NORTH EAST UNIT 17/NE/0801/013. A90 Tealing Junction. Accident Investigation Study

NORTH EAST UNIT 17/NE/0801/013 A90 Tealing Junction Accident Investigation Study This is an unpublished report prepared for the Transport Scotland, Trunk Road and Bus Operations Directorate (TRBO) and must not be referred to in any publication without the permission of TRBO. The views expressed are those of the author(s) and not necessarily those of TRBO. Client: Transport Scotland Trunk Road and Bus Operations Buchanan House 58 Port Dundas Road Glasgow G4 0HF Prepared by: BEAR Scotland Ltd. Inveralmond Industrial Estate Inveralmond Road Perth PH1 3TW

Page 2 Prepared By Name Signature Date Georgios D. Stravodimos 6/7/18 Checked By Andrew Gregory 6/7/18 Authorised By Alan Campbell 6/7/18 REVISION STATUS Rev. Date Revision Details Checked Authorised 0 06/07/18 First Draft 1 15/08/18 Final Draft 2 06/09/18 Final CONTROLLED DOCUMENT HOLDERS 0/08/2016 Ref. Name of Holder 1 BEAR Scotland 2 Transport Scotland 3 4 5 6 7 8 9

Table of Contents Page 3 Page Executive Summary... 4 1. Introduction... 6 2. Study Extents... 7 3. Outline Site Description... 8 Geometric Design Features... 9 Non-Motorised Users, Public Transport Facilities and Laybys... 11 4. Traffic Data... 14 Average Annual Daily Traffic (AADT)... 14 5. Consultation... 16 6. Accident History... 17 Northern Area Accident History... 17 Southern Area Collision History... 20 7. Issues Identified... 22 8. Options Overview... 23 Origin and Destination Traffic Survey... 24 ANPR Survey... 37 Journey Time Survey... 39 Queue Survey... 39 Pedestrian Survey... 41 9. Options For Improvements... 42 Option A: Banning Right-Turns out of Minor Roads... 42 Option B: Gap Closures... 44 Option C: Localised Speed Limit Reduction... 45 Option D: Vehicle & Pedestrian Activated Signs... 47 Option E: Bus Stop Relocation... 47 Option F: Provision of Deceleration and Acceleration Lanes at Tealing and Newbigging.... 48 Option G: Widened Central Reservation at Tealing and Newbigging.... 49 Option H: Provision of a Footbridge.... 49 Additional Options... 49 Options Summary... 51 10. Conclusions and Recommendations... 53 Appendix A ~ Location Plans & Aerial Photographs... 54 Appendix B ~ Site Photographs... 55 Appendix C ~ Accident Location Plans... 73 Appendix D ~ 5-Year Collision History... 76

Page 4 Executive Summary Following the 2017/18 Annual Road Safety Review (ARSR), an accident cluster site was identified on the A90 in the area of the Tealing and Newbigging junctions. The ARSR recommended that this location should be investigated further to identify if engineering improvement measures could be implemented to improve road safety. In addition to the ARSR, concerns have been raised by the local community over road safety at these junctions. The extents of the study cover the area identified in the ARSR, between Inveraldie and Glamis (northern section). The study was extended between Emmock Roundabout to Inveraldie (southern section) in a bid to uncover/highlight any similar patterns in accidents within this area following consultation with Tealing Community Council. Minor roads junctions are located on the east and west sides of the A90 along the whole of the study length, leading to several local communities. Central reserve openings are provided to allow vehicle movements to and from the minor roads and the A90 at all these junctions. The junctions along this route generally meet geometric standards except Petterden. The Tealing, Newbigging and Inveraldie area has three existing facilities to cater for the needs of nonmotorised users. All these facilities are uncontrolled crossing points with staggered footpaths located between the existing safety barriers within the central reservation. Several bus services operate along this section of the A90 and a number of bus stop laybys can be found located alongside the A90 northbound and southbound carriageways. The Annual Average Daily Traffic (AADT) data indicates that in 2015 approximately 13,652 vehicles travelled northbound and 13,524 vehicles travelled southbound during the day. Traffic flows generally rise throughout the morning to a peak around 8am of approximately 1,800 vehicles per hour and then drop before rising again to an evening peak around 5pm of approximately 2,000 vehicles per hour. The 2012-2016, 5-year accident history within the northern study area showed a total of 20 accidents occurred, including two fatal, five serious and 13 slight personal injury accidents. Of these, half involved right-turn manoeuvres. For the same 5-year period within the southern study area, a total of six accidents occurred, including four serious and two slight personal injury accidents. In terms of causation factors, this section of the A90 appears to hold no statistical significance. A number of surveys were carried out within the northern study area to gain a better understanding of vehicle and pedestrian movements in and around the junctions. These surveys included: Origin and destination survey; ANPR survey; Journey time survey; Queue survey; and Pedestrian survey. As a result of the study and through a process of consultation with representatives of the local Community Council, Angus Council and Police Scotland, a number of safety issues were raised, and improvement options considered. Issues and concerns raised are as follows: The study found a statistically significant issue associated with vehicles turning right from the Newbigging junction onto the A90; The study found bus movements in the southbound bus layby north of Newbigging junction as being distracting, this was mirrored by the local community;

Page 5 Local community concern regarding the lack of a safe pedestrian crossing points over the A90 within the Tealing area; Local community concern regarding the safety of right-turning vehicles; Local community concern regarding the lack of width in the central reservation; and Local community concern regarding the lack of deceleration and acceleration lanes for leftturning traffic at the Tealing and Newbigging junctions. Improvement options considered are as follows: Banning Right-Turns out of Minor Roads; Gap Closures; Localised Speed Limit Reduction; Vehicle & Pedestrian Activated Signs; Bus Stop Relocation; Provision of Deceleration & Acceleration Lanes at Tealing & Newbigging; Widening Central Reservations at Tealing & Newbigging; Provision of a Footbridge; and Additional Options including provision of additional lining in the central reservation waiting area, providing an additional waiting area for larger vehicles within the central reservation by modifying the central reservation island, and consideration of the provision of CCTV. Based upon the options which positively influence road safety and directly target the collision patterns identified, it is recommended that the following improvements are taken forward: Vehicle & Pedestrian Activated Signs at the Newbigging Junction; Relocation of the Bus Stop directly north of the Newbigging Junction and removal of the associated layby; and Additional Options including provision of additional lining in the central reservation waiting area, providing an additional waiting area for larger vehicles within the central reservation by modifying the central reservation island, and consideration of the provision of CCTV.

Page 6 1. Introduction 1.1 BEAR Scotland Ltd has been commissioned by Transport Scotland to undertake a road safety study of A90 in the area of the Tealing and Newbigging junctions. This is due to the location being identified in the 2017/18 Annual Road Safety Review (ARSR) as an accident cluster site. The ARSR recommended that this location should be investigated further to identify if engineering improvement measures could be implemented to improve road safety. 1.2 There have also been local concerns raised over road safety at these junctions. In 2017, Tealing Community Council contacted Transport Scotland and BEAR Scotland to ask if the operation of the junctions could be reviewed to improve safety. A meeting with representatives from the Community Council, Transport Scotland and BEAR Scotland was held in July 2017 to discuss the operation of the junctions and to hear the concerns of local users. At that time, the Community Council expressed concerns that improvements undertaken previously had done little to address the risk of collisions taking place. It was also reported by them that frequent near-miss incidents were taking place. 1.3 This study will investigate the operation of the major/minor junctions, analysing their accident history and consider various options for improvement.

