Road Safety Strategic Plan - Eurobodalla Shire...each year, an annual action plan will be developed in consultation with the community and road safety experts. As with all plans of

2013 – 2017

Road Safety

Strategic Plan

Eurobodalla Shire Council Road Safety Strategic Plan 2013-2017 Page 1 of 50

Adoption:

This Strategy was adopted by Eurobodalla Shire Council at its meeting held on 25 June

2013.

Published by:

Eurobodalla Shire Council

PO Box 99

Administration Building

Vulcan Street

MORUYA NSW 2537

Phone: 02-4474 1000

Fax: 02-4474 1234

Email: [email protected]

Web: www.esc.nsw.gov.au

Enquiries:

Road Safety Officer

Printed By:

Eurobodalla Shire Council ©

All photos © Eurobodalla Shire Council unless noted otherwise

File reference:

E94.6724

Acknowledgement of Country

On behalf of the Aboriginal and Torres Strait Islander people of Australia,

Council recognises the traditional owners of the land.

mailto:[email protected]

http://www.esc.nsw.gov.au/


CONTENTS

MESSAGE FROM THE MAYOR ………………………………………………………………………………………………….4

EXECUTIVE SUMMARY ………………………………………………………………………………...................................... 5

ABOUT THE EUROBODALLA…………………………………………………………………………………………………….. 8

1. Location and Land Use ……………………………………………………………………………………………... 8

2. Community and Economy …………………………………………………………………………………………. 10

3. Transport Network ……………………………………………………………………………………………………. 12

3.1 B-Double Routes …………………………………………………………………………………………. 14

4. Public Transport ……………………………………………………………………………………………………….. 15

5. Types of Vehicles and Licence Holders ………………………………………………………………………….. 17

THE COMMUNITY AND ROAD SAFETY ……………………………………………………………………………………….. 20

6. The Road Safety Issue ……………………………………………………………………………………………….. 20

7. The Safe System Approach ………………………………………………………………………………………… 21

8. Why Have a Strategic Plan …………………………………………………………………………………………. 22

9. Strategic Links – Internal …………………………………………………………………………………………….. 23

9.1 eurobodalla2030 Community Strategic Plan ……………………………………………………… 23

9.2 Delivery Plan 2012-2016 ………………………………………………………………………………… 24

9.3 Operational Plan 2012-2013 …………………………………………………………………………... 24

9.4 Asset Management Strategy 2012-2016 ……………………………………………………………. 24

9.5 Eurobodalla Social Plan ………………………………………………………………………………... 25

9.6 Eurobodalla Youth Strategy 2008-2013……………………………………………………………… 25

9.7 Eurobodalla Shared Pathway Strategy……………………………………………………………… 26

10. Who are the Stakeholders ………………………………………………………………………………………….. 27

11. Stakeholder and Community Consultation …………………………………………………………………….. 28

11.1 External Stakeholder Focus Group …………………………………………………………………... 28

11.2 Internal Stakeholder Focus Group …………………………………………………………………… 29

CRASH DATA …………………………………………………………………………………………………………………….. 31

12. Eurobodalla Crash Data 2005-2011 ………………………………………………………………………………. 31

13. Comparison with Southern Region for 2011 …………………………………………………………………….. 37

14. Comparison with New South Wales for 2011 ……………………………………………………………………. 38

OUR STRATEGIC OBJECTIVES …………………………………………………………………………………………………. 39

15. Links with External Strategies ……………………………………………………………………………………….. 39

15.1 Decade of Action for Road Safety 2011-2020 …………………………………………………….. 39

15.2 National Road Safety Strategy 2011-2020 ………………………………………………………….. 39

15.3 National Cycling Strategy 2011-2016 ………………………………………………………………... 39

15.4 NSW Long Term Transport Master Plan ……………………………………………………………… 40

15.5 Road Safety Strategy for New South Wales 2012-2021 ………………………………………….. 40

15.6 NSW Motorcycle Safety Strategy 2012-2021 ……………………………………………………….. 41

16. Outcomes of 2009-2012 …………………………………………………………………………………………….. 42

16.1 Significant Achievements – Road Safety Education Campaigns ……………………………... 42

16.2 Significant Achievements – Black Spot Funding ………………………………………………….. 43

16.3 Significant Achievements – Advocacy ……………………………………………………………...44

17 Directions for 2013-2017……………………………………………………………………………………………… 45

18 Continuous Improvement and Annual Reviews ……………………………………………………………….. 48

REFERENCES ……………………………………………………………………………………………………………………… 49

LIST OF FIGURES …………………………………………………………………………………………………………………. 50

LIST OF TABLES …………………………………………………………………………………………………………………… 50


This page has been left blank intentionally


MESSAGE FROM THE MAYOR

Our community relies heavily on private vehicles to commute

within and outside the Shire for work, education, medical

treatment and social entertainment including sports.

When we travel, we expect to reach our destination safely and

un-harmed. However, crashes do occur resulting in many

serious injuries, too many fatalities and a large amount of

property related damage. The impact of this in terms of

personal trauma caused to families is immeasurable. The

economic cost of these crashes is also extremely high. Council

spends many hundreds of thousands of dollars a year on road

safety through the provision of road network improvements,

intersection improvements, Black Spot projects, increasing our

cycleways and community education programs.

The vision of this document, the Road Safety Strategic Plan 2013-2017 is to reduce the

severity of road crashes in the Eurobodalla.

Addressing the road safety issue is a complex matter involving many facets, different

stakeholders and all levels of government. The State government through Transport for

NSW and Roads and Maritime Services has the prime role in addressing road safety in

New South Wales.

Council also has a key role in:

Assisting our community in understanding the road safety issue at a local level,

Looking after local and regional roads under our control,

Working with other levels of government to address the road safety issue, in

particular the NSW Police Force and Roads and Maritime Services, to develop

focused education and awareness programs to address local issues,

Lobbying the State and Federal governments for increased funding to address

deficiencies and sustainability of the road network, and

Developing local partnerships with industry and business to aid in providing

improved road safety outcomes.

This Plan provides an overall framework to assist Council with its key role and to

achieve the road safety vision. I would like to thank all members of the community

who provided valuable input into the development of this strategic plan.

Councillor Lindsay Brown

Mayor

Eurobodalla Shire Council


EXECUTIVE SUMMARY

Every four years Council reviews and updates its Road Safety Strategic Plan. The 2009-

2012 Road Safety Strategic Plan is due for renewal and this new plan builds on the

earlier plan and sets clear direction for the next four years.


stakeholders and all levels of government. Eurobodalla Shire Council has a key role

and this plan is designed to coordinate a Council wide approach to improve road

safety in our community.

Our community relies heavily on private vehicles to commute within and outside the

Shire for work, education, medical treatment and social entertainment including

sports. The limited avenues of public transport forces an increase in private vehicle

reliance. In 2011, our population was 35,741 and as at 31 December 2012, there were

41,582 registered vehicles in the Eurobodalla and 33,715 drivers/riders licenses held.

This reliance on private vehicle use and lack of public transport options adds to the

road safety risk.

The Kings Highway and the Princes Highway are vitally important transport links

contributing to the economic and social wellbeing of the community. Almost all

visitors, goods and services are brought into and taken out of the Shire on these two

highways. The remainder of the transport network is located along the eastern coastal

fringe and we have the challenge of having a mixture of sealed and unsealed roads.

Council is committed to improving its walking and cycling facilities to achieve a steady

increase in ‘active’ transport options.

During 2011, 234 crashes were reported to Police with 210 of the drivers/riders of those

crashes residing in the Eurobodalla. 86 crashes were attributed to speed and 25

attributed to fatigue. The 40 years plus age group sustained the majority of the

casualties and the majority of our crashes occurred between 9:00am to 3:00pm

Mondays to Fridays. An alarming trend is the rise of crashes occurring in 50km/h speed

zones being our residential streets.

Eurobodalla’s crash factors are fairly consistent with the rest of Southern Region.

However, compared to remainder of New South Wales, the Eurobodalla significantly

exceeded in the number of speed related crashes; casualty rates due to motorcycle

helmets not worn and casualties involving people aged 60 years and over.

If we are to reduce the trauma experienced on our roads, we need to work together

including modifying our behaviours on the road to reduce the likelihood and severity

of crashes. As road safety is ‘everybody’s business’, we are committed to consulting

with our stakeholders to achieve better road safety outcomes for our community.


Our stakeholders include but are not limited to the following road users and road

safety experts:

In keeping with one of the recommendations from the Joint Transport Research Centre

of the Organisation for Economic Cooperation and Development (OECD) and the

International Transport Forum, this strategic plan will adopt the new methodology for

road safety, namely the Safe System Approach. The Safe System Approach

recognises that people will always make mistakes and may have road crashes but the

system should be forgiving and those crashes should not result in death or serious injury.

A Safe System ensures that the forces in collisions do not exceed the limits of human

tolerance. Speeds and the road environment must be managed so that humans are

not exposed to impact forces beyond their physical tolerance. System designers and

operators need to take into account the limits of the human body in designing and

maintaining roads, vehicles and speed. This needs to be balanced with the need to

move people and goods efficiently.

This strategic plan sets the vision to reduce the severity of road crashes in the

Eurobodalla by providing an overall framework to assist Council in its role by setting

directions and performance measures. To implement the directions within this plan,

each year, an annual action plan will be developed in consultation with the

community and road safety experts.

As with all plans of management, this plan is linked and cross-referenced to many of

Council’s existing plans as well as aligning itself with global, national and state road

safety plans.

ROAD SAFETY IN THE

EUROBODALLA

ROAD USERS

(Locals & Visitors)

Drivers

Cyclists

Pedestrians

Motorcyclists

GOVERNMENT

State and Federal

Neighbouring Councils

NSW & ACT Police

Emergency Services

Health Services

BODIES & ASSOCIATIONS

Local Government NSW

IPWEA

NRMA

NRMA-ACT Road Safety Trust

SEATS

BUSINESS

Chambers of Commerce

Bus, Coach & Taxi Providers

Heavy Vehicle Operators

Liquor Accord

Motor Vehicle Industry


The directions for 2013-2017 include four main objectives:

1. Safe People

We will implement programs that provide a greater awareness and

understanding of factors contributing to road deaths and injuries to change

attitudes and behaviour.

