Hobson's Bay Road Safety Strategy 2011-2013

HOBSONS BAY ROAD SAFETY STRATEGY
2011 2013
Hobsons Bay City Council, Road Safety Strategy 2011 - 2013
TABLE OF CONTENTS
1. Introduction..................................................................................................... 4 1.1 Rationale for the Road Safety Strategic Plan........................................... 4 1.2 Implementing and Monitoring the Plan..................................................... 4 2. Evaluation of the Previous Strategic Plan....................................................... 5 2.1 Effects of the Previous Strategy ............................................................... 5 2.2 Summary of Action Taken to Date ........................................................... 6 2.3 Safety Around Schools ............................................................................ 6
2.3.1 Other School-Related Issues...................................................................... 7
2.4 Speed Limits & Speeding......................................................................... 7 2.5 Safe Pedestrian Access to Community Facilities ..................................... 8 2.6 Older Drivers ............................................................................................ 8 2.7 Novice Drivers.......................................................................................... 9 3. Road Safety Strategy 2011 - 2013 ............................................................... 10 3.1 Introduction ............................................................................................ 10 3.2 Pedestrians ............................................................................................ 10 3.3 Cyclists .................................................................................................. 12 3.4 Motorcyclists .......................................................................................... 14 3.5 Car Drivers............................................................................................. 15 3.6 Car Passengers ..................................................................................... 17 4. Road Safety Strategy 2011 2013 .............................................................. 20 5. Appendix 1 - Achievements: Road Safety Strategic Plan 2008 2010 ........ 24 5.1 Table - Achievements: Road Safety Strategic Plan 2008 2010........... 25
4th Hobsons Bay Road Safety Strategic Plan Prepared by Michael Hull Road Safety Coordinator Hobsons Bay City Council
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2011 Hobsons Bay City Council A1385871
TABLE OF FIGURES
FIGURE 1:HOBSONS BAY: ALL CASUALTIES BY YEAR 2 ................................................................................. 5 FIGURE 2 HOBSONS BAY: %AGE OF SERIOUS INJURY FOR USER GROUPS BY YEAR ..................................... 6 FIGURE 3: HOBSONS BAY - PEDESTRIAN CASUALTIES BY YEAR ................................................................. 10 FIGURE 4: HOBSONS BAY 2005 2009: PEDESTRIANS KILLED OR SERIOUSLY INJURED ............................. 11 PER 1,000 POPULATION BY AGE GROUP .................................................................................................. 11 FIGURE 5: HOBSONS BAY 2004 2010: CYCLIST CASUALTIES BY YEAR ..................................................... 13 FIGURE 6: HOBSONS BAY 2005 2009: CYCLISTS KILLED OR SERIOUSLY INJURED .................................... 13 PER 1,000 POPULATION BY AGE GROUP .................................................................................................. 13 FIGURE 7: HOBSONS BAY 2004 2010: MOTORCYCLIST CASUALTIES BY YEAR ......................................... 14 FIGURE 8: HOBSONS BAY 2005 2009: MOTORCYCLISTS KILLED & SERIOUSLY INJURES ........................... 15 PER 1,000 POPULATION BY AGE GROUP .................................................................................................. 15 FIGURE 9: HOBSONS BAY 2004 2010: DRIVER CASUALTIES BY YEAR ...................................................... 16 FIGURE 10: HOBSONS BAY 2005 2009: DRIVERS KILLED OR SERIOUSLY INJURED ................................... 17 PER 1,000 POPULATION BY AGE GROUP .................................................................................................. 17 FIGURE 11: HOBSONS BAY CAR PASSENGER FATAL & SERIOUS INJURIES 2005 2009 BY GENDER ........... 18 FIGURE 12: HOBSONS BAY 2004 2010: CAR PASSENGER CASUALTIES BY YEAR ...................................... 18 FIGURE 13: HOBSONS BAY 2005 2009: CAR PASSENGER CASUALTIES 2005 - 2009 ................................. 19
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1. INTRODUCTION
1.1 Rationale for the Road Safety Strategic Plan
On average, over the five-year period from 2004 to 2010, every 4 months on roads in Hobsons Bay: 1 person was killed 28 people were hospitalised 45 people received injuries requiring treatment.
The impact of these deaths and injuries on families, friends and the broader community is incalculable. Serious road crash injuries often require months of rehabilitation and ongoing medical treatment disrupting families and causing financial difficulty. The costs to tax-payers and rate-payers are extremely high the total cost of each person killed in a crash has been estimated by the Bureau of Transport Economics 1 at $1 million. For each person seriously injured the total cost is $325,000, and, for other injuries, the total cost is about $11,600. Applying these estimates to the Hobsons Bay road toll for the 5 years to the end of 2010, accidents in Hobsons Bay have cost taxpayers, rate-payers and the community $166,983,600.00 Even small reductions in the road toll can free up millions of dollars that might be used for improving our infrastructure and providing better levels of service. Finally, the Road Safety Strategic Plan emphasises the need for an all-of-Council approach to road safety that involves the community in an ongoing and iterative process. Road safety is not simply about road signs. Cars do not stop for red traffic lights: drivers stop cars when they see red traffic lights. Fortunately, most drivers do stop for red lights, but the road crash statistics for Hobsons Bay show that drivers are not so careful in all circumstances. The Strategic Plan encourages community participation in the process of making our City safer. The Plan also encourages Council staff from every department to take road safety issues into consideration when issuing permits for new developments, setting up lane closures for road works and the like. Council staff should lead by example, driving cautiously and courteously at all times.
1.2
Implementing and Monitoring the Plan
Regular reviews of the Strategy are recommended, to help refine the approach and set new priorities in the light of experience and progress towards implementation. Councils Road Safety Coordinator is charged with the task of monitoring activities to ensure that implementation remains on track. The Road Safety Coordinator will report to Senior Management on any shortcomings in executing the Strategy.
1
Bureau of Transport Economics, Road Crash Costs in Australia, Report 102, Bureau of Transport Economics, Canberra, 2000
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2. EVALUATION OF THE PREVIOUS STRATEGIC PLAN

