
1.6
1.6
1.6
1.6
1.4
1.4
1.4
1.4
1.4
1.4
2
2
2
2
2
2
2
2
2
2
2
1
2
1
2
2
2
2
2
1
1
1
0
0
0
0
0
0
4
3
3
2
2
2
2
2
1
1
1
0
0
0
0
0
0
4
3
3
2
2
2
8
8
10
9
9
9
9
9
8
8
8
7
8
7
8
8
8
0.286
0.286
0.286
0.286
0.286
0.143
0.143
0.143
0.143
0.143
0.143
0.143
0.143
0.000
0.000
0.000
0.000
0.000
0.250
0.250
0.286
0.286
0.286
0.100
0.125
0.125
0.125
0.143
0.143
0.143
0.143
0.000
0.000
0.000
0.000
0.000
0
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
0
0
2
2
2
2
1
1
1
0
1
1
1
1
1
0
0
0
0
0
5
5
5
5
5
6
6
6
6
6
6
6
6
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
2
2
1
1
1
2
2
2
2
1
1
1
1
2
2
2
2
1
2
2
2
2
2
1
1
1
1
1
1
1
1
0
0
0
0
0
2
2
2
2
2
1
1
1
1
1
1
1
1
0
0
0
0
0
8
8
7
7
7
10
8
8
8
7
7
7
7
11
9
9
8
7
80 81
Cluster Number
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Rank change
from11 - 15
NO CHANGE
NO CHANGE
NO CHANGE
NO CHANGE
UP 3
UP 1
DOWN 1
DOWN 2
UP 4
UP 11
DOWN 2
DOWN 2
DOWN 1
UP 10
UP 2
UP 3
Location
Bournemouth StationRoundabout
St. Paul’s Roundabout(East Side)
Poole Lane (Clockhouse) Roundabout
Cooper Dean Roundabout (South)
Cemetry Junction
Castle Lane East,Chaseside, Hospital
Richmond Hill Roundabout
Lansdowne Roundabout
Christchurch Road, Ashley Road, Heathcote Road Junction
Christchurch Road,Holdenhurst Avenue Junction
Holdenhurst Road outside Travel Interchange
Boundary Road Roundabout (East side)
Wimborne Road, Alma Road, Talbot Road Junction
Talbot Avenue, Talbot Road Roundabout
East Avenue Roundabout
Seabourne Road, Beresford Road, Wentworth Avenue
Junction
KSI Ratio
0.188
0.094
0.130
0.087
0.350
0.200
0.150
0.053
0.222
0.167
0.118
0.118
0.125
0.125
0.063
0.200
KSI Ratio
0.206
0.073
0.111
0.071
0.259
0.172
0.136
0.053
0.211
0.158
0.111
0.111
0.111
0.111
0.063
0.158
Fa
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
Se
5
3
3
2
7
3
3
1
4
3
2
2
2
2
1
3
Sl
26
29
20
21
13
16
17
18
14
15
15
15
14
14
15
12
Tot.
32
32
23
23
20
20
20
19
18
18
17
17
16
16
16
15
p.a.
6.4
6.4
4.6
4.6
4.0
4.0
4.0
3.8
3.6
3.6
3.4
3.4
3.2
3.2
3.2
3.0
p.a.
6.8
8.2
5.4
5.6
5.4
5.8
4.4
3.8
3.8
3.8
3.6
3.6
3.6
3.6
3.2
3.8
KSI
6
3
3
2
7
4
3
1
4
3
2
2
2
2
1
3
KSI
7
3
3
2
7
5
3
1
4
3
2
2
2
2
1
3
Tot.
