Road Casualties in Norfolk 2014

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1 Road Casualties in Norfolk 2014 Prepared by:- Road Casualty Reduction Partnership Board Norfolk County Council County Hall Martineau Lane Norwich Norfolk NR1 2SG

2 Author of Report:- (Title) (Name) Analyst Road Casualty Reduction Josh Robotham Reviewed by:- (Title) (Name) Principal Epidemiologist Public Health Dr. Kadhim Alabady Authorised by:- (Title) (Name) Team Manager Network Management (Safety) Dave Stephens File Reference: 11/02/2015 Version 2 Issue Status: Final Page 1

3 Contents Executive summary... 5 Key findings... 6 Young drivers (age 17-25)... 7 Motorcyclists... 8 Pedestrians... 9 Pedal cyclists Older drivers Abbreviations Introduction Aim and purpose Strategic Framework for Road Safety Overview Population updates Road use Socio-economic characteristics of road casualties Comparative counties Public satisfaction with road safety Road safety education, training and publicity Road traffic collisions and emergency services Police Ambulance Fire and Rescue Young drivers Overview Young car driver collision numbers and trends Who are young car drivers? Who are injured in accidents involving young car drivers? When do accidents involving young car drivers happen? Where do accidents involving young car drivers take place? Why do accidents involving young car drivers happen? Key findings Motorcyclists Motorcycle licensing and road use Motorcycle rider casualty numbers and trends Who are injured as motorcycle riders in road accidents? When do accidents involving motorcyclists happen? Page 2

4 3.5. Where do accidents involving motorcycle riders take place? What are the accident circumstances? Why do accidents involving motorcycle riders happen? Key findings Pedestrians Overview Pedestrian casualties Who are injured as pedestrians in road accidents? When do accidents involving pedestrians happen? Where do accidents involving pedestrians take place? What are the accident circumstances? Why do accidents involving pedestrians happen? Key findings Pedal cyclists Overview Pedal cycle casualties Who are injured as pedal cyclists in road accidents? When do accidents involving pedal cyclists happen? Where do accidents involving pedal cyclists take place? What are the accident circumstances? Why do accidents involving pedal cyclists happen? Key findings Older drivers Overview Older car driver collision numbers and trends Who are older car drivers? Who is injured in accidents involving older car drivers? When do accidents involving older car drivers happen? Where do accidents involving old car drivers take place? Why do accidents involving old car drivers happen? Key findings Drug and alcohol impaired driving and collision involvement Review of existing studies and available data Alcohol Drugs and medicines Changes to the drug driving law Prevalence of drug and alcohol use Page 3

5 Health profiles Reported road collisions and casualties Introduction Alcohol Drugs and medicines Hospital admissions and mortality Enforcement Alcohol Drugs Key findings Glossary Sources of data References Appendices Appendix 1: Population estimates by gender and age group as a proportion of the total county population. Norfolk, Appendix 2: Moped and motorcycle rider development Appendix 3: Mosaic Public Sector Groups Appendix 4: International Classification of Diseases (ICD10) - land transport accidents coding Acknowledgements Contact information Page 4

6 Executive summary About this report This report has been prepared by Norfolk County Council as an update to the Road Casualty Reduction Baseline Report The report will provide a summary of data updates which are available to support the work of the newly formed Road Casualty Reduction Partnership (RCRP) and its sub-groups. The RCRP Board are able to consider matters at a more strategic level, for instance setting targets, directing allocation of resources and monitoring of performance, with the Key Target sub-groups overseeing progress of operational engagements. This report brings together data in a format which relates specifically to key target road user groups. A key objective is to support the evidence-led targeting of resources by the RCRP through improved data-sharing around the identification and evaluation of current Business Plan actions. RCRP business planning The Partnership organisations have a shared target to reduce the number of people killed and seriously injured on Norfolk s roads. Following the formation of new governance structures it is necessary that the strategic engagement and tactical delivery of interventions should be undertaken by a wider range of partners using the collective resources and opportunities available. The new Business Plan reflects the focus by partners on the key target road user groups, namely younger drivers, motorcyclists, older drivers and a new group comprising of pedestrians and cyclists and includes the continuation of the initiative developed last year that has started to deliver a series of interventions to improve the safety of adult cyclists. These new series of interventions build upon the success of the Keep Your Mind on the Road countywide media campaign that was launched during 2013 which sought to increase community and business engagement in helping to reduce road casualties or the adverse effects of anti-social road use. Engagement with the RCRP by partners has been good, although there are some organisations which should be encouraged to send representatives to engage with relevant sub-groups, such as Children s Services, which could add to the effectiveness of the vulnerable road user sub-group. The current direction and governance arrangements for Norfolk strongly reflect the themes set out in the Government s Strategic Framework for Road Safety which called for a public health style of approach for delivering road safety outcomes. Highlighted in this report is the on-going need to review strategic directions around casualty reduction, as exemplified in the following extract: National research commissioned by PACTS in 2013 found that for pedestrians the majority of failings are down to simple inattention or carelessness and without improving respect for the roads and people s attention through education and training the most effective way to reduce these injuries would be to reduce vehicle speeds or provide better segregation 1. This highlights that the board has a role to keep the strategic direction of road safety under scrutiny. To support this future update reports will incorporate summary reviews of relevant published reports. Conclusions This report describes information which helps to address the targeting of road casualty reduction actions for Norfolk. A summary of the key findings follows in the next section. 1 Road Safety Analysis (2013). Stepping Out. Page 5

7 Key findings Findings relating to specific road user groups from the 2013 baseline report 2 still stand. Data for key target groups identified in the previous report have been updated for one year. In many cases one year s worth of data may not be enough to act upon in terms of planning but it will provide a picture of changes since baseline figures were calculated. It is recommended that RCRP subgroups use the related sections within this report to improve intervention targeting and evaluation. In addition to data updates, preliminary findings have been identified for the RCRP sub-groups. Representatives from partnership organisations have begun to contribute to the groups and these are now working effectively towards fulfilling business plan aims. It is expected that full recommendations from the sub-groups will be provided in the 2015 update report. Overall key findings are listed below: In addition to local data there is a wealth of other research carried out at national and international levels which need to be reviewed and considered in relation to be board s and the sub-group s information requirements. Future update reports will therefore provide a summary literature review focused around the work of the sub-groups. There are existing sources of data identified in the previous report which could reveal the success of reaching the sub-group target audiences, such as demographic details of attendees of young driver education or older driver schemes. This information still needs to be shared within the partnership in order to identify success of targeting relevant high-risk groups. Stagnating use of the roads and increases in casualties meant that the rate of KSI casualties per kilometre travelled on major roads increased in Norfolk in For the first time in five years the rate was in line with the England average, previously it had been below this. Following analysis of population structure and road networks, four county areas have been chosen to compare road casualty numbers with Norfolk. These are: Somerset, Suffolk, Lincolnshire and Gloucestershire. A Review of Drink and Drug Driving Law by Sir Peter North in June 2010 set out recommendations to the government to improve collected evidence. The report found that current knowledge of the impact of medical conditions on driving standards was inadequate amongst health care professionals. As such, there is the potential to give better advice on the possible impairing effects of these medicines, both on the part of healthcare professionals and to purchasers of over-the-counter medicines. There is currently little evidence available on the number of people who drive while using medicines which may impair their ability to drive. The rate of KSI casualties in the least deprived quintile of Norfolk residents was higher than other groups in 2013 but this could have been caused by a blip. Overall the rates were significantly higher than England across all deprivation groups apart from the most deprived quintile. These higher rates may reflect the rural nature of the county. 2 Report available: Page 6

8 Nationally, young car drivers travelled a third less in 2013 than they did in This was part of a wider trend of less distance travelled by all modes of transport in the younger age groups. This reduction in distance travelled coincided with a reduction in the number of KSI casualties in 2013 compared to the baseline period in Norfolk. Although young people travelled less as car drivers they were still significantly overrepresented in KSI collisions. Norfolk has not performed as well as other comparison authorities. In 2013 the number of KSI PTW (powered two wheeler) casualties per kilometre travelled was higher in Norfolk than in Suffolk, which has not happened since There is continuing lack of progress on the baseline for KSI pedestrians in Norfolk. There were 56 KSI pedestrian casualties in the year up to March 2014; this is still below the baseline of 59.6, but well above the 2020 projected reduction of casualties of one third. There has been a slow rise in the number of KSI pedal cyclist casualties in Norwich since The fluctuation in the overall number of KSI pedal cycle riders in Norfolk has been as a result of accidents outside of Norwich. The poor improvement of the number of older vehicle drivers involved in road accidents in Norfolk over the last decade has meant that there has been an increase in the proportion of drivers involved in collisions who are from the older age groups. Nationally, the total distance travelled by older car drivers has decreased in the last decade. Local figures are not known but an increase in the number of older people living in Norfolk over the same time period could have been a reason for the poor progress in KSI involvement numbers for the older age groups. Young drivers (age 17-25) Engagement with Norfolk and Suffolk Constabulary has been good following the introduction of RCRPB but further information relating to road traffic offenders needs to be provided to the partnership. The Office for the Police and Crime Commissioner (OPCC) will be hosting a PHD intern during 2015 to carry out work within the partnership relating to people involved in road collisions who are known to police as offenders. In 2013 there were 69 collisions with killed or seriously injured (KSI) casualties involving persons aged as a car driver in at least one vehicle in the collision (21% of KSI collisions) in Norfolk. From these collisions there were 92 KSI casualties (23% of all KSI casualties). (section 2.2.) 76 car drivers involved in KSI collisions were aged 17 to 25 in 2013 (13% of all drivers/riders involved in KSI collisions). 47 (62%) of these were male and 29 (38%) were female. (section 2.2.) 41% of accidents involving a young car driver occurred on a Friday or Saturday in (section 2.5.) Page 7

9 There has been no significant change in deprivation profiles of younger drivers in collisions compared with the baseline. The highest involvement rates are still for people from the middle deprivation quintile of areas. (section 2.3.) There were no significant differences in collision involvement rates from young populations resident in each district in Norfolk in Rates had increased in every district apart from Broadland and King s Lynn and West Norfolk. (section 2.3.) Young drivers involved in KSI collisions are still most commonly residents of isolated rural communities. This group has grown the most in terms of collision involvement along with residents of small and mid-sized towns with strong local roots. (section 2.3.) Around 40% of those KSI in young driver collisions are the young driver themselves. Their passengers were more likely to be the same age and gender. (section 2.4.) Collisions involving younger car drivers are more likely to have more seriously injured passengers and young car driver KSI collisions are more likely to involve only a single vehicle. (section 2.4.) The loss of control, slippery road due to weather, careless/reckless and too fast for the conditions contributory factors were twice as likely to be assigned to younger car drivers involved in collisions as car drivers aged 26 and above. (section 2.7.) Motorcyclists The number of motorcycles registered to owners in Norfolk has been in decline since 2009, as has the total distance travelled by motorcycles on the roads in the county. This could be due to multiple factors such as economic conditions or poor weather conditions which motorcycle use is heavily reliant on. Changes in these factors could mean an increase in the number of KSI casualties from this group. (section 3.1.) The annual number of reported KSI motorcycle rider casualties has decreased since 2000 but increased in 2013 following five years of reductions. (section 3.2.) The number of KSI motorcycle users in the county rose from 80 in 2012 to 104 in Although the recent rise in the number of KSI motorcycle casualties has been a cause for concern it is not unusual for the annual number of motorcycle casualties to fluctuate. It is not known if the current rise will turn into a sustained increase. (section 3.2.) Younger motorcycle riders are still the largest contributors to motorcycle KSI numbers. Those aged were involved in 42 of 106 motorcycle KSI collisions (40%) in (section 3.3.) In the five years up to 2013 the increase in the number of KSI casualties has come from people under the age of 20 who use motorcycles with engine sizes of 125cc and below and people aged between 30 and 44 who use machines larger than 125cc. (section 3.3.) People living in areas categorised by Mosaic as Residents of small and mid-sized towns with strong local roots, residents of isolated rural communities, couples and young singles in small modern starter homes and residents with sufficient incomes in right-to-buy social Page 8

10 housing were overrepresented as motorcycle KSI casualties compared to the population. (section 3.3.) More KSI motorcycle casualties occurred on Saturday or Sunday on average. There was no defined pattern of KSI casualties on weekdays in the period although there was a spike in the number of casualties at 5pm, when almost 9% of all motorcycle KSI casualties occurred. Casualties were more likely occur in the afternoon on the weekends, there was a peak in the number of KSI casualties at 3pm on weekends. (section 3.4.) There were more KSI casualties in the summer months from motorcycles with engine sizes above 125cc. Users of motorcycles with engine sizes smaller than 125 cc were not as likely to be involved as KSIs in the summer months, which might be because these users are not influenced by the season. (section 3.4.) In 2013 the contributory factor failed to look properly was most commonly attributed to vehicles involved in collisions with a killed or seriously injured motorcyclist. This contributory factor was assigned to 13% of motorcycles involved in KSI accidents in 2013, and 48% of other vehicles involved in P2W KSI accidents. (section 3.7.) Pedestrians Pedestrian KSI represented 15% of the county total in The rise in pedestrian KSI seen in Norfolk from 2011 onwards has been due to a sustained increase in KSI casualties outside of Norwich, with Breckland and Broadland seeing the greatest increases in the 2012/13 period compared with 2007/11 (by around 3 extra KSI pedestrians annually). (section 4.2.) Pedestrian KSI involvements are more skewed towards males than other modes of transport. In 2013 men accounted for 61% of all pedestrian casualties, 73% of KSI casualties and 60% of fatalities. To put this into context the equivalent figures for all road users was 59%, 68% and 55% respectively. (section 4.3.) Compared with the baseline the crude rate of killed or seriously injured pedestrian casualties per 100,000 people increased across all age nearly groups - especially for people aged (from 3.8 to 7.6) and those aged 0-15 (from 8.3 to 11.0). (section 4.3.) In 2013 children (aged 0-15) had the highest rate of KSI pedestrian road casualties per 100,000 population (11), and one of the highest rates for pedestrian casualties of all severities (47). Pedestrians made up 59% of child KSI casualties and 39% of all casualties which had increased from the period where child pedestrian casualties made up 43% of child KSI and 31% of all severity casualties. (section 4.3.) There are inequalities apparent between different socioeconomic groups in Norfolk. KSI pedestrians were most frequently from the most deprived quintile of areas in (section 4.3.) Compared with the baseline period there were casualty number increases of around 50% in the mosaic groups: residents of isolated rural communities, residents of small and mid-sized towns with strong local roots and elderly people reliant on state support in (section 4.3.) Page 9

11 There continues to be a higher rate of KSI casualties for Norwich residents in 2013, and South Norfolk also did not perform well, although this may not be of concern as it could be just a blip. (section 4.3.) Pedestrians are more likely to be at fault in accidents. 48% of KSI collisions with pedestrian injury had contributory factors assigned to pedestrians in 2013 compared with 24% for vehicles in those collisions. (section 4.7.) Pedal cyclists There has been an increase in KSI casualties across Norfolk since 2010, with the highest proportional increase seen in Great Yarmouth (from 0 to 7 KSI casualties between 2010 and 2013). (section 5.2.) In 2013 young adults (aged 16-25) had the highest rate of pedal cyclist road casualties per 100,000 population overall (63) but not the highest rate of KSI casualties year olds had the highest rate of KSI casualties in 2013 (7). (section 5.3.) There was a decrease in the proportion of child casualties who were pedal cyclist casualties in 2013 compared to the average. Pedal cyclists accounted for 24% of KSI and 21% of all child casualties in , but only accounted for 11% of KSI and 15% of all child casualties in (section 5.3.) Males accounted for 77% of all pedal cyclist casualties, and 83% of pedal cyclist KSI casualties in 2013 (the equivalent figures for all road users were 59% and 68% respectively). (section 5.3.) Pedal cyclist casualties were most frequently from the most deprived quintile of areas in Norfolk. In the baseline and in 2013 the highest rate of KSI pedal cyclist road casualties per 100,000 people was seen in the most deprived quintile of areas (4.5 and 3.6 respectively). (section 5.3.) Wealthy people living in the most sought after neighbourhoods, young, well-educated city dwellers and young people renting flats in high density social housing were the Mosaic groups most overrepresented as pedal cyclist casualties in Norfolk in the period. (section 5.3.) The rate of KSI pedal cyclist casualties per population increased in nearly all districts in 2013 compared to the baseline average there were small decreases in Breckland and King s Lynn and West Norfolk. (section 5.3.) The rate of KSI pedal cyclist casualties per 100,000 population was highest in Norwich in 2013 (8.2) followed by Broadland and South Norfolk (4.0), Great Yarmouth and North Norfolk (2.0), Breckland (0.8) and King s Lynn and West Norfolk (0.7). (section 5.3.) Pedal cyclist casualties most frequently occur on weekdays 85% of all pedal cyclist casualties occurred on weekdays in 2013 and 84% of KSI pedal cyclist casualties occurred on weekdays. Pedal cyclist casualties were most likely to occur on Wednesday (18% of casualties), and KSI casualties were most likely to occur on a Friday (22% of KSI casualties). (section 5.4.) Page 10

12 There were more pedal cyclist casualties in September than any other month of the year in % of pedal cyclist casualties occurred in September. There was also a smaller peak in July, in which 11% of casualties occurred. (section 5.4.) Cyclists have been less likely to be at fault for their accidents during the increase in KSI cycle casualty numbers. There was a decrease in the number of accident contributory factors (used as a proxy for blameworthiness) assigned to cyclists in both Norwich and the rest of Norfolk between the low KSI casualty point in 2010 compared with (section 5.7.) Older drivers Although there are a smaller number of older drivers involved in collisions compared with other age groups the numbers are not declining by the same amount. The number of KSI casualties fromaccidents involving older drivers has increased since a low point in the year to June There were 49 vehicles driven by older drivers involved in KSI accidents in 2013 this was a 2% rise on the average figure (by comparison the total number of vehicles involved in KSI accidents decreased by 41% during the same time period). (section 6.1.) There was an increase in the rate of older driver collision involvement per head of population across all deprivation groups in Norfolk, especially for those not in the least deprived group. (section 6.3.) There were large increases in the rate of older driver involvement per head of population in King s Lynn and West Norfolk and South Norfolk. There were also increases in Breckland and Broadland. (section 6.3.) Mosaic profiles of older drivers involved have not changed. 80% of drivers involved in collisions were from the four groups: residents of isolated rural communities, residents of small and mid-sized towns with strong local roots, active elderly people living in pleasant retirement locations and successful professionals living in suburban or semi-rural homes. (section 6.3.) There was a reduction in KSI casualties from collisions involving older drivers in North Norfolk and Great Yarmouth (by 47% and 67% respectively), but an increase in King s Lynn and West Norfolk (by 28%), Breckland and Broadland (by 44% and 32%). (section 6.6.) Car drivers aged 70+ were more likely to have failed to look properly (33%), failed to judge other persons path or speed (15%) and poor turn or manoeuvre (12%) recorded as a collision contributory factor compared with other road users involved. (section 6.7.) It is important for the partnership to monitor changes to legislation relating to drug and medicine blood content limits, especially for road user groups who are more likely to be affected by these changes such as older drivers. (section 7.2.) Page 11

13 Abbreviations ACPO Association of Chief Police Officers LAPE Local Alcohol Profiles England APHO Association of Public Health LGV Light goods vehicle Observatories CCG Clinical Commissioning Group LSOA Lower Supper Output Area CHD Coronary Heart Disease Mph Miles per hour CI Confidence Interval MSOA Middle Layer Super Output Area CIPFA The Chartered Institute of Public NCC Norfolk County Council Finance and Accountancy COA Census Output Area NDAC National Driver Alertness Course DEB Driver Education and Behaviour NHS National Health Service DfT Department for Transport NHT National Highways and Transport Public Satisfaction Survey DH Department of Health NSAC National Speed Awareness Course DSR Directly age-standardised Rate NTS National Travel Survey DVLA Vehicle Licensing Agency ONS Office of National Statistics EoE East of England PTW Powered Two Wheeler GOLD Guidance for Older Drivers PCMD Primary Care Mortality Database GP General Practice PHO Public Health Observatory HGV Heavy goods vehicle RCRP Road Casualty Reduction Partnership HES Hospital Episode Statistics RoSPA Royal Society for the Prevention of Accidents HSCIC Health and Social Care Information Centre RRCGB Reported Road Casualties Great Britain ICD International Classification of Disease QMAS Quality Management and Analysis System IMD Index of Multiple Deprivation QOF Quality and Outcomes Framework JSNA Joint Strategic Needs Assessment SMR Standardised Mortality Ratio KBI Key Benchmarking Indicators SOA Super Output Area Km Kilometres STAT19 data collection system for road causalities KSI Killed or seriously injured TRL Transport Research Laboratory LA Local Authority Page 12

14 Introduction Aim and purpose This is the first update report for Norfolk road casualties following the Baseline Assessment carried out in This report aims to improve the effectiveness of the business plan through: Responding to guidance set out in the Strategic Framework for Road Safety Widening the scope of the existing business plan and partnership involvements in reducing road casualties in line with the Strategic Framework. Helping to increase effectiveness of targeting road safety schemes, intervention, planning and monitoring through a series of reports of which this is the first update to the baseline. Encouraging greater sharing of data through increasing confidence in the data sharing process. Analysis is based on STATS19 data collected by the police when attending road traffic collisions. STATS19 data are explained fully in section Reporting on road casualties within this document predominantly uses data from STATS19 reported injury collisions within Norfolk for road user groups prioritised by the Norfolk Road Casualty Reduction Partnership Board (RCRPB). Rates have been calculated using population statistics provided by the Office for National Statistics and road length/road usage statistics published by the Department for Transport. Analysis has been carried out for the four Key Target Groups identified in the Business Plan for as follows: Younger drivers (age 17-25) Motorcyclists Pedestrians and pedal cyclists Older drivers These groups have been identified either as significant contributors to overall KSI numbers, or as special interest groups in the case of older driver involvements as road casualties. These Key Target Groups are used as a focus for developing actions under the Road Casualty Reduction Partnership Board (RCRPB) Business Plan. In 2013 Road users from these monitored groups accounted for 79% of all killed or seriously injured casualties and 67% of all casualties when including slight injury. The aim of these reports is to continue to monitor progress in casualty trends for key target groups in Norfolk and assess the effectiveness of Partnership actions. Comparisons with previous years data will be included as part of the analysis where possible and relevant. Page 13

15 Strategic Framework for Road Safety The Strategic Framework for Road Safety published in May 2011 outlined a new casualty reduction vision for central government and established guidelines for a long-term, decentralised approach to casualty reduction strategies and road safety monitoring. The framework removed national targets in favour of those set by local authorities, whilst providing a platform for local authorities to compare their progress with National monitoring statistics through the Road Safety Outcomes Framework 3. The Road Safety Outcomes Framework provides key indicators which relate to road deaths, killed or seriously injured (KSI) casualties, and a comprehensive list of other indicators which relate to road safety with the intention of publishing the national benchmark figures for each indicator for local authorities to compare progress with and effectively evaluate road safety actions. The Strategic Framework for Road Safety national key outcome indicators have been published in the RRCGB along with descriptions, data sources and geographical coverage. Local authority level statistics for the framework are published annually for rates and numbers of killed or seriously injured casualties. Outcome indicators for Norfolk are partly available; data relating to reported road casualties of all severities are fully accessible, as are a range of population and traffic monitoring data (Table 1). The absolute number of KSI casualties in 2013 was below the baseline average for nearly all road user groups, although there was an increase in the overall KSI figure when compared with In Great Britain there were 21% fewer KSI road casualties compared with the baseline average, and 6% fewer compared with Locally there were 15% fewer KSI casualties compared with the baseline, but 11% more compared with The increase in the number of KSI casualties compared with 2012 has been attributed to a number of possible factors such as increases in economic activity and the fact that 2012 was the wettest year on record (RRCGB 2013). The rise has not been specific to road user groups, as all have either increased or stagnated in progress. In Norfolk, pedal cycle users were one of the only casualty groups to increase compared with the baseline average. There are too few cases in Norfolk to derive significant conclusions from differences in KSI pedal cyclist casualty numbers in the outcomes framework, but the annual figure has been above the baseline average for the past three years and there was a reduction in 2013 compared with 2012 which reflected the national figures. The number of pedal cyclists KSI in Norfolk increased to 37 in 2013 compared with an average of 34 in the baseline period, but decreased from 38 in Nationally there has been a 29% increase over the baseline figure and a 3% reduction compared with In 2013 the number of people KSI in single vehicle collisions involving a younger driver (aged 17-24) decreased by 30% compared to the baseline average, there was also a 7% reduction since Department for Transport (2011). Strategic Framework for Road Safety. Available: 4 Department for Transport (2014). Reported Road Casualties Great Britain Available: Page 14

16 Table 1: Road Safety Outcomes Framework indicators. Norfolk, Indicator average Sub 2009 groups/splits baseline Number of killed or seriously injured casualties 2013 % change from baseline All Children (0-15) Young (16-24) Elderly (70+) Car Occupants LGV HGV Motorcycles Pedal cyclists Pedestrian Dis-advantage (Proportion of KSIs from most deprived 10% of population) Number of KSIs in single vehicle collisions involving a young driver (aged 17-24) Number of people taking education courses Percentage of KSIs in collisions with excessive speed as a contributory factor KSI road casualties per million people Rate of killed or seriously injured casualties per 100 million vehicle kilometres on major roads ,331 17,536 18,875 24, All Car Occ LGV HGV Motorcycles Pedal cyclists Number and proportion of new drivers that pass their driving test on the first attempt *Relates to the average No. 3,619* 4,440 4,108 3,953 9 % Page 15

17 1. Overview 1.1. Population updates The number of KSI casualties per 100,000 population is used as a key outcome indicator for the Strategic Framework for Road Safety. This has been included as a measure because changes in population mean changes in the number of people using the roads within the county. In crude terms if we see an increase in population we might expect to see a subsequent increase in the number of people injured on the roads, if all other factors were the same (in practice population rates do not tell us about road usage and exposure to risk). The number of residents in Norfolk increased from around 859,400 in 2011 to 870,100 in 2013 (an increase of 1.3%) according to Office for National Statistics (ONS) mid-year estimates (appendix 1). The areas of greatest growth in this time period in Norfolk were in Norwich (an increase of 2.8%) and South Norfolk (an increase of 2.4%). In all other districts in the county growth in population was between 0.3 and 1.2%. In terms of age groups the largest proportional increase in population came from those aged 70 and above (4.0% increase). There were 1% fewer people aged between 25 and 44 living in Norfolk in 2013 compared with 2011, and there was little growth in the number of people aged (0.1%) although the number of people aged 15 and below increased by 1.1%. Figure 1: Population distribution by gender, age, and population comparison with Norfolk, 2013 In 2020 the population is projected to rise further across most age groups in Norfolk, and in particular the proportion of the population at or over 70 years of age is set to increase from 15.8% of the county population (138,000 people) in 2013, to 18.8% of the population (174,300 people) in 2020 (Figure 1). The proportion of children (aged 0-15) will increase from 15.7% of the county population (136,700) in 2013 to 17.4% of the population (161,000 people) in The number of people within the younger driver age group (17-25) will decrease as a proportion +n of the population in Norfolk from 10.7% of the population (92,900 people) in 2013 to 9.5% of the population (87,200 people) in 2020). Ethnicity and country of origin population statistics have not been provided within this report because there is no evidence to suggest that these have an effect on road casualty rates in Norfolk. Page 16

