North
Yorkshire County Council
Transport,
Economy and Environment Overview and Scrutiny Committee
19
January 2023
Road
Casualties 2020 and 2021– North Yorkshire
Report of the
Corporate Director – Business & Environmental
Services
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1.0
Purpose of
Report
1.1
To advise Members of the road casualty statistics 2020 and 2021 in
North Yorkshire. The statistics are monitored against the
previous year. The report also provides a summary of road
safety issues and activities for 2020 and 2021 together with a look
forward for future road safety delivery.
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2.0
Personal Injury Collisions and Casualties up to the end
of calendar years 2020 and 2021
2.1
North Yorkshire – Summary of the
County 2020 and 2021
2.1.1
The
collision and casualty data include figures on the number of
incidents resulting in personal
injury reported to the Police on Urban and Rural
roads.
Urban roads are
classified as roads with a speed limit of 40mph or less. Rural
roads are those with a speed limit of 50mph or above.
2.1.2
A summary of the key findings are as follows:
Total
Collisions
·
948 road
collisions in 2020, 7% less than in 2019 (1021).
385
(40%) urban collisions and 489 (60%) rural collisions.
A
total of 1080 road collisions were reported to the police in 2021,
14% more than in 2020.
This
represents 445 (41%) urban collisions and 635 (59%) rural
collisions.
Total
Casualties
·
1188
casualties in 2020, 18% less than in 2019 (1448)
458 (38%)
urban casualties and 730 (62%) rural casualties.
The
total number of casualties in road collisions in 2021 was 1390, 17%
more than in 2020, but continuing the overall downward trend since
2002.
This
represents 508 (36%) urban casualties and 882 (64%) rural
casualties.
·
36 people
killed in 2020, 3% less than in 2019 (37)
Six (16%)
occurred on urban roads and the 30 (84%) on rural roads
The
number of people killed in road collisions in 2021 decreased by 13%
to 32. Five (16%) of these fatalities occurred on urban roads and
the remaining 27 (84%) on rural roads
The number
of fatalities was 6% lower than the baseline average of 34 (a
rolling baseline is set on the 2016-2020 average).
·
212 people
seriously injured in 2020, 29% less than in 2019 (297).
70 (33%)
urban serious casualties and 142 (67%) rural serious casualties.
The number
of people seriously injured in 2021 increased by 18% to
250.
This
represents 70 (28%) urban serious casualties and 180 (72%) rural
serious casualties. The number of seriously injured
casualties in 2021 was 22% lower than the baseline average of
322.
·
940 people
slightly injured in 2020, 0.5% more than in 2019 (936).
382 (40%)
urban slight casualties and 558 (60%) rural slight casualties.
The total
number of people slightly injured in 2021 increased by 18% to
1108. This represents 433 (39%) urban slight casualties and
675 (61%) rural slight casualties. The number of slightly
injured casualties was 19% lower than the rolling average of
1372.
Child
Casualties
·
91 child
casualties (ages 0-15) in 2020, 33% less than in 2019
(136).
Total
reported child casualties in 2021 increased by 20% to 109.
This represents 64 (59%) urban casualties and 45 (41%) rural
casualties. This is 6% lower than the rolling five-year average of
116.
41 (45%)
urban casualties and 50 (55%) rural casualties.
·
No
children were killed in road collisions in 2020, compared to two in
2019.
Two
children were killed in road collisions in 2021.
Both of
these occurred on rural roads. This is twice the rolling average of
1.
·
20
children seriously injured on 2020, 29% less than in 2019
(28).
Six
on (42%) urban roads and 14 (64%) on rural roads. The majority were
car occupants.
The number
of children seriously injured in 2021 was 11, 45% less than in 2020
Of these, eight occurred on urban roads and three on rural roads.
Of these, the majority were vehicle occupants. This 31% less than
the rolling average of 16.
Pedestrian
Casualties
·
Six
pedestrians killed in 2020 compared to five in 2019.
Three on
urban roads and three on rural roads.
The number
of pedestrians killed in 2021 was two, 67% less than in
2020.
