Newell Highway Safety Review August · PDF fileThe Newell Highway safety review was established to examine and report on: ... It is also a route for interstate travellers and tourists

Newell Highway safety review

EXECUTIVE SUMMARY 2

1. INTRodUCTIoN 4

1.1 Background 4

1.2 Terms of reference 4

1.3 The review process 4

1.4 Stakeholder input 5

1.5 Safe systems partnerships 5

2. THE NEwEll HIgHwAY IN CoNTEXT 6

2.1 Description of the highway 6

2.2 Traffic types and volumes 7

2.3 Demographics 7

3. CRASH ANAlYSIS 8

3.1 Definitions 8

3.2 Fatal crash data for the Newell Highway 8

3.3 Crash trends since 1990 11

3.4 Recorded crashes from January 2003 to December 2007 11

3.5 Features of recorded crashes 2003-2007 12

4. KEY RoAd SAfETY ISSUES 14

4.1 Road engineering issues 14

4.2 Behavioural issues 20

4.3 Aboriginal issues 24

4.4 Incident management 25

5. STRATEgIC plAN 26

5.1 Vision and strategic plan 26

5.2 An integrated approach to improving safety of the route 26

5.3 Enhanced road safety engineering works program 27

5.4 Behavioural program 30

5.5 Enforcement programs 33

6. CoNClUSIoN 34

7. AppENdIX 35

Newell Highway programs 35

Contents

The Newell Highway is managed and maintained by the RTA with funding for major infrastructure and maintenance provided by the Federal Government through the AusLink program. The highway passes through two RTA regions with 68% of the route in Western Region and 32% in South West Region.

The road environment is largely rural highway and runs through urban areas in major regional cities and towns such as Finley, Narrandera, West Wyalong, Forbes, Parkes, Dubbo, Gilgandra, Coonabarabran, Narrabri and Moree.

It is recognised that sections of the Newell Highway can be improved for current and projected traffic volumes and traffic types. It has a record of crashes and fatalities, some of which involve heavy vehicles. The structure and condition of the highway between the Victorian and Queensland borders varies only slightly, and is generally a two-lane rural road with infrequent overtaking lanes.

There is a need to provide a more consistent and safer road to address current and future traffic volumes and to address the crash problem as it currently exists. There were 9 fatalities in 2005, 19 in 2006 and 10 in 2007.

A review of the Newell Highway has been undertaken following the model of the safety reviews of the Pacific and Princes Highways. These reviews and associated works produced dramatic reductions in both fatalities and injuries on these highways1.

The Newell Highway safety review was established to examine and report on:

The circumstances surrounding recent fatal crashes •on the Newell Highway.

Road conditions along the highway (from the •Victorian to the Queensland border).

Facilities along the highway, including overtaking lanes •and signage.

The appropriateness of current speed limits. •

Police enforcement activities along the highway. •

Issues associated with heavy vehicles on the •Newell Highway.

Future priorities for the Newell Highway •Upgrade Program.

A range of analyses and inspections have been undertaken during the review including:

Analysis of reports on fatal crashes.•

Analysis of crash trends such as severity, crash type •and crash factors.

A desk based review of the highway which included the •use of Gipsicam to identify areas requiring closer scrutiny.

Physical inspections of the entire NSW length of the •highway to examine locations and circumstances of fatal crashes, review speed limits and to assess the road from both a behavioural and road environment perspective.

The Newell Highway (State Highway 17) is the longest highway in New South Wales,

stretching over 1,060 kilometres from the Victorian border at Tocumwal to the Queensland

border at Goondiwindi. It is a major freight route from Melbourne to Brisbane for heavy

vehicles. It is also a route for interstate travellers and tourists between Melbourne or

Adelaide in the south to Brisbane in the north, as it is the most direct route.

Executive summary

1 Job, S., Graham, A. and Levett, S. Strategic Road Safety Successes from Multidisciplinary Highway Reviews, paper presented to 2007 Road Safety, Policing and Education Conference, Melbourne.

2

The review employed the safe systems partnerships approach which, while aiming to influence road users’ behaviour, acknowledges that people will inevitably make mistakes. As a result, this approach requires the system to anticipate and ‘forgive’ driver error. Consequently, a safe road environment is integral to managing and improving road safety outcomes.

Based on the above analysis a road safety strategy for the highway has been developed. This strategy has as its goal, ‘A substantial reduction in the incidence and severity of road crashes on the Newell Highway’. A range of strategies have been developed to support this goal. These are:

Safer operation of the two-way single carriageway road. •

Managing and enforcing speed limit.s•

Addressing driver fatigue, including long distance driving. •

Reassessing speed limits.•

Addressing heavy vehicle safety.•

Influencing attitudes and behaviours of both long and •short distance drivers.

Underpinning these strategies is a range of programs. These programs are:

An • Engineering Program based on priorities focussed on risk and addressing issues such as poor alignment; potential for head-on crashes; poor shoulders and hazards; and junctions has been developed. Typical treatments include:

Improved delineation including trialling of an –innovative new centreline delineation configuration.

Pavement and drainage improvements. –

Shoulder widening and sealing. –

Removal of roadside hazards. –

Provision of roadside crash barriers. –

Junction improvements. –

A • Behavioural Program to address issues such as speeding and fatigued driving. Initiatives include:

Education campaigns. –

Revised speed zoning and signposting. –

Improved signposting of rest opportunities. –

Driver reviver. –

An • Enforcement Program to address speeding and compliance with transport regulations by both heavy and light vehicle drivers. Initiatives include:

Increasing the profile of police speed enforcement. –

Joint police/RTA operations targeting heavy –vehicle compliance.

High profile heavy vehicle enforcement activities –by RTA inspectors.

A • Technology Program including use of point to point speed camera technology using fixed digital speed cameras as well as the Safe-T-Cam system.

A • rest area strategy for heavy vehicles is being developed. In addition the ‘Blue Reflector’ program, which provides advice on informal stopping opportunities for heavy vehicles, is being rolled out.

To provide a more consistent and safer road.

3

4 SECTION 1: INTRODUCTION

1.1 BackgroundA review team was formed to assess the crash history of the Newell Highway and to examine the factors contributing to them. This report describes characteristics of the highway, the types of crashes, the key factors contributing to these crashes and their outcomes and develops a program of works to reduce the incidence and severity of these crashes.

1.2 Terms of referenceThe review was established to examine and report on the following issues:

The circumstances surrounding recent fatal crashes •on the Newell Highway.

An assessment of road safety conditions along •the highway from the Victorian border to the Queensland border.

The appropriateness of current speed limits. •

Police enforcement activities along the highway. •

Issues associated with heavy vehicles on the •Newell Highway.

Future priorities for the Newell Highway •Upgrading Program.

1.3 The review process

The review team

A review team, including experts from the areas of road safety, traffic management and road design was assembled to conduct the review. RTA Regional Road Safety and Traffic Managers for the South West and Western Regions and representatives from the NSW Police and Community were also members of the team.

Inspections

Dr Soames Job, A/Director NSW Centre for Road Safety, inspected the Newell Highway between Victoria and Queensland in June 2007.

Desk based inspections

Inspections of sections of the highway have been conducted by specialist staff using the ‘Gipsicam’ system, which allows viewing of film footage of the highway on a desktop computer. The system is coded with Geographic Positioning System (GPS) data, enabling identification of locations and analysis of road environment physics. Use of this system provides valuable additional information, such as curve radii and road surface condition, which enhances decision-making. Gipsicam images were upgraded during the review to ensure the currency of information in undertaking desktop assessments of the highway.

IntroductionSECTION 1:

NEWELL HIGHWAy SAFETy REVIEW 5

Inspection group

A road safety assessment inspection was conducted on the Newell Highway over two separate weeks. The first section from the Victorian border to Parkes was undertaken from 18 June to 22 June 2007. The second section from Parkes to the Queensland border was undertaken from 2 July to 6 July 2007. The focus was to identify remedial treatments that would improve safety on this road.

Members of the Inspection Group included road safety experts from the RTA’s Safer Roads Branch, Speed Management and Regional road safety, traffic management and maintenance areas. In addition, Police Officers experienced in all aspects of traffic enforcement and an independent community representative with a background in psychology and road safety, participated in the review. The inspection comprised:

An investigation of fatal crash sites.•

A comprehensive review of speed limits.•

An assessment of the road from a behavioural •science perspective.

An assessment of the road geometry and its •relationship to its function.

A range of issues were identified by the inspection group. These issues have been considered in the development of the Newell Highway Strategic Plan.

1.4 Stakeholder inputStakeholders involved in the Newell Highway Safety Review included:

Community representative.•

Members of the NSW Police Force.•

RTA Regional Staff. •

RTA Staff from the NSW Centre for Road Safety.•

A/Director of the NSW Centre for Road Safety.•

Council Road Safety Officers were consulted as part of the review.

1.5 Safe systems partnershipsThis review was conducted using the Safe Systems Partnerships approach to road safety. The ‘safe systems’ approach is described in the National Road Safety Action Plan 2007 and 2008 which defines the approach to implementing road safety programs across Australia. This approach is also formally adopted in NSW where it is referred to as Safe Systems Partnerships.

The key consideration in this approach is the bio-mechanical tolerance of the human body. The system can be illustrated as having inputs and key operating factors. Key inputs to the system include elements such as attitudes and behaviour of road users, education, road rules and enforcement of road rules. Significantly, the safe systems partnerships approach recognises that even with quality inputs the road user will still make mistakes. When errors are made the system operating factors will act to mitigate the effects. The key operating factors are a safe engineered road environment, safer speeds and vehicle safety. Consequently, the road environment and speed management are the critical areas, able to be affected, that will impact the road safety performance of the route. The diagram below illustrates this approach.

fIgURE 1.1 SAFE SySTEMS

SAFER TRAVEL

Alert and compliant road users

Admittance to systemUnderstanding crashes

and risks

Education and informationsupporting road users

Enforcement ofroad rules

Safer speeds(lower speeds more

forgiving of human error)

Safer roads and roadsides

(more forgivingof human error)

Safer vehicles

Human toleranceto physical force

Source: Australian Transport Council ‘National Road Safety Action Plan 2007 and 2008’.

6 SECTION 2: THE NEWELL HIGHWAy IN CONTEXT

2.1 Description of the highway

The Newell Highway is part of the Federal Government’s AusLink network and is an integral part of the national road network connecting Victoria and Queensland. Subsequently there are high percentages of Victorian and Queensland vehicles involved in crashes along its 1,060 kilometre length.

The regions adjoining the Newell Highway in NSW have a population of approximately 150,000 people.

