WHEATBELT HIGHWAY SAFETY REVIEW - Road … Data...3 1. HIGHWAY SAFETY REVIEWS Highway safety or route reviews involve a holistic review of road safety issues on long lengths of highway

WHEATBELT HIGHWAY SAFETY REVIEW

SUMMARY REPORT

DECEMBER 2015

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EXECUTIVE SUMMARY

Highway safety reviews have been used extensively in New South Wales and Queensland and have successfully reduced the incidence and severity of crashes where the outcomes of reviews have been implemented. The focus of the inaugural Western Australian (WA) Highway Safety Review is the Wheatbelt Region of WA - a region that has been overrepresented in road trauma statistics for an extended period. It is expected that the Wheatbelt Highway Safety Review (WHSR) will result in improved road trauma outcomes for the region and build greater commitment to implementation of treatments aligned with the safe system approach. It is likely that in future the process will be extended to encompass other State routes and regions and may also be utilised by local governments on local routes. The WHSR commenced in March 2015 and included a cross agency working group with representatives from the Road Safety Commission, Main Roads WA, WA Police, the WA Local Government Association and the office of the Minister for Road Safety. As part of the WHSR, Main Roads WA have been able to trial the application of a methodology which enables safe system principles to be applied to the State road network to enhance its overall safety performance. Using this approach and on the basis of high serious crash densities, State routes within the Wheatbelt region were prioritised and selected for inclusion. Hence Wheatbelt sections of Great Eastern Highway, the Great Southern Highway (between Chidlow and York) and Toodyay Road were selected to be part of the WHSR. The WHSR has included desktop analyses, on-site technical assessments and extensive community and stakeholder engagement, notably use of an interactive online mapping tool to record community input and two highly focused community forums held in Merredin and Toodyay. Broadly the key road safety issues raised at the two community forums included: drink and drug driving; driver fatigue; driver error, attitude and skills; inattention; overtaking; road conditions; speeding / speed zoning; vehicle differences; increased traffic volumes and lack of a police enforcement presence on the roads. Road safety engineering issues identified via the online interactive mapping tool and as part of the technical analysis included a focus on overtaking lanes, intersections, turning lanes, road alignment, road pavement and width, clear zones and embankments, signage, delineation and line markings, road surfaces, speed zones, vehicle mix, lighting and vulnerable road users. Further road user behavioural issues reported, beyond those raised at the community forums, included illegal crossing of double white lines and tail gaiting by drivers, dangerous driver behaviour adjacent to railway crossings, fog, glare and interactions with kangaroos. An initial WHSR response is presented in this report. This will, if funded, take place in two phases and includes infrastructural / engineering solutions to be led by Main Roads WA to improve safety outcomes immediately, as well as education and promotion initiatives to be led by the Road Safety Commission with WA Police and WALGA designed to engage local communities in creating sustainable road safety behavioural change. The involvement and enthusiasm of members of the Wheatbelt community in assisting and contributing to the WHSR is acknowledged and valued.

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CONTENTS

EXECUTIVE SUMMARY ........................................................................................... 1

1. HIGHWAY SAFETY REVIEWS ........................................................................... 3

2. ROAD SAFETY AND THE WHEATBELT REGION ............................................ 4

3. THE SAFE SYSTEM APPROACH ...................................................................... 7

3.1 Applying Safe System Principles to WA State Roads .............................................. 8

3.2 Prioritising the Routes ............................................................................................. 9

4. THE REGION AND THE ROUTES .................................................................... 10

4.1 Regional context ................................................................................................... 10

4.2 Populations ........................................................................................................... 10

4.3 Wheatbelt Road Network ...................................................................................... 10

5. THE REVIEW PROCESS .................................................................................. 14

5.1 Working Group Terms of Reference ..................................................................... 14

5.2 Crash Data for the Prioritised Routes .................................................................... 15

5.3 Technical analysis................................................................................................. 23

