A9 Keir Roundabout to Inverness Trunk Road. Keir Roundabout to Inveralmond Roundabout. Scheme ID: 12/NE/0805/326

Transcription

1 Keir Roundabout to Inveralmond Roundabout Analysis This is an unpublished report prepared for the Transport Scotland, Trunk Road and Bus Operations Division (TRBO) and must not be referred to in any publication without the permission of TRBO. The views expressed are those of the author(s) and not necessarily those of TRBO CLIENT: PREPARED BY: Transport Scotland BEAR Scotland Ltd. Buchanan House Inveralmond Industrial Estate 58 Port Dundas Road Inveralmond Road Glasgow Perth G4 0HF PH1 3TW November 2012

2 Name Organisation Signature Date Prepared By Ross Fletcher BEAR Ross Fletcher 02/11/12 Scotland Checked By Bob Blair BEAR Bob Blair 02/11/12 Scotland Authorised By Alan Campbell BEAR Scotland Alan Campbell 02/11/12 REVISION STATUS REV. Date Revision Details Checked Authorised Issue 2 8/1/13 Revisions to various BB AC sections Issue 3 28/02/13 Alteration to graphs and RF AC data for vehicle type, driver age and vehicle manoeuvre Issue 4 15/08/13 Numbering of graphs and various revisions to text. BB AC CONTROLLED DOCUMENT HOLDERS Ref Name of Holder 1 BEAR 2 Transport Scotland

3 Contents Page 1.0 Introduction Site Description and Existing Environment Injury 10 Analysis 3.1 Contribution to Government Casualty Reduction 10 Targets 3.2 Numbers and Severity Ratio Single Vehicle s Vehicle Type Weather Road Surface Driver Age Towing Roadside Strikes Vehicle Manoeuvres Junction Type Time Casualties s Month by Month Traffic Levels Vehicle Postcodes Rates Contributory Factors Dunblane to Greenloaning Injury Analysis 4.1 Numbers and Severity Ratio 4.2 Vehicle Type 4.3 Towing 4.4 Rate 5.0 Blackford to Shinafoot - Injury Analysis 5.1 Numbers and Severity Ratio 5.2 Single Vehicle s 5.3 Vehicle Type 5.4 Roadside Strikes 5.5 Vehicle Manoeuvres 5.6 Junction Type 6.0 Moving Cursor Programme Analysis 6.1 Moving Cursor Programme - 10 Year Analysis 6.2 Moving Cursor Programme - 10 Year Results

4 7.0 Recommendations Right Turning Vehicles & T or Staggered Junctions Gleneagles Roadside Strikes Large Heavy Goods Vehicles (>7.5T) Agricultural Vehicles Moving Cursor Sites Conclusions 66 Appendices Appendix A Appendix B Appendix C Appendix D Appendix E Injury Details Analysis Dunblane to Greenloaning Analysis Blackford to Shinafoot Analysis Moving Cursor Programme Analysis 4

5 1.0 Introduction BEAR Scotland has been commissioned by Transport Scotland to undertake an accident analysis on the A9 between Keir Roundabout and Inveralmond Roundabout for the time period 2007 to The study will analyse accidents records within the existing road network infrastructure to identify trends and issues which may be affecting road safety within the study area. 5

6 2.0 Site Description & Existing Environment This section of the A9 trunk road is dual carriageway for its full length (approximately 47km) from Keir Roundabout (west of Dunblane) to Inveralmond Roundabout (Perth). Keir Roundabout is the junction of the A9 with the M9 motorway which leads to Stirling, Glasgow and the south as well as providing local access to Dunblane to the east and Doune to the west. Inveralmond Roundabout is the junction where the A9 continues north to Pitlochry and Inverness as well as providing local access to Perth to the east and Inveralmond Industrial Estate to the west. There is also a major junction with the M90 motorway and A93 local road at Broxden Roundabout to the south of Perth. Traffic within this section is subject to the national speed limit. The major settlements with junctions on the A9 along this section are: Dunblane Greenloaning Blackford Auchterarder Aberuthven Perth There are four grade separated junctions on this section of the A9. There is one at Greenloaning only for northbound traffic wishing to exit onto the A822 or southbound traffic emerging onto the A9 from the A822. There is also a junction at Gleneagles to the south of Auchterarder which is now fully grade separated after the addition of a southbound on-slip in There are also two fully grade separated junctions providing access to Dunblane and a further grade separated junction at A85 Crieff Road, Perth. There are also numerous farm accesses, field accesses and side roads which form priority junctions with the A9 along the length of the section. These junctions frequently have associated gaps within the central reserve. 6

7 The average annual daily traffic flow (AADF) has been calculated as an average at various points on the section ( ): Dunblane: Greenloaning: Gleneagles: Dalreoch: Windyedge: Perth Western Bypass : There are three fixed radar speed camera sites within the section. These are at Gleneagles Northbound, Aberuthven Northbound and Blackford Southbound. There are various mobile speed camera sites along the route. The above is summarised in Figure

8 Figure 2.1 Locations of Traffic Counters and Fixed Safety Cameras 8

9 The dual carriageway generally consists of two carriageways with paved widths of 7.3m with intermittent 1.0m hardstrips in some places. The carriageways are kerbed and drained by gullies with the exception of the areas that have a 1.0m hard strip with a filter drain. Existing verges are predominately grass adjacent to the carriageway and are typically a minimum 2.5m. Within the existing verges there are several notable roadside features including safety barriers, trees, fencing and street lighting. Safety barriers within the existing verges and central reserves consist of sections of open box beam, tensioned corrugated beam or wire rope. The approach terminals of these systems are either of ramped or full height configurations. The current design standard for new or replaced approach terminals on high speed routes is full height. Exit terminals are typically ramped in compliance with current guidance. Street lighting is located at the following locations within the study area, with only the installations at Broxden Roundabout and Inveralmond Roundabout being passively safe: Keir Roundabout Greenloaning Blackford Junction Auchterarder Junction Aberuthven Junction Broxden Roundabout Inveralmond Roundabout Within the section of the study area there are various type B lay-bys (nonsegregated) in both directions. These lay-bys do not include for any DDA provisions.

10 3.0 Injury Analysis 3.1 Contribution to Government Casualty Reduction Targets The United Kingdom Government set casualty reduction targets in 2000 in their UK road safety strategy, Tomorrow s Roads Safer for Everyone. These targets were for a 40% reduction in the number of people killed or seriously injured, a 50% reduction in child deaths and serious injuries, compared with the average for , and a 10% reduction in the slight casualty rate. Figure below is an extract from the A9 (North East) Route Safety File and it shows the casualty reductions achieved in comparison to the targets set over this time period. Targets have also been set by the Scotland s Road Safety Framework to These target the reductions (in comparison to average Scottish figures for 2004/08) shown in Table 3.1 Target 2015 milestone % reduction 2020 target % reduction People Killed People Seriously Injured Children (aged <16) killed Childern (aged <16) seriously injured Table 3.1 Scotland s Road Safety Framework to 2020 Casualty Reduction Targets 10

11 3.2 Numbers and Severity Ratio Injury accident details for this whole section of the A9 trunk road for years 2007 to 2011 have been analysed with the aim of identifying any treatable accident trends. A summary of the accident data has been attached in appendices A and B. There were 192 injury accidents on this section between 2007 and Of these injury accidents 142 were slight, 42 were serious and 8 were fatal. It is apparent from Figure below that the number of injury accidents has fallen over the selected time period from 58 in 2007 to 23 in The severity ratio of these accidents is shown in Figure A9 Keir Rbt to Inveralmond Rbt % 60 Total s FATAL SERIOUS SLIGHT 22% Year 74% Figure A9 Injury numbers Figure Severity Ratio This compares favourably with the data for the entire north east network, shown below in Figures and This data also demonstrates a fall in injury accidents from 463 in 2007 to 363 in The fall over the entire north east network is 27.5% compared with a larger fall of 60% for the section of the A9 between Keir Roundabout and Inveralmond Roundabout. The severity ratio also compares favourably with 26% of injury accidents having a fatal or serious severity level (KSI) compared to 27% for the whole of the north east network. 11

12 North East Network s Total s Year FATAL SERIOUS SLIGHT 73% 3% 24% Figure NE Unit Injury numbers Figure Severity Ratio The graph below shows the average traffic flow on the A9 from Keir Roundabout to Inveralmond Roundabout for the same time period. This shows that, as the accident numbers were falling, so was the level of traffic using the A9 in this location. The traffic level has fallen by approximately 12% over this time period, as shown in Figure This is likely to be due to a combination of the current economic downturn and the rising cost of fuel. It is possible that a fall in traffic levels is a contributing factor to a fall in accident numbers AADF Year Figure A9 Traffic Flows (AADF)