It is acknowledged that sections of the Newell Highway can be improved in order to safely carry current and projected traffic volumes and traffic types. Some of the sections have a poor record for crashes and fatalities involving both light and heavy vehicles. The geometry of the highway between the Victorian and the Queensland borders varies only slightly, and is generally a two-lane rural road with infrequent overtaking lanes. It does, however, have varying vertical and horizontal alignment, usage, standards, junctions and roadside objects. There is a need to provide a more consistent and safer road that will address current and future traffic volumes and will also address the crash problem as it currently exists.

The Newell Highway corridor is influenced by the generally flat terrain through which it passes. Overall the road is characterised by long lengths of straights joined by occasional curved sections. The lengths passing through the Warrumbungle Ranges, near Coonabarabran, have generally steeper grades and tighter curves than the rest of the road and are speed limited to 100 km/h.

Travelling from south to north, the road starts at the NSW town of Tocumwal on the Victorian border and passes through the western cities and towns of Finley, Jerilderie, Narrandera, West Wyalong, Forbes, Parkes, Dubbo, Gilgandra, Coonabarabran, Narrabri, Moree, Boggabilla and crosses the Queensland Border at Goondiwindi.

The road passes through mainly agricultural land with the main land uses being wheat growing, sheep, cattle and mixed cropping. The route is used as a major heavy vehicle transport corridor between Victoria and Queensland and subsequently the percentage of vehicles registered in other States, especially heavy vehicles is high. The road also carries a seasonally high proportion of caravan and tourist traffic travelling between Victoria and Queensland.

The Newell Highway is also a major interstate route between South Australia and Queensland. There are significant urban lengths of the Newell Highway as it passes through a number of cities and towns. The alignment and the intersections and interactions with pedestrians are issues in West Wyalong, Forbes, Parkes, Dubbo, Coonabarabran, Narrabri and Moree.

The Newell Highway in context

SECTION 2:


2.2 Traffic types and volumes The Newell Highway carries between 1.1 million vehicles per year, near the Victorian border at Tocumwal, to over 1.7 million vehicles per year between Parkes and Dubbo and 2.2 million vehicles per year between Moree and Boggabilla, near the Queensland border. The percentage of heavy vehicles is relatively high and ranges from a high of 45% between Moree and Boggabilla to a low of 16% between Dubbo and Gilgandra. Road trains are permitted to use the Newell Highway on various lengths and under license.

Figure 2.1 shows the latest Annual Average Daily Traffic (AADT) figures at various locations on the Newell Highway from the Victorian to the Queensland border.

Traffic volumes on the Newell Highway vary considerably along its length. In the south of the state, volumes are low, ranging from around 2,000 AADT away from townships to around 6,000 in the townships. The highway runs through a number of cities and towns in central and northern NSW such as Forbes, Parkes, Dubbo and Moree. The local traffic contributes to the higher traffic volumes in these cities and towns, particularly in Dubbo and Moree, which have AADT figures of around 18,000.

While the growth in traffic volumes on the Newell Highway has not matched that of other major freight routes in NSW such as the Pacific Highway, it is nonetheless significant. Between 1992 and 2003 traffic volumes on the highway have increased by around 1% pa in the South West Region and by around 1.5% pa in the Western Region2.

2.3 DemographicsThe population for the local government areas along the Newell Highway in 2006 was estimated to be around 150,000. The Newell Highway is the main link between Melbourne (population 3.6 million) and South East Queensland (population 2.6 million).

The Newell Highway is expected to continue to serve as a major transport and traffic corridor and a key link between Victoria and Queensland and between South Australia and Queensland as well as providing a link between communities along its length.

0

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14000

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Tocu

mw

al ( T

)

Finle

y ( T

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Jeril

derie

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Nar

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( T)

Wes

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long

( T)

Wya

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( T)

Forb

es ( T

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Park

es ( T

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Dub

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Eum

unge

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Gilg

andr

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Coo

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orde

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Trew

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Ard

leth

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Mirr

ool

Bund

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AADT

LOCATIONNote: the locations listed in the graph are actual traffic counting stations.

(T) indicates that the counter is located within the town

fIgURE 2.1 TRAFFIC VOLUMES ON THE NEWELL HIGHWAy

AADT’S AT SELECTED LOCATIONS

2 3 year Annual Average Daily Traffic (AADT) data collection varied slightly across regions eg data for Newell in Western Region were collected from 1992 to 2002 while data collected for South West Region were collected from 1993 to 2003.

8 SECTION 3: CRASH ANALyISIS

3.1 DefinitionsCrash statistics recorded by the RTA follow national guidelines for reporting and classifying road vehicle crashes.

The main criteria are:

The crash was reported to the police.•

The crash occurred on a road open to the public.•

The crash involved at least one moving road vehicle.•

The crash involved at least one person being •killed or injured or at least one motor vehicle being towed away.

Crash and casualty definitions are as follows:

Fatal crash• : a crash in which at least one person was killed.

Injury crash• : a crash in which at least one person was injured but no person was killed.

Casualty crash• : a crash in which at least one person was injured or killed.

Towaway crash• : a crash in which at least one vehicle is towed away but there was no fatality or person injured.

Fatality• : a person who dies within 30 days of a crash as a result of injuries received in that crash.

Casualty• : a person killed or injured as a result of a crash.

3.2 Fatal crash data for the Newell Highway

Fatalities in the first quarter of 2006 were far higher than fatalities in the full calendar year of previous years. The total fatalities over several years, including 2006, (in which 19 fatalities were recorded) triggered the selection of the Newell as the next NSW highway to undergo the RTA’s safety review process.

The following map shows locations of fatal crashes on the Newell Highway in the years 2003, 2004, 2005 and 2007 compared with fatal crashes in 2006. Fatal crashes appear to be spread over the entire length of the route, with clusters around Moree, Dubbo, and Forbes and on the section of road between Narrandera and West Wyalong.

As the map shows, in 2006 there were two multiple-fatality crashes on the section of highway between Parkes and Dubbo.

Three people were killed in 2006 in a head-on crash between a car and a B-Double on the Newell Highway just south of Dubbo.

Four people were killed in 2006 in a head-on crash between a car and semi-trailer on the Newell Highway at Tomingley (around 50 kilometres south of Dubbo). Fatigue was considered to be a factor in the crash.

Six fatal crashes in 2006 involved a heavy vehicle, four of which were head-on crashes.

Crash analysisSECTION 3:


MUDGEE

ORANGE

BATHURSTPARKES

FORBES

COWRA

YOUNGWEST WYALONG

SOUTH WEST

SOUTHERN

SOUTHERN

WESTERN

NORTHERN

HUNTER

GRIFFITH

NARRANDERA

TEMORACOOTAMUNDRA

JUNEE

WAGGA WAGGA

ALBURYDENILIQUIN

WALGETT

COONABARABRANCOONAMBLE

GILGANDRA

DUBBO

NYNGAN

NARRABRI

MOREE

N

YASS

NEW

ELL H

IGHW

AY

NEW

ELL H

IGHW

AY

NEW

ELL H

IGHW

AYQUEENSLAND

VICTORIA

MUDGEE

ORANGE

BATHURSTPARKES

FORBES

COWRA

YOUNGWEST WYALONG

SOUTH WEST

SOUTHERN

SOUTHERN

WESTERN

NORTHERN

HUNTER

GRIFFITH

NARRANDERA

TEMORACOOTAMUNDRA

JUNEE

WAGGA WAGGA

ALBURYDENILIQUIN

WALGETT

COONABARABRANCOONAMBLE

GILGANDRA

DUBBO

NYNGAN

NARRABRI

MOREE

N

YASS

NEW

ELL H

IGHW

AY

NEW

ELL H

IGHW

AY

NEW

ELL H

IGHW

AY

010 2020 40 60 80

KM

NUMBER OF PERSONS KILLED

2003, 2004, 2005 AND 2007 2006

1 2 3

NUMBER OF PERSONS KILLED

1 2 3 or 4

VICTORIA

QUEENSLAND

fIgURE 3.1 COMPARISON OF FATAL CRASH NUMBERS AND LOCATIONS

FATAL CRASHES ON NEWELL HIGHWAY FOR 2003, 2004, 2005, 2007 AND 2006 (RTA BOUNDARIES SHOWN)


3.3 Crash trends since 1990

3.3.1 Casualties on the Newell Highway since 1990

In 2006, there were 19 fatalities on the Newell Highway, 10 more than in 2005 and the highest annual total since 1994. There were 10 fatalities on the Newell Highway in 2007, 9 fewer than 2006.

Injuries have been trending downwards since a particularly poor result in 1993. In 2006 there were 114 persons injured on the Newell Highway, 213 (65%) fewer than in 1993. However, injuries increased slightly to 138 in 2007. In recent years a range of engineering works such as the provision of overtaking lanes and bridge widening has contributed to positive safety outcomes despite the increase in traffic volumes, especially heavy vehicles volumes.

fIgURE 3.2 CASUALTIES ON THE NEWELL HIGHWAy, 1990 TO 2007

ALTHOUGH THE NEWELL HIGHWAY RECORDED ITS LOWEST NUmBER OF INjURIES IN 2006 SINCE 1990, IT ALSO RECORDED ITS HIGHEST NUmBER OF FATALITIES IN THAT SAmE YEAR SINCE 1994

3.3.2 Crashes on the Newell Highway since 1990

There were 12 fatal crashes on the Newell Highway in 2006, 6 more than in 2005 but comparable with the levels experienced in the late 1990’s and early 2000’s. Despite a small increase in 2007, injury crashes and recorded crashes on the Newell Highway have been trending downwards since 1993. In that period, injury crashes have decreased by 48% and recorded crashes by 43%. These reductions surpass those achieved for the whole of the State – injury crashes for the State in 2007 have increased by 1.7% compared with 1993 levels and recorded crashes have decreased by only 10%.

fIgURE 3.3 CRASHES ON THE NEWELL HIGHWAy, 1990 TO 2007

THE NEWELL HIGHWAY RECORDED 12 FATAL CRASHES IN 2006

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5

10

15

20

25

30

35

1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

NUMBER OF FATALITIES NUMBER OF INJURIES

0

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300

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INJURIESFATALITIES

276

14 12 15 24 25 11 4 17 14 18 15 11 17 5 10 109 19

196

182

327

232

198178

184

202

176157

140

159148

120

153

138

114

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100

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1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

NUMBER OF CRASHES

FATAL CRASHES INJURY CRASHES RECORDED CRASHES

11 9 13 18 15 8 4 13 11 16 11 10 13 5 7 6 12 8

117

156

106

184 135

124116 122

136119 106

96 100 10085

999583

241

295

255

354

287277

240

271286 287

244

215232

209193

206 201171

400


3.4 Recorded crashes from January 2003 to December 2007

During the five year period 2003 to 2007, there were an average of 196 recorded crashes and 145 casualties (killed or injured) per year. In 2006 there were 171 recorded crashes with 133 casualties and in 2007 there were 201 recorded crashes with 148 casualties.