18 KSI casualties per 100,000 population Road Casualties in Norfolk 2014 The most useful application of population statistics to road casualties is for comparison between areas. Within the previous report Norfolk was performing better than regional or national figures for the number of road casualties per population, but the county has not been performing as well recently. The crude rate of road casualties per 100,000 population in Norfolk increased in 2013 compared to the previous year (Figure 2). This increase differs from the equivalent rates for the East of England and England, where the number of KSI casualties per 100,000 population decreased in 2013 compared to the previous year. Figure 2: Killed or seriously injured road casualties per 100,000 population Norfolk East of England England There have been around 40 deaths per year in Norfolk due to road accidents in the 2011 to 2013 period. Transport deaths registered by the ONS during this time accounted for roughly 10% of all accidental deaths (Table 2). Table 2: Office for National Statistics mortality data comparison with STATS19 reported road deaths. Norfolk residents, Road user ONS registered deaths* STATS19 deaths* Pedestrian/pedal cyclist Motorcycle Car occupant Other land transport accidents 13 7 Accidental deaths other than land transport deaths 1,047 - All accidental deaths 1,164 - All land transport deaths Transport deaths as a proportion of all accidental deaths (%) Rate per 100,000 residents *Figures relate to residents of Norfolk who have died anywhere in the country. ONS deaths include people who have died in a land transport accident regardless of whether they were on the road or not. STATS19 deaths only include people who have died in a transport accident on a public highway. Page 17

19 KSI casualties per billion vehicle km Billion vehicle Km Road Casualties in Norfolk Road use Stagnation in the amount of traffic seen on the major roads in Norfolk (according to DfT road traffic estimates 5 ) has been met with an increased number of KSI casualties in the county since In 2011 there were 44 KSI casualties per billion kilometres travelled on the road; this was relatively similar to the rate for the East of England (43) and much lower than the England average (51). The rate of road casualties has since converged with the England figure; in 2013 there were 48 KSI casualties per billion kilometres travelled on the road in both Norfolk and England (Figure 4 and Table 3). Figure 3: Total traffic on major roads, in billion vehicle kilometres. Norfolk, Total traffic If we take into account the actual distance travelled on the road, Norfolk does not appear to be performing any worse than the England average. However, the county performed worse than others in the East of England in There is nothing to suggest that the risk while travelling on the road is higher than the National average. The higher rate of KSI casualties per population in Norfolk compared with England could possibly be as a result of a further distance travelled on average by people in Norfolk, perhaps due to its rural nature. Figure 4: Killed or seriously injured casualty rate per billion vehicle kilometres Norfolk East of England England Figures available: and Page 18

20 % change between 2001 and 2011 Road Casualties in Norfolk 2014 Table 3: Total traffic on major roads, in thousand vehicle kilometres. Norfolk, Year Count points Pedal cyclists Motorcycles Cars Buses & Coaches Light Goods Vehicles All HGVs The number of bicycles and motorcycles on the major road network has decreased since 2001 according to annual traffic volume figures for major roads (Table 3).This reflects the figures reported in the census for mode of travel to work, which show that the number of people travelling to work by motorcycle, scooter or moped has decreased by 16% in 2011 compared to 2001, and similarly the number of people travelling to work by bicycle decreased by 5% in the same time period (Figure 5). The number of people travelling to work by car increased by 20% between 2001 and 2011 and the volume of car traffic on the road increased by 4% in the same time period. The number of people travelling to work on foot increased by 23% between 2001 and All Motor Vehicles ,504 42,343 3,162,256 34, , ,604 3,991, ,315 41,132 3,264,688 36, , ,675 4,123, ,651 42,163 3,343,839 36, , ,518 4,203, ,703 43,428 3,376,203 36, , ,418 4,251, ,650 43,497 3,392,724 32, , ,025 4,295, ,246 41,040 3,471,460 34, , ,807 4,396, ,612 39,007 3,477,636 38, , ,337 4,425, ,145 37,686 3,346,758 38, , ,093 4,342, ,891 36,915 3,405,015 40, , ,962 4,396, ,874 37,672 3,437,779 40, , ,740 4,409, ,837 34,416 3,371,951 39, , ,504 4,332, ,775 37,411 3,411,222 37, , ,825 4,373, ,622 33,457 3,434,382 37, , ,431 4,395, ,320 34,480 3,410,531 37, , ,783 4,391, Figure 5: Illustration of number of people who travelled to work by each mode of transport in Norfolk in 2011 and proportional change compared with 2001 Train Driving a car or van Taxi or minicab On foot 20 0 Bus; minibus or coach Passenger in a car or van Bicycle Motor cycle; scooter or moped Page 19

21 Rate per 100,000 Road Casualties in Norfolk Socio-economic characteristics of road casualties According to the RoSPA 6 there is evidence to suggest unequal risk of road injury between different socio-economic groups caused by differences in social environment, culture, education, work, and psychological factors which lead to safe or unsafe road behaviour. Those from the most deprived groups are much more at risk than those least deprived, and the difference between the two groups is increasing. Understanding the distribution of deprivation and different socio-economic groups within Norfolk can aid appropriate and effective targeting of road safety intervention schemes. Deprivation levels can be measured by comparing social, economic, and housing issues between areas; more specifically, these can be grouped by a single score for each Lower Layer Super Output Area (LSOA) 7, using the Index of Multiple Deprivation (IMD) This Index is calculated by collecting data from each Lower Super Output Area for several domains of deprivation, which are grouped under one IMD score 8. The rates of killed or seriously injured (KSI) casualties associated with deprivation are calculated using the home address for each casualty and their associated IMD 2010 score. The crude rate of reported KSI casualties per 100,000 people varied between deprivation quintiles but was not statistically significantly different. The rate of KSI casualties in the least deprived quintile was higher than other groups in 2013 but this could have been caused by a blip. Overall the rates were significantly higher than England across all deprivation groups apart from the most deprived quintile. These higher rates could be caused by the rural nature of the county Figure 6: Crude rate of reported KSI road casualties by deprivation quintile. Norfolk and England, 2013 Norfolk England Most deprived quintile Second most deprived quintile Third most deprived quintile Fourth most deprived quintile Least deprived quintile Over time the casualty rates for different deprivation groups in Norfolk may be the same as the national average. England has statistically significant differences in road casualty rates between the deprivation groups. There are significantly more casualties from the most deprived quintile of areas in England per 100,000 residents (33.8) compared with all other groups. There were also significantly less KSI casualties from the least deprived areas (26.3) compared with all other deprivation quintiles. 6 The Royal Society for the Prevention of Accidents (2012). Social Factors in Road Safety: Policy Paper 7 The Index of Multiple Deprivation (IMD) 2010 is an update of the Indices of Deprivation 2007 for England produced by the Department for Communities and Local Government. The new index is based on the same structure and methodology used to create the indices for 2010 but uses more up-to-date information. The IMD 2010 measures multiple deprivation for smaller area levels, namely super output areas (LSOAs), these are geographical units of around 1,500 people and are sub divisions of current electoral wards. There are 32,482 LSOAs in England, 530 are in Norfolk 8 Information available at: Page 20

22 Mosaic groups can also be used to identify which socio-economic groups are involved in road accidents. Mosaic is a geo-demographic segmentation system developed by Experian. The basic premise of geo-demographic segmentation is that people tend to gravitate towards communities with other people of similar backgrounds, interests, and means. Mosaic Public Sector classifies all consumers in the United Kingdom by allocating them to one of seven super groups, 15 groups and 69 types. These paint a rich picture of UK citizens in terms of their socio-economic and socio-cultural behaviour. The super groups have been created to provide a high level overview of an area and are constructed by combining together the relevant groups. These groups have been matched with the residential postcode of each person who has been involved as a casualty or a driver in a reported road accident in Norfolk. Indices are also provided to indicate whether the number of road casualties from a group is overrepresented when compared with the general population in Norfolk. A road casualty index of 100 for a Mosaic group would indicate that the number of road casualties for that group are exactly as expected, a value above 100 would indicate that the group are overrepresented in road casualty numbers, while an index number below 100 indicates underrepresentation 9. Figure 7 and Figure 8 show the social backgrounds for people who have been involved as casualties in collisions on the roads in Norfolk between 2009 and In absolute numbers, residents of isolated rural communities make up the largest group of road casualties injured on the roads within the county. This is expected because this group of people make up the largest proportion of the general population in Norfolk (Figure 7). Some groups are overrepresented as road casualties in the county when compared with the resident population (Figure 8). There were five Norfolk resident Mosaic categories which were overrepresented as road casualties in the five year period. According to the casualty population index young, well-educated city dwellers were most overrepresented. The index number is 123, which means that the number of KSI road casualties are 23% higher than we would expect from that group. Residents of isolated rural communities were also overrepresented (index: 114), as were the groups: elderly people reliant on state support (index: 113), active elderly people living in pleasant retirement locations (index: 110) and families in low-rise social housing with high levels of benefit need (index: 105). 9 For more information see: Page 21

23 Casualty population index Road Casualties in Norfolk 2014 Figure 7: Number of KSI casualties by Mosaic group. Norfolk, Other 22% Residents of isolated rural communities 23% Young people renting flats in high density social housing 6% Middle income families living in moderate suburban semis 6% Active elderly people living in pleasant retirement locations 9% Couples and young singles in small modern starter homes 10% Elderly people reliant on state support 11% Couples with young children in comfortable modern housing 13% Figure 8: KSI and slight casualty population index. Norfolk, KSI casualties Slight casualties A B C D E F G H I J K L M N O A: Residents of isolated rural communities B: Residents of small and mid-sized towns with strong local roots C: Wealthy people living in the most sought after neighbourhoods D: Successful professionals living in suburban or semi-rural homes E: Middle income families living in moderate suburban semis F: Couples with young children in comfortable modern housing G: Young, well-educated city dwellers H: Couples and young singles in small modern starter homes I: Lower income workers in urban terraces in often diverse areas J: Owner occupiers in older-style housing in ex-industrial areas K: Residents with sufficient incomes in right-to-buy social housing L: Active elderly people living in pleasant retirement locations M: Elderly people reliant on state support N: Young people renting flats in high density social housing O: Families in low-rise social housing with high levels of benefit Page 22

24 1.4. Comparative counties There are currently six different family groups of authorities used for performance comparison with Norfolk, selected primarily on socio-economic grounds. The authorities used for the comparison were compiled from the MAST Similar Authorities feature which lists comparator counties by geodemographic structure of the population, determined by Experian Mosaic groups 10. The Chartered Institute of Public Finance and Accountancy (CIPFA) Nearest Neighbours comparison tool has also been used previously to find comparative authorities. This lists similar authorities based on factors such as population density, age and ethnicity, as well as deprivation and mortality factors. Both lists have been included in Table 4 (1=most similar, 6=least similar). Lincolnshire is most similar according to both lists but Suffolk has only been identified in the MAST Mosaic analysis. Somerset and Gloucestershire have also been identified by both lists. Table 4: Similar local authority areas according to Experian Mosaic and Cipfa tools MAST Mosaic analysis groups Cipfa Nearest Neighbour groups 1. Lincolnshire 1. Lincolnshire 2. Suffolk 2. Cumbria 3. Somerset 3. Somerset 4. North Yorkshire 4. Devon 5. Shropshire 5. Gloucestershire 6. Gloucestershire 6. North Yorkshire Using comparative authorities identified in the lists above, analysis of road network structure, risk associated using national rates and correlation between traffic volume changes has been carried out (Table 5) using the following data: Number of KSI casualties expected per billion km travelled in each local authority area: Data for length of road in each local authority area and type (motorway, A rural, A urban, minor rural, minor urban) and GB figures for KSI casualty rate per billion vehicle km travelled on each type of road used to calculate the number of KSI casualties expected in a local authority area when travelling one billion kilometres on the typical road network (based on proportion of each road type in the area). Norfolk casualty difference per billion vehicle km: Norfolk difference from number of KSI casualties expected per billion vehicle km travelled in local authority area. Traffic correlation: Correlation coefficient of traffic volume changes between 1993 and In simple terms a value of 1 means that changes in traffic volume in an area perfectly correlate with changes in traffic volume in Norfolk over time. Based on the road network structure and risk associated with travelling on each type of road Somerset has the closest expected KSI casualty rate when compared with Norfolk, with a difference of 5.08 KSI casualties per billion vehicle km. This was followed by Suffolk, Lincolnshire and Devon (-5.12, 5.12 and 5.27 respectively) Page 23

25 The correlation of traffic volume changes over time was above 67% for all of the comparison local authority areas, which suggests a strong to very strong positive relationship between changes in Norfolk and changes in respective areas. Based on socio-demographic similarities and risk associated with road network structure the following local authorities have been used for comparison: 1. Somerset 2. Suffolk 3. Lincolnshire 4. Gloucestershire Decisions were primarily made using figures for the risk associated with road network structure, but Gloucestershire has been included instead of Devon because of the similarity highlighted in MAST Mosaic analysis 11. Table 5: Local authority area comparisons based on risk associated with road network structure and traffic volume differences Norfolk Number of KSI casualties casualty Local authority (LA) expected per billion vehicle difference per km travelled in the LA billion veh km Traffic correlation Norfolk Somerset Suffolk Lincolnshire Devon Gloucestershire Shropshire North Yorkshire Cumbria Figures do not take into account actual traffic flow and actual risk associated with travel on the roads in each of the local authority areas. Traffic inflows and dependency on other factors such as economy are also not taken into account. Page 24

26 Accidents per billion vehicle km Traffic volume index: 2000=100 Road Casualties in Norfolk 2014 Motor vehicle traffic estimates for each local authority area are published by the Department for Transport (DfT). Since 2000 the volume of traffic in Norfolk has not increased as much as in other similar authority areas. Somerset and Lincolnshire saw the largest proportional increase in traffic up to 2008 (18% and 16% respectively). There has been a reduction in traffic in all of the authorities since 2008, although there was some recovery in 2013 compared with 2012 levels. This recovery is expected to continue Figure 9: Motor vehicle traffic by local authority Somerset Lincolnshire Gloucestershire Norfolk Suffolk The volume of traffic on the roads in Norfolk decreased to 7,961 million vehicle kilometres in 2013 from 8,227 in There was a similar proportional increase in 2013 compared with 2012 across each of the local authorities All similar authorities have seen reductions in the number of motor vehicle collisions per billion kilometres travelled on the road since The number in Norfolk has decreased in line with the average for the similar authority areas Figure 10: Motor vehicle accidents per billion vehicle km Lincolnshire Suffolk Norfolk Somerset Gloucestershire Average Page 25

27 KSI casualties per billion vehicle km Road Casualties in Norfolk 2014 The average number of KSI casualties per billion vehicle kilometres travelled in the comparison authority areas decreased from 54.4 to 47.2 between 2009 and This progress was not matched in Norfolk, which saw a slight increase in the same time period (from 47.8 to 48.3). In 2013 Norfolk was above the group average for the first time in the five year period. Suffolk saw improvements in the number of KSIs per kilometre travelled during the five year period, especially between 2012 and 2013, which meant that the rate was similar to that in Norfolk Figure 11: Similar authority KSI casualties per billion vehicle km Lincolnshire Suffolk Norfolk Somerset Gloucestershire Group average Table 6: Motor vehicle traffic in million vehicle kilometres Year England Norfolk Somerset Lincolnshire Gloucestershire Suffolk ,030 7,469 5,428 5,199 5,575 5, ,647 7,595 5,609 5,264 5,673 5, ,369 7,818 5,773 5,463 5,786 5, ,481 7,864 5,846 5,547 5,905 5, ,408 7,972 5,969 5,652 6,019 5, ,376 8,097 6,044 5,760 6,110 5, ,593 8,181 6,284 5,880 6,265 6, ,021 8,168 6,361 5,996 6,321 5, ,494 8,227 6,428 5,910 6,464 5, ,402 8,122 6,303 5,841 6,384 5, ,767 8,000 6,249 5,832 6,188 5, ,866 7,954 6,202 5,830 6,185 5, ,051 7,906 6,176 5,791 6,136 5, ,255 7,961 6,217 5,843 6,188 5,846 Source: Department for Transport Road Traffic Statistics. Available: Table 7: Reported casualties by severity Severity England Norfolk Somerset Lincolnshire Gloucestershire Suffolk Killed 1, Serious 18, Killed or seriously injured 20, Slight 143,457 1,999 1,390 2, ,923 All casualties 163,844 2,391 1,608 3,190 1,055 2,214 Source: Department for Transport Road Traffic Statistics. Available: Page 26

28 1.5. Public satisfaction with road safety The National Highways & Transport Survey conducted by Ipsos Mori is a random postal survey for local authorities, which indicates public satisfaction with highways and transportation services, as well as peoples travel habits within local authority areas 12. Questions included within the survey focus on accessibility, public transport, walking and cycling, tackling congestion, road safety, and highways maintenance & enforcement. Respondents who tick don t know or do not reply are excluded from the calculations. Overall average public satisfaction scores for each question are scored from 0 being very dissatisfied to 100 very satisfied. Benchmarking indicators use similar calculations but the methodology may vary; the indicators are best interpreted by comparing scores to other years or the national average. Figures for the county are weighted according to age, gender, ethnicity, and work status using the county population profile, to ensure that the results are not unfairly biased. Benchmarking indicators have been calculated for comparison between areas, as well as yearly comparison. Table 8 indicates the percentage rating of the road safety benchmark indicators calculated from responses in Norfolk to the question how satisfied or dissatisfied are you with the following in your local area? The road safety benchmarking indicator scores decreased in 2014 compared with The largest reductions were seen for safety of children cycling to school (by 7.2%) and safety of cycling (by 4.4%). The scope to improve indicators which compare local scores to the best performing local authorities show that Norfolk was fewer than five points away from the best authority score in satisfaction with speed control measures, location of speed control measures and road safety training/education for children, motorcycles and young drivers. Norfolk did not perform more than 10 points worse than the best national score for any of the road safety indicators. Table 8: Benchmark indicators for road safety: Norfolk comparative performance 2014 vs 2013 Question Satisfaction Year on Scope to Score Year improve 01-Speed limits The enforcement of speed limits Speed control measures (e.g. road humps) Location of speed control measures Safety of walking Safety of cycling Safety of children walking to school Safety of children cycling to school Road safety training/education - children Road safety training/education -motorcycle Road safety training/education - young drivers Scope to improve is the gap from the best national score. Smaller number is better: zero to -5 = green, -5 to -10 = black, more than 10 points away from the best = red. 12 More information available at: Page 27

29 1.6. Road safety education, training and publicity The Casualty Reduction team work in partnership with representatives from Norfolk Fire and Rescue Service, Norfolk Constabulary, East of England Ambulance Service NHS Trust, Safety Camera Partnership and the Highways Agency with the aim of enhancement and encouragement of positive driver attitudes, behaviour and knowledge for safer road users. The Casualty Reduction team offer educational alternatives as part of restorative justice systems and provide professional driver and rider training. Volunteer instructors are also used to deliver effective educational road safety interventions by increasing the number of groups engaged in the delivery of Road Safety. Publicity campaigns constitute work carried out by the Casualty Reduction team 13. The main publicity brand name Think! Norfolk is used by the partnership of agencies committed to reducing the number and severity of casualties on Norfolk s roads. The title makes a deliberate connection with the Government s own Think! advertising. The education and training teams prioritise vulnerable groups including children (0-15), younger drivers (17-25), older drivers (55+), motorcyclists, cyclists and pedestrians. Useful information to engage particular high risk road users within these groups more effectively includes residential location, deprivation, Mosaic geodemographic segmentation, age and gender. Whilst actions are taken on the current targeting data, the success of the targeting of the specific higher risk groups is not reported i.e. whether or not children from the most deprived areas are reached. Data held by the Casualty Reduction team include the number of people who attend driver and rider development schemes and the number of children and younger drivers who attend road safety education presentations and courses, and the number of volunteers who deliver education and training. The team do not hold specific data for individuals. The 2013 baseline road casualty report found that Norfolk has some very well established education, enforcement and engineering measures which have contributed to an excellent record in road casualty reduction. It was recommended that in order to make progress it was necessary to ensure that resources were well targeted through the following data-sharing improvements: Adding more detail to the descriptions of who the partnership want to target, to enable better tailoring of measures so that they reach these key groups. Creating new opportunities for referrals, through the identification of established indicators of risk within the current activities and contacts with partnership organisations. Assessing the success of interventions in targeting the right groups. Evaluating the effectiveness of interventions. These recommendations still stand. Progress has been made towards these through the formation of the Road Casualty Reduction Partnership Board (RCRPB). Since March 2014 the RCRPB has met and the new Target Road User Groups have been formed and started their work to better coordinate and target the delivery of interventions (see introduction). The revised governance structure has engaged senior elected Members and officers from across the public sector in Norfolk in a more focused strategic manner, for instance setting targets, directing allocation of resources and monitoring of performance. The partnership sub-groups have been amended to focus on key target groups for road users (motorcyclists, younger drivers, older drivers and vulnerable road users). Membership on an individual sub-group varies dependent upon a partner s ability to effectively engage in or support activities that will reduce road casualties (or the effects of anti-social road use). 13 These campaigns are listed on the website Page 28

30 Driver and rider development: The driver and rider development team promote safe driving practices in Norfolk in order to help the local authority achieve its casualty reduction targets. The team run numerous theory and practical based casualty reduction courses for drivers and riders which are aimed at people with a wide array of road experience from younger drivers, to those who drive professionally (Table 9). The number of people attending courses increased in the three financial years 2011/ /14. These increases have been encouraging but it is not known whether the right people have been targeted and are attending. The courses are described in Appendix 2. Older driver development: The older driver development scheme (gold scheme) is aimed at drivers who are aged 55+. Activities are directed towards older drivers as young as 55 due to the prevalence of diseases such as early onset dementia and other medical conditions which affect people within these age groups. Driver improvement schemes: There are a number of courses aimed at drivers who have been caught committing an offence and are eligible for court diversion schemes. These schemes include the National Driver Alertness Course (NDAC), the National Speed Awareness Course (NSAC) and the Driver Education and Behaviour course (DEB). Drivers attend these training courses for a fee instead of a fixed penalty and licence points. Evidence from research conducted on the value of driver improvement schemes have indicated mixed results. International research evidences the positive effects of improvement schemes on drivers attitudes and knowledge towards road safety 14. Young driver development: A young driver development scheme called Tread aimed at people aged began towards the end of The scheme involves six sessions with interactive workshops and skid avoidance sessions, with the aim of improving the skills of younger drivers on the road. Moped and motorcycle rider development: The team carry out development courses for moped and motorcycle riders. Motorcycle riders are currently well targeted; the Casualty Reduction team use collision data and demographic information provided to them to encourage riders who are less likely to take part in training but are more likely to be involved in a collision to attend the development courses. 14 For more information on the international review of driver improvement schemes: Page 29

31 Table 9: Driver and rider development courses. Norfolk 2013/14 Driver/rider development course National Driver Alertness Court diversion scheme: classroom and practical based driver training course to improve attitudes and perceptions towards safer driving. For drivers involved in a collision due to 'driving without due care and attention' or 'driving without reasonable consideration for other road users' Number of people 2011/ / / National Speed Awareness Court diversion scheme: classroom based course for education on the appropriate use of speed, hazard perception, and many other driver related issues. For drivers who have been caught speeding Driver Education Behaviour Court diversion scheme: classroom based course for drivers caught using a hand held mobile phone while driving, not wearing a seat belt, and red traffic light offences. Riders Motorcycle assessments and training schemes Older drivers (55+) Guidance for the Older Driver (GOLD) scheme for people who may have driving issues due to mobility, age, or ill health. Involves in home visit and driving evaluation from instructors, who offer impartial guidance and advice Other driver courses Miscellaneous other driver development courses Business Driver education and training course structured appropriately to each business focused on improving road safety and good driving practice for drivers at work 17,585 16,386 22,924 1,360 1,666 1, N/A Page 30

32 Road Safety Education: Norfolk County Council, Norfolk Constabulary and Norfolk Fire Service carry out various Road Safety Education schemes in order to reduce the number of casualties on the roads. Road safety education targeting begins at an early age (for pre-school children), and continues through school to young driver age (Table 10). Road Safety Education schemes in Norfolk are aimed at pre-school, primary school, and secondary school children and are delivered within schools. The education schemes are designed to raise road safety issues and awareness with as many young people as possible, with the ultimate aim of reaching every child in Norfolk 15. The child education schemes are currently intended to target children from the age of three though to driving age in order to raise road safety awareness as a pedestrian and cyclist, and to intervene before adulthood where it has long been known that it more difficult to change road safety behaviour. Analysis of child casualties indicates that those from the most deprived quintile are significantly more likely to be involved in a collision. Previous meetings with road safety and health practitioners have indicated that these education schemes are recommended nationally, but schools could become more actively involved in road safety intervention through extra activities (for example clubs) as currently road safety is not a priority and education presentations and courses taught by safety practitioners are held at the schools discretion. The young driver education scheme targets people who are pre-drivers or newly qualified drivers who pose a higher risk than older road users; these are delivered in a presentation format and carried out by the County Council, Norfolk Constabulary and Norfolk Fire and Rescue Service. There is also a pedsafe presentation which is taken into year 11 high school interest groups. It covers issues of clothing, attitudes, common hazards and legal issues and borrows material from the Nottinghamshire county Bare Bones project The figures in the table for the number of people who have had younger driver education may not include those who have engaged in schemes with Norfolk Constabulary, or Norfolk Fire and Rescue service. 16 More information available: Page 31

33 Table 10: Road Safety Education schemes. Norfolk, 2013/14 Education scheme Bethany & Benjamin Ages: 3-5 years Basic pedestrian and car passenger safety education for young children Number of People 2011/ / /14 8,261 7,963 9,906 Step on it Ages: 5-7 years Practical pedestrian training in primary schools Level 1 cycle training Ages: 7-8 years Basic off road cycle training with small assessment Level 2 cycle training Ages: 9-10 years On road cycle training where children take part in a written and on-road practical assessment The Dims Ages: 9-10 years Demonstration based on importance of wearing a seatbelt Red lights, green lights Ages: 9-10 years Education based on a competitive game show format where students answer questions on road safety in teams Younger driver education Ages: years Presentation aimed at pre-drivers and new drivers based on the risks associated with younger drivers. Talks are carried out by Norfolk County Council, Norfolk Constabulary and Norfolk Fire and Rescue service 6,319 5,799 6,940 1,010 1,688 1,803 1,174 2,605 1,879 7,390 6,192 7,314 3,005 4,199 2,568 4,825 5,702 8,250 Page 32

34 1.7. Road traffic collisions and emergency services Emergency response teams from the Constabulary, Ambulance Service and Fire and Rescue Service may attend collisions in Norfolk depending on the circumstances. The law defines a reportable road traffic collision as an accident/incident involving a mechanically-propelled vehicle (a definition which includes pedal cyclists) on a road or other public area which causes: Injury or damage to anybody - other than the driver of that vehicle. Injury or damage to an animal - other than one being carried on that vehicle (an animal is classed as a horse, cattle, ass, mule, sheep, pig, goat or dog). Damage to a vehicle - other than the vehicle which caused the accident. Damage to property constructed on, affixed to, growing in, or otherwise forming part of the land where the road is 17. Exceptions may include other road casualties such as a rider falling from a horse, and a motorcyclist/cyclist losing control without causing damage to others or to property; these have been included under the definition of collisions, incidents or accidents within this report. There is no legal obligation to report non-injury or injury collisions to the police if all relevant drivers have exchanged details correctly and non-reported collisions will generally not be attended by the police. Attendance by police at road traffic collisions may not mean that the ambulance service or fire service will attend, however if ambulance or fire services are called out to a collision the police will be notified and will attend as a matter of course. This means that the level of attendance by the ambulance or fire services at road traffic collisions of any severity may have a direct impact on the level of reporting of road casualties Page 33