13 3.3 Single Vehicle s The injury accident data has been filtered to show injury accidents involving only one vehicle. As demonstrated by figures below, there does not seem to be demonstrable issue with single vehicle injury accidents on this section of the A9 trunk road. The proportion of single vehicle accidents to multiple vehicle accidents is very similar as shown in figure A9 Keir Rbt to Inveralmond Rbt North East Network s Total s Single Vehicle Year Multiple Vehicle Single Vehicle Year Multiple Vehicle FATAL SERIOUS SLIGHT Figure A9 and North East Unit Single/Multiple Vehicle Numbers 70% 60% 50% % 40% 30% 20% 10% A9 (NE) WHOLE OF NE 0% Single Vehicle Multiple Vehicle Figure Ratio of A9 and North East Unit Single/Multiple Vehicle s 13

14 3.4 Vehicle Type The injury accident data for this section of the A9 has been filtered to show the vehicle types involved in each collision. This has been compared to the injury accident data held for the entire north east trunk road network. Both sets of data are shown in Figure below. This indicates that there may be an issue with large HGVs in this section of the A9 trunk road. It should be noted that the proportion of accidents involving cars on this section of the A9 is in line with the unit figure (90% against 89%). However, this vehicle type has been excluded from both of the Figures below as the proportionately high numbers affect the presentation of the graphs. A9 Keir Rbt to Inveralmond Rbt All NE Network s Number of s HGV <3.5T Vans/HGV T HGV >7.5T Agricultural PSV Vehicle Type 2 Wheel Motorised Pedal FATAL SERIOUS SLIGHT Number of s HGV <3.5T Vans/HGV T HGV >7.5T Agricultural PSV Vehicle Type Figure A9 and North East Unit Number of s Involving Specific Vehicle types 2 Wheel Motorised Pedal On this section of the A9 trunk road 17% (32 out of 192) of accidents HGVs larger than 7.5T compared to 9% (186 out of 2158) for the entire north east trunk road network, as shown in Figure Further analysis indicates a high confidence level that this result is statistically significant ( P = < 0.01). 14

15 A9 Keir to Inveralmnond vs North East Network 18.0% 17% vs 9% HGV>7.5T 16.0% 14.0% 12.0% % 10.0% 8.0% A9 (NE) WHOLE OF NE 6.0% 4.0% 2.0% 0.0% HGV <3.5T HGV T HGV >7.5T Agricultural PSV 2 Wheel Motorised Figure Ratio of A9 and North East Unit Vehicle Types Pedal A further analysis of collisions involving HGVs larger than 7.5T has found that these predominantly occurred during the week and were fairly well spread across time of day and year. The great majority (31 out of 32) of these did not occur at a junction and the predominant associated contributory factors related to driver error or reaction. 15

16 3.5 Weather The injury accidents have been filtered according to the weather at the time of the accidents. This has been compared to the injury accident data held for the entire north east trunk road network and is shown in Figure below. It should be noted that fine without high winds has been removed as this was by far the most common weather type A9 Keir Rbt to Inveralmond Rbt All NE Network s Total s FATAL SERIOUS SLIGHT Fine (with high winds) Fog Other Raining (without high winds) Raining (with high winds) Weather Snowing (without high winds) Snowing (with high winds) Unknown 0 Fine (with high winds) Fog Other Raining (without high winds) Raining (with high winds) Weather Figure A9 and North East Unit Weather Conditions Snowing (without high winds) Snowing (with high winds) Unknown 16

17 As can be seen from Figure below, the only weather type that may be causing an issue in comparison to the rest of the north east network is fog. 16% A9 Keir to Inveralmond vs North East Network 14% 12% 10% % 8% 6% 4% A9 (NE) WHOLE OF NE 2% 0% Fine (with high winds) Fog Other Raining (without high winds) Raining (with high winds) Snowing Snowing Unknown (without (with high high winds) winds) Figure A9 and North East Unit Ratio of Weather Conditions The accidents that occurred during fog have been investigated and there are no common treatable trends within the accident details. Two of the accidents occurred on separate approaches to Broxden Roundabout involving vehicles failing to stop at the give way. The other accident occurred north of Aberuthven and involved a vehicle colliding with a parked vehicle (an emergency vehicle on call). No further investigation is necessary. 17

18 3.6 Road Surface The injury accidents have been filtered according to the road surface condition at the time of the accident. This has been compared to the injury accident data held for the entire north east trunk road network. This can show if there are issues with the skidding resistance of the carriageway or localised problems with ice or frost. Figure below details the distribution. Total s A9 Keir Rbt to Inveralmond Rbt Dry Flood Frost / Ice Mud Oil / Diesel Snow Road Surface Unknown Wet / Damp Total s Dry Flood Frost / Ice Mud Oil / Diesel Snow Road Surface Figure A9 and North East Unit Road Surface Conditions All NE Network s Unknown Wet / Damp FATAL SERIOUS SLIGHT As can be seen from Figure below, no trends that merit investigation have been identified through analysis of road surface condition. 70% 60% 50% % 40% 30% A9 (NE) WHOLE OF NE 20% 10% 0% Dry Flood Frost / Ice Mud Oil / Diesel Snow Unknown Wet / Damp Figure A9 and North East Unit Ratio of Road Surface Conditions 18

19 3.7 Driver Age The injury accidents have been filtered according to the driver s age. This has been compared to the injury accident data held for the entire north east trunk road network. This can demonstrate if there are local issues with young drivers or elderly drivers which could be resolved by local campaigns or education initiatives. Figure below shows the results. A9 Keir Rbt to Inveralmond Rbt All NE Network s Total s Under Under FATAL SERIOUS SLIGHT Age Age Figure A9 and North East Unit Age Demographic No trends that merit investigation have been identified through analysis of the driver s age. On this section of the A9 trunk road the percentage of injury accidents involving young drivers is less than on the entire north east trunk road network and the percentage of accidents involving elderly drivers is very similar to that of the entire north east trunk road network, as shown in Figure % 90% 80% 70% 60% 50% 40% 30% 20% 10% A9 (NE) WHOLE OF NE 0% Under Figure A9 and North East Unit Ratio of Age Demographic 19

20 3.8 Towing The injury accidents have been filtered to show whether the accident involved a vehicle towing or not. This has been compared to the injury accident data held for the entire north east trunk road network. This highlights if there are trends with caravans or other type of slower moving towing vehicles being involved in accidents. Figure below shows the results. A9 Keir Rbt to Inveralmond Rbt All NE Network s Total s Towing Vehicle Involved Not Involving Towing Vehicle Total s Towing Vehicle Involved Not Involving Towing Vehicle FATAL SERIOUS SLIGHT Towing Towing Figure A9 and North East Unit Towing s No further trends that merit investigation have been identified through analysis of towing vehicles. On this section of the A9 trunk road the percentage of injury accidents involving towing is more (10%) than on the entire north east trunk road network (7%). However analysis of the collision records has determined that this is linked to the higher proportion of accidents involving HGVs larger than 7.5T previously identified in section 3.4. Figure provides the ratio of A9 towing accidents against the NE Unit figures. A9 Keir to Inveralmond vs North East Network % 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Towing Vehicle Involved Not Involving Towing Vehicle A9 (NE) WHOLE OF NE Figure A9 and North East Unit Ratio of Towing s 20

21 3.9 Roadside Strikes The injury accidents have been filtered to show only accidents involving a vehicle leaving the carriageway and striking a roadside object (eg. a tree, barrier, lighting column etc.). This has been compared to the data for the entire north east trunk road network. This is helps to identify if there are issues with roadside furniture that could possibly be removed or made passively safe to reduce the severity of these accidents. Figure details the results. A9 Keir Rbt to Inveralmond Rbt All NE Network s Total s Hit Object Didn't Left Carriageway and Hit Object / Didn't Hit Object Didn't Left Carriageway and Hit Object / Didn't Figure A9 and North East Unit Roadside Strikes FATAL SERIOUS SLIGHT As can be seen in Figure 3.9.2, this section of the A9 trunk road the percentage of injury accidents involving a roadside strike is marginally more (35%) than on the entire north east trunk road network (31%). This is not enough of a difference to merit further investigation of the roadside strikes over this section of the A9 trunk road, as a whole. A9 Keir to Inveralmond vs North East Network 70% 60% % 50% 40% 30% 20% 10% A9 (NE) WHOLE OF NE 0% Hit Object Didn't Figure A9 and North East Unit Ratio of Roadside Strikes 21