Recorded crashes are spread over the entire length of the route, though there appear to be clusters around Moree, Coonabarabran, Gilgandra, Dubbo, Forbes and West Wyalong.

There appears to be a polarisation of the crash severity between 2005 and 2006. In the north (Gilgandra to Queensland border) the predominance of injury crashes in 2005 was replaced by a mix of towaway and injury crashes in 2006. Crashes in the middle section (West Wyalong to Gilgandra) in 2005 were predominantly injury crashes but in 2006 there was a diverging shift towards more fatal and towaway crashes. However, crashes in the southern section (West Wyalong to Victorian border) reduced in numbers and crash severity. In 2007 there was a doubling of injury and towaway crashes in the South West RTA Region, whilst there was a reduction in towaway crashes on the length of the Newell Highway south of Dubbo through to the RTA Regional border.

The local government areas with the most recorded crashes in 2006 were Moree Plains (16% of the crashes on the Newell), Narrabri (15%) and Dubbo (12%). These figures also reflect the length of the Newell Highway and relative volumes of traffic passing through these local government areas.

fIgURE 3.4 RECORDED CRASHES ON NEWELL HIGHWAy

By LOCAL GOVERNMENT AREA, 2007

HALF OF ALL RECORDED CRASHES OCCURRED IN ONLY THREE LOCAL GOvERNmENT AREAS

URANA 1% FORBES 4% COONABARABRAN 9%

COOLAMON 4% PARKES 3% NARRABRI 13%

NARRANDERA 5% NARROMINE 2% MOREE PLAINS 17%

BERRIGAN 3% BLAND 8% DUBBO CITY 20%

JERILDERIE 4% WEDDIN 0% GILGANDRA 7%

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2004

KM/H

2005 2006

85TH PERCENTILEMEAN SPEED

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106

As with fatal crashes, the majority of recorded crashes on the Newell Highway occurred in the RTA’s Western Region. Around three quarters of recorded crashes on the Newell Highway in 2007 occurred in Western Region with 68% of the route. Up until 2006 most of the reduction in recorded crashes on the Newell Highway occurred in the RTA’s South West Region, decreasing by one-third from the 2005 levels, whilst recorded crashes in Western Region only decreased marginally. Between 2006 and 2007 recorded crashes in the South West Region increased from 28 to 51.

fIgURE 3.5 CASUALTIES ON THE NEWELL HIGHWAy,

2003 TO 2007 AVERAGE, 2006, 2007, RTA REGION

IN 2006, 110 (83%) OF THE CASUALTIES ON THE NEWELL HIGHWAY OCCURRED IN THE RTA’S WESTERN REGION WHICH CONTAINS 68% OF THE ROUTE

NUMBER OF CASUALTIES

50

100

25

75

125

0South West

RTA REGION

2003 to 2007 AVERAGE 2006 2007

Western

36.2 23 37 109 110 111


3.5 Features of recorded crashes 2003-2007

In the period 2003-2007, 29 fatal crashes (76%) occurred on the Newell Highway in Western Region (north of Bland LGA), 9 (24%) occurred in South West Region.

fIgURE 3.6 FATAL CRASHES ON NEWELL HIGHWAy By

LOCAL GOVERNMENT AREA, 2003 TO 2007

mOREE PLAINS LGA ACCOUNTED FOR THE mOST FATAL CRASHES WITH 7 (17%)

URANA 3%

COOLAMON 3%

NARRANDERA 5%

BERRIGAN 5%

BLAND 8%

FORBES 11%

PARKES 8%

NARROMINE 5%

WEDDIN 5%

DUBBO CITY 3%

COONABARABRAN 11%

NARRABRI 5%

MOREE PLAINS 17%

GILGANDRA 11%

fIgURE 3.7 FATAL CRASHES ON NEWELL HIGHWAy By

LOCAL GOVERNMENT AREA, 2006

IN 2006 WEDDIN, GILGANDRA AND NARRABRI LGAS HAD THE HIGHEST NUmBER OF FATAL CRASHES BUT THIS WAS ONLY A SmALL NUmBER (TWO EACH)

BLAND 8%

WEDDIN 18%

NARRANDERA 8%

NARROMINE 8%

DUBBO CITY 8%

PARKES 8%

NARRABRI 17%

MOREE PLAINS 8%

GILGANDRA 17%

fIgURE 3.8 FATALITIES ON THE NEWELL HIGHWAy By

CLASS OF ROAD USER, PERCENTAGE, 2003 TO 2007 AVERAGE,

2006, 2007

THE mAjORITY OF FATALITIES ON THE NEWELL HIGHWAY WERE vEHICLE OCCUPANTS

PERCENTAGE OF FATALITIES

40

80

20

60

100

0

CLASS OF ROAD USER

2003 to 2007 AVERAGE 2006 2007

Driver OtherPassenger Pedestrian Motorcyclist Pedal cyclist

55 53

80

222

20

4240

5

fIgURE 3.9 FATAL CRASH INVOLEMENTS ON THE

NEWELL HIGHWAy By VEHICLE TyPE, PERCENTAGE, 2003

TO 2007 AVERAGE, 2006, 2007

HEAvY vEHICLES COmPRISE 38% OF ALL INvOLvEmENTS IN FATAL CRASHES (2003 TO 2007) WHILE OvERALL COmPRISING 30% OF THE TRAFFIC

20

40

70

60

10

30

50

0

PERCENTAGE OF FATAL CRASH INVOLVEMENTS

VEHICLE TYPE

2003 to 2007 AVERAGE 2006 2007

Car Other motor vehicle

Light truck Heavy truck Bus Motorcycle

52

65

46

7 8

3835

46


GENDER, 2003 TO 2007 AVERAGE, 2006, 2007

mALE FATALITIES OUTNUmBER FEmALE FATALITIES BY AROUND THREE TO ONE


40

80

20

60

100

0Male

GENDER

2003 to 2007 AVERAGE 2006 2007

Female

72 68 80 28 32 20


fIgURE 3.11 FATAL CRASH INVOLVEMENTS ON THE

NEWELL HIGHWAy By ADDRESS OF MOTOR VEHICLE

CONTROLLER, 2003 TO 2007 AVERAGE, 2006, 2007

INTERSTATE DRIvERS ACCOUNTED FOR APPROxImATELY 40 PER CENT OF ALL FATAL CRASH INvOLvEmENTS ON THE NEWELL IN 2006 AND THE FIvE YEAR PERIOD 2003 TO 2007

PERCENTAGE OF FATAL CRASH INVOLVEMENTS

20

40

10

30

50

0

ADDRESS OF MOTOR VEHICLE CONTROLLER

2003 to 2007 AVERAGE 2006 2007

Same LGAcountry

UnknownOthercountry

Metropolitan Interstate Overseas


RATE PER DAy, TyPE OF DAy, 2003 TO 2007 AVERAGE, 2006, 2007

2006 ExPERIENCED A HIGHER THAN AvERAGE DAILY RATE OF FATALITIES DURING PUBLIC HOLIDAYS AND SCHOOL HOLIDAYS

DAILY FATALITY RATE

0.12

0.14

0.10

0.16

0.04

0.08

0.02

0.06

0.00

TYPE OF DAY

2003 to 2007 AVERAGE 2006 2007

All publicholidays

All daysOther schoolholidays

Otherweekends

Otherweekdays

fIgURE 3.13 CASUALTIES ON THE NEWELL HIGHWAy

By RATE PER DAy, TyPE OF DAy, 2003 TO 2007 AVERAGE,

2006, 2007

2006 ALSO ExPERIENCED A HIGHER THAN AvERAGE RATE OF CASUALTIES ON PUBLIC HOLIDAYS

DAILY FATALITY RATE

0.4

0.8

0.2

0.6

1.0

0.0

TYPE OF DAY

2003 to 2007 AVERAGE 2006 2007

All publicholidays

All daysOther schoolholidays

Otherweekends

Otherweekdays


AGE GROUP, 2003 TO 2007 AVERAGE, 2006, 2007

DURING 2003 TO 2007 AROUND TWO-THIRDS OF FATALITIES WERE AGED OvER 25 YEARS WHILE 34% WERE AGED 25 YEARS AND UNDER. IN 2006 THE PROPORTION OF CHILD AND YOUNG ADULT AGED FATALITIES INCREASED TO 52%. ALTHOUGH THE PERCENTAGE OF FATALITIES IN THE 70 AND OvER AGE GROUP IS 40% OF THE TOTAL NUmBER OF FATALITIES FOR 2007, IT REPRESENTED AN INCREASE FROm 1 FATALITY IN 2006 TO 4 FATALITIES IN 2007


20

40

10

30

50

0

AGE GROUP

2003 to 2007 AVERAGE 2006 2007

0-16 70+17-25 26-39 40-59 60-69

11

2623

17 16

10

30

26

20

8

20

11

5

40

26

10

14 SECTION 4: KEy ROAD SAFETy ISSUES

Key road safety issues for the Newell Highway include:

The largest proportion of fatal crashes are off path •crashes or rollover crashes.

Fatigue in combination with high speeds was considered •to be a major factor in many casualty crashes.

Almost 30% of all fatal crashes were head-on crashes •(13 out of 38), with heavy vehicles being involved in 92% of these head-on crashes (2003 to 2007).

Heavy vehicle involvement in four of the five head-on •fatal crashes in 2006.

Heavy vehicle and interstate controllers accounting •for a high proportion of fatal crash involvements, however recorded alcohol involvement in crashes was underrepresented compared to the incidence on other country highways.

Several features of casualties and recorded crashes continue to be over-represented compared with NSW Country State Highways. These include the proportion of crashes involving fatalities and injuries, fatigue involvement, heavy vehicle involvement, interstate resident involvement and older driver involvement.

This section of the report examines the current road environment and outlines existing behavioural and enforcement issues and programs. This analysis, in conjunction with the context of the crash history and road safety issues, forms the basis for the proposed integrated program of works.

4.1 Road engineering issues

4.1.1 Road alignment

Generally on rural sections, the horizontal alignment of the Newell Highway is made up of long straights joined by curves ranging in radius from 0-3000 metres, with approximately 25% of these falling below 600 metres radius. There is a section to the south of Coonabarabran that can be regarded as having a poorer horizontal alignment, however this is an exception when compared to the total length of the highway.