2.1 Effects of the Previous Strategy
In the period since 2003, the total number of persons injured on roads in Hobsons Bay has fallen significantly a 58% reduction from a high of 340 casualties in 2005 to a low of 199 casualties in 2010. This compares more than favourably with a reduction of 25.56% for total number of persons injured in the Melbourne Statistical Division over the same period.
Figure 1:Hobsons Bay: All Casualties by Year
2
Overall, in Hobsons Bay there has been a decline in all categories of road casualties from 2004 to 2010, as shown in Figure 1. The statistics indicate an upward trend for the 2008 calendar year. This statistical anomaly also exists in Melbourne Statistical Division data. The results reported in the last two paragraphs vindicate the Councils approach of ongoing interventions over a range of road safety issues. There remains room for considerably more improvement, in view of the statistic reported in Figure 2. Whilst considerable gain has been made in reducing crash involvement for drivers, car passengers and cyclists, motorcyclists and pedestrians remain at unacceptably high levels of risk. The effects of road trauma are not limited to those who are killed and injured. There are long-term emotional and health effects on those that are left behind. Moreover each road casualty represents a significant cost to the community if we can reduce the road toll, we will be able to invest more in City infrastructure thus improving the amenity of all Hobsons Bay residents.
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Figure 2 Hobsons Bay: %age of Serious Injury for User Groups by Year
2.2
Summary of Action Taken to Date
A detailed breakdown of actions taken under the previous Road Safety Strategy is contained in the Appendix to this report, headed, Achievements: Road Safety Strategic Plan 2008 2011. Councils road safety role involves a great deal of education and publicity. These activities are necessarily ongoing as new individuals enter the different target age cohorts. Many Council road safety activities involve third parties, such as the Education Department, VicRoads and Police; in these areas, Councils function is to advocate interventions by other agencies and to argue for appropriate funding to provide such interventions. In those areas of the strategy where Council is able to act unilaterally, such as minor road improvements, Council has substantially achieved the goals set in the Strategy. Major works, require prioritisation and funding and typically require a somewhat longer time for implementation. Perhaps the major experience derived from the 2008 2010 Strategy is the usefulness of integrating road safety considerations into Council activities more generally. The adoption of a Safer Vehicles Policy for Council in 2008 is an example of such interdepartmental cooperation. The remainder of this chapter addresses more important achievements during the currency of the 2008-2011 Strategy.
2.3
Safety Around Schools
The aim of this program is to maximise safety of children walking to and from schools. All schools in the municipality are audited annually to ensure that signage and line-marking are adequate and in reasonable repair.
VicRoads data was unavailable for 2010 and Victoria Police data has been interpolated to give an up-to-date understanding of crash trends.
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The period 2008 2011 saw the consolidation of several schools into Primary through Secondary institutions and the opening of one additional independent school. These changes involved the Council in substantial work in ensuring that schools with larger enrolments had adequate safety for larger numbers of pedestrians. The latter part of this period saw Commonwealth Government funding for new infrastructure in many schools. The Council was very much involved in ensuring safe joint use by builders, parents and school children of roads in the vicinity of schools. Councils Safety Around Schools program involves school staff and broader school communities in enhancing road safety for children in the vicinity of schools. Council promotes traffic safety education materials and programs within schools to foster awareness of the importance of safety. The Councils policy of zero tolerance for parking offences around schools is a means of stressing the importance that the Hobsons Bay Community places on safety of its school children.
2.3.1 Other School-Related Issues