22 3.10 Vehicle Manoeuvres The injury accidents have been filtered by vehicle manoeuvre to show the number of different manoeuvres involved in the various accidents on this section of the A9 trunk road. This has been compared to the data for the entire north east trunk road network. Figure provides the details. Total s A9 Keir Rbt to Inveralmond Rbt % KSI All NE Network s % KSI 250 FATAL 200 SERIOUS 150 SLIGHT Changing Lane Overtaking Turning Left Turning Right Waiting to go but held up Moving Off Parked Slowing / Stopping Vehicle Manouevres Vehicle Manouevres Figure A9 and North East Unit Vehicle Manouevres 0 Changing Lane Overtaking Turning Left Turning Right Waiting to go but held up Moving Off Parked Slowing / Stopping There is a high percentage of accidents involving a vehicle turning right that result in a casualty being killed or seriously injured (53% - 10 out 19) compared to the percentage for the entire north east trunk road network (30% - 84 out of 286). Further analysis indicates a fair confidence level that this result is statistically significant ( P = < 0.1). Figure indicates that this section of the A9 trunk road contains higher percentages of accidents involving a vehicle waiting to go but held up, or changing lanes. This is to be expected however, as there are three roundabouts within this section of the A9 trunk road. 22

23 A9 Keir to Inveralmond vs North East Network 16.00% 14.00% 12.00% A9 (NE) WHOLE OF NE 10.00% % 8.00% 6.00% 4.00% 2.00% 0.00% Changing Lane Overtaking Turning Left Turning Right Waiting to go but held up Moving Off Parked Slowing / Stopping Figure A9 and North East Unit Ratio of Vehicle Manouevres 23

24 3.11 Junction Type The has been analysed to determine whether there are issues with vehicles using junctions within the section. The injury accidents have been filtered by junction type to show the number of accidents occurring at each junction type within the section. This shows if there are trends on a particular section of carriageway where drivers aren t dealing well with a particular type of junction. This has been compared to the data for the entire north east trunk road network. Figure details the findings. Total s A9 Keir Rbt to Inveralmond Rbt T or Staggered Junction Y Junction Crossroads 38% KSI Multiple Junction Mini Roundabout Other Junction Roundabout Slip Road Private Drive or entrance Total s T or Staggered Junction Y Junction Crossroads Multiple Junction Figure A9 and North East Unit Junction Types All NE Network s % KSI Mini Roundabout Other Junction Roundabout Slip Road Private Drive or entrance FATAL SERIOUS SLIGHT The comparison has shown that there are a high number of accidents occurring at roundabouts however this is to be expected since there are three roundabouts on this particular section of trunk road. T or staggered junctions, although not occurring any more than on the rest of the north east network, have a higher proportion of KSI injury accidents with 38% KSI compared to 28% KSI at T or staggered junctions on the entire north east network. The percentages of A9 junction accidents in comparison the north east unit figures are contained in Figure

25 60% A9 Keir to Inveralmond vs North East Network 50% 40% A9 (NE) WHOLE OF NE % 30% 20% 10% 0% Not at or within 20m of junction T or Staggered Junction Y Junction Crossroads Multiple Junction Mini Roundabout Other Junction Roundabout Slip Road Private Drive or entrance Figure A9 and North East Unit Ration of Junction Types Further analysis of these collisions has determined that a large proportion occurs at the main junctions throughout this section of the A9 (Blackford south junction, Bardrill junction, Auchterarder junction, Aberuthven junction, Dalreoch junction, Kinkell Bridge junction and Tibbermore junction). The majority of these have been previously highlighted for and / or treated with road safety improvement measures. These measures consist of the following: Blackford junction Signing and lining improvements were installed in 2007 to address issues with right-turning vehicles. There has been one injury accident involving a right turning vehicle since the end of This will continue to be monitored through moving cursor programme. Bardrill junction Junction was closed in 2010 and traffic is now diverted via Gleneagles grade separated junction. No further action necessary. Auchterarder junction Electronic vehicle activated sign has been installed in March 2013 due to a collision trend involving right turning vehicles. Aberuthven junction AIP study was carried out in issue has dissipated and junction will continue to be monitored through moving cursor programme. Forteviot junction - Electronic vehicle activated signs were installed in approximately 2006 due to trend involving right turning vehicles. No injury accidents have been recorded here in time period 2007 to Junction should continue to be monitored through moving cursor programme. 25

26 Windyedge junction Electronic vehicle activated signs were installed in 2011 due to a trend involving right turning vehicles. Effectiveness of measures currently being monitored. 26

27 3.12 Time The times that the injury accidents occurred have been plotted in Figure , below, to identify any periods of the day where accidents are more likely to occur. 20 Frequency Time Figure A9 Keir to Inveralmond Times The plot shows a reasonable spread of times throughout the day. There are fewer accidents during the night with numbers peaking at times of heavier traffic flow, as would be expected. 27

28 3.13 Casualties The casualty types have been filtered and the results are shown in the Figure There were 282 casualties as a result of injury accidents on this section of the A9 trunk road from 2007 to The casualties were made up of 226 slight injuries, 48 serious injuries and eight fatalities. The proportion of casualty type remains relatively constant throughout the time period considered. Drivers generally constituted between 58 79% of the casualties, passengers constituted between 21 40% of the casualties and pedestrians constituted 0 3% of the casualties DRIVER PEDESTRIAN VEHICLE OR PILLION P DRIVER PEDESTRIAN VEHICLE OR PILLION P DRIVER PEDESTRIAN VEHICLE OR PILLION P DRIVER PEDESTRIAN VEHICLE OR PILLION P DRIVER PEDESTRIAN VEHICLE OR PILLION P Casualty Numbers Figure A9 Keir to Inveralmond Casualty Types As can be seen from Figure , the number of casualties has fallen from 81 in 2007 to 33 in This is a fall of approximately 40%. The number of injury accidents has fallen by 60% over the same period and the traffic level has also fallen. This may indicate that more people are traveling in the same vehicle (eg. car sharing) and therefore the casualty numbers are not reducing at the same speed as the accident numbers. 70 Number of Casualties FATAL SERIOUS SLIGHT Year Figure A9 Keir to Inveralmond Casualty Numbers 28

29 3.14 s Month by Month The injury accident data has been filtered month by month for each year of the time period and is shown in Figures to This helps to identify any spikes in certain months that may point towards accident trends Month by Month 2008 Month by Month 2009 Month by Month s JanuaryJuneNovember Month s January June November Month s January June November Month Figure A9 s Figure A9 s Figure A9 s 2010 Month by Month 2011 Month by Month s January June November s January June November Month Month Figure A9 s Figure A9 s

30 This data has also been plotted for the whole time period and is shown below. There is a spike in injury accidents in the summer months. This is likely due to the increase in traffic over these months as is shown in section 3.15 of this report. It may also be due to increase in traffic speed as drivers feel more confident to travel faster in the better weather s January February March April May June July August September October November December Figure A9 s Month by Month The accident data was filtered again to show only serious injury and fatal accidents from month by month (Figure ). This again showed a spike in these types of accidents in May, June and July. This may be triggered by the increase in traffic volume and traffic speeds. The graph also shows a spike in October and November, which may be as a result of driver having to adjust to the change in temperature and weather around this time s January February March April May June July August September October November December Month Figure A9 KSI s Month by Month

31 The average speed data for Gleneagles ( ) is also shown below in Figure Whilst this is only average speed data and therefore does not give an envelope of speeds, it does show that the speeds are generally higher in the summer months. The speed reading for December is abnormally low and this is almost certainly due to the severe winter weather experienced in 2009 and 2010 and the fact that there is no data available for December Average Speed KPH Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Figure A9 Gleneagles Average Speeds by Month 31

32 3.15 Traffic Levels Traffic levels at six different locations throughout the A9 trunk road from Keir Roundabout to Inveralmond Roundabout have been averaged to provide an Average Annual Daily Flows (AADFs) for each calendar year. These are detailed in Figure This demonstrates that traffic levels have fallen over the time period that is being analysed. They have fallen from an average AADF of in 2007 to and average AADF of 23,933 in This is a fall of 12%. As mentioned in section 3.1 of this report, this fall is likely to be largely due to the economic downturn which began in 2008 and is likely resulting in less commuting and business journeys as individuals and businesses cut back on travel and transportation Traffic Figures Average AADF Figure A9 Average Annual Daily Traffic Flows The month by month spread of AADF is shown in Figure This shows that, as expected, the traffic levels peak in the summer months. There is a high in AADF of 28,269 in July and a low of 20,665 in December. 32

33 Average AADF Month by Month AADF January February March April May June July August September October November December Figure A9 Average Annual Daily Traffic Flows Monthly Spread 33

34 3.16 Vehicle Postcodes An analysis of vehicle postcodes has been carried out for all vehicles involved in injury accidents on this section of the A9 trunk road between 2007 and The distance from postcode PH3 1DP (Auchterarder) has been established for each vehicle (where the information was available). This demonstrates whether it is local drivers who are familiar with the road that are involved in accidents or if it is mainly drivers from further away who will not know the road as well. The results of this analysis are shown on Figure No. of Vehicles Distance from PH3 1DP (miles) Figure Postcode Analysis The graph shows that 73% (187 of 258 vehicles) of vehicles involved in injury accidents in the time period considered were from within 50 miles of Auchterarder. Only 13% of vehicles involved in accidents were from further than 100 miles away. 34

