Stonnington Road Safety Policy 2008-2017

7/31/2019 Stonnington Road Safety Policy 2008-2017

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THE CITY OF STONNINGTON

ROAD SAFETY POLICY

2008 2017


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TABLE OF CONTENTS

ROAD SAFETY POLICY 2008 2017; POLICY STATEMENT 3

1. INTRODUCTION 4

1.1 Purpose 4

1.2 Vision Zero 41.3 The City of Stonnington and its Community 51.4 The Road System within the City of Stonnington 61.5 Delivering the Policy 61.6 Funding the Policy 71.7 The Process 7

2. ROAD SAFETY ACTIVITIES2001-2007 8

2.1 Introduction 82.2 Achievements 2001-2007 82.3 Results; arrive alive! 9

3. ROAD SAFETY OVERVIEW 2001-2006 11

3.1 Introduction 113.2 The number of road users killed or injured 113.3 The number of road users killed or injured; road user groups 113.4 Ages of members of road user groups killed or injured 133.5 Location of crashes 153.6 Casualty Crashes in Stonningtons Strip Centres 173.7 High-risk Behaviour / Road Safety Issues 183.8 Implications of the Road Safety Overview 2002-2006 19

4. FUTURE ACTIONS 20

5. DELIVERY OF THE POLICY 21

5.1 Introduction 215.2 Safer roads and roadsides 215.3 Safer Vehicles 215.4 Safer road users (behavioural programs) 225.5 Funding Applications 23

6. EVALUATION & REVIEW 24

6.1 Rationale 246.2 Review / Evaluation 246.3 Accountability 246.4 On-going Delivery 24


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ROAD SAFETY POLICY 2008 2017;

POLICY STATEMENT

Introduction

The City of Stonningtons Road Safety Policy 2008 2017 delivers actions in theSustainability and Wellbeing Strategic Objectives of the Council Plan 2007 2011.

The Road Safety Policy complements other Council plans and policies including:

Sustainable Transport Policy Road Management Plan Municipal Early Years Plan Community Safety Plan Youth Strategy and Action Plan Driver Handbook Light Motor Vehicle Policy

Other documents that support this Policy are: Councils Transport and Parking Works Programs Councils Infrastructure Services Works Programs

This Policy should be read in conjunction with arrive alive! 2008 2017 the VictorianGovernments Road Safety Strategy.

Rationale

Council has a Vision Zero approach to road safety. Vision Zero is the ethical value whichstates that we should not accept any fatalities or serious injuries resulting from road crashesas being inevitable.

Approach

Council will work with other road safety stakeholders including Victoria Police, VicRoads and

RoadSafe Inner South Eastern as well as local schools, businesses and community groupsto achieve its Vision Zero goals.

The Victorian Governments Road Safety Strategy arrive alive! 2008-2017 complementsCouncils road safety rationale. The Victorian Governments strategy incorporates the SafeSystemapproach. Council will utilise the Safe Systemframework to achieve its Vision Zerogoals by delivering actions in three main areas:

1. Safer roads and roadsides; improving the infrastructure of roads and roadsides toreduce the likelihood of crashes, and the likelihood of death or serious injury where acrash does occur.

2. Safer vehicles; increasing the proportion of vehicles that have high standard safetyfeatures

3. Safer road users; increasing the safe behaviour of road users within the municipality

In line with arrive alive! 2008-2017 Council will document and implement three, three-yearaction plans. Actions delivered will be evidence based and will address local crash data andlocal road safety issues.

Aim

In line with arrive alive! 2008-2017, Council aims to reduce the road related fatalities andserious injuries in the Municipality by 30% over the ten year life of the Road Safety Policy.This will save one life and prevent 47 serious injuries.


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1. INTRODUCTION

The Road Safety Policy 2008 2017 replaces Councils previous Road Safety Policy 2001-2005. The intention is to make the revised Policy a fluid and adaptable document that willmeet the changing road safety issues within the City of Stonnington. Council is aware forexample, of the increasing number of vehicles on roads in Victoria in general and themunicipality in particular. Council will monitor increases in the number of vehicles on roads inthe municipality and will review future road safety action plans based on information

obtained.

Council is also aware of the fact that many road crashes involve commuters passing throughthe City, and visitors to entertainment precincts including Chapel Street, Toorak Road andMalvern Road. Council will deliver a number of behavioural programs that will encourageroad users to share the road system in the municipality safely and responsibly, and withconsideration for other road users.

Behavioural road safety programs will aim to make a positive contribution at the local level, toroad safety programs and strategies delivered by Council its Road Safety partners includingVicRoads, TAC and Victoria Police. Council is mindful of its role in supporting Federal and

State behavioural road safety programs at the local level. While Councils road safetyprograms will support programs delivered by State and Federal Governments, Council willplace emphasis on implementing programs that improve the road safety of residents of theCity of Stonnington.

1.1 Purpose

The purpose in documenting and delivering a re-developed road safety policy is to: acknowledge and build on past road safety gains and improvements; review and identify road safety issues that still need to be addressed; gain the cooperation and support of road safety stakeholders in the delivery of the policy; define how Council will approach road safety in the context of other organisation

activities; and be explicit to the community about how Council will tackle road safety as an issue

particularly where projects involve road safety issues.

