After six consecutive annual reductions, the NSW road toll for 2009 increased by more than 20 per cent on the previous year. To address this rise, the Road Toll Response Package (RTRP) was developed and implemented, comprising several road safety programs within each Safe System pillar that target both immediate road safety benefits and long-term gains. A major component of RTRP is an extensive program of road engineering treatments. Traditionally, road safety evaluation is conducted at a singular program level. For RTRP, a multi-tiered approach was adopted to fully account for the diversity and complexity of the suite of RTRP programs. A general framework was developed to provide a consistent evaluation approach for RTRP as a whole, and was used to develop program level evaluation approaches for specific RTRP program streams. Individual initiatives within each program stream are then evaluated in line with each program-level evaluation approach, ensuring alignment of program objectives with the overall aim of reducing the road toll as well as broader strategic aims. This paper presents the RTRP General Evaluation Framework, the specific evaluation framework for the RTRP Engineering Works program, and preliminary findings from annual monitoring of completed engineering projects as at October 2012. Based on 26 completed projects, there have been 12 casualty crashes (resulting in 13 injuries) approximately one year after implementation, compared to 21 casualty crashes (resulting in one fatality and 22 injuries) before implementation. While findings are encouraging, further work is required to rigorously evaluate the RTRP Engineering Works program according to evaluation framework parameters.
Motivation appears to be a more important factor than ability in determining the safety of driving performance. There are several motives which contribute to less safe driving. The desired outcomes which relate to these motives may appear highly likely to be achieved. On the other hand, there is small likelihood of the outcomes which relate to motives which contribute to safer driving. This has implications for enforcement, driver education and mass media campaigns. These may have great value if they can contribute to a long term change in social pressures and societal values which are related to safety.
While advances have been made in reducing the number of fatal crashes on metropolitan roads, the number of fatal crashes on rural roads remains relatively steady. Recent statistics in NSW showed that 66 per cent of all fatalities and 35 per cent of injury crashes occur on rural roads, and 44 per cent of fatal crashes and 13 per cent of injury crashes occur on roads with a speed limit of 100 km/h or more. The NSW Centre for Road Safety (CRS) undertook the Newell Highway Safety Review in 2009 (Roads and Traffic Authority 2009). On the Newell Highway, heavy vehicles comprise 38 per cent of involvements with fatal crashes and 30 per cent of the traffic. The largest proportion of fatal crashes were off-path crashes or rollover crashes. Almost 30 per cent of these fatal crashes were head on crashes, with heavy vehicles being involved in 92 per cent of them. Fatal head-on crashes do not usually involve an overtaking manoeuvre. This trial focused on measures to address out of lane to the right crash types, which can include drift to the right, off to the left then overcorrect to the right, and failure to stay in lane due to inappropriate speed.
Numerous studies, across many countries, have evaluated the outcomes of changes in prevailing speed limits. Fatalities and injuries have fallen when speed limits have been lowered and have increased when speed limits have been raised. Models of speed changes allow a prediction of the safety benefits of a speed limit reduction. This paper studies the relationship between changes in the posted speed limits and crash history for a section of the Great Western Highway in rural NSW, where the speed limit was reduced from 110 km/h to 100 km/h. This study showed that travel speeds are reduced following a speed limit reduction, with clear safety benefits (26.7 per cent reduction in casualty crashes) consistent with power model. Use of modelling in crash prediction depends, however, on a reasonably accurate estimate of the speed reduction expected.
The recommendations of the Australian Optometrical Association and some evidence suggest that consideration might be given to the introduction of several new vision tests. The possible new tests are: tests of static visual acuity of drivers aged 25 and 55, tests of the visual field of drivers aged 55, and tests of dynamic visual acuity and more gross ability to perceive objects in motion. The introduction of none of these tests can be justified. Tests of the vision of drivers aged 25 and 55 would be costly and would have little impact on crash frequency or public health in general. A high standard of ability to perceive objects in motion would have to be set for tests of that ability to be of benefit in preventing crashes. This, however, would result in the exclusion of a great number of potentially good drivers. There are other possible countermeasures which have a better cost effectiveness established by evidence. They should have priority over vision tests when funds are distributed (a).
The results of two further surveys in Sydney of the perceived risk of being detected while drink driving are recorded in this report. These surveys were undertaken shortly before and shortly after the introduction of random breath testing (RBT) in New South Wales. The results are equivocal, suggesting either that the questionnaire is of low validity, or that the perceived risk of detection did not increase with the introduction of RBT. These options are discussed, and among the conclusions drawn is the view that the Victorian questionnaire is unsuitable for evaluating RBT in New South Wales. (Author/TRRL)
This paper examines casualty crashes occurring on NSW local council managed roads between 2004 and 2009, and identifies several roads worthy of further review based on a relatively high casualty crash history. Some of these roads are from outer metropolitan Sydney areas, and may be of increasing concern as they become more popular thoroughfares consistent with increasing population growth. Speed appears to be a key factor for some of these local roads, particularly those in country and semi -rural areas, where there tends to be fewer vehicles and lower levels of enforcement of road rules (and so drivers may be more willing to engage in risk-taking behaviours on these roads). This paper raises several key issues relevant to the management of local roads. In particular, management of road safety is complicated by distinctions between the 'legal' versus 'administrative' classification of a road. Greater consistency regarding road classifications would allow for more effective management of local roads, and would help to curb casualties on these roads. Solutions in terms of application of the highly successful NSW Multidisciplinary Road Safety Reviews are also considered.
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