Page 7 2. Study Extents 2.1 The A90 within the study area is a dual carriageway all-purpose trunk road consisting of twolane northbound and southbound carriageways. Minor roads provide access to a number of local communities, most notably Inveraldie, Newbigging and Tealing. 2.2 The AADT for 2015 for this section of the A90 shows approximately 13,652 vehicles travelling northbound and 13,524 vehicles travelling southbound during the day. 2.3 The study has been split into two sections. The northern section of the study, which covers the area highlighted by the Annual Road Safety Review, includes the A90 between Inveraldie and Glamis. The southern section of the study, which was highlighted as an additional area of concern by Tealing Community Council, covers the A90 south of Inveraldie to Emmock Roundabout. A plan of the study areas is shown in figure 2.3 below. Northern Study Extents Southern Study Extents Figure 2.3: Plan of Study Areas

Page 8 3. Outline Site Description 3.1 The A90 at this location is a dual carriageway all-purpose trunk road consisting of two-lane northbound and southbound carriageways. The alignment of the A90 at the location of the junction is generally north to south. Minor roads provide access to Tealing and the surrounding area. There are three junctions with the A90 on the west (Inveraldie, Tealing and Glamis), and two on the east (Newbigging and Petterden) shown in Figure 3.4 below). The Tealing and Newbigging junctions form a staggered crossroad. Central reserve openings are provided to allow vehicle movements to and from the minor roads and the A90 at all of these junctions. The trunk road through this section is generally on an ascending gradient travelling from south to north. The section contains a northbound medium left-hand curve, directly followed by a medium right-hand bend. The ascending gradient combined with the horizontal bends results in slightly restricted views to the right from the minor road junctions of Inveraldie, Newbigging and Tealing. 3.2 There is a footpath alongside the northbound lane connecting Inveraldie and Tealing Village. Three pedestrian crossings are provided to give access to the bus services operating on A90. 3.3 In addition to the aforementioned major/minor junctions there are four private accesses to the network. Appendix A includes location plans and aerial photos of the area on larger scales. Appendix B includes site photographs of each junction. 3.4 An average speed camera system has been active through this section since 31 October 2017. Figure 3.4: Major/Minor junctions in the Tealing area

Page 9 Geometric Design Features 3.5 Whilst there is no obligation for Transport Scotland to continually upgrade the trunk road network to current design standards, a review of Departmental Standard Design Manual Roads Bridges Volume 6, Section 2, Part 6, TD 42/95 Geometric Design of Major/Minor Priority Junctions has been undertaken as part of this investigation. This has been carried out to assess the existing geometric layout of junctions against current standards, which can then be considered along with all other data collected. 3.6 Table 3.6.1 below compares the dimensions of the current major and minor junctions in the vicinity of Tealing against current geometrical standards. Table 3.6.2 provides the requirements for merging/diverging taper lanes, comparing the geometric standards where a lane is provided. The figures shaded in yellow do not meet current design standards. Outline Criterion Inveraldie Newbigging Tealing Petterden Glamis Geometric Standards Existing Major/Minor Layout on Dual Carriageway Central Reserve Geometric Standards Turning Length (10m) 9.7m 7.8m 13m 10.4m 11.2m Deceleration Length (110m) 110m 112m 113m 32m 110m Turning Lane Width (3.0m 3.65m) 3.5m 3.8m 3.7m 4m 3.8m Direct Taper Length (30m) 31.1m 30.8m 30m 15m 30m Physical Island Width (10m) 10.3m 10.4m 10.2m 7.9m 11m Minimum Physical Island Width (3.5m) 4.2m 4.1m 4.2m 3.2m 5m Central Reservation Opening (15m) 17.1m 17.8m 19.2m 18m 16.3m Trunk Road Mainline Geometric Standards Through Lane Width (3.8) 3.8m 3.8m 3.8m 3.8m 3.8m Geometric Standards Existing Minor Road Approaches Nominal width (7.3m) 8.4m N/A 6.1m 7.5m 9.3m Traffic Island provided? No Yes Yes No Yes 3.4m Width at the hatched markings 4.8m EB 5.4m WB N/A WB N/A (4m) 5.2m WB 4.9m EB 4.1m EB Width on the approach to Major Road (5.5m) N/A 10m 9.6m N/A 4.3m Width on the exit from Major Road (5m) N/A 8.7m 7.9m N/A 5.3m Existing Minor Road Visibility (y=295) Achieved Visibility at x=4.5m No Yes Yes Yes Yes Achieved Visibility at x=9.0m No No No Yes No Table 3.6.1: Comparison of existing junction dimensions against current standards

Page 10 Outline Criterion Inveraldie Newbigging Tealing Petterden Glamis Requirements for Diverging Taper (Deceleration Lane) If Major Road AADT > 7,000 numbers below are halved. AADT 13,200 Left Turn Traffic > 600 vehicles AADT X X N/A N/A LGVs greater than 20% and left turn traffic > vehicles 450 AADT X N/A N/A Geometric Standards Existing Diverging Taper (Deceleration Lane) Diverging Taper (DT) or Auxiliary Lane (AL) N/A N/A N/A AL DT Deceleration Length (110m) N/A N/A N/A 110.5m 198.6m Deceleration Lane Width (3.5m) N/A N/A N/A 3.8m 3.8m Direct Taper (30m required) N/A N/A N/A 26.5m N/A Give-way priority markings on deceleration lane N/A N/A N/A Yes Yes Requirements for Merging Taper (Acceleration Lane) Left Turn Traffic > 600 vehicles AADT X X X X LGVs greater than 20% and left turn traffic > vehicles 450 AADT X X X Table 3.6.2: Diverging/Merging Taper Requirements 3.7 Inveraldie central reserve gap layout meets all current geometric standard dimensions except the turning length which is 0.3m shorter. The Minor road visibility is not achieved at 9.0m nor at 4.5m. 3.8 Newbigging central reserve gap layout meets all current geometric standard dimensions except on turning length which is 2.2m shorter. The visibility on the minor road is achieved only at 4.5m. 3.9 Tealing central reserve gap layout meets all current geometric standards. The minor road geometric standards are not met as the nominal width of the road is 1.2m narrower. However, this does not affect the functionality of the junction. The visibility requirements from the minor road achieved at 4.5m set-back. 3.10 Petterden central reserve gap layout does not meet several current geometric standard dimensions. The deceleration lane is 78m shorter, direct taper lane is 15m shorter, the island width is 2.1m shorter and the physical island width is slightly below standard. The minor road layout meets the standard dimensions and visibility is achieved both at 9.0m and at 4.5m. The Diverging taper lane of the junction has a slightly shorter direct taper. 3.11 Glamis central reserve gap layout meets all geometric standard dimensions. The minor road layout has a narrow approach to the A90 which is a result of the existing position of the traffic island and the bendiness of the A928 approach. The visibility requirements on the minor road are achieved at 4.5m. The diverging taper lane of the junction geometry layout meets geometric standards.

Page 11 Non-Motorised Users, Public Transport Facilities and Laybys 3.12 The Tealing, Newbigging and Inveraldie area has three existing facilities to cater for the needs of non-motorised users (NMUs) who may wish to cross the A90. All of these facilities are uncontrolled crossing points with staggered footpaths located between the existing safety barriers within the central reservation. Figure 3.12 below provides details of these pedestrian crossing locations. Site B Site A Site C Figure 3.12: Pedestrian Crossing Facilities in the Tealing Area 3.13 A number of bus services operate along this section of the A90 and a number of bus stop laybys can be found located alongside the A90 northbound and southbound carriageways. Figure 3.13 below illustrates the locations of these and the layby facilities provided in the area. As can been seen there are four bus stop laybys provided on the northbound carriageway and three on the southbound carriageway. Furthermore, two laybys are provided on each carriageway, one of which is also used by school buses.

Page 12 Figure 3.13: Public Transport Facilities located in the Tealing area

Page 13 Figure 3.14: Main bus service routes located in the Tealing area 3.14 Figure 3.14 above illustrates the routes of the major A90 and local road bus services located in the Tealing Area.

Vehicles TERM CONTRACT FOR THE MANAGEMENT AND MAINTENANCE OF Page 14 4. Traffic Data Average Annual Daily Traffic (AADT) 4.1 The closest available traffic counter has been examined to evaluate the two-way Average Annual Daily Traffic (AADT) flows. The closest traffic data unit (TDU) is situated approximately 1 mile to the south of the Inveraldie. Whilst the traffic counter is slightly remote from the junction it should still provide a reasonable indication of average traffic flows on the A90 within the study area. 4.2 The AADT data indicates that in 2015 approximately 13,652 vehicles travelled northbound and 13,524 vehicles travelled southbound during the day. 4.3 Figure 4.3.1 below illustrates the AADT hourly flows on the A90. This shows that flows overnight are very low, with less 200 vehicles per hour using the road. From 5am traffic flows begin to increase significantly to a morning peak at around 8am of approximately 1,800 vehicles per hour. Traffic flows then dip slightly before steadily rising throughout the day to reach an afternoon peak at around 5pm of approximately 2,000 vehicles per hour. Following the evening peak period, traffic flows drop hour after hour through the evening. 1200 1000 800 600 400 200 0 Time Northbound 2015 Southbound 2015 Figure 4.3.1: A90 AADT 2015 Hourly Flow 1 1 Source: TSOISC TDU Data