1.2 Vision Zero

Vision Zero originated in Sweden in 1997 and is a philosophy of road safety that states thateventually no one will be killed or seriously injured within the road transport system. Itspremise is that it can never be ethically acceptable that people are killed or seriously injuredwhen moving within the road transport system.

Claes Tingvall and Narelle Haworth from Monash University Accident Research Centre madethe following comments about Vision Zero at the 6th ITE International Conference RoadSafety & Traffic Enforcement: Beyond 2000in Melbourne on 6-7 September 1999:

Vision Zero addresses fatalities and those injuries where the victim does not physicallyrecover within a certain period of time. This means that common, but not long-term disablinginjuries, and non-injury accidents are more or less outside the scope of the Vision.

Vision Zero provides a vision of a safe road transport system, which can be used to guide theselection of strategies and then the setting of goals and targets.

Vision Zero explicitly states that the responsibility is shared by the system designers and theroad user as follows:

1. The designers of the system are always ultimately responsible for the design, operationand use of the road transport system and thereby responsible for the level of safety withinthe entire system.


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2. Road users are responsible for following the rules for using the road transport system setby the system designers.

3. If road users fail to obey these rules due to lack of knowledge, acceptance or ability, or ifinjuries occur, the system designers are required to take necessary further steps tocounteract people being killed or seriously injured.

Vision Zero states that the loss of human life and health is unacceptable and therefore theroad transport system should be designed in a way that such events do not occur.

Strategies that can be implemented in a Vision Zero operational strategy are:1. Aligning vehicle speed to the inherent safety of the system2. Improving vehicles3. Stimulating the community to use the system in a safer way.

1.3 The City of Stonnington and its Community

The City of Stonnington covers an area of 25.62 square kilometres. It includes the suburbs ofPrahran, Windsor, South Yarra, Toorak, Armadale, Malvern, Malvern East, Glen Iris and

Kooyong.

Stonnington has an economically and culturally diverse population which totalled 88,976 in2006. The age breakdown is as follows:

City of Stonnington; Population by Age-group 2006

0

2000

4000

6000

8000

10000

12000

14000

16000

18000

20000

0-4 5-11 12-17 18-24 25-34 35-49 50-59 60-69 70-84 85+

Age Group

Populatio

n

(Source:Australian Bureau of Statistics, Census of Population and Housing, 2006)

The following is the breakdown in terms of percentages:

0 4 years = 4.8%5 11 years = 6.0%12 17 years = 5.2%18 24 years = 11.8%25 34 years = 20.3%35 49 years = 21.1%50 59 years = 12.0%60 69 years = 8.5%70 84 years = 8.1%

85 + years = 2.2%The housing stock alone, ranging from some of Melbourne's finest mansions to large blocksof public housing, is just one obvious indication of the community's contrasting lifestyles,aspirations and expectations.


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Stonnington boasts world class shopping precincts such as Chapel Street, Toorak Road,High Street and Glenferrie Road and is also home to Chadstone Shopping Centre, Victoria'spremier regional shopping centre.

The City has a variety of parks, gardens and open space including Victoria Gardens, CentralPark, the Glen Iris Wetlands and the Urban Forest. The range of recreation facilities on offerincludes the Malvern Valley Golf Club, two aquatic centres, numerous tennis centres and a

myriad of bicycle paths.

Council's recreation and cultural centre, Chapel Off Chapel, provides the city with a dynamicarts, recreation and tourism focus.

The dynamic nature of the City, the age breakdown and high levels of mobility of its citizens,and the high number of visitors to the Citys shopping and entertainment precints were allfactors that were considered in the documentation of Councis Road Safety Policy 2008-2017.

1.4 The Road System within the City of Stonnington

The City of Stonningtons road network consists of: Sections of the Monash Freeway and City Link and 63 kilometres of State Arterial roads

where the road authority is VicRoads. 253.7 kilometres of municipal roads and associated footpaths, kerbs and channels 74.8 kilometres of laneways, walkways and numerous car parks

The Monash Freeway, City Link and arterial roads including Warrigal Road, DandenongRoad and Punt Road are on Stonningtons boarders. These roads carry high volumes oftraffic, including commuter traffic and high numbers of trucks.

Entertainment precincts in Stonnington are served by Chapel Street, Toorak Road, Glenferrie

Road, Malvern Road and High Street. These streets also carry high volumes of vehicular andpedestrian traffic.

The unique nature of the road usage within the City including arterial and through traffic,traffic movement at entertainment precincts and traffic movement in local streets were allconsidered in the documentation of this Policy.

1.5 Delivering the Policy

In March 2008 Council appointed a Road Safety Officer on a permanent part-time basis. Theposition includes taking a lead role in documenting the Policy, ensuring that it is approved byCouncil and ensuring that the Policy is delivered. The position reports to the Manager

Transport and Parking.