We will plan, promote and encourage equitable sharing of the road network as

well as the use of alternative transport options.

We will provide the community with accurate and credible information on road

safety issues.

We will seek out sources of funding to develop and implement road safety

education and enforcement programs.

We will improve awareness and safety for our workers who maintain and

construct our roads.

2. Safe Roads

We will provide advocacy on behalf of the community

We will integrate road safety into asset management, financial planning,

transport management planning, land-use planning and development

approvals.

We will design our roads in accordance with current guidelines and best

practice to ensure the road environment is more forgiving.

3. Safe Speeds

We will work in partnership with local Police to educate the community that

speeding is socially unacceptable.

We will design our roads in accordance with current guidelines and best

practice.

4. Safe Vehicles

We will develop partnerships to make available information on maintaining and

buying safer vehicles.

We will demonstrate leadership in the purchase, operation and maintenance of

a safe fleet of vehicles and equipment within Council.

We will encourage local business and the community to operate and maintain

safe vehicles.

These objectives are not new to Council’s business and flow on from the 2009-2012

plan to ensure consistency, however, new targets have been set to align with national

and state government objectives.


ABOUT THE EUROBODALLA

1. Location and land use

The Eurobodalla Shire is located on the south coast of New South Wales. It is

approximately 260 kilometres south of Sydney and approximately 120 kilometres south-

east of Canberra. It is bounded by the Shoalhaven Shire to the north, Bega Valley

Shire to the south and Cooma-Monaro Shire in the south- west, the Pacific Ocean to

the east and Palerang Shire to the west.

The Shire has an area of 3,429 square kilometres of which the dominant land uses are

conservation (42%), timber production (30%), agriculture (12%), bushland (12%),

waterways (2%) and an urban area of just over 2% of the land mass.

With 110 kilometres of coastline and more than three-quarters of the land area

covered by national park or state forest, Eurobodalla enjoys a reputation as a water

and nature lovers’ paradise.

Within its borders are 83 beaches, 4 major river systems, lakes, islands and estuaries, 10

national parks and 15 state forests.

The three major towns, Batemans Bay, Moruya and Narooma, are connected by

villages that are central to Eurobodalla’s strong rural, coastal heritage and indigenous

culture. Along the coastal area from Batemans Bay to Broulee are many coastal

settlements surrounded by bushland. The Shire’s main villages include South Durras,

Surfside, Long Beach/Maloneys Beach, Nelligen, Mogo, Broulee/Tomakin, Tuross Head,

Bodalla, Kianga/Dalmeny, Tilba Tilba, Central Tilba and Mystery Bay.

The local industry, once based on dairying, forestry and fishing, is now a diverse

economy, providing tourism, agriculture, fishing and oyster farming, retail, and

property, health and government services.

The Shire has 11 primary schools, 5 high schools, 1 university and 1 TAFE college. Sport is

a favourite recreational activity for many with all towns and villages having at least

one sports field or land dedicated to sporting activities. Another favourite recreational

activity by locals and visitors is fishing due to the magnificence of the Batemans Marine

Park that extends along the eastern seaboard.

There are six Local Aboriginal Land Councils (LALC) across the Shire. From north to

south they are: Batemans Bay, Mogo, Cobowra (Moruya), Bodalla, Wagonga

(Narooma) and Merrimans (Wallaga Lake).

The map on the next page assists with depicting how settlement in the Eurobodalla is

concentrated along the eastern seaboard.



POPULATION

35,741

Females

18,163

Males

17,578

Aboriginal & Torres Strait

Islander

1,815

Median Age

50 years

Private Dwellings

22,350

Average Vehicles per

Dwelling

1.6

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

9.0

10.0

0-4

yrs

5-9

yrs

10-1

4 y

rs

15-1

9 y

rs

20-2

4 y

rs

25-2

9 y

rs

30-3

4 y

rs

35-3

9 y

rs

40-4

4 y

rs

45-4

9 y

rs

50-5

4 y

rs

55-5

9 y

rs

60-6

4 y

rs

65-6

9 y

rs

70-7

4 y

rs

75-7

9 y

rs

80-8

4 y

rs

85 +

yrs

Po

pu

latio

n P

ert

ce

nta

ge

Population by Age Groups

Comparison of Eurobodalla, NSW and Australia 2011

Eurobodalla

NSW

Australia

2. Community and economy

In 2011, the population in the Eurobodalla was 35,741 people.1 A large portion of the

Shire remains unpopulated due to the extent of land being national park or state

forest. The Shire is unusual in that 37% of ratepayers are non-resident. Just over 11% of

ratepayers are residents of the ACT.2 The population is projected to grow to 42,640 by

20313 being double the State growth.

Figure 1 breaks-down

our population by age

groups. It shows that

over 50% of our

population is over 50

years. 9.4% of our

population is ages 60-

64 years compared to

the State percentage

of 5.6%. We have an

ageing population that

brings its own road

safety challenges. Table 1: Comparison of Age Group Distribution in the Eurobodalla, New South Wales and Australia 2011

Source: Australian Bureau of Statistics – Census 2011

With the expected growth of the population,

existing zoned/approved subdivisions are

expected to meet residential demand over

twenty years, with the potential to provide

over 4,000 lots and 10,000 dwellings. In light

of this growth, it is imperative that Council sets

a strategic mandate on ensuring traffic

generating developments consider the

consequential effect to our primary roads

and users. It is of the utmost importance that

proponents of developments fully implement

compliant traffic management requirements.

This Plan highlights the need for such a

mandate. Figure 1: Eurobodalla Population Characteristics

Source: Australian Bureau of Statistics-Census 2011


Once based on primary industries of dairying, forestry and fishing, the Shire’s economy

has diversified in recent years to encompass tourism, retailing, light clean

manufacturing and service industries including government and health services.

The Eurobodalla continues to be an extremely popular holiday destination with future

trends reflecting strong visitation rates for day and overnight trippers. The bulk of

overnight visitors reside intrastate including the ACT.

For the period September 2008 to September 2011, the Eurobodalla accommodated

1,168,000 overnighters and day-trippers. 94% of those visitors come to the Shire in a

vehicle, 1.8% in a bus or coach and 1.7% by air travel.4

The significant number of holiday traffic has enormous road safety implications.

Weekend and peak seasonal countermeasures require specific attention as the

population can swell to 120,000 during peak holiday periods.

Batemans Bay, in the north of the Shire, has developed into a regional centre for

service-based industries. This has and will continue to contribute to an increase in

commuter traffic and place extra demands on the arterial and local road network.

The Batemans Bay Traffic and Transport Study was conducted in 2011 and covered the

CBD area of Batemans Bay. Using the latest in computer modelling software, this study

was able to identify required road network improvements to cater for the future

growth through to the year 2030. Another more strategic traffic study was also

conducted in 2011 that covered a larger area of the Shire from Long Beach to

Moruya. The Northern Area of Eurobodalla Shire Traffic Study, conducted by Cardno

Pty Limited, used a strategic modelling software package to map the predicted traffic

volumes across the road network through to the year 2030. The study provided several

recommendations to improve both the effeciency and safety of the road network.

Parking studies were also conducted in 2011 that covered the commercial areas of

Batemans Bay, Moruya and Narooma. These studies provided an in-depth analysis of

the parking demands within these CBD areas. Using assumptions regarding future

development potential, based on the latest Local Environment Plan, within the various

areas of these CBD areas, the study provided recommendations on how to meet the

future demands for parking through to the year 2030.


3. Transport network

The Shire’s main traffic volumes are located along the coastline where the population

and main town centres are based.

The Kings Highway and Princes Highway are vitally important transport links

contributing to the economic and social wellbeing of our community. It is therefore

essential that Council continue to work with State and Federal governments to

facilitate upgrading these fundamentally important transport corridors. Almost all

visitors, goods and services are brought into and taken out of the Shire on these two

highways.

As at March 2013, the Shire’s transport network comprises of the following

infrastructure5:

Description

Ownership

Maintained

by ESC

Maintained

by Other

Not

Maintained

State roads – rural - sealed RMS 148.42 km

State roads – urban - sealed RMS 6.21 km 3.9 km

Regional roads – rural – sealed ESC 39.92 km

Regional roads – urban - sealed ESC 18.22 km

Regional roads - sealed ESC 58.14 km

Local roads – rural – sealed ESC 216.16 km 0.04 km 0.17 km

Local roads – rural - unsealed ESC 367.35 km 38.35 km 38.12 km

Local roads – urban – sealed ESC 305.68 km 0.96 km

Local roads – urban - unsealed ESC 8.54 km 1.13 km

Local roads – rural – sealed NPWS 0.44 km

Local roads – rural – unsealed NPWS 1.4 km 13.93 km

Local roads – urban – sealed NPWS 0.18 km 1.52 km

Local roads – urban – unsealed NPWS 0.6 km

Local roads – rural – sealed DL 0.61 km 0.06 km 0.04 km

Local roads – rural – unsealed DL 23.3 km 23.88km 3.46 km

Local roads – urban – sealed DL 1.27 km 3.06 km 0.17 km

Local roads – urban – unsealed DL 0.26 km 0.49 km

Local roads – rural – sealed SF 1.58 km

Local roads – rural – unsealed SF 25.21 km 283.70 km 0.24 km

Local roads – urban – sealed Private 0.09 km 6 km

Local roads – urban – unsealed Private 0.44 km

Local roads – rural – sealed Private 0.7 km 9.85 km 0.3 km

Local roads – rural – unsealed Private 2.49 km 13.98 km

Local roads – urban – sealed Other Council 1.56 km

Local roads – urban – unsealed Other Council

Local roads – rural – sealed Other Council 1.33 km

Local roads – rural – unsealed Other Council 1.3 km

Concrete bridges >=6m ESC 17

Timber bridges >=6m ESC 36

Timber bridges - other ESC 3

Major culvert ESC 100

Causeways ESC 55 1

Timber bridges >=6m SF 3

Major culvert SF 1

Causeways SF 3 1

Timber bridges >=6m Private 1

Timber bridges - other Private 1


Description

Ownership

Maintained

by ESC

Maintained

by Other

Not

Maintained

Major culvert Private 1

Timber bridges – other DL 1

Causeways DL 1

Footpaths ESC 69.09 km

Shared Paths (pedestrians & cyclists) ESC 33.02 km

Car Parks (formed and unformed) ESC 216

Bus shelters ESC 63

Boat ramps ESC 29

Wharves and jetties ESC 24

Aerodrome ESC 1

Legend of acronyms: ESC = Eurobodalla Shire Council

RMS = Roads and Maritime Services, New South Wales

NPWS = National Parks and Wildlife Service

DL = New South Wales Department of Lands

SF = Forests New South Wales

Wamban Creek Bridge


3.1 B-Double Routes

Road transport legislation sets out the requirements and conditions for heavy vehicles

described as B-Doubles. The legislation also governs the routes that these trucks may

or may not travel. Roads and Maritime Services is the government agency that

determines the heavy vehicle routes in New South Wales.