Most fatal and serious injury crashes on high speed roads occur on curves within the 200 metres to 600 metres radii range. This evidence is taken from an RTA study entitled Retro-Fitting Road Safety to Existing Rural Roads. The study examines existing roads in relation to run-off road crashes and the clear zone treatments that can be applied to reduce the number and severity of those crashes.

In the study, curves within the 200 metres to 600 metres radii range have been designated Priority 1 and should be effectively treated wherever they occur3. Works on these curves will be implemented on a ranking based on risk assessment. In addition, works will be implemented to suit the conditions that exist in each case and may include shoulder widening, provision of safety barrier, improved delineation with chevron alignment markers, retro reflective pavement markers and signage. There are 104 curves along the total length of the Newell Highway that fall within the Priority 1 range with 42 of these between Gilgandra and Coonabarabran and 20 between Parkes and Dubbo.

Key road safety issuesSECTION 4:

3 Priority 2 curves are those with 0m to 200m radii range. Priority 3 curves are those with a radius between 600m and 1,000m.


The vertical alignment along the full length of the Newell Highway is generally flat to rolling with the only exception being in the 100 kilometre length of the Newell Highway immediately south of Coonabarabran.

Over the 5 year period to the end of December 2007, there have been a total of 13 crashes (6 injury crashes and 7 towaway crashes), in high speed sections where a vehicle has attempted to overtake a right turning vehicle at a T-junction or property entrance. Trucks (5 light and 5 heavy) were involved in 10 of these crashes and most (7) occurred at junctions between Gilgandra and the Queensland border. This suggests that there is insufficient pavement area to allow vehicles to pass the turning vehicle safely on the left hand side at these junctions. As many truck drivers are unwilling to leave the road due to the higher chance of vehicle roll-over, they are more likely to stay on the pavement and crash into the turning vehicle. The widening of pavement to the left of the junction is expected to reduce this crash type.

In areas adjoining state forests such as Gillenbah State Forest south of Narrandera and Pilliga Nature Reserve/ Pilliga East State Forest north of Coonabarabran, there are substantial regrowth areas of trees and scrubs within the clear zone. These non-frangible objects form a significant roadside hazard within the clear zone.

Gillenbah State Forest.

Pilliga East State Forest/Nature Reserve.

Overall the road would have been built to a standard that was suitable at the time and the then rural default speed limit of 50 km/h (or about 80 km/h). Since that time works have been implemented such as the provision of overtaking lanes and bridge widening to improve the safety performance of the road. Nevertheless improvements are required to make this road safer for current traffic volumes and speeds. A more detailed discussion of the Newell Highway’s alignment and speed limits is provided below.

4.1.2 mid and low speed sections: crashes in urban areas (speed zones of 80 km/h or less)

The Newell Highway passes through a number of cities, towns, villages and semi rural hamlets with a range of speed limits from 40 km/h school zones through to 80 km/h speed limits. Many main streets have very long shopping strips as a result of past uncontrolled development. They also vary considerably with a range of main street treatments including pedestrian crossings, kerb extensions, narrowed lane widths, traffic signals and both small one lane and larger two lane roundabouts. The smaller villages and hamlets and outer fringes of cities and towns are often characterised by wider lanes and shoulders with dwellings set back from the pavement. There are also sections of the road within urban areas that are restricted in width by avenues of trees and structures such as narrow bridges. The highway often turns at right angles in some towns and cities such as Dubbo, Parkes, Narrandera, Forbes and West Wyalong.


Crashes in low speed urban and semi-rural areas (speed zones of 80kph or less) indicate that most are related to the usual urban conflict types with rear end comprising 14% of the crashes and adjacent and opposing crashes making up 32% of all crashes. Pedestrian crashes make up only 6% of the total crashes in the mid to low speed sections.

Casualty crashes represent 47% of all crashes, 3% of which resulted in fatalities. Trucks (light and heavy) were involved in 17% of all low to mid speed crashes resulting in 5 fatal crashes (7 killed) and 53 injury crashes (76 injured). This is high considering that their percentage of the traffic volume is estimated to be much lower in the mid to low speed sections given the far higher numbers of light vehicles in cities and towns.

4.1.3 High speed (greater than 90 km/h) sections4 5

The open flat terrain, that most of the Newell Highway passes through, should make it easier to achieve an appropriately safe alignment, acceptable clear zone widths as well as traversable batter slopes. There are still 104 curves that fall into the Priority 1 area (200 metres to 600 metres radius) and many of these have radii less than 500 metres. Much of the roadside has had most trees and obstacles removed from within the clear zone, however in some locations the steep batter slopes make these areas mostly non-traversable and therefore the cleared roadside is unsuitable as a run off area. It is worth noting that approximately 52% of all fatal crashes involved vehicles running off the road and 38% involved vehicles moving to the incorrect side of the road and colliding head-on with opposing traffic.

Analysis of the road alignment through the Road Geometry Analysis database shows that 3.3% of the total route falls into the Priority 1 curves (200 metres to 600 metres range of radii) with Priority 2 curves (0 metres to 200 metres radii range) making up only 0.3% of the total route (as shown in Table 4.1).

Priority 3 curves with a radius between 600 metres and 1,000 metres make up 6% of the total length and the other 91% of the route is made up of curves with either greater than 1,000 metre radius or straights. However, approximately 17% of all single vehicle crashes occurred on curves with the highest average of crashes on curves (24%) between Gilgandra and Coonabarabran.

Over the accumulated lengths of high speed sections (speed limit greater than 90 km/h) from the Victorian border to the Queensland border, light trucks and heavy vehicles comprise 30% of the traffic flow. However, they are over represented in crashes (38%), involving 75 light trucks and 198 heavy vehicles. Trucks were involved in 58% of all fatal crashes.

Around 53% of all crashes occurring on the high speed sections result in casualties which is a much larger proportion than is usually found on other rural highways.

Despite passing through agricultural and natural habitat, no fatal crashes involving animals were recorded.

The route can be divided into nine sections for ease of analysis. These are from south to north:

1. victorian border to Narrandera

2. Narrandera to West Wyalong

3. West Wyalong to Parkes

4. Parkes to Dubbo

5. Dubbo to Gilgandra

6. Gilgandra to Coonabarabran

7. Coonabarabran to Narrabri

8. Narrabri to moree

9. moree to Queensland border north of Boggabilla

Table 4.1 shows Priority 1 curves, numbers of crashes and crash rates for each section of the Newell Highway between 2003 and 2007. It can be seen that:

Section 6• , Gilgandra to Coonabarabran, has a high number of Priority 1 curves, with a total crash rate of 50.8 per 100 million vehicle kilometres (MVK).

Section 7, Coonabarabran to Narrabri, has no •Priority 1 curves but a high casualty crash rate and a high total crash rate, indicating that run-off the road and possibly fatigue crashes are a problem in this section6.

Section 2, Narrandera to West Wyalong, has a fatal •crash rate of 3.6/100MVK but a low number of high Priority 1 curves.

4 90 km/h is set as the threshold for the definition of ‘high speed’ as crash severity increases markedly between 80 km/h and 90 km/h. 5 The data for this section of the report related to the period 2003-07.6 This section is also identified as having relatively narrow shoulder widths with a non-traversable embankment.


TAblE 4.1 COMPARISON OF PRIORITy 1 CURVES, NUMBER OF CRASHES AND CRASH RATES NEWELL HIGHWAy TOCUMWAL

(VICTORIAN BORDER) TO BOGGABILLA (QUEENSLAND BORDER)

BREAkDOWN AND LOCATION OF ‘PRIORITY 1’ CURvES IN HIGH SPEED SECTIONS ONLY

1 2 3 4 5 6 7 8 9

To

TA

l

RAdIUS (METRES) T

oC

UM

wA

l T

o

NA

RR

AN

dE

RA

NA

RR

AN

dE

RA

To

w

ES

T w

YA

lo

Ng

wE

ST

wY

Al

oN

g

To

pA

RK

ES

pAR

KE

S T

o

dU

bb

o

dU

bb

o T

o

gIl

gA

Nd

RA

gIl

gA

Nd

RA

To

C

oo

NA

bA

RA

bR

AN

Co

oN

Ab

AR

Ab

RA

N

To

NA

RR

Ab

RI

NA

RR

Ab

RI T

o

Mo

RE

E

Mo

RE

E T

o

bo

gg

Ab

Ill

A

200-250 0 0 0 0 0 0 0 0 0 0

250-300 0 0 0 2 0 2 0 0 0 4

300-350 0 0 1 2 0 2 0 0 1 6

350-400 1 0 1 1 0 10 0 1 0 14

400-450 1 3 3 3 2 4 0 2 1 19

450-500 2 1 2 4 1 12 0 3 1 26

500-550 3 1 3 6 2 10 0 1 1 27

550-600 1 0 2 2 0 2 0 1 0 8

ToTAl 8 5 12 20 5 42 0 8 4 104

DIST. (km) 158 133 131 112 60 92 114 96 120 1067

Ave. AADT 3136 2572 4057 4803 5828 4400 3830 5496 6376

CRASH DATA FROm 2003 TO 2007 – 5 YEARS

Fatal 3 4 4 5 2 2 5 1 3 29

Injury 35 35 37 29 29 32 42 32 40 311

Towaway 28 24 27 36 30 38 43 39 39 304

Crashes 66 63 68 70 61 72 90 72 82 644

CRASH RATES PER SECTION (PER 100 mvk TRAvELLED)

Fatal Crash Rate

1.7 3.2 2.1 2.5 1.6 1.4 3.1 0.5 1.1

Casualty Crash Rate

21.0 31.2 21.1 17.3 24.3 23.0 29.5 17.1 15.4

Total Crash Rate

36.5 50.5 35.1 35.7 47.8 48.7 56.5 37.4 29.4


1. victorian Border (Tocumwal) to Narrandera

This section is 158 kilometres long and includes the towns of Tocumwal, Finley and Jerilderie. There are eight (8) curves less than 600 metre radius, with 4 below 500 metre radius.

High speed sections (90 km/h and above)

In the high speed sections there have been 66 crashes in the five years from 2003 to 2007 comprising 3 fatal crashes (3 killed), 35 injury crashes (54 injured) and 28 towaway crashes. Of these crashes the predominant types were single vehicle on a straight (50%), hit an animal (15%) and single vehicle on a curve (15%). Of the 3 fatal crashes 1 involved off left on a straight into object, 1 off right on a straight into object and 1 off left on a right hand bend.