There has been an increase in interest by schools in bicycle riding in the municipality. Bicycle riding is a means of improving the health and fitness of school-aged children and establishing an exercise regime that may continue into adult life. The Council, in association with RoadSafe Westgate Community Road Safety Council, continues to promote the VicRoads program, BikeEd in primary schools in the municipality. Schools signing up to the program have access to a range of curriculum documents that associate bicycle road safety with mainstream curriculum areas. The program is not simply academic as bicycles are made available to children who do not have their own bicycles to practise riding in a traffic free environment. In 2010 Hobsons Bay City Council assisted RoadSafe Westgate Community Road Safety Council in completely renovating its bicycle trailer and the bicycles it contains.
2.4
Speed Limits & Speeding
Hobsons Bay City Council has undertaken considerable work to encourage speed compliance on longer and wider residential streets. To do this parking and bicycle lanes have been painted; speed cushions have been installed and, in some cases, kerb outstands have been constructed to physically reduce the width of travelling lanes. Variable Message Signs equipped with radar are used to monitor traffic speed. These can also be activated so that the driver can see the speed of his/her vehicle. Downloaded speed data is checked and, where appropriate, Police are advised of problem speed areas.
There appear to be continuing problems with speed limit compliance along Millers Road (speed limit 60 k/h), Kororoit Creek Road (speed limit 70 k/h, east of Millers Road) and Blackshaws Road (speed limit 60 k/h). Variable Message signs are regularly employed Page 7
in these areas to remind drivers of speed limits and as a means of providing data to Police. During the period 2008 2010 additional strip shopping speed zones applications were made to VicRoads for Pier Street in Altona, and for Roads through JK Grant Reserve. A plan has been prepared for the establishment of a similar zone in the Williamstown Shopping Precinct. In 2010, the Council adopted a speed zoning guideline, Reducing the Risk. This guideline establishes speed zoning indicators for Council officers and provides strong community and political support for application to VicRoads for speed re-zoning within the municipality. Compliance with school zone speeds remain highly problematic on arterial roads and some local roads. There remains a need for VicRoads to negotiate an alteration in guidelines for speed enforcement to enable policing to occur in many smaller school zones. The Council has managed to extend the 40 kph speed zone on Bladin Street Laverton to incorporate the new Childrens Crossing serving St Martin de Porres Catholic School.
2.5
Safe Pedestrian Access to Community Facilities
Pedestrian safety is especially important around municipal and other community facilities because these are areas in which higher pedestrian movements can be expected. The term pedestrian includes persons in wheelchairs (whether motorised or not), people using mobility scooters and children riding toy vehicles (e.g. tricycles and skateboards). Councils Road Safety Coordinator has produced for VicRoads a publication addressing the use of motorised wheelchairs. A major problem for pedestrian safety is the infrequency of enforcement of pedestrian road rules. Many pedestrians simply are not aware that a whole section of road rules relates to pedestrians. The Councils Pedestrian Charter (2009) has formed a basis, along with OH&S considerations for the first phase of work to make the area around the Hobsons Bay Civic Centre more pedestrian-friendly. Council, in April 2011, installed a flashing light pedestrian facility on Mason Street, Newport at the intersection of Blenheim Road to service pedestrians accessing buses and students attending the nearby Williamstown High School (Blenheim Road Campus).
2.6
Older Drivers
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In an ageing society, older drivers are an issue of some concern. This concern is evidenced by the Report of the Parliamentary Road Safety Committee into older drivers released in late October 2003. Between the 2001 and 2006 censuses, the second fastest growing group in Hobsons Bay was those aged over 60 (6% growth), only exceeded by the 50-59 year age group (10% growth). Overall growth in the municipality over this period was only 0.5%. RoadSafe Westgate and Altona resident, Mr Leigh Hardinge, together with Hobsons Bay City Council have organised 8 Older Drivers Information Days during the reporting period. All have been well attended and evaluations have been highly positive. RoadSafe Westgate has funded the incidental costs whilst Police and VicRoads have funded the attendance of their officers. It is intended that these informative sessions will continue in 2011. Their continuation, beyond July 2011 will depend on alternative funding as VicRoads has altered the methodology it uses for community road safety funding. Older drivers are under-represented in crash involvement on a population basis. However, those over 75 years of age are over-represented when statistics are adjusted for kilometres driven. There is a substantial body of international research suggesting that much of this crash risk is an artefact of crash reporting systems which only reliably report casualty crashes. Since older people are more susceptible to injury than younger people, they are simply more likely to be injured if they are involved in a crash. Councils Road Safety Coordinator has been involved with VicRoads in the preparation of educative materials for older drivers. The Victorian Older Driver Handbook is regularly distributed gratis through Council Libraries and the Civic Parade offices. The increasing proportion of older drivers in the road user population means that continuing education and publicity aimed at health and driving skills is a necessity.
2.7
Novice Drivers
Novice drivers have long been identified as a group with high crash risk. Increasingly the elevated risk of novices extends to female as well as male drivers. Council has relied strongly on presentations of the VicRoads approved Keys Please program to secondary school students and their parents. This program encourages the involvement of parents in ensuring that Learner drivers get the maximum possible exposure to driving whilst supervised and before obtaining a probationary licence.
Keys Please is typically presented to year 9 and 10 students in secondary schools and to their parents. This program is desirable and should be continued. However, it does suffer from the drawback of being school-based and thus may not appeal to some students and is not readily available to those who have left school. To overcome this Page 9
shortcoming, Keys Please was offered to those no longer at school at the Altona Meadows Library complex. Hobsons Bay City Council and RoadSafe Westgate Community Road Safety Council have extended support to the Fit to Drive program. The Fit to Drive Foundation is chaired by Leigh Hardinge, ex-Mayor and Altona resident. The Foundation uses a peer education process, with senior welfare students from nearby universities as facilities of an extended discussion program, using resources from Police, SES and other emergency services to bring home to young people the risks of poor driving and the possible severe consequences to self, family and friends.
3. ROAD SAFETY STRATEGY 2011 - 2013