Percentages TERM CONTRACT FOR THE MANAGEMENT AND MAINTENANCE OF Page 15 100.00% 80.00% 77.62% 78.87% 60.00% 40.00% 20.00% 0.00% 0.17% 0.20% Twin Wheeled Motor Vehicles 10.15% 9.53% 11.47% 10.75% 0.60% 0.65% Cars Buses Light Goods Vehicles HGVs Vehicles Classifications Southbound Northbound Figure 4.3.2: AADT 2015 Vehicle Classification 2 4.4 Figure 4.3.2 above indicates the 2015 daily vehicle classification proportions on the A90. As can be seen, around 78% of vehicles are cars, following by a 10% of light goods vehicle and 11% of HGVs. Twin wheeled motor vehicles and buses contribute to less than 1% of the traffic flow. 2 Source: TSOISC TDU Data

Page 16 5. Consultation 5.1 Consultation was carried out with several stakeholders, as follows: Tealing Community Council; Police Scotland; and Angus Council 5.2 A meeting to hear the concerns of the Community Council and suggestion for improvements was held in 5 July of 2017 with representatives of both Transport Scotland and BEAR Scotland attending. This meeting provided an open forum where concerns regarding the operation of the junctions could be discussed. At that time the Community Council expressed concerns that improvements undertaken previously to the junction had done little to address the risk of collisions taking place. It was also reported that frequent near-miss incidents were continuing to take place. 5.3 The following improvements were requested by the Community Council during the meeting: Provision of deceleration and acceleration lanes at Tealing and Newbigging. This was to address local concerns over the safety of left-turn manoeuvres, particularly involving HGVs into and out of Tealing and Newbigging. Widening of the central reservation. This was to address concerns raised over queuing vehicles within the central reserve waiting area and HGVs overhanging into the A90. Speed limit reduction along the A90, through the study extents. This was requested to alleviate anxieties regarding current speeds along the A90, and to address local concerns regarding difficulties joining the A90 from side roads and the central reservation. Improvement to pedestrian facilities to ensure the safe passage of those wishing to cross the A90. 5.4 It was agreed during the meeting that the views of the Community Council would be considered as part of a forthcoming road safety review covering the area (this location had already been identified for further investigation by the Annual Road Safety Review 2017). 5.5 A subsequent meeting with Tealing Community Council and local residents in March 2018 allowed Transport Scotland and BEAR Scotland to discuss the initial findings of the investigations and seek the Community Council views on these. This meeting also allowed BEAR Scotland to explain the investigation process and surveys undertaken to date. 5.6 BEAR Scotland have also consulted with Angus Council regarding existing public transport operation in this area and any suggested alterations to this. 5.7 Police Scotland have also been consulted on the operation of this section of the A90 trunk road and potential improvements to this. Early discussions confirm that they are content with the decision to retain the existing speed limit until such time as the average safety camera scheme has been assessed. 5.8 Further commentary on these consultations is contained in the following sections of this report.

Page 17 6. Accident History 6.1 A review of the accident history of the A90 between Emmock Roundabout and Glamis junctions has been undertaken using WebIRIS, which holds Transport Scotland s accident database. The accident history of this area has been reviewed for the period between 1 January 2012 and 31 December 2016 (5 years). 6.2 The study has been split into two areas, a northern area which covers the A90 between Inveraldie junction and Glamis junction, and a southern area which looked at the A90 between Emmock roundabout and Inveraldie junction. All accidents have been reviewed and categorised by severity and type. An illustration of the accident analysis is catered for in Appendix C. All accidents are briefly detailed in Appendix D and are categorised by junction. Northern Area Accident History 6.3 A total of 20 accidents occurred within the northern study area during the 5-year period. The accident history included two fatal, five serious and 13 slight personal injury accidents. Table 6.3 below breakdown the accident history by year and severity. A plan showing the location of these accidents can be found in Appendix C. Year FATAL SERIOUS SLIGHT Total 2012 - - 3 3 2013-1 2 3 2014 2 2 2 6 2015 - - 4 4 2016-2 2 4 Total 2 5 13 20 Table 6.3: Accident History categorised by year and severity 6.4 Three accidents involved drivers losing control, in which two of them were exceeding the speed limit. Two accidents involved pedestrians, in which one pedestrian was impaired by alcohol. Four other accidents were due to performing poor manoeuvres and/or accidents either with objects or vehicles. 6.5 Chart 6.5 below illustrates the comparison between manoeuvres involved in accidents within the study area, compared to dual carriageway sections of the A90 as a whole and the North East Network. As can been seen, right-turn manoeuvres account for a high proportion of these within the study area. In total, ten accidents (50%) within the study area involved vehicles performing a right-turn manoeuvre and colliding with vehicles travelling on the A90. This included six slights, three serious and one fatal accident. 6.6 This pattern is particularly strong at the Newbigging junction where 80% (8no) of the right-turn accidents occurred.

Percentages Percentages TERM CONTRACT FOR THE MANAGEMENT AND MAINTENANCE OF Page 18 Manoeuvres Breakdown 80% 70% 70% 69% 60% 50% 50% 40% 30% 20% 10% 0% 25% 9% 9% 10% 5% 7% 5% 5% 3% 5% 6% 5% 2% 2% 1% Right Turn Left-Turn Changing Lane Overtaking Going Ahead U-Turn Manoeuvres Types Northern Study Area A90 Dual Carriageway North East Network Chart 6.5: Breakdown of Manoeuvres Involved in Accidents 6.7 This high proportion of accidents involving right-turn manoeuvres can, in part, be explained by the prevalence of junctions within this relatively short section of road. However, when further comparison is made of the proportion of these accidents types against other similar junctions on the A90 and across the NE Unit, right-turn crashes are still over-represented to a statistically significant degree. This comparison in shown in Chart 6.7 below. 120% Right-Turn Manoeuvres Breakdown at T-Junctions 100% 100% 80% 60% 40% 39% 42% 20% 0% T-Junctions Northern Study Area A90 Dual Carriageway North East Network (Dual Carriageway) Chart 6.7: Proportion of accidents involving righ-turn maneouvres and dual carriageway t- junctions

Percentage Percentage TERM CONTRACT FOR THE MANAGEMENT AND MAINTENANCE OF Page 19 6.8 Chart 6.8 below illustrates the drivers age groups breakdown of the accidents, compared to the dual carriageway sections of the A90 as a whole, the North East Network and Scotland. As can been seen the area has high percentages in the age groups 26-34 to 35-59, however this only shows an indicative statistical significance. Age Group 70.0% 60.0% 50.0% 40.0% 30.0% 20.0% 10.0% 50.0% 30.6% 31.9% 30.2% 25.7% 18.0% 19.4% 10.0% 65.0% 61.9% 63.1% 42.6% 25.4% 22.3% 20.0% 15.0% 0.0% 17-25 26-34 35-59 60+ Age Northern Study Area A90 Dual Carriageway North East Network Scotland (RRSC 2016) Chart 6.8: Breakdown of Age Groups Involved in Accidents 6.9 Chart 6.9 below illustrates the surface condition where accidents occurred. As can been seen 60% of the accidents occurred during dry surface conditions, 35% under Wet/Damp/Flood conditions and 5% under Snow/Frost/Ice conditions. These have been compared to dual carriageway sections of the A90 as a whole, the North East Network and Scotland. Surface Condition 70.0% 60.0% 50.0% 40.0% 30.0% 20.0% 10.0% 0.0% 60.0% 52.5% 53.6% 53.5% 37.9% 38.6% 40.1% 35.0% 5.0% 7.1% 7.9% 6.4% Wet/Damp/Flood Snow/Frost/Ice Dry Condition Type Northern Study Area A90 Dual Carriageway North East Network Scotland (RRSC 2016) Chart 6.9: Breakdown of Surface Condition

Percentages TERM CONTRACT FOR THE MANAGEMENT AND MAINTENANCE OF Page 20 6.10 Chart 6.10 below compares vehicle types involved in accidents within the study area, compared to dual carriageway sections of the A90 as a whole and the North East Network. As can been seen, cars are over-represented in this area, whilst other vehicle types, including HGVs, are below those recorded on the A90 and the North East Network. 90% 80% 70% 60% 50% 40% 30% 86% 67% 70% Vehicle Classification Breakdown 20% 10% 0% 11% 11% 12% 9% 10% 6% 5% 6% 0% 1% 1% 0% 0% 2% 2% 0% 2% 2% Cars Bus/Coach 2 wheeled LGV < 7.5t HGV >7.5t Agricultural Ped Cycle Vehicle Classifications Northern Study Area A90 Dual Carriageway North East Network Chart 6.10: Breakdown of Vehicle Classification Southern Area Collision History 6.11 A total of six accidents occurred within the southern study area during the 5-year period. The accident history included four serious and two slight personal injury accidents. Table 6.11 below breaks down the accident history by year and severity. A plan showing the location of these accidents can be found in Appendix C. Year FATAL SERIOUS SLIGHT Total 2012-1 1 2 2013 - - 1 1 2014 - - - - 2015 - - - - 2016-3 - 3 Total - 4 2 6 Table 6.11: Accident History categorised by year and severity 6.12 Six Injury accidents were recorded within the southern study area, although primarily serious in severity, were not attributed to turning manoeuvres into or out of junctions or accesses. Nor did they follow any particular pattern or occur at any one specific location. In terms of causation factors, this section of the A90 appears to hold no statistical significance.

