How safe are you on Britain`s roads?

FOUND
ATION
How Safe Are
You On Britain’s
Roads?
Sponsored
by Ageas
EuroRAP
2014 Results
Contents
2
Forewords
Key Findings Key Regional Findings Most Improved Roads Persistently Higher Risk Roads Regional Analysis
Highest Risk Road by Region
Risk Rating Map of Britain’s Motorways and ‘A’ Roads
How Safe are England’s Strategic Roads? 3
4
5
6
8
9
13
14
18
About the Network
About Risk Mapping Technical changes
About Performance Tracking
20
20
21
21
About the Road Safety Foundation
About EuroRAP About Ageas
22
22
23
Acknowledgements
23
Forewords
Lord Whitty of Camberwell Chairman, Road Safety Foundation
The majority of
road deaths are
concentrated on
just 10% of the
British network, the
motorways and busy
‘A’ roads outside
major urban areas
which are mapped
in this report. The
busier the road,
the more frequently
any flaw in layout
leads to death
and serious injury. The Foundation welcomes government’s
increasing recognition of the need to focus action on this
network where the risk of death and serious injury is
frequently unacceptably high.
This year’s annual report finds 15 stretches of road where
authorities have taken relatively low cost action that has
reduced fatal and serious crashes by 80%: 237 people were
killed and seriously injured on these 15 roads in the 3 years
before the action was taken but 52 after. The economic
value of just these few low cost improvements is estimated
at a staggering £0.4bn. This highlights how effective simple
infrastructure safety improvement can be. This year’s results also show the major differences in
regional performance. The risk of death and serious injury
is two thirds higher on the major roads of the East Midlands
than it is in the West Midlands. This difference is larger than
between many countries. The results show that the West
Midlands and Scotland are the two regions improving most
quickly.
The differing risk in each regions is explained very largely by
how much travel there is on safe roads and how much on
risky roads. Even an average single carriageway ‘A’ road is 7
times riskier than a motorway. Some roads are 20 times or
more riskier than others.
In the last few years, our understanding has grown that
the in-built risks in each stretch of road can be measured. The in-built safety of road infrastructure, like cars, can be
measured and star rated. We should not be driving 5-star
cars on 1- and 2-star roads. It is time to set a national goal
that our ‘A’ roads should achieve a minimum 3-star safety
rating with 4- and 5-star ratings for our busiest trunk roads
and motorways.
Andy Watson Chief Executive, Ageas (UK) Limited
For the past three
years, Ageas has
been pleased
to sponsor this
invaluable annual
report produced
by the Road Safety
Foundation. The
Risk Maps show
the rate of death
and serious injury
that is sadly seen
across thousands
of stretches of Britain’s main road. The results track where
safety performance on the network is or is not improving.
It is pleasing to know that this annual report is widely
referred to by local authorities and informs public debate. It is referenced in Department for Transport publications
such as the recent new guidance on setting local speed
limits. Because other countries also use the same system,
British safety performance can not only be compared
between British authorities, but also with other countries
who measure the safety of their roads using the same
international system.
As Britain’s third largest motor insurer, we support our
customers daily when they are involved in road crashes. Our
employees understand the distress and suffering experienced
firsthand. We are committed to supporting the development
of new approaches, which will particularly help reduce the
suffering associated with road death and trauma. This report
alongside the Making Road Safety Pay report also published
in November should go a long way to influencing debate and
action on improving the safety of our roads.
We believe that approaches based on evidence and data are
essential. I am therefore pleased to announce that Ageas
has committed to support this annual report, and the focus
it provides on the network where the majority of British road
deaths take place, for a further three years. 3
Key findings
The number of people killed on all of Britain’s roads in 2013
decreased by 2% to 1,713 from 1,754 in 2012
64
people are killed or
seriously injured on Britain’s
roads every day
£15 billion
is lost annually in road
crashes on Britain’s roads based on crashes
reported to the police alone
6 in 10
fatal crashes
occur on rural roads
50% of the cost of all fatal
Britain suffers annual serious injury costs of
crashes on the British road
billion on motorways,
network occur on the
£2
10% of
£0.6
£0.3
billion on national trunk
roads and
billion on local authority ‘A’ roads on the
EuroRAP network
roads surveyed and mapped in
this report (the EuroRAP network)
Motorways have seen the
greatest improvement
with a 20% reduction
in fatal and serious
crashes compared
to single and dual
carriageway ‘A’ roads at
Risk on Britain’s ‘A’ roads and
motorways has reduced by
12%
in the last six years
5% of travel is on
higher risk roads, 17%
on medium, 46% on
low-medium and 32%
on low risk roads.
14%
2% of the network surveyed rated
as high risk, 12% medium-high,
30% medium, 46% low-medium
and 10% low
Single carriageway ‘A’ roads have
7 times the risk of motorways and
3 times the risk of dual carriageways
Virtually all fatal
motorcycle crashes
are concentrated on
14% of the network surveyed
has unacceptably high risk
79% of motorway travel but only 3% of
single carriageway roads travel were on roads rated
in the ‘low risk’ category.
third
less than a
of the network
The largest single cause of deaths on the network
surveyed is crashes running off the road
The largest single cause of
deaths on both motorways
and dual carriageway ‘A’ roads
are crashes running off the
road; on single carriageway ‘A’
roads it is junctions
4
The largest single cause of
serious injury on the network
surveyed is crashes at
junctions
34%
25%.
Motorcyclists make up
21%
1%
of traffic but
of fatal
crashes on the network surveyed
Key Regional findings
On the network surveyed
The risk of death and serious injury
is highest in the East Midlands (31)
The West Midlands local
Single carriageway risk is highest
(62) and lowest
in the West Midlands (35)
authority ‘A’ road network is
in the North-West
the lowest risk of all local
fatal and serious crashes per billion
vehicle kilometres travelled); it is
authority ‘A’ roads
lowest in the West Midlands (17)
The North-West local authority ‘A’ road
network is the highest risk of all local
authority ‘A’ roads
Risk on motorways is highest in the
South-East
The Welsh trunk
road network is the
highest risk of all
trunk ‘A’ roads.
(9) and lowest in Wales (5)
The North-East trunk road
network is the lowest risk
of all trunk ‘A’ roads
30% of nonprimary ‘A’
roads are rated
higher risk in
the North-West
The slowest improvement has been in the
South-East where risk has dropped by
in the last
3 years
5%
The East Midlands economic
losses are two-thirds higher
Only 3% of non-primary ‘A’ roads are
rated higher risk in the West Midlands
and 7% in the South-West
Of the British nations and
regions, the West Midlands loses
the lowest GDP per km travelled
than the West Midlands
The greatest improvement has been in the West
Midlands where risk has dropped by
the last
3
23% in
years
Of the British nations and regions, the East Midlands loses the
greatest GDP per km travelled from serious crashes on motorways
and ‘A’ roads
5
Most Improved Roads
Improved roads are those where there has been a statistically
significant reduction in the number of fatal or serious
collisions over time. Only 3% of road sections analysed this
year showed a significant reduction in serious crashes. The top
15 are shown in Table 1. A third of the roads in Table 1 are of
strategic importance on the British road network.
In the earlier data period these 15 routes were together on
average 5 times more risky than they are in the latest data
period. The most improved risk rate was previously 11 times
more risky than it is in the later data period.
Temporary vehicle activated signs supported the change in
limits to warn drivers of the change in limits. In addition,
a package of maintenance measures were carried out: the
route was resurfaced with cats eyes replaced during the same
works. All traffic island bollards were replaced with reflective
bollards and night street lighting patrols were introduced
with all street lighting columns, illuminated signs & bollards
inspected during the evening & repaired.
Between 2007-09 and 2010-12 fatal and serious crashes on the
roads listed fell by 80% from 237 to 52. This is an economic
saving of £25m or £110,000 per kilometre annually with a net
present value worth approximately £0.4bn over twenty years.
When consulted, road authorities responsible for these
sections reported that measures implemented for road safety
reasons were mostly to reduce speeds and improve junction
safety.
Other measures implemented aimed to reduce shunt crashes,
loss of vehicle control and accidents that involved HGVs and
multiple vehicles.
The majority of measures recorded on the routes were
implemented as part of maintenance schedules and not
because of road safety reasons. The majority of these
measures were road marking and signing improvements and
resurfacing, all of which occurred in 90% of routes listed.
The reductions in the crash types are shown in Figure 1.
The most improved road is the A404 between High Wycombe
and Great Missenden in Buckinghamshire. A major speed limit
review in the county resulted in the route being targeted
with a speed limit reduction from 40 to 30mph through two
short sections of 1 mile and half a mile through Amersham.
9
9
Shunt
Head-on
2007-2009
25
4
2010-2012
27
Other
8
47
Run off
12
65
Pedestrian/cyclist
6
87
Junctions
13
0
20
40
60
80
Figure 1. Number of fatal and serious crashes per data period by crash type on the most improved roads
6
100
A404*
A413 (Amersham) M25 J18
A6068
Measures
implemented
include:
% decrease in F&S
crashes over time
EuroRAP Risk Rating
(2010-12) 2
F&S crashes
(2010-12)
EuroRAP Risk Rating
(2007-09) 2
F&S crashes
(2007-09)
Road type1
Length (km)
Region/country
From - to description
Road no.