Council will work cooperatively with other road safety stakeholders to deliver the Policy.Stakeholders include Victoria Police, VicRoads and RoadSafe Inner South East. A WorkingParty consisting of representatives from Council and local road safety stakeholders will beformed to assist in delivering and monitoring the Policy

While the Policy sits within Transport and Parking Unit, a whole of Council approach will betaken in its delivery. This means that other units will be responsible for some actions. Otherunits will include Children and Family Services, Community Health, Physical Operations,Infrastructure Services, Compliance and Response, Human Resources and OrganisationalDevelopment. Representatives from a number of Council units may be requested to attendmeetings of the Working Party from time to time, on a needs basis.

Local businesses, community groups and schools will be encouraged as needed, to play apart in the delivery of the policy.


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1.6 Funding the Policy

Councils financial support to the Policy will include:

Funding Transport and Parking Works Programs; these will have significant road safetybenefits

Funding Infrastructure Services Works Programs; these will have significant road safetybenefits

Funding road safety activities in Councils Operating Budget as needed Funding Road Safety Officers salary Support of RoadSafe Inner South East Funding of behavioural road safety programs

1.7 The Process

The process in documenting Councils Road Safety Policy 2008 - 2017 included:

i) Reviewing actions and progress made in Councils previous policy (see section 2.

ROAD SAFETY ACTIVITIES 2001-2007)

ii) Reviewing the crash data in the City of Stonnington (see section 3. ROAD SAFETYOVERVIEW 2001-2006)

iii) Identifying keys issues to be addressed following a review of the previous policy andthe road safety overview (see section 4. FUTURE ACTIONS)

This Policy will be supported by three-year action plans that will ensure the actions identifiedwill be delivered, monitored and evaluated in a timely manner.


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2. ROAD SAFETY ACTIVITIES 2001-2007

2.1 Introduction

Councils Road Safety Policy 2001-2005 identified the following at-risk road user groups /high- risk locations.

Motor Vehicle Driver and Passengers

Pedestrians Bicycle Riders Older adults People with disabilities Young adults in entertainment precincts Strip shopping centres Students, children and young people

2.2 Achievements 2001-2007

In the eight-year period 2001-2007 Council delivered a variety of actions aimed at improvingthe safety of at-risk road user groups and improving road safety at high-risk locations.

Notable achievements included:

Delivery of the Policy: Public forums were conducted Workshops involving local stakeholders were convened Partnerships with local road safety stakeholders were established Operation of the Road Safety Advisory Committee Ongoing operation of the Road Safety Working Group (Replacing Road Safety Advisory

Committee)

Engineering Treatments:In the seven-year period concerned, Council allocated funding in excess of $15 million toroads, intersections and roadside improvements. The engineering works completed includedintrinsic road safety improvements, which resulted in substantial road safety benefits.

Works completed included:

improved traffic flow and made it more predictable by installing signals and roundabouts improved roadsides by removing hazards in the event of run-off crashes improved visibility for drivers and passengers reduced speed in local streets; there is a direct correlation between speed and the

number and severity of pedestrian crashes

improved pedestrian safety by installing pedestrian safety devices including medianstrips, fencing and traffic calming devices

Specific treatments included:

Pole relocations at Punt Rd intersections Improved lighting in Waverley Road Signal modifications and associated works at Malvern Rd/Williams Rd Installation of trial 40km/h sites at St. Catherines and Malvern Primary Schools, Assessment of trial 40km/h sites at St. Catherines and Malvern Primary Schools Major reviews of speed in St. Georges Road and Hopetoun Road Little Chapel Street Central Median Treatment Roundabout upgrades & median at Canterbury Road and Springfield Avenue Installation of Pedestrian Operated Signals in Burke Road and Orrong Road Construction of St. Georges Road roundabouts Implementation of Pedestrian Operated Signals in Burke Road and Orrong Road.


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Works completed at various primary schools, including Densham Rd school crossing Intersection treatment at Quentin and Midlothian Reconstruction of Porter Street / Percy Street intersection Installation of zebra crossing facility and traffic calming device in Perry Street South Yarra Installation of road hump in Seymour Avenue, Armadale to reduce speeds Installation of traffic management devises in Union Street Armadale to reduce speeds

and through traffic

Modified Como / Lechlade intersection to improve safety and discourage rat-running Installation of splitter islands at Thanet Street, Malvern Introduction of part road closure at Hornby Street from Dandenong Road to improve

safety around schools and reduce rat-running

Delivery of Behavioural Programs: VicHealth Walking School Busprogram to encourage and assist primary school children

to walk safely to and from school Not so FastSpeed and Speeding program to promote safe speed in local streets

School Speed Zones in conjunction with VicRoads Fit to Driveprogram that addresses the issue of drink driving Not So FastSpeed Management Program; purchase of two speed trailers for the ongoing

operation to advise motorists of speed restriction / actual speed Development of school travel plan at Malvern Primary School Attitudinal surveys on behalf of Council and Community Road Safety Council of resident

attitudes to speed zones, safe speeds and measures required to improve the speedmanagement system

Contributed to Wiser Driverprogram and Safer Driving Policyworkshops

2.3 Results; arrive alive!

The State Governments arrive alive! road safety strategy 2002-2007 aimed to reduce roadrelated fatalities and serious injuries by 20% over the period of the strategy. For the City of

Stonnington, the base number for fatalities was 9 and for serious injuries 230. The graphsbelow give an indication of the results.