Page 21 6.13 Two accidents involved loss of control, in which one was attributed to fatigue and one which was caused by the avoidance of an object or animal in the road. Two accidents were due to hazardous manoeuvres involving a vehicle diving south along the northbound carriageway and one which involved a u-turning vehicle. The remaining two accidents involved shunts attributed to queuing traffic on the southbound approach to Emmock Roundabout.

Page 22 7. Issues Identified 7.1 In order to identify engineering measures that could potentially improve road safety in any given area, it is necessary in the first instance to determine whether there are any patterns within accident data. This is due to the fact that many accidents occurring on all roads are random in nature and are caused by factors that are not linked to the physical road layout (e.g debris/animals in carriageway, in-car distraction, tiredness, physical illness or limitations, etc). 7.2 Once a pattern has been identified, it may then be possible to find measures that could address these. 7.3 The local community expressed concerns over the lack of a safe pedestrian crossing points over the A90 within the Tealing area. Concerns were also raised over the safety of right-turning turning vehicles and in particular, the lack of width in the central reservation (particularly for the safe accommodation of large goods vehicles and buses). In addition, the lack of deceleration lanes and acceleration lanes for left-turning traffic at Tealing and Newbigging junctions was highlighted. 7.4 Bus movements in the southbound bus layby north of Newbigging junction were highlighted as being distracting. In addition, buses indicating left into the layby had the potential to cause confusion for left turning vehicles by creating the illusion of a deceleration lane. 7.5 The investigation process identified a statistically significant issue associated vehicles turning right from the Newbigging junction onto the A90. This accident pattern was particularly strong for accidents involving these vehicles being struck by southbound vehicles 7.6 The investigation found that no accidents at the five junctions in the northern area involved leftturning vehicles, although one accident was recorded involving an agricultural vehicle turning left into the access to Tinkletap. 7.7 Although there were four recorded accidents involving HGVs, these did not involve turning manoeuvres into or out of junctions. 7.8 The prevalence of right-turn and lack of left-turn accidents mentioned above is consistent with the findings of many other studies covering similar junctions on dual carriageways. 7.9 There were no patterns involving large goods vehicles identified at any of the locations analysed. 7.10 One accident involving a crossing pedestrian was recorded. Whilst this is not statistically significant, it is noted that should such an accident occur, it is likely to result in severe injuries. 7.11 No patterns, in terms of locations and/or nature, were identified in the south area accident data.

Page 23 8. Options Overview 8.1 This section of the report outlines details of each individual option considered for improvement. These options are aimed at addressing a combination of safety issues and/or site deficiencies identified by the investigation. Options considered are listed below, Banning Right-Turns out of Minor Roads; Gap Closures; Localised Speed Limit Reduction; Vehicle & Pedestrian Activated Signs; Bus Stop Relocation; Provision of Deceleration & Acceleration Lanes at Tealing & Newbigging; Widening Central Reservations at Tealing & Newbigging; Provision of a Footbridge; and Additional Options o o Provision of additional lining in the central reservation waiting area; Providing an additional waiting area for larger vehicles within the central reservation by modifying the central reservation island; and o Provision of CCTV. 8.2 In order to fully assess the impact of options involving prohibiting right-turns and closing central reserve gaps, it was necessary to undertake a number of surveys, these included Origin and destination survey ANPR survey Journey time survey Queue survey 8.3 These surveys were required to determine volumes of traffic using the junctions, waiting times to join the A90 and to measure the journey times potentially experienced whilst taking alternative routes should movement/gap closures be implemented. 8.4 In addition to the surveys mentioned above, a pedestrian survey was carried out to identify nonmotorised users movements along this section of the A90. 8.5 Stakeholder liaison indicated initial support for a number of options, including a speed limit reduction and the provision of deceleration/acceleration lanes. Options which included the banning of specific manoeuvres were not welcomed.

Vehicles TERM CONTRACT FOR THE MANAGEMENT AND MAINTENANCE OF Page 24 Origin and Destination Traffic Survey 8.6 A 7-day origin and destination traffic survey was undertaken, covering the period 06:00 to 20:00 (14 hours) between 13 th and 19 th November 2017. This survey was carried out to identify the numbers of vehicles turning out of the Inveraldie, Newbigging, Tealing, Petterden and Glamis junctions to cross through the central reserve, and the numbers of vehicles entering the central reserve gap from the North/Southbound carriageway to enter these junctions. 8.7 Figure 8.7 below illustrates the hourly traffic flow on A90. This shows a morning peak of approximately 1,800 vehicles per hour at around 9am. Traffic flows then dip slightly before steadily rising throughout the day to reach an afternoon peak of approximately 2,100 vehicles per hour at around 5pm. This pattern in broadly similar to the 2015 flows shown in Figure 4.3.1. 1200 1000 800 600 400 200 0 Time Southbound Northbound Figure 8.7: A90 Hourly Traffic Flows during Study Week 3 8.8 Figure 8.8 below indicates the daily vehicle classification proportions on the A90 at this location during the origin and destination survey. As can be seen around 72% of vehicles are cars, following by a 15% of light goods vehicles and 12% of HGVs. Twin wheeled motor vehicles and buses contribute less than 1% of the traffic flow. 3 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17)

Vehicles Percentages TERM CONTRACT FOR THE MANAGEMENT AND MAINTENANCE OF Page 25 100.00% 80.00% 60.00% 40.00% 20.00% 0.00% 0.07% 0.06% Twin Wheeled Motor Vehicles 73.29% 71.57% 0.63% 0.61% Cars Buses Light Goods Vehicles Vehicle Classification 14.26% 15.65% 11.75% 12.11% HGVs Southbound Northbound Figure 8.8: A90 Vehicle Classification 4 8.9 Figure 8.9 below illustrates the hourly traffic flow on A90 during the weekends. Traffic flows are increasing with a peak between 10:00 to 12:00. Then dip steadily throughout the day. Traffic flows during weekend are significantly low and follow a different pattern from the weekdays. Therefore, we would not examine the minor road behaviour during weekends. 1400 1200 1000 800 600 400 200 0 Time Southbound Northbound Figure 8.9: A90 Hourly Traffic Flows during Study Weekend 5 4 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17) 5 Source: Junction Traffic Counter Data Survey (18/11/17 19/11/17)

Percentages TERM CONTRACT FOR THE MANAGEMENT AND MAINTENANCE OF Page 26 100.00% 89.72% 88.77% 80.00% 60.00% 40.00% 20.00% 0.00% 0.10% 0.15% Twin Wheeled Motor Vehicles 0.87% 0.81% 5.25% 6.59% 4.07% 3.67% Cars Buses Light Goods HGVs Vehicles Vehicle Classification Southbound Northbound Figure 8.10: A90 Vehicle Classification 6 8.10 Figure 8.10 above indicates the weekend vehicle classification proportions on the A90 at this location during the origin and destination survey. As can be seen around 89% of vehicles are cars, following by a 6% of light goods vehicles and 4% of HGVs. Twin wheeled motor vehicles and buses contribute less than 1% of the traffic flow. Inveraldie 6 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17)

Page 27 8.11 Figure 8.11 below illustrates average daily (Monday to Friday) manoeuvres recorded during the survey at Inveraldie Junction. Figure 8.11: Inveraldie Junction illustrating O-D Survey data 7 8.12 Analysis shows 146 vehicles turned left from the A90(S) into Inveraldie junction (B-C). 57 vehicles turned right from the A90(N) into Inveraldie junction through the central reserve gap (A-C). 8.13 196 vehicles joined the trunk road network per weekday. Of these 134 turned right out of Inveraldie junction to join the A90(S) through the central reserve gap (C-B), and 62 vehicles turned left to join the A90(N) (C-A). 7 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17)