Basically, a B-Double which exceeds 19 metres in length to a maximum of 25 metres is

a Restricted Access Vehicle (RAV). These vehicles can only operate on routes that

have been approved and gazetted.

In the Eurobodalla, the approved routes for B-Doubles 19 metres in length are:

Kings Highway from Batemans Bay to the western Shire border,

Princes Highway from the northern Shire border to the intersection with Kianga

Road,

Kianga Road to the intersection with Box Cutting Road,

Dalmeny Drive and Acacia Close, and

Mitchells Ridge Road (note this is a NSW Forest road).

The approved routes for B-Doubles 23 metres in length are the same as those for 19

metre B-Doubles with the exception of the Kings Highway.

B-Doubles measuring 25 to 26 metres in length are not permitted on any road in the

Eurobodalla.

Figure 2: B-Double Routes in the Eurobodalla and Surrounding Districts

Source: NSW Roads and Maritime Services

Legend:

B-Double Route

Travel Conditions

Exist


4. Public transport

Our community and visitors to the Eurobodalla have limited public transport options.

The only available modes of public transport are buses and taxis, as no rail, tram or

ferry networks operate in the Shire.

Public transport options in Batemans Bay and suburbs include a bus and taxi service.

The bus service ceases operation after business peak hour. The taxi service provides

the bulk of late night transport. A bus interchange is located in Batemans Bay CBD.

This facility is utilised by the long distance coach companies. The Batemans Bay

commercial bus operator provides transport for school students as well as running daily

services to/from Batemans Bay and Moruya via the coast road as well as a daily

service from/to Batemans Bay and Long Beach.

Moruya’s non-commercial bus operator caters for school students. Regular

commercial services are not available. This bus company does conduct significant

coach services from the Shire to Sydney, Canberra, Wollongong and other areas on a

charter basis, mainly for entertainment and sporting groups.

Narooma and Dalmeny transport options are in line with those provided in Batemans

Bay including a limited commercial service taking in Dalmeny, Kianga and Narooma.

The top 5 responses recorded in the Australian Bureau of Statistics 2011 Census

revealed that only 0.8% of the Shire’s population caught public transport to work, whilst

63.6% used a private car as a driver and 5.9% were a passenger in a private car.

Interestingly, 4.1% walked to whilst with only 0.8% cycled to work and 2% of our

population used a truck.6

Council provides a door-to-door Community Transport service that is heavily utilised by

the frail aged and those will disabilities. The service runs a regular schedule of trips

across the Shire, as well as to Canberra, Nowra and Bega. This service is funded by

grants obtained through the State and Federal governments.

Council is also working to improve transport availability, identify and assess transport

issues, gaps and barriers experienced by Aboriginal community members. The

Aboriginal Transport Development Project commenced in the first quarter of 2013.

The Eurobodalla’s only other made of transport not mentioned so far, is a commercial

airport located centrally in the Shire 5 kilometres north-east of Moruya. The airport is

vitally important link to Sydney for the business community and a commercial airline

provides daily return flights to the State capital. The relevance of the daily return flights

to Sydney, to road safety, is that it has the potential to minimise traffic and the

likelihood of fatigued drivers on the Princes Highway. Anecdotal evidence suggests


that there are an increasing number of drivers travelling to Sydney via the Kings and

Hume Highways.

Council will continue to support Moruya Airport’s economic viability as a regional

transport facility.

The limited avenues of public transport forces an increase in vehicle reliance in the

Eurobodalla. Visitors to the area do have an option to travel by long distance coach

or by air but are more likely to travel via private passenger vehicle due to costs and

convenience.

The lack of public transport adds to the

road safety risk. The lack of affordable

public transport options at night leads to an

increase in the likelihood of drink driving.

According to the NSW Bureau of Crime

Statistics and Research, in the Eurobodalla

local government area for the period 2009-

2011, the total number of legal actions

relating to ‘exceed the prescribed content

of alcohol or other substance limit’ was

1007 being 1.36% of the State’s legal actions for the same

offence.7 Therefore, we need to continue our support of

and implement where possible drink drive prevention

initiatives eg. Night Buses, random breath testing, breath

testing devices in licensed venues.

Council is committed to improving facilities within its

transport corridors to achieve a steady increase in cycling,

walking and public transport usage. Council’s Shared

Pathway Strategy addresses this issue. A strong connection

exists between the Shared Pathway Strategy and this

Strategy’s direction.

Another challenge faced is advocating for provision of

public transport services to our towns and villages currently

isolated from the network. The pockets of our community

without public transport include South Durras, Nelligen,

Mogo, Moruya Airport, Moruya Heads, Tuross Head,

Bingie/Congo, Bodalla, Potato Point, Mystery Bay, Tilba,

Akolele and Wallaga Lake.


5. Types of vehicles and licence holders

When planning and upgrading our road network and other infrastructure like car parks

for our future generations, it is prudent to gain a perspective on the type and number

of vehicles that are registered in the Eurobodalla as well as the type of motor vehicle

licences held by the community. This information is also helpful when developing road

safety community education programs.

The following table provides the total number of driver and rider licences held in the

Eurobodalla as at 31 December 2012. Note that a licence holder may hold more than

one class of licence.

Class of Licence No of Licences

Class C (car) 24,081

Class LR (light rigid) 808

Class MR (medium rigid) 1,214

Class HR (heavy rigid) 1,869

Class HC (heavy combination 977

Class MC (multi combination) 74

Class R (motorcycle) 4,692

Total 33,715 Table 2: Number of Driver/Rider Licences Held in the Eurobodalla per Class as at 31 December 2012

Source: Roads and Maritime Service, New South Wales

To understand the level of skill of our drivers have attained, the following table informs

of the primary licence type as at 31 December 2012. Note that one licence holder is

counted only once.

Primary Licence Type No of Licences

Learner 994

P1 744

P2 1,138

Unrestricted 26,169

Total 29,045 Table 3: Number of Primary License Types held in the Eurobodalla as at 31 December 2012

Source: Roads and Maritime Services, New South Wales

To assist with providing adequate on-street parking and other services for those with

physical impairments, ascertaining the total number of community members who

possess a Mobility Parking Scheme (MPS) permit is an obvious starting point. The

following table provides such information as at 31 December 2012.

Mobility Parking Scheme

Permit Holders

No of

Permits

Individual 2,237

Organisation 45

Temporary 17

Total 2,299

Table 4: Mobility Parking Scheme Permit by Permit Class in the Eurobodalla as at 31 December 2012



The following table provides information as at 31 December 2012 on the type of

vehicles registered within the Eurobodalla as well the average age of those vehicles.

This information is useful to educate the community on the importance of being

aware of a vehicles crash rating when purchasing a vehicle to offer the best possible

protection to the driver, passengers and pedestrians in the event of a crash. The

Australasian New Car Assessment Program (ANCAP) provides star ratings for vehicles

based on crash testing and inclusion of safety features. The maximum rating is five

stars. Since 1993, ANCAP has published crash test results for over 400 vehicles.8

As road safety is a shared responsibility,

corporate fleet owners are in a position to

change the road safety culture and

achieve best practice in fleet and vehicle

management and safety. The largest fleet

owners in the Eurobodalla are Eurobodalla

Shire Council, Essential Energy and the three

bus operators located in Batemans Bay,

Moruya and Narooma. Smaller heavy

vehicles fleet companies include haulage

and logging companies.

Table 5: Number of Registered Vehicles and Average

Age by Vehicle Type in the Eurobodalla as at 31 December 2012


Of interest is the State

government’s requirement

placed on fleet owners who

provide buses for school

children. The government

requires bus operators to keep

their school buses for 25 years

unless the average age of the

fleet reaches 12 years.

Vehicle Type No Registered Average Age

in Years

Passenger 15,529 11.6

Off-road 7,125 9.7

People mover 302 11.7

Small buses 148 13.8

Buses 126 13.6

Mobile homes 112 14.4

Motorcycles 1,458 10.6

Scooters 110 6.7

Light trucks 4,754 12.0

Heavy trucks 488 14.1

Prime movers 89 11.2

Light plants 17 13.7

Heavy plants 46 14.3

Small trailers 7,432 18.8

Trailers 3,845 13.8

Other vehicles 1 46.0

TOTAL 41,582 12.8


Tables 6 provides a perspective of the types of fuels that powers the vehicles registered

in the Eurobodalla. This information may be used for economic and environmental

purposes.