34
41
27
28
27
29
22
19
19
19
18
18
18
18
16
19
Site Information Collision Breakdown Casualties
88
89
90
91
92
DOWN 4
DOWN 16
DOWN 18
NEW
NEW
Wimborne Road / Leslie Road Junction
Castle Lane West / Broadway Lane Roundabout
Gervis Place
Poole Road / Milburn Road Junction
Columbia Road / Ensbury Avenue Junction
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0
0
0
0
0
0
0
0
0
0
7
7
7
7
7
7
7
7
7
7
1.4
1.4
1.4
1.4
1.4
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
7
7
7
7
7
APPENDIX C:COMBINED BOURNEMOUTH AND POOLE CLUSTER SITE LIST
Site Information
Cluster Number
1
2
3
4
5
Rank change
from11 - 15
NOCHANGE
NOCHANGE
NOCHANGE
NOCHANGE
UP 1
Location
BoundaryRoundabout
KinsonRoundabout
Mountbatten Arms Roundabout
Wallisdown Road / Benbow Road
Junction
Wallisdown Road / Astbury Road
Junction
KSI Ratio
0.182
0.294
0.000
0.375
0.250
Fa
0
0
0
0
0
Se
4
5
0
3
2
Sl
18
12
12
5
6
p.a.
4
3
2
2
2
KSI
4
5
0
3
2
Tot.
22
17
12
8
8
KSI Ratio
0.190
0.357
0.000
0.375
0.250
Fa
0
0
0
0
0
Se
4
5
0
3
2
Sl
17
9
10
5
6
Tot.
21
14
10
8
8
p.a.
4.2
2.8
2.0
1.6
1.6
KSI
4
5
0
3
2
Collision Breakdown Casualties
82 83
APPENDIX D:CLUSTER SITE COLLISION REDUCTION MEASURES
1
2
St Paul’s Roundabout
Station Roundabout
29
27
Works undertaken in 2015-2016 Financial year. Monitor site. There were 4 collisions
in 2016. The average amount of collision in the previous 4 years was 6.25. Visibility screens could be installed
on 2 arms of the roundabout, inbound from Iford and inbound from Station
Roundabout. Research is to be carried out to determine
effectiveness. This could be a solution for the future.
Location is part of the Lansdowne Area bid. Alexis Edwards has commissioned
us some work at the roundabout to install cycle
facilities on the footways (i.e combined footway cycleways
to encourage use of the subway for cyclists). This would be a good interim improvement and could reduce cycle collisions.
Minor project altering the lining and signing on the
roundabout
Both of the above projects combined together
0.053
0.069
n/a
475%
453%
466%
2
2
5.8
14 cycle
14 cycle
5.4
n/a
0.6
1
1
n/a
£20,000.00
£15,000.00
£35,000.00
38
29
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
Location Project ProposalCasualty
KSIRatio
Project Cost
3
4
5
6
7
8
Cemetery Junction
Lansdowne Roundabout
Castle Lane East Cooper Dean Roundabout
Holdenhurst Road (between Station roundabout and Wellington Road)
Talbot Roundabout
East Avenue Roundabout (For all projects here,
discuss with Bob Askew about funding from cycle
budget as there are cycle improvements
required also).
21
20
19
18
18
18
Lining improvements to re-mark the junction including the right turn lanes coming from Charminster Road and from Richmond Hill roundabout.
High reflective lining.
Location is part of the Lansdowne Area bid. Lining
works. Hatch out area around roundabout and fishtails on exits. Install experimental
public information/accident information signing.
Visibility Screen has been installed. Monitor site.
Continuous running lane onto Wessex Way slip
Project currently being designed.
Works are being undertaken at this location this financial year to install experimental public information/accident information signing. Add into project refresh and tidy up
lining.
New HFS on each approach, new lining works.
Works are being undertaken at this location this financial year to install experimental public information/accident
information signing.
Build out kerblines on Wimborne Road to create a deflection and adjust the
central island.