Page 28 8.14 Figure 8.14 below provides an illustration of average hourly traffic flows at Inveraldie junction as recorded during the survey week. 20 15 10 5 0 A A A C B C C A C B Figure 8.14: Inveraldie JCN Minor Road Traffic Flow 8 8.15 As can be seen in Figure 8.14 above, vehicles joining the A90 (C-A & C-B) generate a morning peak at 9am of 21 vehicles. Throughout the day there is a steady decline until the evening. 8.16 Vehicles turning into Inveraldie junction (A-C & B-C) follow a reverse pattern compared with the vehicles joining the A90 with a steady increase during the day and a peak during the evening period around 4pm to 6pm. In addition, vehicles from A90 (N) use the central reserve gap to perform U-Turn manoeuvres (A-A). Newbigging 8 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17)

Page 29 8.17 Figure 8.17 below illustrates manoeuvres recorded during the survey week and the average daily (Monday to Friday) flows at Newbigging Junction. Figure 8.17: Location Plan showing available vehicle manoeuvres recorded as part of the Origin and Destination Survey 9 8.18 Analysis shows 379 vehicles turned left from the A90(N) into Newbigging junction (C-A). 228 vehicles turned right from the A90(S) into Newbigging junction, through the central reserve gap (B-A). 8.19 602 vehicles joined trunk network per weekday. Of these, 355 turned right out of Newbigging to join the A90(N) through the central reserve gap (A-C), and 247 vehicles turned left to join the A90(S) (A-B). 9 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17)

Page 30 8.20 Figure 8.20 below provides an illustration of average hourly traffic flows at Newbigging junction as recorded during the survey week. 50 45 40 35 30 25 20 15 10 5 0 A B A C B A C A Figure 8.20: Newbigging JCN Minor Road Traffic Flows 10 8.21 As can be seen in Figure 8.20 above, vehicles joining the A90 (A-C & A-B) generate a morning peak at 9am of 63 vehicles. Throughout the day the flow drops and maintains a steady flow until an afternoon peak at 5pm of 48 vehicles. 8.22 Vehicle numbers turning into Newbigging junction (BA & CA) steadily increase throughout the day with an afternoon peak at 5pm of 67 vehicles. 10 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17)

Page 31 Tealing 8.23 Figure 8.23 below illustrates manoeuvres recorded during the survey and the average daily (Monday to Friday) flows at Tealing Junction. Figure 8.23: Location Plan showing available vehicle manoeuvres recorded as part of the Origin and Destination Survey 11 11 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17)

Page 32 8.24 Analysis shows 240 vehicles turned left from the A90(S) into Tealing junction (A-B) and 366 vehicles turned right from the A90(N) into Tealing junction, through the central reserve gap (C- B). 8.25 564 vehicles joined the trunk road network per weekday. Of these, 216 turned right out of Tealing junction to join the A90(S) through the central reserve gap (B-A), and 348 vehicles turned left to join the A90(N) (B-C). 8.26 Figure 8.26 below provides an illustration of average hourly traffic flows at Tealing junction as recorded during the survey week. 50 45 40 35 30 25 20 15 10 5 0 A B B A B C C B Figure 8.26: Tealing JCN Minor Road Traffic Flows 12 8.27 As can be seen in Figure 8.26 above, vehicles joining the A90 (B-A & B-C) generate a morning peak at 9am of 48 vehicles. Throughout the day the flow drops and maintains a steady flow until an afternoon peak at 5pm of 66 vehicles. 8.28 Vehicles turning into Tealing (AB & CB) follow a similar pattern with a morning peak at 9am of 51 vehicles and afternoon peak at 5pm of 65 vehicles. 12 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17)

Page 33 Petterden 8.29 Figure 8.29 below illustrates manoeuvres recorded during the survey and the average daily (Monday to Friday) flows at Petterden Junction. Figure 8.29: Location Plan showing available vehicle manoeuvres recorded as part of the Origin and Destination Survey 13 8.30 Analysis shows 110 vehicles turned left from the A90(N) into Petterden junction (A-B) and 16 vehicles turned right from the A90(S) into Petterden junction through the central reserve gap (C-B). 8.31 91 vehicles joined the trunk road network per weekday. Of these, 57 vehicles turned right out of Petterden junction to join the A90(N) through the central reserve gap (B-A), and 34 vehicles turned left to join the A90(S) (B-C). 8.32 Figure 8.32 below provides an illustration of average hourly traffic flows at Petterden junction as recorded during the survey week. 13 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17)

Page 34 16 14 12 10 8 6 4 2 0 A B B A B C C B C C Figure 8.32: Petterden JCN Minor Road Traffic Flows 14 8.33 As can be seen in Figure 8.32 above, vehicles joining the A90 (B-A & B-C) generate a morning peak at 9am of 11 vehicles. Throughout the day the flow drops and maintains a steady flow until an afternoon peak at 5pm of 8 vehicles. 8.34 The number of vehicles turning into Petterden (AB & CB) steadily increases during the day until an afternoon peak at 5pm of 14 vehicles. In addition, three vehicles heading northbound used the central reserve gap to perform a U-Turn manoeuvre (C-C). 14 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17)

Page 35 Glamis 8.35 Figure 8.35 below illustrates the manoeuvres recorded during the survey and the average daily (Monday to Friday) flows at Glamis Junction. Figure 8.35: Location Plan showing available vehicle manoeuvres recorded as part of the Origin and Destination Survey 15 8.36 Analysis shows 494 vehicles turned left from the A90(S) into Glamis junction (B-C) and 13 vehicles turned right from the A90(N) into Glamis junction through the central reserve gap (A- C). 8.37 433 vehicles joined trunk road network per weekday. Of these, 413 turned right out of Glamis junction to join the A90(S) through the central reserve gap (C-B), and 20 vehicles turned left to join the A90(N) (C-A). 15 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17)

Page 36 8.38 Figure 8.38 below provides an illustration of average hourly traffic flows at Glamis junction as recorded during the survey week. 70 60 50 40 30 20 10 0 A C B C C A C B Figure 8.38: Glamis JCN Minor Road Traffic Flows 16 8.39 As can be seen in Figure 8.38 above, vehicles turning right out of Glamis junction to join the A90(S) (C-B) generate a morning peak at 9am of 44 vehicles. Throughout the day the flow drops and maintains a steady flow until an afternoon peak at 4pm of 34 vehicles. 8.40 Vehicles turning left out A90 (N) to Glamis (B-C) generate a morning peak at 9am of 32 vehicles, before dropping slightly and then continuing to rise until an afternoon peak at 5pm of 59 vehicles. 8.41 Vehicles turning right from the A90(S) or left out of Glamis to join the A90(S) (CA & CB) follow a steady pattern of one to two vehicles per hour, with a morning peak at 9am of 3 vehicles. 16 Source: Junction Traffic Counter Data Survey (13/11/17 17/11/17)

Page 37 ANPR Survey 8.42 An ANPR survey was undertaken between the hours of 07:00 to 19:00, between 14/11/2017 to 20/11/2017. The purpose of the ANPR survey is to identify manoeuvres performed between the three junctions (Tealing, Newbigging and Inveraldie). This type of survey provides data including the number of vehicles and the travelling time between the junctions. 8.43 Tables 8.43, 8.44 & 8.45 below provide the maximum, minimum and the daily average journey times for vehicles travelling between junctions during the survey. Origin Newbigging Duration Time Avg Tealing Total Veh per Day Target Duration Time Avg Inveraldie Total Veh per Day 14/11/2017 00:01:18 57 00:01:20 5 15/11/2017 00:01:06 61 00:01:36 11 16/11/2017 00:01:06 62 00:01:38 9 17/11/2017 00:01:01 62 00:01:25 13 18/11/2017 00:00:52 43 00:01:52 4 19/11/2017 00:01:01 48 00:01:03 3 20/11/2017 00:01:00 66 00:01:16 17 Max. 00:01:18 66 00:01:52 17 Min. 00:00:52 43 00:01:03 3 Day Average 00:01:04 57 00:01:27 9 Table 8.43: ANPR Newbigging Results 17 8.44 Vehicles average journey time between Newbigging and Tealing was 01:04 and was performed by an average of 57 vehicles per day. Vehicles average journey time between Newbigging and Inveraldie was 01:27 and was performed by an average of 9 vehicles per day. Origin Tealing Duration Time Avg Newbigging Total Veh per Day Target Duration Time Avg Inveraldie Total Veh per Day 14/11/2017 00:00:48 59 00:01:38 5 15/11/2017 00:01:02 49 00:01:48 6 16/11/2017 00:00:58 45 00:01:46 9 17/11/2017 00:00:59 46 00:01:48 10 18/11/2017 00:00:51 33 00:01:19 9 19/11/2017 00:00:51 36 00:01:45 9 20/11/2017 00:00:53 47 00:01:21 6 Max. 00:01:02 59 00:01:48 10 Min. 00:00:48 33 00:01:19 5 Day Average 00:00:55 45 00:01:38 8 Table 8.44: ANPR Tealing Results 17 17 Source: ANPR Survey (14/11/17 20/11/17)