Of these crashes 55% occurred during daylight hours. Furthermore, 26% involved fatigue, 15% excessive speed and 3% are known to have involved illegal alcohol levels.

Trucks were involved in 22 crashes (33%) with 17 heavy vehicles and 5 light trucks. Fatigue was a factor in 5 of the truck crashes, excessive speed a factor in 4 of the truck crashes and alcohol a factor in 2 of the truck crashes. Trucks were involved in 2 of the 3 fatal crashes.

2. Narrandera to West Wyalong

This section is 133 kilometres long and includes the towns of Grong Grong and Ardlethan. There are five (5) curves less than 600 metre radius, with 4 below 500 metre radius.


In the high speed sections there have been 63 crashes in the five years from 2003 to 2007 comprised of 4 fatal crashes (4 killed), 35 injury crashes (60 injured) and 24 towaway crashes. Of these crashes the predominant types were single vehicle on a straight (63%), single vehicle on a curve (18%) and rear end (6%). Of the 4 fatal crashes 1 involved cross traffic movement, 1 head-on/not overtaking, 1 off left on straight and 1 off left on straight into object.

Of these crashes 65% occurred during daylight hours. Furthermore 16% involved fatigue, 22% excessive speed and 6% are known to have involved illegal alcohol levels.

Trucks were involved in 21 crashes (33%) with 15 heavy vehicles and 7 light trucks (note multiple truck crashes). Fatigue was a factor in only 2 crashes, while 6 involved excessive speed and 2 involved illegal alcohol levels. Trucks were involved in 2 of the 4 fatal crashes.

3. West Wyalong to Parkes

This section is 131 kilometres long and includes the town of Forbes. There are twelve (12) curves less than 600 metre radius, with 6 below 500 metre radius.


In the high speed sections there have been 68 crashes in the five years from 2003 to 2007, comprising of 4 fatal crashes (4 killed), 37 injury crashes (60 injured) and 27 towaway crashes. Of these crashes the predominant types were single vehicle on a straight (50%), single vehicle on a curve (15%), rear end (15%) and head-on/not overtaking (10%). Of the 4 fatal crashes 1 involved head-on/ not overtaking, 1 off road on straight, 1 loss of control on a straight and 1 off left on right hand curve into object.

Of these crashes 62% occurred during daylight hours. Furthermore 26% involved fatigue, 12% excessive speed and 3% are known to have involved illegal alcohol levels.

Trucks were involved in 22 crashes (32%) with 21 heavy vehicles and 5 light trucks (note multiple truck crashes) 7 involved fatigue and 3 involved excessive speed. Trucks were involved in 2 of the 4 fatal crashes.

4. Parkes to Dubbo

This section is 112 kilometres long and includes the towns and villages of Alectown, Peak Hill and Tomingley. There are twenty (20) curves less than 600 metre radius, with twelve (12) below 500 metre radius.


In the high speed sections there have been 70 crashes in the five years from 2003 to 2007, comprising of 5 fatal crashes (11 killed), 29 injury crashes (40 injured) and 36 towaway crashes. Of these crashes the predominant types were single vehicle on a straight (44%), single vehicle on a curve (20%), hit animal (11%) and rear end (7%). Of the 5 fatal crashes 3 involved head-on/not overtaking, 1 off right on a straight into object and 1 off left on a right hand curve.

Of these crashes 50% occurred during daylight hours. Furthermore 14% involved fatigue, 23% excessive speed and 3% were known to have involved illegal alcohol levels.

Trucks were involved in 23 crashes (33%) with 20 heavy vehicles and 7 light trucks, 3 involved fatigue, 4 involved excessive speed and 1 involved an illegal alcohol level. Trucks were involved in 4 of the 5 fatal crashes.


5. Dubbo to Gilgandra

This section is 60 kilometres long and includes the village of Brocklehurst. There are five (5) curves less than 600 metre radius, with three (3) below 500 metre radius.


In the high speed sections there have been 61 crashes in the five years from 2003 to 2007, comprising of 2 fatal crashes (2 killed), 29 injury crashes (39 injured) and 30 towaway crashes. Of these crashes the predominant types were single vehicle on a straight (36%), head-on/not overtaking (10%) hit animal (11%) and rear end (10%). The 2 fatal crashes involved head-on/not overtaking.

Of these crashes 67% occurred during daylight hours. Furthermore 25% involved fatigue, 11% excessive speed and 4% were known to have involved illegal alcohol levels.

Trucks were involved in 21 crashes (34%) with 13 heavy vehicles and 11 light trucks, 3 involved fatigue, 4 involved excessive speed. Trucks were involved in both fatal crashes.

6. Gilgandra to Coonabarabran

This section is 92 kilometres long, with forty two (42) curves less than 600 metre radius, with thirty (30) below 500 metres radius. This section has by far the highest number of poor curves and consequently the speed limit has been reduced to 100 km/h for a 50 kilometre section immediately south of Coonabarabran. Despite this reduction in speed zoning the section still has the highest percentage of crashes on curves.


In the high speed sections there have been 72 crashes in the five years from 2003 to 2007, comprising of 2 fatal crashes (5 killed), 32 injury crashes (51 injured) and 38 towaway crashes. Of these crashes the predominant types were single vehicle on a straight (56%), single vehicle on a curve (44%), overtaking same direction (7%) and rear end (6%). Of the 2 fatal crashes 1 involved cross traffic movement and 1 head-on/not overtaking.

Of these crashes 65% occurred during daylight hours. Furthermore 11% involved fatigue, 31% excessive speed and 1% were known to have involved illegal alcohol.

Trucks were involved in 23 crashes (32%) with 20 heavy vehicles and 7 light trucks (note multiple truck crashes), 1 involved fatigue, 7 involved excessive speed. There were 2 fatal crashes in this section of road, none of which involved trucks.

7. Coonabarabran to Narrabri

This section is 114 kilometres long and passes through the

Pilliga Nature Reserve. There are no curves less than 600

metre radius. The section is made up of very long straights

linked by a few large radii curves with short arc lengths.


In the high speed sections there have been 90 crashes

in the five years from 2003 to 2007, comprising of 5

fatal crashes (7 killed), 42 injury crashes (59 injured) and

43 towaway crashes. Of these crashes the predominant

types were single vehicle on a straight (66%), single

vehicle on a curve (6%) and hit animal (7%). Of the 5

fatal crashes 2 involved head-on/not overtaking 2 off left

on a straight into object and 1 off right on straight.

Of these crashes 63% occurred during daylight hours.

Furthermore 29% involved fatigue, 4% excessive speed

and 1% were known to have involved illegal alcohol levels.

Trucks were involved in 38 crashes (42%) with 33 heavy

vehicles and 8 light trucks, 15 involve fatigue, 3 involved

excessive speed and 1 involved an illegal alcohol blood

level. Trucks were involved in 4 of the 5 fatal crashes.

8. Narrabri to moree

This section is 96 kilometres long and passes through the villages of Edgeroi, Bellata and Gurley. There are eight (8) curves less than 600 metre radius, with six (6) below 500 metre radius.


In the high speed sections there have been 72 crashes in

the five years from 2003 to 2007, comprising 1 fatal crash

(1 killed), 32 injury crashes (42 injured) and 39 towaway

crashes. Of these crashes the predominant types were

single vehicle on a straight (56%), single vehicle on a

curve (15%), hit animal (8%) and rear end (8%). The fatal

crash was an off right on a straight.

Of these crashes 61% occurred during daylight hours.

Furthermore 28% involved fatigue, 11% excessive speed

and 1% was known to have involved illegal alcohol.

Trucks were involved in 33 crashes (46%) with 24 heavy

vehicles and 12 light trucks, 8 involved fatigue, 6 involved

excessive speed and 1 involved an illegal alcohol level.

There was 1 fatal crash along this section of road (it did

not involve a truck).


9. moree to the Queensland Border

This section is 120 kilometres long and passes through the town of Boggabilla just south of the Queensland border. There are four (4) curves less than 600 metre radius, with three (3) below 500 metre radius.

High Speed Sections (90 km/h and above)

In the high speed sections there have been 82 crashes in the five years from 2003 to 2007, comprising of 3 fatal crashes (3 killed), 40 injury crashes (61 injured) and 39 towaway crashes. Of these crashes the predominant types were single vehicle on a straight (42%), hit an animal (12%), single vehicle on a curve (18%), and head-on (11%). Of the fatal crashes two involved head-on/not overtaking and one hit by an object falling from another vehicle.

Of these crashes 52% occurred during daylight hours. Furthermore 22% involved fatigue, 15% excessive speed and no recorded crashes involving illegal alcohol.

Trucks were involved in 38 crashes (46%) with 35 heavy vehicles and 9 light trucks, 7 involved fatigue and 7 involved excessive speed. Trucks were involved in 1 of the 3 fatal crashes along this section of road.

4.2 Behavioural issuesFatigue is the major factor amongst casualties on the Newell Highway with around 26% of casualties in 2007 involving fatigue (refer to Figure 4.1). This figure is higher than other country highways (15% in 2007).

The number of speed-related casualties was relatively low in 2006 compared with the 2003-2007 average. Casualties with alcohol involvement are underrepresented on the Newell Highway.

fIgURE 4.1 CASUALTIES ON THE NEWELL HIGHWAy By

BEHAVIOUR FACTOR FOR CRASH, 2003-3007 AVERAGE,

2006, 2007

NUMBER OF CASUALTIES

20

40

10

30

50

0

BEHAVIOUR FACTOR

2003 to 2007 AVERAGE 2006 2007

Speed Fatigue Illegal alcohol Restraint fittednot worn

20.6

1417

31.4

26

38

8.2

36

4.4 5 5

4.2.1 Speed

Speeding on the Newell Highway is common. This may be due in part to the low perceived likelihood of being detected by Police for speeding. The RTA conducts annual speed surveys on the Newell Highway to monitor speeding behaviour. Speed surveys have been conducted at 12 locations, 10 within 110 km/h speed limit zones and 2 within 100 km/h speed limit zones. The results show that from 2004 to 2006 the mean and 85th percentile speeds7 for both light and heavy vehicles has increased (refer to Figure 4.2).

Due to the isolated nature of many casualty crashes it is difficult to always correctly identify speed as a factor in crashes. Accordingly, the number of crashes that identify speeding as a factor should be considered as a minimum.