3.1 Introduction
The 2011 to 2013 Road Safety Strategic Plan is informed by the latest available crash statistics available from VicRoads. Unfortunately the latest statistics at the time of writing are for 2009. As a consequence, crash analysis for this Strategy is based on the 5 years until 31 December 2009. Where possible, Police data has been interpolated into VicRoads data to give a more up-to-date picture. The following analyses provide a statistical basis for the 2011 2013 road safety strategy.
3.2
Pedestrians
Fatal pedestrian crashes have remained relatively stable over the seven year period. Moderate increases in Overall, there have been crashes in which pedestrians were sent to hospital and those in which they required medical treatment. Although reliable data is not available, it seems probable that some of this increase could be attributed to significant increases in the use of public transport and associated pedestrian activity. It is clear that more work is required to reduce pedestrian crash risk. The following figure provides further information which will assist in directing activities designed to reduce pedestrian crash risk.
Figure 3: Hobsons Bay - Pedestrian Casualties by Year
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Figure 4: Hobsons Bay 2005 2009: Pedestrians Killed or Seriously Injured per 1,000 Population by Age Group
In general terms, pedestrians of primary school age at the highest risk. Secondary school aged males also have an elevated risk along with elderly males (60 74 years). An emerging trend that will require attention is the substantial risk to which women of 75 years and over. As the aged population increases, it can be expected that women over age 75 will significantly outnumber men of that age group and that, without intervention
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The numbers of elderly women involved in serious of fatal pedestrian crashes will escalate. The data indicate that a pedestrian road safety strategy should concentrate on those of school age and those aged 60 or more. A major problem with all categories of unprotected road users is that they are not required to carry identification. This makes the Police enforcement task extremely difficult. Police need some confirmation of identity in order to issue an Infringement Notice, the only rational alternative being arrest. As a consequence, Police are often reluctant to enforce the Rules. Without enforcement, education and engineering interventions are not so effective.
3.3
Cyclists
Unlike protected road users (cars, etc), over the period 2004 to 2010, casualty crashes involving cyclists have not seen the significant decreases that have been observed for drivers. This is shown in Figure 5. The difference may, at least in part, be explained by the dramatic increase in cycling and the accompanying increase in bicycle lanes and paths over recent years. It is clear from Table 6 that people of secondary school age 13-15 years of age are at high risk. At even higher risk, however, are those 40 to 60 years of age. In both these at-risk groups males are at substantially higher risk than females. The peak for middle aged cyclists is similar to that for middle-aged motorcyclists. There is unfortunately little research bearing on crash involvement of cyclists, but it would be possible to hypothesise an aetiology similar to that proposed with regard to motorcyclists. Middle-aged people opt to return to cycling as a way of staying fit and perhaps reducing costs and do so, relying on the skills they developed as children or teenagers, without taking into account massive increases in vehicle numbers, new road law and changes in the design and operating characteristics of bicycles. There is quite specific road law governing the behavior of cyclists. It is either unknown or ignored. The VicRoads education programs BikeEd (for primary students) and CycleOn (for secondary students) provide some information on bicycle road law. The uptake of these courses by local schools needs further encouragement. Unfortunately these VicRoads courses do not affect the on-road behavior of adults. Even more unfortunately, adults blatantly disregarding their own safety and the law provide a very poor example to child cyclists.
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Figure 5: Hobsons Bay 2004 2010: Cyclist Casualties by Year
A major problem with all categories of unprotected road users is that they are not required to carry identification. This makes the Police enforcement task extremely difficult. Police need some confirmation of identity in order to issue an Infringement Notice, the only rational alternative being arrest. As a consequence, Police are often reluctant to enforce the Rules. Without enforcement, education and engineering interventions are not so effective.
Figure 6: Hobsons Bay 2005 2009: Cyclists Killed or Seriously injured Per 1,000 Population by Age Group
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3.4
Motorcyclists
Like cyclists and pedestrians, motorcyclists are unprotected road users. As unprotected road users, in the event of a crash, motorcyclists will suffer more serious injuries than the occupant of a four wheeled vehicle in a crash where the forces are similar. Statewide, motorcyclists have a serious injury rate 34 times higher than that of car occupants and a fatality rate 4 times higher than all road users combined 3. In Hobsons Bay in the period 2004 to 2010, other injuries (not requiring hospitalization) have trended downwards and, consequently total injuries have shown a decrease. There are, fortunately, too few fatal crashes on which to assess a trend, however, serious injuries, over the same period have trended upwards. Moreover, motorcyclists have quite different crash characteristics than other road users. The Transport Accident Commission reported that in 2007 47% of the motorcyclists killed in Victoria were involved in single vehicle crashes. This was confirmed by Hull (2008) who found that, analysing Definitions Classifying Accidents for the period 2002 2007, motorcyclists were under-represented, compared with other vehicles in two and multiple vehicle crashes and over-represented in off road on straight and off road on curve crashes which are single vehicle crashes and that this was the case in both metropolitan and rest of Victoria locations4.
Figure 7: Hobsons Bay 2004 2010: Motorcyclist Casualties by Year
Reid, G & Hull, M, Assessing Motorcycle-Friendliness of Roads, paper to RoadSafe Conference, 2009, Melbourne, 2009 4 Hull, M., Towards Motorcycle Safety, paper presented to Saferoads 2008 Conference (2008)
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Figure 8: Hobsons Bay 2005 2009: Motorcyclists Killed & Seriously Injures Per 1,000 Population by Age Group
Figure 8 shows the age distribution of fatal and serious motorcycle crashes. Almost all of these crashes involved male riders. The most at-risk group remains the novice group those between 18 and 29 years - with a second peak for those in their thirties and forties. There is now quite reliable psycho-neurological evidence that those under age 25 have less developed mental capacity to perceive hazards and this explains their generally higher involvement in road crashes. Motorcycles are more difficult to operate than cars, balance and differential manual front and rear brakes being two examples. Victoria is now one of the few remaining States that do not mandate off-road training before granting a motorcycle licence. A better licensing system would assist novices is being more competent before riding on public roads. Parents and carers of novices need to be aware of the much greater risk that motorcycle riding imposes. The disturbing number of mature adults being injured on motorcycles suggests older men returning to motorcycling after some years of not riding them. The real danger of assuming that motorcycles, the riders biology, traffic density and road rules have not changed in the intervening years is a recipe for disaster and one that needs to be addressed.
3.5
Car Drivers
There has been a substantial decrease in all levels of injury to drivers involved in crashes in Hobsons Bay in the period 2004 to 2010. Unfortunately there is no reliable
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Data on non-injury crashes, so it is extremely difficult to determine whether the overall decrease in injury crashes is the result of generally more careful driving. It is probable, however that increasing levels of passive safety built into modern cars and traffic calming infrastructure within the municipality explain much of the decrease in injury crashes. Hoon driving remains a matter of concern and generates a significant number of complaints to Council officers. Traffic calming infrastructure can reduce hoon incidents in hot-spots, but cannot remove the problem, often simply displacing the behaviour. Whilst vehicle confiscation legislation has undoubtedly assisted in addressing the more severe forms of the anti-social behaviour, the period for which a car is impounded for first and second offences would appear inadequate.
Figure 9: Hobsons Bay 2004 2010: Driver Casualties by Year
When crash data for drivers of the different age groups is adjusted for the number of that age group in the Hobsons Bay population, we derive an indication of where it is appropriate to concentrate our road safety effort. Clearly the most at-risk group are those aged between 18 and 22, followed by those in their forties. It should be noted that older drivers have a quite low population-adjusted casualty crash risk.
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Figure 10: Hobsons Bay 2005 2009: Drivers Killed or Seriously Injured per 1,000 Population by Age Group
3.6
Car Passengers
Overall, the total number of car passenger casualties has decreased over the period 2004 2010. Although trending downwards, the other injury indicates a slight upward trend between 2009 and 2010. This prompts the conclusion that total crashes are not decreasing, but that improved vehicle technology and road environments decrease the extent of trauma in those crashes that do occur. Reference to Table 13 highlights a particularly disturbing fact: adult women are at substantially higher risk of fatal or serious injury as passengers in motor vehicles. Given the strong relationship of casualty crashes with excessive speed and driver alcohol consumption, there is a strong case to be made for interventions that encourage women to decline to travel with drivers whom they know are intoxicated or who ignore speed limits.
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Figure 11: Hobsons Bay Car Passenger Fatal & Serious Injuries 2005 2009 by Gender
Figure 12: Hobsons Bay 2004 2010: Car Passenger Casualties by Year
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Figure 13: Hobsons Bay 2005 2009: Car Passenger Casualties 2005 - 2009
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4. ROAD SAFETY STRATEGY 2011 2013