Fatalities:

City of Stonnington arrive alive! targets;

fatalities 2002-2007

0

1

2

3

4

5

6

7

8

9

10

Av 99,

00,01

2002 2003 2004 2005 2006 2007

Year

Target/numberfatalities

Target

Actual


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Serious Injuries:

City of Stonnington arrive alive! targets;

Serious injuries 2002-2007

0

50

100

150

200

250

Av 99,

00,01

2002 2003 2004 2005 2006 2007

Year

Target/numbers

Target

Actual

The results indicate that the arrive alive! targets were met in the City of Stonnington. It isreasonable to assume that Federal and State Government programs together with Councilbased programs had a positive effect in the reduction of the road toll in the municipality. Theresults indicate that progress has been made and these should be noted. Council is awarehowever, that ongoing commitment is needed to achieve its Vision Zero goals.


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3. ROAD SAFETY OVERVIEW 2001-2006

3.1 Introduction

Three documents were reviewed in providing an overview of road safety in the City ofStonnington. They complement this Policy and are:

TraffixGroup; Road Safety Issues & Statistics within The City of Stonnington Road for theperiod January 2001 to December 2005; presented to Council in April 2007

TraffixGroup; Stonnington Crash Locations(January 1996 to December 2005); presentedto Council in April 2007

VicRoads Road Safety Department; Road Safety Performance Information: Stonnington2002-2006;sent to Council in May 2008

A brief summary of their collective findings follows, but the documents can be provided ifmore information is needed.

3.2 The number of road users killed or injured

In the five-year period 2002-2006, a total of twenty-one people were killed on roads in theCity of Stonnington and a total of 925 were seriously injured. The following chart from theVicRoads report provides a breakdown of fatalities and injuries for each year. Note that aserious injury is one where a person is taken to hospital.

STONNINGTON PERSONS

KILLED OR INJURED

IN CRASHES BY

INJURY LEVEL

AND YEAR, 2002-2006

53

64 3

202 191 194

151187

443425

407

459

301

0

50

100

150

200

250

300

350

400

450

500

2002 2003 2004 2005 2006

Killed

Seriously Injured

Other Injury

3.3 The number of road users killed or injured; road user groups

The following chart from the VicRoads report, provides a breakdown of the number of peoplekilled or injured in the period 2002-2006, according to road user groups.


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STONNINGTON PERSONS

KILLED OR INJURED

BY ROAD USER

TYPE, 2002-2006

8 7 2 4 0

408

165111

16178

1094

461

148201

129

0

200

400

600

800

1000

1200

Drivers Passengers Motorcyclists incl

pillions

Pedestrians Bicyclists

Killed

Seriously Injured

Other Injury

The following is a breakdown of fatalities and serious injuries for each road user group, interms of percentages:

Drivers: 44%Passengers: 18%Pedestrians: 18%Motorcyclists and pillion passengers: 12%Bicyclists: 8%

The TraffixGoup reports make the following points regarding at-risk road user groups in theperiod 2001-2005:

Drivers and Passengers

92% of drivers killed and 57% of drivers seriously injured in Stonnington were male, while80% of passengers killed and 46% of passengers seriously injured in Stonnington werealso male.

Significantly, when total casualties are considered, 56% of passengers injured inStonnington were female.

Young adults (aged 18-25 years), comprised 34% of all driver and 42% of all passengercasualties (fatal and serious injuries).

Adults aged 30 to 59, comprised 42% of all driver casualties (fatal and serious injuries).

Pedestrians

Stonningtons at-risk pedestrian groups include older pedestrians (60 years and over),children of various ages and young adults (18 to 25 years).

Older pedestrians (60 years and over) made up 33% of pedestrian fatalities (2 people)in Stonnington and 17% of all pedestrian casualties.

61% of older pedestrians injured in Stonnington were female.

Young children (aged 0-4 years) made up 1% of pedestrian casualties in Stonnington.

100% of young children injured as pedestrians in Stonnington were male. Primary school children (aged 5-12 years) made up 4% of pedestrian casualties in

Stonnington. 59% of primary school aged pedestrians injured in Stonnington werefemale.


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Secondary school children (aged 13-17 years) made up 7% of pedestrian casualties inStonnington. 60% of secondary school aged pedestrians injured in Stonnington werefemale.

Young adults (aged 18-25 years) made up 23% of pedestrian casualties in Stonnington.

Motorcyclists

Motorcyclists account for about 3% of all vehicles and only 1% of travel on Victorianroads. Motorcycle riders are over-represented in crashes, representing over 13% offatalities and serious injuries on Victorian roads.

In recent years, the number of motorcycle crashes in Victoria has not fallen in line withother road user groups. In fact, recent statewide crash statistics suggest that there maybe an increasing trend in motorcycle crashes.

Motorcycle riders (including pillion passengers) made up 20% of fatal and 13% of seriousinjuries in Stonnington.

86% of motorcyclists/pillion passengers killed or injured in Stonnington were male. About34% of those killed/injured were aged between 30 & 39 years and 27% were agedbetween 18 & 25 years.

81% of pillion passengers killed/injured were female and 46% were aged between 18 &25 years.