Table 1. Britain’s most improved roads (2007-09 & 2010-12)
E/SE
9
Single
12
77.9
1
6.6
-92%
Improved road markings, renewed cats eyes, resurfacing,
junction improvements including high friction surfacing,
reflective bollards, night time street lighting patrols, speed
limit review with associated warning signage, parking
restrictions, street lighting replacement
M65 J14 - A629
NW/Y&H
13
Single
18
139.9
2
17.2
-89%
Improved road markings and signing, removal of trees,
resurfacing, 20mph zone installed with matrix signs installed,
mobile camera enforcement
A4174*
A4 (Keynsham) M32 J1
SW
12
Dual
11
23.7
2
4.3
-82%
Junction improvements including signals installed
A602*
Hitchin - A1(M) J8
E
6
Single
10
47.5
2
10.3
-80%
Junction improvements including high friction surfacing,
improved signing, easing exit angle and full time signals,
resurfacing
A6187*
Castleton - A625
(Fox House)
EM
16
Single
15
123.3
3
25.1
-80%
Resurfacing, vehicle activated signs, improved road markings
A227*
A25 (Borough
Green) - A2
(Gravesend)
SE
16
Single
10
54.3
2
11.5
-80%
Speed limit review, traffic calming improvements including
repositioning signing, high friction surfacing and roundels,
new repeaters, removal of vegetation, improved signing, bend
improvements including resurfacing and signing improvements
M20
M20 J10 to J13
SE
19
Motorway
13
12.2
3
3.0
-77%
Improved signage, variable speed limit, mobile safety barrier,
central reserve gates
M6
M6 J8 to J12
WM
20
Motorway
26
12.4
6
2.8
-77%
Improved road markings and signing, SMART operation
A507*
M1 J13 - A6 (Clophill)
E
14
Single
13
60.9
3
13.5
-77%
Speed limit review, junction improvements including a new
junction, road marking improvements, implementation of a
short bypass
A70
Cumnock - Ayr
Scot
21
Single
17
80.7
4
19.6
-76%
Mobile speed camera, VMS warning signs, road re-alignment,
junction improvements, removal of sub-standard bends, traffic
calming, resurfacing, footway improvements, speed limit
review
A46
Alcester - M40 J15
M4
M4 J3 - J4
A1079
WM
21
Mixed
16
32.5
4
8.0
-75%
Improved road markings and signing, junction improvements
London
6
Motorway
16
25.3
4
6.4
-75%
The entrance from the Junction 4 Eastbound on slip onto
the M4 was re-lined in an effort to address traffic joining the
motorway causing mainflow breakdown and a number of
accidents at the head of the on slip.
York - Mkt Weighton
Y&H
24
Single
30
83.7
8
23.1
-73%
Improved road markings and signing, drainage improvements,
resurfacing, speed limit review, junction improvements
including reconfiguration at the change from single to dual
carriageway reconfiguration where right turn movements were
problematic, traffic calming improvements including revised
gateway, pedestrian refuges for public transport accessibility,
targeted enforcement, educational campaigns
A1
A697 (Morpeth) A69 (Newcastle)
NE
22
Dual
15
16
4
4.5
-73%
Grade separated junction, improved signing and lining
A675*
M65 J3 - Bolton
NW
13
Single
15
142.5
4
39.2
-73%
Improved signing and road markings, speed limit reviews
Ranked by percentage reduction in the number of fatal or serious (F&S) crashes between the two data periods; significant reduction in the number of F&S crashes between data periods at the 95%
confidence level; minimum of 10 F&S crashes 07-09; minimum F&S crash density of 0.2 F&S/km per year 07-09; 1 indicates roads classified as non-primary; 1road type accounting for at least 80% of
section length; 2EuroRAP Risk Rating based on the number of fatal or serious crashes per billion vehicle km travelled: black (high risk), red (medium-high risk), orange (medium risk), yellow (low-medium
risk), green (low risk); measures implemented based on road authority responses to pre-publication consultation.
7
Persistently Higher Risk Roads
‘Persistently higher risk roads’ are those rated high (black) and
medium-high (red) risk in both survey periods and which have
shown little or no change over time or significant increases in
the number of crashes. The top ten are listed in Table 2.
The most common crash type on the routes in the bottom half of
the list are those involving a pedestrian or cyclist. These routes
are predominantly urban, linking major villages or towns in built
up areas. In previous reports, the majority of the routes listed were
situated in the North-West and the East Midlands. The routes
that often featured in the list in the past are not listed in this
year’s report because of the small density of crashes that
occurred on the routes in the latest data period: consultation
with the road authorities revealed that the types of measures
reported on the ‘most improved’ list have been implemented
on the routes and, after many years these routes no longer met
the criteria for ‘persistently higher risk roads’. In particular, the
speed reduction measures on the A537 ‘Cat and Fiddle’ route
that were implemented in 2010 have resulted in this infamous
route now being 28th in the list of ‘most improved’ routes.
The section at the top of this year’s ‘persistently higher risk
roads’ is the A285 between Chichester and Petworth. The route
runs north to south linking the A27 with the A272 and runs
through the South Downs. Once again, the top route is a route
that goes through a national park but instead of improving over
time, the route has seen a 16% increase in the number of fatal
and serious crashes over time. The route has seen a number of
low cost safety measures implemented over time but, because
of the significant number of bends on the route, it requires more
far reaching intervention in keeping with an area of outstanding
natural beauty.
The most common crash type on the routes in the first half of
the list are run-offs. These routes are predominantly rural and
based near or in national parks.
Table 2. Britain’s persistently higher risk roads (2007-09 & 2010-12)
A285*
A27 (Chichester) Petworth
A809*
3
Other
Rear end shunts
Head-ons
Run-offs
Junctions
Pedestrians/cyclists
% of crashes with
motorcyclist involvement
(2010-12)
EuroRAP Risk Rating
(2010-12) 2
F&S crashes (2010-12)
EuroRAP Risk Rating
(2007-09) 2
F&S crashes (2007-09)
Road type1
Length (km)
Region/country
From - to description
Road no.
% contribution of crash types (2010-12)
SE
19
Single
18
161.6
21
183.7
38%
10%
33%
24%
19%
0%
14%
Glasgow - A811
Scot
16
Single
15
203.4
13
180.2
46%
0%
23%
54%
23%
0%
0%
A937*
Montrose - A90
(Laurencekirk)
Scot
13
Single
10
234.6
8
175.3
13%
0%
38%
63%
0%
0%
0%
A18*
Laceby Ludborough
EM/
Y&H
16
Single
17
232.3
13
165.9
8%
8%
15%
62%
8%
0%
8%
A6*
M6 J33 - Lancaster
NW
9
Single
27
155.1
25
151.8
12%
64%
20%
8%
0%
0%
8%
A61*
Wakefield - M1 J44
Y&H
10
Single
24
155.7
23
151.1
30%
57%
30%
4%
0%
0%
9%
A36*
A3090 - Totton
SE
7
Single
11
123.7
13
150.2
23%
46%
38%
0%
8%
8%
0%
A589*
Full route around
Lancaster
NW
8
Single
15
130.7
17
142.6
12%
59%
35%
0%
0%
0%
6%
A643*
Brighouse - Morley
Y&H
12
Mixed
11
124.0
13
140.4
23%
38%
23%
23%
0%
0%
15%
A4300*
Full route through
Kettering
EM
6
Single
13
148.8
12
135.2
0%
83%
8%
0%
8%
0%
0%
Ranked by EuroRAP Risk Rating 10-12; no significant reduction in the number of F&S crashes between data periods or significant increase in the number of F&S crashes between data
periods at the 98% confidence level; minimum number of 10 F&S crashes 07-09, 8 in 10-12; minimum F&S crash density of 0.2 F&S/km per year in both data periods; EuroRAP Risk
Rating is either high risk (black) or above average of medium-high risk (red) routes in both data periods; 1indicates roads classified as non-primary; 1road type accounting for at least
80% of section length; 2EuroRAP Risk Rating based on the number of fatal or serious crashes per billion vehicle km travelled: black (high risk), red (medium-high risk), orange (medium
risk), yellow (low-medium risk), green (low risk); 3percentages may not sum due to rounding. Some of the roads listed may have had measures implemented since 2012.
8
Regional analysis
Risk Rating of Britain’s Motorways and A Roads
East Midlands Region
This map shows the statistical risk of death or serious injury occuring on Britain’s motorways and A road network for 2010-2012 in the East
Midlands region.
The risk is calculated by comparing the frequency of road crashes resulting in death and serious injury on every stretch of road with how
much traffic each road is carrying. For example, if there are 20 crashes on a road carrying 10,000 vehicles a day, the risk is 10 times higher
than if the road has the same number of collisions but carries 100,000 vehicles.
The East Midlands for the first time sits as the highest risk region in
British
regions
and
nations.
The
risk
ofrisk aof a fatal
crash
Somethe
of the roads
shown have had
improvements made
to them
recently, but during
the survey
period the
or serious involving
injury
collision on the black road sections was 24 times higher than on the safest (green) roads.
death or serious injury on the network surveyed in the East Midlands
two-thirds
the risk in the West Midlands.
For moreis
information
on the Road Safetyhigher
Foundation go tothan
www.roadsafetyfoundation.org.
For more information on the statistical background to this research, visit the EuroRAP website at www.eurorap.org.