Both of
these occurred on urban roads. This is the same as the five-year
rolling average of six.
·
26
pedestrians seriously injured in 2020 from 25 in
2019.
23 (8%)
casualties on urban roads and 3 (12%) on rural roads.
The number
of pedestrians seriously injured in 2021 decreased 4% to
25.
This
represents 22 (88%) casualties on urban roads and 3 (12%) on rural
roads. This is 22% less than the rolling average of 32 per
year.
Cyclist
Casualties
·
159
cyclist casualties reported to the police in 2020.
The total
number of cyclist casualties in 2021 was 136, 14% less than in
2020. 55 (40%) occurred on urban roads and 81 (60%) on rural
roads.
This is
17% less that the five-year rolling average of 163.
·
Four
cyclists
killed in
2020, compared to two in 2019. All occurred on rural
roads.
The number
of cyclists
killed in
2021 was two. Both of these occurred on rural roads and
compares to a baseline average of two.
·
30
cyclists reported seriously injured in 2020, 41% less than in 2019
(51).
9 (30%)
occurred on urban roads and 21 (70%) on rural
roads.
The number
of cyclists reported seriously injured in 2021 increased 37% to
41. Of these 15 (37%) occurred on urban roads and 26 (63%) on
rural roads.
This is
the same as the five-year average of 41.
Motorcyclist Casualties
·
157
motorcyclist casualties in 2020, 31% less in 2019 (229).
64 (41%)
on urban roads and 93 (59%) on rural roads.
·
The total
number of motorcycle casualties in 2021 was 201, 28% more than in
2020. Of these, 73 (36%) occurred on urban roads and 128 (63%) on
rural roads. This is 8% lower than the five-year rolling average of
218.
·
7
motorcyclists
killed in
2020, 36% less than in 2019 (11)
Two
fatalities on urban roads and five on rural roads.
The number
of motorcycle
riders
killed in 2021 increased 28% to nine.
All of
these fatalities occurred on rural roads.
This is
10% lower than the five-year rolling average of 10 per
year.
·
61
motorcyclists seriously injured in 2020, 24% less than in 2019
(80)
22
(36%) on urban roads and 39 (64%) on rural roads.
The number
of riders seriously injured in 2021 increased by 10% to
67.
This is
34% lower than the five-year rolling average of 90.
Older
Person Casualties
·
346 older
person (50-74 years) casualties in 2020, 29% less than 2019
(489).
The number
of older person (50-74 years) casualties in 2021 was 372, up 8%
from 2020. 132 (35%) occurred on urban road and 240 (65%) on rural
roads.
This is
25% less than the rolling five-year average of 495.
·
In 2020,
14 older people killed, 18 % less than in 2019 (17)
3
(21%) on urban roads and 11 (79%) on rural roads
There were
eight older person fatalities in 2021, 43% less than in
2020.
One (12%)
fatality occurred on an urban road and seven (82%) on rural
roads.
This is
38% less than the rolling five-year average of 13.
·
In 2020,
86 older people seriously injured, 23% less than in 2019
(111).
23 on
(27%) on urban roads and 63 (63%) on rural roads
in 2021 89
older people were seriously injured, an increase of 3% from 2020.
Of these, 24 (27%) occurred on urban roads and 65 (73%) on rural
roads. This is 18% less than the five-year average of
109.
Elderly
Person Casualties
·
67 elderly
person (75 years +) casualties in 2020, 36% less in 2019
(91)
The number
of elderly (75 years +) casualties in 2021 was 91, 36% more than in
2020.
Of these
45 (49%) occurred on urban roads and 46 (51%) on rural
roads.
This is
22% less than the rolling five-year average of 117.
·
Four
elderly people were killed in 2020, the same number as in
2019
1 (25%) on
an urban road and 3 (75%) on rural roads.
There were
seven fatalities in 2021. Of these, three were killed on urban
roads and four on rural roads.
This is
17% more than the rolling five-year average of 6.
·
18 elderly
people were seriously injured, in 2020 14% less than in 2019
(21).
9 on urban
roads and 9 on rural roads.
11 elderly
people were seriously injured in 2021, 39% less than in
2020.