0.179
0.05
0.095
0.158
0.105
0.105
1630%
679%
n/a
54%
n/a
978%
122%
n/a
91%
5
1
2
3
2
2
4.2
4
3.8
12
3.6
3.6
3.6
3.6
3.6
1.2
1
n/a
0.6
n/a
0.72
0.9
n/a
0.4
£5,000.00
£10,000.00
n/a
£120,000.00
n/a
£5,000.00
£50,000.00
n/a
£30,000.00
28
20
21
19
19
19
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
Location Project ProposalCasualty
KSIRatio
Project Cost
(shunt only)
84 85
9
10
11
12
Castle Lane East/Deansleigh Road
Junction
Christchurch Road/Holdenhurst Avenue
Junction
Christchurch Road/Ashley Road/Heathcote
Road Junction
Richmond Hill Roundabout
17
17
16
16
Build out kerblines on Wimborne Road to create a deflection and adjust the central island and install a
raised crossing.
Install Raised parallel crossing.
Build out kerblines on Wimborne Road to create a deflection and adjust the central island and Install Raised parallel crossing.
Build out kerblines on Wimborne Road and
Talbot Avenue to create a deflection, adjust the central
island and install a raised crossing on Wimborne Road.
This location is part of the Wessex Fields development.
Check signal heads on approach from Riverside Avenue. Signal heads are confusing. Check lighting
levels at pedestrian crossings. Change colour of red light camera cases. Check to see if lights are
active. Monitor site.
Extend cycle lane across Holdenhurst Avenue
Possibility of future side entry treatment.
Works being undertaken this financial year 2017/2018.
Down 5 positions from last year. Works completed on
cycle safety fund bid in 2013. There were 10 cycle collisions
between 2009 and 2013.
0.214
0.211
0.176
0
95%
68%
54%
102%
n/a
404%
n/a
n/a
n/a
6
4
3
0
3.6
3.6
3.6
3.6
3.4
3.4
3.4
3.2
3.2
0.7
0.7
0.8
1.8
n/a
0.3
n/a
n/a
n/a
£50,000.00
£70,000.00
£100,000.00
£120,000.00
n/a
£5,000.00
n/a
n/a
n/a
28
19
17
18
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
Location Project ProposalCasualty
KSIRatio
Project Cost
13
14
15
16
Poole Road/Queens Road Junction
Wimborne Road - Withermoor Road to
Wycliffe
Bournemouth West – Cambridge Road/Wessex Way
Roundabout
Poole Lane (Clockhouse Rounadbout)
15
15
15
15
Install traffic signals at the top of the East bound off
slip.
Speak to Michelle about signal phasing and timings.
Part of route project being worked on this financial
year.
Re-lining works were undertaken in 2016
Install a visibility screen on westbound arm of
roundabout and relocate give way lines to edge of
hatching and refresh HFS (including fine milling
existing HFS)
Create a continuous left turn lane from east to
south into Cambridge Road. Monitor traffic flows before a decision is made. If viable
consider for installation.
LEP funding being considered for projects at a number of location along
Ringwood Road that include our idea of traffic signals
(including a right turn lane) into the retail park.
Monitor roundabout as dropped 13 positions and
average collisions has reduced from 4.5 to 2 per
year. This may be as a result of the installation of the off road cycle lane and toucan crossing funded by
the LSTF.
0.107
0.2
0.111
0.059
30%
n/a
n/a
n/a
102%
n/a
n/a
n/a
3
3
2
1
3.2
3
3
3
3
3
3
3
1
n/a
n/a
n/a
0.6
n/a
n/a
n/a
£225,000.00
n/a
n/a
n/a
£40,000.00
n/a
n/a
n/a
28
15
18
17
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
Location Project ProposalCasualty
KSIRatio
Project Cost
86 87
17
18
19
20
21
22
23
24
Wessex Way on slip from Richmond Hill
Roundabout
Boundary Road Roundabout
St Swithun’s Road roundabout
Charminster Road/Richmond Park Road
Junction
Charminster Road/Maxwell Road
Junction
St Michael’s Roundbaout
Charminster Road/Iddesleigh Road
Junction
Christchurch Road/St John’s Road Junction
15
14
13
13
12
12
12
11
Ringwood Road north approach install hatching, amend directional arrows on High Howe Lane, install
hatching around the roundabout.
