Discover the Safe System Approach

Transcription

1 Discover the Safe System Approach

2 Aim Take you on a journey of discovery Inform, engage, enthuse and share with you the Safe System approach to saving death and injury on our roads

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4 Change to less graphic image

5 Safer Journeys vision A safe road system increasingly free of death and serious injury

6 The Safe System approach is based on four principles 1 People make mistakes 2 People are vulnerable 3 We need to share responsibility 4 We need to strengthen all parts of the system

7 People make mistakes

8 2 People are vulnerable

9 Planners Politicians Drivers Vehicle industry Passengers Engineers Educators Enforcers 3System We need to share System designers responsibility users Cyclists Motorcyclists Utility providers Media Retailers Pedestrians

10 4 We need to strengthen all parts of the system

11 4 We need to strengthen all parts of the system

12 4 We need to strengthen all parts of the system

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14 Safe speeds mean people can survive crashes

15 The risk of dying increases as speed increases

16 We want speeds where a crash is survivable People really understand what a safe speed is More intuitive speed limits Speeds balance productivity and safety

17 We are making it easier for people to understand the right speed

18 Safer Speed Areas fit the limits to the safety of the road

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21 Active safety features prevent crashes Active safety features prevent error

22 ESC helps people to recover from error

23 Safer vehicles protect people when a crash occurs You are twice as likely to survive a crash in a 5 star vehicle as compared to a 1 star vehicle ANCAP 5

24 A deeper tyre tread keeps you safe New tyre (8mm) Worn tyre 50% Worn tyre Minimum (1.5mm)

25 We want road users to be skilled, alert and comply with the rules

26 Safe road users are skilled

27 Road user image Safe road users are alert

28 Compliant Safe road users obey the road rules

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30 We want fewer head-on crashes

31 We want fewer run-off-road crashes

32 We want safer intersections

33 Safer Journeys A safe road system increasingly free of death and serious injury

34 Safer Journeys SAFER JOURNEYS HIGH PRIORITIES Reducing alcohol/drug impaired driving Increasing safety of young drivers Safer roads and roadsides Safer speeds Increasing the safety of motorcycling ROADS AND ROADSIDES: FIRST ACTIONS Focus safety improvements on high risk rural roads Focus safety improvements on high risk urban intersections

35 The Safe System approach to rural roads 35

36 Rural Crash Casualty Types Other 11% Head- On 25% Run off road 51% Intersection 13% 36

37 Rural Crash Casualty Types - death and serious injury 37

38 Rural roads High Severity Injury Density (fatal & serious injuries per km) Run off road and Head on High Severity Injury Densities (Open Road State Highways excluding Motorways and Route Stations with 500m+ divided roads, injuries, 2010 AADT, excluding AADTs>16,000, plotting the average of each AADT band ) Add content y = 6E 05x R² = y = x R² = Run Off Road High Severity Injury Rate Power (Run Off Road High Severity Injury Rate) Annual Average Daily Traffic (vehicles per day) Head On High Severity Injury Rate Power (Head On High Severity Injury Rate) 38

39 Run-off Road Hit Object Severity Hazard Dsi/Crash 100km/h Poles 0.81 (Frangible 0.57) 60km/h 0.68 Trees Fence/Wall Embankment Traffic Signs Safety Barrier Rigid Semi rigid Flexible (Wire Rope Barrier)

40 Comparing road types STATE HIGHWAYS Vs LOCAL ROADS (10,900 km) 12% 88% (82,500 km) 49% 51% 30% 70% 52% 48% Length Travel All Crashes Fatal Crashes 40

41 Identifying High Risk Rural Roads KiwiRAP Road Assessment Programme RISK MAPS STAR RATINGS

42 KiwiRAP: Risk Maps: Example Region COLLECTIVE RISK: CRASH DENSITY Fatal & Serious Crashes/Road per km PERSONAL RISK: CRASH RATE Fatal & Serious Crashes/vehicle km travelled 42