Of these 8
were injured on urban road and 3 on rural roads.
This is
61% less than the rolling five-year average of 28.
Young
Person Casualties
·
236 young
people (16-24 years) injured in 2020, 10% less than in 2019
(263)
The number
of young people (16-24 years) injured in 2021 was 266, an increase
of 13% from 2020.
Of these,
77 (29%) occurred on urban road and 189 (71%) on rural
roads.
This is
22% less than the rolling average of 343.
·
Seven
young people were killed in 2020, 40% more than in 2019
(5)
Nine were
killed in 2021, an increase of 29%. All of these occurred on rural
roads. This is 80% more than the rolling average of 5.
·
31 young
people were seriously injured, 31% less than in 2019
(45)
14
(45%) occurred on urban roads and 17 (55%) on rural
roads.
47 young
people were seriously injured in 2021 52% more than in
2020.
9 (19%)
occurred on urban roads and 38 (81%) on rural roads.
This is
47% less than the rolling average of 88.
2.1.3
Tables 1a and 1b below illustrates the average number of casualties per month by Severity
and Road Type 2020 and 2021.
Table
1a
Table
1b
2.2
Distribution of Casualties by Road Speed Limit 2020 and
2021
2.2.1
Table 2a and 2b below show the distribution of casualties, by
severity and road speed limit, 2020 and 2021.
NB:
Derestricted roads include National Highways (formerly Highways
England) Network Dual Carriageways and Motorways
Table
2a
Table
2b
2.3
The charts below show the number of casualties by severity and road
class, for the period covering 1990 – 2021.
2.4
Impact of the Coronavirus on Casualties 2020
2.4.1
The impact of the Coronavirus restrictions on travel has most
likely had an impact on the lower numbers in 2020. Table 3
below, shows the daily traffic volume at monitoring sites from 01
January 2020 through to 31 December 2020. This illustrates
the reduction in traffic levels compared to 2019 volumes (100
represents average daily traffic flow in 2019).
2.4.2
As lockdown restrictions were eased through late spring/early
summer, traffic volumes steadily increased until November, when the
second lockdown was implemented. Traffic volumes began to
increase again until the third lockdown.
Table 3
2.4.3
Table 4 below shows the casualty distribution by month and road
types in 2020. As can be seen from the chart, the casualty
distribution does in general mirror the traffic volume pattern
shown in Table 3.
Table 4
3.0
Road Safety Education, Training and Information 2020 and
2021
3.1
The Covid 19 virus had a significant impact on road safety
education and engagement during 2020 and 2021: -
·
For the
majority of those two years, schools and work places were closed
for road safety engagement visits
·
Emergency
service staff in the partnership were engaged on other
duties
3.2
In response, the road safety service and partners increased the
availability and promotion of online resources, together with
web-based activities and competitions to engage with the
public.
3.3
The Bikeability child cycle training programme was suspended for a
significant part of 2020 and 2021, but over 2000 children
benefitted from the training during this period.
4.0
Personal Injury Collisions 1 January to 30 June 2022 -
Provisional
4.1
To end of June 2022 there were 9 fatalities on the roads of North
Yorkshire. This compares to 10 fatalities to 30 June
2021.
4.2
A number of these fatalities will still need to be heard at the
coroner’s court so this number is provisional and may change
subject to the coroner’s verdict.
4.3
To the end of June 2022 there were 115 seriously injured
casualties, compared to 93 at the same point in June
2021.
4.4
To the end of June 2021 there were 333 slightly injured casualties,
compared to 338 at the same point in June 2021.