ID No 1.1 Issue Pedestrians Strategy Safety Around Schools Traffic safety education in schools Encourage safe walking of children Encourage safe walking of adults Older pedestrian Safety Safety in Activity Areas Road Rules Enforcement Tactics Periodical review of parking restrictions and traffic movement; Ongoing issuance of warning notices and zero tolerance enforcement. Encourage school awareness of and adoption into syllabi of traffic Safety Education materials. Promote and support Government health initiatives walking & cycling; Promote community appreciation of pedestrians as road users. Support Walk to Work Days; advocate walk & ride programs; Pedestrian Road Rules publicity Provide older pedestrian seminars on request; undertake on-road education campaigns; disseminate pamphlets Prepare schemes for 40 kph zones in areas of high pedestrian activity; monitor activity areas for possible safety interventions. Encourage Police enforcement of pedestrian road rules; Desired Outcomes Reduce traffic congestion, improve conspicuity of children; education of local residents, parents and school children; parking restrictions compliance Greater teacher participation in safety around schools Reduce Traffic Congestion near schools; encourage walking to school as community health measure; encourage community integration with school. Reduce traffic congestion and pollution; Walking perceived as health activity; Responsibilities Local Laws Dept. Road Safety Coordinator Victoria Police VicRoads Road Safety Coordinator HBCC Community Services; Road Safety Coordinator; State Government HBCC Community Services; Road Safety Coordinator; State Government Road Safety Coordinator; Victoria Police; VicRoads HBCC Traffic & Transport; Road Safety Coordinator Victoria Police; VicRoads; Local Laws
1.2
1.3
1.4
1.5
Reduce older pedestrian road toll
1.6
Improve access to community facilities; reduce pedestrian road toll.
Reduce pedestrian road toll; encourage appreciation of pedestrian as road user.
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ID No 2.1
Issue Cyclists
Strategy Safer Bicycle Access
2.3
Bicycle Friendly Schools Road Rules Enforcement
2.4
Tactics Continue roll-out of on-road bicycle lanes; monitor road markings for bicycle lanes; continue improvement to off-road bicycle paths. Encourage school-uptake of VicRoads bicycle school programs; encourage adoption of school police no helmet no bike; Encourage Police enforcement of cyclist road rules; discuss with stakeholders ways of reducing bicycle theft and providing cyclist identification
Desired Outcomes Reduce cyclist road toll; improve attractiveness of cycling as alternative to polluting forms of transport. Reduce cycling road toll; encourage appreciation of cyclist as road user;
Responsibilities VicRoads; Bicycle Victoria; HBCC Traffic & transport. Road Safety Coordinator; school staff; VicRoads.
Reduce cycling road appreciation of cyclist encourage compliance.
toll; encourage as road user;
Road Safety Coordinator; HBCC Traffic & Transport; VicRoads; Victoria Police.
ID No 3.1
Issue Motorcyclists
3.2
3.3
Strategy Safer Motorcycle Access Motorcycle Environment Engineering Motorcyclist Enforcement
Tactics Continue monitoring of road surfaces for loose material. Ensure that motorcycle operation requirements are considered when organising road works Encourage Police enforcement of cyclist road rules; discuss with stakeholders ways of reducing bicycle theft and providing cyclist identification Promote awareness of young people and parents about relatively high crash risk of motorcycles; Encourage older adults returning to motorcycling to undertake rider training.
Desired Outcomes Reduce motorcyclist road toll, especially single vehicle crashes. Reduce number of crashes resulting from less forgiving road environments Reduce motorcycling road toll; encourage appreciation of cyclist as road user; encourage compliance. Reduce motorcycle road toll; improve safety awareness
Responsibilities HBCC Traffic & transport, CityWide Road Safety Coordinator; VicRoads, HBCC Capital Works & Assets ID No
Issue
3.4
Motorcyclist Education
Road Safety Coordinator; Honda Rider Training; RoadSafe Westgate; VicRoads
Cyclists
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ID No 4.1
Issue Car Drivers
Strategy Speed & Speeding
4.2
Hoon driving
4.3
Safer Vehicles
4.4
Safer Drivers
4.5
Occupant Restraints
4.6
Unlawful Parking
Tactics Deploy Variable Message Boards in areas of speeding; cooperate with Police in identifying and treating areas of concern; associated publicity Monitor police and resident complaints; implement minor works; encourage police enforcement; maintain HBCC Local Law provisions. Improve Councils Safer Vehicles nd policy with a view to ensuring that 2 hand vehicles sold by Council have inherent high safety; promote this policy to Hobsons Bay industries & residents. Implement a Council Safer Drivers policy for internal OH&S and legal liability purposes; promote this policy to Hobsons Bay industries & residents. Encourage parents to be aware of and upgrade child restraints to the 2009 standards; Encourage awareness of driver responsibility for the restraint of all vehicle occupants. Encourage community understanding of inconsiderate and illegal parking as being socially unacceptable Continue commitment to Senior Driver Expo at Victoria University Continue commitment to providing Keys Please and Fit to Drive programs in secondary schools
Desired Outcomes Reduce severity of crashes caused by excessive speed
Reduce risk to road users caused by Hoon behaviour; improve residential amenity.
Provide quality OH&S for HBCC workers; reduce injury severity to all road users in the event of a crash. Promote this policy to others in the municipality.
Responsibilities Road Safety Coordinator; HBCC Local Laws; Victoria Police; RoadSafe Westgate Road Safety Coordinator; HBCC Local Laws; Victoria Police; RoadSafe Westgate Road Safety Coordinator; RoadSafe Westgate; CityWorks.
Provide quality OH&S for HBCC workers; reduce potential for crashes. Promote this policy to others in the municipality. Reduce injury severity in event of a crash
Road Safety Coordinator; RoadSafe Westgate; CityWorks. Road Safety Coordinator; HBCC Community Services; Victoria Police; RoadSafe Westgate. Road Safety Coordinator; HBCC Local Laws; Victoria Police; HBCC Customer Service. Road Safety Coordinator; Victoria Police; VicRoads; RoadSafe Westgate. Road Safety coordinator; Victoria Police; Emergency Services Victoria;
Improve safety for all road users; decrease number of conflict situations.
4.7
Older Drivers
Improve safety awareness of older drivers
4.8
Novice Drivers
Improve novice driver road rules compliance & reduce crash risk
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ID No 5.1
Issue Car Passengers
Strategy Adult female passengers Child Passengers
5.2
Tactics Empower female passenger to refuse lifts from intoxicated or speeding drivers Educate drivers about new child restraint rules
Desired Outcomes Reduce involvement of adult females as passengers in crashes. Reduce child passenger road toll
Responsibilities Road Safety Coordinator; RoadSafe Westgate; Victoria Police. Road Safety Coordinator; HBCC Childrens Services; RoadSafe Westgate; VicRoads
ID No 6.1
Issue Drugs Alcohol
&
Strategy Monitor Liquor Licence Applications
Tactics Intervene where appropriate to restrict of oppose the issue of inappropriate liquor licences
Desired Outcomes Reduce drink-driving; restrict capacity for additional alcohol, especially by young partygoers.
Responsibilities Road Safety Coordinator
ID No 6.1
Issue Broader West of Melbourne
Strategy Support RoadSafe Westgate
Tactics Promote road safety activities across Melbournes west
Desired Outcomes Improve road safety broader area
awareness across
Responsibilities Road Safety Coordinator
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5. APPENDIX 1 - ACHIEVEMENTS: ROAD SAFETY STRATEGIC PLAN 2008 2010
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5.1
ID No 1.1 Issue Pedestri ans
Table - Achievements: Road Safety Strategic Plan 2008 2010