Vehicle Type

Unleaded

Petrol

Leaded

Petrol

Diesel

LPG &

Petrol

Hybrids

Other

Fuel

Types

Unknown

No

Engine

Passenger 14,350 394 385 293 52 56 0

Off-road 4,553 59 2,299 192 22 1 0

People Mover 258 9 34 2 0 0 0

Small Buses 68 10 67 4 0 0 0

Buses 4 0 120 1 1 0 0

Mobile Homes 7 9 88 6 2 0 0

Motorcycles 1,329 123 1 1 1 3 0

Scooters 107 3 0 0 0 1 0

Light Trucks 2,201 191 2,061 285 6 10 0

Heavy Trucks 5 3 478 1 0 1 0

Prime Movers 0 0 89 0 0 0 0

Light Plant 3 1 14 0 0 0 0

Heavy Plant 5 0 39 1 1 0 0

Small Trailers 0 0 0 0 0 0 7,432

Trailers 0 0 0 0 0 0 3,845

Other Vehicles 0 1 0 0 0 0 0

TOTAL 22,889 801 5,674 785 85 71 11,276 Table 6: Vehicle Type by Motive Power Code in the Eurobodalla as at 31 December 2012


Table 7 shows the number of vehicles per dwelling and the comparison with the

remainder of New South Wales. Not surprisingly, 90% of our homes have motor vehicles

validating that the Eurobodalla community relies heavily on private motor vehicles use

for transport.

Number of Motor

Vehicles

Per Dwelling Eurobodalla

%

NSW

%

None 885 6.2% 10.4%

One motor vehicle 6,232 43.5% 37.8%

Two motor vehicles 4,905 34.2% 34%

Three motor vehicle 1,794 12.5% 14.6%

Not stated 519 3.6% 3.2% Table 7: Number of Motor Vehicles per Dwelling in the Eurobodalla in 2011

Source: Australian Bureau of Statistics - Census 2011


THE COMMUNITY AND ROAD SAFETY

6. The road safety issue

Our community relies heavily on private vehicles to commute within and outside the

Shire for work, education, medical treatment and social entertainment including

sports. When we travel, we expect to reach our destination safely and un-harmed.

However, throughout our lives, we are all affected in some way by road trauma. Every

crash affects us as an individual or as a member of the Eurobodalla community,

whether it is emotionally, socially or economically.

Whilst a figure can never be placed on the enormous loss, grief and suffering of those

affected by a road crash, road safety experts have analysed the economic cost of a

crash.

The below table provides th estimated generic costs per crash based on the

methodology developed in Austroads (2003) Ecomonic Evaluation of Road Investment

Proposals: Improved Methods for Estimating Australian Unit Crash Costs, AP-R238. This

methology derives the generic crash cost for urban and rural areas and allows both

adjustments for prices changes over time and for variations in crash composition which

in effect model variations in crash severities within specific crash categories. The

casualty cost incorporates an estimate of non-ecomonic cost and pain and suffering

or loss of quality of life. Property damage only crashes were updated by changing

price levels of component inputs.9

Generic Costs per Crash – September 2009

Crash Type

Urban

Cost ($) per Crash

Rural

Cost ($) per Crash

Fatal crash 1,787,646 2,339,363

Injury crash 174,935 197,707

Property damage only 8,148 8,148 Table 8: Estimated Generic Cost per Crash – September 2009

Source: Austroads Update of RUC Unit Values of June 2007. The costs were indexed

To September 2009 using Average Weekly Earnings (ABS 6302.0) for fatal and injury

crashes, and CPI motor vehicle repair and servicing (ABS 6401.0) for Property Damage Only.

For the past six years, the Eurobodalla’s average crash rate is 267 crashes per annum.

Based on the estimates provided in the above table, the total cost to the community

of all the crashes within the Eurobodalla during 2011 was a staggering $33 million.


7. The safe system approach

One of the recommendations from the Joint Transport Research Centre of the

Organisation for Economic Cooperation and Development (OECD) and the

International Transport Forum held in 2008 was that all countries, regardless of their

level of road safety performance, move to a Safe System approach to road safety.

This approach builds on road safety interventions but reframes the way in which road

safety is viewed and managed in the community.10

Australia has adopted the Safe System approach and all current road safety strategies

developed by local, state and federal governments embraces its methodology. The

Safe System approach recognises that people will always make mistakes and may

have road crashes but the system should be forgiving and those crashes should not

result in death or serious injury.11 The following matrix demonstrates the Safe System

principles that this strategy will align to:

To further elaborate on the Safe Systems approach, it should be noted that:

People make mistakes – humans will continue to make mistakes and the transport

system must accommodate these. The transport system should not result in death or

serious injury as a consequence of errors on the roads.

Human physical frailty – there are known physical limits to the amount of force our

bodies can take before we are injured.

A ‘forgiving’ road transport system – a Safe System ensures that the forces in collisions

do not exceed the limits of human tolerance. Speeds and the road environment must

SAFE PEOPLE

SAFE SPEED

Human tolerance to physical force

SAFE VEHICLES SAFE ROADS

Admittance to system Safe Travel Understanding crashes & risk

Education & information Enforcement of road rules


be managed so that humans are not exposed to impact forces beyond their physical

tolerance. System designers and operators need to take into account the limits of the

human body in designing and maintaining roads, vehicles and speed. This needs to

be balanced with the need to move people and goods efficiently.12

8. Why have a strategic plan


stakeholders and all levels of government. The State government through the NSW

Roads and Maritime Services has the prime role in addressing road safety in New South

Wales.

The Federal government has a major role in road safety, in particular through the

provision of funding for roads through the Financial Assistance Grants, Roads to

Recovery, National Building Program and Black Spots Program.

Council also has a key role in:

Assisting our community in understanding the road safety issue at a local level,

Looking after local and regional roads and pathways under our control,

Working with other levels of governments to address road safety, in particular, the

NSW Police Force, as well as Roads and Maritime Services, including developing

focussed education programs to address local issues,

Lobbying the State and Federal governments for increased funding to address the

deficiencies and sustainability of our road network, and

Developing local partnerships with industry and business to aid in providing

improved road safety outcomes.13

This strategic plan provides an overall framework to assist Council in its role by setting

directions and performance measures. To implement the directions within this plan,

each year, an annual action plan will be developed in consultation with the

community.

The direction and outcomes within this plan will meet the SMART criteria, namely:

SPECIFIC MEASURABLE ACHIEVABLE RELEVANT TIME FRAMED


9. Strategic links - Internal

Council is obliged under the Local Government Act 1993 to prepare strategic plans.

The Act stipulates that a Council’s Charter is:

To provide directly or on behalf of other levels of government, after due

consultation, adequate, equitable and appropriate services and facilities for the

community and to ensure that those services and facilities are managed efficiently

and effectively,

To exercise community leadership,

To properly manage, develop, protect, restore, enhance and conserve the

environment of the area for which it is responsible, in a manner that is consistent

with and promotes the principles of ecologically sustainable development,

To have regard to the long term and cumulative effects of its decisions,

To bear in mind that it is the custodian and trustee of public assets and to

effectively plan for, account for and manage the assets for which it is responsible,

To keep the local community and State government (and through it, the wider

community) informed about its activities, and

To engage in long-term strategic planning on behalf of the community.

Strategic planning is an organisations process of defining a direction and making

decisions on allocating its resources to pursue its direction, or strategy.

As Council provides a wide range of services and facilities to the community, it is not

unusual to have varying degrees of strategic plans with many of the plans integrated

or cross-referenced. The following pages outline the strategic documents that

integrate with this Road Safety Strategic Plan.

9.1 eurobodalla2030 Community Strategic Plan

The eurobodalla2030 Community Strategic Plan identifies the community’s values and

future visions. It sets the community visions and priorities through to the year 2030. The

table below outlines the objectives and strategies designed to achieve our vision as a

Friendly, Responsible, Thriving and Proud community that relate directly to road safety.

Objective 2 – People are aware, included and able

What will be done? What will be measured? Our target?

Encourage a more caring,

responsible and involved

community

Number of drink driving offences Reduced number of offences

and reduced traffic accidents

due to drink driving.

Objective 7 – The economy is competitive and our people are skilled

Help our local economy to grow Investment in major infrastructure Maintained and improved

Capacity of infrastructure Peak demand met and

managed

Objective 9 – Our services and infrastructure are efficient, effective and well managed

Infrastructure and services

managed to support agreed

levels of service

Road casualties per 100km of road Reduced

Capacity of infrastructure Demand met and managed

Level of traffic congestion during

peak holiday times

Monitor and review


9.2 Delivery Program 2012-2016

The Delivery Program outlines how Council aims to achieve community objectives, as

articulated in Community Strategic Plan and has a four year life cycle.

Within the Delivery Program, the key initiatives relating to road safety are:

1. Review Eurobodalla Road Safety Plan by 2012-2013.

2. Complete actions from the Batemans Bay Parking study.

3. Bay Link Road – construct stage 1 from George Bass Drive to Curtis Road and seek

funding and prioritisation by Roads and Maritime Services to complete link with

Princes Highway.

4. Facilitate improvements to the Princes Highway and Narooma CBD.

5. Advocate for higher levels of government funding to provide safe and efficient

transport infrastructure.

9.3 Operational Plan 2012-2013

The Operational Plan complements the Delivery Program. The Operational Plan

provides more specific detail on the implementation of the Delivery Program and is

developed annually.

On-going operations include:

1. Provide and maintain a safe and reliable roads and transport system.

2. Provide and maintain a safe, reliable and efficient Regional Road network.

3. Provide contract works for Roads and Maritime Services on the Kings Highway.

4. Provide investigation and information support systems to operational and asset

management planning and forward budgets for transport services.

We do this by developing an Asset Management Strategy.

9.4 Asset Management Strategy 2012-2016

Asset management is about the way Council looks after its assets, both on a day-

today basis (maintenance and operations) and in the medium to long term (strategic

planning). This strategy sets actions aimed at improving asset management

performance over time in a holistic manner.

Preliminary estimates reveal that the current value of our transport infrastructure assets

is $271 million. The estimated replacement cost is $392 million. It is estimated that we

need to spend $9.6 million annually to renew these assets, however, the current annual

spend is $6 million. The difference of what Council should be spending and what

Council is actually spending on asset maintenance and renewal is called the

infrastructure gap. The gap is effectively added each year to the backlog, creating a

greater problem for the future.


Asset management plans are being developed for assets relating to transport

infrastructure as a mechanism to efficiently and effectively manage the assets over

the duration of their lifecycle.

Our Asset Management Plan includes the following programs:

Maintenance programs for road, bridges, pathways and car parks.