5.0
Road Safety Engineering during 2020 and 2021
5.1
Road Safety Engineering
5.1.1
North Yorkshire County Council employs a range of methodologies to
identify injury collision cluster sites and routes (routes = A and
B classification roads only) from which a capital funded programme
of road safety engineering schemes is produced. The annual list is
based on North Yorkshire Police collision records using the
preceding three (calendar) years data and where necessary extending
the study period to the preceding five years to identify any longer
term trends at specific sites. Further in-year analysis is
also carried out using the preceding 12 months on a quarterly basis
in order to identify emerging collision sites and
trends. (Please note: non-injury/damage only collisions
are not recorded by Police Forces nationally, even if a Police
Officer attends the incident)
5.2
Cluster sites
5.2.1
Collision cluster sites are identified by applying a set criteria
to the interrogation of police records and are split into urban and
rural classifications. For both classifications, there must
be a minimum of four personal injury collisions in the latest three
year period (calendar year) within a 50 metre radius for urban
sites and 100 metre radius for rural sites.
5.2.2
The number of cluster sites will vary year on year depending upon
the number of recorded injury collisions and their location.
However, sites which meet or exceed the criteria are listed and
ranked in priority order i.e., the location with the highest number
and severity of collisions is ranked number one. Engineers
then carryout a detailed review of the collision data to identify
any trend(s) or to discount collisions if appropriate to do
so.
5.2.3
Not all cluster sites will result in local safety schemes or other
improvement measures being introduced. The detailed review
may show that there may not be a particular collision trend at that
location which can be addressed, or the site has previously had
improvement works implemented, or site constraints mean it’s
not possible to deliver a practical solution. It is this work
that refines the cluster site list to form the annual Injury
Collision Investigation and Prevention (ICIP) capital programme of
works.
5.3
Route Studies
5.3.1
Routes of concern are highlighted through the use of a route
analysis tool which is based on spatial statistics. The top 30
‘statistically significant’ sections of ‘A’
and ‘B’ Class Roads are highlighted for detailed
investigation. A limiting factor in the effectiveness of
prioritising route studies is that their identification is based
purely on collision ‘frequency’ and therefore, no
account is taken of ‘risk’, in terms of collisions
rates relative to traffic flow. For example, the number and
severity of injury collisions recorded at sites A and B may be the
same, but site A may be carrying double the traffic than site
B. In cluster site analysis terms, both sites would be ranked
equally, despite accident risk at Site B being twice that of Site
A.
5.3.2
The majority of capital expenditure is on schemes at high risk
sites and in 2020/21, 28 safety schemes were implemented at high
risk sites and four route safety schemes were completed. This
compares to 24 schemes implemented in 2019/20. These schemes were
mainly signing and lining improvements of relatively modest
financial value, typically in the range of £1,000 to
£10,000.
5.4
20mph Policy
5.4.1
Following a review carried out by the Department for Transport into
the effectiveness of 20mph schemes, the Transport,
Economy and Environmental Overview and Scrutiny Committee undertook
a review of the current NYCC 20mph speed limit policy.
Subsequently, a report was submitted to the Executive Committee on
the 24 November 2020, with nine recommendations. The Executive
Committee resolved that the Corporate Director – Business and
Environmental Services take these recommendations
forward.
5.4.2
The Traffic Engineering Team has taken forward these
recommendations to revise the current 20mph policy in order to make
it more accessible and considerate of place and community.
Though statistical data remain key elements of the assessment
process, the broadening of the scope of the policy provides a
greater potential for scheme approval and supports the wider
strategic focus to enabling modal shift to active forms of travel,
such as cycling and walking. The Revised policy was adopted by the
County Council in January 2022 and has been used to assess all new
applications and reconsider some previous
requests.
5.5
Fatal Collision
Investigations
5.5.1
Any death that occurs on the public highway is of concern to all of
those, either directly or indirectly, affected. When such an
incident occurs, it is important that the Highway Authority uses
the opportunity to assess the situation and, where appropriate,
learn from the incident.
5.5.2
North Yorkshire County Council has a Fatal Collision Procedure
which it has adopted with North Yorkshire Police, which ensures
that that we are informed by the Police at an early stage in the
investigation of a road death. This makes sure that every
crash location is visited and a report completed by the County
Council’s Traffic Engineering Team, detailing the existing
situation, and what, if anything can reasonably be introduced to
prevent a collision occurring in similar circumstances.