Page 38 8.45 Vehicles average journey time between Tealing and Newbigging was 00:55 and was performed by an average of 45 vehicles per day. Vehicles average journey time between Tealing and Inveraldie was 01:38 and was performed by an average of 8 vehicles per day. Origin Tealing Target Newbigging Duration Total Veh Duration Total Veh Inveraldie Time Avg per Day Time Avg per Day 14/11/2017 00:01:13 19 00:01:11 2 15/11/2017 00:01:11 16 00:01:16 2 16/11/2017 00:01:10 22 00:01:19 4 17/11/2017 00:01:15 17 00:01:20 4 18/11/2017 00:01:13 7 00:02:11 3 19/11/2017 00:01:15 6 00:01:02 3 20/11/2017 00:01:07 23 00:01:08 8 Max. 00:01:15 23 00:02:11 8 Min. 00:01:07 6 00:01:02 2 Day Average 00:01:12 16 00:01:21 4 Table 8.45: ANPR Newbigging Results 8.46 Vehicles average duration between Inveraldie and Tealing was 01:12 and was performed by an average of 16 vehicles per day. Vehicles average duration between Inveraldie and Newbigging was 01:21 and was performed by an average of four vehicles per day.

Page 39 Journey Time Survey 8.47 Journey time surveys were undertaken between 8/11/2017 and 10/11/2017 during morning peak, off-peak and evening peak hours, in order to fully assess the impact of options involving restricting manoeuvres or closing central reserve gaps. 8.48 A closure of the central reserve openings and the banning of right-turn manoeuvres would result in road users that currently use the junctions having to find alternative routes to continue their journey. A ban on right-turns onto the A90(N) at Newbigging would result in drivers having to head south to Emmock roundabout north of Dundee, and then return north. A ban on right-turns onto the A90(S) from Tealing would result in drivers having to head north along the A90 to Petterden junction. From here drivers would be required to head south along the minor road which connects Petterden and Newbigging, before re-joining the A90(S) at Newbigging. Figure 9.5 illustrates these resulting alternative routes. 8.49 These surveys measured the journey times potentially experienced whilst travelling along alternative routes should movement/gap closures be implemented. Tables 8.49.1, 8.49.2 & 8.49.3 below provide the average, maximum and minimum time taken to travel through the central reservation compared to travelling along an alternative route. Origin Destination Existing Average Alternative Avg Alternative Difference Journey Time Journey Time Route Length Newbigging A90 (N) 00:00:46 00:05:10 00:04:24 7.8km Tealing A90 (S) 00:00:40 00:03:30 00:02:50 4km Table 8.49.1: Average Journey Time through the central reservation compared to travelling along an alternative route Origin Destination Existing Max Alternative Max Alternative Difference Journey Time Journey Time Route Length Newbigging A90 (N) 00:01:24 00:05:48 00:04:24 7.8km Tealing A90 (S) 00:01:04 00:04:39 00:03:35 4km Table 8.49.2: Maximum journey time through the central reservation compared to travelling along an alternative route Origin Destination Existing Min Alternative Min Alternative Difference Journey Time Journey Time Route Length Newbigging A90 (N) 00:00:17 00:04:40 00:04:23 7.8km Tealing A90 (S) 00:00:06 00:02:58 00:02:52 4km Table 8.49.3: Minimum journey time through the central reservation compared to travelling along an alternative route 8.50 The average duration time to turn onto the northbound A90 from Newbigging is 46 seconds. The alternative option is for vehicles to turn left and drive to Emmock roundabout and then drive north. The duration time of the alternative journey is 00:05:10. The alternative route increases travelling time by an average of four minutes and 24 seconds. 8.51 The alternative route through Petterden minor road increases journey times by an average of two minutes and 50 seconds. Queue Survey

Page 40 8.52 A queue survey has been undertaken at Tealing and Newbigging junctions to better understand the impact of the potential diversions on queue lengths. These identified queues generated by vehicles waiting to turn right into/out of the junctions and left to join the A90. The queue survey was undertaken via a video survey, with queue lengths being observed as well as type of vehicle. Typical vehicle lengths are shown in table 8.52 below. Vehicle Metres Car/Motorcycle 2.5 LV 5 OGV1 10 OGV2 15 Bus 15 Table 8.52: Vehicle categories length 18 8.53 Table 8.53 below indicates the maximum and minimum queue lengths recorded at the Newbigging junction. Newbigging Minor Road Queue Central Reserve Queue (northbound Left-turn lane Right-turn lane right-turns) Max 15m 35m 25m Min 5m 5m 5m No Queues % 94% 87% 95% Table 8.53: Newbigging Junction Queues Lengths 18 8.54 The No Queues percentage from Table 8.53 indicates that Newbigging Junction is unoccupied for most of the day and when vehicles do approach, they are able to immediately wait at the give-way line. When queues do develop, these range between 5m and 35m depending on the lane. 8.55 Table 8.55 below indicates the maximum and minimum queue lengths recorded at the Tealing junction. Tealing Minor Road Queue Central Reserve Queue (southbound Left-turn lane Right-turn lane right-turns) Max 10m 15m 20m Min 5m 5m 5m No Queues % 92% 91% 99% Table 8.55: Tealing Junction Queues Lengths 18 8.56 The No Queues percentages from Table 8.55 indicates that Tealing Junction is unoccupied for most of the day and when vehicles do approach, they are able to immediately wait at the giveway line. When queues do develop, these range between 5m and 20m depending on the lane. 18 Source: Three Day Que Survey (13/11/2017,15/11/2017,17/11/2017)

Site A (Tealing) Site C (Inveraldie) TERM CONTRACT FOR THE MANAGEMENT AND MAINTENANCE OF Page 41 Pedestrian Survey 8.57 To identify non-motorised users movements along this section of the A90, a 7-day survey was undertaken. This survey covered the period between 06:00 to 20:00, from 13/11/2017 to 19/11/2017. Non-motorised user facilities location plan can be found on chapter 2.11. 8.58 Table 8.58 below provides details of pedestrian movements at each crossing. Site B was unused during the survey period and has therefore been excluded. Direction Category Max per Day Min per Day Average per Day Total per Week Max per Day Min per Day Average per Day Total per Week Eastbound Westbound Cyclist Adult Child Cyclist Adult Child - 11 - - 4 1-5 - - 0 0-7 - - 1 0-51 - - 9 1 4 3-4 2-0 0-0 0-1 2-2 1-10 13-12 3 - Table 8.58 NMU movements 19 8.59 Site C was utilised the most during the week, generating an average of seven eastbound crossings and one westbound crossing per day. 8.60 Site A was used by both cyclists and pedestrians. The eastbound average totalled one cyclist and two pedestrians per day and the average westbound movements totalled two cyclists and one pedestrian. 8.61 Pedestrian flows at both Sites A (Tealing) and C (Inveraldie) are heavily biased in the eastbound direction. Direct transport links south to Dundee are accessed via the Tealing Road End east bus stop for residents of Tealing and Inveraldie Village east bus stop for residents of Inveraldie. Pedestrian movements would therefore suggest crossing movements are strongly linked to public transport usage as residents access these services. 19 Source: Non-Motorist Users Analysis Survey (13/11/17 19/11/17)

Page 42 9. Options For Improvements 9.1 The pros and cons of each improvement option have been considered further in the following sections. Summaries of the pros and cons can be found in Table 9.47. 9.2 All options designs shown below are for illustration purposes only and are outline in nature. 9.3 It should be noted that potential improvements such as grade separation, provision of a roundabout and traffic signalisation have not been considered as part of this study as these are considered as major strategic improvements and are therefore beyond the scope of the current Term Contract between transport Scotland and BEAR Scotland. Option A: Banning Right-Turns out of Minor Roads 9.4 Option A comprises prohibiting right-turns out of the minor road junctions at Newbigging and Tealing. This would be achieved by physically altering the junction mouths as shown in Figure 9.4 below. Figure 9.4: Illustrated right-turn ban at Newbigging Junction 9.5 Traffic wishing to turn right from the junction would then have to follow the diversion routes shown in Figure 9.5 below.