35 Police Police record road injury collisions though a system called STATS19 (see below). As well as recording these collisions, Norfolk Constabulary play further roles during attendance at road traffic incidents such as gathering evidence in relation to road traffic offences. All police officers are able to report casualties through STATS19 however the Road Traffic Justice Unit (a section of the Criminal Justice Unit of Norfolk & Suffolk Constabulary) manage the recording and investigation of collisions that occur within the county. The role of police attending a road traffic collision is: To ensure the scene is safe and to prevent further collisions. To investigate and to record in appropriate cases the details of the collision. To remove as soon as possible damaged vehicles from the scene. Further investigation of those collisions involving fatal or serious injury, aggressive or impatient driving, misuse of speed or any other relevant circumstances is considered for prosecution and details forwarded to the Crown Prosecution Service who then decide if further action should be taken. There may be a level of underreporting of collisions with injury on the public highway (excluding fatalities). Norfolk Constabulary may not record all collisions on the public highway for which they are notified, and if an attending officer feels that police should take no further action they may not record the incident. People also do not have to report an injury collision to the police. If someone is seriously injured on the road and details are exchanged with the correct parties lawfully there may be no obligation to report to the constabulary. Police attend scenes when the fire and rescue service or the ambulance attend, underreported cases of serious injury may be rare assuming that ambulance or fire service crews attend most serious collisions on the public highway. Depending on codes of conduct, hospitals may or may not notify the police of injury from a collision on the public highway. STATS19 reporting: Road incidents which cause injury or death on the public highway in Great Britain are recorded by the police using a STATS19 form. STATS19 information is recorded either at the road side by a police officer attending the collision or at the time the incident is recorded to the police. The form collects information relating to the following: Accident: time, date, location, road details, weather, light conditions and any other facts about the time and environment in which the incident occurred. Vehicle: age, sex and postcode of driver, type, vehicle manoeuvres and type of impact and other vehicle related information. Casualty: age, sex, postcode, location if pedestrian, severity of injury 18 and other relevant information such as seatbelt use and passenger type. 18 Injury severity is recorded in STATS19 as either fatal, serious or slight (more explanation is available on the classification of casualties in the glossary). Page 34

36 Contributory factors: reporting officer s opinion of factors which led to the accident. STATS19 is the most consistent dataset available nationally for road casualties and collisions. The details of every reported injury collision have been recorded for over 25 years and are recognised as the most reliable source of data for analysis. The Department for Transport are responsible for the design and collection system of STATS19 data, which are published on the Department for Transport website 19 and the data.gov.uk 20 website 21, as well as through analysis tools such as MAST by Road Safety Analysis Page 35

37 Ambulance The East of England Ambulance service responds to emergency call outs for injury collisions within Norfolk. Ambulances are called out to collisions through 999 calls or calls from other emergency services attending collisions such as the Constabulary and the Fire and Rescue Service. Emergency ambulance crew members, other emergency service members such as those from the Fire and Rescue Service or the Constabulary/emergency operators can assess whether or not a seriously injured person will need to be taken to the regional trauma centre (Addenbrookes in Cambridgeshire) or to A&E. Casualties who are recorded by police as serious are those who attend hospital after the incident. These people may or may not travel to hospital by ambulance and are generally people who attend A&E (for injuries such as broken bones) or people who are admitted to hospital as an inpatient as a result of a collision (for more serious injuries such as head injuries). Ambulance crews may perform roadside checks on casualties - those who are recorded as having a slight injury by the police should only need to be treated at the roadside. Casualties recorded by the constabulary as slight may also attend their GP following a collision. Road traffic collision attendance data have been made available monthly from April 2013 to July Future studies could compare police reported road casualty data and ambulance service data which could provide an insight into the differences in classification of casualty severity recorded by police over time. A snapshot of data recently obtained from the East of England Ambulance service shows that in the year up to the end of July 2014 there were 2,370 ambulance attendances in Norfolk excluding Great Yarmouth: 660 females, 1,085 females and 625 unknown. There was a monthly average of 198 recorded attendances by ambulances at traffic collisions in Norfolk (excluding Great Yarmouth) during this time period, 53% of which transported people to hospital. This compares with a monthly average of 208 police recorded road casualties during the same time, which included an average of 30 seriously injured casualties and three fatalities. Table 11 shows the number of people involved in traffic incidents attended to by an ambulance in each Clinical Commissioning Group (CCG) area in Norfolk (excluding Great Yarmouth) over the latest available 12 month period. West Norfolk CCG had the highest crude rate of ambulance attendances per 100,000 population (338) and Norwich CCG had the lowest (273). This is to be expected because Norwich has a smaller road network to population ratio. Table 11: Number of ambulance attendances to road traffic collisions by CCG area. Norfolk, August 2013 to July 2014 CCG* Male Female Missing Total Crude rate per 100,000 population NHS North Norfolk CCG NHS Norwich CCG NHS South Norfolk CCG NHS West Norfolk CCG Total *Data do not include Great Yarmouth area as data unavailable Source: East of England Ambulance Service Page 36

38 Fire and Rescue Norfolk Fire and Rescue Service is provided by Norfolk County Council through the Norfolk Fire Authority. It is accountable to the Fire and Community Protection Panel at Norfolk County Council and aims reduce deaths and injuries within Norfolk. As a part of service delivery the Norfolk Fire and Rescue Service respond to emergency calls relating to road traffic collisions. The service attend collisions to provide advice, make vehicles safe, extricate people from vehicles, wash the road or for a number of other reasons. They may also attend collisions as a precaution but take no subsequent action at the scene. In the period from 2009/10 to 2013/14 there were an average of 1,332 road traffic collision attendances annually by Norfolk Fire and Rescue Service. This figure was lower during the 2012/13 financial year because the East of England ambulance service disabled their auto paging system which sent a mobilisation request to the fire service for each road traffic collision in late October In July 2013 these notifications were reintroduced for certain collisions. The new notifications were sent for collisions involving vehicles which may require extrication of occupants, which meant that the service was not automatically called out for single vehicle motorcycle collisions. The primary reason for attendance at road traffic collisions in 2013/14 was to make a vehicle or scene safe (Table 12). This category of attendances included operations performed upon a vehicle or scene not involving a casualty, for example: the containment and rectification of leak or spills, or the removal of a vehicle or debris from the carriageway; a large proportion of these incidents primarily involve the application of absorbent granules to spilled fluids. The second most common reason for incident attendance was for extrication. Attendances in the persons extricated category are classified as those where people have been assisted from a vehicle. This may or may not have included the application of specialist fire service equipment and personnel skills up until the introduction of the release of persons category in April 2012, after which persons extricated only included those released using the specialist equipment/skills. In a small number of incidents the fire service will wash the road. This involves the use of the appliance water carrying capability to treat the carriageway (application of absorbent materials to clean up oil or fuel is not included in this category). The Other category refers to attendances that can match other fields (such as make scene safe ) or a combination of others (such as make scene safe and trauma care or casualty care and scene safety ). Page 37

39 Table 12: Number of road traffic collisions attended by Norfolk Fire and Rescue Service. Norfolk, 2009/ / Advice Only Make vehicle/scene safe 1,055 1, Medical assistance only Persons extricated Release of person/s Stand by - no action Wash road Other Total 1,725 1,662 1, ,408 Source: Norfolk Fire and Rescue Service Fire and Rescue Service attendance gives some indication of the nature of a collision, but not the severity of the casualty. The number of killed or seriously injured (KSI) collisions and casualties recorded in STATS19 between March 2010 and March 2014 has been compared with the number of extrications carried out by the Fire and Rescue Service (Figure 12). The number of KSI vehicle occupants relates to fatal or serious injury casualties who were drivers or passengers of any vehicle excluding pedal cycles, motorcycles and ridden horses. The number of vehicles with KSI occupants relates to the total number of vehicles with at least one driver or passenger who was killed or seriously injured in a collision. Twelve month rolling figures show that the number of people extricated from vehicles by the fire and rescue service was greater than the number of KSI vehicle occupants. This was expected because a number of people who may not have been seriously injured may have been extricated. The number of people extricated does not follow the same pattern as KSI casualties. This may be for a number of reasons, such as the injury severity classification of people extricated, or the fact that the way fire services were called out to collisions changed twice within the period examined. Another reason for differences in the number of extrications during this time period may have been because a persons released category was added to the data on the 23 rd April Prior to this the majority of these cases would have been classified under the persons extricated section (Table 12). Page 38

40 350 Figure 12: Twelve month rolling average number of extrications carried out by Norfolk Fire and Rescue Service compared with KSI vehicle occupants 12 month rolling average. Norfolk, March 2010 to March Number of extrications Number of KSI vehicle occupants Number of vehicles with KSI occupants Notifications disabled (November 2011) Reintroduction of notifications (July 2013) Page 39

41 Kilometres per person per year Road Casualties in Norfolk Young drivers 2.1. Overview Younger drivers, and particularly males, are identified as a key target group in the business plan for Increases in licence-holding and the upturn in the economy could drive an increase in collision involvements for this group. Young drivers travel less as car drivers on average compared with other road users. However, people in this age group are significantly overrepresented in car accidents. In 2013 there were 131 younger drivers or riders (including cyclists) involved in collisions with KSI casualties (22% of all drivers involved) - 96 were male and 35 female. 58% of all young drivers or riders (aged 17-25) involved in fatal or serious injury collisions in Norfolk were car drivers (76), and 34% were moped or motorcycle riders (44). 11 drivers other than car drivers or motorcyclists were involved in fatal or serious injury collisions, of which there were: five pedal cycle riders, four light goods vehicle drivers, one agricultural vehicle driver, and one coach driver. Young driver licensing and road use: Nationally the average distance people aged travel each year as car a car driver has decreased by 29% since 2002 and by 32% since This reduction in distance travelled as car driver has accompanied a decrease in the total distance young people travelled by all modes of transport over these time periods (by 21% and 17% respectively). Younger drivers tend to travel less as car drivers than adults but are overrepresented as drivers in car accidents. On average males in all older age groups travel further as car drivers than those aged and females aged between 21 and 69 travel further on average as car drivers than year olds (Figure 13). 8,000 7,000 6,000 5,000 4,000 3,000 2,000 1,000 0 Figure 13: Average distance travelled as a car driver by age and gender. England, 2013 Males Females The number of people with a license in each age group follows the same pattern as the distance people in each age group travel as a car driver annually, with fewer people in the age group with licenses and more being held by people aged (DfT licensing statistics 2013). The number of people aged who passed their driving test each year at test centres in Norfolk ranged between 5,874 and 7,349 in the previous five years (Table 13). The majority of people who took their test were within this age group (81%) and around half were aged 17 or 18. Page 40

42 Table 13: Number of people who passed their practical car driving test by age. Norfolk, 2009/ /14 Age 2009/ / / / / ,701 2,830 3,042 2,786 2, ,336 1,555 1,579 1,391 1, total 5,874 6,742 7,349 6,639 6,458 All ages 7,161 8,344 9,129 8,209 8,079 Source: Page 41

43 2.2. Young car driver collision numbers and trends Numbers: In Norfolk in 2013 there were a total of 1,774 personal injury road accidents of which 336 involved death or serious injury. 25% (439) of all accidents and 21% (69) of KSI accidents involved at least one young car driver, and in total: Five people died in accidents involving young car drivers (13% of total road fatalities in 2013) 92 people were killed or seriously injured (KSI) (23% of total road KSI casualties) 569 people were slightly injured (28% of all slight injuries) Two young car drivers were killed in 2013 (10% of all car driver fatalities), and 31 young car drivers were killed or seriously injured (28% of all car driver KSI casualties) Trends: Reported KSI casualties in accidents involving young car drivers have decreased since Compared with the average, the number of KSI casualties in young car driver related accidents in 2013 was 8% lower, and the number of fatalities was 62% lower a reduction of 8 deaths. This reduction countered the overall increase in KSI casualties for all accidents there was an increase of 1% of KSIs involving all drivers in 2013 compared to the average. Compared with the average, the number of KSI casualties in young car driver related accidents in 2013 was 33% lower, and the number of fatalities was 73% lower. Killed or seriously injured young car drivers have decreased by 9% from the average, and the number of killed or seriously injured passengers of young car drivers have reduced by 2%. Other participants killed or seriously injured in accidents with a young driver have reduced by 9% compared with the average. Page 42

44 No. KSI casualties Road Casualties in Norfolk 2014 Comparison to other local authorities: Selected counties with a broadly similar road network and population structure to Norfolk have all seen similar decreases of KSI casualties from collisions involving car drivers aged 16 to since 2005 (for more information on comparison local authorities see section 1.4.). Norfolk has had the highest reduction proportionally compared with other comparison county areas. In 2013 there was a 45% reduction in KSI casualties from year old car driver involvement collisions compared with 42% in Gloucestershire, 40% in Suffolk, 38% in Lincolnshire and 33% in Somerset. Although Norfolk has been doing well in the longer term the number of KSI casualties has increased recently, cancelling out progress. Norfolk and Somerset were the only two areas to see increases in KSI casualties since 2011 (by 9% and 22% respectively) (Figure 16 and Table 14). 300 Figure 16: Number of KSI casualties from collisions involving drivers aged in similar authority areas Norfolk Gloucestershire Somerset Suffolk Lincolnshire Table 14: Number of KSI casualties from collisions involving drivers aged in similar authority areas Year Norfolk Gloucestershire Lincolnshire Somerset Suffolk Ages 16 to 24 have been used in this instance because this group is monitored nationally. Page 43

45 2.3. Who are young car drivers? Deprivation: 2013 figures for Norfolk show differences in the rate of involvement in fatal or serious accidents for young people from different deprivation backgrounds. Young car drivers involved in accidents were most frequently from the second most deprived areas in Norfolk (24% of drivers where resident area deprivation level was known), and those most frequently involved in KSI accidents were either from the third most deprived areas or the least deprived areas (both accounting for 14% of young drivers where postcode was known). In 2013 the crude rate of young car drivers involved in KSI collisions per 100,000 people aged was highest in the third most deprived quintile (93), followed by the least deprived quintile (72), the most and second most deprived quintile (55), and the fourth most deprived quintile (54). The least deprived population quintile saw the largest increase in the rate of people aged involved as car drivers in KSI collisions when compared with the period an increase from 34 to 72 people per 100,000. All other deprivation quintiles saw an increase in rates compared to the average with the exception of the fourth most deprived quintile, where rates dropped from 62 to 54 people involved per 100,000 people. Resident local authority district: South Norfolk had the highest crude rate of young persons involved as car drivers in collisions per 100,000 (93), followed by North Norfolk (84), Breckland (76), Great Yarmouth (75), Broadland (65), Norwich and King s Lynn and West Norfolk (41). Great Yarmouth saw a large but not significant increase in the involvement rate compared with the period (from 25 to 75 per 100,000), as did South Norfolk (from 60 to 93 per 100,000 people). Broadland and Norwich both saw a decrease in the rate of young people involved as car drivers in KSI accidents. In Broadland the rate decreased from 71 to 65 per 100,000 people, and Norwich saw a reduction from 41 to 34 per 100,000 people. Page 44

46 Number of drivers Road Casualties in Norfolk 2014 Segmentation: Mosaic geodemographic segmentation analysis of young drivers involved in KSI collisions shows that during the period there were 90 residents of isolated rural communities (group A). Residents of areas classified within this group made up the largest number of drivers involved in KSI collisions in Norfolk (more information on Mosaic Public Sector analysis in Section 1.3. Socio-economic characteristics of road casualties). Compared with the period there was an increase in the number of young drivers from the groups residents of isolated rural communities (group A) and residents of small and mid-sized towns with strong local roots (group B). These increased by 13 and 21 respectively (see Appendix 3 for group key) Figure 19: Mosaic Public Sector groups of young drivers involved in KSI accidents. Norfolk, A B C D E F G H I J K L M N O Mosaic group Page 45

47 2.4. Who are injured in accidents involving young car drivers? In Norfolk, an accident involving a young car driver has on average 1.54 casualties, of which 41% are young drivers. When all types of accidents are considered, the average is 1.35 casualties per accident. In KSI accidents involving a young car driver, 37% of KSI casualties are young drivers. Table 15: Casualties from accidents involving car drivers. Norfolk, 2013 Type of casualty Drivers aged Drivers aged over 26 Total KSI % Total KSI % casualties casualties casualties casualties Car driver themselves Car passenger Occupants of other vehicles and pedestrians All casualties Age: 26% of young car drivers involved in accidents in Norfolk were aged 18 or 19 and the majority of casualties in an accident involving a young car driver were aged 17 to 25 (57%). Passengers in accidents with young drivers are likely to be of the same age and sex as the young driver (in accidents involving older drivers, the KSI casualty ages are more evenly distributed). 79% of passenger casualties in accidents involving young car drivers were aged Road user type: In 2013, 70% (64) of those killed or seriously injured in an accident involving a young car driver were car users (48% of these were young car drivers themselves). 11% (10) were pedestrians, 11% (10) were motorcycle users, and 7% (6) were pedal cyclists. Page 46

48 In comparison with older car drivers, young car drivers were more likely to be involved in accidents with car users but less likely to be involved with other users (70% as opposed to 43%). This could be because a higher proportion of accidents with young car drivers involve only a single vehicle with no pedestrian involvement when compared with older car driver accidents (20% compared with 9%). Occupant: Young car drivers have seriously injured passengers more often than older car drivers (21% of killed or seriously injured casualties in accidents involving young car drivers were car passengers, compared with 12% for older car drivers). Gender: Men accounted for 53% of all casualties from accidents involving a young car driver and 60% of KSI casualties in 2013 (for accidents involving older car drivers, the equivalent figures are 58% and 68% respectively). Page 47

49 2.5. When do accidents involving young car drivers happen? Day of week: In 2013 more accidents involving young car drivers happened on a Monday than any other day of the week, with Sunday having the fewest. More accidents that were fatal or serious happened on a Friday and Saturday (14 on each day). 71% of accidents involving young car drivers happened on weekdays, which was not different from those involving drivers aged 26+ (also 71%). Time of day: The patterns shown for accidents involving young car drivers are broadly similar to overall patterns for older car drivers, and for all road accidents however there is a clear difference in that young drivers are far more likely to be involved in an accident between the hours of 8pm and 4am, particularly on a weekend. There were too few KSI accidents to determine an hourly pattern, although there was a daily average of 0.5 more KSI accidents involving younger car drivers on the weekend than during the week 41% of accidents involving a young car driver occurred on a Friday or Saturday in Month of year: The monthly proportion of all car occupant casualties from accidents involving young car drivers remains relatively consistent throughout the year. In 2013 the highest proportion of these casualties was in May (45%), and the lowest in March (33%). (Figure 23). The monthly proportion of motorcycle rider Casualty numbers from accidents involving younger drivers in 2013 was highest in February and March (both 23%).. Page 48

50 Due to small numbers, the proportion of pedal cyclist and pedestrian casualties from collisions involving younger car drivers fluctuated greatly in 2013 (Figure 24). The proportion of pedal cyclist casualties peaked in both May and December (25% of pedal cyclist casualties within these months were involved in collisions with young car drivers), whereas the highest proportion of pedestrian casualties involved in young car driver collisions was in July (33% of the monthly total). Page 49

51 Number of KSI casualties % change in KSI casualties from baseline Road Casualties in Norfolk Where do accidents involving young car drivers take place? Built up/non-built up: Half of the accidents involving young car drivers happened in built up areas 24 ; these accidents accounted for 49% of the casualties from accidents involving young car drivers. Accidents in urban areas were (on average) less serious than those in rural areas; 12% of casualties in built up areas were killed or seriously injured, compared with 15% in non-built up areas. For older drivers, a greater proportion of accidents occurred in built up areas (55%); these accidents accounted for 48% of the casualties from accidents involving older car drivers. Table 16: Number of accidents involving young car drivers by road type. Norfolk, 2013 Road type KSI All Number % Number % Speed limit mph A roads Other roads Speed limit > A roads Other roads Grand total Figure 25: KSI casualties from accidents involving young car drivers. Norfolk, av % change in KSI District: In 2013, the largest number of KSI casualties from collisions involving younger drivers was in Breckland (19), followed by South Norfolk (17), Norwich and Broadland (both 13) and Great Yarmouth, King s Lynn and West Norfolk, and North Norfolk (each of which had 10 KSI casualties). Compared with the baseline average, there was a reduction in KSI casualties in Norwich (by 4%), South Norfolk (3%), Great Yarmouth (3%) and Breckland (1%). King s Lynn and West Norfolk, North Norfolk and Broadland all saw an increase in casualties in this time period (by 14%, 4% and 2% respectively). 24 According to the Department for Transport built up roads are classed as those which have a speed limit of 40mph or less and non-built up roads have a speed limit of 50mph or more. Page 50

52 2.7. Why do accidents involving young car drivers happen? Contributory factors: Details of factors contributing to reported personal injury road accidents are recorded by the police. Whilst it is not possible to determine blame from these contributory factors they may offer some insight into common type of accidents. Not all accidents have these factors recorded (i.e. only accidents where a police officer attended the scene can be given factors), and an accident can be assigned more than one factor. Table 17: Contributory factors in accidents involving car drivers. Norfolk, 2013 Contributory factor attributed to Drivers aged Drivers aged 26+ vehicles Numbers % Numbers % Failed to look properly Loss of control Slippery road due to weather Careless / reckless Inexperienced / learner Failed to judge other persons path or speed Too fast for conditions Poor turn or manoeuvre Sudden braking Following too close No CF recorded In 2013, 76% of young car drivers involved in accidents had a contributory factor assigned to them, whereas only 61% of car drivers aged 26 and above who were involved in accidents had an assigned contributory factor. Failed to look properly was the most commonly recorded contributory factor for all ages of car drivers involved in accidents (assigned to around one in four car drivers). The loss of control, slippery road due to weather, careless/reckless and too fast for the conditions contributory factors were twice as likely to be assigned to younger car drivers involved in collisions as car drivers aged 26 and above (Table 17). Male young car drivers involved in collisions in 2013 had a contributory factor assigned to them more often than female young car drivers (79% compared with 73%). Figure 26 shows the top six contributory factors which have the largest difference in numbers between male and female young car drivers involved in collisions. The largest difference between male and female car drivers was seen in the careless/reckless contributory factor - which was assigned to 16% of young male drivers but only 7% of young female drivers. There was also a difference for the exceeding the speed limit contributory factor - which was assigned to 8% of males but only 1% of females. Aggressive driving was recorded as a contributory factor for 2% of young male car drivers in 2013; however this factor was not assigned to any young female car drivers involved in collisions. Page 51

53 2.8. Key findings Nationally, young car drivers travelled a third less in 2013 than they did in This was part of a wider trend of less distance travelled by all modes of transport in the younger age groups. This reduction in distance travelled coincided with a reduction in the number of KSI casualties in 2013 compared to the baseline period in Norfolk. Although young people travelled less as car drivers they were still significantly overrepresented in KSI collisions. In 2013 there were 69 collisions with killed or seriously injured (KSI) casualties involving persons aged as a car driver in at least one vehicle in the collision (21% of KSI collisions). From these collisions there were 92 KSI casualties (23% of all KSI casualties). 76 car drivers involved in KSI collisions were aged 17 to 25 in 2013 (13% of all drivers/riders involved in KSI collisions). 47 (62%) of these were male and 29 (38%) were female. 41% of accidents involving a young car driver occurred on a Friday or Saturday in There has been no significant change in deprivation profiles of younger drivers in collisions compared with the baseline. The highest involvement rates are still for people from the middle deprivation quintile of areas. There were no significant differences in collision involvement rates from young populations resident in each district in Norfolk in Rates had increased in every district apart from Broadland and King s Lynn and West Norfolk. Young drivers are still most commonly residents of isolated rural communities. This group has grown the most in terms of collision involvement along with residents of small and midsized towns with strong local roots. Around 40% of those KSI in young driver collisions are the young driver themselves. Their passengers were more likely to be the same age and gender. Collisions involving younger car drivers are more likely to have more seriously injured passengers and young car driver KSI collisions are more likely to involve only a single vehicle. The loss of control, slippery road due to weather, careless/reckless and too fast for the conditions contributory factors were twice as likely to be assigned to younger car drivers involved in collisions as car drivers aged 26 and above. Page 52

54 3. Motorcyclists 3.1. Motorcycle licensing and road use Motorcycle test statistics can be used as a rough proxy for the number of novice motorcycle riders using the roads in the county. Statistics are available for the two motorcycle test centres in Norfolk (King s Lynn and Norwich) and include module pass rates for the test categories A (motorcycle of any size for riders aged 21 or over), A1 (motorcycle up to 125cc for riders aged 17 and above) and A2 (motorcycles not exceeding 35kw for riders aged 19 and above) 25. Figures can be broken down into pass rates by gender and age, but not on an annual basis because numbers are suppressed as a result of small numbers. The modular motorcycle test was introduced at the end of April 2009, so comparable figures cannot be obtained from before this date. The practical motorcycle test is split into two separate modules; an off-road module (module 1) and an on-road module (module 2). Riders can only take module 2 if they have passed module 1, which is why there are more people who take and pass module 1 tests. In order to obtain a full motorcycle licence riders must pass both modules, so module 2 pass rates indicate the number of people receiving their licence. In 2013/14 there were 258 module 2 motorcycle tests taken in Norfolk, of which 64 were passed. During this time there were fewer tests taken than in any of the previous five years, which could be as a result of changes to the way people were able to obtain their full motorcycle licenses, which were introduced that year. Around 93% of module 2 tests were taken by males in the three financial years 2011/12 to 2013/14, and 93% of the riders who passed the tests were male. An average of 60 people aged 17 passed their test annually in Norfolk in 2011/ /13 period, more than any other single year. There were fewer people aged 26 or over who passed their test. 25 The size of motorcycle someone is able to ride depends on the type of motorcycle test they have taken, and at what age they have taken it. For more details see routes to motorcycle licence flow chart: (accessed ) Page 53

55 Thousand vehicle km % change in traffic volume Number of motorcycles licensed % change in total motorcycle registrations Road Casualties in Norfolk 2014 The Department for Transport publishes statistics for licensed road vehicles and new vehicle registrations which are derived from data held by the Driver and Vehicle Licensing Agency (DVLA). These statistics include the number of licensed motorcycles by local authority since 2004, as well as the number of motorcycles registered for the first time. 30,000 25,000 20,000 15,000 10,000 5,000 0 Figure 29: Total number of motorcycles licensed and number of motorcycle registered for the first time. Norfolk, Total number of motorcycles licenced Motor cycles licenced for the first time % change in total motorcycles registered Over the previous ten year period the total number of motorcycles licensed to owners who live in Norfolk has ranged between 23,961 in 2004 and 26,487 in Growth in the number of motorcycles licensed has been mostly negative since 2009, and in 2013 the total number of motorcycles licensed (24,753) was at the lowest level since 2006 (24,112). The number of motorcycles registered for the first time increased between 2004 and 2008, but has declined since and has not recovered. There were 2,051 motorcycles registered for the first time in 2013 compared with 3,074 in While the number of registered motorcycles in Norfolk remained relatively constant, the volume of motorcycle traffic has declined since 2004 from 43,500 thousand vehicle km on major roads to 34,500 thousand in In 2012 motorcycle traffic on major roads was at the lowest level in the ten year period (33,500 thousand), which coincided with the lowest number of motorcycles registered for the first time (1,923). A factor in this fall in motorcycle traffic could have been the weather in 2012 the UK had the wettest year since Met Office records began ,000 45,000 40,000 35,000 30,000 25,000 20,000 15,000 10,000 5,000 0 Figure 30: Motorcycle traffic volume on major roads, in thousand vehicle kilometres. Norfolk, Motorcycle traffic on major roads thousand vehicle km % change in motorcycle traffic 26 Department for Transport (2014). Reported Road Casualties Great Britain: 2013 Annual Report. Page 54