5.5.3
The investigations can result in recommendations aimed at
preventing or reducing incidents similar to the fatal collision;
incidents similar to other collisions at the site; or other
potential incidents. Recommendations that are a direct consequence
of the fatal collision are to be installed within 6 month of
approval and any other indirect improvements will be delivered by
the respective Area Highways Team through its general programme of
capital works as soon as practicable.
5.6
Temporary Vehicle Activated Signs
5.6.1
Speed of traffic remains a major concern for local communities in
North Yorkshire and the York and North Yorkshire Road Safety
Partnership Speed Management Protocol (SMP) sets out the process
through which concerns can be raised, investigated and addressed.
There is a need to address low level speeding issues raised through
the SMP process that are not sufficiently severe or frequent to
warrant engineering, educational or enforcement interventions but
are nonetheless a concern for the local residents.
5.6.2
To try to help with this, the County Council purchased a number of
temporary vehicle activated signs (speed limit reminder type signs)
that are available for communities. The participating communities
fund the installation and rotation costs of the signs and they also
pay for the officer time involved. The signs are effectively rented
on a rolling 12 month basis.
5.6.3
This scheme has been successful for the last nine years. However,
the equipment is aging and the number of communities renting NYCC
owned signs has decreased significantly with communities starting
to favour our new initiative. The Temporary VAS policy (April
2019), allowing communities to purchase their own portable vehicle
activated signs (speed limit reminder type) to deploy temporarily
on approved lighting columns or separate posts in the highway has
proved very popular with many parish councils now engaged in
managing their own deployment. See Appendix 1
5.7
Road Safety Audits
5.7.1
The Traffic Engineering Team carries out Road Safety Audits (RSAs)
on county council and developer funded (section 278) highways
schemes in accordance with the NYCC RSA protocol. RSAs are
not design or regulatory compliance checks, but to identify
potential risk to road users associated with the scheme
proposals.
5.7.2
The RSAs process consists of four stages, these are: Stage 1,
Completion of Preliminary Design; Stage 2, Completion of Detailed
Design; Stage 3, Completion of Construction which includes
representation from the Police, maintaining authority and other
stakeholders and Stage 4, Post Opening Monitoring, which is a
review of traffic collisions that have occurred in the subsequent
12 months period. For stages, 1-3 a report is prepared
identifying the problem and making a recommendation. At Stage
4, a report is required only if there are collisions resulting from
the scheme.
5.7.3
RSAs are carried out as part of the County Councils Highway Design
Service with all costs recovered from the developer.
6.0
Speed Management 2020 - 2021
6.1
The Speed Management Protocol (SMP) continues to provide a valuable
service to customers who have concerns about speeding issues in
their communities.
6.2
From 1 January 2015 to 31 December 2021, 1521 speed concerns were
investigated. In 2020 and 2021, the Corona virus impacted the
deployment of speed surveys as emergency service staff were
redeployed to other duties.
6.3
Table 5 below shows the distribution of speed concern reports by
district for the period from 2015 to 2021 inclusive and indicates
the number requiring action by enforcement.
Table 5
6.4
Upon investigation, the vast majority of the assessments (83%) did
not identify a speeding issue that requires action. For assurance,
communities are offered the North Yorkshire Police Community Speed
Watch scheme. This offers an additional option of supported
self-help at sites where the speed of traffic is of concern for the
community but is not sufficiently high or severe to warrant further
intervention by the council or partner agencies.
7.0
Future of Road Safety Delivery
7.1
As a Local Highway Authority, the council has a statutory duty
under the Road Traffic Act 1988, s39, which states that it
“must prepare and carry out a programme of measures designed
to promote road safety and may make contributions towards the cost
of measures for promoting road safety taken by other authorities or
bodies”. It must also analyse collision and casualty data and
“develop appropriate remedial programmes of engineering and
education, information, training and publicity”. The team
uses data supplied by North Yorkshire Police to undertake analysis
of personal injury collisions, which inform both education and
engineering programmes.
7.2
Following implementation of the NYCC Road Safety Team restructure
in April 2020, the Council has ensured that it is still able to
discharge its statutory responsibilities, whilst at the same time,
recognising the importance of partnership working to deliver road
safety education, training and publicity initiatives across the
York and North Yorkshire road safety partnership.