Monitor site as works undertaken in late 2016 and
early 2017.
Works are currently being undertaken to install a fourth
arm onto the roundabout therefore potentially making
it worse.
Cross boundary site therefore wait until Martin Baker attends the meetings.
Lane designation markings and relining works.
This location forms part of the Charminster Road
route project currently being designed.
Check phasing of signals with Michelle Fillingham.
Narrow Maxwell Road junction and install a raised
crossing facility.
Project being installed this financial year.
This location forms part of the Charminster Road
route project currently being designed.
Issues with pedestrians on St John’s Road. Check phasing
of signals with Michelle Fillingham.
0
0.133
0.231
0.05
0.214
0.214
0
0.125
204%
n/a
n/a
n/a
706%
n/a
n/a
136%
n/a
n/a
n/a
0
2
3
1
3
3
0
2
3
3
2.8
2.8
2.6
2.6
2.6
2.4
2.4
2.4
2.2
0.6
n/a
n/a
n/a
0.52
n/a
n/a
0.6
n/a
n/a
n/a
£20,000.00
n/a
n/a
n/a
£5,000.00
n/a
n/a
£30,000.00
n/a
n/a
n/a
25
15
13
20
14
14
12
16
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
Location Project ProposalCasualty
KSIRatio
Project Cost
25
26
27
28
29
30
31
32
33
Wimborne Road/Brassey Road
Junction
Wimborne Road/Talbot Road Junction
Christchurch Road/Harewood Avenue
Junction
Tuckton Roundabout
Holdenhurst Road Springbourne Roundabout
Christchurch Road outside Boscombe
Gardens
Charminster Road/Wellington Road
Roundabout
Lansdowne Road/Beechey Road
Junction
Christchurch Road/Seabourne Road/Clarence
Park Road Junction
11
11
11
11
11
11
11
11
11
In 2015 and 2016 there was 1 collision each year. No pattern of collisions. 2 involve bus passengers, 1 involved a driver reversing out of a driveway and 1 was a medical condition. Monitor
site.
This location forms part of the Wimborne Road route
project currently being designed.
Possible VAS sign or VMS sign warning cyclists of
approaching junction. Get speed and traffic counts organised. Install a VMS sign to warn of right turn movements at junction
ahead.
Project being installed this financial year.
Site has moved down 8 positions and collisions have reduced over the
5-year period from 3, 3, 2, 2 to 1 in 2016. Collisions
reducing therefore monitor site.
Monitor site.
Project being installed this financial year.
Works carried out in 2016/2017 financial year.
Monitor Site.
Project being installed this financial year.
0.182
0.071
0.083
0.083
0.083
0.083
0.091
0
0
n/a
n/a
204%
n/a
n/a
n/a
n/a
n/a
n/a
2
1
1
1
1
1
1
0
0
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
n/a
n/a
0.6
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
£20,000.00
n/a
n/a
n/a
n/a
n/a
n/a
11
14
12
12
12
12
11
14
13
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
Location Project ProposalCasualty
KSIRatio
Project Cost
(possible funding from Traffic team)
88 89
34
35
36
37
38
39
40
Holdenhurst Road Curzon Road to
Jefferson Avenue
Alma Road/Heron Court Road Junction
Bath Road/Russell Coates Road Junction
Christchurch Road/Derby Road Junction
Talbot Avenue between Boundary
Roundabout and Talbot Roundabout
Springbourne Roundabout northern
side
Wimborne Road/Latimer Road
Junction
11
10
10
10
10
10
10
Lining works undertaken and bus lane removed in
2014/2015 (not sure exactly when). Collisions have
reduced since to 1 in 2015 and 1 in 2016. Monitor site.
Installation of part time 20mph zone in this area.
Project being installed this financial year.
Possible re-arrangement of location of signal heads and installation of LED signals.