Bicyclists

The true extent of the issue for bicyclists is unknown, as many injuries to bicyclistsremain unreported.

About 74% of all bicyclist casualties on Stonningtons roads were male, which correlateswith usage patterns. Males aged 30 to 39years account for 23% and males aged 18 to25 years account for 14% of all bicyclist casualties on Stonningtons roads.

School aged children (5 to 17 years) accounted for 7% of all bicyclist injuries in

Stonnington Bicyclists aged 30-39 were over-represented in bicycle crashes in Stonnington,

accounting for 32% of all bicyclist injuries.

Young Adult bicyclists (aged 18-25) were also over-represented in bicycle crashes,representing 25% of all bicyclist injuries within Stonnington

3.4 Ages of members of road user groups killed or injured

The following charts from the VicRoads document, provides a breakdown of the ages of thepeople killed or injured, according to the road user group.

Drivers:

STONNINGTON DRIVERS KILLED

OR INJURED BY AGE GROUP,

2002-2006

2

218 218169

321

231168

11745

0

100

200

300

400

16-17 18-21 22-25 26-29 30-39 40-49 50-59 60-74 75+


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Passengers:

STONNINGTON PASSENGERS

KILLED OR INJURED BY

AGE GROUP, 2002-2006

1542

1536

11494

54 72 44 38 4422

0

50

100

150

0-4 5-12 13-15 16-17 18-21 22-25 26-29 30-39 40-49 50-59 60-74 75+

Pedestrians:

STONNINGTON PEDESTRIANS



312

1810

43 41 3649

43 39 3623

0

20

40

60

0-4 5-12 13-15 16-17 18-21 22-25 26-29 30-39 40-49 50-59 60-74 75+

Motorcyclists and Pillion Passengers:

STONNINGTON MOTORCYCLISTS

AND PILLION PASSENGERS



117

50 40

81

4417

2 10

50

100

16-17 18-21 22-25 26-29 30-39 40-49 50-59 60-74 75+

Bicyclists:

STONNINGTON BICYCLISTS



5 4 514

4025

67

2410 9 1

0

20

40

60

80

5-12 13-15 16-17 18-21 22-25 26-29 30-39 40-49 50-59 60-74 75+


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The TraffixGroup report makes the following observations about road users killed or injuredin the five-year period 2001-2005, based on their age:

Younger Road Users

A total of 169 children (aged 0 to 17 years) were injured as a result of road crashes withinStonnington. Over this period there was a single child fatality, 52 serious injuries and 116

minor injuries.

Significantly, a total of 156 children injured were aged 5 to 17 years. Of these injuries,42 were pedestrians and 14 were bicyclists resulting in a total of 25 serious injuries and31 minor injuries (there were no fatal injuries experienced by child pedestrians orbicyclists during this period).

A significant number of 46 primary school aged passengers (5-12 years) were injured

A single child fatality occurred (5-17 years); the fatality was a child passenger.

Young Adult Road Users (Aged 18 25 Years)

A total of 945 young adults (aged 18 to 25 years) were injured as a result of road crashes

within Stonnington . Over this period there were 12 fatalities, 308 serious injuries and 625minor injuries.

Young adults made up 4 of the 12 drivers killed, 2 of the 6 pedestrians killed and thesingle bicyclist killed on roads within the City of Stonnington. Young Adults alsoaccounted for a high proportion of serious injuries, representing 34% of serious injuries todrivers, 24% of serious pedestrian injuries and 24% of serious bicyclist injuries.

In total, young adults account for 40% of road fatalities, while representing 14% of thepopulation in Stonnington. In comparison, the young adults account for about 25% ofroad fatalities, while representing 12% of the population for the Melbourne metropolitan(MSD) area.

Older Road Users (Aged 60+ Years)

Older road users will continue to be a significant road safety issue for the foreseeablefuture. Our ageing population makes older pedestrians the fastest growing risk group forroad crashes. Increased licensing rates and car usage by older people are also expected,as older persons place greater value on their mobility.

A total of 302 older persons (60 years and over) were injured as a result of road crasheswithin Stonnington. Over this period, 4 older road users were killed, 122 were seriouslyinjured and 176 suffered a minor injury.

Older persons made up 2 of the 12 drivers killed and 2 of the 6 pedestrians killed onroads within the City of Stonnington.

Older persons also accounted for a high proportion of serious injuries, representingnearly 12% of serious injuries to drivers (51 people) and 22% of serious pedestrianinjuries (38 people).

3.5 Location of crashes

The following chart from the VicRoads document, provides a breakdown of crashes thatresulted in fatalities or injuries on Local Roads and Declared roads in the City of Stonningtonin the five year period 2002-2006:


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STONNINGTON CASUALTY

CRASHES BY SEVERITY,

LOCAL ROADS VERSUS

ARTERIAL ROADS,

2002-2006

1119

22916

662

1296

0

500

1000

1500

Fatal Crash Serious Injury Crash Minor Injury Crash

LGA Local Road Crashes

LGA Arterial Road Crashes

In terms of percentages, 94% of fatalities and 87% of serious injuries occurred on arterialroads.