7.3
In 2021 a new five-year York and
North Yorkshire Road Safety Partnership Strategy was
published. The
York
and North Yorkshire Road Safety Partnership is
committed to reducing the number of those killed or seriously
injured on our roads, while keeping everyone safe. Nearly all road
deaths and injuries are preventable. The 2021-26 strategy is guided
by the long-term Towards Vision Zero, to eliminate all traffic
fatalities and severe injuries, while increasing safe, healthy,
equitable mobility for all and embody the 'Safe System' approach:
-
·
Safer Road
Users
·
Safer
Roads
·
Safer
Vehicles
·
Post-Crash
Response
7.4
We work together to make our roads a safer environment for
everyone, whilst reducing casualties year on year. To achieve this,
we need to share the responsibility to provide a safe environment
in which people can move around and help road users to behave with
due care and respect towards themselves.
Current
priorities include: -
·
Vulnerable Road Users
– Pedestrians, Motorcyclists ad Cyclists
·
Older Road Users, both
drivers and pedestrians
·
Children and young
People
·
Business users,
including large goods and grey fleet vehicles
This is achieved
through four strands of activity: -
·
Education
·
Engagement
·
Enforcement
·
Engineering
8.0
Equalities Implications
8.1
Consideration has been given to the potential for any adverse
equality impacts arising from this information report. It is the
view of officers that this report does not have an adverse impact
on any of the protected characteristics identified in the
Equalities Act 2010. As this report asks Councillors to note
the report only, no Equality Impact Assessment document is
required
9.0
Financial Implications
9.1
Consideration has been given to the potential for any financial
implications arising from the recommendation. It is the view of
officers that the recommendation does not have a financial
impact.
10.0
Legal Implications
10.1
Consideration has been given to the potential for any legal impact
arising from the recommendation. It is the view of officers that
the recommendation does not have a legal impact.
11.0
Climate change Implications
11.1
Consideration has been given to the potential for any climate
change from the recommendation. It is the view of officers that the
recommendation has a positive impact, by promoting
increased uptake of cycling and walking, where road safety is often
seen as a barrier, see
Appendix 2.
|
12.0
Recommendation
12.1
It is recommended that Members note the figures for collisions and
casualties on the roads of North Yorkshire and the actions being
taken to improve road safety.
|
Author
of Report: Fiona Ancell
Karl
Battersby
Corporate
Director – Business and Environmental Services
Background
documents: None
Key
Implications
Local
Member
If any particular
Ward(s) are affected, state these. If none, say none.
It could be that
it is an issue that affects all Wards. In which case tick
box
All
Temporary
Vehicle Activated Sign Installations
The current
scheme (approved April 2019) allowing communities to purchase their
own sign(s) to deploy on the highway remains very popular. The
Traffic Engineering team continue to work closely with communities
throughout the county to help address local speeding
concerns.
Requests continue
to be received on a regular basis and the speed limit reminder type
signs can now be found throughout the county.
Battery powered
or solar powered (with a battery) vehicle activated signs are
generally mounted on a new signpost with a retention socket. The
community is charged £500+VAT for the supply and installation
of each post.
Where suitable
street lighting columns are available to use, most communities opt
for a mains powered sign. There is an annual charge £10+VAT
per sign for the power supplied from the lighting
column.
Some communities
only have one location for the VAS, but most have two or three. One
community (Ripon) has eleven approved locations (all lighting
columns).
Headlines:
·
90
communities are participating in the scheme
·
145
temporary speed limit reminder signs are now (or are about to be)
on the network
Climate change
impact
assessment
The purpose of
this assessment is to help us understand the likely impacts of our
decisions on the environment of North Yorkshire and on our
aspiration to achieve net carbon neutrality by 2030, or as close to
that date as possible. The intention is to mitigate negative
effects and identify projects which will have positive
effects.
This
document should be completed in consultation with the supporting
guidance. The final document will be published as part of the
decision making process and should be written in Plain
English.