Renewal programs for roads, bridges, pathways and car parks that incorporates

road resealing, rebuilding road pavements, gravel road re-sheeting, bridge

renewal, replacement of failed sections of pathway, replacement of ancillary

infrastructure like safety fences, guide posts, culverts and signposting.

Capital upgrade programs for urban roads reconstruction, reconstruction and

sealing of rural roads, Black Spots, pro-active road safety programs (pedestrian

access mobility plans, pedestrian refuges and intersection upgrades) and network

deficiencies (protective fencing, road shoulder widening, roadside hazards,

lighting)

Capital programs for traffic and parking studies, pathways, roads, bridges, car parks

and public transport.

9.5 Eurobodalla Social Plan

This Plan commits to continuing a long tradition of providing empathetic, progressive

and effective social services to our community. It establishes an equitable basis for

Council to provide these services, facilities and programs to those people most in

need.

Action 10 within the Plan states that Council will initiate road safety programs by

implementing the Council’s Road Safety Strategic Plan and by lobbying State and

Federal governments to ensure appropriate funding of local and regional road safety

initiatives.

9.6 Eurobodalla Youth Strategy 2008-2013

Council’s Youth Strategy captures the thoughts of young people, identifies the factors

that affect them and recommends actions under a range of themes for Council and

others to consider.

Actions within the Youth Strategy that this road safety strategy must cross-reference to

ensure outcomes are met included:

1. Increase accessibility and transport options by supporting transport options for

young people.

2. Encourage more active and healthy lifestyles by developing an integrated

footpath, cycleway and walking track system through urban areas, and

3. Improve level of community safety and security by participating in road safety

initiatives.


9.7 Eurobodalla Shared Pathway Strategy

Council’s Shared Pathway Strategy developed in 2010 is a guiding document for the

development and implementation of new facilities for both cyclists and pedestrians.

The Strategy not only seeks to integrate the existing and future network of shared paths

and footpaths to our main destinations and attractions, the strategy sets the direction

for integrating safety, education and promotion of the network.

The link to road safety is that users of our shared paths and footpaths are not only

pedestrians but also cyclists and motorised wheelchairs users who may vary greatly in

age as well as speed in which they either walk or travel on the path. All shared path

users would expect to travel safely without collision with other path users. The more we

expand our network, the greater the volume of use, the more need to increase

awareness of sharing our footpaths safely.


ROAD SAFETY IN THE

EUROBODALLA

ROAD USERS

(Locals & Visitors)

Drivers

Cyclists

Pedestrians

Motorcyclists

GOVERNMENT

State and Federal

Neighbouring Councils

NSW & ACT Police

Emergency Services

Health Services

BODIES & ASSOCIATIONS

Local Government NSW

IPWEA

NRMA

NRMA-ACT Road Safety Trust

SEATS

BUSINESS

Chambers of Commerce

Bus, Coach & Taxi Providers

Heavy Vehicle Operators

Liquor Accord

Motor Vehicle Industry

10. Who are the stakeholders?

You may have heard that many people who are passionate about road safety state

that ‘road safety is everybody’s business’. If we are to reduce the trauma experienced

on our roads, yes - road safety is everybody’s business and we need to work together

including modifying our behaviours on the road to reduce the likelihood and severity

of crashes. The following diagram shows several leaders that have been recognised

as key stakeholders in the Eurobodalla who will be called upon to provide input during

the life of this strategy. It should be noted the stakeholders list is not exhaustive. Local

stakeholders will be asked to provide input into developing annual action plans.


11. Stakeholder and community consultation

In May 2012, Council engaged a facilitator to conduct focus groups with internal and

external stakeholders. The outcome of the sessions is explained below:

11.1 External Stakeholder Focus Group

The objectives of the focus groups were to:

1. Assist stakeholders in understanding that addressing road safety issues is a complex

matter.

2. Gain an understanding of road safety issues at a local level.

3. Identify and rank priorities of local road safety issues.

4. Gain ownership about local road safety issues.

Expressions of interest were called to interested members of the community who

wished to participant in the session. The following road user groups were represented

by community members:

Heavy vehicles.

School buses.

Bicycles.

Emergency Services (Police, Ambulance, NSW Fire and Rescue)

Mature aged car driver.

Motorcycles.

Aboriginal community.

Teensafe.

Motorised wheelchair user.

Novice drivers under 25 years.

Pedestrians over 60 years.

Eurobodalla Liquor Accord.

Motor vehicle smash repairer.

Primary and pre-school children.

High school P&C.

Before the focus group were asked to identify and prioritise their road safety issues,

each participant was provided with crash data for the period 2005-2010 and were also

given an overview of the Safe System Approach.

The focus group identified many and varying degrees of key issues from their own

perspective. The stakeholders prioritised the following issues:

a) Promote empathy amongst all road users: a change in attitude away from disrespect and

desensitised behaviour (so dominant in society as a whole); social tolerance; look at ourselves

(crashing in our own area, hurting our own). Eurobodalla could set an example as ‘all safe towns’


for locals and tourists; brand Eurobodalla as a cycle-friendly Shire. We should investigate how

statistics compare with other councils and NSW in general.

b) Continue to support State government education programs; primary schools through to seniors;

Rotary Youth Driver Awareness Program, Teensafe.

c) Improve visibility for all users eg. bright coloured vests, clear line-markings, promoting light coloured

vehicles and use of car lights especially at dawn and dusk.

d) Promote cyclist safety, through separation, clear line-marking and clear road shoulders (also used by

pedestrians and motorist break-downs).

e) Reduce driver fatigue (for long and short distances). For long trips this would help to address high

speed crashes and emergency service response, especially the Kings and Princes Highways. Trips to

Canberra (eg. for specialist health treatment) could be specifically addressed.

f) Reduce driving under the influence of alcohol incidents through education on statistics (eg 40-59

year old males; morning-after alcohol levels) and promoting public transport possibilities (eg.

courtesy buses, night time services). This would require attracting bus and taxi drivers by addressing

security and other safety issues. Education promotion campaigns could be at a range of locations

(including bottle shops).

g) Liaise with Roads and Maritime Services to address phone communication black-spots on main

roads by signposting and identifying clear reception areas.

h) Remove impediments to safe driving/cycling/walking such as iPods, GPS systems, mobile phones,

car stereos and car sound-proofing by educating the community.

i) Ongoing police operations eg. RBT during daytime, enforcing speed limits for Eurobodalla residents.

11.2 Internal Stakeholder Focus Group

The second focus group with internal stakeholders was attended by fifteen (15)

Council staff, representing a broad cross-section in terms of seniority and activity areas.

The objectives of this focus groups were to:

1. Promote road safety as a whole of Council activity.

2. List current staff activities relating to road safety.

3. List additional staff activities with implications for road safety including possible

cross-referencing.

4. Gain ownership amongst staff about local road safety issues.

In keeping with the process used in the External Stakeholder Focus Group, staff were

provided with crash data for the period 2005-2010 as well as being provided with an

overview of the Safe System Approach.

Staff identified the following current activities relating to road safety:

All Council Staff

All staff had daily journeys to work and eighty percent travelled 'on the job', sometimes vast distances.

Engineering and Infrastructure Services

Major responsibilities in relation to transport and infrastructure:

a) Transport planning, including traffic management studies, Pedestrian Access and Mobility Plans.

b) Road design/reconstruction.

c) Asset management planning, including input to Council's Long Term Financial Plan.

d) Maintenance – customer service requests, risk management policies/codes, scheduling

maintenance work, systems management.


e) Construction – construction of road infrastructure according to design plans, traffic control at work-

sites with on-going monitoring, post construction auditing.

f) Grant applications/funding, eg. 'black spots', shared pathways, regional roads.

g) Signage and linemarking location and design.

h) Operation of the Local Traffic Committee.

i) Road Safety Officer – community education campaigns.

j) Road safety auditing, traffic studies and strategic planning.

k) Advice to Planning Section on development and Section 94 developer contribution plans.

l) Parks and Gardens – roadside vegetation maintenance on local roads.

m) Safety around schools.

In addition, Council's water and sewer activities require work (such as excavation on roads) and pre-

planning (eg. Traffic Control Plans).

Community Care/Children's Services

a) Targeted community groups – aged and disabled.

b) Disability Advisory Committee.

c) Family day care.

d) After school/vacation children care.

e) Volunteers drivers.

Corporate Services (Finance and Governance)

a) Insurance claims - Council fleet; complaints/liability relating to footpaths, car usage.

b) Reviewing, monitoring and managing Council's fleet.

c) Stores - ordering, storage, distribution for road signs and personal protection equipment.

d) Work Health and Safety Committee.

Strategic Land-Use Planning and Development Assessment

a) Settlement strategies underpinning land-use planning.

b) Development applications.

c) Development Contributions (Section 94) as a funding source for local infrastructure.

An Increased Role: Improving Coordination

Staff raised the following issues that could be improved upon within the organisation:

Council's Vehicle Fleet

a) Establishing a Fleet Committee, proposed for mid-2013.

b) Develop an action plan for fleet users.

Planning and Road Design

The relationship between land-use and transport planning (and therefore road safety) was

acknowledged. Some key directions/actions that are already occurring and will continue to occur

were noted as:

a) The new LEP addresses traffic planning requirements, which will be delivered through ongoing

collaboration between land-use planners and the Technical Services Team.

b) Shire-wide pathway strategy, targeting pedestrian and cycling interaction.

c) Road safety considerations continue to be included when assessing development proposals.

d) Design and auditing of road environments.

e) Assessing the Shire’s old roads. Finance is an obvious constraint.

Operational Matters

a) Meeting needs for visitors during peak holiday season.

b) Continuing education is required to encourage people to obey road signs.


CRASH DATA

12. Eurobodalla crash data 2005-2011

Every December, Transport for NSW’s Centre for Road Safety provides every Council in

New South Wales with crash data for the preceding year.