A110
4
A16
A153
A 16
A1 0 7 3
1
6
7
05
A43
A52
6
A4
A61
21
7
5
A1 4
A4
A4 3
A51
0
3
A4
A1
A17
A1 5 1
A6
6
12
A4
A6
A46
A 508
A508
A509
A4
A426
M1
A5
A4
22
61
A3
A46
A15
9
A1133
A60
A61
A6 0
A4 6
32
A6
14
A4
8
53
A
A6
25
A3
8
A515
West Midlands
North-East
North-West
South-West
East of England
South-East
A15
A1101
Yorkshire & the Humber
A5
A16
Scotland
6
Wales
A1
A4
A42
8
A413
A5
East Midlands
A
A5
3
52
9
19
A5
A4
5
A4
A4
A6
Boston
Northampton
5
Daventry A4 5
A4
22
A14 A
14
A52
A427
116
A6
A6
Kettering
28
A4
A47
A4 2 7
Skegness
A17
A5
04
A43
A4304
A425
A60 0 3
6
A5199
A
A1121
Spalding
A1 6
8
Stamford
1
12
A6
Leicester
A15
A606
6
53
A52
2
A 15
A155
A1
60
A47
M69
A151
A1
7
0
A1
46
7 M1
0
0
A6
5
A1
A52
Melton
Mowbray
A1
A17
A153
Grantham
A6
A6
006
A
A5
A6
8
A 607
A6
11
Hinckley
k Rating of Britain’s Motorways and A Roads
tland
Sleaford
A5 2
31
A15
7
A15
8
A15
A4
0
44
A4
5
A
A6
2
A512
5 A447
2
A4
M42
A5 0
2
A15
Derby
06
A3 A 5
10
A1 7
10
Louth
A157
Newark-on-Trent
A1
A5132
6
A4
06
0
A52
A631
Lincoln
Nottingham
A5
A5
A156
2
1
6 17
4
0
A57
16
A6
10
Ashbourne
A5
75
A6
A60
Mansfield
A
A4 6
A 63 1
A150
A57
A
M1
A638
A615
632
17
A60
1
A 61
A517
15
A6
A6 1
A6
17
Chesterfield
A
A6 1 9
A50
12
Worksop
A57
A
9
A614
15
A5
20
A
A61
6
61
3
A6 1
04
A6 2
Buxton
A631
Gainsborough
57
A
6
A6
34
A60
25
A57
A631
A1 6
A6
A1(M)
A638
26
A1
26
26
A1 5
26
A1
A1
A628
1
A16
27
4
08
28
17
3
30
A62
1
30
A6
31
A6024
31
30
A 50
Fatal and serious crashes per billion vehicle km (2010-2012)
35
Road Assessment Programme Risk Rating
ows the statistical risk of death or serious injury occuring on Britain’s motorways and A road network for 2010-2012
Low risk (safest) roads
Low-medium risk roads
alculated by comparing the frequency of road crashes resulting in death and serious injury on every stretch of road
uch traffic each road is carrying. For example, if there are 20 crashes on a road carrying 10,000 vehicles a day, the
mes higher than if the road has the same number of collisions but carries 100,000 vehicles.
A96
6
Figure 2. Average risk of death or serious
injury on the motorway and ‘A’ road network by region
Orkney
A967
86
A9
Medium risk roads
Islands
A9
High risk roads
60
4
A96
A961
e roads shown have had improvements made to them recently, but during the survey period the risk of a fatal or
y collision on the black road sections was 24 times higher than on the safest (green) roads.
Medium-high risk roads
A965
ormation on the Road Safety Foundation go to www.roadsafetyfoundation.org.
ormation on the statistical background to this research, visit the EuroRAP website at www.eurorap.org.
© Road Safety Foundation 2014. The Foundation is indebted to the Department for Transport (DfT) for allowing use of data in
creating the map. This work has been financially supported by Ageas. Crash information is for 2010-2012. Traffic data is the average
for 2010-2012 weighted by section length with local corrections where appropriate. The roads shown are based on the 2010 network
but the map excludes the centres of major cities. No results are presented for roads shown in grey - these are either motorway spurs,
connecting sections off the major route network, short links less than 5km, carry small (below 2,000 vehicles per day) traffic volumes
or roads that opened part way through the data period. Risk rates on road sections vary but it is expected that, on average, those off
the A road network will have higher rates than sections on it. Generally motorways and high quality dual carriageway roads function
in a similar way and are safer than single carriageway or mixed carriageway roads.
Motorway
The risk of death or serious injury on the network surveyed in the West Midlands is the most improved with a reduction of nearly a
quarter. The rate of improvement in Scotland is the second fastest: Scotland no longer has the highest rate of death and injury.
Single and dual carriageway
Unrated roads
A8 3 6
83
i
A83
6
20 ml
20
Prepared under licence from EuroRAP AISBL using protocols © Copyright EuroRAP AISBL.
This map may not be reproduced without the consent of the Road Safety Foundation.
30 km
Sponsored by
Ageas
A8 3
A837
1
A952
A981
75
A9 0
A92
A9
A91
4
A92
15
A9
A92
7
A9
5
Haddington
West Midlands
A1
107
A6112
A 99
A1 1
93
A6 0
A6
60
A7
0
A6 9 7
Peebles
A72
2
08
Galashiels
A70
A7
8
A74(M)
Hawick
A6
9
8
69
Coldstream
A6 9 9
A699
01
A6105
2
A
A7
0
A
5
10
A6
01
A7
A7 03
06
A7
A70
1
94
20
A
A7
0
1
3
A7
02
Scotland
Jedburgh
98
A6
0 88
-25%
-20%
-15%
-10%
-5%
0%
Change in average risk rate per region over time 2007-2009 vs 2010-2012
A6
A7
A93
A
4
A9 4
A8
A82
0
A7
2
A8 1
5
A8 7
A73
6
A723
1
A73
A7
Yorkshire & the Humber
A1
A6
9
A8
A7 2
A7
8
A19
A199
A7
A
1
A92
EDINBURGH
11
A78
A841
71
A9
27
A78
A815
A 84 4
North-East
1
A7 8
-12%
-23%
A6
2
M74
Cumnock
A76
04
2
A7
2
A7
A70
A92
1 Penicuik
A7
3
A7
A819
A814
A88
A
A9 7
5
A9
2
A8
28
4
A 88
East Midlands
1
A 68
A72
1
A9
15
A9
5
A9
A7
A7
14
A9
Glenrothes
8
A7 1
3
A816
-12%
-16%
St Andrews
1
A9
A916
A7 1
A9
83
North-West
-14%
Arbroath
2
A9
Dundee
A913
12
9
A8
M8
A89
A73
26
A7
A7 1 9
A7 3 5
A8 3
Stonehaven
-12%
09
A8
46
East of England
A930
A911
A9
A9
Whitburn
Carluke
A923
0
A91
A9
M90
23
6
A84
A9
2
1
A97
31
A833
2
A8
A8
51
r i
d e
s
e
b
7
A8 9 6
90
A8
A865
H
7
Montrose
4
A93
A932
Forfar
A9
A93
3
A9
A985
Cumbernauld
A8
Kilmarnock
A7 0
719
A8 2
A7
0
6
A84
7
A
Ayr
A90
M9
A8
M73
A7 2 6
M77
77
A9 A90
7
28
2
A9
M90
A8
5
A872
A8
9
A80
A803
M8
36
A7
A71
Irvine
A9
A9
M9
1 A89
1
3
A91
3
A91
Stirling
A8
1
A78
Campbeltown
A820
3
GLASGOW
5
7
A72
A76
Arran
A8 7
A811
A82
8
Largs
A9
4
A82
A8
Islay
A9
2
17
A8 A 8 1 4
A8 3
Alexandria
Gourock A
46
7
24
A8
2
A81
4
A9
Perth
A8
A 82 1
Tarbet
A815
6
22
A926
6
A92
A8 5
Lochearnhead
A 82
3
A8
South-West
-11%
Aberdeen
7
90
A9 3 5
A90
A923
A984
A85
A8 5
Crianlarich
A
Lochgilphead
A8
Tyndrum A
8
A8 5
-10%
Peterhead
0
A9
A947
27
A8
A8 1 5
Jura
Pitlochry
A8
2
Oban A85
48
A
Ballachulish
49
A9 5 2
A
A97
A 93
95
4
A8
49
A9 5 0
3
A9
A93
A9
26
A8
Mull
A8
A9 6
4
A980
3
A9
Kingussie
A
90
6
94
Fort William
A8
A9
A9
44
A9
9
A92
r
A920
A944
A9
Dalwhinnie
A8 6
A920
41
9
e
48
A8
n
n
A861
47
A9
A9
A9 3
A8 8 9
A8 6 1
Huntly
Wales
98
50
A9
A920
Aviemore
6
A8
Invergarry
8
5
8
A93
Invermoriston
2
A8
A86
1
39
A8 7
A830
A9
A 95
Inverness
A9
87
A8
A8 7
Mallaig
A9
6
A9
A9
63
Kyle of
Lochalsh
A9 8
A9 4
A8 7
2
A8
-9%
Fraserburgh
Elgin
A96
A832
A9
A86 2
A8
Skye
8
34
A8
A83
Portree
A8
8
35
A8 3 2
90
A8
A9
A832
A9
A93
A855
32
A896
South-East
36
A 94
A8
A855
Uig
A8
A8
-5%
A949
32
A940
59
A8
7
A839
9
A83 6
H
A83
5
37
A8
e
b
A8
38
A8
A86
I
10
Latheron
A9
37
A8
A9
r
A86
A8 5 0
A8
0
94
6
8
A859
65
10
0
Wick
A8
A8 5
Ullapool
A8
Scale
9
A99
A857
A8 5 8
A88
2
A897
d
Thurso
A8 3 6
A8 3 6
A
7
A9
A838
8
5
A8
A9
s
e
8
13
A7
Girvan
50
A718
A7
0
Langholm
A709
A7
11
7
A
30
Dumfries
A
3
71
Scale
40 ml
60 km
A746
Unrated roads
40
A
2
A76
Single and dual carriageway
A7
47
5
A7
A711
A7 1 4
A716
Motorway
20
A71
2
2
71
A75
A77
High risk roads
30
A75
Stranraer
Medium-high risk roads
20
Newton
Stewart
A7
5
A74(M)
A7 5
Figure 3. Change in average risk of death or serious injury on the motorway and ‘A’ road network by region over time
Medium risk roads
0
A77
Low-medium risk roads
Cairnryan
14
A7
A7
Low risk (safest) roads
1
02
A7
7
sment Programme Risk Rating
0
A71
A755
© Road Safety Foundation 2014. The Foundation is indebted to the Scottish Government for allowing use of data in creating the
map. This work has been financially supported by Ageas. Crash information is for 2010-2012. Traffic data is the average for
2010-2012 weighted by section length with local corrections where appropriate. The roads shown are based on the 2010 network
but the map excludes the centres of major cities. No results are presented for roads shown in grey - these are either motorway spurs,
connecting sections off the major route network, short links less than 5km, carry small (below 2,000 vehicles per day) traffic volumes
or roads that opened part way through the data period. Risk rates on road sections vary but it is expected that, on average, those
off the A road network will have higher rates than sections on it. Generally motorways and high quality dual carriageway roads
function in a similar way and are safer than single carriageway or mixed carriageway roads.
Prepared under licence from EuroRAP AISBL using protocols © Copyright EuroRAP AISBL.