56 Number of KSI motorcycle casualties Road Casualties in Norfolk Motorcycle rider casualty numbers and trends Numbers: In Norfolk in 2013 there were 290 accidents with at least one motorcycle casualty (16% of all accidents) and 103 KSI accidents (31% of all KSI accidents) involving at least one motorcycle rider, and in total: 9 motorcycle riders were killed (23% of all road fatalities in 2013) 95 motorcycle riders were seriously injured (27% of all seriously injured casualties) 197 motorcycle riders were slightly injured (10% of all slight casualties) Figure 31: Trend in KSI motorcycle casualties. Norfolk, Norfolk P2W up to 125cc P2W over 125cc Trends: The annual number of reported KSI motorcycle rider casualties has decreased since 2000 but increased in 2013 following five years of reductions. The number of KSI motorcycle users in the county rose from 80 in 2012 to 104 in Although the recent rise in the number of KSI motorcycle casualties has been a cause for concern it is not unusual for the annual number of motorcycle casualties to fluctuate. It is not known if the current rise will turn into a sustained increase. The rise in the overall number of motorcycle casualties in 2013 was predominantly due to the growth in the number of KSI casualties of users with engine sizes up to 125cc (from an average of 33 in the period to 42 in 2013). The number of KSI casualties for users of motorcycles with engine sizes over 125cc decreased in the same time period (from an annual average of 69 in to 62 in 2013). The number of motorcycle users who were slightly injured annually increased from 178 in 2012 to 197 in 2013, but this figure was still much lower than the average of 236. There could be many reasons for the drop in motorcycle casualties in 2012, as is mentioned in the above section 2012 was one of the wettest years on record, which may have had an impact on the number of motorcycles on the road (which was at the lowest level in the past decade). Recovery in the volume of motorcycle traffic on the road may have been a major factor in the increase in motorcycle casualties. Page 55

57 No. KSI casualties per throusand vehicle km on major roads Road Casualties in Norfolk 2014 Comparison to other local authorities: Like other counties the number of KSI motorcyclists per kilometre travelled on major roads fluctuates annually in Norfolk. The number of KSI motorcycle casualties per kilometre travelled has increased since 2011, but the annual figure has not increased to the same level as 2007 (for more information on comparison local authorities see section 1.4.). In 2013 there were more KSI motorcycle casualties per kilometre travelled that in all other comparison counties except Lincolnshire in Figure 32: Number of KSI motorcycle casualties per thousand kilometres travelled on major roads in similar authority areas Norfolk Gloucestershire Somerset Suffolk Lincolnshire Table 18: Number of KSI motorcycle casualties per thousand kilometres travelled on major roads by local authority comparator areas Norfolk Gloucestershire Lincolnshire Somerset Suffolk Page 56

58 Rate per 100,000 people Road Casualties in Norfolk Who are injured as motorcycle riders in road accidents? There is a common conception that a high proportion of crashes involving bikes of engine size 500cc and above are involved in single vehicle loss of control type accidents on the high speed network. Whilst single vehicle collisions on 60mph roads are the third largest type for machines with an engine size of 500cc or above there are nearly three times as many which involve two vehicles. It must be noted that this does not indicate which vehicle was at fault, only that the bike was in contact with another vehicle as STATS19 data do not indicate blameworthiness. Gender: Males accounted for 87% of all severity and 87% of KSI motorcycle casualties in Norfolk in 2013 (the equivalent figures for all road users were 59% and 68%) (Figure 33). There were more males aged below 20 killed or seriously injured when riding motorcycles than any other age group, but for females there were more in the age group Under 20 Figure 33: Average annual number of reported motorcycle KSI casualties by age and gender. Norfolk, Male Female Figure 34: Age specific rate of KSI motorcycle casualties. Norfolk, Age: The pattern of age specific rates of KSI motorcycle casualties in Norfolk remained relatively unchanged in 2013 compared to the period, but rates had increased across nearly all age groups. In 2013 the age group had the highest rate of KSI casualties per 100,000 people (51.3), followed by year olds (34.9) and year olds (31.7). There was a drop in the rate of KSI casualties in the age group, but the rate then increased for people in the age group (Figure 34). Page 57

59 Table 19: Severity of reported motorcyclist casualties by age. Norfolk, All Number 2013 KSI All KSI av. All Percentage of total road casualties for particular age group Rate per 100,000 population 2013 KSI All KSI av. All KSI All KSI av. All The number of motorcyclists in each age group killed or seriously injured was different depending on the size of motorcycle engine. For machines with an engine size of 125cc or below the KSI users were more likely to be under the age of 20 (Figure 35). KSI users of motorcycles with engine sizes above 125cc were more likely to be aged (note that these are represented in absolute numbers of KSI casualties for these road user groups and do not take into account the level of usage of each type of bike in each age group). Deprivation: The rate of KSI casualties was higher for people from all deprivation groups in Norfolk compared to the National equivalent. People from the second most deprived quintile of areas were most likely to be killed or seriously injured as a rider of a motorcycle in People from the second most deprived areas had the largest difference in the rate of KSI motorcycle casualties compared with the England average. Page 58

60 Rate per 100,000 population Resident casualties Road Casualties in Norfolk 2014 Segmentation: Mosaic geodemographic segmentation analysis of KSI motorcyclists shows that during the five year period there were 102 residents of small and mid-sized towns with strong local roots (group B), these people made up the largest number of KSI casualties in Norfolk (more information on Mosaic Public Sector analysis in Section 1.3. Socio-economic characteristics of road casualties) The red bars show the index value 0 when resident rider numbers are indexed by the population in Norfolk (this does not take into account the amount each of these groups travel on road using a motorcycle) Figure 37: Mosaic Public Sector groups of KSI motorcycle casualties. Norfolk, A B C D E F G H I J K L M N O Mosaic group KSI casualties Index Residents of small and mid-sized towns with strong local roots (group B, index: 110) were overrepresented when compared to the resident population. The next largest group of KSI motorcyclists in Norfolk were residents of isolated rural communities (group A, index: 120), these were also overrepresented compared with the resident population according to the index. According to this measure couples and young singles in small modern starter homes (group H, index: 138) and residents with sufficient incomes in right-to-buy social housing (group K, index: 139) were also overrepresented (see Appendix 3 for group key). Resident local authority district: The rate of KSI motorcycle casualties per 100,000 population was highest in Broadland in 2013 (12), followed by South Norfolk (10) and Breckland (10), King s Lynn and West Norfolk (9), Norwich (9), Great Yarmouth (5) and North Norfolk (4). The overall rate of KSI casualties in Norfolk was above the England average in 2013, as was the case in Figure 38: Crude rate of KSI motorcycle casualties by resident district. Norfolk and England, Norfolk 2013 average Page 59

61 Proportion of motorcycle KSI casualties (%) Proportion of motorcycle KSI casualties (%) Road Casualties in Norfolk When do accidents involving motorcyclists happen? Day of week: There were more motorcycle casualties occurring daily on weekends compared with weekdays in the period. Only 66% of KSI casualties occurred on weekdays within the five year period, which is proportionally lower than would be expected if there were the same number of casualties daily though out the week. There were most KSI casualties on Saturday (17%) and Sunday (17%), by contrast fewest KSI casualties occurred on Wednesday (10%). Time of day: There was no defined pattern of KSI casualties on weekdays in the period although there was a spike in the number of casualties at 5pm, when almost 9% of all motorcycle KSI casualties occurred. Casualties were more likely occur in the afternoon on the weekends, there was a peak in the number of KSI casualties at 3pm on weekends Figure 39: Reported motorcycle casualties by time of day. Norfolk, Weekends Weekdays Figure 40: Reported KSI motorcycle casualties by month and size of bike. Norfolk, P2W up to 125cc P2W over 125cc Month of year: For users of motorcycles with engines up to 125cc there were no significant increases in the monthly number of KSI casualties in the period, but there was an increase in these casualties in October and November compared to other months in the year (4% of casualties occurred in October compared with 2% in May). For motorcycles with engine sizes above 125cc there were larger increases in KSI casualties in the summer months. In May and July these road users accounted for 9% and 10% of all KSI motorcycle casualties respectively. Page 60

62 Number of KSI casualties % change in casualties from baseline Road Casualties in Norfolk Where do accidents involving motorcycle riders take place? Built up/non-built up: 64% of motorcycle casualties occurred in built up areas in 2013, of which 58% occurred on B, C and U class roads. 53% of motorcycle casualties which occurred on nonbuilt up roads occurred on B, C and U class roads (19% of total motorcycle casualties). KSI motorcycle casualties most frequently occurred on built up roads (58%), and specifically on B, C and U class roads where 36% of all KSI motorcycle casualties occurred. Table 20: Number of motorcycle casualties by road type. Norfolk, 2013 Road type KSI All Number % Number % Speed limit 20-40mph A roads Other roads Speed limit >40mph A roads Other roads Grand total District: In 2013 there were more KSI motorcycle casualties in King s Lynn and West Norfolk than any other district (22) and Breckland (22). There were 19 KSI casualties in Norwich, 17 in South Norfolk, 16 in Broadland, 5 in North Norfolk and 3 in Great Yarmouth. In comparison to the baseline period there was a 69% reduction in KSI casualties in Great Yarmouth and a 59% reduction in North Norfolk Figure 41: Number of KSI motorcycle casualties by district. Norfolk, av % change in KSI There was a 64% increase in Norwich, a 38% increase in Breckland and a 17% increase in King s Lynn and West Norfolk. Page 61

63 3.6. What are the accident circumstances? Number of vehicles: There were 30 KSI casualties from single vehicle motorcycle accidents in 2013 (29% of KSI motorcycle casualties), compared with an average of 21 in the period (21%). The majority of KSI motorcycle casualties from road collisions are involved in incidents that involved two or more vehicles. In 2013 around 71% of KSI motorcycle casualties were involved in collisions with other vehicles, which has decreased compared to the average where 79% of these casualties were involved in a multi-vehicle accident. Vehicles involved: Accidents involving a motorcycle and a car accounted for 48% of KSI accidents in 2013, which was roughly equivalent to the average figure (52%). Around 28% of motorcycle KSI accidents in 2013 were single vehicle collisions, which was an increase on the average of 20% (Table 21). Table 21: Vehicles related to motorcycle accidents. Norfolk, 2013 KSI Total av av. No. % No. % No. % No. % Single vehicle accidents with pedestrian with no pedestrian Two vehicle accidents with pedal cycle with other motorcycle with car with bus or coach with LGV or HGV with other vehicle Three or more vehicles All motorcycle accidents Vehicle location and movement: 63% of KSI and 66% of all motorcycle casualties occurred at some form of a junction in 2013 (the equivalent figures for the period were 64% and 67%). 78% of KSI and 66% of all casualties occurred whilst going ahead. 12% of KSI and 10% of all casualties occurred while overtaking vehicles on the offside. 7% of KSI motorcycle casualties in 2013 occurred whilst turning right and none occurred while turning left whereas, in the period, 3.5% of KSI casualties occurred whilst turning right ant 3.5% of casualties occurred whilst turning left. Page 62

64 3.7. Why do accidents involving motorcycle riders happen? Contributory factors: Details of contributory factors contributing to injury accidents are recorded by the police. Whilst it is not possible to determine blame from these contributory factors they may offer come insight into common types of accident. In 2013 the contributory factor failed to look properly was most commonly attributed to vehicles involved in collisions with a killed or seriously injured motorcyclist (Table 22). This contributory factor was assigned to 13% of motorcycles involved in KSI accidents in 2013, and 48% of other vehicles involved. Table 22: Contributory factors assigned to vehicles involved in accidents with motorcycle riders. Norfolk, 2013 KSI All Motorcycle Other vehicle Motorcycle Other vehicle No. % No. % No. % No. % Loss of control Failed to look properly Inexperienced / learner Careless / reckless Exceeding speed limit Poor turn or manoeuvre Failed to judge other persons path or speed Slippery road due to weather Too fast for conditions Sudden braking No contributory factor assigned Total no. vehicles involved Page 63

65 3.8. Key findings The number of motorcycles registered to owners in Norfolk has been in decline since 2009, as has the total distance travelled by motorcycles on the roads in the county. This could be due to multiple factors such as economic conditions or poor weather conditions which motorcycle use is heavily reliant on. Changes in these factors could mean an increase in the number of KSI casualties from this group. The annual number of reported KSI motorcycle rider casualties has decreased since 2000 but increased in 2013 following five years of reductions. The number of KSI motorcycle users in the county rose from 80 in 2012 to 104 in Although the recent rise in the number of KSI motorcycle casualties has been a cause for concern it is not unusual for the annual number of motorcycle casualties to fluctuate. It is not known if the current rise will turn into a sustained increase. Norfolk has not performed as well as other comparison authorities. In 2013 the number of KSI motorcycle casualties per kilometre travelled was higher in Norfolk than in Suffolk, which has not happened since Younger motorcycle riders are still the largest contributors to KSI numbers. Those aged were involved in 42 of 106 motorcycle KSI collisions (40%) in In the five years up to 2013 the increase in the number of KSI casualties has come from people under the age of 20 who use motorcycles with engine sizes of 125cc and below and people aged between 30 and 44 who use machines larger than 125cc. People living in areas categorised by Mosaic as Residents of small and mid-sized towns with strong local roots, residents of isolated rural communities, couples and young singles in small modern starter homes and residents with sufficient incomes in right-to-buy social housing were overrepresented as motorcycle KSI casualties compared to the population. More KSI motorcycle casualties occurred on Saturday or Sunday on average. There was no defined pattern of KSI casualties on weekdays in the period although there was a spike in the number of casualties at 5pm, when almost 9% of all motorcycle KSI casualties occurred. Casualties were more likely occur in the afternoon on the weekends, there was a peak in the number of KSI casualties at 3pm on weekends. There were more KSI casualties in the summer months from motorcycles with engine sizes above 125cc. Users of motorcycles with engine sizes smaller than 125 cc were not as likely to be involved as KSIs in the summer months, which might be because these users are not influenced by the season. Compared to the baseline there was a 64% increase in KSI motorcycle casualties in Norwich, a 38% increase in Breckland and a 17% increase in King s Lynn and West Norfolk (these numbers must be treated with caution as large fluctuations are common for casualty numbers in this road user group). In 2013 the contributory factor failed to look properly was most commonly attributed to vehicles involved in collisions with a killed or seriously injured motorcyclist. This contributory Page 64

66 factor was assigned to 13% of motorcycles involved in KSI accidents in 2013, and 48% of other vehicles involved. Page 65

67 Kilometres per person per year Road Casualties in Norfolk Pedestrians 4.1. Overview Pedestrians are now monitored as part of a wider vulnerable road user group by the RCRP, which, along with motorcycle riders, has now become one of the largest contributors to the rise in KSI casualty numbers. There has been a reduction in the number of annual KSI pedestrian casualties in the last decade but progress has been curtailed in the last five years, in which time the number of KSIs has increased. Pedestrian travel: Nationally the average distance people travel each year as a pedestrian has decreased by 8% since 2003 and by 3% since This reduction in distance travelled as a pedestrian has accompanied a decrease in the total distance travelled by all modes of transport over these time periods (by 21% and 17% respectively). People in the younger age groups tend to travel further as pedestrians. Males and females aged walked further per person than any other age group in 2013, with females in this age group travelling further than any other group (259 kilometres per person on average). People aged 70 and above travelled least as pedestrians (an average of 130 and 98 kilometres per person per year for males and females) Figure 42: Average distance walked by age and gender. England, 2013 Males Females Page 66

68 Number of KSI pedestrian casualties Road Casualties in Norfolk Pedestrian casualties Numbers: In Norfolk in 2013 there were 233 road accidents with at least one pedestrian casualty (13% of all accidents in Norfolk) and 53 killed or seriously injured (KSI) accidents (16% of all KSI accidents) involving at least one pedestrian, and in total: 5 pedestrians were killed (13% of all road fatalities in 2013) 50 pedestrians were seriously injured (14% of all seriously injured casualties) 188 pedestrians were slightly injured (9% of all slight injuries) Trends: The annual number of reported KSI pedestrian casualties has decreased since The number of KSI pedestrians in Norfolk reached a low point in 2010 and has since risen. The rise in casualties from 2011 onwards was not due to increasing numbers in Norwich where a relatively large proportion of pedestrian traffic is associated in Norfolk. The rise of pedestrian KSI casualties in Norfolk was due to a sustained rise in KSI outside of Norwich. The change in annual KSI casualty numbers in the period compared with the period was as follows in each district: Breckland (3.2), Broadland (3), Great Yarmouth (-1.4), King's Lynn and West Norfolk (0.4), North Norfolk (-1.3), Norwich (0.7), and South Norfolk (-1.7) Figure 43: Trend in KSI pedestrians. Norfolk, Norwich Norfolk Compared with the average, the number of pedestrian KSI casualties had increased 5% in 2013, although there was a reduction in slight pedestrian casualties by 7%. Page 67

69 No. Pedestrian KSI casualties Road Casualties in Norfolk 2014 Comparison to other local authorities: Selected counties with a broadly similar road network and population structure to Norfolk have made little progress in reduction of pedestrian KSI casualties since 2005 (for more information on comparison local authorities see section 1.4.). Norfolk, Gloucestershire and Suffolk had similar KSI casualty numbers in 2005 (Figure 44 and Table 23) but only Suffolk has been consistently below this point since Figure 44: Number of KSI pedestrian casualties in similar authority areas Norfolk Gloucestershire Somerset Suffolk Lincolnshire Table 23: Number of KSI pedestrian casualties in similar authority areas Year Norfolk Gloucestershire Lincolnshire Somerset Suffolk Page 68

70 4.3. Who are injured as pedestrians in road accidents? As is well known, pedestrian collisions rarely include injuries to vehicle drivers or passengers themselves. Only two KSI casualties involved in collisions with a KSI pedestrian in Norfolk were vehicle drivers in Gender: Men accounted for 61% of all pedestrian casualties, 73% of KSI casualties and 60% of fatalities in 2013 to put this into context the equivalent figures for all road users was 59%, 68% and 55% respectively. 15% of all male fatal or serious injury on the roads in Norfolk was as a pedestrian casualty; and for women, 12% of fatal or serious injuries were as pedestrians. Age: Table 24 shows reported pedestrian road casualties by age group. In 2013 children (aged 0-15) had the highest age-specific rate of KSI pedestrian road casualties per 100,000 population (11), and one of the highest rates of pedestrian casualties of all severities (47). Pedestrians made up 59% of child KSI casualties and 39% of child casualties of all severities in 2013 which had increased from the period where child pedestrian casualties made up 43% of child KSI and 31% of all severity casualties. The age-specific rate of KSI pedestrians per 100,000 people in each of the other age groups was relatively similar possibly due to small numbers. There was however differences in the rate of pedestrian casualties of all severities between other age groups: people aged had the highest rate (29), followed by those aged 70+ (18), year olds (17) and year olds (7). Table 24: Severity of reported pedestrian casualties by age. Norfolk, All Number 2013 KSI All KSI Percentage of total road casualties for particular age group av. All KSI All KSI av. All Age-specific rate per 100,000 population 2013 KSI All KSI av. All Page 69

71 Rate per 100,000 people Road Casualties in Norfolk Figure 45: Crude rate of killed or seriously injured pedestrian casualties by age group. Norfolk, All ages In 2013 the crude rate of killed or seriously injured pedestrian casualties per 100,000 people increased across nearly all age groups compared to the baseline average - especially for people aged (from 3.8 to 7.6) and those aged 0-15 (from 8.3 to 11.0). The only age group to see a decline in the rate of KSI pedestrians was the age group, which had 10.4 KSI casualties per 100,000 people in the period compared with 7.6 in This age group also saw a decline in KSI pedestrian casualties as a proportion of all KSI road casualties (from 10% to 8% of KSI road users within the age group). Page 70

72 Rate per 100,000 population Rate per 100,000 population Road Casualties in Norfolk 2014 Deprivation: Killed or seriously injured (KSI) pedestrians in Norfolk were most frequently from the most deprived quintile of areas in There were seven KSI pedestrians per 100,000 people from the most deprived quintile of areas in Norfolk, followed by six in the fourth most deprived quintile of areas, four in the second most deprived quintile, four in the least deprived quintile and three in the third most deprived areas. Where resident deprivation decile was known in 2013 there were 11 KSI pedestrians per 100,000 people from the most deprived decile of areas and 38 pedestrian casualties of all severities. By comparison there were no KSI pedestrian casualties and only 14 casualties of all severities per 100,000 people from the least deprived decile. One quarter of pedestrian KSI casualties and one fifth of all pedestrian casualties with known resident address in Norfolk were from the most deprived decile of areas in Figure 46: Crude rate of killed or seriously injured pedestrian casualties by local deprivation quintile. Norfolk, 2013 Most deprived Second most deprived Third most deprived Fourth most deprived Least deprived Breckland Figure 47: Crude rate of killed or seriously injured pedestrian casualties by resident district. Norfolk, 2013 Great Broadland Yarmouth Breckland Broadland 2013 average King's Lynn and West Norfolk Great King's Lynn Yarmouth and West Norfolk North Norfolk North Norfolk Norwich Norwich South Norfolk South Norfolk Resident local authority district: The rate of KSI pedestrian casualties per 100,000 people was highest in Norwich in 2013 (7.5) followed by South Norfolk (7), King s Lynn and West Norfolk (5.5), Broadland (5), Breckland (3), North Norfolk (3), and Great Yarmouth (1). It is most likely that Norwich residents had a higher rate of pedestrian KSI casualties because the area is predominantly urban. An increase in the rate of pedestrian KSI casualties in South Norfolk may be due to fluctuation of small numbers there were nine KSI pedestrian casualties in the district in Page 71

73 Resident casualties Road Casualties in Norfolk 2014 Segmentation: Mosaic geodemographic segmentation analysis of pedestrian casualties shows that during the five year period there were 221 residents of small and mid-sized towns with strong local roots (group B). These people made up the largest number of pedestrian casualties in Norfolk (more information on Mosaic Public Sector analysis in Section 1.3. Socioeconomic characteristics of road casualties). The red bars show the index value when resident pedestrian numbers are indexed by the population in Norfolk. Young people renting flats in high density social housing were heavily overrepresented (group N, index: 224), as were Families in low-rise social housing with high levels of benefit need (group O, index: 169), Young, well-educated city dwellers (group G, index: 166), residents with sufficient incomes in right-to-buy social housing (group K, index: 153), low income workers in urban terraces in often diverse areas Figure 48: Mosaic Public Sector groups of pedestrian casualties. Norfolk, (group I, index: 141) and couples and young singles in small modern starter homes (group H, index: 131) A B C D E F G H I J K L M N O Mosaic group KSI casualties Index There were proportional increases across all Mosaic groups in the period compared with There were increases of around 50% in groups A, B and M which are classified as residents of isolated rural communities, residents of small and mid-sized towns with strong local roots and elderly people reliant on state support (see Appendix 3 for group key). Page 72

74 Number of casualties Road Casualties in Norfolk When do accidents involving pedestrians happen? Day of week: In 2013 there were more pedestrian accidents on a Friday than any other day of the week 17% of pedestrian casualties were on Friday. Fatal or serious injury to pedestrians was more likely to occur on a Wednesday (17% of pedestrian KSI), followed by Friday (16% of pedestrian KSI). Time of day: Pedestrian casualties most frequently occurred on weekdays at 3-4pm and 8-9pm (coinciding with commuting times). At the weekend there were no notable peaks. In 2013 the number of pedestrian casualties was highest at 3pm on the weekend. There were too few KSI 0 accidents to determine a pattern in 2013 but there were 40 KSI pedestrian casualties on weekdays and 15 KSI casualties on weekends Figure 49: Reported pedestrian casualties by time of day. Norfolk, 2013 Weekends 2013 Weekdays 2013 Weekends av. Weekdays av. 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 20% 18% 16% 14% 12% 10% 8% 6% 4% 2% 0% Figure 50: Reported pedestrian casualties by month of year. Norfolk, 2013 Children (0-15) All Month of year: There was an increase in pedestrian casualties between September and December in % of pedestrian casualties occurred during this time period, with the highest proportion of casualties occurring in November (14%). There were more child casualties in October than any other month of the year in % of casualties occurred during this month. Page 73

75 Number of KSI casualties % change in casualties from baseline Road Casualties in Norfolk Where do accidents involving pedestrians take place? Built up/non-built up: 91% of all pedestrian casualties occurred in built up areas 27 in 2013, with 74% of these occurring on B, C and U class roads. Roughly half of pedestrian casualties on nonbuilt up roads occurred on A class roads (5% of all pedestrian casualties). There was a higher proportion of KSI pedestrian casualties on built up roads (84%), and of these 72% occurred on A class roads. Pedestrian casualties were more severe on non-built up roads in Norfolk in % of casualties on non-built up roads were killed or seriously injured compared with 17% on built up roads. The severity ratio was even higher on non-built up A class roads, where 35% of pedestrian casualties were KSI casualties. Table 25: Number of pedestrian casualties by road type. Norfolk, 2013 Road type KSI All Number % Number % Speed limit 20-40mph A roads Other roads Speed limit >40mph A roads Other roads Grand total District: In 2013 the largest number of pedestrian KSI casualties was in Norwich (14), followed by King s Lynn and West Norfolk (12), Breckland (8), Broadland and South Norfolk (each of which had 6 KSI casualties), North Norfolk (5) and Great Yarmouth (4). Compared with the baseline average there was a 0 reduction in KSI pedestrian casualties in Great Yarmouth (by 46%), and a reduction in North Norfolk, Norwich and South Norfolk (by 14%, 5% and 3% respectively). Breckland, Broadland and King s Lynn and West Norfolk saw an increase in casualties in this time period (by 67%, 50% and 25%) Figure 51: Number of KSI pedestrian casualties by district. Norfolk, av % change in KSI According to the Department for Transport built up roads are classed as those which have a speed limit of 40mph or less and non-built up roads have a speed limit of 50mph or more. Page 74

76 4.6. What are the accident circumstances? Number of vehicles: 93% of all accidents with pedestrian casualties in 2013 involved single vehicles, 4% involved two vehicles and 3% involved three or four vehicles. There were 1.1 casualties involved in all pedestrian casualty accidents on average. 87% of accidents involving KSI pedestrian casualties in 2013 were single vehicle collisions, 6% involved two vehicles and 7% involved three or four vehicles. There were 1.2 casualties involved in KSI pedestrian collisions on average. In KSI collisions involving pedestrians there were only two vehicle occupants who were killed or seriously injured both of these were motorcycle riders. Vehicles involved: The majority of vehicles in collision with pedestrians in 2013 were cars (83%). Other pedestrians were in collision with LGV and HGVs (5%), motorcycles (3%), bus/coaches (2%) and pedal cycles (1%). A similar pattern was seen for vehicle collisions with a KSI pedestrian 84% of KSI pedestrians were hit by a car, 5% by an LGV or HGV and 5% by a motorcycle. There were no KSI pedestrians who had been hit by a bus, coach or pedal cycle. Table 26: Vehicles related to pedestrian casualties. Norfolk, 2013 KSI All av av. No. % No. % No. % No. % Pedal cycle Motorcycle Car Bus or coach LGV /HGV Other Grand Total Vehicle and driver characteristics: 64% of KSI pedestrians and 62% of all pedestrians were hit by a male driver, and around one in five KSI pedestrian casualties were in collision with a driver aged 25 and under. There were a high proportion of KSI pedestrians in Great Yarmouth, King s Lynn and West Norfolk and North Norfolk who were hit by a driver who lived in the same district (75%, 67% and 60% respectively). In Breckland, Broadland, South Norfolk and Norwich the proportion of KSI pedestrians who were hit by a driver who lived in the same district was 38%, 33%, 33% and 43% respectively. Pedestrian location: 36 (65%) killed or seriously injured pedestrians in 2013 were crossing the road and: Five were on the footway or verge (9%) Five were masked by a stationary vehicle (9%) Ten were in the carriageway not crossing (18%) One in five pedestrians injured in collisions in 2013 were in a hit and run accident and 10% of KSI pedestrians were involved in hit and run accidents. Page 75