7 This is the speed at or below which 85% of drivers are travelling ie 15% of drivers/ riders are exceeding this speed.


fIgURE 4.2 MEAN AND 85TH PERCENTILE SPEEDS KM/H,

LIGHT VEHICLES (100 AND 110KM/H SPEED LIMIT)

90

95

100

105

110

115

120

2004

KM/H

2005 2006

100 KM/H SPEED LIMIT – MEAN SPEED

100 KM/H SPEED LIMIT – 85TH PERCENTILE

110 KM/H SPEED LIMIT – MEAN SPEED

110 KM/H SPEED LIMIT – 85TH PERCENTILE

100

103

106

102

107

105

109

113

116

112

116

112

MEAN AND 85TH PERCENTILE SPEEDS KM/H, LIGHT VEHICLES (100 AND 110KM/H SPEED LIMIT)

fIgURE 4.3 MEAN AND 85TH PERCENTILE SPEEDS KM/H,

HEAVy VEHICLES (100 KM/H SPEED LIMIT)MEAN AND 85TH PERCENTILE SPEEDS KM/H, HEAVY VEHICLES (100 KM/H SPEED LIMIT)

96

98

100

102

104

106

108

2004

KM/H

2005 2006

85TH PERCENTILEMEAN SPEED

100

101 101

105

107

106

In 2006, the percentage of light vehicle drivers travelling in excess of the speed limit in 110 km/h zones was 38% (2755 vehicles per day). The percentage travelling in excess of 120 km/h was 7% (486 vehicles per day), and the percentage travelling in excess of 130 km/h was 1.3% (96 vehicles per day).

The percentage of light vehicle drivers travelling in excess of 100 km/h in the 100 km/h zone at Coonabarabran was 60% (351 vehicles per day). The percentage travelling in excess of 110 km/h was 18% (105 vehicles per day). The percentage of vehicles travelling in excess of 120 km/h was 3.6% (21 vehicles per day).

The percentage of heavy vehicle drivers (non-road train) travelling in excess of 100 km/h, which is their statutory limit, was 58% (1126 vehicles per day), and the percentage travelling in excess of 110 km/h was 6% (or 79 per day).

In 2007 the annual speed survey program was rationalised resulting in changes to the number and placement of survey locations in NSW including the Newell Highway. During 2007 only 5 stations were installed, all within 110 km/h signposted speed limits.

The 85th percentile for light vehicles ranged from 113-118 km/h with a weighted average of 115 km/h. The mean spreads ranged from 104-108 km/h with a weighted average of 106 km/h. The percentage of light vehicles exceeding the speed limit ranged from 26-46% with a weighted average of 35%.

For heavy vehicles the 85th percentile speed ranged from 104-108 km/h with a weighted average of 106 km/h. The mean speeds ranged from 99-103 km/h with a weighted average of 101 km/h. The percentage of heavy vehicles exceeding the speed limit (100 km/h for heavy vehicles) ranged from 42%-72% with a weighted average of 60%.


4.2.2 Pedestrian issues

In the cities, towns and villages along the highway there is significant interaction between arterial traffic and vulnerable road users such as pedal cyclists and pedestrians.

Of the 980 recorded crashes on the Newell Highway between 2003 and 2007 only 2% involved pedestrians. This Newell Highway percentage is similar to the percentage for all country state highways (2%).

For local residents, the highway serves as a local road in that it:

Contains sections with development (houses and •businesses) on one or both sides of the road. Examples of such locations are provided below.

Connects residents with their nearest major centre •for shopping and education.

An integrated road safety strategy needs to:

Provide consistency in the treatment of speed •zoning in locations where there is residential and/or commercial development on one or both sides of the highway.

Signpost these locations at a safe and •appropriate speed.

Include pedestrian facilities for the safe pick–up •and drop-off of students using school buses.

High pedestrian volume areas in some towns such as Moree have

many uncontrolled pedestrian conflict points. Note: Works have

commenced to bypass the centre of Moree.

Grong Grong has one business and a number of houses which line

both sides of the Newell Highway for approximately 1 kilometre.

The village is currently signposted at 60 km/h, with 100 km/h

approaches at either end. Heavy vehicles use this route.

Dubbo is a major country city where heavy vehicles travel the

generally urban environment. The highway runs through residential

and commercial areas with on-street parking, uncontrolled pedestrian

movements and trees which often obscure a clear view of the

roadway. The speed limit through Dubbo is currently 60 km/h.


Parkes has a 50 km/h speed limit.

West Wyalong has a section of the highway, approximately

1kilometre long, with a speed limit of 80 km/h flanked on either

side with speed limits of 50 km/h. Residential properties are located

on both sides of this section of road.

Alectown consists of number of houses lining both sides of the

Newell Highway for approximately 1kilometre and is signposted

at 80 km/h.

Edgeroi is a small village with a speed limit of 80 km/h. As well as

a number of residential dwellings it also contains a service station

with access from both directions, a junction to the south and access

to grain silos.

Gilgandra covers approximately 2 kilometres of the highway with

a speed limit of 60 km/h. The development fronts both sides of

the road and consists of dwellings and businesses including several

motels and a service station.


4.3 Aboriginal issuesThe June 2006 census revealed that the total Aboriginal and Torres Strait Islander (ATSI) population within the 15 Local Government Areas (LGAs), that make contact with the Newell Highway, was 12,496, which is 9.4% of the total ATSI population of 132,894 (this is substantially greater than for the same population comparisons across NSW, which is currently 2.2%).

TAblE 4.2 ABORIGINAL POPULATION IN LGA’S ON THE NEWELL (2006 CENSUS)

lgA ToTAl popUlATIoN ATSI popUlATIoN ATSI pERCENTAgE

Berrigan 8000 100 1.3%

jerilderie 1600 30 1.8%

Urana 1300 40 3.3%

Narrandera 6000 560 9.3%

Coolamon 4000 50 1.3%

Bland 6100 160 2.7%

Weddin 3600 60 1.6%

Forbes 9400 630 6.7%

Parkes 14300 1020 7.2%

Narromine 6500 1030 15.8%

Dubbo 37800 3910 10.3%

Gilgandra 4500 570 12.5%

Coonabarabran 2600 420 15.9%

Narrabri 13100 1200 9.2%

moree Plains 14000 2700 19.4%


In 2004, the RTA released an Issues Paper entitled: Improving Safety for Vulnerable Road Users in Country NSW. The paper identified that Aboriginal people are 3.4 times more likely than non-Aboriginal people to be killed from a transport related incident and that the occurrence of injury was at least two to three times more common among Aboriginal people than non-Aboriginal people.

A significant number of Aboriginal people reside in missions, known as discrete Aboriginal communities or reserves, and or surrounding towns, and travel on main highways, such as the Newell Highway, to access cities and towns. For example, the Moree Plains LGA consists of a total population of 14,000 and has a total Aboriginal population of 2,700 (19.4% Aboriginal). There are two significant missions located outside the main town and Aboriginal people living in these missions need to travel on the Newell Highway to access goods and services.

4.4 Incident managementIncident management represents a significant challenge because there are few alternative routes which are close or convenient to the Newell Highway. Where diversion routes are available, the travel distance can be substantial (in some cases hundreds of kilometres long) using numerous Regional and State roads. These long distances can lead to driver frustration and fatigue. Narrow alignment and the time/distance factor for response also make incidents difficult to manage.

26 SECTION 5: STRATEGIC PLAN

5.1 Vision and strategic planThe road safety vision ‘A substantial reduction in trauma, both death and injury, caused by road crashes on the Newell Highway’, is supported by the following strategic goals:

Accommodate for (inevitable) human error by •allowing more space and time to respond to and correct the error by providing a more forgiving road and roadside environment to lessen the impact of a crash.

Continue the upgrading of the highway to an •appropriate safe standard.

Facilitate the safer operation of the two-way •carriageway road.

Implement an integrated speed management •regime incorporating best practice speed zoning, road design, construction, consistent and effective guidance to road users and a carefully managed enforcement program.

Provide better guidance and warning to road users •on highway conditions to prevent crashes.

5.2 An integrated approach to improving safety of the route

The multidisciplinary and consultative approach developed during the Pacific Highway and Princes Highway reviews has been used to establish an integrated approach to improving safety on this route.

Road safety improvements are maximised because behavioural, enforcement and engineering countermeasures are fully integrated. As an example, to address speed related crashes, the engineering program will focus on:

Road design and reconstruction to guide drivers to •appropriate travel speeds.

The consistent and effective use of regulatory and •advisory signage.

The provision of wider sealed shoulders, wider •centreline separation and hazard-free clear zones.

This is the standard to which the Newell Highway should ultimately be built.

Whilst a fully integrated approach may not be possible in the short term due to the obvious funding issues associated with some major engineering programs, this should not prevent the early and continual implementation of behavioural and enforcement programs. For example a strategically and carefully managed speed management regime consisting of enforcement programs and technology could be introduced to target different sections of the highway.

Strategic planSECTION 5:


5.3 Enhanced road safety engineering works program

The Enhanced Road Safety Engineering Works Program consists of the following broad categories:

Junction treatments.•

Improving safety performance of the roadside •environment.

Improving guidance, warning and delineation.•

Enhancing separation of opposing traffic flows.•

Improving road alignment.•

5.3.1 junction treatments

The following works are planned as mass action treatments:

The pavement on the Newell Highway will be •widened at junctions that have at least 25 turning vehicle movements per day to allow vehicles to pass to the left of right turning vehicles.

Highly visible advance T Junction signs will be installed •in the side road warning drivers they are approaching the Newell Highway. These signs are to be installed between 170 metres and 210 metres from the junction. Stop signs will be considered on the side roads intersecting with the Newell Highway or the installation of an upgraded signposting warning scheme on the side road approaches to supplement the T Junction signs.

Signs will also be installed warning drivers on the •Newell Highway of approaching junctions. The advance sign should show the type of junction and the name of the side road. This will be supported by a second sign at the junction. These signs are to be installed according to the RTA’s manual on Guide Signposting.

The sealed pavement will be extended for at least •130 m8 down the adjoining local road. This short length of pavement will provide visual and tactile cues for drivers approaching the junction as well as providing additional traction for vehicles exiting the side road. In addition, this short length of pavement will reduce the amount of loose gravel being tracked onto the Newell Highway from the side road.

Sections 6 to 9, Gilgandra to the Queensland border, are priority lengths for the above treatments. In addition, a number of major Newell Highway junctions have been identified that would benefit from a package of other minor works. These Newell Highway junctions are:

Sturt Highway.•

Tallimba Road.•

Castlereagh Highway.•

Oxley Highway.•

Junction of the Newell and Sturt Highways, Nerrandera. The Newell

and Sturt Highways intersect twice. This is the western most

junction and is looking from the Newell approaching the Sturt on

the northbound approach.