5.4 Community and stakeholder engagement ............................................................. 23

6. KEY ROAD SAFETY ISSUES........................................................................... 33

6.1 Road safety engineering issues ............................................................................ 33

6.2 Road user behaviour issues .................................................................................. 50

7. RECOMMENDED ACTIONS TO ADDRESS AREAS OF CONCERN .............. 52

7.1 Outcomes and Targets for the three routes ........................................................... 52

7.2 Recommended Infrastructure, subject to funding .................................................. 54

7.3 Community Education and Engagement ............................................................... 55

8. REFERENCES .................................................................................................. 56

9. APPENDIX ........................................................................................................ 57

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1. HIGHWAY SAFETY REVIEWS

Highway safety or route reviews involve a holistic review of road safety issues on long lengths of highway and are used to identify and target countermeasures. The approach is multi-disciplinary and engages those within road safety, engineering, road user behaviour and asset management areas. There is also involvement of police enforcement representatives and members of the community. On-site inspections and community engagement methods including community workshops provide valuable local context and input to reviews. Highway route reviews have successfully reduced the incidence and severity of crashes where the outcomes of reviews have been implemented. They have been used extensively in New South Wales and Queensland on the Pacific Highway, Princes Highway, Bruce Highway and others. Additionally, roads programs with a strong focus on raising the standards of high risk rural routes have been implemented in Victoria through theSafe System Road Infrastructure Program, New Zealand, as described in the High Risk Rural Road Guide and Sweden via the Swedish Transport Administration (Corben 2014). The review process is designed to immediately respond to existing levels of road trauma on identified routes in a region. The focus of the inaugural Western Australian (WA) Highway Safety Review is the Wheatbelt Region of WA,a region that has been over-represented in road trauma statistics for an extended period. The process seeks to reduce road trauma through the identification of specific route related road safety problems which are then targeted for effective road safety engineering measures complemented by behavioural and enforcement programs. The focus is on identifying and treating travel routes with the greatest number of serious casualties per kilometre rather than attempting to treat every local road. This maximises the potential for saving lives and serious injuries particularly in the shorter term. Previously high risk road segments along routes in the Wheatbelt region have been identified for attention, although it is recognised that a more targeted and collaborative approach to funding these is required. It is expected that the Wheatbelt Highway Safety Review will result in improved road trauma outcomes for the region and build greater commitment to implementation of treatments aligned with the safe system approach (see Section 3). It is likely that in future the process will be extended to encompass other State routes and regions and may also be utilised by local governments on local routes.

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2. ROAD SAFETY AND THE WHEATBELT REGION

Overall in 2014, WA reported 183 road deaths and 1,716 serious injuries. When compared to a three year baseline period (2005-2007) prior to the commencement of the current State road safety strategy Towards Zero, this represents an 8% reduction in the number of fatalities and a 40% reduction in the number of deaths and serious injuries combined, i.e. serious casualties or KSI. Despite this, the 2014 WA fatality rate of 7.2 deaths per 100,000 people, remains well above the 2014 Australian fatality rate of4.9 deaths per 100,000. In 2014, rural and regional areas of WA accounted for 60% of the State road deaths and 37% of KSI. Relative to baseline, increases have been seen in rural and regional deaths (3%) and KSI (6%), which is a reverse of the State trend. Of all peopled killed and seriously injured on regional roads in 2014, 57% were in run off road crashes, representing a 7% reduction since baseline, 20% were at intersections, representing no change since baseline and 10% were in head-on crashes representing a 3% increase since baseline – a trend which has not been seen in the Perth metropolitan area. The proportion of serious casualties across WA is reducing more slowly on State roads, than on local roads.. This is particularly challenging to address when typically serious crashes are highly dispersed across Australian networks. The Wheatbelt region of WA covers an area of some 157,000 km2, is the home to more than 75,000 people and comprises approximately 3,000 km of State roads and 42,000 km of National land transport routes and local roads. This region has consistently recorded high rates of road death and serious injury when compared to other regions of the State.

Figure 1: The Wheatbelt Region as shown in the 2013-14 Regional Digest - Main Roads WA In 2014 there were 26 road deaths in the Wheatbelt (14.2% of State deaths), representing the highest fatality rate per 100,000 head of population (49.8) of any region in WA including Perth. This is approximately 7 times the State rate at 7.2 deaths per 100,000 persons.