Install a central island, ban the straight ahead movement from Upper
Hinton Road and refresh road markings including
installation of cycle markings.
Check lighting conditions/levels.
Install raised footways on side roads.
Install a raised junction.
Fill in gaps in central island to prevent people crossing away from the signalised
crossing. Possibly a visibility screen.
Amend the approach from Richmond Park Avenue by
building out the kerbline and narrowing the central island.
Amend the lining on the north side of the roundabout.
This location forms part of the Wimborne Road route
project currently being designed.
0
0.214
0.143
0.154
0.182
0.091
0.1
n/a
n/a
90%
181%
n/a
67%
42%
109%
136%
n/a
0
3
2
2
2
1
1
2.2
2
2
2
2
2
2
2
2
2
n/a
n/a
0.4
0.4
n/a
0.24
0.4
0.8
0.6
n/a
n/a
n/a
£30,000
£15,000.00
n/a
£35,000.00
£65,000.00
£50,000.00
£30,000.00
n/a
12
13
14
13
11
11
10
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
LocationProject Proposal
Casualty KSI
RatioProject Cost
(possible contribution from UTC team for
maintenance of traffic signals)
41
42
43
44
45
46
47
48
49
50
Bath Hill Roundabout
Castle Lane West/Woodbury Avenue
Roundabout
Lansdowne Road/Madeira Road Roundabout
Christchurch Road/Exton Road Junction
BIC Roundabout
The Triangle
Castle Lane East/Riverside Avenue
Junction
Bear Cross Roundabout
Southbourne Grove/Chestnut Avenue Junction
Old Christchurch Road /Wootton Mount Junction
10
10
10
9
9
9
9
9
9
9
Buildout north east kerbline and amend central island
on approach to roundabout and refresh/amend line
markings. Remove lowered kerbing where there are no
longer crossing points.
Signs on Castle Lane West on approach to bus stop
(opposite Church) need to be amended as incorrect.
Ask parks to remove foliage from directional sign on
Woodbury Avenue. Monitor site as no collisions in 2016.
This location forms part of the Lansdowne project and is currently being designed.
Monitor site. No cycle bollards near toucan
crossing. Need to look at this as what is shared
cycleway footway?
Project being designed this financial year.
Install a central island.
Install a central island and a raised crossing.
Project being designed this financial year.
Part of LEP bid. Project to be designed within next financial year, by 2019.
Raised/continuous footway on Chestnut Avenue.
Installing zebra crossing as part of 2017/18 programme
of works.
0
0
0
0.143
0.2
0.083
0.091
0.1
0.1
0.111
113%
n/a
n/a
n/a
n/a
181%
91%
n/a
n/a
113%
n/a
0
0
0
2
2
1
1
1
1
1
2
2
2
1.8
1.8
1.8
1.8
1.8
1.8
1.8
1.8
0.5
n/a
n/a
n/a
n/a
0.2
0.2
n/a
n/a
0.2
n/a
£30,000.00
n/a
n/a
n/a
n/a
£7,500.00
£15,000.00
n/a
n/a
£12,000.00
n/a
11
11
10
14
10
12
11
10
10
9
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
Location Project ProposalCasualty
KSIRatio
Project Cost
90 91
51
52
53
54
55
56
57
58
Ashley Road/North Road Junction
At Tower Road junction
At North Road junction
Charminster Road/Shelbourne Road
Junction
Winborne Road/Dunbar Road Junction
Holdenhurst Road outside the Fire
Station
Wimborne Road/School Lane Junction
Wallisdown Road/Bryant Road Junction
Centenary Way/Palmerston Road
Roundabout
Boundary Road/Victoria Avenue
Junction
9
4
5
8
8
8
8
8
8
8
Install a raised footway and change alignment at the junction at Tower Road.
Install a raised footway and change alignment at the junction at North Road.
This location forms part of the Charminster Road
route project currently being designed.