Tactics Periodical review of parking restrictions and traffic movement; Ongoing issuance of warning notices and zero tolerance enforcement. Desired Outcomes Reduce traffic congestion, improve conspicuity of children; education of local residents, parents and school children Outcomes Ongoing monitoring of areas around schools and parking restriction compliance. Much expanded workload because of school consolidation and numerous major school construction activities. New Childrens Crossings established, Grieve Pde, Altona, Civic Pde, Altona. Pedestrian Operated Signals installed on Kororoit Creek Rd Ferguson Street roundabout; Pedestrian operated signals installed, McArthurs Road, Altona Nth. Fit 2 Drive and Keys Please programs undertaken in all public and most private secondary schools. Continued development and distribution of personalised pamphlets re legal parking areas. New Safety Around Schools pamphlets developed. Walking School Bus program funding discontinued by VicHealth. HBCC offer of continuing technical support to schools continuing without financial support. New signage on the narrow Road-over rail Cole Street bridge with an order placed for speed cushions near the pedestrian entrances near the crest of the bridge. Continued roll-out of speed cushions in areas with high pedestrian activity. Pedestrian Road Rules pamphlet developed and distributed; pedestrian crossing installed across Champion Road, Williamstown North, near Kororoit Creek Road. Ongoing program to introduce 40 kph zones in activity areas used by older persons. Continuing publicity.
Strategy Safety Around Schools
1.2
Traffic safety education in schools
Encourage school awareness of and adoption into syllabi of traffic Safety Education materials.
Improve school appreciation of and childrens knowledge of road law and safe behaviour
1.3
Encourage safe walking of children
Promote and support Walking School Bus programs; Promote community appreciation of pedestrians as road users.
Reduce Traffic Congestion near schools; encourage walking to school as community health measure; encourage community integration with school.
1.4
Encourage safe walking of adults
Support Walk to Work Days; advocate walk & ride programs; Pedestrian Road Rules publicity
Reduce traffic congestion and pollution; Walking perceived as health activity;
1.5
Encourage Safe walking of older pedestrians
Deliver WalkSafe and similar older person pedestrian safety programs; Promote community appreciation of pedestrians as road users.
Reduced involvement of elderly pedestrians in crashes; community involvement in safety for all road users
Page 25
ID No 1.6
Issue Pedestri ans (Contd)
Strategy Community Pedestrian Safety
Tactics Monitor crash statistics for pedestrian black spots; implement reduced speed zones in areas of high pedestrian activity; advocate installation of road furniture and signs to improve driver caution & to increase separation between pedestrians and motor vehicles
Desired Outcomes Reduced pedestrian crash risk; More pedestrian-friendly environment; greater community identification
2.1
Cyclists
Bicycle separation
lane
2.2
Safe routes
Cycling
2.3
Bicycle Education Bicycle helmet enforcement
In new works and reconstruction works implement physical or spatial separation between cyclists and motor traffic, where possible Cycle paths and lanes designed where possible so as not to lead cyclists into traffic conflict; cycling paths & trails to provide reasonably direct route. Promote BikeEd in Hobsons Bay Schools BikeEd Schools to adopt No Helmet No Bike policy for funding; Encourage enforcement by Police Bicycle Unit. Encourage Police to enforce bicycle lighting; promote Bicycle Victoria bicycle lighting programs
Decreased cyclist crashes; increased safety margin thus encouraging cycling.
Outcomes Pedestrian operated signals installed, Kororoit Creek Rd, near Ferguson Street, McArthurs Rd, Altona Nth; Application to VicRoads for 40 kph zone in Altona Village submitted; application for40 kph zone in Williamstown retail precinct in preparation; pedestrian outstands on The Esplanade, Williamstown. Council approved Speed Zone Guidelines, Reducing the Risk in 2010. Already VicRoads approval has been received for the establishment of a 40 kph zone on roads within JK Grant Reserve. Green surface treatment at a high risk location: Mason & McIntosh Streets, Altona North;
Decreased cyclist crashes; increased safety promoting cycling. Cyclists using designated lanes & paths Increased cycling to school and less traffic congestion around schools; increased cyclist safety Decreased cyclist crash injuries
2.4
Laverton Creek Trail extension; Maintenance and refreshing of bicycle lanes on roads throughout the municipality as an ongoing program. Major shared path development on Hyde Street & Douglas Parade. The school programs BikeEd (primary) and Cycle On (secondary) continue to be offered throughout Hobsons Bay. Bicycle Safety pamphlet, prepared during the last Strategys lifetime continues to be distributed at cycling events Very limited success. Problem with younger children and enforcement difficulty with no requirement to carry ID when riding
2.5
Bicycle lighting enforcement
Decreased cyclist crashes
Page 26
ID No 2.7
Issue Cyclists (Contd) Motorcyc lists
Strategy Cycle Crash Monitoring Motorcyclesensitive road furniture
3.1
Tactics Evaluate cycle crashes to detect multiple crash sites & environmental factors Review existing and assess proposed road furniture to ensure it does not create hazards for motorcyclists Promote rider training for new and returning motorcyclists.
Desired Outcomes Decreased cyclist crashes; increasing cycle-friendly roads Reduced motorcycle crash risk
Outcomes Despite reported increased usage, numbers are low, relative to usage.
crash
3.3
Motorcyclist Education
Better trained motorcyclists
3.4
Motorcycle Publicity Crash Monitoring
Promote awareness of issues related to motorcycle crashes. Investigate motorcycle crash locations, especially sites of multiple crashes;
Safety Aware motorcyclists
3.5
More motorcycle sensitive road environments
3.6
Promote use of safety equipment
4.1
Cars
Advocate full or partial control traffic lights
Promote protective clothing for motorcyclists both on-road and off-road; promote helmet wearing both on-road and off-road. In crash evaluation, consider potential for conflicting turning movements.
Reduced injuries resulting from motorcycle crashes
R&D undertaken with Maribyrnong with partial funding from SafeRoads indicates gravel surrounding road furniture to be a problem. Now monitored and reported for sweeping. Reported at RoadSafe Conference 2009. In association with Honda Australia Rider Training and RoadSafe Westgate, conducted Annual Rider Awareness Days. These were extremely well attended. Distribution of Council and RoadSafe Westgate Pamphlet, Thinking About Motorcycling. Local publicity of Motorcycle Awareness Days. Research project undertaken in 2009-2010 in association with Maribyrnong City Council involved identifying most dangerous motorcycle black-spots and black-lengths and developing simple treatments. Paper describing the process delivered to RoadSafe Conference 2009. In association with HART and RoadSafe Westgate provided prizes of safety clothing as incentive for attendance at Motorcycle Training. Most major intersections already treated. Metering lights installed on the western approach to the roundabout at Kororoit Creel Road and Millers Road.