Possible treatments at the junction of the Newell and Sturt Highways include:

Giving priority to the major traffic movements on the •Newell Highway.

Installation of street lighting on all approaches •(approximately 120 metres for each approach).

Consideration of a lower speed limit.•

Installing transverse lines on each approach.•

Improving advance signage.•

8 This is based on total stopping distance for 100 km/h using a reaction time of 2.0 sec and coefficient of friction of 0.55.


Possible treatments at the junction of the Newell Highway and Tallimba Road include:

Giving priority to traffic on the Newell Highway.•

Constructing ‘AUL’ rural type junction for the •southbound approach and provision of street lighting on all approaches (approximately 120 metres for each approach).

Lowering the approach speed to 70 km/h.•


Improving advance signage.•

Possible treatments at the junction of the Newell and Castlereagh Highways include:

Lowering the approach speed from 60 km/h •to 50 km/h (in the urban environment).

Improving delineation and signage, including •advance signage.

Installing transverse lines on each approa• ch.

Possible treatments at the junction of the Newell and Oxley Highways include:

Improving delineation and signage, including •advance signage.

Lowering the approach speed from 100 km/h.•


Junction of the Newell Highway and Tallimba Road, West Wyalong

(northbound approach taken from the Newell Highway).

Junction of the Newell and Castlereagh Highways, Gilgandra

(southbound approach taken from the Newell Highway).

Junction of the Newell and Oxley Highways, north of Coonabarabran

(southbound approach taken from the Newell Highway).


5.3.2 Roadside environment

Recent studies undertaken by the NSW Centre for Road Safety including an international literature review found that 75% to 85% of the safety benefits of clear zones can be achieved within the first 6 metres. Based on these studies and given the costs of installing wider clear zones, it is considered that clear zone widths of 6 metres can be more easily provided across a greater length of the network, thereby achieving a greater safety benefit.

Clear zones of at least 6 metres are planned, especially on the outside of curves. All clear zones:

Should be regularly checked with emphasis on areas •adjoining state forests, and regrowth removed.

Should be made traversable by regrading the fill •batter slopes to at least 4:1 or flatter. Where this is not possible, wire rope safety barrier should be installed to provide protection for errant vehicles.

5.3.3 Widened tactile centreline

A trial of a widened tactile centreline, that allows vehicles to legitimately overtake at appropriate locations, will be undertaken in the near future at two separate sites, one to the north of West Wyalong, the second to the north of Parkes. The trials will be undertaken on existing wide pavements with a consistent minimum width of at least 11 metres. The existing linemarking will be adjusted to provide two 3.5 metre lanes, a 1.2 metre wide tactile centreline delineation configuration and tactile profile edge lines with 1.5 metre sealed shoulders.

This trial will be evaluated in regard to driver acceptance and safety benefit. If the trial is shown to be effective in helping to prevent head-on and off road to the right crashes then it will be submitted for consideration as an Australian Line Marking Standard.

5.3.4 Road alignment

Engineering measures planned for the high speed sections (90 km/h and above) are:

Realignment of the ‘Priority 1’ curves (200 metres to 600 metres) to a radius greater than 600 metres. If this cannot be achieved then the shoulders on ‘Priority 1’ curves will be:

Widened to 2.5 metres on the outside of the •curve, together with extra delineation such as curve warning signs, Curve Alignment Markers (CAMs) and Retroreflective Raised Pavement Markers (RRPMs) to better define the poor alignment at each site.

Increase superelevation on shoulders through the •curve where possible.

Remove roadside hazards (where a runoff area •is available) at the back of the curve and flatten batter slopes to at least 4:1 or install an appropriate safety barrier.

Separate opposing flows with a widened •tactile centreline.


5.3.5 Treatments for high speed sections (90 km/h and above)

Based on the crash data for each of the nine sections previously identified in Section 4.1, the following countermeasures are planned in each of the sections listed below:

Section 1 (victorian border to Narrandera), Section 2 (Narrandera to West Wyalong), Section 3 (West Wyalong to Parkes), Section 4 (Parkes to Dubbo) Section 6 (Gilgandra to Coonabarabran), Section 8 (Narrabri to moree) and Section 9 (moree to the Queensland border).

Widen pavement to a consistent minimum width •of 11 metres, made up of two 3. 5 metre lanes, a 1 metre wide tactile centreline, tactile profile edge lines and 1.5 metre sealed shoulders.

The • Priority 1 curves should have 2.5 metre shoulder widening on the outside of the curve and extra delineation such as CAMS and RRPMs to better define the tight alignment at each site.

Widening clear zones to at least 6 metres, especially •on the outside of curves. All clear zones must be traversable. Where this is not possible, wire rope safety barrier should be installed to provide protection for errant vehicles.

Section 5 (Dubbo to Gilgandra)

The same three countermeasures as for Sections 1, 2, 3, 4, 6, 8 and 9, plus:

Widen the pavement at all T Junctions to allow •overtaking vehicles to pass right turning vehicles on the left.

Section 7 (Coonabarabran to Narrabri)

Widen pavement to a consistent minimum width •of 11 metres, made up of two 3.5 metre lanes, a 1 metre wide tactile centreline, tactile profile edge lines and 1.5 metre sealed shoulders.

Widening clear zones to at least 6 metres, especially •on the outside of curves. All clear zones must be traversable. Where this is not possible, wire rope safety barrier should be installed to provide protection for errant vehicles.

5.4 Behavioural programUnder the Safe Systems Partnerships approach to road safety road users should be kept informed and alerted to the road conditions. It also recognises that it is inevitable that road users will make mistakes and that under these circumstances the system must be forgiving.

The key behavioural factors influencing the highway’s road toll are fatigue, speeding, drug driving and drink driving.

In order to address road user behaviour on the Newell Highway, a comprehensive behavioural program has been developed and will be implemented on an ongoing basis to enhance and support the engineering and enforcement programs.

The behavioural program strategically targets key groups travelling on the highway including people moving between urban centres as well as long distance travellers. The key groups are residents of cities and towns, rural and Aboriginal communities adjoining the highway and long distance light and heavy vehicle drivers.

To change road user behaviour it is necessary to influence three factors that play a key role in adopting alternative behaviours. These are the:

Environment.•

Person’s knowledge and attitude.•

Person’s intention.•

All behavioural campaigns to be implemented will include strategies focusing on Aboriginal communities. Educational materials that are culturally appropriate and focused on the key road safety messages will be distributed to Aboriginal communities in partnership with local Road Safety Officer programs and community service centres. In addition an education campaign that uses local radio stations popular with Aboriginal people will be conducted. The key road safety messages include issues such as speeding, restraint use, drink driving, driver fatigue and overloading of vehicles.


5.4.1 Driver fatigue

Strategically positioned public education campaigns will be targeted at key groups using the Newell Highway. The communication strategies will focus on reminding drivers to look for the early warning signs of fatigue and to plan their journeys allowing time for breaks.

(a) A communication strategy will be developed and implemented that utilises signs, print and other media encouraging drivers to know and recognise the early warning signs of fatigue and to use the available rest areas and stopping opportunities in cities and towns along the Newell Highway to take a break.

(b) A communication strategy will be developed and implemented targeting heavy vehicle drivers reminding them to take regular breaks. Information will also be provided informing heavy vehicle drivers of rest areas suitable for heavy vehicles.

In addition Variable Message Signs (VMS) will be positioned from south of Forbes to north of Dubbo encouraging drivers to take a break.

Other mass media strategies will include new television and radio campaigns to be developed in 2008/2009.

Driver Reviver, which operates on most long weekends, will be promoted using the RTA Internet. It should be noted that the Driver Reviver sponsor (Bushells) and local governments promote Driver Reviver using radio and other forms of advertising.

A heavy vehicle rest area strategy is being developed that includes the Newell Highway.

In addition the ‘Blue Reflector’ program is continuing to be implemented on the Newell Highway (on which it was first successfully trialled), providing advice on the locations of informal stopping opportunities for heavy vehicles.

5.4.2 Speeding drivers

Mass public education campaigns addressing the social unacceptability of speeding will be implemented. The strategy will emphasise the social disapproval by peers and will target the key speeding demographic: young male drivers. The RTA’s ‘Pinky’ campaign has effectively challenged the relationship between speeding and social approval among young males. The television based campaign will be supported by outdoor advertising, radio and print media.

Targeted campaigns supporting speed enforcement, both on the open road as well as in towns, will be implemented. The campaigns will strategically target key identified locations, times and demographics and will utilise outdoor, print and radio media. In particular, campaigns will also target heavy vehicle enforcement programs. Heavy vehicle drivers and operators will be targeted with information relating to the enforcement of speed limiters deemed to be operating incorrectly.

In addition Variable Message Signs (VMS) will be positioned from south of Forbes to north of Dubbo reminding drivers of risks associated with speeding as well as current Police enforcement programs.

The speed limits on some parts of the Newell Highway were first increased from 100 km/h to 110 km/h in 1991. In consideration of the road geometry, traffic volumes, high percentage of heavy vehicles (which are already speed limited to 100 km/h) or Road Trains and B-Triples (which are speed limited to 90 km/h) and crash history, the speed limit will be reduced to a consistent 100 km/h from the Victorian border to the Queensland border.

Research conducted in Australia and internationally has conclusively demonstrated that reduced speed limits improve road safety outcomes. It is expected that the reduction in the speed limit will also reduce the difference in travelling speeds between the various road users on the open road. The reduction should have no effect on freight timetables as heavy vehicles are already restricted to 100 km/h or 90 km/h for Road Trains (and B-Triples). Notwithstanding that car drivers break their journeys, travel at lower speeds through towns and experience various delays, the calculated increase in travel time, due to the reduction in speed limit, is less than 55 minutes over 1,000 kilometres.


In order to maintain a consistent and safe speed limit across built up areas speed limits will be reduced in Dubbo, Grong Grong and West Wyalong (refer to Section 5.4.4 for more detail).

Drivers will be kept informed of changes to speed limits through strategically targeted information campaigns. Depending on the location and extent of the speed limit changes information advising of the nature of the change, and rationale emphasising the road safety benefits, will be placed in local newspapers and radio through paid advertising as well as announcements through media releases. In addition on-road information will be provided through Variable Message Signs (VMS) and static signs will be installed informing drivers of the changed speed limit.

5.4.3 Speed limiters

Under the Road Transport Legislation (Speed Limiters) Amendment Act 2005, a heavy vehicle operator commits a speed limiter offence when their heavy vehicle (which is required by law to be speed limited) travels more than 115 km/h.