This map may not be reproduced without the consent of the Road Safety Foundation.
Sponsored by
Ageas
9
Regional analysis
£14
Fatal and serious crash cost per million vehicle km (2010-2012)
14
£13
£12 £12
12
£11
£11
£10
10
£10
£10
£8
8
The economic loss per vehicle km travelled is highest on
the network surveyed in the East Midlands and lowest in
the West Midlands. The order of regions between Figures
2 and 4 changes because the ratio of fatalities to serious
injuries are different between the regions. (For example, fatal
crashes on single carriageways tend to involve fewer people
and motorways more). In addition, regions have differing
proportions of their total travel on their motorway and ‘A’
road network.
6
4
2
West Midlands
North-East
North-West
South-East
East of England
South-West
Yorkshire & the Humber
Wales
Scotland
East Midlands
0
Figure 4. Economic cost of death or serious injury crashes per travel on the motorway and ‘A’ road network by region
The single carriageway roads on the network surveyed have
the highest risk in the North-West and lowest in the West
Midlands. The risk on the average single carriageway in the
North-West is nearly 80% higher than the average single
carriageway in West Midlands.
Fatal and serious crashes per billion vehicle km (2010-2012)
70
62
60
60
58
53
51
50
50
47
47
40
40
35
The region with the highest proportion of travel on single
carriageways is Scotland. This region now has the third safest
single carriageways of the British regions and nations, a
marked improvement.
30
20
10
West Midlands
South-West
Scotland
North-East
East of England
Wales
East Midlands
Yorkshire & the Humber
South-East
North-West
0
Figure 5. Average risk of death or serious injury on the single carriageway ‘A’ road network by region
10
9
8
8
The motorways in the South-East are the highest risk of all
the motorways of the British regions and nations. The safety
performance of the single carriageways and dual carriageways
on the network surveyed is also poor but, because of the high
proportion of the South-East’s travel on motorways which are
the safest road type, the region performs no worse than the
average of all the British regions and nations overall.
8
8
7
6
5
5
5
5
Wales
6
South-West
6
6
West Midlands
Fatal and serious crashes per billion vehicle km (2008-2012)
9
4
The small motorway network in Wales performs the best.
However, because of the large proportion of Welsh travel on
its single carriageway network, the overall performance of the
Welsh network surveyed is second worst.
3
2
1
East Midlands
North-East
Yorkshire & the Humber
North-West
Scotland
Figure 6. Average risk of death or serious injury on the motorway network by region
The analysis of the dual and mixed carriageways reveals
similar patterns. The North-West has the worst dual and mixed
carriageway sections and the West Midlands has the best. The
risk on duals and mixed carriageways in the North-West is
twice that of the West Midlands.
40
Fatal and serious crashes per billion vehicle km (2010-2012)
35
35
30
28
27
25
23
23
21
21
21
19
20
17
15
10
5
West Midlands
South-West
Scotland
North-East
East of England
Wales
East Midlands
Yorkshire & the Humber
South-East
0
North-West
East of England
South-East
0
Figure 7. Average risk of death or serious injury on the dual and mixed carriageway ‘A’ road network by region
11
Regional analysis
14%
North-East
56%
Wales
24%
East Midlands
45%
26%
25%
50%
27%
48%
26%
35%
31%
27%
25%
28%
39%
Yorkshire & the Humber
42%
South-East
47%
West Midlands
60%
North-West
0%
29%
46%
25%
South-West
39%
38%
24%
East of England
Scotland
30%
37%
18%
12%
28%
10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Motorways
Dual/Mixed
Single
The distribution of travel on each road type largely defines where each region will be placed on the overall ranking of risk
shown in Figure 2. However the performance of each road type in each region defines exactly where each region is ranked.
The North-West has the highest proportion of travel on motorways by far and yet is not the safest region overall because its
motorways perform poorly and its single carriageways are the worst of any region. The North-East scores better than average
on all road types but, because of the small proportion of travel on motorways, it does not rank the best overall and instead
takes second place. A combination of low motorway travel and high single carriageway travel scoring lower than average,
places the East Midlands worst overall. Figure 8: Distribution of travel on each road type by region
12
Highest Risk Road by Region
All roads in the list are single carriageway ‘A’ roads and with the
exception of the A44, a national route in Wales the routes are
non-primary.
Table 3 shows the highest risk road section in each of the
regions. Roads listed are ranked by EuroRAP risk rating from
highest to lowest.
Roads in the North-West, South-East and Scotland top the list
each with roads that are high risk on the network surveyed and
twice the risk of the safest route on the list, the A67 route in the
North-East.
Regional risk maps and Risk Mapping by Parliamentary
Constituency boundary can be found at
www.roadsafetyfoundation.org.
From the top of the list the most common crashes are run-off
crashes and then through to the bottom of the list the issue is
crashes with vulnerable road users.
Table 3. Britain’s highest risk roads by region (2010-12)
Rear end shunts
Pedestrians/cyclists
EuroRAP Risk Rating
(1010-12) 2
F&S crashes (2010-12)
Single
11
186.7
9%
18%
55%
0%
0%
0%
South-East
A285*
A27 (Chichester) Petworth
19
Single
21
183.7
10%
33%
24%
19%
0%
0%
Scotland
A809*
Glasgow - A811
16
Single
13
180.2
0%
23%
54%
23%
0%
0%
Wales
A44
Llangurin Aberystwyth
39
Single
27
173.7
5%
9%
40%
19%
7%
21%
East of England
A1302*
A14 - A134
(Bury St Edmunds)
5
Single
12
166.1
25%
67%
0%
0%
0%
0%
Yorkshire & the
Humber
A61*
Wakefield - M1 J44
10
Single
23
151.1
57%
30%
4%
0%
0%
0%
East Midlands
A4300*
Full route through
Kettering
6
Single
12
135.2
83%
8%
0%
8%
0%
0%
South-West
A4151*
A4136 (Nailford)
- A48
8
Single
8
115.1
0%
38%
13%
38%
0%
0%
West Midlands
A422*
A429 - A46
(Stratford-UponAvon)
11
Single
8
97.2
13%
50%
25%
0%
0%
0%
North-East
A67*
Darlington - A19
16
Single
13
89.4
46%
15%
15%
8%
0%
0%
Run-offs
Other
12
Head-ons
Macclesfield Buxton
Junctions
A537
Road type1
North-West
Length (km)
Road no.
3
Region/country
From - to description
% contribution of crash types (2010-12)
Ranked by EuroRAP Risk Rating 10-12; minimum number of 8 F&S crashes 10-12; minimum F&S crash density of 0.2 F&S/km per year 10-12; * indicates roads classified as non-primary; 1road
type accounting for at least 80% of section length; 2EuroRAP Risk Rating based on the number of fatal or serious crashes per billion vehicle km travelled: black (high risk), red (medium-high
risk), orange (medium risk), yellow (low-medium risk), green (low risk); 3percentages may not sum due to rounding. Some of the roads listed may have had measures implemented since 2012
13
A96
6
A967
86
A9
Orkney
Islands
A965
A9
60
4
A96
A961
A8 3 6
Wick
A99
A857
A8 5 8
9
A88
2
A897
d
A8 3 6
A
7
A9
8
5
A8
83
e
Thurso
A8 3 6
A9
s
A838
i
A8
A83
6
6
A86
37
A8
A8
38
H
A83
5
37
A8
e
b
Latheron
A9
8
A859
A8 3
A837
Ullapool
A949
32
A8
36
r
59
A8
A8
A839
9
A83 6
r
94
A8 5
1
A952
A
A9 7
5
A9
75
A9 0
A92
A
A93
A92
4
A9
A91
4
7
A92
15
A9
5
A6112
A70
1
94
60
A7
0
2
08
Galashiels
2
0
A70
A7
8
A74(M)
Hawick
9
A6
8
69
98
Coldstream
A6 9 9
A699
01
A
2
A6
A7
0
A7 03
06
3
A7
A72
A6
Jedburgh
98
A6
0 88
97
A6
02
A9
A9
A8
A82
0
1
A7
A7
A8 1
5
A8 7
A7
71
9
A9 4
27
4
A81
A88
A81
A78
A73
A723
A819
A816
83
5
A73
6
A69 7
A6105
Alnwick
A6
A
Peebles
A7
Cumnock
A7
28
4
A 88
A7 8
01
A7
A7
Berwickupon-Twe
A
5
10
A1
A7
A1
107
A1167
A
A6
A7 2
A1
Haddington
11
1
A 99
A1 1
93
A60
A6
1
A 84 4
20
A6
A8 3
A9
2
A8
2
e
H
A8
46
A7
A 68
A70
A76
A8
A7
A7
2
A7
2
M74
1
8
A7
A9
09
Kilmarnock
A7 0
719
A7 1
St Andrews
8
A19
A199
EDINBURGH
2
3
Ayr
A7 1
Carluke
04
1 Penicuik
A7
Whitburn
A72
1
A92
1
A92
9
A8
M8
3
A7
A7 1 9
A78
A841
7
A
A9
M9
Cumbernauld
A8
26
A7
M77
A7 3 5
Irvine
A7 2 6
A985
A89
Arbroath
2
A9
15
A9
5
A9
A911
A9
A8
M73
77
A9 A9
07
A90
M90
23
36
A7
A71
Stonehaven
Montrose
4
A93
A932
Forfar
1
A913
A9
A91
14
A9
9
A
12
Glenrothes
M90
A8
5
A872
A84
A9
0
6
A84
A78
Campbeltown
A803
GLASGOW
5
7
A72
A76
Arran
1 A89
1
M8
6
Islay
7
Dundee
2
A9
A91
3
A91
Stirling
M9
A8
1
A9
A820
3
A8
8
Largs
A8 7
A811
A82
A7
A8
9
A80
A8 3
Alexandria
Gourock A
46
7
17
A8 A 8 1 4
6
A815
Lochgilphead
A981
A 94
31
A8
A8
1
A93
r i
d e
s
A97
A8 9 6
90
A8
51
2
A865
b
A9
t
u
O
8
A947
A81
A82
A
Jura
Aberdee
A930
0
A916
4
Tarbet
A8 2
A8 1 5
A
2
A8
A 82 1
4
82
28
A923
A8 5
Lochearnhead
A 82
3
A8
4
A9
3
Perth
A85
A8 5
Crianlarich
A9
3
A8 5
Pe
0
A9
7
90
A9 3 5
A93
Tyndrum A
8
A984
22
A9
A8
A926
6
A92
3
A9
49
48
95
A90
A923
A9
Oban A85
A9 5 2
27
A8
A9
49
A9 5 0
3
A9
A
Pitlochry
A8
2
2
A8
A8
A9 6
4
A93
A9
Ballachulish
26
A8
Mull
A9
A
94
Fort William
A8
A
90
50
A9
6
r
98
A920
A9
Kingussie
4
e
A920
A980
3
A9
A92
n
48
A8
I
n
A861
47
A9
Huntly
A97
9
Dalwhinnie
A8 6
5
41
A8 6 1
A 93
2
A8
A86
A9
9
A8 8 9
A830
44
A9
Aviemore
6
A8
Invergarry
8
A944
A9
Invermoriston
A8 7
Mallaig
A9
A920
A9 3
87
A8
A8 7
A9
1
39
Kyle of
Lochalsh
6
8
A93
A9
8
A9
63
A8
A9
A 95
Inverness
A86 2
A8
Skye
A9
2
A83
A9 8
A9 4
A8 7
A8
Portree
A8
Fraserbur
Elgin
A96
A832
90
A8 5 0
A8
34
A8
A8 3 2
7
A832
A896
A9
A855
Uig
A9
35
A940
32
A833
7
A86
A8
A8
A855
65
e
A8
8
13
A7
Girvan
12
75
A7
0
A7
Morpeth
Langholm
A709
A7
A
11
7
A
A718
A7
Dumfries
5
A6 8
A7
A75
A77
Newton
Stewart
3
71
Cairnryan
A71
2
2
A76
14
14
A7
A7
1
02
A7
7
A6
96
A74(M)
A7 5
A60
71
A689
A69
Hexham A69
A6
A69
Risk Rating of Britain’s
Motorways and A Roads
(Risk Bands 2020)
Risk Rating of Britain’s
Motorways and A Roads
(Risk Bands 2020)
This map shows the statistical risk of death or serious injury
occurring on Britain’s motorway and A road network for
2010-2012. Covering 44,500km in total, the EuroRAP
network represents just 11% of Britain’s road length but
carries 56% of the traffic and 50% of Britain’s road fatalities.