If
you have any additional queries which are not covered by the
guidance please email climatechange@northyorks.gov.uk
|
Title of
proposal
|
2020
Road Casualty Report
|
|
Brief description
of proposal
|
Report advising
members of the 2020 and 2021 road casualties
|
|
Directorate
|
BES
|
|
Service
area
|
H&T
|
|
Lead
officer
|
Fiona
Ancell
|
|
Names and roles
of other people involved in carrying out the impact
assessment
|
none
|
|
Date impact
assessment started
|
22 September
2021
|
|
Options
appraisal
Were any other
options considered in trying to achieve the aim of this project? If
so, please give brief details and explain why alternative options
were not progressed.
None.
|
|
What impact will
this proposal have on council budgets? Will it be cost neutral,
have increased cost or reduce costs?
Please explain
briefly why this will be the result, detailing estimated savings or
costs where this is possible.
There will be no
impact on Council budgets. Will require current officer time to be
maintained.
|
|
How will this proposal impact on the environment?
N.B. There may be short term negative impact and longer term
positive impact. Please include all potential impacts over the
lifetime of a project and provide an explanation.
|
Positive
impact
(Place
a X in the box below where relevant)
|
No
impact
(Place
a X in the box below where relevant)
|
Negative
impact
(Place
a X in the box below where relevant)
|
Explain why will it have this effect and over what
timescale?
Where possible/relevant please include:
·
Changes over and above business as usual
·
Evidence or measurement of effect
·
Figures for CO2e
·
Links to relevant documents
|
Explain how you plan to mitigate any negative impacts.
|
Explain how you plan to improve any positive outcomes as far as
possible.
|
|
Minimise greenhouse gas emissions
e.g. reducing emissions from travel, increasing energy efficiencies
etc.
|
Emissions from travel
|
x
|
|
|
Reduction in casualties should encourage more walking and cycling
and less vehicles journeys, which will reduce vehicle
emissions.
|
|
Enforcement of speed limits. Education and engagement programmes.
Develop safer road network more attractive and suitable for
pedestrians and cyclists. Monitoring of collision causations with
view to negate any road layout contributory factors.
|
|
Emissions from construction
|
|
x
|
|
|
|
|
|
Emissions from running of buildings
|
|
x
|
|
|
|
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Other
|
|
x
|
|
|
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Minimise waste: Reduce, reuse, recycle and compost
e.g. reducing use of single use plastic
|
|
x
|
|
|
|
|
|
Reduce water consumption
|
|
x
|
|
|
|
|
|
Minimise pollution (including air, land, water, light and
noise)
|
x
|
|
|
Reduction in Casualties should increase walking and cycling as
people feel safer Better-maintained vehicles together with
reductions in vehicle speeds will reduce air pollution from
vehicles.
|
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Enforcement of speed limits. Education and engagement programmes.
Monitoring of collision causations. Develop safer road network more
attractive and suitable for pedestrians and cyclists.
|
|
Ensure resilience to the effects of climate change
e.g. reducing flood risk, mitigating effects of drier, hotter
summers
|
|
x
|
|
|
|
|
|
Enhance conservation and wildlife
|
|
x
|
|
|
|
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|
Safeguard
the distinctive characteristics, features and special qualities of
North Yorkshire’s landscape
|
|
x
|
|
|
|
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Other
(please state below)
|
|
x
|
|
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Are
there any recognised good practice environmental standards in
relation to this proposal?
If so, please detail how this proposal meets those
standards.
|
|
None
|
|
Summary
Summarise the
findings of your impact assessment, including impacts, the
recommendation in relation to addressing impacts, including any
legal advice, and next steps. This summary should be used as part
of the report to the decision maker.
It is anticipated
that the proposal will have a positive impact on reducing carbon
emissions in the county.
|
|
Sign off
section
This climate
change impact assessment was completed by:
|
Name
|
Fiona
Ancell
|
|
Job
title
|
Team Leader, Road
Safety
|
|
Service
area
|
H&T
|
|
Directorate
|
BES
|
|
Signature
|
Fiona
Ancell
|
|
Completion
date
|
22/9/21
|
Authorised by
relevant Assistant Director (signature): Barrie Mason
|