Many heavy vehicles travelling through NSW are speed limited to a maximum speed of 100 km/h. Surveys of heavy vehicle speeds and information provided by Police indicate that many heavy vehicles and buses are travelling faster than they should be able to if their speed limiter is functioning correctly.

A heavy vehicle travelling at a speed more than 115 km/h is deemed to have a speed limiter that is not functioning correctly based on the specifications in Australian Design Rule (ADR) 65/00. These specifications require speed limiters to be tested on roads with a gradient of up to 2% and allow the maximum speed of a vehicle to reach 105% of the set speed. In addition, the specification allows a +/- 1% road speed measurement accuracy tolerance.

A speed limiter is deemed not to be working if the vehicle is travelling at a speed outside the parameters specified in ADR 65/00. However, where the road gradient is steeper than -2% it may be possible for a vehicle to travel at an excessive speed while having a correctly functioning speed limiter.

Speed Limiter Enforcement Zones are located on major freight routes in New South Wales for the purpose of enforcing the speed limiter legislation. The length of each zone varies with terrain and generally exceeds three kilometres. Each zone has been certified as an area where the gradient of the road is not steeper than -2% (in direction of travel) where a correctly speed limited vehicle could not exceed 115 km/h.

The NSW Centre for Road Safety has developed Speed Limiter Enforcement Zone maps for the Newell Highway for the purpose of enforcement. There are 73 Speed Limiter Enforcement Zones along the Newell Highway.

It is unacceptable that speeding is so prevalent on the Newell Highway. It is difficult for Police to effectively patrol such long lengths of highway. Heavy vehicle speeding is particularly difficult to enforce due to the ability of heavy vehicle drivers to communicate the locations of Police to others via the CB radio network. Accordingly, it is recommended that:

Police investigate covert strategies to detect, record •and enforce heavy vehicle speeding.

Point to point speed cameras are installed on the •Newell Highway between centres. Point to point speed enforcement has been demonstrated to be effective in reducing speeding over longer lengths overseas and is currently in successful operation in Victoria.

5.4.4 Pedestrian safety

In many cities and towns the Newell Highway passes through the main commercial centre. This configuration brings large numbers of heavy vehicles into areas relatively crowded with manoeuvring traffic, junctions, pedestrians and cyclists.

The speed of vehicles is a substantial contributing factor to the level of safety in urban areas. The speed limit through the majority of cities and towns is 50 km/h. However, Grong Grong, Dubbo, West Wyalong, Alectown, Edgeroi, and Gilgandra all have higher speed limits ranging from 60 km/h to 80 km/h.

Accordingly, the speed limit will be reduced to 50 km/h in:

Dubbo.•

Grong Grong.•

West Wyalong. •


When these speed limits are implemented there will be a consistent 50 km/h speed limit in all comparable built up areas on the Newell Highway.

Anti-speeding advertising campaigns will be implemented in towns on this route addressing speeding on urban roads. In addition Police will conduct highly visible enforcement programs targeting speeding in urban areas.

There currently exist opportunities to divert long distance Newell Highway traffic from particular town centres:

A new bypass road is currently being constructed that •will remove through traffic from the centre of Moree.

An alternate heavy vehicle route is already operating •on existing roads which directs through heavy vehicles away from the West Wyalong CBD. The scheme is managed through the use of signposting and linemarking.

5.4.5 Aboriginal issues

The RTA has produced the following educational resources, focussing on Aboriginal people, which address key road behaviours:

• Bring the Mob Home Safety educational resources which focus on speeding, restraint use, drink driving, driver fatigue and overloading of vehicles utilises brochures, pamphlets and banners.

Aboriginal Parent Workshops, helping learner drivers •become safer drivers.

Aboriginal Bike Safety and Child Restraints programs •operating throughout NSW.

Promotion of road safety initiatives at significant •Aboriginal events such as NSW Aboriginal Rugby League Knockout, NAIDOC Week festivities and Reconciliation Week. These initiatives are part of the RTA’s Aboriginal Action Plan (2006-2010).

5.5 Enforcement programs

5.5.1 Police enforcement

The NSW Police Force and the RTA have worked together for many years to improve road safety in NSW. The formal partnership between the RTA and the NSW Police Force under the Enhanced Enforcement Program (EEP) has evolved and diversified since its inception in 1995. The RTA contributes many millions of dollars each financial year to fund operations targeting speeding, drink driving, fatigue, heavy vehicle safety issues, seatbelt and helmet use. In recent years significant achievements have been made in reducing the number of fatalities and injuries during holiday periods. This has been attributed to the introduction of double demerit points, coordinated public education and extra enforcement made possible by the Enhanced Enforcement Program.

The success of State-wide operations has led to smaller regional and local operations during other times of the year. This has meant a significant increase in the quantity and scope of operations being supported by regional public education campaigns. A number of EEP funded operations target the Newell Highway using intelligence supplied by the RTA and the NSW Police force including Backline, Northlinks, Operation Barbara and Remove Alcohol Impaired Drivers (RAID). Regional RTA staff meet quarterly with NSW Police in Western Region to plan and co-ordinate EEP operations. This program will be continued along with a planned expansion of the program into the South West Region.

5.5.2 Heavy vehicle enforcement

Compliance and Freight Strategy (CFS) Branch work with Regional Inspectors Vehicle Regulations (IVR) to implement ongoing heavy vehicle enforcement programs. These are undertaken through random mobile enforcement activities supported by fixed roadside site specific enforcement and special operations. The programs include asset protection, fatigue management, registration, vehicle and driver licence compliance.

There are currently 7 on-road enforcement sites used by IVRs to safely intercept and check heavy vehicles on the Newell Highway. These sites are located close to the city of Dubbo and the towns of Coonabarabran, Forbes and West Wyalong.

CFS is currently developing an enforcement strategy for Western and South West Regions which will recommend strategies on a whole of route basis, including an additional small scale on-road enforcement site north of Moree.

The success of the Pacific and

Princes Highway reviews in delivering

improved road safety provides sound

evidence that a similar road safety

outcome on the Newell Highway can best

be achieved by adopting an integrated

program of engineering, behavioural and

enforcement programs.

The proposed strategic plan for the Newell Highway recommends that:

A series of junctions be enhanced by upgrading •pavement and improving signage.

Roadside environments, especially clear zones, •be improved.

Linemarking be enhanced, particularly centre •linemarking.

Road alignments for priority curves be treated.•

Reassessment of speed limits and speed management •is undertaken.

Behavioural programs be enhanced, targeting speed •and fatigue.

Pedestrian safety be addressed, especially in small •towns where the Newell Highway passes through the main commercial centre and/ or residential hamlets.

Aboriginal road safety issues be addressed.•

An enhanced enforcement program be upgraded.•

ConclusionSECTION 6:

34 SECTION 6: CONCLUSION


Newell Highway programsThe following list outlines the more major construction works programmed for the Newell Highway and does not include other more minor works.

Recently completed works on the Newell Highway

Construction

Ardlethan, north of Narrandera, realignment of highway •to widen pavement and remove substandard curves.

Alleena, north of Narrandera, construction of •overtaking/climbing lane.

Bogan Street, Parkes, construction of heavy •duty pavement.

Sherriff Street, Forbes, construction of heavy •duty pavement.

Coobang, north of Parkes, widening of formation •and sealing, junction improvement, vertical alignment improvements, northbound overtaking lane, access improvements.

Wallumburrawang north of Gilgandra, new bridge, •overtaking lanes, widening of formation and sealing works, horizontal alignment improvements, and construction of rest areas in both directions.

maintenance and pavement rehabilitation

Jollys Lane, north of Narrandera, pavement rehabilitation.•

North Back Creek, north of West Wyalong, •pavement rehabilitation.

Tanks Lane, north of Parkes, pavement rehabilitation •works including junction widening.

Doctors Creek, north of Narrabri, pavement •rehabilitation including pavement widening.

Kyalite Road, north of Parkes, Stage 2 rehabilitation •works including junction widening.

Camurra, north of Moree, pavement rehabilitation.•

Dead Bird Lead Creek, north of Parkes, •pavement rehabilitation.

Boolloroo, north of Moree, pavement rehabilitation.•

Beefwood, north of Moree, pavement rehabilitation.•

Bridge replacements

Carragatel Flood Channel Bridge, south of Forbes, •construction of a new wider bridge on new alignment adjacent to existing bridge.

Croppa Creek, north of Moree, construction of a new •wider bridge on the existing alignment.

Traffic

Junction of Newell Highway and Burley Griffin Way, •Mirrool, realignment of the junction to change priority to favour the Newell Highway.

AppendixSECTION 7:

Road safety

Ardlethan, north of Narrandera, upgrade existing rest •area including improved vehicle access.

Beckom, near Ardlethan, construct new rest area.•

Macquarie and Erskine Streets, Dubbo – traffic signals.•

Purvis Lane, Dubbo, junction widening and •improvements to cater for road train turning movements to saleyards.

Northern approach to Parkes, convert southbound •overtaking lane to two way right turn painted median (TWRTL).

Eumungerie, north of Dubbo, upgrade existing •staggered T-junctions and provide left turn deceleration lanes.

Current works

Construction

Dowling Street, north of Forbes, reconstruction to •provide heavy duty asphalt in the flood plain, including improved channelised treatments to junctions.

Bridge replacements

Tycannah Creek, north of Narrabri, replace and widen •existing bridge.

10 Mile Creek, north of Narrabri, replace and widen •existing bridge.

Traffic

Junction of Burcher and Wamboyne Roads, south •of Forbes, widen existing junction and install right turn lanes.

Newell Highway and Tallimba Road, West Wyalong, •realignment of highway to favour major traffic route.

Newell Highway and Gundagai Road, Grong Grong, •preconstruction works to realign junction to favour major traffic route.

Road Safety

Junction of Newell and Oxley Highways, north east •of Coonabarabran, install overhead street lighting.

Planned works

Construction

Moree, construction of Moree Bypass.•

Trewilga, north of Parkes, realignment of three •substandard curves.

maintenance and pavement rehabilitation

Tocumwal, roundabout pavement reconstruction, •0.56 km north of the Victorian border.

Traffic

Junction of Hartigan Ave and Bogan Street •(Newell Highway) Parkes, re-route MR61 to eliminate T Junction.

Junction of Whylandra and East Streets Dubbo, •upgrade junction and install traffic control signals.

Road Safety

To be determined by this report.•

36 SECTION 7: APPENDIX

Roads and Traffic Authority

The information in this brochure is intended as a guide only and is subject to change at any time without notice.

For further enquirieswww.rta.nsw.gov.au | 13 22 13

August 2009RTA/Pub. 09.130 ISBN 978-1-921598-46-3

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