The risk is calculated by comparing the frequency of road
in death and
serious
injury on
This mapcrashes
showsresulting
the statistical
risk
of death
orevery
serious injury
stretch of road with how much traffic each road is carrying.
occurring on Britain’s motorway and A road network for
For example, if there are 20 crashes on a road carrying
2010-2012.
Covering
in10total,
EuroRAP
10,000
vehicles a44,500km
day, the risk is
times the
higher
than if the
network road
represents
justnumber
11% of
Britain’s
has the same
of crashes
butroad
carrieslength
100,000but
vehicles.
carries 56%
of the traffic and 50% of Britain’s road fatalities.
of the roads
have hadthe
improvements
made
The risk isSome
calculated
byshown
comparing
frequency
oftoroad
them recently, but during the survey period the risk of a
crashes resulting
in death and serious injury on every
fatal or serious injury crash on the black road sections
stretch ofwas
road
withhigher
howthan
much
traffic
road
24 times
on the
safesteach
(green)
roads.is carrying.
For example, if there are 20 crashes on a road carrying
For more ainformation
theisRoad
Safety Foundation
go toif the
10,000 vehicles
day, the on
risk
10 times
higher than
www.roadsafetyfoundation.org.
road has the same number of crashes but carries 100,000
vehicles. For more information on the statistical background to this
rgh
eterhead
en
research, visit the EuroRAP website at www.eurorap.org.
Some of the roads shown have had improvements made to
them recently, but during the survey period the risk of a
Road
Assessment
Programme
Risk
Rating
Road
Assessment
Programme
Risk
Rating
fatal or serious
injury
crash on
the black
road
sections
was 24 times higher than Low
on the
safest
(green) roads.
roads
Lowrisk
risk(safest)
(safest)
roads
Low-medium risk roads
Low-medium
risk roads
For more information on the
Road Safety
Foundation go to
Medium risk roads
www.roadsafetyfoundation.org.
Medium risk roads
Medium-high risk roads
Medium-high risk roads
For more information on the
statistical
background to this
High risk
roads
research, visit the EuroRAPHigh
website
risk roadsat www.eurorap.org.
Motorway
Single
and dual carriageway
Motorway
Unrated roads
Single and dual carriageway
Road Assessment Programme Risk Rating
eed
0
0
10
10
0
k
8
A1
A1 0 6
A1
A1
9
A1
10
10
20
20
304
40
50risk
miles (safest) roads
Low
30
05
06
0
70
80 kms
Scale Low-medium risk roads
20
304
30
05
40
06
50 miles
0 70 80 kms
Medium
risk roads
Medium-high risk roads
A197
A189
h
0
20
Unrated
roads
Scale
Tynemouth
Newcastle upon Tyne
High risk roads
15
95
83
A682
A5 6
A5 9
A
A6
A60
33
A523
A5 3
20
A5
A 52 0
A449
9
A449
A449
A4
4
10
6
A4
A3
A435
A429
A3
A350
59
A3
A350
0
A3
A3 1
Poole
Dorchester
53
A3
A
Weymouth
Sout
1
A3
Ring
A33 8
A
35
4
3
A36
Salisbury
7
354
A436
1
A4
6
A36
7
9
67
A3102
A303
A3
Blandford
Forum
A3 5
A354
A4
29
6
A4
A38
A
A3
A3
Warminster
2
A3 4 5
65
A4
A44
9
A466
A40
3
A3
A3
9
A3
9
3
A5
A4
6
3
1
11
2
A49
A49
9
56
A515
A53
6
A34
A53
A530
A5
0
A5 9
A5 6
9
A5
7
A49
A49
A53
0
3
A5
A483
A3
A358
A3
0
A37 5
A
A35
73
A4
4
A40
59
A3 9 6
A396
42
Bour
A38
1
A380
A3
A3
79
80
A3
8
6
A3 8
A3
A47
0
7
06
A410
9
A4
69
A4 0
0
A38
A3 8 8
A49
A4
8
A488
38
A4
A4
A4 9
A4
8
3
A48
A4
3
A48
A3 9
A361
9
9
A3
9
61
A3
A338
A510
A5147
A5
3
A483
A49
94
A470
A48
7
A4 8
87
A4
A4 8
6
A 4 78
A48
5
A476
75
A4 0
A4 8
A548
A5
1
A5
43
A 496
A4 7 0
A4
A
A4
99
A49
A478
A4 0
Torquay
1
Paignton
A3 8
9
A37
A3
A3
A4
Chippenham
A3 6 0
30
Swindon
51
A3
39
19
A3 4 5
6
A4 1 7
M4
A4
A36
5
A40
Cirence
A4
A
4
A40
76
A 42
33
50
A3
A389
44
A436
435
M5
6
A39
A
A
A3 6 0
78
A 34
Evesham
17
30
1
6
A4
A30
7
A
0
A40
3
36
A36
A3 5
A6 2 9
A
0
A34
A38
A352
A3
56
Reddit
8
Cheltenham
A3 0
A303 0
15
A5
A
A4 43
8
A36
57
A3
A3 0
A3 0
A435
A441
A442
A4 1 7
A3
5
A6
2
A3 6
A303
A38
A 44
Bridport
44
A4
A 42 0
A361
Yeovil
A37
A30
A35
A34
A
0
A371
A3
04
A34
A41
2
A44
8
A 50
A50
1
A3052
A527
A529
A3 7
A3
3
A5
A51
8
A374
Plymouth
Exmouth
A4
A38
A4 4 2
5
A38
8
A3 0
A35
A3052
A529
8
A37
M42
A422
A4
Bath
A4
61
66
A3
Tavistock
A372
1
A3 0
Falmouth
Exeter
2
30
A368
A3
71
7
16
A
A3
M5
A30
8
BIR
A41 9
Bristol
69
A3
A3083
Isles of Scilly
St Austell
87
A3
0
A3
8
A3
M6
6
A45
M5
135
M32
Street
5
94
0
A39
0
A39
79
0
A3
A394
A3 0
A3 0
A 3 0 58
0
A39
38
A
A3071
Penzance
A3 8 8
Truro
A393
2
8
A3 9
5
A
A38
A3
Newquay A3059
A
2
07
A3 07 2
79
A3 0
Tiverton
432
9 A371
A3
A38
73
A3
0
95
Launceston
9
77
A3
A3072
Bodmin
4
12
6
A3072
A 36
Taunton
A4
A5
M6 Toll
4
36
M49
A3
7
A3
A38
A39
A372
58
A361
1
A370
A38
8
A3
A3
A5
8
A4
Shepton Mallet
A3
A36
1
A49
M5
Bridgwater
Barnstaple
3
M4
Newport
8
A3 9
9
A39
A3
A4 1
A48
CARDIFF
A3 9
A5
A 46 6
A48
A5 1 3
0
Lichfield
A4 3 8
0
Utto
A
50
Worcester A4
03
M50
2
8
Stafford
49
A4 A
4104
A4
A4
A399
Bideford
9
A4
A 4 0 42
A47
2
Weston-super-Mare
A312 3
0
7
A46
2
A 4 04
A4048
A4 7 0
4
M4
A4
A41
A438
Abergavenny
A40
A 52
A50
4
51
A4
23
A5 2
A513
A5
Gloucester
A4
67
A468
Pontypridd
Bridgend
80
A5
A4 5 4
A4
58
A44
A4
17
8
65
Merthyr
Tydfil
9
A 4 11
A4
A4 3
46
3
05
46
A6
Leek
1
A5
M6
M54
A4A
44
0
A405
A4 0 6
A 4 11
A4
A5
A518
A 4 11 7
A4 5 6
A 44 3
Hereford
A40
A 4 33
2
1
4107
65
A4
A4 0 6
M4
65
A4
5
A67
110
A4
80
A4
15
Swansea NeathA
8
8
A4
A4111
A42
A4
A4 7 4
7
47
83
A4
Llanelli
A4 7 7
A4 1 3 9
A
A479
A4 8
A 4 0 66
1
0
47
A4
A40
0
A47
7
A47
8
A4
1
Kidderminster
Leominster
A44
A5
A5
Bridgnorth
A4113
Llandovery
A484
A
Milford Haven
Pembroke Dock
A40
0
Builth
Wells
83
A4
A40
Carmarthen
A4 0
47
A54
Wolverhampton
A48
9
A488
A44
A
Haverfordwest
A475
90
Rhayader
85
A48 4
Fishguard
A48 7
7
A4 8
A47 5
84
A4
0
A525
Telford
A57
537
Buxto
Macclesfield
Stokeon-Trent
1
A45
A6
A
A5
4
Newport
A5
A5
8
9
A48
Llangurig
37
3
Sh
6
62
A
M56
4
A5
3
Crewe
1
A4
0
A44
82
A4
A 45 8
Newtown
A4 8 3
70
A4
A47
82
Cardigan
Shrewsbury
A635
A628
M60
M6
A54
5
2
A5
A 49
3
A489
A41 2 0
A4
95
Welshpool
A4
489
70
A
Machynlleth
A4
1
Hudde
A
2
A6
M62
M60
A5
5
A5 9
3
BRADF
A64
6
A58
MANCHESTER
7
A5
A556
A54
A5
1
A4
0
3
A49
A5
25
A5
39
A49
Oswestry
A458
6
A5 3 4
A534
A5
A47
7
Aberystwyth
A5 3 9
A5
A41
A470
A496
Dolgellau
0
94
A5
8
A4
Bala
A5
Wrexham
A5
Porthmadog
M56
A52
A421
2
A497
97
9
04
A5 1
A542
87
04
A52
5
M56
Chester
A55
Mold
4
A5
M53
A5
48
A525
5
Betws-y-coed
8
A 49
A4
A5
5
08
A4
4
A5
08
6
M62
Warrington
A55
A54
1
A5 2
A4
A4
48
A5 4
80
A40
A55
5
A4 7 0
A5
M66
Bury
M61
6
A 6 81
A 5 8 0 M62
A580
40
5
Bangor
A5
1
A5 0 2
A5
A55
A515
A58
64
6
A67
Bolton
M6
A57
Colwyn
Bay
Llandudno
A4 9
70
A5
Holyhead
M58
M57
LIVERPOOL
M61
A 5 77
9
M65
A6
A581
A6 5
68
A629
A67
5
Preston
565
Southport A
A6 0
M65
9
A5
Burnley
Blackburn A
A58 4
Anglesey
A6108
A683
0
A607
87
A5
0
Clitheroe
6
A5 8
M55
85