Page 43 Alternative route for right-turn bans at Tealing Alternative route for right-turn bans at Newbigging Figure 9.5: Alternative routes for banned manoeuvres 9.6 This option would provide the following benefits: Improve safety by removing accidents associated with right-turn manoeuvres from side roads at Tealing and Newbigging junctions; Preserve A90 traffic flow speed; Simplify manoeuvres for vehicles turning into junctions from the central reservation; Cost benefit, relatively low cost to implement (< 50k).

Page 44 9.7 Prohibiting right-turns would also bring with it several dis-benefits, Increased journey times due to the requirement to travel along an alternative route; Potential increase in u-turns at gaps along the A90, creating a road safety risk; Potential for creating migration of accidents, particularly at the Petterden junction where the right-turn lane ion the central reserve is very short; By increasing the distance which some slow-moving agricultural vehicles require to travel along the A90, increases their exposure to other traffic and therefore increase the potential for incidents to take place; Environmental impacts through increased carbon emissions; The prohibition of such manoeuvres would require the promotion of a Permanent Traffic Order, which is subject to a process of public consultation. Tealing Community Council has advised that this Order is unlikely to receive support from the local community and will therefore likely attract objections. Consequently, it is likely that the promotion of such an Order would take a significant amount of time and resources and there is no guarantee that this would be successful. Option B: Gap Closures 9.8 Option B comprises closing the central reservation gaps at Tealing and Newbigging. This would be achieved by physically altering the junction mouths as shown in Figure 9.8 below. Figure 9.8: Illustrated gap closure at Newbigging Junction 9.9 The diversions associated with such closures would be similar to those shown previous in Figure 9.5.

Page 45 9.10 This option would provide the following benefits; Improve safety by removing accidents associated with right-turn manoeuvres from central reservations; Maintain A90 traffic flow speed; Cost benefit, relatively low cost to implement (< 50k) 9.11 Closing central reserve gaps would also bring with it a number of dis-benefits: Increased journey times due to the requirement to travel along an alternative route; Potential increase in u-turns at gaps along the A90, creating a road safety risk; Potential for creating migration of collisions, particularly at the Petterden junction where the right-turn lane ion the central reserve is very short; Increase in number of agricultural vehicles travelling along the A90, creating a potential safety risk; Environmental impacts through increased carbon emissions; The prohibition of such manoeuvres would require the promotion of a Permanent Traffic Order, which is subject to a process of public consultation. Tealing Community Council has advised that this Order is unlikely to receive support from the local community and will therefore likely attract objections. Consequently, it is likely that the promotion of such an Order would take a significant amount of time and resources and there is no guarantee that this would be successful. Option C: Localised Speed Limit Reduction 9.12 Option C comprises reducing the speed limit on A90 from National Speed to a maximum of 50mph. This is a preferred option by Tealing Community Council. 9.13 It is a national requirement that any potential speed limit alteration should be considered against current government guidance. This is set out in ETLLD Circular 1/2006 Setting Local Speed Limits, with additional guidance for dual carriageways being provided in CHE Memorandum 200/07. 9.14 These documents warn against the use of lowered speed limit to address specific hazards and setting an artificially low speed limit as per the excerpt paragraph below: Speed limits should not be used to attempt to solve the problem of isolated hazards, for example a single road junction or reduced forward visibility such as a bend, since speed limits are difficult to enforce over such a short length. Indeed, if a speed limit is set in isolation, or is unrealistically low, it is likely to be ineffective and lead to disrespect for the speed limit. As well as requiring significant, and avoidable, enforcement costs, this may also result in substantial numbers of drivers continuing to travel at unacceptable speeds, thus increasing the risk of collisions and injuries. Other measures, such as warning signs, carriageway markings, junction improvements, superelevation of bends and new or improved street lighting, are likely to be more effective. Similarly, the provision of adequate footways can be an effective means of improving pedestrian safety as an alternative to lowering a speed limit over a short distance.

Page 46 9.15 CHE Memorandum 200/07 specifies that a speed limit of 70mph is the most appropriate for dual carriageway unless collision rates are above certain thresholds. These are set out in Table 5.1 of the memo, shown below, which stipulates an accident rate threshold for dual carriageways of 40 per 100 million veh km. If the accident rate for a site exceeds the threshold, then the first thing that should be considered is measures other than speed limit reduction that may improve road safety. Speed limit reduction should only be considered when all alternative treatments have been ineffective. If the accident rate for any site does not reach this threshold, then the assessment should stop (as shown the Figure 9.13 below) as the national speed limit is the most appropriate in this area. Figure 9.13 Excerpt from CHE Memorandum 200/07 that summarises the speed limit assessment process.

Page 47 9.16 The 3-year and 5-year accident rate for the area from the Inveraldie Junction to Glamis Junction section is 14 and 12 respectively. As this does not meet the threshold specified in Table 5., then the assessment process determines that the current speed limit is suitable. 9.17 It should also be noted that the installation of a localised speed limit requires the promotion of a Permanent Traffic Order, which is subject to a process of public consultation. Such an Order is likely to attract objections (it has, in fact been mentioned during consultation that some locals would probably object) and, consequently, there is a high likelihood that the promotion of such an Order would take a significant amount of time (years) and resources, with no guarantee that this would be successful. 9.18 Based upon the above, a Permanent Traffic Order would not be recommended for this area at present. It should be noted, however, that the recently installed average speed camera system may regulate vehicle speeds through this section, improving safety in the process. The performance of this system, which became active in October 2017, is now being monitored. The standard post-installation monitoring period to measure the effect of such an installation is three years. 9.19 A speed limit reduction should be used as a last resort for casualty reduction and should only be considered when all alternative engineering methods of treatment have been implemented. Option D: Vehicle & Pedestrian Activated Signs 9.20 Option D comprises the provision of Vehicle and Pedestrian Activated Signs. These dynamic signs would warn drivers of turning traffic ahead and pedestrians crossing the A90. This advanced warning would provide drivers with live information allowing them to manage their approach speeds and behaviour, therefore reducing the risk of conflicts. 9.21 Introduction of these types of signs at similar locations around the network have had positive feedback. 9.22 The benefits of this option are listed below: Improve safety by reducing the number and severity of accidents; Maintain A90 traffic flow speed; Provide a safer crossing environment for all road users; Cost benefit, medium cost to implement ( 50k to 250k). Option E: Bus Stop Relocation 9.23 Option E comprises relocating the southbound bus stop on the A90 at Tealing Road End into the shared bus layby south of Newbigging junction. Existing bus activity in this layby can be distracting for vehicles wishing to exit Newbigging junction and can impede visibility north along the A90. In addition to this, buses indicating left into the layby have the potential to cause confusion for following drivers wishing to turn left into the junction who are unfamiliar with the layout. 9.24 Accidents levels involving right-turn manoeuvres have shown to be at their worst at Newbigging junction, therefore relocating bus manoeuvres to the south of the junction would remove this distraction and improve visibility for waiting vehicles.

Page 48 9.25 Southbound bus services which currently use the bus layby north of Newbigging junction would be directed to use the shared bus layby south of the junction. An additional footway would be provided to link Newbigging junction with the shared layby. Local services would continue to provide a hail and ride service along the local roads. 9.26 Residents living on the western side of the A90 affected by the relocation of the bus stop, would be required to traverse an additional 200m. Those residents on the eastern side of the A90 would be largely unaffected. 9.27 This option would be dependent on the local Community Council, Angus Council and bus service providers all agreeing with the proposed revised arrangement. Liaison with Angus Council has been positive with the Council being content with the relocation of the bus stop into the shared layby. Feedback suggests relocating the stop would not have an adverse effect on services. 9.28 This option would provide the following benefits: May improve safety by potentially reducing severity of accidents; Maintain A90 traffic flow speed; Cost benefit, relatively low cost to implement (< 50k). 9.29 Relocating the bus stop would also bring the following disbenefit: Land take would possibly be required to relocate the bus stop into the minor road. Option F: Provision of Deceleration and Acceleration Lanes at Tealing and Newbigging. 9.30 Option F comprises the provision of deceleration and acceleration lanes at Tealing and Newbigging junctions. These facilities would assist drivers in being able to decelerate safely to turn into the junctions and allow drivers to reach a safer speed at which to join the A90. 9.31 Provision of deceleration and acceleration lanes are usually only provided at junctions where there is a proven problem or where turning manoeuvres are consistently high. As the junctions are lightly used during the day and with no PIA recorded involving left turn manoeuvres within the study period, it would be hard to justify providing these facilities. 9.32 In addition, provision of these facilities would require substantial land-take in order for the deceleration and acceleration lanes to meet current standards. This option therefore has the potential to be costly. 9.33 This option would provide the following benefit: Maintain A90 traffic flow speed. 9.34 Provision of deceleration and acceleration lanes would also bring the following disbenefit: Cost dis-benefit, high cost to implement (>250k). Considerable land take would be required to provide deceleration and acceleration lanes to current standards.