35 3.17 Rates The injury accident rate has been calculated for this section of the A9 using the formula below: Injury Rate (per mvk*) = Number of Injury s x10 8 Number of days x traffic flow x length of route *per 100 million vehicle kilometres This calculation provided an injury accident rate of 7.77per 100mvk. This can be compared to the Scottish Trunk Road average for dual carriageways which is 7.7 per 100mvk. This is a long section of dual carriageway trunk road, however, and further analysis was carried out to ascertain where the injury accident rate was higher within this section of the A9 trunk road. This was done by splitting this length of the A9 trunk road into five sections. The sections were determined by plotting the accidents and visually identifying sections that seemed to have a higher accident frequency that may require further investigation and also identifying section where visually the accident frequency looked to be relatively low. The sections are shown in Figure below: Broxden to Inveralmond Greenloaning to Blackford Shinafoot to Broxden Blackford to Shinafoot Dunblane to Greenloaning Figure A9 Further Analysis Sections 35

36 The accident rates were then calculated for each section and are detailed in the Table below: length AADF s Injury Rate (07-11) (100mvk) A9 Keir to Inveralmond (from Route Safety File) Dunblane to Greenloaning Greenloaning to Blackford Blackford to Shinafoot Shinafoot to Broxden Broxden to Inveralmond Table Rates of Sections From these rates it has been identified that there are only two sections within the A9 from Keir Roundabout to Inveralmond Roundabout that have a higher injury accident rate than the Scottish Trunk Road average for dual carriageway. These are Dunblane to Greenloaning and Blackford to Shinafoot. These two sections have been analysed further to determine if there are accident trends that may be treatable. The findings of this additional analysis are contained within sections 4 and 5 of this report. 36

37 3.18 Contributory Factors An analysis of contributory factors recorded against the collisions has been carried out to determine the most prevalent of these. Table below shows the number of collisions that the associated contributory factor has been recorded against. It can be seen from this that the most prevalent of these relate to driver error of reaction. This is generally consistent with the findings contained with Article 4 of Reported Road Casualties Scotland 2011 (RRCS 2011). The only factor associated with road condition in the top ten listed - Slippery Road (Due to weather) - is recorded in 15% of the A9 collisions against a national average of 13% (RRCS 2011 Table M). This is not a significant overrepresentation. Inappropriate speed (Traveling too fast for conditions) is recorded in 11% of collisions compared to the national average of 9% (RRCS 2011 Table M). Excessive speed is recorded in less than 1% of collision against the national average of 3%(RRCS 2011 Table M) 37

38 Contributory Factor Total FAILED TO LOOK PROPERLY 78 FAILED TO JUDGE OTHER PERSON'S PATH OR SPEED 58 LOSS OF CONTROL 45 SLIPPERY ROAD (DUE TO WEATHER) 29 SWERVED 24 FOLLOWING TOO CLOSE 23 TRAVELLING TOO FAST FOR CONDITIONS 22 POOR TURN OR MANOEUVRE 19 SUDDEN BRAKING 8 DISOBEYED GIVE WAY OR STOP SIGN OR MARKINGS 6 DISTRACTION IN VEHICLE 6 ILLNESS OR DISABILITY, MENTAL OR PHYSICAL 6 OTHER 5 OVERSHOOT 5 CARELESS/RECKLESS/IN A HURRY 5 ANIMAL OR OBJECT IN CARRIAGEWAY 5 ROAD LAYOUT (EG. BEND, HILL, NARROW CARRIAGEWAY) 4 TYRES ILLEGAL, DEFECTIVE OR UNDER INFLATED 4 FATIGUE 4 RESTART 4 IMPAIRED BY ALCOHOL 3 DAZZLING SUN 3 EXCEEDING SPEED LIMIT 3 DEPOSIT ON ROAD (EG. OIL, MUD, CHIPPINGS) 3 INEXPERIENCED OR LEARNER DRIVER/RIDER 3 RAIN, SLEET, SNOW, OR FOG 3 TEMPORARY ROAD LAYOUT (EG. CONTRAFLOW) 2 DANGEROUS ACTION IN CARRIAGEWAY (EG. PLAYING) 2 INEXPERIENCE WITH TYPE OF VEHICLE 2 FAILED TO SIGNAL/MISLEADING SIGNAL 2 SPRAY FROM OTHER VEHICLES 2 EMERGENCY VEHICLE ON CALL 2 DISOBEYED AUTOMATIC TRAFFIC SIGNAL 1 DRIVING TOO SLOW FOR CONDITIONS OR SLOW VEH (EG. TRACTOR) 1 AGGRESSIVE DRIVING 1 NERVOUS/UNCERTAIN/PANIC 1 DEFECTIVE STEERING OR SUSPENSION 1 DISTRACTION OUTSIDE VEHICLE 1 INEXPERIENCE OF DRIVING ON THE LEFT 1 PASSING TOO CLOSE TO CYCLIST, HORSE RIDER, OR PEDESTRIAN 1 PEDESTRIAN WEARING DARK CLOTHING AT NIGHT 1 Grand Total 399 Table A9 Analysis Contributory Factors 38

39 4.0 Dunblane to Greenloaning Injury Analysis A similar analysis of injury accidents has been carried out for the Dunblane to Greenloaning section (shown in Figure 4.1 below) to that carried out in section 3 of this report for the. Any issues that have arisen are summarised in this section of the report. The full results are contained in appendix C. Figure 4.1 A9 Dunblane to Greenloaning Section Extents and Plot 39

40 4.1 Numbers and Severity Ratio There were 51 injury accidents on this section between 2007 and Of these injury accidents 37 were slight, 14 were serious and none were fatal. It is apparent from the accident data shown in figure below that the number of injury accidents has fallen over the selected time period from 18 in 2007 to 5 in % of the injury accidents (18) for the period 2007 to 2011 occurred in The percentage of KSI accidents, shown in Figure below, is 27% for the time period 2007 to This is 1% higher than for the A9 Keir Roundabout to Inveralmond Roundabout (26%) but the same as the percentage of KSI for the whole of the north east trunk road network (27%) A9 Dunblane to Greenloaning Figure A9 Dunblane to Greenloaning Injury numbers % 27% FATAL SERIOUS SLIGHT 73% Figure Severity Ratio 40

41 4.2 Vehicle Type The injury accident data for this section of the A9 has been filtered to show the vehicle types involved in each collision. This is shown in Figure below. Please note cars have been omitted from this for clarity. The main issue highlighted by this is the high proportion of accidents involving HGVs over 7.5T, which is similar to the vehicle type issue for the A9 Keir Roundabout to Inveralmond Roundabout section as discussed in section 3.3 of this report. This location also has a spike in accidents involving agricultural vehicles. Number of s HGV <3.5T Vans/HGV T HGV >7.5T Agricultural Vehicle Type PSV 2 Wheel Motorised Pedal FATAL SERIOUS SLIGHT Figure A9 Dunblane to Greenloaning Number of s Involving Specific Vehicle types The data has been compared with the data for the A9 Keir Roundabout to Inveralmond Roundabout and with the data for the whole of the north east network (Figure 4.2.2). The involvement of agricultural vehicles is particularly exaggerated on this section (Dunblane to Greenloaning) with 6% of accidents (three out of 51) involving agricultural vehicles compared to 2% (37 out of 2158) over the whole of the north east trunk road network, although it should be noted that accident numbers are relatively small. Further analysis has indicated that there is a fair to indicative confidence that this is statistically significant (P < 0.15). It is believed this spike is predominantly due to the prolific number of farm and field accesses within the area. The issue with large HGVs is consistent with that already identified over the whole of the A9 Keir Roundabout to Inveralmond Roundabout section. There is also a spike in collisions involving pedal cycles. All three of these collision occurred in the vicinity of Keir Roundabout, however, there have been none recorded since

42 A9 Dunblane to Greenloaning vs Whole of North East 20% 20% HGV 7.5T+ % 15% 10% 6% Agricultural DUNBLANE TO GREENLOANING A9 (NE) 5% WHOLE OF NE 0% HGV <3.5TVan / HGV HGV >7.5TAgricultural PSV 2 Wheel T Motorised Pedal Figure A9 Dunblane to Greenloaning, A9 Route and North East Unit Ratio of Vehicle Types 42