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In the five years to 2013, there were 4,078 reported crashes of all injury levels in the Wheatbelt (Main Roads region) of which 19% were serious crashes. This equates to a serious crash rate of 216.6 serious crashes per 100,000 persons in the Wheatbelt region, which was almost double the rate for regional WA at 109.5 serious crashes per 100,000 persons. Over this period 7.3% of the State’s serious road crashes and 7.9% of the State’s serious casualties were in the Wheatbelt region of WA. Figure 2 is a map of 2013 serious crash data across the regions of WA.

Area Serious crashes Serious crashes Per 100,000 population

Total crashes

Wheatbelt 795 216.6 4,078

Perth Metro 7,264 82.6 161,816

Regional WA 2,182 109.5 21,156

Remote WA 1,355 128.0 9,157

State 10,801 91.2 192,141

Table 1: Serious Crashes and Crash Rates, 2009-2013 (Road Safety Commission 2015) In the five years between 2009 and 2013 speed was a contributing factor in 16% of serious crashes in the Wheatbelt, compared to 14% in regional WA and 12% across the State. Over this period, decreasing trends were seen in the number of speed-related crashes in the Wheatbelt and across the State, while no significant trend was noted in this measure across regional WA. Between 2009 and 2013, there was a slightly higher proportion of serious alcohol-related crashes in the Wheatbelt (12%) than in regional WA (11%) and across the State (10%). Over this period decreasing trends were seen in the number of serious alcohol-related crashes in regional WA and across the State, while no significant trend was noted in this measure in the Wheatbelt region. The proportion of unrestrained motor vehicle occupants killed and seriously injured between 2009 and 2013 in the Wheatbelt was 9%, which was slightly higher than the 7% in regional WA and the 8% across the State. Over this period, no significant trends were seen in the number of unrestrained motor vehicle occupants killed and seriously injured in the Wheatbelt region, across regional WA or across the State. Over half (54%) of serious crashes in the Wheatbelt between 2009 and 2013 involved a single-vehicle hitting an object. This was higher than the proportion in regional WA (41%) and across the State (24%). Over this period a decreasing trend was seen in the number of multiple vehicle crashes involving a right turn through across the State, while no significant trends were noted in the number of crashes by different crash types in the Wheatbelt region or across regional WA.

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Figure 2: Serious crash rate by region (2013) as in Reported Road Crashes in WA 2013.

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3. THE SAFE SYSTEM APPROACH

While it is acknowledged that application of the safe system approach extends beyond a focus on safer roads and roadsides to include a focus on safe road user behaviour, safe speeds and safe vehicles, the following extract taken from the Austroads Research Report (2013) “Asset Management within a Safe System” is useful in understanding the Safe System Approach relevant to Highway Safety Reviews.

“The challenge of reducing the trauma arising from road crashes is an area where improved outcomes require a coordinated multidisciplinary and cross-agency approach. Road agencies around the world are adopting a Safe System approach to deliver road safety outcomes. Both the Australian (Australian Transport Council 2011) and New Zealand (Ministry of Transport 2010) National Road Safety Strategies (NRSS) are built upon adoption of a Safe System approach. The Safe System is a targeted approach that ultimately aims to eliminate fatal and serious injury (FSI) on the road. It recognises that motorists inevitably make errors in judgment that may lead to a crash and it is understood that there are limits to the force that the human body can withstand (without causing death or serious injury) in a crash. These limitations are directly linked to the type of crash and the speed of the impact. The Safe System approach aims to support development of a transport system better able to accommodate human error and road user vulnerability. This can be achieved through better management of crash energy, so that individual road users are not exposed to crash forces likely to result in death or serious injury. A key strategy in achieving Safe System objectives is through road network improvements (safer infrastructure), and speed management. Speeds need to be managed in such a way as to match the level of protection offered by the road infrastructure and modern vehicle safety features. A move to the Safe System approach is accompanied by a fundamental shift in road safety thinking where it can no longer be assumed that the burden of road safety responsibility simply rests with the individual road user. Road agencies have a primary responsibility to provide a safe operating environment for road users. This is because they have a significant involvement in the management and subsequent performance of the road transport system, and the way roads and roadsides are used and to ensure that the system is forgiving when people make mistakes. Consequently, within the Safe System agencies should strive to eliminate serious and fatal crash consequences from their road networks. It is no longer acceptable to assume these crash types are beyond their control or influence even when driver error may be a significant cause contributor. Traditionally, road safety considerations have been either embedded within the original design process or maintenance activities, with the latter focused on the physical deterioration or consumption of pavement and bridge assets, or have been addressed through safety improvement works at identified blackspots, or through the provision of new or upgraded, safer infrastructure. Whilst useful, such strategies limit the scope for reducing fatal and serious crashes. To achieve Safe System outcomes within the timescales and to the extent sought by the NRSS and agency specific strategies, road agencies will need to change how they identify and respond to less forgiving features of existing as well as new infrastructure. Asset managers are seen as a key enabler and deliverer of this change. However, how road agency practices and infrastructure will change and respond to the Safe System vision needs to be more fully understood and defined, whilst maintaining a balance with other agency objectives.”