The statistics recorded are confined to those crashes that conform to the national

guidelines for reporting and classifying road vehicle crashes. The main criteria are:

1. The crash was reported to the Police.

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

3. The crash involved at least one moving road vehicle.

4. The crash involved at least one person being killed or injured or at least one motor

vehicle being towed away.14

Council plots the data on its geospatial data information system and this information is

used by staff to identify areas where roads may require safety improvements; identify

black spots and apply for funding for justified improvements and input for technical

validation of Local Traffic Committee reports. The data is also analysed to ensure that

any community road safety education programs are relevant to the local area.

The charts on the following pages are based on data provided by the NSW Centre of

Road Safety and provide an overview of the reported crashes that occurred with the

Eurobodalla local government area for the years 2005-2011. Due to the many factors

that may contribute to a crash, it is important to reiterate that the following charts

provide an overview only and assumptions should not be made until individual crashes

data is extrapolated and analysed accordingly.

Furthermore, the Guidelines for Reporting and Classifying Road Vehicle Accidents

contain several scenarios where deaths are excluded from the road toll. Examples

include:

Crashes on private property,

A person who dies 30 days after a crash,

A person who has a ‘medical episode’ whilst at the wheel and crashes,

Other cases where death is not attributable to the vehicle movement.15


Figure 3: Total Number of Reported Crashes by Severity in the Eurobodalla 2005-2011


Eurobodalla’s crash rates remain fairly consistent over a seven year period.

Figure 4: Total Number of Casualties Involved in Crashes by Road User Group in the Eurobodalla 2005-2011


The Centre of Road Safety recognises that a substantial proportion of non-fatal

bicyclist crashes are not reported to the Police. As the Police system is the only source

of crash data used, statistics relating to bicycle crashes may not accurately reflect the

situation.16

Fatal Crashes Injury Crashes+ Non Casualty Crashes

2005 6 111 146

2006 1 109 113

2007 3 89 110

2008 5 102 125

2009 3 98 120

2010 6 109 114

2011 3 127 104

0

20

40

60

80

100

120

140

160

Total Number of Reported Crashes by Severity

Comparison 2005-2011 for Eurobodalla

Driver Passenger Pedestrian Motorcyclist Cyclist Other

2005 88 58 7 20 5 0

2006 79 42 6 23 3 0

2007 67 40 3 13 1 0

2008 82 42 8 17 4 0

2009 77 43 9 14 2 0

2010 100 53 4 16 4 0

2011 120 64 5 13 0 0

0

20

40

60

80

100

120

140

All Casualties by Road User Group

Comparison 2005-2011 for Eurobodalla


Figure 5: Residential Address of Driver/Rider of Crashes in the Eurobodalla 2005-2011


Not surprisingly, the data in Figure 5 reveals that the Eurobodalla community is crashing

within its own local government area. It can be assumed that the majority of

drivers/riders recorded in the ‘interstate or overseas’ category reside in the ACT.

Figure 6: Known Contributing Factors of Crashes in the Eurobodalla 2005-2011


Consistent with State-wide trends, speeding is the highest contributing factor in

crashes. However, fatigue related crashes in the Eurobodalla are on the rise.

From Eurobodalla

LGA

Southern Region

excl EurobodallaRest of NSW

Interstate or

OverseasUnknown

2005 218 45 32 11 59

2006 199 27 28 9 57

2007 178 29 27 12 42

2008 189 46 26 10 58

2009 188 33 34 32 21

2010 193 33 32 40 25

2011 210 40 22 57 12

0

50

100

150

200

250

Residential Address of Driver/Rider

2005-2011 Comparison for Eurobodalla

Speed Alcohol Fatigue

Seatbelt Fitted

But Not Worn

(driver

+passenger)

Motorcycle

Helmet Not

Worn

Bicycle Helmet

Not Worn

2005 74 13 15 9 2 1

2006 65 13 6 1 0 1

2007 63 13 7 3 0 1

2008 55 18 17 3 0 0

2009 56 15 13 2 0 1

2010 66 9 19 3 0 2

2011 86 9 25 6 2 0

0

10

20

30

40

50

60

70

80

90

100

Known Contributing Factors



Figure 7: All Casualties Involved in Crashes by Age Group in the Eurobodalla 2005-2011


In Figure 7, all casualties include fatal and injury crashes and includes passengers

and pillion riders.

Figure 8: Total Number of Vehicles Involved in Crashes in the Eurobodalla 2005-2011


In the Figure 8, the number of units means the total number of vehicles and people

involved in all crashes for the particular calendar year. For example, a single vehicle

crash could involve pedestrian(s) and/or cyclist(s).

0-16 Years 17-25 Years 26-39 Years 40-59 Years60 Years and

OverUnknown

2005 34 35 27 49 17 16

2006 16 43 31 28 23 12

2007 10 28 20 37 24 5

2008 13 33 34 29 26 18

2009 13 36 25 31 27 13

2010 17 39 32 49 29 11

2011 21 35 35 49 46 16

0

10

20

30

40

50

60

All Casualties Age Group Distribution


Cars Light TrucksHeavy

Trucks

Bus/Emerge

ncy vehiclesMotorcycles Bicycles Pedestrians

2005 235 30 16 1 20 4 7

2006 188 31 14 4 23 3 6

2007 173 37 10 2 12 1 3

2008 194 31 22 4 17 5 6

2009 194 30 6 1 14 2 9

2010 200 37 16 2 16 4 4

2011 198 41 20 2 15 0 5

0

50

100

150

200

250

Accident Type - Number of Units Involved



Figure 9: Age Group of Controllers Involved in Casualty Crashes in the Eurobodalla 2005-2011


In Figure 9, controller means the driver or rider in control of the vehicle at the time of

the crash. Therefore, the age groups 25 years or less and those aged between 40-59

crash the most in the Eurobodalla.

Figure 10: Posted Speed Limit at Casualty Crash Location in the Eurobodalla 2005-2011


Figure 10 shows an alarming trend in the rise of crashes in 50km/h speed zones being

our residential streets. However, the bulk of our crashes are occurring on our highways

with a 100km/h speed limit.

25 years or less 26-39 Years 40-59 Years60 Years and

OverUnknown

2005 103 78 106 52 26

2006 95 81 73 47 24

2007 74 58 92 56 8

2008 77 70 89 73 20

2009 84 64 77 72 11

2010 80 71 98 54 20

2011 86 73 97 75 10

0

20

40

60

80

100

120

Controllers Age Group - Casualty Crashes


Not more

than 40km/h50km/h 60km/h 70km/h 80km/h 90+ km/h unknown

2005 0 24 22 11 13 47 0

2006 0 18 21 19 13 39 0

2007 2 36 44 16 34 70 0

2008 0 18 21 13 15 39 1

2009 1 22 17 7 14 39 1

2010 0 23 22 8 15 46 1

2011 2 50 52 27 36 65 2

0

10

20

30

40

50

60

70

80

Posted Speed Limit - Casuality Crashes



Figure 11: Time of Day and Day of Week Casualty Crashes Occurred in the Eurobodalla 2005-2011


Figure 11 reveals that the majority of our crashes are occurring on weekdays from

9:00am to 3:00pm when we are most active conducting our business and personal

activities.

Figure 12: Crashes in the Eurobodalla per Kilometre per Road 1996-2011


Figure 12 reveals an alarming statistic, the Kings Highway has the shortest length of

road in our Shire but has the highest crash rate.

Mon - Fri

3am to

9am

Sat - Sun

3am to

9am

Mon - Fri

9am to

3pm

Sat 9am

to 3pm

Sun

9am to

3pm

Mon -

Wed

3pm to

9pm

Thu - Fri

3pm to

9pm

Sat - Sun

3pm to

9pm

Sun -

Wed

9pm to

3am

(next

day)

Thu - Sat

9pm to

3am

(next

day)

2005 18 4 53 15 5 34 11 22 4 12

2006 8 7 49 10 12 18 20 14 4 11

2007 5 3 31 13 13 13 17 14 5 10

2008 13 6 41 17 11 22 12 14 7 10

2009 15 1 34 8 16 22 18 9 6 16

2010 28 3 53 19 8 23 18 15 3 7

2011 13 3 63 16 32 29 15 21 3 7

0

10

20

30

40

50

60

70

Time of Day/Day of Week of Casualty Crashes


0.00

0.20

0.40

0.60

0.80

1.00

1.20

1.40

1.60

1.80

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

Crashes in the Eurobodalla per km per Road

1996-2011

Kings Hwy

Princes Hwy

Other

Eurobodalla

Roads


13. Comparison with Southern Region for 2011

It is useful to compare crash statistics with neighbouring local government areas

especially when developing road safety education campaigns and providing local

Police with crash data to enable enforcement strategies to be developed.

The table below reveals that the Eurobodalla crash factors are fairly consistent with the

rest of the Southern Region. During 2011, we unfortunately exceed Southern Region for

crashes that resulted in passenger casualties, seatbelts not worn, casualties involving 0-

16 years and those aged over 60 years (our most vulnerable), female casualties, speed

and fatigue as contributing factors and helmets not worn when riding motorcycles.

The Southern Region comprises of the following local government areas: Bega Valley,

Goulburn, Kiama, Queanbeyan, Shellharbour, Tallaganda, Wingecarribee, Wollondilly,

Wollongong and Yarrowlumla. This region is determined by the NSW Centre of Road

Safety and does not take into account the local government boundary adjustments

made several years ago that saw the adjustment of boundaries in the Tallaganda,

Yarrowlumla and Queanbeyan areas resulting in a new Palerang local government

area.