A59
9
A62
A5
Har
Skipton A
A65
M6
88
A6
Blackpool
5
502
A
A6
Lancaster
A5
108
Kirkby Lonsdale
5
Fleetwood
A
A6
65
Barrow-inFurness
A6
6
83
A5
A592
A6
A5 9 5
90
A5
90
A
A67
A684
A65
4
07
A5
A5084
A5
A6
Kendal
88
Darli
A6 6
A685
85
A6
A4
A592
86
50
5
59
A59
1
Windermere
93
A5
6
M6
93
Barnard
Castle
Brough
A6
A591
A
9
Bishop Auckland
A6
A66
A5091
Keswick
Isle
of Man
A68
Penrith
A6 6
A
A6
6
A6
Workington
Whitehaven
Consett
6
A689
91
A5
A59
4
M6
94
A6 8
95
A5
A6
96
A5
5
86
A6
A6 9
A5
A6 8
Carlisle
A6
0
A71
A755
A746
A716
A7
47
A711
714
A
A77
A6 8 9
Stranraer
© Road Safety
creating the map
for 2010-2012 w
but the map excl
connecting secti
or roads that ope
off the A road ne
function in a sim
Prepared under
This map may n
Sunderland
A693
68
73
A1
72
68
A1
A1 6 5
3
A110
4
A16
A52
A 16
5
A140
A1
1
A
A134
A1
1
7
13
31
A1
12
A13
1
A1
4
A10
6
A12
A1 0 6 5
A1
06
5
43
A1
1
A1
49
A251
A2
A20
A2
5
9
A25
8
A260
8
A2
A20
Dover
Folkestone
5
9
A
A2 2 7
8
22
7
6
6
A2
A2 6
A217
A1 3 4
A10
A10
A11
A1
A1 0
A1 0
A10
A1 0
A3
A2
4
A29
A2
4
A28
A412
0
A28
5
A29
A286
A286
A 27 3
A416
A2
86
A325
A3 2
A3
A3
2
3
A
A4
A
A329
A3
3
A3
A34
A6
0
5
A509
A1 0 7 3
1
05
A6
A43
6
A61
21
7
A4 3
A51
0
3
A4
A41
A34
38
A 33 8
A10
A164
A46
6
A4
A153
A1133
6
A4
A 508
A508
22
A44
A4 2 6 0
21
1
A36
1
A3
38
A3057
Ashford
28
Ramsgate
A257
Canterbury
A2 5 6
M20
A26
8
0
A2
55
49
A2
68
A2 8
9
71
A2
Margate
A299
A2
A2
A275
A15
9
A161
A 61 4
12
A61
A6
A46
A6 0
A4 6
A1 6 4
A61
A61
4
4
61
A1
A1 9
A1077
A1 9
4
A60
53
A4
A426
26
A4
61
A3
A4
1
A62
32
A6
A6
A3
8
8
14
A4
A444
17
A6
4
A61
A58
A6
36
A6
25
515
8
A3
A51
6
A4
A42 9
A 42
9
A40
9
A361
0
A3 4 6
3
A13
1
A1 2
A144
14
A2
A2
259
A1 4 5
A140
Clactonon-Sea
A2070
A35
49
A1
A 14 0
4
9
A27
A
M2
1
A2
2
A2
A2 6
Lewes
A1 2 0
0
Colchester
Maidstone
A262
A2 6 5
Felixstowe
Harwich
A
Sheerness
Royal
Tunbridge Wells
A267
A27
12
A109
4
2
A1
4
2
A1
4
A22
Brighton
A2
7
Rochester
4
A27
A229
A
A2 7 2
A2 7 2
A25
6
M20
A2 6
A264
0
Southend-on-Sea
A228
Sevenoaks
1
A13
M26
A2
A2 5
A22
A 23
83
A2
88
1
0
A2
A2
A233
A23
A272
A27
Dartford
0
Crawley
4
A26
A
M25
A1 3
A22
A2
A127
A128
A2
M23
A10
8
2
A25
Basildon
A127
M25
A 10
A41 4
A129
Lowestoft
Ipswich
A1071
41
A
2
2
A11
A
A112
A14 6
3
A 14
A1 4
A120
3
14
Great
Yarmouth
A130
A1 2
M11
A1 0 6 6
Bury St
Edmunds
A11
A1064
3
Diss
Chelmsford
Harlow
A4 1 4
A4 7
A1
46
A 1 0 75
017
A1
A106
0
A
A1062 149
Norwich
34
A1
01
11
Braintree
13
A1
Dorking
A1
2
A109
A 1 20
A414
7
A 47
Sudbury
A406
281
2
Bognor
Regis
Newmarket
A1
A2 5
A24
A3
A3 3 7
A 25 9
A27
23
06
A47
Thetford
1
A1
A11
01
A1 4
A1307
M25
A24
9
A2
A2
83
A
A414
83
A51
72
A2
M11
LONDON
Horsham
A283
2
A259
rnemouth A3054
055
1
A2 8
A27
Portsmouth
A3
413
A3(M)
A
A
246
34
A1
11
A120
A60
2
81
A10
6
M27
Fareham
A3
Ely
2
42
07
M1
A1
A
Romford
M25 A3
Guildford
A 11 0 1
A600
14
A287
A3
6
A272
1
M4
M4
Woking
A331
A3
Petersfield
thampton
A355
7
A339
A3 1
A4
A3
A31
1
42
A1
A11 9 8
00
A6
A6
A5
A112
A 11 2 2
05
A5
05
M25
M3
A47
Cambridge
3
A5
A40
Bracknell
Farnham
A 272
A3
A3
22
A287
Winchester
0
09
A3
13
A4
A3 2
0
M3
6
gwood
A3 2
A 34
4
1
M4
4
5
A4
4
07
0
0
A3
9
3
A30
A3
A3
0
A4
33
A
A30
3
A3 0
A27
Newbury
Basingstoke
2
43
A3
A3
Reading
A404
A4
7
A14
A1(M)
Watford
A
M40
Maidenhead
A4
A34
43
A3
Andover
A3 0
A34
A338
A3
A3
4
A4 0 1
1
A4
04
A4
A4155
M4
A4
9
A4
A41
7
7
2
A4
0
A1
Bedford
Royston
A507
High Wycombe
23
A11
A42 8
A1
21
A603
13
A4
A415
A1 4 1
Huntingdon
98
A11
A6
A5 0 9
A413
15
A4
Oxford
0
A42
A4
7
A4
41
A1(M)
Neots
2
A4
Fakenham
8
A1
A47
A6 0 5
A42 1
4
A424
A40
A1101
116
A6
A6
9
19
A5
A4 2
A5
52
A17
A1
A60 0 3
6
A428
48
A1
A 14
King’s
Lynn
Peterborough
A1 4
Cromer
A149
Wisbech
A47
A1
A427
Skegness
A17
A1 5 1
A1
A1 6
7
8
Boston
A52
A15
A1
A4
2
A 15
A16
A1121
A52
A15
A1
A
4
42
9
A
6
5
A1
A1
06
A5
0
5
ester
80 kms
31
A1
A15
A1
A17
Northampton
St
45
A5
A423
A4
A340
0
A1 6
8
A1
A15
A 607
16
A6
A5
53
Milton Keynes
Buckingham
6
M1
A5
05
A3
A5
Stevenage
A4
8
A41
A
Luton
Bicester
Aylesbury A41
095
A4
M40
418
St
Albans
A412
A4 0
6
70
65
A1
4
08
A
A4
A361
40
Banbury
A1
Stamford
A47
4
10
A155
Spalding
21
1
A6
M1
50 miles
65
77
10
A15
A1 5
A638
A606
6
A
A42
8
3
A4
A422
A4
22
A151
Melton
Mowbray
A14 A
1
28
A425
22
0
A4 2 7
Daventry A4 5
Stratfordupon-Avon
A4 3
A5199
A5
45
25
A52
Kettering
Rugby
40
60
A15
7
A15
8
Grantham
A6
A
50
Louth
A157
A153
Leicester
04
A43
30
40
A4 6
A631
Sleaford
06
A 4 46
A4
6
A4
60
30
Grimsby
A1
Lincoln
A47
A4304
M6
A428
M40
0
A57
A5 2
07
20
103 3
A 63 1
A150
A1 7
006
10
A180
Newark-on-Trent
A6
A6
M69
Warwick
A6
46
7 M1
Coventry
A4
A614
0
44
A4
5 A447
11
A4 5
A156
A60
A5
A513
A5
RMINGHAM
0
A638
A60
1
A61
A
A6
Hinckley
A4189
38
A6
6
61
A6 1
42
A
34
041
A1
A1
13
A6
A6 1
A6
A5
1
0
Immingham
A18
M180 A 1 8
A57
6 17
A6
2
A4
A512
A
A1 0
A1 6 2
9
A5 0
Burton
upon Trent
M42
75
A6
20
Kingston
uponA Hull
Scunthorpe
Nottingham
Derby
2
A
A631
A60
4
A63
Gainsborough
Worksop
Mansfield
A
A52
A5132
A63
A1
A631
A57
A1
A19
A61
16
A6
M1
Ashbourne
tch
8
632
A6
10
A3 A 5
Goole
A1 8
A1
A
17
M62
1
Bridlington
035
A1
A1079
Doncaster
Chesterfield
A
A6
A615
oxeter
M18
30
A6
M18 A1(M)
A 63 1
A6
34
A57
5
A6 1 9
2
A63
A6
A645
M62
A
A645 6 3 9
M1
heffield
A517
A63
A6
28 38
Scale
10
4
Market
Weighton
A10
79
A163
Selby
Barnsley
A6 A628
2
61 6
A50
12
A6
0
14
A6
A1 6 6
M62
Aersfield
6 4 4 A63
7
M1
A6A 6 3 5
Malton
York
A659
A6 3
M1
FORD
A1039
A6 4
A59
LEEDS A64
2
Scarborough
A 17 0
61
A6
A61
58
A6
A659
A5
71
A 1 69
Thirsk
A59
A61
A59
23
A1
A1(M)
rrogate
Unrated roads
1 71
A1
68
A1
A 16 7
Ripon
on
Whitby
Guisborough
A19
A1
4
A68
A1 7 4
A
A19
A1
A684
A61
RA
4
A1
A1
A1 7
A67
67
Single and dual carriageway
Middlesbrough
9
A66
ington A6 6
A684
A
A 689
A167
8
Motorway
Hartlepool
9
A19
7
A17
6
d
A6
86
A6
Durham
89
A4
90
A6
90
2
0
A1
91
18
A
A1(M)
A
69
A2
Hastings
A259
Isle of Wight
Foundation 2014. The Foundation is indebted to the Department for Transport (DfT) for allowing use of data in
p. This work has been financially supported by Ageas. Crash information is for 2010-2012. Traffic data is the average
weighted by section length with local corrections where appropriate. The roads shown are based on the 2010 network
ludes the centres of major cities. No results are presented for roads shown in grey - these are either motorway spurs,
ions off the major route network, short links less than 5km, carry small (below 2,000 vehicles per day) traffic volumes
ened part way through the data period. Risk rates on road sections vary but it is expected that, on average, those
etwork will have higher rates than sections on it. Generally motorways and high quality dual carriageway roads
milar way and are safer than single carriageway or mixed carriageway roads.