77 4.7. Why do accidents involving pedestrians happen? Contributory factors: Details of factors contributing to injury accidents are recorded by the police. Whilst it is not possible to determine blame from these contributory factors they may offer some insight into common types of accident. 42% of accidents with pedestrian injury had contributory factors assigned to pedestrians only in 2013 (most frequent factor assigned was failed to look properly, which accounted for 42% of assigned factors). This was the case in 48% of accidents with a killed or seriously injured pedestrian (failed to look properly was also the most frequently assigned factor accounting for 24% of factors). 29% of all accidents with pedestrian injury and 24% of accidents with a KSI pedestrian had contributory factors assigned to vehicles only (failed to look properly accounting for 23% and 16% of assigned contributory factors respectively). Table 27: Contributory factors in accidents involving pedestrians. Norfolk, 2013 Contributory factor attributed to vehicles Factor KSI All assigned Numbers % Numbers % to: Pedestrian failed to look properly Pedestrian Failed to look properly Vehicle Pedestrian careless / reckless Pedestrian Pedestrian failed to judge vehicle's path / speed Pedestrian Too close to pedestrian Vehicle Careless / reckless Vehicle Pedestrian impaired by alcohol Pedestrian Dangerous action in carriageway (eg. playing) Pedestrian Crossing masked by stationary vehicle Pedestrian Pedestrian wearing dark clothing at night Pedestrian A comparison of contributory factors show that in the baseline period 60% of factors in pedestrian KSI collisions in Norwich indicated pedestrian error, whereas in the rest of Norfolk 65% of contributory factors were assigned to killed or seriously injured pedestrians. In 2013, 46% of contributory factors in pedestrian KSI accidents in Norwich were assigned to pedestrians, whereas 67% of contributory factors in pedestrian KSI accidents were assigned to pedestrians in the rest of Norfolk. Looking at the period of rise in pedestrian KSI casualties in Norfolk (excluding Norwich) between the period and , there were a relatively similar proportion of contributory factors attributed to pedestrians within both of these time periods. In , 65% of contributory factors were attributed to pedestrians, but in 2012 this saw a slight fall to 63%, which then increased again to 67% in This pattern was replicated for contributory factors assigned to road users in pedestrian accidents of all severities. Alcohol involvement: Nearly one fifth of killed or seriously injured pedestrians in 2013 were assigned the contributory factor impaired by alcohol (18%) this is an increase on the baseline figure of 13%. 9% of all pedestrian casualties in 2013 were assigned the contributory factor impaired by alcohol, which remained relatively unchanged from the baseline period figure of 10%. Page 76

78 4.8. Key findings There is continuing lack of progress on the baseline for killed or seriously injured (KSI) pedestrians in Norfolk. There were 56 KSI pedestrian casualties in the year up to March 2014; this is still below the baseline of 59.6, but well above the 2020 projected reduction of casualties of one third. Pedestrian KSI represented 15% of the county total in The rise in pedestrian KSI seen in Norfolk from 2011 onwards has been due to a sustained increase in KSI casualties outside of Norwich, with Breckland and Broadland seeing the greatest increases in the period compared with (by around 3 extra KSI pedestrians annually). Males have a higher rate of involvement as pedestrian casualties compared with their involvement as casualties when using other modes of transport. In 2013 men accounted for 61% of all pedestrian casualties, 73% of KSI casualties and 60% of fatalities to put this into context the equivalent figures for all road users was 59%, 68% and 55% respectively. Compared with the baseline the crude rate of killed or seriously injured pedestrian casualties per 100,000 people increased across all age nearly groups - especially for people aged (from 3.8 to 7.6) and those aged 0-15 (from 8.3 to 11.0). In 2013 children (aged 0-15) had the highest rate of KSI pedestrian road casualties per 100,000 population (11), and one of the highest rates for pedestrian casualties of all severities (47). Pedestrians made up 59% of child KSI casualties and 39% of all casualties which had increased from the period where child pedestrian casualties made up 43% of child KSI and 31% of all severity casualties. There are great inequalities apparent between different socioeconomic groups in Norfolk. KSI pedestrians were most frequently from the most deprived quintile of areas in Compared with the baseline period there were casualty increases of around 50% in the Mosaic groups: residents of isolated rural communities, residents of small and midsized towns with strong local roots and elderly people reliant on state support in There continues to be a higher rate of KSI casualties for Norwich residents in 2013, and South Norfolk also did not perform well, although this may not be of concern as it could be just a blip. Pedestrians are more likely to be at fault in accidents. 48% of KSI accidents with pedestrian injury had contributory factors assigned to pedestrians only in 2013 compared with 24% for vehicles only. This follows national research commissioned by PACTS in 2013 which found that for pedestrians the majority of failings are down to simple inattention or carelessness and without improving respect for the roads and people s attention through education and training the most effective way to reduce these injuries would be to reduce vehicle speeds or provide better segregation Road Safety Analysis (2013). Stepping Out. Page 77

79 Kilometres per person per year Road Casualties in Norfolk Pedal cyclists 5.1. Overview Pedal cycle riders are now monitored as part of a wider vulnerable road user group by the RCRP, which, along with motorcycle riders, has now become one of the largest contributors to the rise in KSI casualty numbers. Similar to pedal cyclist KSI casualties, there has been a reduction in the number of annual killed or seriously injured (KSI) pedestrian casualties in the last decade but progress has been curtailed in the last five years. Pedal cycle use: Nationally the average distance people travel each year as a pedal cycle rider has increased by 33% since 2003 and by 17% since This increase in distance travelled as a pedal cycle rider has accompanied a decrease in the total distance travelled by all modes of transport over these time periods (by 21% and 17% respectively). Males aged travelled furthest by bicycle per person in 2013 compared with all other age groups, followed by year olds. Females aged cycled further than any other female age group in 2013 (53 kilometres per person) Figure 52: Average distance cycled by age and gender. England, 2013 Males Females Page 78

80 Number of KSI pedal cyclist casualties Road Casualties in Norfolk Pedal cycle casualties Numbers: In Norfolk in 2013 there were 249 road accidents with at least one pedal cyclist casualty (14% of all accidents in Norfolk) and 37 KSI accidents (11% of all KSI accidents) involving at least one pedal cyclist, and in total: Two pedal cyclists were killed (5% of fatalities in 2013) 35 pedal cyclists were killed or seriously injured (10% of killed or serious injuries) 215 pedal cyclists were slightly injured (11% of slight casualties). Trends: The annual number of reported killed or seriously injured (KSI) pedal cycle rider casualties has decreased since 2000 but has not improved on the low number seen in 2003 in which there were 23 KSI casualties. Although there has been a slow rise in the number of KSI pedal cyclist casualties in Norwich since 2007 the fluctuation in the number of KSI pedal cycle riders has been due to accidents outside of Norwich (Figure 53) Figure 53: Trend in KSI pedal cyclist casualties. Norfolk, Norwich Norfolk More recently there has been an increase in KSI casualties 20 across Norfolk since 2010, with 10 the highest proportional increase seen in Great 0 Yarmouth which saw an increase from 0 to 7 KSI casualties between 2010 and 2013 Great Yarmouth KSI casualties accounted for almost one fifth of pedal cyclist KSI casualties in The number of pedal cyclist casualties who were slightly injured has also been increasing from 159 in 2010 to 215 in 2013 (an increase of 35%). This increase in slight casualties could possibly be a result of increasing pedal cycle traffic on the roads in the county. Page 79

81 No. pedal cycle KSI casualties Road Casualties in Norfolk 2014 Comparison to other local authorities: Selected counties with a broadly similar road network and population structure to Norfolk have not performed well in terms of pedal cyclist KSI figures (for more information on comparison local authorities see section 1.4.). All comparison authorities have seen increases in the number of KSI pedal cyclist casualties since 2005, with the exception of Gloucestershire. This has also been the case for Norfolk (Figure 54 and Table 28). 80 Figure 54: Number of KSI pedal cycle casualties in similar authority areas Norfolk Gloucestershire Somerset Suffolk Lincolnshire Table 28: Number of KSI pedal cyclist casualties in similar authority areas Year Norfolk Gloucestershire Lincolnshire Somerset Suffolk Page 80

82 Rate per 100,000 population Road Casualties in Norfolk Who are injured as pedal cyclists in road accidents? Other road users are rarely injured in collisions with pedal cyclists. There were 10 injured vehicle drivers involved in accidents with injury to pedal cyclists and only one who was killed or seriously injured in Gender: Males accounted for 77% of all pedal cyclist casualties, and 83% of KSI casualties in 2013 (the equivalent figures for all road users were 59% and 68% respectively). Age: Table 29 shows reported pedal cyclist road casualties by age group. In 2013 young adults (aged 16-25) had the highest rate of pedal cyclist road casualties per 100,000 population (63) but not the highest rate of KSI casualties year olds had the highest rate of KSI casualties in 2013 (7 per 100,000). Pedal cyclist casualties made up 15% of all child casualties and 11% of child KSI casualties in Cycle riders also accounted for 11% of all road casualties between the ages of 26 and 69, and 12% to 13% of KSI casualties. There was a decrease in the proportion of child casualties who were pedal cycle riders in 2013 compared to the average. Pedal cyclists accounted for 24% of KSI and 21% of all child casualties in but only accounted for 11% of KSI and 15% of all child casualties in Compared with the baseline the crude rate of all pedal cyclist casualties per 100,000 population increased across all age groups in 2013 apart from for children where the rate decreased from 35 to 19 (Figure 55). As can be seen in the baseline a lower proportion of casualties are pedal cyclist casualties in the age group compared with the 0-15 and age groups Figure 55: Age-specific rate of all pedal cycle casualties by age group. Norfolk, Page 81

83 Table 29: Severity of reported pedal cyclist casualties by age. Norfolk, All 2013 KSI Number All KSI av. All Percentage of 2013 KSI total road All casualties for KSI particular age av. All group Rate per 100,000 population 2013 KSI All KSI av. All Page 82

84 Rate per 100,000 population Rate per 100,000 population Road Casualties in Norfolk 2014 Deprivation: Pedal cyclist casualties are most frequently from the most deprived quintile of areas in Norfolk. In the baseline and 2013 the highest rate of KSI pedal cyclist road casualties per 100,000 people was seen in the most deprived quintile of areas (4.5 and 3.6 respectively) Figure 56: Crude rate of killed or seriously injured pedal cycle casualties by deprivation quintile. Norfolk, 2013 Most deprived Second most deprived Compared with the baseline the rate increased from 2.5 to 3.4 in the second most deprived quintile and the rate in the least deprived quintile increased from 1.8 to 4.2. The least deprived quintile had the second highest rate of pedal cyclist casualties (although this fluctuation may not be sustained because of small numbers). There were also higher rates of all injury pedal cyclist casualties in the most deprived quintile in There was a rate of 32 pedal cyclist casualties per 100,000 population, which was roughly 50% higher than any other deprivation quintile (which ranged from 19.4 in the fourth most deprived quintile to 22.0 in the least deprived quintile). Resident local authority district: The rate of KSI pedal cyclist casualties per 100,000 population was highest in Norwich in 2013 (8.2) followed by Broadland and South Norfolk (4.0), Great Yarmouth and North Norfolk (2.0), Breckland (0.8) and King s Lynn and West Norfolk (0.7). The rate of KSI pedal cyclist casualties increased in nearly all districts in 2013 compared to the baseline average there were small decreases in Breckland and King s Lynn and West Norfolk (Figure 57). Pedal cyclist casualty rates for all severities show an increase in all districts, in particular Norwich and Great Yarmouth, which saw rates increase from 44.6 and 11.2 to 58.1 and 19.5 respectively Third most deprived Fourth most deprived Least deprived King's Lynn Figure 57: Crude rate Great of killed and or West seriously North injured pedal cycle Breckland Broadland casualties Yarmouth by resident Norfolk district. Norfolk, 2013 Norwich average South Norfolk Page 83

85 Resident casualties Road Casualties in Norfolk 2014 Segmentation: Mosaic geodemographic segmentation analysis of pedal cyclist casualties shows that during the five year period there were 165 residents of small and mid-sized towns with strong local roots (group B). These people made up the largest number of pedal cyclist casualties in Norfolk (more information on Mosaic Public Sector analysis in Section 1.3. Socioeconomic characteristics of road casualties). The purple bars show the index value when resident pedal cyclist numbers are indexed by the population in Norfolk. Wealthy people living in the most sought after neighbourhoods (group C, index: 295), young, well-educated city dwellers (group G, index: 256) and young people renting flats in high density social housing (group N, index: 230) were heavily overrepresented as pedal cyclist casualties. Families in low-rise social housing with high levels of benefit need (group O, index: 170) and lower income workers in urban terraces in often diverse areas (group I, index: 158) were also relatively overrepresented as pedal cyclist casualties. There were proportional increases across all Mosaic groups in the period compared with There were increases of around 50% for successful professional living in suburban or semi-rural homes, owner occupiers in older-style housing in ex-industrial areas and young people living in flats in high density social housing. There were also increases of around 40% for residents of small and mid-sized towns with strong local roots, young, well-educated city dwellers and lower income workers in urban terraces in often diverse areas (see Appendix 3 for group key) Figure 58: Mosaic Public Sector groups of pedal cycle casualties. Norfolk, A B C D E F G H I J K L M N O Mosaic group Casualties Index Page 84

86 5.4. When do accidents involving pedal cyclists happen? Day of week: Pedal cyclist casualties most frequently occur on weekdays 85% of all pedal cyclist casualties occurred on weekdays in 2013 and 84% of KSI pedal cyclist casualties occurred on weekdays. Pedal cyclist casualties were most likely to occur on Wednesday (18% of casualties), and KSI casualties were most likely to occur on a Friday (22% of KSI casualties). Time of day: There was a sharp spike in the number of pedal cyclist casualties which occurred in the hour of 8am on weekdays in This was greater than the 8am spike seen on weekdays in the period. There were more casualties at 8am than any other time of the day (Figure 59). There was a peak in pedal cyclist casualties on weekdays within the hour of 4pm this differed to the peak in casualties seen in the hour of 5pm in the period. There was a higher number of pedal cyclist casualties between the hours of 11am and 3pm at the weekends in 2013 (with 21 casualties occurring within this time period). This was relatively similar to the distribution of casualties on the weekends in the period (an annual average of 20 casualties during this time period at the weekend). Month of year: There were more pedal cyclist casualties in September than any other month of the year in % of pedal cyclist casualties occurred in September. There was also a smaller peak in July, in which 11% of casualties occurred. Pedal cyclist casualties occurred least in the winter months of 2013 only 14% of pedal cyclist casualties occurred within January, February and March. were 6 pedal cyclist KSI casualties within this month). 16% of KSI pedal cyclist casualties occurred within October in 2013, which was more than any other month (there Due to the small number of child pedal cyclist casualties in Norfolk in 2013 (28) trends cannot be determined. There were more pedal cyclist casualties in July and September than any other month of the year (5 per month). There were no child pedal cyclist casualties in October. Page 85

87 Number of KSI casualties % change in casualties from baseline Road Casualties in Norfolk Where do accidents involving pedal cyclists take place? Built up/non-built up: 86% of pedal cyclist casualties occurred in built up areas 29 in 2013, of which 65% occurred on B, C and U class roads. 60% of pedal cyclist casualties which occurred on non-built up roads occurred on B, C and U class roads (8% of total pedal cyclist casualties). KSI pedal cyclist casualties most frequently occurred on built up roads (68%), specifically on B, C and U class roads where 46% of all KSI pedal cyclist casualties occurred. The severity of pedal cyclist collision injuries was increased on non-built up roads. 34% of pedal cyclist casualties on non-built up roads were killed or seriously injured compared to 12% on built up roads. On non-built up A roads 43% of pedal cyclist casualties were killed or seriously injured, compared with 11% on built up A roads. Table 30: Number of pedal cyclist casualties by road type. Norfolk, 2013 Road type KSI All Number % Number % Speed limit 20-40mph A roads Other roads Speed limit >40mph A roads Other roads Grand total District: In 2013 there were more KSI pedal cyclist casualties in Norwich than any other district (11). There were 9 KSI casualties in South Norfolk, 7 casualties in Great Yarmouth, 5 in Broadland, 3 in King s Lynn and West Norfolk, 1 in Breckland and 1 in North Norfolk. In comparison to the baseline period there was a 9% reduction in KSI casualties across Norfolk. There was a decrease in KSI casualties in North Norfolk (-75%), Breckland (-69%), King s Lynn and West Norfolk (-38%) and Broadland (- 7%). There was an increase in Norwich, South Norfolk and Great Yarmouth (by 20%, 96% and 150% respectively) Figure 61: Number of KSI pedal cycle casualties by district. Norfolk, av % change in KSI According to the Department for Transport built up roads are classed as those which have a speed limit of 40mph or less and non-built up roads have a speed limit of 50mph or more. Page 86

88 5.6. What are the accident circumstances? Number of vehicles: 94% of all accidents and 84% of KSI accidents involving pedal cyclist casualties in 2013 involved two vehicles (the pedal cycle being the other vehicle). By comparison 57% of all accidents and 51% of KSI accidents involved two vehicles this could be because pedal cyclists may be less likely to report an accident which did not involve other vehicles. 4% of all accidents and 11% of KSI accidents involved only the pedal cyclist and no other vehicle. There was an average of 1.05 casualties in collisions involving pedal cyclists and 1.11 casualties in KSI collisions involving pedal cyclists. Vehicles involved: Cars were involved in 85% of all injury collisions and 68% of KSI collisions with pedal cyclist casualties in Two vehicle collisions involving only a car and a pedal cyclist were the most common and accounted for 65% collisions involving pedal cyclists. 10.8% of KSI collisions and 3.6% of total collisions involving pedal cyclists in 2013 did not involve any other vehicle although this figure is small all four of the single vehicle KSI collisions in 2013 involved a pedestrian. 16.2% of KSI collisions involving pedal cyclists in 2013 involved LGV or HGVs (six vehicles overall). The majority of all injury collisions involving pedal cyclists were two vehicle accidents between car and pedal cyclist. Table 31: Vehicles related to pedal cyclist accidents. Norfolk, 2013 KSI Total av av. No. % No. % No. % No. % Single vehicle accidents with pedestrian with no pedestrian Two vehicle accidents with other pedal cyclist with motorcycle with car with bus or coach with LGV or HGV with other vehicle Three or more vehicles All pedal cyclist accidents Vehicle location and movement 77% of all and 60% of KSI pedal cyclist casualties occurred at a form of junction in % of all and 70% of KSI casualties occurred while going ahead. 8% of all pedal cyclist casualties occurred while turning right, and 4% occurred by slowing or stopping. Page 87

89 5.7. Why do accidents involving pedal cyclists happen? Contributory factors: Details of factors contributing to injury accidents are recorded by the police. Whilst it is not possible to determine blame from these contributory factors they may offer some insight into common types of accident. In 2013 the contributory factor failed to look properly was most commonly attributed to vehicles and pedal cycle riders involved in collisions with a killed or seriously injured pedal cyclist (Table 32). This contributory factor was also assigned to 75.6% of vehicles involved in collisions with pedal cyclist injuries of all severities and 25.3% of pedal cyclists involved in these collisions. Failed to judge other persons path or speed and poor turn or manoeuvre were both assigned to four vehicles involved in collisions with KSI pedal cyclist casualties in 2013 (11.4% of vehicles involved). Loss of control was assigned to four pedal cyclists who were killed or seriously injured in 2013 (10.8% of KSI pedal cyclists). Table 32: Contributory factors assigned to vehicles and pedal cyclists involved in accidents with pedal cyclists. Norfolk, KSI 2013 All Vehicle Pedal cyclist Vehicle Pedal cyclist No. % No. % No. % No. % Failed to look properly Failed to judge other persons path or speed Poor turn or manoeuvre Disobeyed give way or stop Fatigue Loss of control Swerved Stationary / parked vehicle Inexperienced / learner Sudden braking Contributory factors assigned in accidents in 2013 have been compared with those assigned in accidents in 2010 when KSI pedal cyclist casualty numbers were at a low. In Norwich, 43% of contributory factors in KSI pedal cyclist accidents were assigned to pedal cyclists themselves in 2010, which increased to 54% in In accidents with cyclist casualties of all severities 37% of contributory factors were assigned to pedal cyclists, which was similar in 2013 (36%). The increase in pedal cyclist KSI casualties in Norfolk (excluding Norwich) between 2010 and 2013 coincides with an increase in the proportion of contributory factors attributed to vehicles other than pedal cyclists within KSI accidents (from 48% in 2010 to 65% in 2013). In the same time period in Norwich (where there was little change in the number of KSI cyclist casualties) the number of contributory factors assigned to other vehicles in cyclist KSI collisions decreased from 57% to 46%. Page 88

90 5.8. Key findings There has been a slow rise in the number of KSI pedal cyclist casualties in Norwich since The fluctuation in the overall number of KSI pedal cycle riders in Norfolk has been as a result of accidents outside of Norwich. There has been an increase in KSI casualties across Norfolk since 2010, with the highest proportional increase seen in Great Yarmouth (from 0 to 7 KSI casualties between 2010 and 2013). In 2013 young adults (aged 16-25) had the highest rate of pedal cyclist road casualties per 100,000 population (63) but not the highest rate of KSI casualties year olds had the highest rate of KSI casualties in 2013 (7). There was a decrease in the proportion of child casualties who were pedal cyclist casualties in 2013 compared to the average. Pedal cyclists accounted for 24% of KSI and 21% of all child casualties in , but only accounted for 11% of KSI and 15% of all child casualties in Males accounted for 77% of all pedal cyclist casualties, and 83% of KSI casualties in 2013 (the equivalent figures for all road users were 59% and 68% respectively). Pedal cyclist casualties were most frequently from the most deprived quintile of areas in Norfolk. In the baseline and in 2013 the highest rate of KSI pedal cyclist road casualties per 100,000 people was seen in the most deprived quintile of areas (4.5 and 3.6 respectively). Wealthy people living in the most sought after neighbourhoods, young, well-educated city dwellers and young people renting flats in high density social housing were the Mosaic groups most overrepresented as pedal cyclist casualties in Norfolk in the period. The rate of KSI pedal cyclist casualties increased in nearly all districts in 2013 compared to the baseline average there were small decreases in Breckland and King s Lynn and West Norfolk. The rate of KSI pedal cyclist casualties per 100,000 population was highest in Norwich in 2013 (8.2) followed by Broadland and South Norfolk (4.0), Great Yarmouth and North Norfolk (2.0), Breckland (0.8) and King s Lynn and West Norfolk (0.7). Pedal cyclist casualties most frequently occur on weekdays 85% of all pedal cyclist casualties occurred on weekdays in 2013 and 84% of KSI pedal cyclist casualties occurred on weekdays. Pedal cyclist casualties were most likely to occur on Wednesday (18% of casualties), and KSI casualties were most likely to occur on a Friday (22% of KSI casualties). There were more pedal cyclist casualties in September than any other month of the year in % of pedal cyclist casualties occurred in September. There was also a smaller peak in July, in which 11% of casualties occurred. Cyclists have been less likely to be at fault for their accidents during the increase in KSI cycle casualty numbers. There was a decrease in the number of accident contributory Page 89

91 factors (used as a proxy for blameworthiness) assigned to cyclists in both Norwich and the rest of Norfolk between the low KSI casualty point in 2010 compared with Page 90

92 % older drivers involved in accidents Total number of vehicles involved in accidents Road Casualties in Norfolk Older drivers 6.1. Overview According to research carried out by the European Commission ageing of the population is putting an urgent emphasis on the need to assess older people s vulnerability in traffic. Also, persons with disabilities are at significant risk. Knowledge is still very limited in this field and focused research efforts are needed, including on medical criteria for the assessment of fitness-to-drive 30. Travel habits for older people are not known for Norfolk but figures from the National Travel Survey show that in 2013 the average distance travelled as a car driver per person in the older age group (70+) had increased by 32% compared with 2003, to around 1,905 kilometres per person per year. Locally the total number of vehicles involved KSI accidents and all injury accidents has been decreasing. This has not been the case for the number of vehicles driven by people aged 70 or above involved in accidents in 2013 there were 209 vehicles driven by older drivers involved in all accidents, which was 5% less than the 10 year average from (by comparison the number of all vehicles involved in accidents decreased by 39%). There were 49 vehicles driven by older drivers involved in KSI accidents in 2013 this was a 2% rise on the average figure (by comparison the total number of vehicles involved in KSI accidents decreased by 41% during the same time period). The poor improvement of the number of older vehicle drivers involved in road accidents has meant that there has been an increase in the proportion of drivers involved in collisions who are from the older age groups. This is illustrated below (Figure 62). Figure 62: % drivers involved in accidents aged 70+ and total number of drivers involved in accidents. Norfolk, % drivers involved in KSI accidents aged 70+ % drivers involved in all accidents aged 70+ Number of vehicles involved (KSI) Number of vehicles involved (all) ,000 5,000 4,000 3,000 2,000 1, Commission Communication of 20 July 2010 to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions. Towards a European road safety area: policy orientations on road safety COM(2010) 389. Available: Page 91

93 6.2. Older car driver collision numbers and trends Numbers: In Norfolk in 2013 there were a total of 1,774 personal injury road accidents of which 336 involved death or serious injury. 11% of all accidents (200) and 14% of KSI accidents (46) involved at least one older car driver, and in total: Seven people died in accidents involving older car drivers (18% of total road fatalities in 2013). 57 people were killed or seriously injured (15% of total KSI casualties). 242 people were slightly injured (13% of all slight injuries). There were 20 killed or seriously injured older car drivers in 2013 (18% of all car driver KSI casualties). Trends: Reported KSI casualties in accidents involving older car drivers have not decreased significantly since In 2013 there were 57 KSI casualties compared with 58 in Current monitoring includes KSI casualties involved in an accident with an older driver. This, however, could include older drivers who are only marginally involved. It is useful to look at the total number of older drivers involved in these accidents. The number of other vehicle users involved in accidents with older car drivers was similar to the number of older drivers involved. In 2013 there were 42 other vehicles involved in KSI collisions with older drivers (compared with 48 older car drivers involved). Since 2008 older car drivers have been KSI less frequently than other road users involved in the same accidents. In 2013 there were 21 KSI older drivers compared with 30 KSI other road users involved in the same collisions. There has been a decline in the number of KSI passengers of older car drivers since This number has fallen from a peak of 19 to six in Page 92

94 No. older car drivers involved in KSI collisions Road Casualties in Norfolk 2014 Comparison to other local authorities: Selected counties with a broadly similar road network and population structure to Norfolk have also indicated little progress in older driver involvement in KSI collisions since 2005 (for more information on comparison local authorities see section 1.4.). There has been little change in Somerset, Suffolk and Gloucestershire. In Lincolnshire the number of older drivers involved in KSI collisions had increased from 32 to 59 between 2005 and 2013 (Figure 65 and Table 33) 70 Figure 65: Number of older drivers involved in KSI collisions in similar authority areas Norfolk Gloucestershire Somerset Suffolk Lincolnshire Table 33: Number of older drivers involved in KSI collisions Norfolk Gloucestershire Lincolnshire Somerset Suffolk Page 93