Widen cycle lanes to 2 metres if possible. Colour cycle
lanes in green over Dunbar / Meyrick Park Crescent and over the entrance to
Shaftesbury Court.
Project currently being designed. Part of Lansdowne
Area Plan.
Improved as part of Tesco development. No collisions since crossings installed.
Monitor site.
Part of Wallisdown Road NPIF funding. Project currently
designed for construction in 2020.
Lining and Signing improvements.
Over-run area around central island.
Works undertaken in 2106. Monitor site.
0
0
0.375
0.25
0.25
0.1
0.111
0.111
0
91%
91%
n/a
435%
n/a
n/a
n/a
611%
101%
n/a
0
0
3
2
2
1
1
1
9
1.8
1.8
1.6
1.6
1.6
1.6
1.6
1.6
1.6
1.6
0.2
0.2
n/a
0.32
n/a
n/a
n/a
0.45
0.45
n/a
£15,000.00
£15,000.00
n/a
£5,000.00
n/a
n/a
n/a
£5,000.00
£30,000.00
n/a
9
4
5
8
8
8
8
9
9
0
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
LocationProject Proposal
Casualty KSI
RatioProject Cost
Both projects could be subject to developer funding.
59
60
61
62
63
64
65
66
67
Charminster Road/Malmesbury Park
Road Junction
Redhill Roundabout
Holdenhurst Road/Wellington Road
Roundabout
Exeter Road (outside Moon in the Square)
Old Christchurch Road/Lorne Park
Road Junction
Christchurch Road/Crabton Close Road
Junction
Cooper Dean Roundabout (North-
East)
Holdenhurst Road/Ashley Road Junction
St John’s Road/Owls Road
8
8
8
8
8
8
7
7
7
7
This location forms part of the Charminster Road route
project currently being designed.
No obvious solution. Although the site has gone up 26 places, it went down
33 places the previous year. Monitor site.
Design work has been undertaken at this location as part of the Holdenhurst
Road project.
Lining and Signing improvements.
Part of Gervis Road project. Design currently being
undertaken.
Extensive works undertaken around
Horseshoe Common. Monitor site.
No collisions in 2015 or 2016 therefore monitor site.
No pattern. Reviewing lining on the roundabout.
Part of Wessex Fields development. Monitor site.
Check to see if this location is on the structural
maintenance programme. If so ask for higher PSV
material or anti-skid surfacing to be laid to
address shunting collisions.
No pattern. Monitor site.
No pattern. Monitor site.
0
0
0
0
0
0
0.571
0.375
0.429
0.25
n/a
n/a
n/a
218%
n/a
n/a
n/a
n/a
n/a
n/a
n/a
0
0
0
0
0
0
4
3
3
2
1.6
1.6
1.6
1.6
1.6
1.6
1.4
1.4
1.4
1.4
1.4
n/a
n/a
n/a
0.16
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
£5,000.00
n/a
n/a
n/a
n/a
n/a
n/a
n/a
9
9
8
8
8
8
8
8
7
8
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
Location Project ProposalCasualty
KSIRatio
Project Cost
92 93
68
69
70
71
72
73
74
75
76
Richmond Hill/St Stephen’s Road
Junction
Ringwood Road outside Petrol Station (Between Bear Cross
Roundabout and Longham Bridge)
Stokewood Road/Alma Road Junction
Richmond Park Road/Bennett Road
Junction
Castle Lane East/Holdenhurst Road
Junction.
Horseshoe Common
Christchurch Road/Clarence Park Road
Junction
Wallidsown Road/Kinson Road Junction
Kinson Road/Alton
Road Junction
7
7
7
7
7
7
7
7
7
No pattern. Monitor site.
Install a VAS sign on the approach to the garage and
loops on footway outside garage exit. Sign to flash up message “merging traffic” possibly. Combine this with
the installation of a slow marking on red surfacing.
Install side entry treatments.
Reduce radii on two corners, install tactile
paving and re-mark the junction.