43 4.3 Towing The injury accidents for Dunblane to Greenloaning have been filtered to show whether the accident involved a vehicle towing or not, the results of which are shown in Figure There were 12 injury accidents in total (six slight and six serious). A9 Dunblane to Greenloaning Total s Towing Vehicle Involved Not Involving Towing Vehicle FATAL SERIOUS SLIGHT Towing Figure A9 Dunblane to Greenloaning Number of s Involving Towing The above information has been compared to the injury accident data held for the and the entire north east trunk road network (Figure 4.3.2). This comparison shows a relatively high proportion of accidents involve towing on the Greenloaning to Dunblane section (24%) compared with the entire north east trunk road network (7%). It is also apparent that vehicles involving towing on the Dunblane to Greenloaning section are more likely to be higher severity with six out of the 12 accidents are of serious severity (50%). Further analysis has determined that this pattern in towing accidents is directly linked to the prevalence of HGV and agricultural vehicle collisions, as many of these are articulated. % 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Towing Vehicle Involved Not Involving Towing Vehicle DUNBLANE TO GREENLOANING A9 (NE) WHOLE OF NE Figure Ratio of A9 Dunblane to Greenloaning, A9 Route and North East Unit s Involving Towing 43

44 4.4 Rate The graph in section 4.1 shows that there is a very high percentage of accidents on the Dunblane to Greenloaning section that occurred in The accident rate has therefore been recalculated omitting this year: Injury Rate (per mvk*) = Number of Injury s x10 8 Number of days x traffic flow x length of route = 31 x10 8 / (365 x 4 x x 28416) = 7.15 injury accidents per mvk This is lower than the Scottish national average for dual carriageways (7.7 injury accidents per 100mvk). It may be the case that the accidents causing the higher rate in the Dunblane to Greenloaning section from are now dissipating and it may be more appropriate to merely continue to monitor the injury accident rate in this location to ensure it remains below the Scottish national average. The issue raised in 4.3 above with regard to injury accidents involving towing vehicles remains a factor even if the data from 2007 is omitted. The percentage is reduced from 24% to 17% however this remains high in comparison to the entire north east trunk road network (7%). 44

45 5.0 Blackford to Shinafoot A similar analysis of injury accidents has been carried out for the Blackford to Shinafoot section (shown in Figure 5.1 below) to that carried out in section 3 of this report for the. Any issues that have arisen are summarised in this section of the report. The full results are contained in appendix D. Figure 5.1 A9 Blackford to Shinafoot Section Extents and Plot 45

46 5.1 Numbers and Severity Ratio There were 39 injury accidents on this section between 2007 and Of these injury accidents 32 were slight, four were serious and three were fatal. It is apparent from Figures and below that the number of injury accidents has fallen over the selected time period from eight in 2007 to three in 2011 with a high of 11 in The percentage of KSI accidents is 18% for the time period 2007 to 2011; this is far lower than for the A9 Keir Roundabout to Inveralmond Roundabout (26%) or the whole of the north east trunk road network (27%). The percentage of fatal injury accidents, however, is high in this section with 8% compared to 4% for the or and 3% for the whole of the north east trunk road network. A9 Blackford to Shinafoot % FATAL SERIOUS SLIGHT 82% 10% Figure A9 Blackford to Shinafoot Injury numbers Figure Severity Ratio 46

47 5.2 Single Vehicle s The injury accidents on the Blackford to Shinafoot section have been filtered to show the single vehicle injury accidents. As shown in Figure 5.2.1, there were 20 injury accidents involving only a single vehicle and 19 involved multiple vehicles. A9 Blackford to Shinafoot Total s FATAL SERIOUS SLIGHT 0 Single Vehicle Multiple Vehicle Year Figure A9 Blackford to Shinafoot Single/Multiple Vehicle s This data has also been compared against the A9 Keir Roundabout to Inveralmond Roundabout and the whole of the north east trunk road network. Figure below shows that there is an issue on the Blackford to Shinafoot section with single vehicle accidents. 51% of injury accidents (20 out of 39) involved a single vehicle on this section compared with 35% on both the A9 Keir Roundabout to Inveralmond Roundabout and the whole of the north east trunk road network. Further analysis indicates there is high confidence level that this is statistically significant (P = 0.05) % 70% 60% 50% 40% 30% 20% 10% 51% single vehicle vs 35% single vehicle BLACKFORD TO SHINAFOOT A9 (NE) WHOLE OF NE 0% Single Vehicle Multiple Vehicle Figure A9 Blackford to Shinafoot, A9 Route and North East Unit Ratio of Single/Multiple Vehicle s 47

48 5.3 Vehicle Type The injury accident data has been filtered by vehicle type to show if there is a problem with a particular vehicle on the Blackford to Shinafoot section. This is shown in Figure below although this omits cars as a vehicle type for clarity Total s FATAL SERIOUS SLIGHT HGV <3.5T Vans/HGV T HGV >7.5T Agricultural PSV 2 Wheel Motorised Pedal Vehicle Type Figure A9 Blackford to Shinafoot Vehicle Types The data has been compared with the data for the A9 Keir Roundabout to Inveralmond Roundabout and with the data for the whole of the north east network and is shown in Figure below. The main issue highlighted by this is the higher proportion of accidents involving HGVs over 7.5T, although the overrepresentation is significantly lower in this section. 20% 15% BLACKFORD TO SHINAFOOT A9 (NE) WHOLE OF NE % 10% 5% 0% HGV <3.5T Van / HGV T HGV >7.5T Agricultural PSV 2 Wheel Motorised Pedal Figure A9 Blackford to Shinafoot, A9 Route and North East Unit Ratio of Vehicle Types 48

49 5.4 Roadside Strikes The injury accidents have been filtered to show only accidents involving a vehicle leaving the carriageway and striking a roadside object (eg. a tree, barrier, lighting column etc.) for the Blackford to Shinafoot section. This has been compared to the data for the and the entire north east trunk road network. There were 22 accidents involving roadside strikes against 17 that did not as shown in Figure below. A9 Blackford to Shinafoot Total s Hit Object Didn't FATAL SERIOUS SLIGHT Left Carriageway and Hit / Didn't Hit Object Figure A9 Blackford to Shinafoot Roadside Strikes The graph below shows a comparison of this data. The Blackford to Shinafoot section has a very high percentage of roadside strikes (56% - 22 out of 39) compared with the (35% - 68 out of 192) and the entire north east trunk road network (31% out of 2158). Further analysis indicates a very high level of confidence that this result is statistically significant (P < 0.01). % 70% 60% 50% 40% 30% 20% 10% BLACKFORD TO SHINAFOOT A9 (NE) WHOLE OF NE 0% Hit Object Didn't Hit Object Figure A9 Blackford to Shinafoot, A9 Route and North East Unit Roadside Strikes 49

50 The data was analysed on a map to determine where the majority of these roadside strikes occurred and filtered again to remove safety barrier strikes. It resulted in the area around the Gleneagles junction being highlighted as shown in Figure below: Figure A9 Gleneagles Area Roadside Strike Plot The data for the Gleneagles section has been compared against the Blackford to Shinafoot section, the and the entire north east trunk road network. The results are shown in Figure below: 50

51 Roadside Strikes Comparison 80% 70% 60% % 50% 40% 30% A9 (NE) WHOLE OF NE Blackford to Shinafoot Gleneagles 20% 10% 0% Hit Object Didn't Hit Object Figure A9 Gleneagles, Blackford to Shinafoot, A9 Route and North East Unit Roadside Strikes Ratios This shows that there is an issue with roadside strikes in the vicinity of the Gleneagles junction that may require further investigation and remedial measures to address the issue. 51

52 5.5 Vehicle Manoeuvres The injury accidents have been filtered by vehicle manoeuvre to show the number of different manoeuvres involved in the various accidents on the Blackford to Shinafoot section. This has been compared to the data for the A9 Keir Roundabout to Inveralmond Roundabout and the entire north east trunk road network. Total s Changing Lane Overtaking Turning Left Turning Right Waiting to go but held up Moving Off 60% KSI Parked Slowing / Stopping FATAL SERIOUS SLIGHT Vehicle Manouevres Figure A9 Blackford to Shinafoot Vehicle Manoeuvres From analysis of this data, shown in Figure 5.5.2, it is apparent that there is an issue with injury accidents involving vehicles turning right. The proportion of this accident type within the Blackford to Shinafoot is similar to that of the entire north east trunk road network. However, the issue is the ratio of KSI accidents within this. 60% (three out of five) of the injury accidents involving vehicles turning right resulted in a serious or fatal injury, compared to 29% (84 out of 286) for injury accidents involving a right turning vehicle on the entire trunk road network. Whilst the numbers for the section are low and therefore statistically insignificant, it does follow the trend of the route. 52

53 16% 14% A9 Blackford to Shinafoot vs Whole of North East BLACKFORD TO SHINAFOOT A9 (NE) WHOLE OF NE 12% 10% % 8% 6% 4% 2% 0% Changing Lane Overtaking Turning Left Turning Right Waiting to go but held up Moving Off Parked Slowing / Stopping Figure A9 Blackford to Shinafoot, A9 Route and North East Unit Ratio of Vehicle Manoeuvres 53