43 KiwiRAP Star Ratings Star Rating % Length % VKT 0% 0% 39% 33% 56% 40% 5% 28% 0% 0% 43

44 Star Rating Process Five Star Road SAFE ROADSIDE MEDIAN DIVIDED GRADE SEPARATED INTERSECTIONS STRAIGHT

45 Star Rating Process Four Star Road MODERATE ROADSIDE NARROW MEDIAN SHOULDERS AT-GRADE INTERSECTIONS

46 Star Rating Process Four Star Road SAFE ROADSIDE UNDIVIDED GOOD ALIGNMENT LOW VOLUME

47 Star Rating Process Three Star Road NARROW SHOULDERS MODERATE ROADSIDE

48 Star Rating Process Two Star Road ROADSIDE HAZARDS TIGHT ALIGNMENT

49 Star Rating Process Two Star Road SEVERE ROADSIDE HAZARDS HIGH VOLUME UNDIVIDED

50 Star Rating Process One Star Road INTERSECTION INTERSECTION ROADSIDE HAZARDS RAIL CROSSING NO SHOULDERS POOR ALIGNMENT

51 Crash Rates 100m STAR RATING 51 INJURY CRASH RATE (PER 100M VKT)

52 HRRRG: Treatment Philosophy

53 Rangiriri Safe Corridor Case Study: before Add content 53

54 Rangiriri Case Study: after 54

55 Rangiriri Case Study: before and after results Deaths and serious injuries Deaths and serious injuries from before & after installation of wire rope barrier Barrier under construction Serious Injuries Deaths 100% reduction in deaths and serious injuries from head-on crashes deaths, 4 serious injuries in head on crashes deaths, 0 serious injuries in head on crashes

56 Lower cost measures - rural trials of wide centrelines 8 sites installed monitoring underway 56

57 Speed Management Where infrastructure is substandard and improvements are uneconomic, consider speed management

58 Rural School Speed Management Trial Standard School Sign 40km/h School Zone Active School Warning Sign Rural School Variable Speed Limits Permanent Speed Limit Pedestrian Risk Turning Vehicle Risk 58

59 Pakipaki School Before 100km/h Speed limit State Highway 50A Pakipaki School Southbound June

60 Pakipaki School After 80km/h Permanent & 60km/h Variable Speed Limit State Highway 50A Pakipaki School Eastbound September

61 Summary What the Safe System means for rural roads Predictable/self explaining roads Median barriers on higher volume roads Forgiving roadsides (flexible barriers) Skid resistance and delineation improvements Speed management on lower volume, high risk roads 61

62 Safe System approach to High Risk Intersections 62

63 Intersection crash severity by speed Severity of Injury Crash Speed Limit (km/h) 63

64 Top 5 Crash Types at Intersections resulting in Dsi s Crossing no turns Right turn in with opposing traffic Urban Rural 19% Right turn out 20% 17% Loss of control while cornering 20% Pedestrians 13% Crossing no turns 16% Loss of control while cornering 13% Right turn out 11% Right turn in with opposing traffic Turn in same direction 13% 9% 64

65 Key Safe System Principles Manage conflicts and speeds 65

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68 Intersection Trials Hamburger Rural Intersection Activated Warning System (RIAWS) 68

69 Summary: Intersection Safe System Principles Remove right turn and cross movement conflicts where practical Manage speeds Provide for vulnerable road users Remove roadside obstacles from collision zones (particularly around intersections) 69

70 What s coming up

71 Motorcycle safety Highest proportion of fatal and serious motorcycle crashes are: Run off road crashes on rural roads Intersection crashes Sliding into barrier

72 Motorcycle into barrier Low percentage (4-5%) motorcycle fatalities involve barriers. Only 4 in NZ ( study period). 80% on bends. Approx ½ hit barrier upright and ½ sliding. All barriers are a hazard but generally less hazardous than poles or other vehicles No evidence that any barrier types are less hazardous than others. WRB cheese cutter effect is a myth (Prof Grzebieto). Under rails unlikely to be cost effective but there may be some appropriate locations such as bends on high risk routes. Hitting barrier upright Sliding into barrier

73 Local Safe System Projects

74 Together we re making journeys on our roads safer 74

75 Questions