Lining has been refreshed at the junction in 2017. No
pattern. Monitor site.
Project due to be completed in 2018/2019 financial year.
Extensive works undertaken in 2014/2015 location has gone down 37 places since project
implemented.
Design works being completed. Works to be installed in March/April
2018.
Part of Wallisdown Road NPIF Funding bid. Works due to be completed by
March 2021.
Narrow junction by building out the footway and install a
raised footway.
0.25
0.25
0.25
0.25
0.286
0.286
0.286
0.1
0.125
n/a
226%
42%
48%
n/a
n/a
n/a
n/a
n/a
68%
2
2
2
2
2
2
2
1
1
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
n/a
0.2
0.25
0.14
n/a
n/a
n/a
n/a
n/a
0.15
n/a
£6,000.00
£40,000.00
£20,000.00
n/a
n/a
n/a
n/a
n/a
£15,000.00
8
8
8
8
7
7
8
10
8
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
LocationProject Proposal
Casualty KSI
RatioProject Cost
77
78
79
80
81
82
83
84
85
Southbourne Grove/Junction with Grand
Avenue
Wimborne Road/Luther Road Junction
Prince of Wales Road/Surrey Road Junction
Old Christchurch Road/Wootton
Gardens Junction
Christchurch Road/Palmerston Road
Junction
Wallisdown Road/Talbot Drive Junction
Castle Lane West/Yeomans Road
Roundabout
Cooper Dean Roundabout/Castle Lane West Junction
Castle Lane East Cooper Dean to
Chaseside
7
7
7
7
7
7
7
7
7
No pattern. Monitor site.
This location forms part of the Wimborne Road route
project currently being designed.
Green anti-skid surfacing to be re-installed by highways
maintenance.
Zebra crossing currently being installed at this location as part of the
collision reduction projects in the 2017/2018 financial
year.
Only 2 collisions since the Boscombe project has been
installed. 20 mph zone recently introduced. No
pattern. Monitor site.
This location forms part of the Wallisdown Road NPIF
project currently being designed.
Check signal heads and filters to ensure vehicles do not see a green light when
they shouldn’t.
Anti-skid surfacing worn. Inform maintenance
department.
Inform maintenance anti-skid surfacing is wearing out and needs replacing.
No pattern. Monitor site. 3 x collisions on the northbound
side and not in connection with the exit from the
garage/pub/burger king.
0.125
0.125
0.143
0.143
0.143
0.143
0
0
0
0
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
1
1
1
1
1
1
0
0
0
0
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
1.4
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
8
8
8
7
7
7
11
9
9
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
Location Project ProposalCasualty
KSIRatio
Project Cost
94 95
86
87
88
89
90
91
92
Charminster Road/Fitzharris Avenue
Holdenhurst Road – Stewart Place to
Victoria Place
Wimborne Road/Leslie Road Junction
Castle Lane West/Broadway Lane
Roundabout
Gervis Place
Poole Road/Milburn Road Junction
Columbia Road/Ensbury Avenue
Junction
7
7
7
7
7
7
7
VAS sign installed at end of 2015/16 financial year.
Lining refreshed in mid 2016. No collisions at this location in 2016. Monitor
site.
No pattern. Monitor site.
This location forms part of the Wimborne Road route
project currently being designed.
Inform maintenance that lining needs to be
refreshed. No overall trend. Monitor site.
Gervis Place is currently being designed.
New zebra crossing recently installed.
No pattern. Monitor site.
0
0
0
0
0
0
0
n/a
n/a
n/a
n/a
n/a
n/a
n/a
0
0
0
0
0
0
0
1.4
1.4
1.4
1.4
1.4
1.4
1.4
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
8
7
7
7
7
7
7
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
LocationProject Proposal
Casualty KSI
RatioProject Cost
1
2
BoundaryRoundabout
Kinson Roundabout
21
21
21
21
14
Works proposed for 2017/2018 financial
year for sign installation (education campaign).