State declared or classified roads on which significant numbers of crashes occured were:

Dandenong Road Punt Road High Street Malvern Road Toorak Road Waverley Road

The TraffixGroup reports make the following observations about the location of crashes andresulting fatalities and injuries, in the City of Stonnington in the five-year period 2001-2005:

85% of reported casualty crashes in Stonnington (including 93% of fatal crashes)occurred on state declared or classified roads. This compares with 69% for the MSD.

64% of all crashes in Stonnington occurred on roads with a 60km/h speed limit, which issignificantly higher than in metropolitan Melbourne where 49% of crashes occur within60km/h speed zones.

65% of driver and passenger casualty crashes occurred in 60km/h speed zones

76% of reported pedestrian casualty crashes in Stonnington (including 71% of fatalcrashes) occurred on state declared or classified roads.

65% of pedestrian crashes occurred on roads with a speed limit of 60km/h and 88% ofcrashes occurred on roads with a speed limit of 60km/h or less.

84% of motorcycle casualty crashes in Stonnington (including 100% of fatal crashes)occurred on state declared or classified roads

60% of motorcycle casualty crashes on Stonnington occurred at intersections

67% of reported bicyclist casualty crashes in Stonnington (including 100% of fatalcrashes) occurred on state declared or classified roads.

3.6 Casualty Crashes in Stonningtons Strip Centres

The TraffixGroup report states that many road crashes occurred within StonningtonsShopping and Entertainment Strips in the five-year period 2001-2005.

TraffixGroup prepared the following table that shows the relative proportion and casualtycrash rate (per km length per annum) for Stonningtons key centres for the period concerned.


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Road crashes within Stonningtons Shopping and Entertainment Strips;2001-2005

No. ofCrashes

Centre Length

94-98 01-05

% of Cas.Crashes(01-05)

Crashes/km/year(01-05)

Commercial RoadBalmoral St Lt Chapel St

390m 55 43 1.7% 22

Toorak RoadPunt Rd Surrey Rd Nth

1.12km 141 92 3.7% 16

Toorak RoadWallace Ave Grange Rd

320m 27 18 0.7% 11

Chapel StreetAlmeida Cr Dandenong Rd

2.14km 176 164 6.5% 15

High StreetGlenferrie Rd Northcote Rd

950m 44 26 1.0% 5

Malvern Road

Elizabeth St Edgar St890m 31 26 1.0% 6

Malvern RoadHobson St Mathoura Rd

500 40 25 1.0% 10

Glenferrie RoadHigh St Dandenong Rd

1.06km 36 29 1.2% 5

Total Strip Centres 7.37km 550 423 16.8% 11

Remainder of Municipality - 2,134 2,088 83.2% -

Significantly, the data reveals that:

17% of all casualty crashes in Stonnington occurred within Strip Centres.

7% of all crashes in Stonnington occurred along the Chapel Street Strip Centre; 15% ofall pedestrian crashes in Stonnington occurred along the Chapel Street Strip Centre.

Commercial Road in the vicinity of Chapel Street, had the highest casualty crash rate,with 22 casualty crashes/km length/year.

Toorak Road (between Punt Road and Surrey Road North) had the second highestcasualty crash rate with 16 crashes/km length/year, followed by Chapel Street with 15crashes/km length/year.

The crash data also reveals that Chapel Street had the greatest number of pedestrian(including Young Adult and Older Pedestrians), bicyclist and motorcycle crashes.

Over a third of all pedestrian crashes in Stonnington occurred within its Shopping and

Entertainment Strips. Commercial Road had the highest pedestrian crash rate for strip centres, with 9

pedestrian casualty crashes/km length/year.

Approximately one fifth of all motorcycle crashes in Stonnington occurred within itsShopping and Entertainment Strips.

45% all crashes involving older pedestrians occurred within Stonningtons Shopping andEntertainment Strips.

Over a third of all bicycle crashes in Stonnington occurred within its Shopping andEntertainment Strips.

45% all crashes involving older pedestrians occurred within Stonningtons Shopping andEntertainment Strips.

Almost 40% of all young adult pedestrian crashes in Stonnington occurred within itsShopping and Entertainment Strips. In particular, 19% of all young adult pedestriancrashes occurred along the Chapel Street Strip Centre.


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3.7 High-risk Behaviour / Road Safety Issues

The TraffixGroupreport discussed a number of high-risk behaviours / road safety issues, thatare likely to have impact on road crash statistics in the City of Stonnington. These include:

Alcohol and Driving

Over the period 2001-2005, 27% of drivers killed in Victoria had a Blood Alcohol Content(BAC) above the legal limit. Hotels are the main location where drink drivers have consumedalcohol. 40% of drivers killed with an illegal BAC reading are aged less than 26 years, whilethey account for only 20% of licence holders.

It is reasonable to assume that alcohol was a contributing factor in a significant number offatal and injury crashes in the City of Stonnington.

Drugs and Driving

Drugs are a factor in about 26% of crashes where a driver is killed. The drugs of mostconcern are amphetamines, tranquillizers and cannabis.

It is reasonable to assume that illicit drugs were contributing factors in a significant number offatal and injury crashes in the City of Stonnington.

SpeedSpeeding remains a major factor contributing to road crashes. In a 60km/h zone, researchshows that for every 5km/h increase in travel speed the risk of a casualty crash doubles.