Page 49 Option G: Widened Central Reservation at Tealing and Newbigging. 9.35 Option G comprises providing a widened central reservation to accommodate larger vehicles. Widening the central reservation would create additional width within the waiting area, assisting drivers of larger vehicles in being able to position themselves correctly and reducing the risk of vehicles overhanging onto the A90. 9.36 This option would require the A90 to be widened through the junctions to maintain lane widths and allow for the provision of the widened central reservation. This would require substantial land-take on either side of the A90 and therefore has the potential to be costly. 9.37 This option would provide the following benefit: Maintain A90 traffic flow speed. 9.38 Provision of a widened central reservation would also bring the following disbenefit: Cost dis-benefit, high cost to implement (>250k). Considerable land take would be required either side of the A90 to maintain existing lane widths along the mainline carriageway. Option H: Provision of a Footbridge. 9.39 Option H comprises providing a footbridge creating a link between local communities. Providing a grade separated facility for pedestrians would reduce pedestrian movements across the A90 through central reserve crossing points, subsequently reducing the risk of vehicle to pedestrian conflicts. 9.40 Although this option would be favourable amongst the local community, there is no guarantee it would be utilised. Additionally, a large proportion of the community either side of the A90 are elderly, some of which presently avoid crossing the A90 by foot. Whilst a footbridge would provide a safe crossing point it is unlikely these residents would utilise a facility which involved ascending to a height. 9.41 Provision of a footbridge would require substantial land-take in order to be constructed, in addition to footway links to tie into existing. This option therefore has the potential to be costly. 9.42 This option would provide the following benefits: Maintain A90 traffic flow speed. Reduce severance between the community be providing a direct link between the eastern and western sides of the A90. 9.43 Provision of footbridge would also bring the following disbenefit: Cost dis-benefit, high cost to implement (>250k). Considerable land take would be required to provide a footbridge and subsequent footway links. Additional Options 9.44 A number of additional options exist which include: Provision of additional road markings in the central reservation waiting area; Providing an additional waiting area for larger vehicles within the central reservation by modifying the central reservation island;

Page 50 Provision of CCTV. 9.45 The provision of additional road markings within the central reservation is a low-cost option to provide drivers with increased awareness of where to positional themselves within the central reservation waiting area. This would reduce instances of vehicles waiting in areas which obstructed others from turning. It is likely these road markings would require a departure from Standard and therefore early liaison with Transport Scotland s Standard Brach would be required. 9.46 The provision of an additional waiting area within the central reservation, as shown in Figure 9.46 below, would assist larger, rigid vehicles such as buses to be able to position themselves correctly, reducing the risk of overhanging onto the A90. This would be a significantly cheaper alternative to widening the central reserve area, as proposed in Option G. However, this option is non-standard and would therefore be subject to approval by Transport Scotland. Additional proposed waiting area Figure 9.46: Illustrated additional proposed waiting area in central reservation 9.47 During consultation it was suggested by a member of Tealing Community Council that Introducing CCTV cameras could provide a traffic calming effect through the junctions. The cameras could be linked to signing displaying PERIODIC MONITORING or similar, which would provide a visual warning of their presence. A variation of this option would be to provide dummy cameras, however these have the potential to have a negative effect in terms of driver behaviour should they be exposed. 9.48 The use of CCTV cameras would be subject to appropriate assessment and relevant authorisation by Transport Scotland, as well as meeting current GDPR regulations.

Page 51 Options Summary 9.49 All options have been selected with one main consideration - to reduce the risk of accidents and improve road safety in the area. However, there are other factors to be considered when comparing the overall impact of these. Table 9.47 below summarises the benefits and disbenefits of Options A to H (with the exception of option C, which has been set aside previously) when considered against numerous factors.

Page 52 Benefits Dis-benefits Option Improve safety by reducing overall number and/or severity of injury accidents Preserve A90 journey times Reduce severance between local communities Cost Benefit Increased journey time Potential for creating migration of collisions Potential Increase in u-turns at gaps Increase in agricultural vehicles using A90 Open to objection/lack of local support Land Take Environmental Impacts Cost disbenefit Score Option A - Right-turn bans out of local roads Option B - Gap Closures Option D - Vehicle & Pedestrian Activated Signs Option E - Bus Stop Relocation Option F - Provision of deceleration & acceleration lanes Option G - Widened central reserve Option H - Provision of footbridge - x x x x x - x - xxx - x x - x x - x - xx - - - - - - - - - - - - - - - x - - - - - - - - - - x - x x - - - - - - - - x - x x - - - - - - - x - x - Table 9.47: Options Summary

Page 53 10. Conclusions and Recommendations 10.1 Section 6 of this report highlights collisions involving right-turning vehicles are the sole statistically significant crash pattern within the study area. In order to improve road safety within this area, it is therefore imperative that any engineering measures proposed address this issue. 10.2 Section 9 of this report examined potential improvement options that have been identified through this study process or highlighted by stakeholders. Notwithstanding the other factors that have been considered as part of this appraisal, improving road safety is the overriding objective and therefore only the options that achieve this should be considered for implementation. 10.3 Of the five options that positively influence road safety, two of these (Options A and B) have substantial disbenefits and Option C would not be progressed under the current guidelines for speed limit appraisal. Consequently, these should not be considered further. Options D and E would assist in targeting the accident issues identified and have minimal dis-benefits, therefore it is recommended that Options D and E are progressed. 10.4 It is also recommended that the alterations to the central reserve road markings mentioned in paragraph 9.45 are installed, and the suggested additional central reserve hardstanding areas mentioned in paragraph 9.46 and use of CCTV cameras mentioned in paragraph 9.47 are considered further with Transport Scotland s Standards Branch.

Page 54 Appendix A ~ Location Plans & Aerial Photographs

Page 55 Appendix B ~ Site Photographs Inveraldie Junction Photograph 1 South approach to Inveraldie Junction Photograph 2 East view from the minor road at Inveraldie Junction

Page 56 Photograph 3 North approach of Inveraldie Junction Photograph 4 North view from the taper lane at the central reserve gap

Page 57 Photograph 5 South view from the taper lane at the central reserve gap Photograph 6 South view of the central reserve gap

Page 58 Photograph 7 Tyre traces indicating vehicles performing u-turns

Page 59 Newbigging Junction Photograph 1 North approach to Newbigging junction Photograph 2 West view from the minor road at Newbigging Junction

Page 60 Photograph 3 North view from Newbigging traffic island Photograph 4 South view from the taper lane at the central reserve gap

Page 61 Photograph 5 North view from the taper lane at the central reserve gap 20 Photograph 6 East view of the minor road. 20 The central reserve has been resurfaced recently. The photo is from August 2017.

Page 62 Tealing Junction Photograph 1 South view from the Tealing traffic island Photograph 2 East view from the minor road at Tealing Junction

Page 63 Photograph 3 South view from Tealing Junction Photograph 4 South view from the taper lane at the central reserve gap

Page 64 Photograph 5 South view of central reserve gap 21 Photograph 6 West view of the minor road. 21 The central reserve has been resurfaced recently. The photo is from August 2017.

Page 65 Petterden Junction Photograph 1 North approach of the Petterden Junction Photograph 2 West view from the minor at Petterden junction

Page 66 Photograph 3 North view from Petterden Junction Photograph 4 North view from the taper lane in the central reserve gap

Page 67 Photograph 5 North view from the central reserve gap Photograph 6 South view of the diverging taper lane oat Petterden junction

Page 68 Photograph 7 East view of Petterden Junction

Page 69 Glamis Junction Photograph 1 South approach to Glamis Junction. Photograph 2 South approach to Glamis Junction.

Page 70 Photograph 3 East view from the minor road at Glamis Junction Photograph 4 South view from Glamis Junction traffic island

Page 71 Photograph 5 South view from Glamis Junction traffic island Photograph 6 South view of the central reserve taper lane at Glamis Junction

Page 72 Photograph 7 Glamis central reserve layout.

Page 73 Appendix C ~ Accident Location Plans Emmock Roundabout South of Inveraldie to Emmock Roundabout Injury Accidents Location Plan

Page 74 Inveraldie Injury Accidents Location Plan Tealing/Newbigging Injury Accidents Location Plan

Page 75 Glamis/Petterden Injury Accidents Location Plan