Range of possible improvements following the developer’s construction of a fourth arm. These are as follows; Improve the link through the Slades Farm and Firs Glen Close and
join cycle routes together. Relocate crossing on
Wimborne Road and turn into a toucan crossing, amend gates to enable
cyclists through. Improve cycle facilities on Boundary Road and crossing point for cyclists at existing central
island. Install parallel crossings on each arm of
the roundabout.
Remove roundabout and signalise the junction.
Signalise Roundabout.
There is already an option drawn up that will require
further development as part of the NPIF bid.
0.182
0.182
0.182
0.182
0.294
n/a
TBC
TBC
TBC
n/a
4
4
4
4
5
4.2
4.2
4.2
4.2
2.8
n/a
TBC
TBC
TBC
n/a
n/a
TBC
TBC
TBC
n/a
22
22
22
22
17
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
LocationProject Proposal
Casualty KSI
RatioProject Cost
APPENDIX E:FOR SITES ON THE BOUNDARY BETWEEN POOLE AND BOURNEMOUTH CLUSTER SITE COLLISION REDUCTION MEASURES
96 97
3
4
5
Mountbatten Arms Roundabout
Wallisdown Rad/Benbow Road Junction
Wallisdown Road/Astbury Road Junction
14
10
8
8
8
8
Signalise the roundabout or removal of the roundabout and installation of traffic
signals should be looked into as part of the study.
Monitor site. Consider improvements on Ringwood Road to install a signalised
junction with right turn facilities into and out of the
retail park.
Extend 30mph terminal point further west towards
Mountbatten Arms roundabout. Create gateway feature incorporating VAS.
Install new cycle lanes both on and off road to link up with
existing routes either end of Wallisdown Road. Could
also include the relocation o f Industrial Estate services
road access away from Benbow Crescent to reduce
conflict at this point.
Install side entry treatment plus refuge on Astbury
Avenue.
Install refuge on Astbury Avenue.
0.294
0
0.375
0.375
0.250
0.250
5
0
3
3
2
2
2.8
2
1.6
1.6
1.6
1.6
TBC
n/a
0.3
0.6
0.3
0.2
TBC
n/a
£10,000.00
£110,000.00
£35,000.00
£15,000.00
TBC
n/a
203%
37%
58%
91%
17
12
8
8
8
8
Ran
k
No.
Col
lisio
ns
No.
Cas
ualt
ies
No.
Cas
ualt
y K
SIs
Curr
ent C
asua
ltie
s pa
Casu
alti
es s
aved
pa
Tota
l Pro
ject
Cos
t FYR
R
LocationProject Proposal
Casualty KSI
RatioProject Cost
APPENDIX F:COLLISIONS AND CASUALTY MAPS
98 99
Fig.1 - Town Centre Collisions
100 101
Fig.2 - Town Centre Pedestrian Collisions Fig.3 - Charminster Road route locations showing collisions identified between 1/1/2010 - 31/12/2014
Fig.4 - Current Feasibility design for Charminster Road Route Project
102 103
Fig.5 - Wimborne Road route locations showing collisions identified between 1/1/2010 - 31/12/2014 BIBLIOGRAPHY
Bournemouth, Poole and Dorset Local Transport Plan 3 Strategy Document, April 2011.
Bournemouth Borough Council Strategic Services report “Population Trends in Bournemouth” November 2017.
Reported Road Casualties Great Britain 2016
document produced by the DfT. DfT Statistics Tables RAS10015, RAS30038, RAS30039, RAS30043, RAS30044, RAS40006, RAS41001, RAS50001, RAS41003, RAS41004, TRA8901, TRA8902.
South East Dorset Local Transport Plan, Manual Traffic data Examination 2013.
South West Casualty/Collision Overview 2005/2013.
Dorset Strategic Road Safety PartnershipAgreement for Future Working Arrangements 2012.
Bournemouth Plan for Children, Young People and their Families - 2014/17.