54 5.6 Junction Type The injury accidents have been filtered by junction type to show the number of accidents occurring at each junction type within the Blackford to Shinafoot section. This has been compared to the data for the A9 Keir Roundabout to Inveralmond Roundabout and the entire north east trunk road network, as shown in Figure A9 Blackford to Shinafoot Total s FATAL SERIOUS SLIGHT 0 T or Staggered Junction Y Junction Crossroads Multiple Junction Mini Roundabout Other Junction Roundabout Slip Road Junction Type Figure A9 Blackford to Shinafoot Junction Type Private Drive or entrance As shown on the graph below there is high percentage of accidents occurring at T or Staggered junctions (26% - 10 out of 39) compared with the A9 Keir Roundabout to Inveralmond Roundabout (17% - 32 out of 192) and the entire north east trunk road network (18% out of 2158). 54

55 30% 25% 20% BLACKFORD TO SHINAFOOT A9 (NE) WHOLE OF NE % 15% 10% 5% 0% T or Staggered Junction Y Junction Crossroads Multiple Junction Mini Roundabout Other Junction Roundabout Slip Road Private Drive or entrance Figure A9 Blackford to Shinafoot, A9 Route and North East Unit Ratio of Junction Types The injury accidents involving right turning vehicles at T or staggered junctions within the Blackford to Shinafoot section have been plotted in Figure to identify where they have occurred. This has shown that the issue is caused by two junctions, Auchterarder and Bardrill. Bardrill junction was closed in 2010 therefore this is no longer a concern. Auchterarder junction had an accident remedial measure in the form of a vehicle activated warning sign on the northbound approach to the junction, installed in March In the longer term, there may be scope to restrict right-turn movements at this junction by diverting traffic via the local road network and the nearby A9 Loaninghead Interchange. However, this will require extensive consultation with the Perth and Kinross Council, Police Scotland and local representatives before the feasibility of this can be determined. 55

56 Auchterarder Junction. 4 injury accidents involving right turning vehicles Bardrill Junction. 1 injury accident involving a right turning vehicle Junction Now Closed Figure A9 Blackford to Shinafoot Right Turn s at T Junctions 56

57 6.0 Moving Cursor Analysis 6.1 Moving Cursor Programme - 10 Year Analysis The Moving Cursor Programme (MCP) process is used on an annual basis to identify accident clusters on the trunk road network. It highlights clusters on the network where there have been three or more injury accidents within a 100 metre radius over a three year period, which are then analysed further and used as the basis for the Strategic Road Safety Programme. For the purposes of this exercise the MCP process has been used, but the variables have been manipulated in order to identify any particular collision locations that have existed over a longer time period, with lower accident frequencies. The programme has been run over a 10 year period on the A9 Keir Roundabout to Inveralmond Roundabout. This identified clusters with ten injury accident over the 10 year period. The programme was then altered to show clusters of nine, eight, seven, six and five accidents to provide a prioritised list of cluster sites for the 10 year period from 2002 to Full Results are contained in Appendix E. The results are shown in Figures to below: 57

58 Figure A9 Keir to Inveralmond Revised Moving Cursor Programme Analysis Minimum Cluster Size 10 in 10 Years 58

59 Figure A9 Keir to Inveralmond Revised Moving Cursor Programme Analysis Minimum Cluster Size 8 in 10 Years 59

60 Figure A9 Keir to Inveralmond Revised Moving Cursor Programme Analysis Minimum Cluster Size 7 in 10 Years 60

61 Figure A9 Keir to Inveralmond Revised Moving Cursor Programme Analysis Minimum Cluster Size 6 in 10 Years 61

62 Figure A9 Keir to Inveralmond Revised Moving Cursor Programme Analysis Minimum Cluster Size 5 in 10 Years 62

63 6.2 Moving Cursor Programme - 10 Year Results The Moving Cursor Programme analysis over a 10 year period has yielded 14 injury accident cluster sites in total for the A9 Keir Roundabout to Inveralmond Roundabout section. Of the 14 sites identified only four have not been identified and / or treated through the Strategic Road Safety Programme within the previous five years. This is summarised in Figure below: The remaining sites are: Balhaldie Services Auchterarder Bypass Crieff Road Junction Inveralmond Roundabout Figure A9 Keir to Inveralmond Revised Moving Cursor Programme Analysis Summary of Historical Site Treatments These sites should be investigated and analysed for treatable trends within the accidents. The sites that have already been identified should continue to be monitored through the annual Moving Cursor Programme. 63

64 7.0 Recommendations The accident analysis summarised in sections 3, 4, 5 and 6 of this report has been considered and the further action necessary is detailed below: 7.1 Right Turning Vehicles & T or Staggered Junctions An issue has been identified with vehicles turning right and also with vehicles using T or staggered junctions within the A9 Keir Roundabout to Inveralmond Roundabout section. This issue was also reflected within the Blackford to Shinafoot section, particularly the Auchterarder junction. The main concern over this accident trend is that when accidents occur involving this manoeuvre and / or at this type of junction the accident tends to be of high injury severity (KSI). However as the great majority of these have occurred at locations that have been investigated and, in many cases, treated with accident remedials measures in recent years, it is recommended that this situation is monitored through the standard Moving Cursor Programme process. One location where further investigation is recommended is the Auchterarder junction. As mentioned in section 5.6 there may be scope in the longer term to restrict right-turn manoeuvres at this location. A study to determine the feasibility of this is recommended. 7.2 Gleneagles Roadside Strikes An issue has been identified on the Gleneagles section of the A9 with vehicles leaving the carriageway and striking roadside objects. It is recommended that a study is carried out to assess the feasibility of carrying out remedial measures to remove and / or reduce the severity of these types of accidents. This will likely be through removal of street furniture where possible, provision of safety barriers where necessary and upgrading of posts and columns to be passively safe. 7.3 Large Heavy Goods Vehicles (>7.5T) A trend has been identified with HGVs >7.5T being involved in accidents on the A9 from Keir Roundabout to Inveralmond Roundabout. This is difficult to target with accident remedial measures. Therefore this should be addressed through consultation with the relevant Safety Camera Partnerships and Police Scotland to ensure they are aware of the issue. In addition, this information could be used for a targeted publicity campaign, spearheaded by the A9 Safety Group. 64

65 7.4 Agricultural Vehicles A trend has been identified with agricultural vehicles on the Dunblane to Greenloaning section of the route. A signing review is being carried out for the A9 Keir Roundabout to Inveralmond Roundabout. This should include consideration for improvements that will raise drivers awareness of the amount of agricultural traffic and the numerous farm and field accesses located on the A9 in this location. 7.5 Moving Cursor Sites As stated in section 6, the Moving Cursor Programme process has addressed most of the issues on this section. Only four out of 14 sites identified by extending parameters of the Moving Cursor Programme had not already been identified and / or treated. The remaining four sites are as follows: Balhaldie Services Auchterarder Bypass Crieff Road Junction Inveralmond Roundabout These sites should be investigated and analysed for treatable trends within the injury accidents and, if necessary remedial measures can be installed that will provide an accident saving. 65

66 8.0 Conclusion In conclusion, road safety on the A9 Keir Roundabout to Inveralmond Roundabout seems to compare favorably with the remainder of the north east trunk road network. Injury accident and casualty levels are dropping over the time period considered ( ). There are some accident trends that have been identified and discussed within this report which could potentially be treated with accident remedial measures. However the majority of the issues that have been highlighted by this accident analysis have already been investigated and / or treated within the past six years. 66

67 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /01/ SLIGHT ROUNDABOUT DAYLIGHT: STREET SNOWING (WITHOUT HIGH WINDS) WET / DAMP A / /11/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /06/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /08/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /06/ SLIGHT ROUNDABOUT A / /08/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /11/ SLIGHT ROUNDABOUT A / /08/ SLIGHT ROUNDABOUT RAINING (WITHOUT WET / DAMP A / /12/ SLIGHT ROUNDABOUT DAYLIGHT: STREET WET / DAMP A / /06/ SERIOUS ROUNDABOUT DAYLIGHT: STREET A / /01/ SLIGHT ROUNDABOUT DAYLIGHT: STREET WET / DAMP

68 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /07/ SLIGHT ROUNDABOUT A / /02/ SLIGHT ROUNDABOUT DAYLIGHT: STREET WET / DAMP A / /11/ SLIGHT ROUNDABOUT DAYLIGHT: STREET UNKNOWN A / /02/ SLIGHT ROUNDABOUT WET / DAMP A / /03/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /07/ SERIOUS A / /02/ SLIGHT A / /07/ SLIGHT ROUNDABOUT A / /12/ SLIGHT WET / DAMP A / /02/ SLIGHT DARKNESS: NO FROST / ICE A / /01/ SLIGHT RAINING (WITHOUT WET / DAMP