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3.1 Applying Safe System Principles to WA State Roads

Based on New Zealand experience, Main Roads WA have sought to develop a methodology (ROSMA newsletter Edition 3 (2015) Main Roads) which enables safe system principles to be applied to the State road network to enhance its overall safety performance. This has allowed routes to be categorised and prioritised for treatment. This is directly relevant for the Wheatbelt Highway Safety Review where the risk associated with routes within the Wheatbelt region needed to identified and routes prioritised for attention.

“The methodology involves dividing the State road network into road sections with similar traffic volume conditions, and using a combination of crash density and crash rate to identify the risk of each road section. Crash Density is defined as the number of killed and serious injury (KSI) midblock crashes (excludes intersection crashes) per kilometre. Crash Density is an important measure as it relates directly to National and State road safety strategies seeking to reduce the number of road KSI to zero. However, it does not account for traffic volume and thereby exposure to risk. Taking Crash Rate into account is vital. Crash Rate is defined as number of killed and serious injury midblock crashes per million vehicle kilometres travelled. Crash rate helps account for the exposure in the form of Annual Average Daily Traffic (AADT) estimates (for 2013) for each road section. Road sections are assigned to one of four Road Trauma Risk categories (Black, Red, Orange and Green) based on the level of crash density and crash rate. The chart below provides an indication of the types of works required for each of the four Road Trauma Risk categories. Black sections are road sections that have high crash density and high crash rate, as these represent the riskiest road sections they must have at least 3 KSI crashes. Red sections have high crash density and lower crash rate; this is likely due to higher traffic volumes on a higher standard of road. The Orange sections have a high crash rate (risk to the individual) but as yet haven’t observed a large number of actual KSI crashes (most likely due to the lower associated exposure). Green sections have the lowest risk; however these sections cannot be ignored, maintaining these sections will help ensure they do not become more high risk over time”.

Figure 3: Main Roads WA Road Trauma Risk Categories

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3.2 Prioritising the Routes

Within the context of the methodology described above and on the basis of Australian experience, State routes known to carry larger traffic volumes and hence likely to account for a greater proportion of serious road trauma within the Wheatbelt Region were assessed for their inherent risk based on serious crashes occurring between 2009 and 2013. Routes were ranked on the basis of serious crash (KSI crash) densities. The top five ranked routes are listed below.

Rank Road (sections within the Wheatbelt Region)

Road length KSI crash / KSI count

KSI crash density

1 Toodyay Road 27.71 20 (24) 0.722

2 Great Southern Highway between Chidlow and York

43.45 13 (17) 0.299

3 Great Eastern Highway 376.59 101 (155) 0.268

4 Brand Highway 180.88 48 (68) 0.265

5 Pinjarra Williams Road 35.07 6 (8) 0.171

Table 1: Ranking of routes within the Wheatbelt Region (Road Safety Commission 2015) While Toodyay Road was ranked as having the highest serious crash density and hence a likely candidate for being included in the highway safety review process, given the work already underway on Toodyay Road through Main Roads and the fact that the Wheatbelt Highway Safety review process was trialling a new way of working for agencies, it was initially felt that the formal review should be restricted to the next worst performing roads. Hence on the basis of high crash densities, the Wheatbelt sections of the Great Southern Highway between York and Chidlow (43 km) and Great Eastern Highway (376 km) were selected for inclusion in the review. The two routes enabled two different road environments to be contrasted, one a major strategic route for the region and the other an alternative route also used by tourists and local traffic. On further investigation during the review process it was identified that much of the work undertaken by Main Roads on Toodyay Road had taken place at the Perth metropolitan end of the route, leaving the high risk Wheatbelt sections, with a crash rate 5 times the State average, worthy of further attention. On this basis, the Wheatbelt section of Toodyay Road (27 km) was included in the review process. In recommending treatments for Toodyay Road some consideration is also given to metropolitan sections of this road.