Eurobodalla

Southern

Region

Crash Factors % %

Fatal crashes 1.3 1.3

Injury crashes 54.3 46.4

Non-casualty crashes 44.4 52.3

Persons killed 1.5 2.1

Persons injured 98.5 97.9

Driver injured or killed 59.4 59.3

Passenger injured or killed 31.7 24.2

Pedestrian injured or killed 2.5 3.5

Motorcyclist injured or killed 6.4 9.9

Cyclist injured or killed 0.0 3.1

Age 0-16 years injured or killed 10.4 7.0




Age 60 years and over injured or killed 22.8 16.0

Males injured or killed 46.5 53.0

Females injured or killed 47.5 44.2

Contributing factor casualties – speed 42.6 32.4

Contributing factor casualties – alcohol 4.5 5.0

Contributing factor casualties - fatigue 12.4 9.9

Contributing factor casualties – seatbelt not worn 3.3 1.5

Contributing factor casualties – m’cycle helmet not worn 15.4 0.3

Contributing factor casualties – bicycle helmet not worn 0.0 0.5 Table 9: Comparison of Eurobodalla and Southern Region Crash Factors for 2011



14. Comparison with New South Wales for 2011

Comparing Eurobodalla’s crash factors with the rest of New South Wales can be

difficult to compare due to the New South Wales crashes incorporating metropolitan

areas which have different road environment and traffic characteristics eg. larger

crash rates in the metropolitan areas but severity is lower due to lower speed

environments.

The table below reveals that during 2011, the Eurobodalla significantly exceeded the

remainder of the State for speed related crashes, motorcycle helmets not worn and

casualties involving people aged 60 years and over.

Eurobodalla NSW

Crash Factors % %

Fatal crashes 1.3 0.8

Injury crashes 54.3 46.3

Non-casualty crashes 44.4 52.9

Persons killed 1.5 1.4

Persons injured 98.5 98.6

Driver injured or killed 59.4 58.1

Passenger injured or killed 31.7 21.2

Pedestrian injured or killed 2.5 7.1

Motorcyclist injured or killed 6.4 9.8

Cyclist injured or killed 0.0 3.8





Age 60 years and over injured or killed 22.8 13.8

Males injured or killed 46.5 53.4

Females injured or killed 47.5 44.3

Contributing factor casualties – speed 42.6 18.0

Contributing factor casualties – alcohol 4.5 4.7

Contributing factor casualties - fatigue 12.4 7.7

Contributing factor casualties – seatbelt not worn 3.3 1.5

Contributing factor casualties – m’cycle helmet not worn 15.4 0.3

Contributing factor casualties – bicycle helmet not worn 0.0 0.6 Table 10: Comparison of Eurobodalla and New South Wales Crash Factors for 2011



OUR STRATEGIC OBJECTIVES

15. Links with External Strategies

15.1 Decade of Action for Road Safety 2011-2020

In March 2010, the United Nations General Assembly unanimously adopted a resolution

proclaiming 2011 to 2020 as the Decade of Action for Road Safety. Australia and 100

other countries co-sponsored this resolution. The goal of the Decade is to stabilise and

then reduce the forecast level of road deaths worldwide by 2020 by increasing road

safety activities at national, regional and global levels.

The objectives of the resolution invites all member countries to set their own traffic

casualty reductions targets and seeks the implementation of road safety activities,

particularly in areas of road safety management, road infrastructure, vehicle safety,

road user behaviour, road safety education and post-crash response.17

15.2 National Road Safety Strategy 2011-2020

The ambitious vision of the National Road Safety Strategy 2011-2020 is that “no person

should be killed or seriously injured on Australia’s roads”.

The targets set to enable this vision to be achieved by the end of 2020 are:

To reduce the annual number of road crash fatalities by at least 30 per cent.

To reduce the annual number of road crash injuries by at least 30 per cent.

The National Road Safety Strategy developed by the Australian Transport Council is

closely aligned with the Global Plan and is guided by the Safe System Approach

framework. The strategy recognises that reducing serious casualties on roads

controlled by local government is a challenge as local roads account for more than 50

per cent of serious casualties in some states. It recognises that local governments will

need support to apply the Safe System approach and to find and apply cost-effective

and innovative solutions.

15.3 National Cycling Strategy 2011-2016

The National Cycling Strategy titled Gearing Up for Active and Sustainable

Communities aims to double the number of people cycling in Australia by 2016.

The overarching vision of this strategy is to realise a step-change in attitudes to cycling

and in the numbers of cyclists in Australia. The Australia Bicycle Council will oversee

the implementation of the strategy with the achievement of the goals will require all

those in cycling to play their part.


The strategy’s key priorities and objectives are:

Cycling Promotion – promote cycling as both a viable and safe mode of transport

and an enjoyable recreational experience.

Infrastructure and Facilities – create a comprehensive network of safe and

attractive routes to cycle and end-of-trip facilities.

Integrated Planning – consider and address cycling needs in all relevant transport

and land use planning activities.

Safety – enable people to cycle safely.

Monitoring and Evaluation – improve monitoring and evaluation of cycling

programs and develop a national decision-making process for investment in

cycling.

Guidance and Best Practice – develop nationally consistent technical guidance for

stakeholders to use and share best practice across jurisdictions.

15.4 NSW Long Term Transport Master Plan (December 2012)

It is important to make reference to the state governments recently produced Long

Term Transport Master Plan as it is the first most comprehensive and integrated

transport strategy developed in the state that sets actions for the next 20 years.

One of the actions is to implement the Road Safety Strategy for New South Wales 2012-

2021. It also sets an action to engage with local government to drive better transport

and land-use outcome, focusing on the issues that influence public transport mode

share, access and congestion outcomes including walking infrastructure, cycling links

and parking provision and control. As a first step, the state government will engage

with Regional Organisations of Councils and individual Council’s to agree to a

governance and coordination mechanism that will align State and local government

strategic plans.

15.5 Road Safety Strategy for New South Wales 2012-2021

The State strategy released in late March 2013 was developed by Transport for New

South Wales and is closely aligned to the National Road Safety Strategy. Its vision is

‘Working Towards Vision Zero”.

To achieve such a vision, the targets set within the strategy is to achieve:

A reduction in the fatality rate to 4.3 per 100,000 population by 2016, and

At least a 30 per cent reduction in fatalities and a 30 per cent reduction in serious

injuries by the end of 2021.

For the first time, the State strategy focusses on reducing serious injury crashes whilst in

the past, the objective has been to reduce fatality crashes only.


15.6 NSW Motorcycle Safety Strategy 2012-2021

Released in late March 2013, the State’s motorcycle strategy sets short and long-term

initiatives to reduce the motorcycle road toll. Motorcycle riders are vulnerable road

users with unique road safety needs. According to the new strategy, in the five years

since 2006 the number of passenger vehicle registrations has grown 8 per cent while

the number of motorcycle registrations has grown by 41 percent.

The Eurobodalla is a popular destination for weekend recreational riders, it is also the

major route to travel to and from the MotoGP held in Phillip Island each October.

Furthermore, learner riders in the Eurobodalla do not have to undergo the

‘compulsory’ pre-learners riders course due to the remoteness of our area. This leaves

our novice riders at a disadvantage.

Novice Motorcycle Rider Training Course – Eurobodalla - 2011


16. Outcomes of 2009-2012

16.1 Significant Achievements – Road Safety Education Campaigns

Council employs a Road Safety Officer (RSO) for three days per week. This position is

half funded by Roads and Maritime Services under their Local Government Road

Safety Program. It allows Council to apply for grant funding to implement local road

safety education and awareness programs. The table below lists the major projects

undertaken each year by the RSO.

2009-2010 2010-2011 2011-2012 2012-2013 Summer Bus -- Batemans

Bay

Summer Bus – Batemans

Bay

RBT Out Today Night Bus – Batemans

Bay

Summer Bus – Narooma Summer Bus - Narooma Summer Bus – Batemans

Bay

Night Bus - Narooma

Kings Highway Road

Safety Partnership

Shortest Walk Not the

Safest

Summer Bus - Narooma Kings Highway Road

Safety Partnership

Bike Week Kings Highway Road

Safety Partnership

Kings Highway Road

Safety Partnership

Bike Week

Scooters Workshop Bike Week Bike Week Stepping On Falls

Program

Stay Awake Stepping On Falls

Program

Stepping On Falls

Program

Stay Awake

Graduated Licensing

Scheme workshops

Stay Awake Novice Motorcycle Rider

Training

Graduated Licensing

Scheme workshops

Graduated Licensing

Scheme workshops

Stay Awake

Graduated Licensing

Scheme workshops

In addition to the above grant funded projects, the RSO provides in-kind support to

community groups and government agencies upon request. The RSO is Council’s

representative on the Eurobodalla Liquor Accord and has managed projects on

behalf of the Accord eg. underage drinking, secondary supply and drink-drive

prevention programs.

It should be noted that the RSO does not provide road safety education in schools

as schools have class-room based School Road Safety Education through a

mandatory curriculum for students in Years K-10 and optional in Years 11 and 12 that is

funded by Transport for NSW. However, the RSO can provide advice and assistance

on road safety related matters on the roads surrounding schools within the 40km/h

speed zoning.


16.2 Significant Achievements – Black Spot Funding

2009-2010 2010-2011 2011-2012 2012-2013

Kings Hwy west of

Bolaro Rd (non-skid

surface, chevrons,

increase shoulder

width) $225K

Beach Rd,

Batehaven from

Corrigans Cres to

Calton Rd (skid

resistant surfacing)

$30K

Beach Rd, Batemans

Bay from Pacific St to

Miller St (raised

centre median)

$133K

George Bass Dve, Lilli

Pilli Grandfather

Gully bends (skid

resistant surfacing,

guardrail & signage)

$200K

Kings Hwy 3.5km

east of LGA

boundary (chevrons)

$150K

South Head Rd,

Moruya Ryans Creek

(improved guardrail

& pathway

connection) $75K

Kings Hwy 2.7km

east of LGA

boundary (chevrons,

increase shoulder

width) $200K

George Bass Dve,

Tomakin (upgrade

two intersections

Ainslie Pde &

Tomakin Rd) $300K

Kings Hwy 1.8km

west Misty Mountain

Rd (chevrons,

increase shoulder

width) $200K

Kings Hwy east of

Bolaro Rd (improve

delineation) $150K

Kings Hwy 50m east

of LGA boundary

(chevrons & increase

shoulder width)

$150K

Kings Highway Realignment near Rotary Drive


16.3 Significant Achievements – Advocacy

The Mayor, General Manager and Director-Infrastructure Services continue to

advocate for higher levels of government funding to provide safe and efficient

transport infrastructure in the Eurobodalla. This direction is embedded with the

Council’s Delivery Program.