In a collision involving a vehicle and a pedestrian, the probability of a pedestrian being killedincreases rapidly beyond a collision speed of 40km/h on impact.

The arrive alive! strategy indicates that speeding and inappropriate travel speeds directlycontribute to at least 30 per cent of deaths on Victorias roads each year.

It is reasonable to assume that excessive speed was a contributing factor in a significantnumber of fatal and injury crashes in the City of Stonnington.

Young DriversIn 2005, young or novice drivers (18 to 25 years) accounted for 28% of drivers killed onVictorian roads, despite only making up 14% of licence holders. Statistics show that novicedrivers are most vulnerable in their first 6 months of driving.

Older Drivers

Although older drivers have fewer crashes, when the level of exposure (distance travelled) istaken into account, older drivers are more likely to be involved in a crash than youngerdrivers.

Drivers aged over 75 years have 4 times the crash rate of those aged 40 to 49 years. This ishighlighted in the following figure, which shows the crash risk for drivers escalatingdramatically with increasing age over 60 years. This is demonstrated on the following graph:


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Fa ta l Crash Risk Based on D istance Trave l l ed (Dr i ve r Exposure )(Source : V icRoad s 199 8 fa ta l it ies an d t rave l da ta )

0

1

2

3

4

5

6

7

un de r 20 2 0-2 9 30 -39 4 0-4 9 50 -59 60 -6 9 70 +

Age o f Dr i vers

CrashRiskRelativetoLowestGroup

Occupant restraintAlthough drivers and passengers have consistently high rates of seat belt wearing in Victoria(95% for front seats), statistics show that some 20% of those killed are not wearing a seatbelt.

The non-use of seat belts is linked to other high-risk behaviour such as drink driving.

Rear seat passengers and younger vehicle occupants wear seat belts less frequently. Inaddition, studies show that 70% of child restraints are incorrectly fitted.

3.8 Implications of the Road Safety Overview 2001-2006

The reports presented by TraffixGroupand VicRoads identified a number of at-risk road usergroups and road safety issues that will impact on future crash statistics in the City ofStonnington. These include:

Young drivers Older drivers Young Pedestrians Older Pedestrians Motorcycle Riders Drink driving Drugs and driving

Speed and Speeding Occupant restraint


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4. FUTURE ACTIONS

In developing this Policy, Council has reviewed the previous road safety policy, the reportsprepared by TraffixGroupand VicRoads and progress made in the area of road safety.

As a result, Council identified a number of issues to be addressed, in delivering the RoadSafety Policy 2008-2017.

The rationale in determining issues is as follows:

1) Ensuring the issues have been identified as a result of evidence presented

2) Identifying actions to be taken to address issues

3) Identifying Council departments and outside authorities to take responsibility fordelivering actions

4) Identifying means of measuring effectiveness of actions and monitoring results

5) Identifying monitoring and evaluation strategies that will monitor the success /determine the success of actions delivered

Issues identified were:

1. Pedestrian safety

2. Safety of motorcycle and scooter riders

3. Safety of road users aged 5 12 years and 12 17 years

4. Safety of elderly road users

The behavioural road safety programs that Council will deliver aim to improve the safety ofat-risk road user groups and to address the road safety issues identified in the TraffixGroupreports.


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5. DELIVERY OF THE POLICY

5.1 Introduction

This Policy will be delivered over the period 2008 to 2017. In line with arrive alive!three-yearaction plans will be documented and implemented to support the delivery of the Policy bylisting specific actions to be undertaken and targets to be met. The action plans will alsoserve as a monitoring and evaluation tool. The Road Safety Policy Action Plan March2008 - June 2011 will be the first action plan.

In line with arrive alive! actions in the following areas will be delivered over the ten-yearperiod of the Policy:

Safer roads and roadsides Safer vehicles Safer road users (behavioural programs)

5.2 Safer roads and roadsides

Improving the safety of roads and roadsides will provide a much safer environment for allroad users in the municipality.

The likelihood of road users being killed or seriously injured as a result of involvement incommon types of crashes can be reduced through improved road infrastructure. Forexample, risk associated with run-off-road crashes can be reduced through the removal ofroadside hazards and installation of safety barriers.

Council will complete works that will improve the safety of roads and roadsides.

A detailed list of road safety related engineering treatments is located Councils WorksProgram.

Treatments will include:

Improved signage and signalisation Intersection treatments Raised crossings and kerb extensions Road and footpath maintenance Bicycle Strategy Implementation on road works Pedestrian fencing

5.3 Safer Vehicles

The arrive alive!strategy states that increasing the proportion of vehicles on Victorias roadswith high standard safety features will substantially reduce risks for all road users drivers,passengers, motorcyclists, pedestrians and cyclists.

Vehicles with high standard safety features reduce not only the likelihood of crashesoccurring, but also the severity of crash outcomes on all those involved, whether they arewithin or outside the vehicle.

Australasian research indicates that if each motorist upgraded their vehicle to thesafest in its class, road trauma would immediately drop by up to one-third.