69 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /07/ SLIGHT A / /06/ SLIGHT A / /08/ SERIOUS DAYLIGHT: STREET A / /11/ SERIOUS DARKNESS: NO A / /06/ SLIGHT ROUNDABOUT DAYLIGHT: STREET LIGHTING UNKNOWN UNKNOWN A / /05/ SERIOUS A / /08/ SERIOUS SLIP ROAD A / /04/ SLIGHT A / /10/ SERIOUS A / /10/ SERIOUS DARKNESS: NO A / /08/ SLIGHT

70 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /04/ SLIGHT A / /10/ SLIGHT OTHER RAINING WITH HIGH WINDS WET / DAMP A / /02/ SLIGHT DARKNESS: NO A / /05/ SERIOUS A / /04/ SLIGHT A / /02/ SERIOUS OTHER DARKNESS: NO WET / DAMP A / /06/ SERIOUS A / /03/ SLIGHT DARKNESS: NO A / /03/ SERIOUS A / /02/ SLIGHT USING PRIVATE DRIVE OR ENTRANCE A / /06/ SERIOUS WET / DAMP

71 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /09/ SLIGHT DARKNESS: STREET LIGHTING UNKNOWN A / /09/ SLIGHT USING PRIVATE DRIVE OR ENTRANCE DARKNESS: NO A / /10/ SLIGHT RAINING WITH HIGH WINDS WET / DAMP A / /02/ SLIGHT SLIP ROAD A / /06/ SLIGHT DARKNESS: NO A / /05/ SERIOUS SLIP ROAD DARKNESS: NO RAINING (WITHOUT WET / DAMP A / /11/ SLIGHT A / /06/ SLIGHT DARKNESS: STREET AND LIT A / /09/ SERIOUS DARKNESS: STREET RAINING (WITHOUT AND LIT WET / DAMP A / /11/ SLIGHT DARKNESS: STREET AND LIT WET / DAMP A / /08/ SLIGHT USING PRIVATE DRIVE OR ENTRANCE

72 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /07/ SLIGHT A / /01/ SLIGHT DARKNESS: NO OTHER FROST / ICE A / /05/ SERIOUS USING PRIVATE DRIVE OR ENTRANCE A / /06/ SLIGHT A / /06/ SERIOUS "T" OR STAGGERED DAYLIGHT: STREET RAINING (WITHOUT WET / DAMP A / /10/ SERIOUS "T" OR STAGGERED DAYLIGHT: STREET A / /11/ SERIOUS "T" OR STAGGERED DAYLIGHT: STREET A / /12/ SERIOUS "T" OR STAGGERED DAYLIGHT: STREET WET / DAMP A / /09/ SLIGHT DAYLIGHT: STREET A / /01/ SLIGHT RAINING (WITHOUT WET / DAMP A / /02/ SLIGHT "T" OR STAGGERED

73 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys A / /01/ SLIGHT Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition FLOOD (SURFACE WATER OVER 3CMS (1 INCH) DEEP ) A / /01/ SLIGHT SLIP ROAD DARKNESS: NO A / /04/ SLIGHT "T" OR STAGGERED DARKNESS: NO RAINING (WITHOUT WET / DAMP A / /12/ SLIGHT FROST / ICE A / /06/ SLIGHT RAINING (WITHOUT WET / DAMP A / /05/ SERIOUS A / /07/ SLIGHT A / /10/ SLIGHT DARKNESS: NO RAINING (WITHOUT WET / DAMP A / /12/ SLIGHT SNOW A / /11/ SERIOUS "T" OR STAGGERED DARKNESS: NO WET / DAMP A / /09/ SLIGHT USING PRIVATE DRIVE OR ENTRANCE

74 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /08/ SLIGHT FINE WITH HIGH WINDS A / /03/ SLIGHT A / /08/ SLIGHT A / /05/ FATAL DAYLIGHT: STREET A / /10/ SLIGHT DARKNESS: STREET AND LIT WET / DAMP A / /05/ SLIGHT "T" OR STAGGERED DARKNESS: STREET AND LIT A / /03/ SLIGHT "T" OR STAGGERED DAYLIGHT: STREET FROST / ICE A / /10/ SERIOUS "T" OR STAGGERED DARKNESS: STREET AND LIT A / /03/ SLIGHT SLIP ROAD DAYLIGHT: STREET A / /04/ SLIGHT "T" OR STAGGERED DARKNESS: STREET AND LIT A / /01/ FATAL "T" OR STAGGERED DARKNESS: STREET AND LIT

75 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /07/ SLIGHT "T" OR STAGGERED DAYLIGHT: STREET A / /06/ SLIGHT DAYLIGHT: STREET A / /12/ SLIGHT SLIP ROAD DARKNESS: NO WET / DAMP A / /12/ SLIGHT RAINING (WITHOUT FROST / ICE A / /12/ SLIGHT RAINING (WITHOUT FROST / ICE A / /12/ SLIGHT OTHER FROST / ICE A / /07/ SLIGHT A / /06/ SLIGHT A / /07/ SERIOUS WET / DAMP A / /01/ FATAL DARKNESS: NO RAINING (WITHOUT WET / DAMP A / /01/ SLIGHT SNOWING (WITHOUT HIGH WINDS) SNOW

76 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /04/ SLIGHT A / /02/ SLIGHT USING PRIVATE DRIVE OR ENTRANCE DAYLIGHT: STREET A / /07/ SLIGHT WET / DAMP A / /02/ SLIGHT A / /09/ SLIGHT A / /03/ SLIGHT A / /06/ SLIGHT "T" OR STAGGERED DAYLIGHT: STREET A / /05/ SLIGHT "T" OR STAGGERED DAYLIGHT: STREET A / /10/ SLIGHT "T" OR STAGGERED DAYLIGHT: STREET A / /03/ SERIOUS "T" OR STAGGERED DAYLIGHT: STREET A / /11/ SERIOUS DARKNESS: NO RAINING (WITHOUT WET / DAMP

77 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /02/ SLIGHT SNOWING (WITHOUT HIGH WINDS) SNOW A / /01/ SLIGHT "T" OR STAGGERED RAINING (WITHOUT SNOW A / /10/ SLIGHT DAYLIGHT: STREET A / /12/ FATAL DARKNESS: NO FOG (OR MIST IF HAZARD) WET / DAMP A / /07/ SLIGHT "T" OR STAGGERED WET / DAMP A / /02/ SLIGHT "T" OR STAGGERED DARKNESS: NO A / /10/ FATAL "T" OR STAGGERED DARKNESS: NO A / /01/ SLIGHT "T" OR STAGGERED A / /09/ SERIOUS "T" OR STAGGERED A / /12/ SLIGHT DARKNESS: NO FROST / ICE A / /04/ SLIGHT

78 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /07/ SERIOUS A / /05/ SLIGHT A / /12/ SLIGHT DARKNESS: NO WET / DAMP A / /07/ SLIGHT RAINING (WITHOUT WET / DAMP A / /02/ SLIGHT DARKNESS: NO A / /06/ SLIGHT A / /08/ SLIGHT A / /07/ SLIGHT RAINING (WITHOUT WET / DAMP A / /02/ SLIGHT "T" OR STAGGERED DARKNESS: NO RAINING (WITHOUT WET / DAMP A / /12/ SLIGHT "T" OR STAGGERED DARKNESS: NO WET / DAMP A / /10/ SLIGHT "T" OR STAGGERED DARKNESS: NO

79 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /03/ SLIGHT "T" OR STAGGERED A / /08/ SLIGHT A / /12/ SLIGHT SNOW A / /01/ SERIOUS A / /07/ SERIOUS DARKNESS: NO A / /03/ FATAL "T" OR STAGGERED DARKNESS: NO RAINING (WITHOUT WET / DAMP A / /05/ FATAL A / /04/ SERIOUS RAINING (WITHOUT FLOOD (SURFACE WATER OVER 3CMS (1 INCH) DEEP ) A / /12/ SLIGHT DARKNESS: NO FROST / ICE A / /01/ SLIGHT "T" OR STAGGERED RAINING (WITHOUT WET / DAMP A / /05/ SLIGHT "T" OR STAGGERED

80 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /11/ FATAL "T" OR STAGGERED DARKNESS: NO WET / DAMP A / /09/ SLIGHT "T" OR STAGGERED A / /01/ SLIGHT DARKNESS: NO WET / DAMP A / /05/ SLIGHT USING PRIVATE DRIVE OR ENTRANCE A / /10/ SLIGHT RAINING (WITHOUT WET / DAMP A / /12/ SLIGHT DARKNESS: NO WET / DAMP A / /11/ SLIGHT A / /02/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /08/ SLIGHT DAYLIGHT: STREET A / /03/ SLIGHT ROUNDABOUT A / /05/ SLIGHT ROUNDABOUT DAYLIGHT: STREET