95 Rate per 100,000 population Road Casualties in Norfolk Who are older car drivers? Deprivation: Differences in the rate of involvement in fatal or serious accidents for old people from different deprivation backgrounds in Norfolk are shown in Figure 66 (more information on Mosaic Public Sector analysis in Section 1.3. Socio-economic characteristics of road casualties). Older car drivers involved in accidents were most frequently from the third most deprived areas in Norfolk (25% of drivers where postcode was known), and those most frequently involved in KSI accidents were from the fourth most deprived areas (27% of older drivers where postcode was known). In the crude rate of older car drivers involved in collisions per 100,000 people aged 70+ was highest in the fourth most deprived quintile (89), followed by the third most deprived quintile (86) and the second most deprived quintile (38) Figure 66: Group-specific rate of older drivers involved in accidents by local deprivation quintile There was an increase in the rate of older people involved in collisions as car drivers across all groups of deprivation. The rise in rates was greatest for the fourth most deprived group, followed by the third most deprived group, the second most deprived group and the most deprived group. 0 Most deprived Second most deprived Third most deprived Fourth most deprived Least deprived Page 94

96 Rate per 100,000 population Road Casualties in Norfolk 2014 Resident local authority district: South Norfolk had the highest crude rate of older drivers involved in collisions per 100,000 people in (31), followed by King s Lynn and West Norfolk (30), Broadland (25), Breckland (24), North Norfolk (16) and Great Yarmouth (3). Norwich had no resident older drivers involved in road accidents in the county over the two year period. King s Lynn and West Norfolk and South Norfolk both saw a large increase in the rate of older drivers involved in road accidents compared with the period. In King s Lynn and West Norfolk the rate increased from 10 drivers per 100,000 to 30 and in South Norfolk the rate increased from 12 to 31 per 100, Figure 67: Crude rate of older drivers involved in accidents by resident district Breckland Broadland Great King's Lynn Yarmouth and West Norfolk North Norfolk Norwich Breckland and Broadland also saw an increase in the rate of older drivers involved in accidents per 100,000 in compared to Breckland increased from 14 to 24 and Broadland increased from 18 to 25. South Norfolk Segmentation: Mosaic geodemographic segmentation analysis of older drivers involved in KSI accidents shows that during the five year period almost 80% of these drivers came from the four population sub-groups: residents of isolated rural communities (group A), residents of small and mid-sized towns with strong local roots (group B), active elderly people living in pleasant retirement locations (group L) and successful professionals living in suburban or semirural homes (group D) (Figure 68) (see Appendix 3 for group key). There has been no change in the pattern of driver involvement from these categories compared with the period. More information on Mosaic Public Sector analysis in Section 1.3. Socioeconomic characteristics of road casualties. Page 95

97 6.4. Who is injured in accidents involving older car drivers? In Norfolk in 2013 around 28% of people in accidents involving older drivers were older car drivers themselves and these accidents had 1.5 casualties on average. When KSI accidents are considered, the average is 1.76 casualties per accident and 35% of people involved in these accidents were older car drivers. Table 34: Casualties from accidents involving car drivers. Norfolk, Drivers aged 70+ Drivers aged Total KSI % Total KSI % casualties casualties casualties casualties Car driver themselves Car passenger Occupants of other vehicles and pedestrians All casualties Age: Generally the rate of driver involvement in all injury accidents declines as age increases. In Norfolk in 2012 and 2013 around 42% of older car drivers involved in accidents were aged These had a rate of 203 drivers involved per 100,000 people, whereas the rate for people aged 80 to 84 was 129. The rate of people involved in KSI accidents as drivers per 100,000 also declines as age increases. The rate for year olds was 32, which was less than that for year olds (44). This increases slightly to 34 for people aged 85 or over. Road user type: 66% of people (65) killed or seriously injured in an accident involving an older car driver in were car users (49% of which were older car drivers themselves). 16% (16) were pedestrians, 12% (12) were motorcycle users and 6% (6) were pedal cycle riders. Gender: Males and females were involved almost equally as KSI casualties in road accidents involving older car drivers. 50 out of a total of 99 KSI casualties from these accidents were male, whereas 49 were female. Page 96

98 6.5. When do accidents involving older car drivers happen? Day of week: Roughly 80% of KSI and slight injury accidents involving older drivers occurred on week days in , compared with 76% for all other accidents and 71% for all other KSI accidents. Time of day: Accidents involving older car drivers were more likely to be between 3pm and 4pm on weekdays - 12% of accidents in the two year period occurred during this time. A peak of 15% of accidents involving older car drivers at the weekend occurred between 11am and 12pm. There was a small peak between 5pm and 6pm, where 11% of weekend casualties occurred. Month of year: In the calendar years there were more casualties in July compared with other months of the year (15%) (Figure 72). There were also more KSI casualties from accidents involving older drivers during July compared with other months (20%) (Figure 73). Page 97

99 6.6. Where do accidents involving old car drivers take place? Built up/non-built up: 59% of accidents involving old car drivers happened in built up areas 31 ; these accidents accounted for 52% of the casualties from accidents involving older car drivers in the period. Accidents in urban areas were (on average) less serious than those in rural areas; 8% of casualties in built up areas were killed or seriously injured, compared with 15% in non-built up areas (Table 35). Table 35: Number of accidents involving older car drivers by road type. Norfolk, Road type KSI All Number % Number % Speed limit mph A roads Other roads Speed limit > A roads Other roads Grand total District: The largest average number of KSI casualties from collisions involving older drivers in was in King s Lynn and West Norfolk (11), followed by Breckland and Broadland (both 9.5), South Norfolk (8.5), North Norfolk (7), Norwich (3) and Great Yarmouth (1). Compared with the baseline average there was an increase in KSI casualties in Breckland (by 44%), Broadland (32%), King s Lynn and West Norfolk (28%), Norwich (67%), and South Norfolk (4%). Great Yarmouth and North Norfolk saw a decrease in casualties in the same time period (by 67% and 47% respectively). 31 According to the Department for Transport built up roads are classed as those which have a speed limit of 40mph or less and non-built up roads have a speed limit of 50mph or more. Page 98

100 6.7. Why do accidents involving old car drivers happen? Contributory factors: Details of factors contributing to reported personal injury road accidents are recorded by the police. Whilst it is not possible to determine blame from these contributory factors they may offer some insight into common type of accidents. Not all accidents have these factors recorded (i.e. only accidents where a police officer attended the scene can be given factors), and an accident can be assigned more than one factor. Seventy two percent of older car drivers involved in accidents in 2013 had a contributory factor assigned to them, whereas 39% of other car drivers involved in these collisions had a contributory factor assigned to them. Failed to look properly was the most commonly recorded contributory factor for older car drivers assigned to 33% of older car drivers in collisions; this was also the most commonly recorded factor for car drivers of all ages (assigned to around one in four car drivers). Table 36: Contributory factors in accidents involving older car drivers. Norfolk, 2012/13 Contributory factor attributed to vehicles Drivers aged 70+ Drivers aged Number % Number % Failed to look properly Failed to judge other persons path or speed Poor turn or manoeuvre Loss of control Careless / reckless Failed to look properly (pedestrian) Illness / disability Dazzling sun Stationary / parked vehicle Disobeyed give way or stop No CF recorded Page 99

101 6.8. Key findings Although there are a smaller number of older drivers involved in collisions compared with other age groups the numbers are not declining by the same amount. The number of KSI casualties from accidents involving older drivers has increased since a low point in the year to June There were 49 vehicles driven by older drivers involved in KSI accidents in 2013 this was a 2% rise on the average figure (by comparison the total number of vehicles involved in KSI accidents decreased by 41% during the same time period). There was an increase in the rate of older driver collision involvement per head of population across all deprivation groups in Norfolk, especially for those not in the least deprived group. There were large increases in the rate of older driver involvement per head of population in King s Lynn and West Norfolk and South Norfolk. There were also increases in Breckland and Broadland. Mosaic profiles of older drivers involved have not changed. 80% of drivers involved in collisions were from the four groups: residents of isolated rural communities, residents of small and mid-sized towns with strong local roots, active elderly people living in pleasant retirement locations and successful professionals living in suburban or semi-rural homes. There was a reduction in KSI casualties from collisions involving older drivers in North Norfolk and Great Yarmouth (by 47% and 67% respectively), but an increase in King s Lynn and West Norfolk (by 28%), Breckland and Broadland (by 44% and 32%). Car drivers aged 70+ were more likely to have failed to look properly (33%), failed to judge other persons path or speed (15%) and poor turn or manoeuvre (12%) recorded as a collision contributory factor compared with other road users involved. It is important for the partnership to monitor changes to legislation relating to drug and medicine blood content limits, especially for road user groups who are more likely to be affected by these changes such as older drivers. Page 100

102 7. Drug and alcohol impaired driving and collision involvement 7.1. Review of existing studies and available data Alcohol Although it is difficult to quantify the exact number of people killed or seriously injured in alcohol related incidents data collection for drivers and riders in collisions who are over the blood alcohol limit is much more comprehensive compared to that of drugs. Sources which provide information for the number of drivers, riders and pedestrians involved in alcohol attributable collisions and the prevalence of driving under the influence of alcohol include: STATS19 breath test and contributory factors Police non-collision breath tests Coroner data Hospital Episode Statistics (HES) Crime Survey for England and Wales (CSEW) (see section ) Mortality data supplied by the Office for National Statistics (ONS) Local Alcohol Profiles for England (LAPE) Breath tests for alcohol are routinely administered at the scene of serious and fatal collisions. Drivers who have been seriously injured in a collision may not be able to provide a breath test, and the police are not able to administer a test to a driver when they are not present i.e. they have not remained at the scene of the collision. If a driver or rider has died in a collision a blood test for alcohol, drugs and medicines is undertaken by a coroner in nearly all cases. Breath test data for every driver involved in reported road collisions are included within STATS19. STATS19 data are collected by the police for all reported road injury collisions are the most comprehensive data available for road casualties and collisions on the public highway. Contributory factors are recorded within the STATS19 dataset these are factors which reflect a reporting police officer s opinion of what caused a road collision and are designed to give the key actions and failures that led directly to the impact. The factors are largely subjective, and are the opinion of the reporting officer at the time of the roadside report; these are based on all evidence that has been made available to the officer. Impairment by drugs or alcohol can be included as a contributory factor within reports. Police also breathalyse drivers who have not been involved in collisions if they are suspected of driving under the influence of alcohol or if they have carried out a moving traffic offence. Statistics for administered breath tests are collected by the police. Inpatient hospital admission rates due to land transport collisions reported through Hospital Episode Statistics (HES) 32 provide useful information regarding the use of acute hospital services. Numbers of admissions to these services are likely to be affected by the number of residents involved in serious road traffic collisions. Inpatient hospital admission figures are residence-based only, and therefore relate to the population in each area who are admitted to hospital as a result of 32 Hospital Episode Statistics (HES) is the national database for the care provided to patients of NHS hospitals in England. This database is used by NHS organisations, the Government and many other organisations and individuals. Information is available for all day-case and inpatient hospital admissions between April 2001 and March 2012 for patients living in Norfolk. Page 101

103 a road traffic collision, no matter where the hospital was or where the collision that caused injury occurred. Everyone who is admitted to hospital as a result of a land transport injury is assigned a primary diagnosis which typically relates to their type of injury rather than how the injury was sustained (for example head injury rather than injury as a car occupant injured in transport incident). Land transport incidents can be assigned as a secondary or further diagnosis as well as a primary diagnosis. In order to estimate the number of people admitted to hospital as a result of a transport related incident who were also under the influence of alcohol/drugs these may be crossreferenced with a diagnosis of mental and behavioural disorder due to the use of drugs or alcohol. Mortality data provided by the Office for National Statistics (ONS) can be used in a similar way to the HES data. Mortality data where the primary diagnosis represents land transport incidents (ICD10 V00 - V89) obtained from the Primary Care Mortality Database (PCMD 33 ) 34 which links the mortality data to an individual's GP practice that they were registered with can provide information on the number of people who died in transport accidents who also had a diagnosis relating to consumption drugs or alcohol. There are a number of nationally available sources of data for road deaths or injuries attributable to alcohol and the prevalence of driving under the influence of alcohol: rates of mortality injury from land transport accidents due to alcohol published by Local Alcohol Profiles for England (LAPE), Department for Transport (DfT) published figures for drink drive incidents and casualties and Crime Survey for England and Wales (CSEW) estimates 35. The DfT provide statistics for reported drink drive incidents and the casualties involved. The figures combine coroners data for blood tests from drivers or riders who have died within 12 hours of a road traffic collision and have been found to have more than 80 milligrams of alcohol per 100 millilitres of blood, and breath test data from STATS19 where the driver or rider has survived the collision and has provided a breath test registering over 35 micrograms of alcohol per 100 millilitres of breath matched with the number of casualties involved in the same collision 36. It is understood by the DfT that STATS19 and Coroners data are incomplete due to the fact that a blood alcohol test is carried out at the coroner s discretion, and not all drivers are breath tested at road traffic collisions. In Norfolk nearly all coroner inquests for drivers or riders who die in a road traffic collision include a blood test for alcohol (as well as for drugs), and the Norfolk Coroner s Office submits data to Transport Research Laboratory (TRL), who collect the data on behalf of the DfT. The DfT has previously estimated that the number of casualties due to drink drive incidents from 2005 to 2010 in Norfolk was 1,002 (5% of all casualties within this time period), of which 30 were killed (10% of all road fatalities) and 147 seriously injured (6% of all serious casualties). In the same time period an estimated 16% of the fatalities in Great Britain were due to drink drive collisions, as were 6% of serious casualties and 6% of all casualties. This would indicate that overall Norfolk has performed better than the national average. 33 The PCMD is managed by the Health and Social Care Information Centre (HSCIC) and is accessed securely using Open Exeter via N3 connection 34 HSCIC (2013). Primary Care Mortality Database. Available: 35 For more information: 36 Department for Transport (2011). Estimated Number of reported drink drive accidents and casualties: Great Britain Page 102

104 The Reported Road Casualties Great Britain report for 2012 states that men are more likely to be involved as casualties in drink drive incidents than women - nationally two thirds of all drink drive casualties and three quarters of killed or seriously injured casualties were male. The report also finds that 80% of casualties between the ages of 16 and 24 were male. 20 to 35 year olds have the highest proportion of drivers/riders killed when over the blood alcohol limit (around a quarter of people killed in that age group nationally). The North West Public Health Observatory has produced and published Local Alcohol Profiles for England 37 on an annual basis since The latest update, Local Alcohol Profiles for England 2012, was released on August 16th The profiles contain 25 alcohol-related indicators for every local authority and 22 for every primary care trust in England. The indicators measure the impact of alcohol on local communities and include a national indicator generated by the Department of Health admission episodes for alcohol-attributable conditions (previously National Indicator 39). One of these indicators is deaths form land transport accidents due to alcohol: Persons, all ages, DSR per 100,000 residents ( ). The number of observed deaths due to land transport accidents attributable to alcohol and the directly age standardised rate per 100,000 is calculated as three years aggregated figures due to overcome there is a small number of events and given by local authority level for all persons, the latest data given was for ( ). Figures provided by the LAPE are calculated by taking the total number of land transport deaths (ONS death figures with an ICD-10 code of V01-V89) and multiplying by an alcohol-attributable fraction (AAF) for land transport mortality. The average AAF used in local alcohol profiles for England is 0.353, this means that according to LAPE figures around 35% of all land transport fatalities in England will be attributable to alcohol. The factor applied may not reflect the actual rate of alcohol related mortality for land transport incidents, as they do not take into account coroners data or STATS19 breath test data. This dataset uses an estimated fraction, rather than actual figures collected from each area, so could crucially miss problem areas because a constant has been applied in each case. According to LAPE data the directly age standardised rate of deaths from land transport incidents due to alcohol fell for every district in Norfolk between the periods and , with the exception of Great Yarmouth, where the rate increased from 1.5 deaths per 100,000 population in the period to 2.3 deaths per 100,000 in the period (Table 37). King s Lynn and West Norfolk was the district with the highest directly standardised rate of alcohol related land transport mortality within each of the measured periods from 2006 to During the rate in King s Lynn and West Norfolk was 2.9 per 100,000 population. The second highest rate from was North Norfolk, where in the period the rate was 2.3 per 100,000 people. 37 Profiles are available online through the tool at Local Authority and Primary Care Trust level via dynamic PDF: Page 103

105 Table 37: Directly age standardised mortality rate per 100,000 residents from land transport incidents due to alcohol. Norfolk, East of England and England, 2006/ / DSR Number DSR Number DSR Number Breckland Broadland Great Yarmouth King's Lynn and West Norfolk North Norfolk Norwich South Norfolk Norfolk East of England England Source: North West Public Health Observatory Local Alcohol Profiles for England (LAPE) Page 104

106 Drugs and medicines There is comparatively little known about the prevalence of driving under the influence of illicit or medicinal drugs in the United Kingdom. Information for the number of collisions and casualties attributable to drugs and the prevalence of driving under the influence of drugs can currently be estimated using a number of sources: STATS19 contributory factors (see section ) Police administered drug tests (see section ) Coroner data (see section ) Hospital Episode Statistics (HES) (see section ) Crime Survey for England and Wales (CSEW) National and international drug-drive prevalence studies Mortality data supplied by the Office for National Statistics (ONS) (see section ) Synthesised data currently provide the best prevalence estimates for drivers under the influence of drugs nationally. The most reliable prevalence estimates are available from crime surveys, although even these could include an element of inaccuracy and possible underestimation due to the fact that surveys rely on both self-reporting and representative survey responses from all groups within the population. The Crime Survey for England and Wales is a nationwide crime survey conducted using face-toface interviews with household residents. In the survey people aged 16 or over are asked about their experiences of crime within the past 12 months including questions such as whether or not they have driven a motor vehicle when under the influence of drugs or alcohol. Recent figures for self-reported drug driving from the crime survey show that in 2010/11 20% of the respondents who had driven within the last 12 months and admitted to taking drugs within that time period stated that they had driven whilst they thought they were affected or under the influence 21% of these were male respondents and 16% of these were females. 4% admitted to driving whilst under the influence once a week or more. A study of driver drug use conducted in European countries in 1999 concluded that the prevalence of illicit drug use in the driver population was in the range of 1-5%, and legal drug use ranged from 5-15% 38. The European Monitoring Centre for Drugs and Drug Addiction (EMCDDA) conducted a comprehensive study of post 1999 literature which estimated the prevalence of drink and drug driving by creating an inventory of existing literature published in Europe, the United States, Canada and Australia. The report found that: Roadside tests of the general driving population have indicated that cannabis is generally the most prevalent illicit drug detected. However, the only study conducted in the United Kingdom (in Scotland) indicated that 3,4-methylenedioxyamphetamine (MDA),3,4- methylenedioxyethylamphetamine (MDEA) and MDMA were more prevalent than cannabis, a finding for which there was no explanation. 1% to 2% of drivers who were stopped during roadside surveys tested positive for drugs in saliva. The roadside survey in Scotland was found to be an outlier 11% of drivers tested positive for drugs. 38 EMCDDA. (2008b). Drug use, impaired driving and traffic accidents. EMCDDA Insights Series No 8. Luxembourg: Office for Official Publications of the European Communities. Page 105

107 There is increased risk posed by drug driving road collisions to people who attend night clubs 39. Surveys conducted by questionnaire or interview indicated that around 3.4% of the general driving population had reported drug-driving, whereas 25% reported driving under the influence of alcohol. Within the young driver population 14.6% reported driving under the influence of alcohol and 15% reported driving under the influence of drugs. 83% of drug users had reported ever driving a vehicle shortly after using drugs, often with alcohol. Studies conducted since 1999 in Germany (Rentsch et al., 2002; Römhild et al., 2005) and in the United Kingdom (Scotland) (Officer, 2003) found that drivers who were stopped on suspicion of driving under the influence of alcohol were frequently under the influence of drugs. Since the report conducted by the EMCDDA there has been an epidemiological study conducted across 15 European countries (excluding the UK) named DRUID (Driving Under the Influence of Drugs, Alcohol and Medicines) which began in 2006 and lasted for five years. The report found that alcohol was to be found in an estimated 3.48% of drivers, illicit drugs in 1.90% of the drivers, and medicinal drugs in 1.36% of the drivers. Alcohol and drug combinations were found in 0.37% of the drivers. A Review of Drink and Drug Driving Law by Sir Peter North in June 2010 set out recommendations to the government to improve collected evidence. The review found that nationally progress towards reducing the number of injuries and deaths due to alcohol had been good as was the quality of data, but found that although data for drug driving in the UK was poor it was apparent that there was a significant problem 40. The report also found that current knowledge of the impact of medical conditions on driving standards was inadequate amongst health care professionals. As such, there is the potential to give better advice on the possible impairing effects of these medicines, both on the part of healthcare professionals and to purchasers of over-the-counter medicines. There is currently little evidence available on the number of people who drive while using medicines which may impair their ability to drive. Evidence submitted for the North Report relating to drug driving in the United Kingdom found that: The ACPO Eastern region was the region with the second lowest number of drug test samples submitted to LGC (formerly the Laboratory of the Government Chemist) and the Forensic Science Service (FSS) laboratories as a result of a driver who had either been involved in a road traffic collision or had failed a fitness to drive test. These figures do not take into account the residential population of each region, which could explain why the figures submitted by more populous regions such as London are relatively high. Cannabis is of highest concern for road safety as this was found to be the most prevalent drug found across studies. 39 Arcuri, A. (2009). Driving under the influence of cannabis: a brief review of the literature. National Cannabis Prevention and Information Centre (NCPIC) offthefliterature 40 The Government s Response to the Reports by Sir Peter North CBE QC and the Transport Select Committee on Drink and Drug Driving: Command Paper 8050 (March 2011) Page 106

108 According to a study of road fatalities in the UK conducted by Tunbridge et al. (2001) the road user groups most likely to be found to be drug positive were drivers (22.9%) and motorcycle riders (20.3%). 20.2% of pedestrians and 14.7% of pedal cyclists were also found to have drugs in their system. Aside from alcohol, cannabis was the most common drug found in all road users who had been killed, apart from pedestrians where opiates were more likely to be found, and cyclists where no illicit drugs were found (only antidepressants). More recently Elliott et al. (2009) found that coroners submissions showed 32% of drivers/riders were found to be positive for drugs and a further 26% were found to be positive for drugs and alcohol 41. Motorcyclists were the only road user group where more people tested positive for only drugs than only alcohol cannabinoids were most frequently found within this group. 41 The proportion of people found to have taken drugs was higher for this study due to biased selection by coroners Page 107

109 7.2. Changes to the drug driving law Testing for drugs is difficult at present due to the requirement to call out a doctor to carry out a blood test, and the problem of determining whether a driver s ability to drive has been impaired by drugs once an administered blood test has indicated a positive result. There is new legislation which will soon make it easier for police forces to prosecute those who measure over a specified limit of drugs in their body 42. Currently procedures in drink drive cases involve a screening breathalyser test (at the roadside) followed by an evidential breath test on a fixed machine in the police station. A mobile evidential machine is close to being achieved but not available yet. Police have unlimited powers to stop vehicles however they are only able to breathalyse drivers if either they are suspected of being under the influence of alcohol, they have carried out a moving traffic offence, or they have been involved in a collision. For this reason there is difficulty in finding evidence to estimate the true prevalence of driving under the influence of alcohol. The Review of Drink and Drug Driving Law by Sir Peter North provided recommendations to the government in 2010 to improve the legal framework which governs drink and drug driving laws 43. Following the publication of the review the Department for Transport published consultation documents based on regulations to specify drugs and corresponding limits for driving offences in Great Britain. These specific regulations will use the powers in section 5A of the Road Traffic Act 1988 as inserted by the Crime and Courts Act the new bill includes a new offence of driving with a specified controlled drug in the body above the specified limit for that drug. The government is currently taking into account responses from the public consultation and are expected to finalise legislation in parliament in March 2015, at which point these changes will become enforceable. The new offence only covers controlled drugs under the Misuse of Drugs Act 1971 and which impair driving/road safety 45. The proposed limits to nine illegal controlled drugs and eight controlled drugs with medical uses are outlined in Table 38 and Table 39. It is worth noting that specific defence has been outlined for driving whilst under the influence of medicines taken in accordance with medical advice - drivers who need to take medication will not be wrongly penalised. 42 North (2010). Report of the Review of Drink and Drug Driving Law. A report for the Department for Transport by Sir Peter North CBE QC. London: Department for Transport. Report.pdf 43 The Government s Response to the Reports by Sir Peter North CBE QC and the Transport Select Committee on Drink and Drug Driving: Command Paper 8050 (March 2011) 44 Regulations to specify the drugs and corresponding limits for the new offence of driving with a specified controlled drug in the body above the specified limit A Consultation Document 45 More information on the new drug driving offence: Page 108

110 Table 38: proposed limits to controlled drugs Controlled drug illicit use Limit 1 Amphetamine N/A 2 Benzoylecgonine 50µg/L Cocaine 10µg/L Delta 9 Tetrahydrocannabinol (Cannabis & Cannabinol) 2µg/L Ketamine 20µg/L Lysergic Acid Diethylamide (LSD) 1µg/L Methamphetamine 10µg/L Methylenedioxymethamphetamine (MDMA Ecstasy) 10µg/L 6-Monoacetylmorphine (Heroin & Diamorphine) 5µg/L 1 Microgrammes per litre of blood 2 To be confirmed following further consultation Table 39: proposed limits to controlled drugs with medical uses Controlled drug medical/illicit use Limit 1 Clonazepam 50µg/L Diazepam 550µg/L Flunitrazepam 300µg/L Lorazepam 100µg/L Methadone 500µg/L Morphine 80µg/L Oxazepam 300µg/L Temazepam 1,000µg/L 1 Microgrammes per litre of blood Page 109

111 7.3. Prevalence of drug and alcohol use Road Casualties in Norfolk Health profiles Health Profiles provided by Public Health England deliver annual comparative health indicators for local authorities. The profiles provide a picture of health for areas in England and can be viewed using a number of tools provided on the APHO website 46. There are around 32 indicators provided within the Heath Profiles including information on increased and high risk drinkers, hospital stays for alcohol related harm and users of opiate and/or crack cocaine. According to the health profiles 23.1% of people aged 16+ in the Norfolk resident population were increased and higher risk drinkers in , which although higher, was not significantly more than the England average of 22.3%. In Norfolk the directly age standardised rate of hospital stays for alcohol related harm per 100,000 population was 1,677 in 2010/11, which was significantly better than the England average of 1,895. The estimated crude rate of users of opiate and/or crack cocaine per 100,000 population aged in Norfolk was 7.8 in 2010/11 significantly lower than the England average of 8.6. Scatter plots can be used to visualise the relationships between different health indicators for local authorities. The scatter plots show available drug and alcohol related indicator scores for local authority districts plotted on the X-axis against the rate of road injuries and deaths on the Y-axis. Road injuries and deaths are defined as the crude rate of people killed or seriously injured on the roads in each area between 2009 to 2011 per 100,000 resident population. The correlation coefficients (Pearson s Product Moment Coefficient) for the health indicators are included, as are regression equations using the rate of road casualties as the dependent variable and drug and alcohol indicators individually as the independent variable. Due to unavailability of data the scatter plots do not always cover the same dates or range of years. Where the same date ranges are not available close date ranges are used as an approximate match. There is a moderate negative correlation between the crude rate of killed or seriously injured road casualties per 100,000 population and the crude rate of opiate or crack cocaine users per 100,000 population (correlation coefficient = -0.31). This is also the case for the correlation between the number of admissions for alcohol-attributable conditions per 100,000 European standardised population (correlation coefficient = -0.28). The apparent negative correlation (although only weak) may be due to lower car ownership or less road use within populations where drug or alcohol misuse is more prevalent Public Health England: The Indicator Guide Health Profiles Available: Page 110

