I believe we have discussed changes to the road markings before and seem to recall it was concluded that due to the close proximity of the Crimdon junction it would be difficult to change the layout. But I’ll leave that to your expertise to explain.
I also recall that the speed limit has been fully reviewed on more than one occasion with the last formal review being in 2014 at Robs request. At that time we advised that in line with guidance on setting speed limits, while taking into consideration local views, the derestricted speed limit was appropriate and a lower limit would lack any credibility with around 57% of all vehicles falling within Police enforcement thresholds . Since the review I don’t believe there has been any significant changes in the area and the accident record, other than one injury accident in the last 3 years, but at the County Boundary south of Evergreen Park, does not show an increase in accidents. My view remains that the current speed limit is appropriate but as always happy to reconsider on receipt of any new speed data. As the setting of speed limit ultimately rests with DCC as Highway Authority perhaps you can confirm the official DCC position.
If there is a requirement for anything from a Police perspective then please don’t hesitate to get back to me.
My personal view is that residents’ requests for improved road markings on the A1086 at the entrance to Evergreen Park warrant further attention so I've asked the highways office to consider amending existing markings at this location where possible. With regard to the proposed traffic survey on the A1086 at Crimdon Dene I think it makes sense to follow officers’ advice to wait until traffic flows and volumes return to normal after restrictions imposed in response to the Covid-19 pandemic are lifted in full. Only under typical day-to-day conditions can the potential risks be properly monitored and assessed.
I’ll report on progress with the issues raised here as soon as I receive additional information from the highways office and the police traffic management office.
UPDATE (received from the highways office, 19 October 2020):
A few years ago a report was prepared covering the request for a reduced speed limit on the A1086 Coast Road south of Sawmill Ave / Dene Mouth Caravan Park at Crimdon. This report concluded that the national speed limit remained the appropriate speed limit for this section of road.
Following your recent emails, I have taken the time to look at this afresh and fully consider the request.
When considering the change to an existing speed limit, the Council follows guidance issued by the Department for Transport (DfT) and our own considerable local experience of implementing speed limits within the County. We also work closely with Durham Constabulary when considering changes to speed limits as ultimately, the Police are required to enforce speed limits.
It is an intention of the DfT guidance to ensure that speed limits are credible with the aim that they become self-evident and enforcing by virtue of their surroundings. During the review process many criteria and factors are considered and evaluated. The existing vehicle speeds, nature of the road and its surroundings, existing highway infrastructure, development, highway signs, road markings and street lighting, the various road users, the credibility of the speed limit and accident history are some of these factors being considered. The length of speed limit, distance between speed limit terminal points and the number of changes along the route are also considered.
Accident Data
When considering the personal injury accident history on a road, it is standard practice that we look at the previous three full years plus the current year. (The current year’s data is usually up to two months behind due to ongoing investigations and verifications). This time period provides a good indication of issues on a particular road and is generally reflective of current traffic conditions. Given that the current year has almost wholly been different due to the Covid19 pandemic, I have considered the previous four full years plus the current.
The recorded personal injury accident data reveals only 1 incident. This occurred on 4th August 2019 at 1:02pm when a motorist travelling south near to the County boundary attempted to overtake a vehicle and collided with a vehicle travelling north. The occupants of the vehicle attempting the overtake then left the scene. This action would suggest that there was a criminal element associated with the incident.
It may also help for us to explain that Highway and Police Authorities use the personal injury accident database for assessment, investigation and comparison purposes as there is not a quantifiable or reliable means of reviewing ‘damage only’ incidents. Damage only incidents are generally dealt with by an exchange of insurance details between drivers without a third party providing a reliable investigation of the circumstances. Additionally, the DfT and Government require Police Forces to record all personal injury incidents in a standard format which gives us a lot of detail about the accident and also information relating to the causations of the accident – this detailed investigative information is not available in relation to damage only incidents. Therefore, this database is essential to enable us to analyse the mechanics of the accidents (why and how they happened) to determine the most appropriate solutions.
Speed Data
Unfortunately, the speed survey data is out of date and the changes to traffic patterns during the Covid19 pandemic has prevented us from undertaking new traffic surveys. We are therefore only able to reflect upon the data gained from previous surveys.
The survey data gave an average speed of traffic as 47mph and an 85th percentile speed of 55mph. The 85th percentile speed is a factor used to reflect the speed at which motorists are considering as a safe and appropriate speed to travel by interpreting the road environment. It is the speed below which 85% of traffic travels.
The data showed that 95% of motorists were driving in obeyance with the speed limit. However, 5% of motorists were travelling above the speed limit although few were travelling at a speed where the Police may consider taking action.
The data from the surveys was consistent with older data and indicated an excellent compliance with the speed limit. This would indicate that the existing speed limit is credible.
In the case of rural roads where there is limited short lengths or sporadic frontage property development, it is not unexpected that the speed limit is set to the national speed limit. While there are occasions on a route where achieving the posted speed limit is not physically possible by a motorist, it has to be remembered that speed limits are not there to be achieved or beaten but are there as a maximum limit to travel at. Any responsible driver should still be driving at an appropriate speed for the prevailing circumstances and where roads do become narrow, have bends or junctions, then a responsible driver should reduce their speed and drive according to the circumstances. Unfortunately, there will always be a minority of motorists who drive at inappropriate speeds irrespective of the speed limit or prevailing conditions.
Understandably, people often suggest a reduction in speed limit will improve road safety however the correlation of vehicle speeds and speed limits is a very complex issue. As is often the case, a speed limit which lacks credibility results in a significant proportion of motorists ignoring the limit and potentially driving at even higher speeds. This can lead to greater risk taking and / or misperceptions of other motorists’ speeds. In addition, the imposition of non-credible lower limits can raise expectations that the speeds of vehicles will suddenly reduce but this is seldom being achieved in practice, thus creating further annoyance, and also unfeasible demands of the police who have to enforce the speed limits.
Evergreen Junction
Currently there is a protected right turn for the Crimdon Dene road which has the predominant right turn movement. As the entrance to the Evergreen site is a private access, directly opposite the Crimdon Dene road and has a lesser flow, it would not be possible to incorporate a right turn pocket for Evergreen. The length of central hatching on the north side of the junction is around 100m and the width of a typical vehicle for at least 40m. It is permitted for a motorist to pull onto this area if it is safe to do so. However, the access arrangement prevents a right turn to Evergreen from being created as it will be in conflict with that for the prominent side road.
We have provided warning signs for the junctions and the advance direction signs for the junction include a stub to represent the Evergreen access. It is not given more prominence on the sign as it is a private access.
It was previously suggested that double white lines should be provided however, there are strict criteria controlling the use of this marking. Unfortunately, this location does not meet the criteria for the provision of double white lines.
Conclusion
After careful consideration of all the information in conjunction with the national criteria for the assessment of speed limits and also taking on board the local views, from the data and looking at the road environment, there is no justification to change the speed limit from the current posted national speed limit.
It is appreciated that this may not be what some people were hoping for, but a speed limit should be self-evident and self-enforcing by virtue of the environment through which the road passes. In the case of the A1086 at this location, the assessment confirms that it is a rural road for which the national speed limit is credible.