81 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /11/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /05/ SLIGHT ROUNDABOUT DAYLIGHT: STREET RAINING (WITHOUT WET / DAMP A / /07/ SERIOUS ROUNDABOUT DAYLIGHT: STREET A / /01/ SLIGHT ROUNDABOUT DAYLIGHT: STREET WET / DAMP A / /04/ SLIGHT ROUNDABOUT DAYLIGHT: STREET FOG (OR MIST IF HAZARD) A / /06/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /06/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /06/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /06/ SERIOUS A / /06/ SLIGHT A / /04/ SLIGHT RAINING (WITHOUT RAINING (WITHOUT FLOOD (SURFACE WATER OVER 3CMS (1 INCH) FLOOD DEEP ) (SURFACE WATER OVER 3CMS (1 INCH) DEEP )

82 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /07/ SLIGHT ROUNDABOUT DARKNESS: STREET AND LIT A / /05/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /05/ SLIGHT DAYLIGHT: STREET A / /09/ SLIGHT ROUNDABOUT DARKNESS: STREET AND LIT WET / DAMP A / /01/ SERIOUS ROUNDABOUT DARKNESS: STREET AND LIT FOG (OR MIST IF HAZARD) WET / DAMP A / /02/ SERIOUS ROUNDABOUT DAYLIGHT: STREET A / /07/ SERIOUS ROUNDABOUT DAYLIGHT: STREET A / /09/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /03/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /07/ SERIOUS DAYLIGHT: STREET A / /10/ SERIOUS ROUNDABOUT DAYLIGHT: STREET WET / DAMP

83 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /04/ SERIOUS ROUNDABOUT DARKNESS: STREET AND LIT A / /04/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /02/ SLIGHT DARKNESS: NO RAINING (WITHOUT WET / DAMP A / /02/ SLIGHT WET / DAMP A / /12/ SERIOUS SLIP ROAD WET / DAMP A / /06/ SERIOUS A / /03/ SLIGHT A / /03/ SLIGHT DARKNESS: NO A / /01/ SERIOUS DARKNESS: STREET AND LIT WET / DAMP A / /02/ SLIGHT A / /04/ SLIGHT

84 APPENDIX A Road Name Section Code Metres Uid Code Easting Northing Date Time Severity Speed Limit Number Of Casualtys Number Of Vehicles Junction Detail Light Conditions Weather Road Surface Condition A / /10/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /08/ SLIGHT DAYLIGHT: STREET RAINING (WITHOUT WET / DAMP A / /11/ SLIGHT DARKNESS: NO WET / DAMP A / /06/ SLIGHT ROUNDABOUT DAYLIGHT: STREET A / /10/ SLIGHT ROUNDABOUT DARKNESS: STREET AND LIT

85 APPENDIX B Whole of North East Trunk Road Network FATAL SERIOUS SLIGHT TOTAL FATAL SERIOUS SLIGHT TOTAL Total ,611 2,158 4% 22% 74% 4% 22% 75% FATAL SERIOUS SLIGHT TOTAL FATAL SERIOUS SLIGHT TOTAL Single Vehicle % % Multiple Vehicle % , % FATAL SERIOUS SLIGHT TOTAL FATAL SERIOUS SLIGHT TOTAL HGV <3.5T % % HGV T % % HGV >7.5T % % Agricultural % % PSV % % 2 Wheel Motorised % % Pedal % % Car % %

86 APPENDIX B FATAL SERIOUS SLIGHT TOTAL FATAL SERIOUS SLIGHT TOTAL Fine (without high winds) % % Fine (with high winds) % % Fog % % Other % % Raining (without high winds) % % Raining (with high winds) % % Snowing (without high winds) % % Snowing (with high winds) % % Unknown % % FATAL SERIOUS SLIGHT TOTAL FATAL SERIOUS SLIGHT TOTAL? % % Dry % % Flood % % Frost / Ice % % Mud % % Oil / Diesel % % Snow % % Unknown % % Wet / Damp % % FATAL SERIOUS SLIGHT TOTAL FATAL SERIOUS SLIGHT TOTAL Under % % % % % %

87 APPENDIX B FATAL SERIOUS SLIGHT TOTAL FATAL SERIOUS SLIGHT TOTAL Towing Vehicle Involved % % Not Involving Towing Vehicle % , % FATAL SERIOUS SLIGHT TOTAL FATAL SERIOUS SLIGHT TOTAL Left Carriageway and Hit Object % % Didn't % , % FATAL SERIOUS SLIGHT TOTAL FATAL SERIOUS SLIGHT TOTAL Going Ahead % % Changing Lane % % Overtaking % % Turning Left % % Turning Right % % Waiting to go but held up % % Moving Off % % Parked % % Slowing / Stopping % % FATAL SERIOUS SLIGHT TOTAL FATAL SERIOUS SLIGHT TOTAL Not at or within 20m of junction % % T or Staggered Junction % % Y Junction % % Crossroads % % Multiple Junction % % Mini Roundabout % % Other Junction % % Roundabout % % Slip Road % % Private Drive or entrance % %

88 APPENDIX C A9 Dunblane to Greenloaning FATAL SERIOUS SLIGHT TOTAL Total % 27% 73% FATAL SERIOUS SLIGHT TOTAL Single Vehicle % Multiple Vehicle % FATAL SERIOUS SLIGHT TOTAL HGV <3.5T % HGV T % HGV >7.5T % Agricultural % PSV % 2 Wheel Motorised % Pedal % Car % FATAL SERIOUS SLIGHT TOTAL Fine (without high winds) % Fine (with high winds) % Fog % Other % Raining (without high winds) % Raining (with high winds) % Snowing (without high winds) % Snowing (with high winds) % Unknown % FATAL SERIOUS SLIGHT TOTAL? % Dry % Flood % Frost / Ice % Mud % Oil / Diesel % Snow % Unknown % Wet / Damp %

89 APPENDIX C FATAL SERIOUS SLIGHT TOTAL Under % % % FATAL SERIOUS SLIGHT TOTAL Towing Vehicle Involved % Not Involving Towing Vehicle % FATAL SERIOUS SLIGHT TOTAL Hit Object % Didn't % FATAL SERIOUS SLIGHT TOTAL Going Ahead % Changing Lane % Overtaking % Turning Left % Turning Right % Waiting to go but held up % Moving Off % Parked % Slowing / Stopping % FATAL SERIOUS SLIGHT TOTAL Not at or within 20m of junction % T or Staggered Junction % Y Junction % Crossroads % Multiple Junction % Mini Roundabout % Other Junction % Roundabout % Slip Road % Private Drive or entrance %

90 APPENDIX D A9 Blackford to Shinafoot FATAL SERIOUS SLIGHT TOTAL Total % 10% 82% Total FATAL SERIOUS SLIGHT TOTAL Single Vehicle % Multiple Vehicle % FATAL SERIOUS SLIGHT TOTAL HGV <3.5T % HGV T % HGV >7.5T % Agricultural % PSV % 2 Wheel Motorised % Pedal % Car % FATAL SERIOUS SLIGHT TOTAL Fine (without high winds) % Fine (with high winds) % Fog % Other % Raining (without high winds) % Raining (with high winds) % Snowing (without high winds) % Snowing (with high winds) % Unknown % FATAL SERIOUS SLIGHT TOTAL? % Dry % Flood % Frost / Ice % Mud % Oil / Diesel % Snow % Unknown % Wet / Damp %

91 APPENDIX D FATAL SERIOUS SLIGHT TOTAL Under % % % FATAL SERIOUS SLIGHT TOTAL Towing Vehicle Involved % Not Involving Towing Vehicle % FATAL SERIOUS SLIGHT TOTAL Hit Object % Didn't % FATAL SERIOUS SLIGHT TOTAL Going Ahead % Changing Lane % Overtaking % Turning Left % Turning Right % Waiting to go but held up % Moving Off % Parked % Slowing / Stopping % FATAL SERIOUS SLIGHT TOTAL Not at or within 20m of junction % T or Staggered Junction % Y Junction % Crossroads % Multiple Junction % Mini Roundabout % Other Junction % Roundabout % Slip Road % Private Drive or entrance %

92 APPENDIX E 1 General analysis - Using a radius of 100 metres & a minimum cluster size of 5 s: Between 01/Jan/2002 and 31/Dec/2011area = north east unit (2), Road: (A9) Cluster 1. Possible cluster centred at / Eastings: Northings: Coll. ref No. Easting Northing Road Junction Detail Severity Surface Date and Time E A9 (10403/05) ROUNDABOUT SERIOUS FROST / ICE 2-Jan-2002 at 0955 E A9 (10403/05) ROUNDABOUT SLIGHT WET / DAMP 20-Jan-2002 at 1450 E A9 (10403/05) ROUNDABOUT SLIGHT WET / DAMP 19-May-2002 at 0445 E A9 (10403/05) 20 METRES SLIGHT WET / DAMP 20-Jul-2002 at 1445 OF E A9 (10403/05) ROUNDABOUT SLIGHT 28-Sep-2002 at 0745