Reduced intersection conflict.
Page 27
ID No 4.3
Issue
Strategy Daylight running lights Off-ramp congestion warning Vehicle Safety Equipment
4.4
.4.5
4.6
Occupant Safety Devices
Tactics Promote use of daylight running lights or headlights on Council and commercial vehicles Promote installation of off-ramp congestion warning lights on freeway6s Encourage purchase of vehicles with high safety ratings; encourage safety updates of Australian Design Rules Promote continuous use of seat belts; Promote use of appropriate child restraints Continue campaign to ban bullbars in urban areas Maintain monitoring of speed zone compliance; deploy radar detection and speed display devices; cooperate with police to enforce speed compliance Promote Police Dob-in-a-hoon hotline: Publicise importance of lane-keeping; Deter stop line creep behaviours Monitor crash involvement, especially multiple crash sites; investigate factors that contribute to crashes Promote awareness of heavy vehicles time to stop and overtaking behaviour; Promote significance of Do Not Overtake Turning Vehicle signs.
Desired Outcomes Increased vehicle conspicuity; crash risk reduction Reduced risk of high speed rear-end crashes Increased standards vehicle safety
Outcomes HBCC Vehicle Guidelines now recommend purchase or rental of vehicles with automatic headlights. VicRoads is aware of the problem.
HBCC Vehicle Guidelines now recommend purchase or rental of vehicles with 5-star safety ratings. Major campaign via Childrens Services to acquaint new parents with Road Rules child restraint changes. Discounts offered to parents to check or install compliant child restraints. Campaign conducted photographing illegal bullbars and requesting police to intervene. Ongoing cooperation with TMU Williamstown to deploy speed detection devices in areas identified as excessive speed areas. Major campaigns mounted in school zones. With RoadSafe Westgate and using Council website and Pelican Post promoted Dob-in-ahoon. Ongoing publicity to foster community intolerance of unsafe driving. This is an ongoing issue. It has resulted in the installation of intersection platforms and establishment of speed humps on approach to stop signs and pedestrian facilities. Continued distribution of pamphlet Sharing the Road with Heavy Vehicles.
Improved occupant safety
4.7 4.8
Bull-bars Speed Speeding &
Improved occupant and pedestrian safety Reduce injury level of crashes, especially pedestrian crashes
4.9
Deter risk-taking behaviour
Ensure conspicuity of pedestrians and lane clearances for turning vehicles Detect and remediate crash causation factors
4.10
Crash monitoring
5.1
Commer cial Vehicles
Sharing with vehicles
roads heavy
Reduce crashes
car-heavy
vehicle
Page 28
ID No 5.2
Issue
Strategy Tail-gating cutting-in
and
5.3
Speed Speeding
&
5.4
Fatigue
5.5
Dangerous Parking
6.1
Buses
Bus Stop Placement
6.2
Bus Stop Safety
6.3 6.4
Buses departing stops Promote safe School Bus use
Tactics Promote road-sharing attitude of heavy vehicle drivers; deter inappropriate lane changes; deter dangerous overtaking Promote awareness of & compliance with speed zones; enforce speed limits against commercial vehicles (including trades vehicles & taxis); cooperate with police in identifying hot-spots. Promote awareness of causes, early symptoms of fatigue & appropriate coping strategies. Promote awareness of dangerous parking practices; enforce minimum parking safety standard Advocate temporary bus stop placement away from road works; Advocate permanent bus stop placements on opposite sides of road to enable installation of pedestrian facilities where warrants are met. In new developments and major reconstructions, construct bus stop facilities to deter passengers crossing roads in front of stopped bus Foster appreciation of Give Way to Bus signs Promote Getting There Safely to secondary schools
Desired Outcomes Reduced car-heavy crashes
vehicle
Responsibilities Distributed pamphlet Sharing the Road with Heavy Vehicles.
General compliance with speed restrictions
Ongoing work with Victoria Police targeting speeding. Deployment of Variable Message boards in areas where speeding is a concern.
Reduced commercial crash risk
vehicle
Increased conspicuity for other road users
Increased passenger safety; increased following traffic safety
Distributed VicRoads material regarding speeding; supported RoadSafe Easter antifatigue campaigns Ongoing campaign: in association with Local Laws, Police and VicRoads TSS, monitor heavy vehicle parking and advocate enforcement where appropriate. Ongoing project to ensure bus stops are separated from road works and other ongoing situations where visibility is restricted.
Increased passenger safety
Ongoing project to ensure that bus stops on opposite sides of the road are located to ensure that passengers crossing roads are not obscured by buses. Undertaken as part of Heavy Vehicle program. HBCC supports RoadSafe Westgate in the proliferation of this program.
Increased passenger safety, decreased rear end crashes Improve bus passenger safety
Page 29
ID No 7.1
Issue Alcohol & Drugs
Strategy Passengers Drink-drivers
of
7.2
Liquor Licensing
Tactics Encourage passengers to refuse to drive with drink-affected drivers Monitor Liquor Licence applications and permit conditions; Assist Police with traffic management of booze and drug bus installations Require persons serving liquor in Council premises to use staff trained in Responsible Serving of Alcohol; Promote Looking After Our Mates program for clubs. Leases and hirers of Council owned premises required to refuse alcohol service to under age persons and to actively deter drug sale and use. Council requires moderation of its official representatives; Council provides taxi vouchers in appropriate situations
Desired Outcomes Reduce injuries to passengers of drink-drivers Improved resident amenity; uncongested access in local streets; reduction of crime and unsafe driving. Ensure safety of alcohol & drug enforcement operations Reduce Council exposure to liability; ensure compliance with legislation
Responsibilities Ongoing negotiations with TAC, VicRoads, RoadSafe Westgate to achieve this objective. In association with HBCC Planning Dept, oppose 24 hour licences.
7.3
Drug & Alcohol enforcement Alcohol on Council premises
Depot staff regularly assist Police in the establishment of random breath test locations. Enquiries continue to locate appropriate devices and ongoing maintenance at an appropriate price.
7.4
7.5
7.6
Under Age service of alcohol, sale and distribution of drugs Council policy on staff representing Council at functions where alcohol is served
Reduce Council exposure to liability; ensure compliance with legislation
Australian Drug Foundation presentation Looking After Our Mates staged at sporting clubs each year. HBCC has actively promoted this program by mailouts to local sporting associations. HBCC policy provides limited assistance in respect of official functions.
Reduce Council exposure to vicarious liability
Page 30