112 Figure 75: Scatterplot displaying the relationship between the estimated crude rate of opiate and/or crack cocaine users per 1,000 population aged and the crude rate of killed or seriously injured road casualties per 100,000 population Source: APHO Figure 76: Scatter plot displaying the relationship between the directly age and sex standardised rate of admissions for alcohol-attributable conditions per 100,000 European standard population and the crude rate of killed or seriously injured road casualties per 100,000 population Source: APHO Page 111

113 There appears to be a moderate positive correlation between the crude rate of killed or seriously injured road casualties per 100,000 population in local authorities and the estimated percentage of increasing and high risk drinkers in the resident population (correlation coefficient = 0.38). There is a positive correlation between these two factors but the crude rate of people killed or seriously injured in local authority districts become much more spread out around the line of best fit as the proportion of increasing and higher risk drinkers increases, which may mean use of the coefficient may not be appropriate. Figure 77: Scatter plot displaying the relationship between the estimated percentage of increasing and high risk drinkers in the resident population aged 16 years and over and the crude rate of killed or seriously injured road casualties per 100,000 population Source: APHO Page 112

114 7.4. Reported road collisions and casualties Road Casualties in Norfolk Introduction Road incidents which cause injury or death on the public highway in Great Britain are recorded by the police using a STATS19 form. STATS19 information is recorded either at the road side by a police officer attending the collision or at the time the incident is reported to the police. The form collects information relating to the following: Accident: time, date, location, road details, weather, light conditions and any other facts about the time and environment in which the incident occurred. Vehicle: age, sex and postcode of driver, type, vehicle manoeuvres and type of impact and other vehicle related information. Casualty: age, sex, postcode, location if pedestrian, severity of injury 48 and other relevant information such as seatbelt use and passenger type. Contributory factors: reporting officer s opinion of factors which led to the collision. The STATS19 dataset includes everyone who has been involved in an injury collision on the roads in Norfolk recorded by police, whether or not they are residents. Residents involved in road traffic collisions outside of Norfolk are excluded. STATS19 drink drive collisions are defined within this report as injury road traffic collisions where one or more drivers or riders have been judged to be impaired by alcohol by the reporting police officer and the driver has either refused to provide a breath test sample, provided a positive breath test 49 or a breath test has not been provided for medical reasons/not been requested. Drug drive collisions are defined as injury road traffic collisions where one or more of the drivers or riders have been judged to be impaired by drugs by the reporting police officer. Drivers, riders or pedestrians are recorded as being impaired by alcohol or drugs by contributory factors when judged to be so by reporting police officers. People who are suspected of being under the influence of alcohol/drugs in contributory factors as recorded by STATS19 have been included within the analysis because they may have been killed or seriously injured and unable to provide a breath test sample at the time of the collision details of further biological tests conducted by the police or coroners are not provided within STATS19. Contributory factors are recorded within STATS19 and provide insight into why and how road collisions occur. Contributory factors are designed to give the key actions and failures that led directly to the impact to aid investigation of how collisions might be prevented. The factors are largely subjective, and are the opinion of the reporting officer at the time of the roadside report; these are based on all evidence that has been made available to the officer at the time of the incident. Some factors are less likely to be recorded, since evidence may not be available after the event. While this information will be valuable in helping to identify ways of improving safety, care should be taken in its interpretation. More than one contributory factor can be assigned to each collision and road user involved. 48 Injury severity is recorded in STATS19 as either fatal, serious or slight. 49 Positive breath tests are defined as roadside breath tests taken which register over 35 micrograms of alcohol per 100 millilitres of breath. Refused breath tests are also treated as failed tests. Roadside testing data do not include results for subsequent tests, a driver may provide a positive breath test at the scene of the collision; however, further, more accurate testing may later prove the driver to be under the blood alcohol limit. Page 113

115 It is important to note that it may be difficult for a police officer, attending the scene after an accident has occurred, to identify certain factors that may have contributed to a cause of an accident. In addition, contributory factors are disclosable in court and police officers would require some supporting evidence before reporting certain factors. As a result some contributory factors may be less likely to be reported. Research comparing this data to the On the Spot (OTS) study found that in general fewer factors were reported per accident by the police in STATS19 than in the more in-depth investigations carried out in the OTS study. In particular the police appeared to be less likely to report factors that appeared to allocate blame for an accident, such as those relating to injudicious action. The factor careless, reckless or in a hurry stood out as being reported considerably more often in the OTS study than in STATS Rates which are calculated using driver or casualty postcode of residence such as those relating to resident population, deprivation and geodemographic classification are subject to availability of complete and correct postcodes. From STATS19 data collected between 2007 and 2012: 11 of 138 (8%) resident postcodes of driver or riders involved in collisions with fatal or serious injury were missing, and 27 of 174 (16%) killed or seriously injured casualty postcodes were missing. 50 Information supplied by Department for Transport (2011). Reported Road Casualties Great Britain: 2011 Annual Report. p13, 72, 73 Page 114

116 Alcohol Collisions There were 37 fatal, 297 serious injury and 1,433 slight injury collisions in Norfolk in From these there were seven fatal collisions, 20 serious and 55 slight collisions with at least one driver involved considered to be under the influence of alcohol or failed/refused an alcohol breath test. The number of fatal or serious injury collisions was higher in 2012 than the annual average of 22 (Table 40). 324 (2.7%) from a total of 12,204 STATS19 recorded alcohol screening breath tests administered were positive at the time of recorded injury collisions between 2007 and Positive tests include those who refused to provide a breath test; there were 20 refusals within the five year period. In 2012 there were 388 failed breath tests administered at collisions, of these 25 were refusals. Table 40: Number of casualties from drink drive collisions as a proportion of all road casualties. Norfolk, Year Fatal Serious Slight Total No. % No. % No. % No. % Source: STATS19 Contributory factor data show that in Norfolk 9.2% of KSI collisions and 5.2% of all collisions in 2012 had a driver suspected to be under the influence of alcohol. This was higher than the Great British average of 6.3% of KSI collisions and 4.3% of all injury collisions. In 2012 there were 14 fatal or serious injury collisions (5% of all KSI collisions) and 61 all injury collisions (3% of all collisions) with a driver who had failed a breath test following a collision. There are more collisions with driver or rider impaired by alcohol than collisions with positive breath tests because there are a number of people who are either are unable to undertake a breath test at the scene of a collision due to injury/medical conditions or are not present at the time of the collision. The number of people in Norfolk who supplied a positive breath test at collisions averaged 60 annually in the 2007 to 2011 period and 61 in 2012, there were also four people per year in the period and five people in 2012 that refused to provide breath tests. There were also a number of pedestrians involved in collisions who were suspected to be under the influence of alcohol in 2012 there were 31 collisions in Norfolk where pedestrians were suspected to be impaired by alcohol (2% of all collisions), and of these, nine involved serious or fatal injury (3% of all KSI collisions). These figures were below the Great British average of 1.8% of all collisions and 3.3% of KSI collisions with pedestrian impaired by alcohol as a contributory factor. Page 115

117 Table 41: Contributory factors in reported road accidents by severity. Norfolk and Great Britain, and Fatal/serious accidents All accidents Great Britain Norfolk Great Britain Norfolk Contributory factor reported in accident No. % No. % No. % No. % Driver/Rider impaired 7, , by alcohol Driver/Rider impaired 1, , by drugs (illicit or medicinal) Pedestrian impaired by 3, , alcohol Pedestrian impaired by , drugs (illicit or medicinal) Total number of accidents 10,7696-1, ,358-10, Fatal/serious accidents All accidents Great Britain Norfolk Great Britain Norfolk Contributory factor reported in accident No. % No. % No. % No. % Driver/Rider impaired 1, , by alcohol Driver/Rider impaired by drugs (illicit or medicinal) Pedestrian impaired by , alcohol Pedestrian impaired by drugs (illicit or medicinal) Total number of accidents 19, ,696-1,772 - Source: Department for Transport and STATS19 Page 116

118 Crude rate per 100,000 Road Casualties in Norfolk 2014 Figure 78: Crude rate of KSI casualties from drink drive collisions per 100,000 population. Norfolk and Great Britain, Norfolk Great Britain Source: Department for Transport and STATS19 Between 2007 and 2010 the rate of killed or seriously injured casualties from drink drive incidents per 100,000 people was not significantly different from the national average (Figure 78). The rate of killed or seriously injured casualties from drink drive collisions per 100,000 people in Norfolk was 3.8 in 2011 and 4.2 in 2012, which was significantly higher than the average for Great Britain in both years (2.5 and 2.4 respectively). Page 117

119 crude rate per 100,000 Road Casualties in Norfolk 2014 In the baseline period Broadland, South Norfolk and Breckland had the highest rates of collisions attributable to alcohol with fatal or serious injury per 100,000 people (3.1, 3.1 and 2.9 respectively). Norwich had a rate of 2.6 KSI collisions, North Norfolk 2.4, King s Lynn and West Norfolk 2.1 and Great Yarmouth 1.9 per 100,000 population. In 2012 there was a significantly higher rate of KSI collisions attributable to alcohol in King s Lynn and West Norfolk compared to the baseline average, which had risen from 2.1 KSI collisions per 100,000 population in to 5.4 KSI collisions in There was also a higher crude rate of KSI collisions per 100,000 people in Breckland and Broadland than the baseline average (an increase to 6.1 and 3.2 respectively). In 2012 the rate of KSI collisions decreased in Great Yarmouth (1.0), North Norfolk (2.0), Norwich (1.5) and South Norfolk (1.6). Figure 79: Crude rate of KSI collisions with at least one driver suspected to be intoxicated by alcohol per 100,000 people. Norfolk, Source: STATS Breckland Broadland Great Yarmouth King s Lynn and West Norfolk North Norfolk Norwich South Norfolk average Page 118

120 Crude rate per 100,000 Road Casualties in Norfolk 2014 The crude rate of collisions with only slight injury attributable to alcohol per 100,000 resident population in Norfolk was highest in South Norfolk (7.8) followed by Norwich (7.1), Breckland (7.0), King s Lynn and West Norfolk (6.6), North Norfolk (6.3), Great Yarmouth (5.6) and Broadland (5.5) in the baseline period. In 2012 the rate of alcohol attributable collisions with slight injury per 100,000 people was higher in North Norfolk (9.8) and Great Yarmouth (7.2) but lower in Breckland (7.0), Broadland (5.5), King s Lynn and West Norfolk (6.6), Norwich (5.2) and South Norfolk (7.1). Figure 80: Crude rate of slight injury collisions with at least one driver suspected to be intoxicated by alcohol per 100,000 people. Norfolk, 2012 Source: STATS Breckland Broadland Great Yarmouth King s Lynn and West Norfolk North Norfolk Norwich South Norfolk average Page 119

121 National sources show that drink driving is not just associated with Christmas / New Year or summer periods but is in fact a year round problem. There has been no significant seasonal variation in the distribution of drink drive collisions in Great Britain recently 51. Similarly, there are no distinct differences in the distribution of drink drive collisions throughout the year in Norfolk in 2012 there were a higher proportion of drink drive collisions in October (15%) and April (11%). In the baseline period there was very little difference in the distribution of drink drive collisions throughout the year in Norfolk. In 2012 and the period 60% of drink drive collisions occurred on Friday, Saturday or Sunday, reflecting the national average of 60% over the three days (to put this into perspective only 40% of all collisions occur on Friday, Saturday or Sunday in the UK and Norfolk). National and baseline data show that there was a fluctuation in the number of drink drive collisions throughout the day which generally follow the national pattern of an increased proportion of drink drive collisions in the evening, night and early hours of the morning. In 2012 the largest proportion of road collisions occurred at 3am (11%) which dropped to a low of 0% to 1% between 5am and 1pm. Figure 81: Reported drink drive collisions by time of day. Norfolk and Great Britain, selected years 12% Norfolk 2012 Norfolk Great Britain % 8% 6% 4% 2% 0% Hour (24 hour) Source: Department for Transport and STATS19 51 Information supplied by Department for Transport (2012). Reported Road Casualties Great Britain: 2012 Annual Report Page 120

122 Drivers In the 2007 to 2011 five year period there were around 78 drivers per year who either failed/refused a breath test or were suspected to be under the influence of alcohol and did not take a test for medical/other reasons. 22 of these drivers were involved in serious or fatal collisions and 56 in slight injury collisions. In 2012 there were 27 drink drivers/riders involved in fatal or serious injury collisions and 55 involved in slight injury collisions. Cars were most likely to be involved in collisions with drivers under the influence of alcohol. In the baseline period around 66 of these vehicles each year (85%) were cars, five were motorcycles (6%) and four were pedal cycles (5%). In 2012, 70 of the vehicles with drivers/riders under the influence of alcohol were cars (85%), five were pedal cyclists (6%) and four were motorcycles (5%). In both the 2007 to 2011 period and 2012 around 82% of the drivers/riders under the influence of alcohol were male (64 on average in and 67 in 2012). It is unclear whether males or females were more likely to be involved in KSI collisions rather than slight collisions when driving under the influence of alcohol in 2012 there were 24 males (89% of drivers under the influence of alcohol) and three females (11% of drivers under the influence of alcohol) involved in these collisions. However, the baseline showed that a yearly average of 17 of these drivers were male (76%) and 5 were female (23%). There were 70 collisions in 2012 with an injury to an occupant of a vehicle being driven by a drunk driver (85% of all drink drive collisions). Drink drivers/riders were the only people in their vehicle to be injured in 55 of these collisions (67% of all drink drive collisions), 10 collisions involved injuries to both drivers and passengers of drink drive vehicles (12%) and five involved injury to passengers of drink drive vehicles but not to the drivers (7%). 20 collisions in 2012 involved fatal or serious injuries to drink drivers but none of their passengers (74% of all drink drive KSI collisions), three collisions involved fatal or serious injuries to both drink drivers and their passengers (11%) and one involved a fatal/serious injury to a passenger of a drink driver (4%). Where drink drivers injured passengers but not themselves, the drivers were most likely to be male. In the period an annual average of six were male and less than one female. In 2012 all uninjured drink drivers with injured passengers were male. Page 121

123 Crude rate per 100,000 Road Casualties in Norfolk 2014 The baseline rates show that the age group with the highest crude rate of drivers under the influence of alcohol per 100,000 population was highest for 25 to 34 year olds (25.6), followed by year olds (19.3) and year olds (15.7). In 2012 there was also a higher crude rate of year olds driving under the influence of alcohol per 100,000 population compared with any other age group (26.6). This age group was followed by year olds (25.4), year olds (19.0) and year olds (5.0). Figure 82: Age-specific rate of drivers in collisions suspected to be under the influence of alcohol per 100,000 population. Norfolk and Great Britain, Source: STATS19 Page 122

124 Crude rate per 100,000 Road Casualties in Norfolk 2014 From 2007 to 2011 the rate of drivers involved in collisions who were under the influence of alcohol showed little variation between local Index of Multiple Deprivation 2010 quintiles. There was however a significant increase in driver collision involvement for the second most deprived quintile in 2012, from a rate of 4.3 drivers involved in collisions per 100,000 people in the baseline period to There was also an increase in the rate of drivers involved in collisions in all other quintiles of deprivation in 2012 compared to the baseline. There were around 37 unmatched postcodes per year within the baseline period and only 12 postcodes unmatched with a deprivation quintile in 2012 which may explain why there appears to be a higher rate within this period. Figure 83: Age-specific rate of drivers under the influence of alcohol involved in collisions. Norfolk, Most deprived Second most deprived Third most deprived Fourth most deprived Least deprived Source: STATS19 Page 123

125 Drugs and medicines There are currently no roadside screening tests for drugs in Norfolk. Trained police officers who have carried out a field impairment assessment and suspect a driver or rider to be under the influence of illegal drugs can arrest them, at which point they will be taken to the police station where they will be examined by a doctor who can take a blood test 52. According to the RRCGB 2011, in the 2010/11 period 7% of adult drivers who took part in the Crime Survey for England and Wales reported taking illegal drugs within the last 12 months, 19% of whom had reported driving whilst they thought they were affected by these drugs. Although subjective, contributory factor information for collisions in Norfolk where drug impairment has been recorded as a suspected factor leading to the collision, as recorded in STATS19, may provide an insight into the local prevalence of drug-drive incidents. A very small proportion of collisions in Norfolk include a contributory factor of drivers impaired by drugs (illicit or medicinal). 0.5% of all collisions and 1.1% of KSI collisions had a contributory factor of driver/rider impaired by drugs (illicit or medical) in Great Britain in In Norfolk there were eight collisions with a contributory factor of impairment by drugs (0.5% of total) of which four involved serious or fatal injuries (1.3% of KSI collisions). Only one driver in each collision had a contributory factor of impairment by medicinal or illicit drugs. Further analysis of offender profiles is not possible due to the low number of occurrences and the unavailability of data on further substantive testing. In 2012 all eight drivers in collisions suspected to be under the influence of drugs were male (six car drivers and two pedal cycle riders). There was also an annual average of eight male drivers/riders and two female drivers/riders in the baseline period (the majority of which were car drivers). In Norfolk in 2012 there were two collisions with a pedestrian suspected to be under the influence of drugs and medicines and three on average in the baseline period. 0.1% of collisions and 0.7% of KSI collisions had a contributory factor indicating that a police officer suspected a pedestrian was impaired by drugs (illicit or medicinal) in Norfolk in Similarly, in Great Britain, 0.2% of all collisions and 0.4% of KSI collisions had a pedestrian suspected to be under the influence of drugs. 52 Department for Transport (2013). Can the police test for drugs? Available: Page 124

126 7.5. Hospital admissions and mortality Hospital Episode Statistics (HES) and Office for National Statistics (ONS) mortality data can show the number of people who have been admitted to hospital or have died as a result of land transport accidents when under the influence of drugs, alcohol or medicines. The following ICD-10 codes have been used to find anyone with a further diagnosis relating to any of the following in conjunction with transport accident diagnosis (V00-V89): mental and behavioural disorders due to use of alcohol (F10), findings of drugs and other substances not normally found in blood (R78), evidence of alcohol involvement determined by blood alcohol level (Y90), evidence of alcohol involvement determined by level of intoxication (Y91), mental and behavioural disorders due to use of opioids, cannabinoids, sedatives or hypnotics, cocaine, hallucinogens, volatile solvents, other psychoactive substances (F11-F19), poisoning by narcotics and psychodysleptics (T40), sedatives, hypnotics and antianxiety drugs (Y47), anaesthetics and therapeutic gases (Y48). In the 2010/11 and 2011/12 financial years there were 47 Norfolk residents who had been admitted to hospital as a result of a land transport accident who had a diagnosis related to alcohol consumption. This represented 3% of all hospital admissions for land transport injury. From these casualties, 16 were car occupants, 18 were pedal cyclists and nine were pedestrians. There were only 12 people who had been admitted to hospital as a result of a land transport accident who had a diagnosis related to drug consumption. Available Office for National Statistics mortality data show that in the 2007 to 2011 period there were eight deaths in Norfolk with a primary, secondary or further diagnosis relating to alcohol consumption and a land transport incident (4% of all reported road fatalities). These figures are lower than Department for Transport estimates of around 10% of all road fatalities between 2005 and 2010, possibly because the figures also include people who have been killed by a driver who was over the blood alcohol limit but were not over the limit themselves. There were fewer than five people who had died due to land transport accidents whilst under the influence of illicit drugs between 2004 and No people who had died or who were admitted to hospital as a result of a land transport accident were found to have a further diagnosis relating to: analgesics, antipyretics and anti-inflammatory drugs (Y45), antiepileptics and antiparkinsonism drugs (Y46), psychotropic drugs, not elsewhere classified (Y49), central nervous system stimulants, not elsewhere specified (Y50). Page 125

127 7.6. Enforcement Alcohol Police administer roadside alcohol breath tests to drivers who have either committed a moving traffic offence, are suspected to be under the influence of alcohol, or have been involved in a road traffic collision. Positive breath tests are defined as roadside breath tests taken which register over 35 micrograms of alcohol per 100 millilitres of breath. Refused breath tests are also treated as failed tests. When the reading is between 30 and 34 (legal limit 35), the breath tests will show alert which will mean the drivers are close to the limit - people aren t arrested on a reading of alert, but are told to park up or get someone to collect them if possible. The number of breath tests administered may vary between periods and therefore absolute numbers for failed breath tests may not be meaningful. Figures for drivers who fail breath tests may provide insight into the prevalence of drink-driving, although these figures may also not provide meaningful information because certain police initiatives such as summer and winter drink drive campaigns may cause proportionally lower alcohol breath test failures, due to the fact that more drivers are tested. In 2012 the lowest proportion of failed breath tests was in June and December in Norfolk (6.0% and 2.7% respectively). In 2012 there were 18,710 administered breath tests in Norfolk 16,834 were passed and 1,701 failed. There were 21 cases where breath tests where refused, and 154 were classed as alert. From the 18,710 administered breath tests: The proportion of breath tests failed was highest in March (17.9%) and January (15.8%). Saturday had the highest proportion of failed breath tests (12.7%) followed by Sunday (12.0%). People were most likely to fail alcohol breath screening tests between 1am and 6am (22.0%). 7.1% of females failed administered breath tests in 2011, whereas 9.7% of males failed in the same period Drugs If a police officer suspects a driver or rider to be under the influence of drugs they can carry out a Field Impairment Test (FIT). FITs are coordination based assessments which are carried out at the roadside if a police officer believes that a driver s judgement is impaired by drugs (or in some cases alcohol where the breathalyser reading is below the legal limit). The FIT test involves a pupil measure test where the driver s pupil size is measured, as well as coordination tests such as a walk and turn test and a finger to nose test 53. In England, Wales and Northern Ireland the proportion of failed Field Impairment Tests has increased by 75% in two years from 91 failed tests from 540 conducted in 2011 to 143 from 513 in In 2011 around 17% of FITs conducted resulted in an arrest, which increased to 21% in 2012 and again to 28% in More information on Field Impairment Tests: Page 126

128 7.7. Key findings Alcohol: The best available estimates provided by the Department for Transport show that there were 1,002 casualties due to drink drive incidents in Norfolk in the period (5% of all casualties), of which 30 were killed (10% of all road fatalities) and 147 seriously injured (6% of all serious casualties). In the same time period an estimated 16% of the fatalities in Great Britain were due to drink drive collisions, as were 6% of serious casualties and 6% of all casualties - this would indicate that overall Norfolk has been performing better than the national average. Up-to-date local STATS19 figures show that collision and casualty rates have not been performing as well in comparison to the Great British average. This could be due to an over estimation of the number of casualties locally because of the inclusion of collisions with drivers who have been suspected to be over the limit, rather than only collisions where drivers have had a substantive test. Between 2007 and 2010 the rate of killed or seriously injured (KSI) casualties from drink drive incidents in Norfolk was not significantly different from the national average. This however climbed in 2011 and 2012 and became significantly higher than the Great British average. In 2012 there were eight fatal casualties (20.5% of all fatalities), 28 seriously injured casualties (8.9% of serious) and 83 slight injury casualties from drink drive collisions (4.1% of all slight injury casualties). Similar to national trends, in 2012 there was a higher crude rate of year olds driving under the influence of alcohol compared with any other age group. There was a significantly higher rate of KSI collisions attributable to alcohol in King s Lynn and West Norfolk compared to the baseline average, which had risen from 2.1 KSI collisions per 100,000 population in to 5.4 in There was also a higher crude rate of KSI collisions in Breckland and Broadland than the baseline average (an increase to 6.1 and 3.2 respectively). In 2012 the rate of KSI collisions decreased in Great Yarmouth (1.0), North Norfolk (2.0), Norwich (1.5) and South Norfolk (1.6). National sources show that drink driving is not just associated with Christmas / New Year or summer periods but is in fact a year round problem. There has been no significant seasonal variation in the distribution of drink drive collisions in Great Britain recently 55. Similarly, there have been no distinct differences in the distribution of drink drive collisions throughout the year in Norfolk in 2012 there were a higher proportion of drink drive collisions in October (15%) and April (11%). In the baseline period there was very little difference in the distribution of drink drive collisions throughout the year locally. Drink driver collisions are more commonly associated with the weekend. Around 60% of drink drive collisions occurred on Friday, Saturday or Sunday in 2012, reflecting the national average (to put this into perspective only 40% of all collisions occur on Friday, Saturday or Sunday in the UK and Norfolk). 55 Information supplied by Department for Transport (2012). Reported Road Casualties Great Britain: 2012 Annual Report Page 127

129 In 2012 around 82% of the drivers/riders under the influence of alcohol were male. It is unclear whether males or females were more likely to be involved in KSI collisions rather than slight collisions when driving under the influence of alcohol. There were 70 collisions in 2012 with an injury to an occupant of a vehicle being driven by a drunk driver (85% of all drink drive collisions). Drink drivers/riders were the only people in their vehicle to be injured in 55 of these collisions (67% of all drink drive collisions), 10 collisions involved injuries to both drivers and passengers of drink drive vehicles (12%) and five involved injury to passengers of drink drive vehicles but not to the drivers (7%). 20 collisions in 2012 involved fatal or serious injuries to drink drivers but none of their passengers (74% of all drink drive KSI collisions), three collisions involved fatal or serious injuries to both drink drivers and their passengers (11%) and one involved a fatal/serious injury to a passenger of a drink driver (4%). Contributory factor data show that in Norfolk 9.2% of KSI collisions and 5.2% of all collisions in 2012 had a driver suspected to be under the influence of alcohol. This was higher than the Great British average of 6.3% of KSI collisions and 4.3% of all injury collisions. In 2012 there were 14 fatal or serious injury collisions (5% of all KSI collisions) and 61 all injury collisions (3% of all collisions) with a driver who had failed a breath test following a collision. It has been estimated (using 2012 s prices) that if all of the collisions that caused these casualties had been prevented, this could possibly have saved Norfolk s economy around 20 million pounds in 2012, and 12 million pounds per year on average between 2007 and Hospital Episode Statistics show that in the 2010/11 and 2011/12 financial years there were 47 Norfolk residents who had been admitted to hospital as a result of a land transport accident who had a further diagnosis related to alcohol consumption these represented only 3% of hospital admissions for land transport injury. Office for National Statistics mortality data show that in the 2007 to 2011 period there were eight deaths in Norfolk with a primary, secondary or further diagnosis relating to alcohol consumption and a land transport incident (4% of all reported road fatalities). These figures may differ from other estimates, possibly because they also include people who have been killed by a driver who was over the blood alcohol limit but were not over the limit themselves. Drugs and medicines: Both national and international studies have indicated that cannabis is the most prevalent drug among drivers and is the highest concern for road safety professionals. The studies highlighted in section 7.2. have indicated a number of findings which may help road safety professionals: In 2010/11 seven percent of adult drivers who took part in the Crime Survey for England and Wales reported taking illegal drugs within the last 12 months, 19% of whom had reported driving whilst they thought they were affected by these drugs. Cannabis is generally the most prevalent drug found to be taken by motorists Page 128