licence from EuroRAP AISBL using protocols © Copyright EuroRAP AISBL.
not be reproduced without the consent of the Road Safety Foundation.
Sponsored by
Ageas
17
How Safe Are England’s Strategic Roads?
Network
Travel
Only 39% of the length of Britain’s Strategic Road Network
(SRN) is motorway. A further 26% is dual carriageways. Figure
9 shows 35% of the SRN length is either single carriageways or
mixed carriageways (length of single carriageway interspersed
with sections of dual).
Motorways are much more heavily trafficked than other road
types. Typically, SRN motorways carry 5 times more traffic than
single carriageway ‘A’ roads. That results in nearly two thirds of
all travel (64%) being on motorway.
Single
3%
Single
12%
Mixed
23%
Dual
22%
Motorway
39%
Dual
26%
Figure 9: Network length by road type (2010-12)
Mixed
11%
Motorway
64%
Figure 10: Network travel by road type (2010-12)
How many deaths are there
on each road type?
How much do road crashes
on the SRN cost?
The greater the traffic that a road carries, the safer it must be
as any flaws result in serious consequences sooner rather than
later. It is little comfort that motorways are the safest road type
- more people on the SRN are killed travelling on motorways
than any other road type.
RSF estimates that around £0.7bn annually is lost in serious road
crashes alone on the SRN as recorded by the Police (hospital records
are higher) and excluding traffic delays. When a serious crash
occurs on a motorway, more people are killed and serious trauma is
more severe than on other road types: the cost of the consequential
traffic delays is broadly as much again.
Dual carriageways are more than twice as risky as motorways
but carry roughly half the traffic (40,000 vehicles per day); single
carriageways are 5 times riskier but carry around 20% of the traffic
(15,000). The economic case for action on all road types is equally
compelling: the average cost of serious crashes on SRN roads of all
types, excluding delays, differs little at around £100k p.a. per km.
100
90
£100,000
90
£90,000
70
63
60
60
50
40
26
30
20
10
0
£80,000
£70,000
£60,000
£50,000
£40,000
£30,000
£20,000
£10,000
Motorway
Dual
Mixed
Single
Figure 11: Average annual deaths across each road type (2010-12)
18
Annual crash cost per kilometre (2010-12)
Estimated number of deaths per year
80
0
Motorway
Dual
Mixed
Single
Figure 12: Annual serious crash cost per km by road type (2010-12)
The risk on the SRN network has improved by 15% over the latest
data period, better than the average 12% improvement for the total
EuroRAP network.
High risk
The highest risk route is the A21 single carriageway in East Sussex and
the safest is the M49 in the South-West which had no serious crashes
over the six year period analysed.
Medium-high risk
Medium risk
Low-medium risk
The distributions in Figures 13 to 15 show the proportion of travel on
each category of risk across the SRN by road type.
Low risk
3%
4% 3%
26%
64%
Figure 13: Risk distribution by travel on single carriageways (2010-12)
5%
14%
81%
Figure 14: Risk distribution by travel on the dual and mixed carriageway network (2010-12)
22%
78%
Figure 15: Risk distribution by travel on motorways (2010-12)
19
About the Network
The 44,375km (27,735 mile) network analysed in this report includes all motorways and ‘A’ roads connecting towns and cities in
Britain.
Motorways: major roads of regional and urban strategic importance, often used for long distance travel. Usually 3 or 4 lanes in each
direction with a maximum speed of 70mph.
Primary ‘A’ roads: include trunk roads (managed by national road authorities), major roads forming the recommended routes for longdistance and freight traffic, and primary ‘A’ roads (managed by local authorities).
Non-primary ‘A’ roads: the responsibility of local authorities, these roads exist where the route is important but where a nearby
primary ‘A’ road or motorway carries the majority of the traffic.
Routes outside urban cores, typically inside the inner ring road of major cities, are excluded since allocating crashes to specific roads
is not straightforward.
About Risk Mapping
In countries where detailed crash and traffic data are
available, EuroRAP risk maps give an objective view of
where people are being killed or seriously injured on a
road network and where their crash risk is greatest. By
showing the number of fatal and serious crashes per
kilometre travelled the results demonstrate the risk arising
from the interaction of road users, vehicles and the road
environment.
The emphasis of Risk Mapping is on identifying high
risk routes rather than ‘blackspots’ or the ‘cluster site’
approach. The costs of proactively treating known areas of
high risks by upgrading the safety detailing along a length
of road are often far lower than piecemeal change once a
crash has occurred.
Risk maps help to create awareness and understanding
of road safety risk as users move around a network.
They are being increasingly adopted by road authorities
and Governments across Europe as a way of prioritising
network improvements and leveraging the funds required
to take action.
The mapping in this report has been produced to a
standardised methodology, making it possible to identify
the lowest and highest risk sections nationwide. By
comparing risk by region, they also provide consistent
safety ratings of roads across borders. Risk Mapping is now
available in more than 20 countries across Europe.
The methodology used here compares the number of
crashes resulting in death or serious injury on a road
with how much traffic it carries. This takes account of
an individual road user’s exposure to risk. For example,
a length of road with 20 fatal and serious crashes and
carrying 10,000 vehicles per day will have a risk 10 times
higher than a road with the same number of crashes but
carrying 100,000 vehicles per day.
Motorways can have high crash numbers but they also
carry the majority of the network’s traffic, giving an overall
20
small exposure to risk for any one road user. On the measure
of the number of crashes by vehicle kilometres travelled a
road with relatively few fatal and serious crashes can be rated
as higher risk if it carries low volumes of traffic.
Road networks are aggregated into sections where they
fall along the same numbered road and where design and
operation is uniform. Crash and traffic data are assigned to
each section, compiled into three-year periods to minimise
year-to-year fluctuations. Sections are allocated into colour-coded categories from high
risk to low risk.