Hobson&#39;s Bay Road Safety Strategy 2011-2013

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HOBSONS BAY ROAD SAFETY STRATEGY

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Implementing and Monitoring the Plan

2011 Hobsons Bay City Council A1385871

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

2. EVALUATION OF THE PREVIOUS STRATEGIC PLAN

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Summary of Action Taken to Date

Safety Around Schools

2011 Hobsons Bay City Council A1385871

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

2.3.1 Other School-Related Issues

Speed Limits & Speeding

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Safe Pedestrian Access to Community Facilities

2011 Hobsons Bay City Council A1385871

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

3. ROAD SAFETY STRATEGY 2011 - 2013

Figure 3: Hobsons Bay - Pedestrian Casualties by Year

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Figure 5: Hobsons Bay 2004 2010: Cyclist Casualties by Year

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

4. ROAD SAFETY STRATEGY 2011 2013

Reduce older pedestrian road toll

Improve access to community facilities; reduce pedestrian road toll.

Reduce pedestrian road toll; encourage appreciation of pedestrian as road user.

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Strategy Safer Bicycle Access

Bicycle Friendly Schools Road Rules Enforcement

Reduce cycling road appreciation of cyclist encourage compliance.

toll; encourage as road user;

Strategy Safer Motorcycle Access Motorcycle Environment Engineering Motorcyclist Enforcement

Road Safety Coordinator; Honda Rider Training; RoadSafe Westgate; VicRoads

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Issue Car Drivers

Strategy Speed & Speeding

Desired Outcomes Reduce severity of crashes caused by excessive speed

Improve safety awareness of older drivers

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Issue Car Passengers

Strategy Adult female passengers Child Passengers

Issue Drugs Alcohol

Strategy Monitor Liquor Licence Applications

Responsibilities Road Safety Coordinator

Issue Broader West of Melbourne

Strategy Support RoadSafe Westgate

Tactics Promote road safety activities across Melbournes west

Desired Outcomes Improve road safety broader area

Responsibilities Road Safety Coordinator

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

5. APPENDIX 1 - ACHIEVEMENTS: ROAD SAFETY STRATEGIC PLAN 2008 2010

Hobsons Bay City Council, Road Safety Strategy 2011 - 2013

Table - Achievements: Road Safety Strategic Plan 2008 2010

Hobson's Bay Road Safety Strategy 2011-2013

Hobson's Bay Road Safety Strategy 2011-2013