130 Moped/motorcyclists are more likely to test positive for cannabis consumption than alcohol. Drivers who are stopped on suspicion of driving under the influence of alcohol are frequently under the influence of drugs. There is an increased risk posed by drug driving road collisions to people who attend night clubs. Within the young driver population, 14.6% reported driving under the influence of alcohol and 15% reported driving under the influence of drugs. 83% of drug users had reported ever driving a vehicle shortly after using drugs, often with alcohol. In a UK study, the road user groups most likely to be found to be drug positive were drivers (22.9%) and motorcycle riders (20.3%). 20.2% of pedestrians and 14.7% of pedal cyclists were also found to have drugs in their system. New legislation expected to come into force in March 2015 will make it easier for police to prosecute those who drive under the influence of drugs and medicines. There will be a set blood content limit outlined for a number of drugs with illicit or medical uses, which will make the testing and prosecution of drivers under the influence of drugs easier. There are currently no roadside screening tests for drugs in Norfolk. Trained police officers who have carried out a field impairment assessment and suspect a driver or rider to be under the influence of illegal drugs can arrest them, at which point they will be taken to the police station where they will be examined by a doctor who can take a blood test 57. Analysis of collisions where drug impairment was recorded as a contributory factor showed that: A very small proportion of collisions in Norfolk include a contributory factor of drivers impaired by drugs (illicit or medicinal). 0.5% of all collisions and 1.1% of KSI collisions had a contributory factor of driver/rider impaired by drugs (illicit or medical) in Great Britain in In Norfolk there were eight collisions with a contributory factor of impairment by drugs (0.5% of total) of which four involved serious or fatal injuries (1.3% of KSI collisions). In 2012 all eight drivers in collisions suspected to be under the influence of drugs were male (six car drivers and two pedal cycle riders). There were two collisions with a pedestrian suspected to be under the influence of drugs and medicines in 2012 and three on average in the baseline period. 0.1% of collisions and 0.7% of KSI collisions had a contributory factor indicating that a police officer suspected a pedestrian was impaired by drugs (illicit or medicinal) in Norfolk in In Great Britain 0.2% of all collisions and 0.4% of KSI collisions had a pedestrian suspected to be under the influence of drugs. 57 Department for Transport (2013). Can the police test for drugs? Available: Page 129

131 Hospital Episode Statistics show that in the 2010/11 and 2011/12 financial years there were only 12 people who had been admitted to hospital as a result of a land transport accident who also had a diagnosis related to drug consumption. Office for National Statistics mortality data show that there were more moped/motorcycle riders admitted to hospital under the influence of drugs than alcohol in Norfolk in 2010/11 and 2011/12 although there were only six moped/motorcycle riders admitted to hospital for injuries whilst under the influence of drugs or alcohol within the two years. There were fewer than five people who had died due to land transport accidents whilst under the influence of illicit drugs between 2004 and Page 130

132 Glossary A Roads These can be trunk or principal roads. They are often described as the 'main' roads and tend to have heavy traffic flows though not as high as motorways. Age-specific mortality Death rate in a specified age-group (number of deaths per 100,000 people in that age-group) Age and sex-specific mortality Death rate in a specified age-group (number of deaths per 100,000 men or women in that agegroup) Age (or age- and sex-) standardised mortality Death rate calculated to enable fair comparison with another area allowing for the difference in age (or age and sex) composition of the population All-cause mortality Deaths from all (any) cause All motor vehicles All vehicles except pedal cycles. Annual Average Daily Flow (AADF) The average over a full year of the number of vehicles passing a point in the road network each day. Buses and coaches Includes all public service vehicles and works buses which have a gross weight greater than 3.5 tonnes. Cars and taxis Includes passenger vehicles with nine or fewer seats, three-wheeled cars and four wheel-drive sports utility vehicles. Cars towing caravans or trailers are counted as one vehicle. Confidence Interval (95%) This is a measure of whether a result that differs from the average is likely to be real or merely a chance fluctuation. 95% CI is the range within which the true value is likely to occur. Crude rates are rates not adjusted for area differences in population structure such as age and sex, and are simply calculated by dividing the number of events by the total number of people in the area population. Directly standardised rates are those adjusted against a standard population (in this report the European Standard population), which allows for comparison between areas which have different age structures. Deciles When results are ranked in order from lowest to highest, they can be divided into equal-sized groups. If divided into ten groups, these are called 'deciles' (see inter-quartile) Page 131

133 DSR Directly Age-Standardised Mortality Rate (See Age- (or age- and sex-) standardised mortality above) Episode A hospital episode (or Finished Consultant Episode) is defined as a period of admitted patient care under one consultant within one healthcare provider. Heavy goods vehicles (HGV) Includes all goods vehicles over 3.5 tonnes gross vehicle weight. HES Hospital Episode Statistics Incidence Rate of occurrence of new cases of disease (within a given population over a given time period) International Classification of Diseases (ICD 10) ICD-10 is an abbreviation for the International Statistical Classification of Disease and Related Health Problems (10th revision). It is used in the NHS acute sector to record diseases and healthrelated problems (the diagnosis or reason for a patient episode of healthcare). The codes are mandatory for use across England. The ICD has become the international standard diagnostic classification for all general epidemiological and many health management purposes. These include the analysis of the general health situation of population groups and monitoring of the incidence and prevalence of diseases and other health problems in relation to other variables such as the characteristics and circumstances of the individuals affected. It is used to classify diseases and other health problems recorded on many types of health and vital records including death certificates and hospital records. In addition to enabling the storage and retrieval of diagnostic information for clinical and epidemiological purposes, these records also provide the basis for the compilation of national mortality and morbidity statistics by WHO Member States. Killed/fatal injury (STATS19) Human casualty who sustained injuries which caused death less than 30 days after the accident. Confirmed suicides are excluded, as are collisions where the driver was injured due to an unrelated cause such as a heart attack or stroke (only the driver would be omitted from the data in this eventuality, other casualties from the same collision would be included). Light vans: Goods vehicles not exceeding 3.5 tonnes gross vehicle weight. Includes all car-based vans and those of the next largest carrying capacity such as transit vans. Also included are ambulances, pickups and milk floats. Major roads Includes motorways and all class A roads. These roads usually have high traffic flows and are often the main arteries to major destinations. Page 132

134 Minor Roads These are B and C classified roads and unclassified roads (all of which are maintained by the local authorities), as referred to above. 'B' roads in urban areas can have relatively high traffic flows, but are not regarded as being as significant as 'A' roads, though in some cases may have similarly high flows. They are useful distributor roads often between towns or villages. 'B' roads in rural areas often have markedly low traffic flows compared with their 'A' road counterparts. 'C' Roads are regarded as of lesser importance than either 'B' or 'A' roads, and generally have only one carriageway of two lanes and carry less traffic. They typically have low traffic flows in rural areas. Unclassified roads include residential roads both in urban and rural situations and rural lanes, the latter again normally having very low traffic flows. Most unclassified roads will have only two lanes, and in rural areas may only have one lane with passing bays at intervals to allow for two-way traffic flow. Mortality Mortality is incidence of death in a population. It refers to death from a disease (Death rate could be described as crude or specific) Motorcycles etc. Includes motorcycles, scooters and mopeds and all motorcycle or scooter combinations. ONS Office for National Statistics ( Pedal cycles Includes all non-motorised cycles. Prevalence Proportion of the population with existing disease (it is defined as the proportion of current cases in a population at a given point of time). Quality and Outcomes Framework (QOF) The Quality and Outcomes Framework (QOF) is a component of the new General Medical Services contract for general practices, introduced from 1 st April The QOF rewards practices for the provision of quality care, and helps to fund further improvements in the delivery of clinical care. Quintile When results are ranked in order from lowest to highest, they can be divided into equal-sized groups. If divided into five groups, these are called 'quintiles'. Rural roads These are major and minor roads outside urban areas (these urban areas have a population of more than 10,000 people). Serious injury (STATS19) An injury for which a person is detained in hospital as an in-patient, or any of the following injuries whether or not they are detained in hospital: fractures, concussion, internal injuries, crushing, burns (excluding friction burns), severe cuts, severe general shock requiring medical treatment and injuries which cause death 30 or more days after the accident. An injured casualty is recorded as seriously or slightly injured by the police on the basis of information available within a short time of the accident. This generally will not reflect the results of a medical examination, but may be Page 133

135 influenced according to whether the casualty is hospitalised or not. Hospitalisation procedures will vary regionally. Slight injury (STATS19) An injury of a minor character such as a sprain (including neck whiplash injury), bruise or cut which are not judged to be severe, or slight shock requiring roadside attention. This definition includes injuries not requiring medical treatment. Source of Information: DfT (2011) Reported Road Casualties Great Britain: 2011 Annual Report.p18. Super Output Area (SOA) SOAs are a unit of geography used in the UK for statistical analysis. They are developed and released by Neighbourhood Statistics. SOAs were created with the intention that they would not be subject to frequent boundary change. This makes SOAs more suitable than other geography units (such as electoral wards) because they are less likely to change over time, and thus SOAs are more suitable to change over time analysis. There are three layers of SOAs (i.e. three different but related geography boundaries). These are: 1. Lower Layer. Minimum population 1000, mean population This is built from groups of Output Areas. Commonly known as Lower Layer Super Output Area (LSOA).There are 34,378 LSOAs in England and Wales. 2. Middle Layer. Minimum population 5000, mean population This is built from Lower Layer SOAs. Commonly known as Middle Layer Super Output Area and abbreviated to MSOA. There are 7,193 MSOAs in England and Wales. 3. Upper Layer. Commonly known as Upper Layer Super Output Area (USOA) Urban roads These are major and minor roads within a settlement of population of 10,000 or more. The definition is based on the 2001 Communities and Local Government definition of Urban Settlements. The definition for 'urban settlement' is in Urban and rural area definitions: a user guide which can be found on the Communities and Local Government web site at: Vehicle kilometre/mile One vehicle times one kilometre/mile travelled (vehicle kilometres/miles are calculated by multiplying the AADF by the corresponding length of road). For example, one vehicle travelling one kilometre/mile a day for a year would be 365 vehicle kilometres/miles. This is sometimes referred to as the volume of traffic. Page 134

136 Sources of data APHO and Department for Health: Rate of road injuries and deaths Defra: rural/urban area population and classification Department for Communities and Local Government: Indices of Deprivation 2007, Department of Health (DH) Department for Transport: Reported Road Casualties Great Britain ; road vehicle average annual daily flow estimates; road traffic estimates; driver and vehicle licensing statistics; National Travel Survey Eastern Region Public Health Observatory (ERPHO) Experian Mosaic: System of segmentation of households by postcode for demography and consumer groups created by Experian Index of Multiple Deprivation (IMD 2010) Local Alcohol Profiles for England (LAPE) Meetings with Norfolk County Council Casualty Reduction team, Public Health, and Norfolk Constabulary Roads Policing National Highways and Transport Survey: survey for public satisfaction and travel habits NHS Information Centre for Health and Social Care: Standardised rates for mortality; life expectancy; hospital episode statistics Norfolk Constabulary: Safety camera data; breath test data; STATS19 data for collisions with personal injury Norfolk Fire and Rescue Service: Road traffic collision attendance data Norfolk Insight: District, ward and output area information for Norfolk Page 135

137 NWPHO (North West Public Health Observatory); Local Alcohol Profiles for England (LAPE) mortality from land transport incidents due to alcohol ONS (Office for National Statistics): population figures; rural/urban settlement population and classification; 2012 sub-national population projections; mortality statistics; census 2011 population estimates; 2013 mid-year population estimates Open Exeter Quality and Outcomes Framework (QOF) data Reported Road Casualties Great Britain (RRCGB) pdf Page 136

138 References Arcuri, A. (2009). Driving under the influence of cannabis: a brief review of the literature. National Cannabis Prevention and Information Centre (NCPIC) sfafbrieffreviewfoffthefliterature Commission Communication of 20 July 2010 to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions. Towards a European road safety area: policy orientations on road safety COM(2010) Department for Transport (2011). Estimated number of reported drink drive accidents and casualties: Great Britain /methodology-notes-drink-drive.pdf Department for Transport (2011). Reported Road Casualties Great Britain: 2011 Annual Report. complete.pdf Department for Transport (2011). Strategic Framework for Road Safety. work.pdf Department for Transport (2012). National Travel Survey: Department for Transport (2014). Reported Road Casualties Great Britain pdf Elliott, S., Woolacott, H. and R. Braithwaite (2009) The prevalence of drugs and alcohol found in road traffic fatalities: A comparative study of victims, Science and Justice 49 pp EMCDDA. (2008b). Drug use, impaired driving and traffic accidents. EMCDDA Insights Series No 8. Luxembourg: Office for Official Publications of the European Communities. Enforcement Procedures against Drink Drivers and Other Offenders A Consultation Document (October 2012) Jackson PG, Hilditch CJ. A review of evidence related to drug driving in the UK. Clockwork Research Ltd docs/northreview-reviewofevidence.pdf Page 137

139 LAPE (2012). Local Alcohol Profiles for England 2012 User Guide. Motorcycle Casualties in reported road accidents: 2008, Road Accident Statistics Factsheet No Neale, J., McKeganey, N., Hay, G., & Oliver, J. (2000). Recreational drug use and driving: A qualitative study: Scottish Executive Central Research Unit. Pedal cyclist casualties in reported road accidents: 2011, Road Accident Factsheet No. 2 August Regulations to specify the drugs and corresponding limits for the new offence of driving with a specified controlled drug in the body above the specified limit A Consultation Document -document.pdf Report of the Review of Drink and Drug Driving Law: Sir Peter North CBE, QC (June 2010) docs/northreview-report.pdf Report of the Transport Select Committee: Drink and Drug Driving Law (November 2010) Reported road accidents involving older car drivers: Great Britain 2011, Road Accident Statistics Factsheet No.1 August Reported road accidents involving young car drivers: Great Britain 2011, Road Accident Statistics Factsheet No.1 August Road Safety Analysis (2013). Stepping Out, Pedestrian Casualties: an analysis of the people and circumstances. Road Safety Analysis (2014). Things that go bump in the Night, Adult Pedestrians in the Night Time Economy. Final.pdf RoSPA (2012). Social Factors in Road Safety: Policy Paper. The Government s Response to the Reports by Sir Peter North CBE QC and the Transport Select Committee on Drink and Drug Driving: Command Paper 8050 (March 2011) Tunbridge, R.J, Keigan, M. and F. James (2001) The incidence of drugs and alcohol in road accident fatalities. TRL Report 495. Crowthorne: TRL. Page 138

140 Appendices Appendix 1: Population estimates by gender and age group as a proportion of the total county population. Norfolk, 2013 Male Age Group Total Breckland 11,800 7,000 15,500 21,600 8,900 64,800 Broadland 10,700 5,800 13,900 21,700 8,800 60,900 Great Yarmouth 8,900 5,600 11,100 15,900 6,300 47,900 King's Lynn And West 12,700 7,700 17,000 24,300 10,800 72,400 Norfolk North Norfolk 7,500 4,500 9,500 18,600 9,200 49,200 Norwich 11,100 10,700 21,200 16,300 6,000 65,300 South Norfolk 11,500 5,600 13,800 21,300 8,500 60,700 Norfolk 74,100 47, , ,700 58, ,200 % of Total County Population Female Total Breckland 11,200 6,300 15,300 22,200 11,200 66,200 Broadland 10,100 5,300 14,500 22,700 11,200 63,800 Great Yarmouth 8,500 5,200 11,300 16,500 8,100 49,600 King's Lynn And West Norfolk 12,100 7,100 17,000 25,900 13,400 75,500 North Norfolk 7,200 4,300 9,400 19,800 11,800 52,400 Norwich 10,600 11,600 19,800 16,600 8,300 66,900 South Norfolk 10,900 5,600 14,700 22,400 10,200 63,800 Norfolk 70,600 45, , ,200 74, ,200 % of Total County Population Source: Mid-year estimates 2013, Office for National Statistics. Page 139

141 Appendix 2: Moped and motorcycle rider development There are three main strands to the partnership training strategy for riders: Safe Rider, Hugger s Challenge and i2i Machine Control Courses. Safe Rider: Is currently priced at 50 for an evening classroom session and a five hour road session with a police motorcyclist with a 3:1 ratio. It has been a partnership project between Norfolk Constabulary and Norfolk County Council for many years. There have been 10 courses of 15 riders (doubled up for a classroom session) for a number of years. Safe Rider is operated in both Norfolk and Suffolk and is based firmly on the police Roadcraft manual. The road sessions have not changed in their format since 1998 but the classroom session is more interactive and group based, with clients being asked to read through a series of downloadable documents in advance of the course. The bikes used by Safe Rider in Norfolk belong to the Police ANPR unit. Hugger s Challenge: Following the launch of the Hugger brand the partnership re-launched an assessment known as Rider Experience under the hugger branding, It remained a DSA (Driving Standards Agency) ERS (Enhanced Rider Scheme) assessment but the partnership subsidised it by 23 (normal price 43) and gave away a free hugger neck tube for people that passed the course, as well as a Gold card for discount at a few local traders. Norfolk has been more successful compared with the ERS nationally. The course started in late summer 2009 and 350 people have taken the assessment/training since. In 2013, due to financial constraints, the subsidy was discontinued but the price was still kept at the original full price of 43. The partnership has changed the emphasis from a regimented box ticking exercise, similar to taking a test again, to customer focussed training. The customer focussed approach has been quite successful (given that it coincided with the loss of subsidy) and since June 25 assessments have been carried out. It has also been easier to persuade people to take the challenge without the attachment of the DSA name which people can only relate to as learner training. Safe Rider is conducted at a mutually convenient time and is very useful for people who cannot attend fixed dates. As of 2014 both Safe Rider and Hugger s Challenge provide a free 25 annual subscription to the Real Rider / Real Safe app, which works on a smartphone gyroscope as crash detection/ notification software 58. i2i Machine Control Courses: The i2i Motorcycle Academy from York has been coming to Norfolk for four years delivering their Machine Control Courses to in excess of 700 customers. There is no financial tie-in with Norfolk County Council, but the council promote the courses to encourage people to do them because they make a difference to rider s confidence. 58 For more information see: Page 140

142 There is a document on the RCRP website called Machine Control that explains more about the courses and their website is The courses try to retrain instinctive reactions and explain the underpinning physics in a way that makes sense. The i2i courses have worked well in referring people back to the partnership for Safe Rider or Hugger s Challenge who might never have considered it seriously before. Recently a knee down course has been introduced in an effort to attract the hardest to reach riders and then try and feed them back into the mainstream of training. The company come down for a week in May and September but have also run structured track training on the Snetterton 100 circuit. Rider Skills Downloads: Content from the police Roadcraft manual has been used as a basis for the rider skills downloads on the partnership website According to road safety practitioners they have been very well received in Norfolk and form the basis of pre-reads for both Safe Rider and Hugger s Challenge. There are seven downloads aimed at motorcyclists and one aimed at young riders of small bikes or mopeds. Young Rider Interventions: In common with other authorities, attempts to engage young riders directly have not been successful. The Young Rider download incorporates information for this group of people. Credit sized cards are being used to advertise the existence of the download in dealers of small bikes. It can be found with all the others on the website above. Dealer Packs: For many years the partnership has been distributing dealer packs to be handed out to buyers of new or used bikes in the county. They contain information about training options including the IAM flyer appropriate to the type of bike, free DVDs and Think Bike stickers. Page 141

143 Appendix 3: Mosaic Public Sector Groups Road Casualties in Norfolk 2014 Group Description A Residents of isolated rural communities B Residents of small and mid-sized towns with strong local roots C Wealthy people living in the most sought after neighbourhoods D Successful professionals living in suburban or semi-rural homes E Middle income families living in moderate suburban semis F Couples with young children in comfortable modern housing G Young, well-educated city dwellers H Couples and young singles in small modern starter homes I Lower income workers in urban terraces in often diverse areas J Owner occupiers in older-style housing in ex-industrial areas K Residents with sufficient incomes in right-to-buy social housing L Active elderly people living in pleasant retirement locations M Elderly people reliant on state support N Young people renting flats in high density social housing O Families in low-rise social housing with high levels of benefit need Page 142

144 Appendix 4: International Classification of Diseases (ICD10) - land transport accidents coding Description Code range External causes of morbidity and mortality Pedestrian injured in transport accident Pedestrian conveyance accident Pedestrian injured in collision with pedal cycle Pedestrian injured in collision with two- or three-wheeled motor vehicle Pedestrian injured in collision with car, pick-up truck or van Pedestrian injured in collision with heavy transport vehicle or bus Pedestrian injured in collision with railway train or railway vehicle Pedestrian injured in collision with other non-motor vehicle Pedestrian injured in other and unspecified transport accidents Pedal cycle rider injured in transport accident Pedal cycle rider injured in collision with pedestrian or animal Pedal cycle rider injured in collision with other pedal cycle Pedal cycle rider injured in collision with two- or three-wheeled motor vehicle Pedal cycle rider injured in collision with car, pick-up truck or van Pedal cycle rider injured in collision with heavy transport vehicle or bus Pedal cycle rider injured in collision with railway train or railway vehicle Pedal cycle rider injured in collision with other non-motor vehicle Pedal cycle rider injured in collision with fixed or stationary object Pedal cycle rider injured in non-collision transport accident Pedal cycle rider injured in other and unspecified transport accidents Motorcycle rider injured in transport accident Motorcycle rider injured in collision with pedestrian or animal Motorcycle rider injured in collision with pedal cycle Motorcycle rider injured in collision with two- or three-wheeled motor vehicle Motorcycle rider injured in collision with car, pick-up truck or van Motorcycle rider injured in collision with heavy transport vehicle or bus Motorcycle rider injured in collision with railway train or railway vehicle Motorcycle rider injured in collision with other non-motor vehicle Motorcycle rider injured in collision with fixed or stationary object Motorcycle rider injured in non-collision transport accident Motorcycle rider injured in other and unspecified transport accidents V01 V89 V00-V09 V00 V01 V02 V03 V04 V05 V06 V09 Vl0-Vl9 V10 V11 V12 V13 V14 V15 V16 V17 V18 V19 V20-V29 V20 V21 V22 V23 V24 V25 V26 V27 V28 V29 Page 143

145 Occupant of three-wheeled motor vehicle injured in transport accident Occupant of three-wheeled motor vehicle injured in collision with pedestrian or animal Occupant of three-wheeled motor vehicle injured in collision with pedal cycle Occupant of three-wheeled motor vehicle injured in collision with two- or threewheeled motor vehicle Occupant of three-wheeled motor vehicle injured in collision with car, pick-up truck or van Occupant of three-wheeled motor vehicle injured in collision with heavy transport vehicle or bus Occupant of three-wheeled motor vehicle injured in collision with railway train or railway vehicle Occupant of three-wheeled motor vehicle injured in collision with other non-motor vehicle Occupant of three-wheeled motor vehicle injured in collision with fixed or stationary object Occupant of three-wheeled motor vehicle injured in non-collision transport accident Occupant of three-wheeled motor vehicle injured in other and unspecified transport accidents Car occupant injured in transport accident Car occupant injured in collision with pedestrian or animal Car occupant injured in collision with pedal cycle Car occupant injured in collision with two- or three-wheeled motor vehicle Car occupant injured in collision with car, pick-up truck or van Car occupant injured in collision with heavy transport vehicle or bus Car occupant injured in collision with railway train or railway vehicle Car occupant injured in collision with other non-motor vehicle Car occupant injured in collision with fixed or stationary object Car occupant injured in non-collision transport accident Car occupant injured in other and unspecified transport accidents Occupant of pick-up truck or van injured in transport accident Occupant of pick-up truck or van injured in collision with pedestrian or animal Occupant of pick-up truck or van injured in collision with pedal cycle Occupant of pick-up truck or van injured in collision with two- or three-wheeled motor vehicle Occupant of pick-up truck or van injured in collision with car, pick-up truck or van Occupant of pick-up truck or van injured in collision with heavy transport vehicle or bus Occupant of pick-up truck or van injured in collision with railway train or railway vehicle Occupant of pick-up truck or van injured in collision with other non-motor vehicle Occupant of pick-up truck or van injured in collision with fixed or stationary object Occupant of pick-up truck or van injured in non-collision transport accident Occupant of pick-up truck or van injured in other and unspecified transport V30-V39 V30 V31 V32 V33 V34 V35 V36 V37 V38 V39 V40-V49 V40 V41 V42 V43 V44 V45 V46 V47 V48 V49 V50-V59 V50 V51 V52 V53 V54 V55 V56 V57 V58 V59 Page 144

146 accidents Occupant of heavy transport vehicle injured in transport accident Occupant of heavy transport vehicle injured in collision with pedestrian or animal Occupant of heavy transport vehicle injured in collision with pedal cycle Occupant of heavy transport vehicle injured in collision with two- or three-wheeled motor vehicle Occupant of heavy transport vehicle injured in collision with car, pick-up truck or van Occupant of heavy transport vehicle injured in collision with heavy transport vehicle or bus Occupant of heavy transport vehicle injured in collision with railway train or railway vehicle Occupant of heavy transport vehicle injured in collision with other non-motor vehicle Occupant of heavy transport vehicle injured in collision with fixed or stationary object Occupant of heavy transport vehicle injured in non-collision transport accident Occupant of heavy transport vehicle injured in other and unspecified transport accidents Bus occupant injured in transport accident Bus occupant injured in collision with pedestrian or animal Bus occupant injured in collision with pedal cycle Bus occupant injured in collision with two- or three-wheeled motor vehicle Bus occupant injured in collision with car, pick-up truck or van Bus occupant injured in collision with heavy transport vehicle or bus Bus occupant injured in collision with railway train or railway vehicle Bus occupant injured in collision with other non-motor vehicle Bus occupant injured in collision with fixed or stationary object Bus occupant injured in non-collision transport accident Bus occupant injured in other and unspecified transport accidents Other land transport accidents Animal-rider or occupant of animal-drawn vehicle injured in transport accident Occupant of railway train or railway vehicle injured in transport accident Occupant of powered streetcar injured in transport accident Occupant of special vehicle mainly used on industrial premises injured in transport accident Occupant of special vehicle mainly used in agriculture injured in transport accident Occupant of special construction vehicle injured in transport accident Occupant of special all-terrain or other motor vehicle, injured in transport accident Traffic accident of specified type but victim's mode of transport unknown Non-traffic accident of specified type but victim's mode of transport unknown Motor- or non-motor-vehicle accident, type of vehicle unspecified V60-V69 V60 V61 V62 V63 V64 V65 V66 V67 V68 V69 V70-V79 V70 V71 V72 V73 V74 V75 V76 V77 V78 V79 V80-V89 V80 V81 V82 V83 V84 V85 V86 V87 V88 V89 Page 145

147 Acknowledgements The authors would like to acknowledge the support given by all colleagues working with the Road Casualty Reduction steering group in Norfolk, as well as all those in partner organisations who provided data and information for this report: Chris Brookes Norfolk Constabulary Stephanie Butcher Norfolk County Council Public Health David Court Norfolk Fire and Rescue Service Tim Edmunds Norfolk County Council Highways Network Julian Fonseka Norfolk County Council Network Analysis and Safety Andrew Micklethwaite Norfolk County Council Casualty Reduction Sally Plail Norfolk County Council Casualty Reduction Iain Temperton Norfolk County Council Casualty Reduction Page 146

148 Contact information If there are any errors or you have suggestions for improving the document please contact: Josh Robotham, Analyst for Road Casualty Reduction, Norfolk County Council, Carrow House, 301 King Street, Norwich, Norfolk, NR1 2TN. Telephone: Dave Stephens, Team Manager (Network Management, Analysis & Safety), Norfolk County Council, Carrow House, 301 King Street, Norwich, Norfolk, NR1 2TN. Telephone: Dr. Kadhim Alabady, Principal Epidemiologist, Norfolk County Council, County Hall, Martineau Lane, Norwich, Norfolk, NR1 2DH. Telephone: If you need this report in large print, audio, Braille, alternative format or in a different language please contact and ask for Dave Stephens or text phone and we will do our best to help. Page 147

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