High risk
Medium-high risk
Medium risk
Low-medium risk
Low risk
The Risk Mapping shown in this year’s report uses the
most up-to-date crash and traffic data available. Crash data
are from the national road injury and accidents (STATS19)
database provided by the Department for Transport (DfT), and
include all crashes resulting in fatal and serious injuries during
the data periods 2007-2009 and 2010-2012 inclusive, the most
recent available when the results were prepared. Traffic flows
are from the DfT database based on automatic and manual
vehicle counts, the latter carried out at three-yearly intervals.
Values used for individual road sections are the average
for the data periods 2007-2009 and 2010-2012 (inclusive)
weighted by section length.
Risk maps showing the national and regional pictures,
and by Parliamentary Constituency, are available from:
www.roadsafetyfoundation.org.
Technical changes
Last year the Road Safety Foundation announced that it
would apply new international risk bands in 2014 and use
these to track Britain’s safety performance throughout the UN
Decade of Action for Road Safety until 2020. These new risk
bands are referred to as Risk Bands 2020. The old thresholds
are referred to as Risk Bands 2010.
Risk Bands 2020 restore greater resolution so that the
differences between roads of different risk can clearly be
seen. It addresses the problem that deaths and serious
injuries fall over time as successful road safety actions
combine: in the last decade, the single most important factor
has been improved vehicle safety.
RSF has taken the opportunity in introducing Risk Bands
2020 to take account of the wishes expressed by a number
of authorities that improvements should be picked up more
quickly. For example, the recent action on the ‘Cat and Fiddle’
route has led to a drop in the number of reported casualties.
In order to achieve greater responsiveness with statistical
reliability the results now have greater emphasis on roads
with more crashes per km. These tend to be roads that carry
more significant traffic volumes. Roads that carry less than
2,000 vehicles a day are now excluded from the analysis in
addition to those with a length less than 5km (3 miles).
Risk Bands 2010 were derived from a study of the first British
EuroRAP network which comprised the motorway and primary
‘A’ road network outside of urban cores. The introduction of
non-primary ‘A’ roads in 2009 as desired by local authorities
introduced new characteristics into the network. It resulted in
more roads through villages and built up areas in a network
whose function is to link major towns and cities. The type
of crashes and the proportion of death and serious injury
however vary between primary and non-primary ‘A’ roads. Serious crashes on primary roads lead to more deaths than on
non-primary roads.
The new analysis using Risk Bands 2020 gives more weight
to the seriousness (and economic cost) of crashes on the
different types of road. The thresholds for the risk bands have
been derived separately for primary ‘A’ roads and non-primary
roads.
For example, although a road on the primary network may
have the same overall risk rate for death and serious injury
combined as a road on the non-primary network, the colour
with which it is mapped will take into account the greater
likelihood of death.
About Performance Tracking
Performance Tracking uses the data compiled for each risk map to assess how risk on the network as a whole, and on individual
road sections, has changed over time, and is a way of measuring success and the effectiveness of investment in safer roads.
This is done in several stages:
1.Risk Mapping for consecutive three-year data periods are compared to identify road sections that have shown a
statistically significant reduction in the number of fatal and serious crashes over time and those where there has been
little or no change;
2.Data for individual years is checked to assess consistency of trends over time;
3.Highway authorities are consulted in order to build up information on specific issues affecting road safety, and on the
types of engineering, enforcement or education measures that may have been implemented and any actions planned in
the immediate future
This year’s results carry the following listings, comparing risk in 2007-2009 with 2010-2012:
• Britain’s most improved roads
• Britain’s persistently higher risk roads
Using the latest three-year data period only:
• Britain’s highest risk roads by region
British EuroRAP Results from 2002 onwards can be viewed at
www.roadsafetyfoundation.org/library
21
About The
Road Safety Foundation
FOUND
ATION
The Road Safety
Foundation is a UK
charity advocating road
casualty reduction through
simultaneous action on all
three components of the
safe road system: roads,
vehicles and behaviour.
The Foundation has
enabled work across
each of these areas. Several of its published reports have
provided the basis of new legislation and government
policy.
For the last 11 years the charity has focused on leading
the establishment of the European Road Assessment
Programme (EuroRAP) in the UK and internationally. Since
the inception of EuroRAP in 1999, the Foundation has been
the UK member responsible for managing the programme
in the UK (and, more recently, Ireland), ensuring the UK
provides a global model of what can be achieved.
The Foundation plays a pivotal role in raising awareness of
the importance of road infrastructure at all levels including:
• regular publication of EuroRAP safety rating measures
which can be understood by the general public, policy
makers and professionals;
• issuing guidance on the use of EuroRAP protocols at
operational level by road authorities in order for engineers
to improve the safety of the road infrastructure for which
they are responsible;
• proposing national strategies and benchmarks.
Road Safety Foundation is registered in England & Wales
under company number 02069723.
Registered UK Charity number 295573. Registered Office:
60 Trafalgar Square, London, WC2N 5DS, UK.
For more information visit
www.roadsafetyfoundation.org
About EuroRAP
The European Road Assessment Programme (EuroRAP) is an
international not for profit association dedicated to saving
lives through safer roads.
The programme aims to reduce death and serious injury
through a programme of systematic testing of risk, identifying
the major shortcomings that can be addressed by practical
road improvement measures. It forges partnerships between
those responsible for a safe road system – civil society,
motoring organisations, vehicle manufacturers and road
authorities, and aims to ensure that assessment of risk lies at
the heart of strategic decisions on route improvements, crash
protection and standards of route management.
Its Members are automobile and touring clubs, national and
regional road authorities and researchers. The programme
is supported by the FIA Foundation for the Automobile and
Society, the European Commission, the International Road
Assessment Programme, motor industry, and governments.
Registered Office: Rue de la Science 41, 1040 Brussels, Belgium.
Registered in Belgium number 50962003. Company number 0479824257.
For more information visit
www.eurorap.org
22
About Ageas
Ageas is a leading provider of award-winning Personal,
Commercial and Protection insurance solutions in the
UK, distributing its products through a range of channels
including brokers, IFAs, intermediaries, affinity partners
and the Internet, as well as through its retail strategy
and its wholly or partially-owned companies trading as
Ageas Insurance, Ageas Protect, Ageas Insurance Solutions,
Castle Cover, Kwik Fit Financial Services, RIAS and Tesco
Underwriting.
Sponsored
by Ageas
Insuring around eight million customers overall, Ageas works
with a range of partners and is recognised for delivering
consistent and high-quality customer experiences. The
company is the second largest motor insurer in the UK based
on number of vehicles insured.
For more information visit www.ageas.co.uk.
For more information visit
www.ageas.co.uk
Acknowledgements
The Road Safety Foundation
The Road Safety Foundation is grateful for the financial
support of Ageas in their sponsorship of the British
EuroRAP Results 2014. The Foundation would like to thank
those road authorities who responded to pre-publication
consultation of the results and who have provided detailed
information on specific road sections listed.
The detailed data used to produce these results was
commissioned from TRL Limited and included the
creation of the British EuroRAP network of road sections,
assignment of crashes and traffic data to individual routes
and classification of crash types.
Cartography was carried out by Nick Moss, using Digital
Map Data (c) Collins Bartholomew Ltd (2013). Regional
mapping contains Ordnance Survey data (c) Crown
Copyright and database right 2014. Regional mapping
contains Ordnance Survey data (c) Crown Copyright and
database right 2014. Images and design by Neil Moss
Photography and Design. Additional images provided by
Shutterstock.
Sole responsibility for this report lies with the authors and
does not necessarily reflect the opinion of supporters of
the Road Safety Foundation or EuroRAP.
Analysis and validation was carried out Caroline Moore.
Pre-publication consultation with road authorities on roads
listed in the report was carried out by Caroline Moore.
23
FOUND
ATION
How Safe Are You
On Britain’s Roads?
The majority of British road deaths are concentrated on just 10%
of the British road network, motorways and ‘A’ roads outside
major urban areas. This report measures and maps the differing
risk of death and serious injury road users face across this
network, sometimes 20 times or more different. The report tracks which roads have improved, and those with
persistent and unacceptable high risks. It highlights roads where authorities have taken effective action. On 15 stretches of roads, low cost action has reduced serious
crashes by 80% worth a staggering £0.4bn to the economy. The report shows major differences not only between individual
roads but between whole regions. The risks road users face
overall on the major roads of the East Midlands are a startling
two thirds higher than neighbouring West Midlands - greater than
between many European countries. that explains its better performance - more travel is done on
safer roads. The motorways and single carriageways of the West
Midlands have the greatest in-built safety of any region.
It is often neither difficult nor expensive to raise infrastructure
safety. It brings high returns to the economy. It requires
systematic measurement of risk. The in-built safety of the
infrastructure of roads, like cars, is now measured worldwide. We should not be driving 5-star cars on major roads which have
only a 1- and 2-star safety rating. Like other leading nations, Britain must set an explicit minimum
3-star rating for infrastructure safety for major roads. Nowhere is
this more urgent than on the nation’s Strategic Roads where the
government is legislating to pass safety responsibilities to a new
Corporation.
Risk on the roads depends on the way we drive, the vehicles we
drive and the roads we drive on. But, with similar vehicles and
drivers, it is the in-built safety of the roads in the West Midlands
Road Safety Foundation is a UK registered charity (No. 295573).
Registered in England and Wales as a company limited by
guarantee. No. 02069723. Registered office: 60 Trafalgar Square,
London, WC2N 5DS. UK.
Copyright Road Safety Foundation 2014.
Road Safety Foundation
Worting House
Basingstoke
Hampshire
RG23 8PX
icanhelp@roadsafetyfoundation.org
Content from this report, except for photographs, maps and
illustrations, may be reproduced for non-commercial purposes
providing the source is acknowledged.
Published by the Road Safety Foundation, November 2014.
Publication No.: RSF 01/2014
Corresponding authors: Caroline Moore. caroline.moore@roadsafetyfoundation.org
The Road Safety Foundation supports the Decade of Action for Road Safety 2011-2020
Sponsored
by Ageas