Executive staff have been proactive in the following areas:

Submission to the Kings Highway Road Safety Review.

Annual attendance at National Roads Congress.

Annual attendance and Chairing of the NSW Roads Congress 2012.

Chair of NSW Roads and Transport Directorate producing whole of State road

funding reports. Advocacy for better deal for funding for local and regional roads.

Helped secure commitment on R2R (Roads to Recovery) program to be increased

and made permanent beyond 2019 (currently worth $722K per annum to our

community).

Financial recognition of Local Government within the Australian Constitution to

allow certainty over direct funding from the Federal Government.

Increased funding from the State Government for regional roads, bridges,

pathways, public transport facilities and road safety programs in particular.

Participation at South East Area Transport Strategy Group (SEATS).

Participation at IPWEA South East Group.

Participation at Kings Highway Working Party.

Attendance at South East Regional Organisation of Councils (SEROC).

Meeting with Minister Albanese’s Chief of Staff and Dr Mike Kelly AM, MP

advocating the need for road funding in the Eurobodalla.

Membership of Australasian College of Road Safety.

Kings Highway Realignment near Dinner

Creek


17. Directions for 2013-2017

Objective 1: SAFE PEOPLE

What will be done What we will measure: Our target

Implement programs that

provide a greater

awareness and

understanding of factors

contributing to road deaths

and injuries to change

attitudes and behaviour.

The number of programs

implemented.

The number of road user

forums established.

Reduction in crash rates.

Community engagement on

road safety issues.

Community ownership of

road safety issues.

Plan, promote and

encourage equitable

sharing of the road network

and encourage provision

and use of alternative

transport options.

The on-going

implementation of Council’s

Shared Pathways Strategy.

Increase in walking and

cycling rates.

Provide the community with

accurate and credible

information on road safety

issues.

The quantity and quality of

information circulated.

Regular media releases and

comprehensive and current

information on Council’s

Seek out sources of funding

to develop and implement

road safety education and

enforcement programs.

The level of funding

achieved.

Programs are implemented

within the specified

timeframes and budget.

Improve awareness and

safety for the workers who

maintain and construct our

roads.

Casualty rates.

Speed zone enforcement.

Traffic Control Plans.

Zero casualties in road work

zones.

Compliance with 40km/h

speed zoning.


Objective 2: SAFE ROADS

What will be done What we will measure Our target

Provide advocacy on

behalf of the community to

State and Federal

governments to ensure

appropriate funding of local

and regional transport

infrastructure and services.

The level of funding

achieved.

Improved road network

Integrate road safety with

asset management and

financial planning.

Short-term and long-term

asset management plans

and financial planning.

Sustainable local and

regional transport network

including roads, pathways,

public transport and parking

facilities.

Integrate road safety into

transport management

planning.

Short-term and long-term

financial planning of

infrastructure.

Future growth is catered for

including visitation by non-

residents and alternate

transport options.

Integrate road safety into

land-use planning and

development approvals to

ensure adverse and

cumulative impacts on road

safety is avoided

Compliance with

Development Consent

Approvals.

Developers provide

appropriate infrastructure.

Design roads in accordance

with current guidelines and

best practice to ensure the

road environment is more

forgiving

Austroads guidelines and

legislative compliance.

Safe System compliance.

Objective 3: SAFE SPEEDS


Work in partnership with

local Police to educate the

community that speeding is

socially unacceptable

Community attitudes. Increased compliance by

road users in speed zones.

Design roads in accordance

with current guidelines and

best practice

Austroads guidelines and

legislative compliance.

Safe System compliance.


Objective 4: SAFE VEHICLES


Develop partnerships to

make available information

on maintaining and buying

safer vehicles

Partnership developed. Increase in purchase of

vehicles with 5 Star ANCAP

rating.

Demonstrate leadership in

the purchase, operation

and maintenance of a safe

fleet of vehicles and

equipment within Council

Organisational commitment

to road safety issues.

Implementation of internal

guidelines.

Encourage local business

and community to operate

and maintain safe vehicles

Ownership of road safety

issues.

Increased ownership of road

safety issues by local

business and community.

Official Launch of Kings Highway Road Safety Partnership Summer 2012-2013 Campaign


18. Continuous improvement and annual reviews

To maintain the integrity and

relevance of the Road Safety

Strategic Plan, Council will adopt a

well established tool for quality

improvements, namely ‘The

Continuous Improvement Circle.’

Therefore, we are committed to:

By developing this Road Safety Strategic Plan 2013-2017 that sets out what we want to

achieve.

By developing annual Action Plans setting out tasks and activities to achieve the aim

outlined in the Strategic Plan.

By implementing each annual Action Plans.

By checking and reviewing the results of annual Action Plan and report on these to the

community. Checking methods could include evaluating initiatives and programs,

observation and monitoring behaviours, measuring outcomes, studying and analysing

data, consultation, discussion and auditing.

By incorporating improvements identified in the review process.

By developing a new Strategic Plan at the end of the existing plan’s life cycle.


REFERENCES

OECD-International Transport Forum – Towards Zero, Ambitious Road Safety Targets

and the Safe Systems Approach - 2008.

National Road Safety Strategy 2011-2020 – Australian Transport Council

NSW Road Safety Strategy 2012-2021, Transport for NSW

NSW Motorcycle Safety Strategy 2012-2021, Transport for NSW

NSW Long Term Transport Master Plan, Transport for NSW

National Cycling Strategy 2011-2016, Australian Bicycle Council

Roads and Traffic Authority Economic Analysis Manual Version 1 1999 as amended.

Australian Bureau of Statistics – 2011 Census.

National Visitor Survey and International Visitor Survey, YE Sept 2008 to YE Sept 2011,

Tourism Research Australia.

Delivery Program 2012-2016, Eurobodalla Shire Council

Eurobodalla2030 Community Strategic Plan, Eurobodalla Shire Council

Operational Plan 2012-2013, Eurobodalla Shire Council

Youth Strategy 2008-2013, Eurobodalla Shire Council

Social Plan 2010-2015, Eurobodalla Shire Council

Shared Pathway Strategy 2010, Eurobodalla Shire Council

Asset Management Strategy 2012-2016, Eurobodalla Shire Council

Road Safety Strategic Plan 2009-2012, Eurobodalla Shire Council

NSW Bureau of Crime Statistics and Research

Northern Area of Eurobodalla Shire Traffic Study March 2011 – Cardno (NSW/ACT)

Pty Ltd

Centre for Road Safety Crash Data, Transport for NSW

http://forecast2.id.com.au/Default.aspx?id=319&pg=5000

Roads and Maritime Services, NSW

Local Government Act 1993 No 30

Eurobodalla Road Safety Focus Groups, Danny Wiggins

1 ABS Census 2011 2 Eurobodalla Shire Council – Rates Section 3 Forecast.id 4 Tourism Research Australia 5 Eurobodalla Shire Council Infrastructure Information Support 6 ABS Census 2011 7 NSW Bureau of Crime Statistics and Research 8 Australasian New Car Assessment Program www.ancap.com.au 9 Economic Analysis Manual, Roads and Traffic Authority 10 Towards Zero Ambitious Road Safety Targets and the Safe System Approach – OECD/IFT 2008 11 National Road Safety Strategy 2011-2020 12 National Road Safety Strategy 2011-2020 13 Local Government Act 1993, No 30 Chapter 3 (8) 14 CrashLink Reports, Centre for Road Safety 2011 15 NSW Roads and Traffic Authority 16 NSW Centre for Road Safety 17 Decade of Action for Road Safety 2011-2020

http://forecast2.id.com.au/Default.aspx?id=319&pg=5000


LIST OF FIGURES:

Figure 1: Eurobodalla Population Characteristics 2011 page 10

Figure 2: B-Double Routes in the Eurobodalla and Surrounding Districts page 14

Figure 3: Total Number of Reported Crashes by Severity in the Eurobodalla 2005-2011

page 32

Figure 4: Total Number of Casualties Involved in Crashes by Road User Group in the

Eurobodalla 2005-2011 page 32

Figure 5: Residential Address of Driver/Rider of Crashes in the Eurobodalla 2005-2011

page 33

Figure 6: Known Contributing Factors in the Eurobodalla 2005-2011 page 33

Figure 7: All Casualties Involved in Crashes by Age Group in the Eurobodalla 2005-

2011 page 34

Figure 8: Total Number of Vehicles Involved in Crashes in the Eurobodalla 2005-2011

page 34

Figure 9: Age Group of Controllers Involved in Casualty Crashes in the Eurobodalla

2005-2011 page 35

Figure 10: Posted Speed Limit at Casualty Crash Location in the Eurobodalla 2005-

2011 page 35

Figure 11: Time of Day and Day of Week Casualty Crashes Occurred in the

Eurobodalla 2005-2011 page 36

Figure 12: Crashes in the Eurobodalla per Kilometre per Road 1996-2011 page 36

LIST OF TABLES:

Table 1: Comparison of Age Group Distribution in the Eurobodalla, New South Wales

and Australia 2011 page 10

Table 2: Number of Driver/Rider Licenses held in the Eurobodalla per License Class

as at 31 December 2012 page 17

Table 3: Number of Primary License Types held in the Eurobodalla as at 31

December 2012 page 17

Table 4: Mobility Parking Scheme Permit by permit Class in the Eurobodalla as at 31

December 2012 page 17

Table 5: Number of Registered Vehicles and Average Age by Vehicle Type in the

Eurobodalla as at 31 December 2012 page 18

Table 6: Vehicle Type by Motive Power Code in the Eurobodalla as at 31 December

2012 page 19

Table 7: Number of Motor Vehicles per Dwelling in the Eurobodalla in 2011 page 19

Table 8: Estimated Generic Cost per Crash – September 2009 page 20

Table 9: Comparison of Eurobodalla and Southern Region Crash Factors for 2011

page 37

Table 10: Comparison of Eurobodalla and New South Wales Crash Factors for 2011

page 38

Documents

Road Safety Strategic Plan - Eurobodalla Shire...each year, an annual action plan will be developed in consultation with the community and road safety experts. As with all plans of