Improving the average level of safety of vehicles on Victorias roads as measured bycrashworthiness ratings and the presence of electronic stability control, side curtain air bagsand other head protecting technologies will significantly reduce fatalities and seriousinjuries resulting from crashes.


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Organisations including VicRoads, TAC, RACV and RoadSafe Victoria are increasinglyencouraging fleet owners in Victoria to adopt and implement Safer Vehicle / Safer Driverpolicies. The Safer Vehicleaspect refers to fleet management with fleet owners encouragedto purchase vehicles that have the highest safety ratings in their class. The Safer Driveraspect refers to driver behaviour and encourages safe driving practices.

Council has already demonstrated Safer Driver best-practice by having in place its Driver

Handbook and Light Motor Vehicle Policy.

A recommended action as part of this Policy, is that the City of Stonnington purchasevehicles for its fleet, that have the highest safety ratings in their class. This would make avaluable contribution to the safety of Council employees while they are driving Councilvehicles. It would also have safety benefits for the wider community, as these vehicles areon-sold to members of the public. Purchasing the safest vehicles available in their class isconsidered to be good corporate governance and Safer Vehicle best-practice.

If Council were to consolidate its Safer Vehicle / Safer Driver strategies, it would not only bebest-practice, but something that Council would be able to promote to other fleet owners

within the City of Stonnington.

5.4 Safer road users (behavioural programs)

Council will deliver behavioural road safety programs that aim to improve the safety of at-riskroad user groups and to address road safety issues identified Road Safety Overview 2001-2007.

It is difficult to measure and evaluate the specific effect, reach and impact of localbehavioural road safety programs because they are generally delivered in conjunction withbehavioural programs delivered by other organisations. Behavioural programs that aredelivered at the local level are nevertheless, considered to be road safety best-practice. Their

delivery results in a holistic approach to road safety that is undertaken at Federal, State andLocal Government levels.

The behavioural programs to be delivered and actions to be undertaken are listed below:

1. Speed and Speeding

Deploy speed trailer in local streets Promote safe driving speed in local streets Encourage Stonnington Traffic Management Unit (TMU) to target speeding in local

streets With RISE promote local TMU traffic operations that target speed and speeding

2. Drink and Drug Driving Promote Stonnington Liquor Licensing Accord by assisting to host Responsible Serving

and Consumption of Alcohol courses Deliver local programs that promote safe responsible and consumption of alcohol at clubs

and venues. Programs will include Looking After Our Mates, which is a RoadSafeprogram that raises awareness of the drink / drive road safety issue.

With RISE promote local TMU traffic operations that target drink driving

3. Pedestrians Deliver programs that promote and encourage the recommended use of pedestrian

safety treatments


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4. Learner Drivers and Young Drivers Deliver programs that encourage young and learner drivers to drive safely and

responsibly. Programs will include Fit to Drive whichis ayoung / learner driver educationprogram that examines risk-taking behaviour in relation to driving.

5. Motorcyclists

Deliver local programs that promote motorcycle and scooter riding safety.

6. Older Road Users Deliver local programs that encourage raise the awareness of road safety issues of

drivers aged over 60 years. Programs will include Wiser Driverprogram.

7. Cyclists

Deliver programs that promote and encourage the recommended use of cycling safetytreatments.

8. Primary school-aged children

Assist primary schools to promote traffic safety education and road safety within schoolcommunities.

Encourage and assist primary schools to become RoadSafe Accredited Schools (RAS).(RASis a RoadSafe program that promotes best-practice road safety behaviour in schoolcommunities.)

Enforce parking restrictions around primary schools

9. Secondary school-aged road users

Assist secondary schools to promote traffic safety education and road safety withinschool communities.

Encourage and assist secondary schools to become RoadSafe Accredited Schools Enforce parking restrictions around secondary schools

10. Infants and Pre-school aged children Assist early childhood centres to promote traffic safety education and road safety in early

childhood communities Provide parents and carers with information about the safe use of infant and child

restraints Provide parents and carers with information that will enable them to use recommended

road safety practices and be good role models when supervising children in trafficsituations

5.5 Funding Applications

The City of Stonnington will apply for funding that may become available from externalsources including State and Federal Governments, to implement programs that complementthe delivery of this Policy.


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6. EVALUATION & REVIEW

Council will evaluate and review the Road Safety Policy Action Plan March 2008 - June 2011in 2011 and at the same time prepare a subsequent action plan for the period July 2011 June 2014.

6.1 Rationale

Each action:

Will be capable of having its effectiveness assessed Will have a financial cost that needs to be accounted for Will have inherent measures of success; needs to be more than just delivery of action Will have an intrinsic implementation period that will determine the timing of assessment

6.2 Review / Evaluation

Working Group to Coordinate review / evaluation of Action Plan Review / evaluation to be conducted in 2011

Some actions will be reviewed / evaluated separately / upon completion

6.3 Accountability

This Policy will be assessed in terms of its accountability to: Council Management Community

6.4 On-going Delivery

In 2011 a new Action Plan for 2011 2014 will be documented Results of review / evaluation of the Action Plan for 2008-20011 will be considered when

the Action Plan for the next period is documented

Stonnington Road Safety Policy 2008-2017

Documents

Transcript of Stonnington Road Safety Policy 2008-2017