Collision Analysis
COLLISION
ANALYSIS
Introduction
This section of the report provides an analysis of the
collision data and associated personal injury casualty
data supplied by Transport for London.
The data covers the area shown in Figure 5.1.1 for a
five year period up to 30 November 2014.
Collisions
In total, there were 105 collisions recorded during the
five year period. The following sub-sections provide
a breakdown of the collisions by location, year and
severity, time of day, and cause.
Location
Figure 5.1.1 shows the location of the recorded
collisions. The data from TfL assigns each collision
to a node rather than provide exact coordinates for
each one. Some nodes have multiple collisions
assigned to them. The size of the node in Figure
5.1.1 is proportional to the number collisions
assigned to it.
The collision plot shows that:

In total, 47 collisions are attributed specifically in
Bank Junction (45% of the total);

Away from Bank Junction, the node with most
collisions is at the Queen Victoria Street junction
with Mansion House Street (6);

Additional nodes with 3-4 collisions assigned to
them are Threadneedle Street at the junction with
Old Broad Street, and Lombard Street at the
junction with King William Street.
Yearly Profile & Severity
For each year, Figure 5.1.2 provides a breakdown of
the collision severity.
The severity chart shows that:

The number of collisions each year is relatively
consistent, with a range of 18 – 23;

The proportion of serious to slight collisions
ranges between 9% and 26% across the five
years;

The highest number of serious collisions occurred
in 2013 (6 from a total of 23).
FIGURE 5.1.1 – COLLISIONS – LOCATIONS
25
20
15
10
SLIGHT
5
SERIOUS
FATAL
0
2010
2011
2012
2013
FIGURE 5.1.2 – COLLISIONS – YEARLY TOTAL & SEVERITY
46
2014
COLLISION
ANALYSIS
Time of Day
Using the full five year data set, Figure 5.1.3 displays
the frequency of collisions occurring in each hour of
the day.
The hourly profile shows that:

The morning 08:00–09:00 period has the highest
frequency of collisions (21);

The next highest frequency of collisions occurs in
the 18:00–19:00 period (11);

The 07:00–10:00 and 16:00–19:00 periods make
up 59% of the total number of collisions;

The collision profile appears to reflect the traffic
and pedestrian usage profile for the junction.
Causes & Time of Day
25
20
15
10
5
The description of every collision that occurred in the
five year period has been analysed and (where
possible) grouped into a category.
In total, 23 of the collisions were either described as
having an unknown cause or could not be
categorised due to their unique nature.
0
Figure 5.1.4 provides a breakdown of the common
collision causes disaggregated by whether they
occurred during daylight or in the dark.
FIGURE 5.1.3 – COLLISIONS – TIME OF DAY
FIGURE 3.1.3 – W EEKDAY PM VEHICLE FLOWS (17:00-18:00)
The chart shows that:



The most common cause of a collision was
pedestrians stepping out into the path of a
vehicle* (21). The majority of these occurred
during daylight hours (76%);
The second most common collision cause was
vehicles making a turn at a junction (19). The
majority of these types of collision took place
during daylight hours (79%);
The third most common collision cause involved
vehicles colliding with crossing pedestrians (18).
All but one of these collision types occurred
during daylight;

Combined, the top three collision causes make up
71% of the categorised collisions;

Pedestrians are involved in 48% of the
categorised collisions.
It is worth noting that there were 9 reported collisions
involving pedestrians and pedal cyclists in the last 5
years, 7 slight and 2 serious casualties. Based on
observation, it is likely that the level of conflict
between these two user groups is much higher but
have not resulted in casualties that have been
formally reported and captured.
VEHICLE COLLIDING WITH CROSSING PEDESTRIAN*
17
PEDESTRIAN STEPPING OUT INTO PATH OF VEHICLE*
1
16
VEHICLE DOOR OPENING
4
REAR END COLLISION
4
PASSENGER ON BUS
4
5
1
2
VEHICLE MAKING A TURN*
15
4
DAYLIGHT
OVERTAKING / CHANGING LANES
8
0
DARK
1
5
10
15
20
25
FIGURE 5.1.4 – COLLISIONS – CAUSE & LIGHT CONDITIONS
* Vehicles include cyclists
47
COLLISION
ANALYSIS
Casualties
In total there were 118 personal injury casualties
resulting from the 105 collisions recorded during the
five year period.
30
The following sub-section provides a breakdown of
the data by year, vehicle type and location.
25
Yearly Profile & Vehicle Type
20
Figure 5.2.1 provides a breakdown of the casualties
by year and mode of transport.
The chart shows that:

The highest number of casualties occurred in
2014 (28);

Pedestrians and pedal cyclists make up the
largest proportion of casualties in every year.
When combined they range between 64% and
77% of the total casualties each year;


15
GOODS VEHICLE
BUS / COACH
TAXI
10
CAR
With the exception of 2010, powered twowheelers consistently make up the third highest
proportion of casualties, ranging between 14%
and 17%;
5
In total 46 cyclists were injured over the five
years, 6 seriously. There were 8 serious
pedestrian casualties in the same time frame.
0
P2W
PEDAL CYCLE
PEDESTRIAN
2010
2011
2012
2013
FIGURE 5.2.1 – C ASUALTIES – YEAR & MODAL SPLIT
48
2014
COLLISION
ANALYSIS
Modal Split by Location
Using the full 2010-2014 five year data set, the location of
each casualty has been grouped into seven areas. The
casualties in each group have then been analysed to
determine their severity and mode of transport.
Slight
In total, 101 slight casualties were recorded. Figure 5.2.2
shows the nodes that the slight casualties were assigned to
and the modal split for each area.
In summary the slight casualty data shows that:

At Bank Junction, a total of 48 slight casualties were
recorded, with non-motorised users making up 62% of the
total;

Two slight casualties were recorded on Princes Street,
one was a pedal cyclist the other a pedestrian;

On Poultry, 9 slight casualties were recorded, with nonmotorised users making up 50% of the total. The slight
casualties travelling in motorised vehicles involved motor
cycles and goods vehicles;

A total of 16 slight casualties were recorded in the Queen
Victoria Street area, 70% of which were non-motorised
users. When compared with the other areas, bus/coach
casualties make up a relatively large proportion of
casualties (18%);

In the Lombard Street, Cornhill and Threadneedle Street
areas, the recorded slight casualties (26 in total)
exclusively involved pedestrians, cyclists or motor cycles.
FIGURE 5.2.2 – C ASUALTIES – MODAL SPLIT BY STREET (SLIGHT)
49
COLLISION
ANALYSIS
Serious & Fatal
In total, over the five year period, 16 serious casualties and 1
fatal casualty were recorded.
FATAL
Figure 5.2.3 shows the casualty locations and the modal split
for each area.
In summary, the serious and fatal casualty data shows that:


At Bank Junction, a total of 6 serious casualties were
recorded, with non-motorised users making up 83% of the
total;

On Poultry, 2 serious casualties were recorded, both of
which were pedestrians;

In the Queen Victoria Street area, two serious casualties
were recorded, both in the same location. One was a
pedestrian, the other was a pedal cyclist;

The Lombard Street area had 5 serious casualties and 1
fatal casualty. Non-motorised users made up 83% of
casualties. The fatal casualty was a pedestrian;

On Threadneedle Street, 1 serious pedestrian casualty
was recorded.
(
FIGURE 5.2.3 – C ASUALTIES – MODAL SPLIT BY STREET (SERIOUS & FATAL)
50