Figure 4: Great Southern Highway near the Three Bridges area

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4. THE REGION AND THE ROUTES

4.1 Regional context

The Wheatbelt Region is well placed for significant population growth to 2050 and beyond. It is well located in relation to the Perth metropolitan area, currently a world leading producer of export commodities (grain, livestock and increasingly resources) with significant freehold land, has existing fundamental infrastructure and a developed transport network (including State and National infrastructure), a natural amenity ideal for renewable energy generation and tourism and with a strong sense of community (Wheatbelt Development Corporation 2015).

4.2 Populations

The Wheatbelt Region has a population of approximately 75,000 people living in 43 Local Government Areas (LGAs). These include: Beverley, Brookton, Bruce Rock, Chittering, Corrigin, Cuballing, Cunderdin, Dallwalinu, Dandaragan, Dowerin, Dumbleyung, Gingin, Goomalling, Kellerberrin, Kondinin, Koorda, Kulin, Lake Grace, Merredin, Moora, Mount Marshall, Mukinbudin, Narembeen, Narrogin (Shire), Narrogin (Town), Northam, Nungarin, Pingelly, Quairading, Tammin, Toodyay, Trayning, Victoria Plains, Westonia, Wongan-Ballidu, Wagin, Wandering, West Arthur, Wickepin, Williams, Wyalkatchem, Yilgarn, York.

4.3 Wheatbelt Road Network

As indicated in the Wheatbelt Development Commission’s Wheatbelt Snapshot Series pertaining to Land Based Transport issued in July 2014, the Wheatbelt Region is home to 45,069 km of major interregional and interstate transport linkages including the Great Northern Highway, Great Eastern Highway, Great Southern Highway, Brand Highway and the Albany Highway and the East West Rail link which services a mix of local, tourist and freight traffic. Hence it is acknowledged that the provision of a sustainable, effective and efficient integrated land transport network is vital to underpin the economic prosperity and domestic safety of the region. Significant growth in mining and hence freight activity, including more wide and heavy loads and increased movement of product and lime mining has been noted in the region in recent years. The Wheatbelt road network is made up of 653 km of National roads, 2,918 km of State roads and 41,498 km of Local Government roads. Prior to a recent amalgamation (July 2014) the Wheatbelt Region was divided by Main Roads WA (for management purposes) into the Wheatbelt North and Wheatbelt South Regions. Key road network issues identified by the Wheatbelt Development Commission in July 2014 for the Wheatbelt North included:

Lack of funding to address backlog of road maintenance to improve user safety.

Uncertainty of the future of grain freight railway lines, shifting freight from rail to road, increasing the rate of deterioration of the road asset.

Roads are often over 40 years old and not constructed for today’s types of combination trucks. Although road alignment and pavement width may satisfy the Restricted Area Vehicle (RAV) classification, the road substrate/pavement strength is questionable.

Greater pressure on Local Government to upgrade road classifications to allow heavy vehicle combinations.

Ability to obtain permits to clear native vegetation to undertake road works.

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Locals, tourist, commercial and freight vehicles of different speeds decreasing safety through frustration and delays impacting road user behaviour.

Increasing height and width of loads freighted Great Northern Highway and Great Eastern Highway.

Additional key road network issues identified by the Wheatbelt Development Commission in July 2014 for the Wheatbelt South included:

Increasing proportion of farmers who want RAVs to service farm to bin freight movements.

Increase in RAV traffic on the local road network increasing the rate of deterioration of the road asset.

Decreasing the level of safety for other road users due to the prevalence of dust when travelling on unsealed roads.

Lack of funding compared to network demands.

The cost and time taken to relocate utilities in the road reserve delaying road activities.

A description of each of the prioritised routes follows.

4.3.1 Great Eastern Highway

The Great Eastern Highway is a State managed regional road forming part of the Perth-Adelaide Corridor. It is a major freight route providing major inter-regional and inter-state linkages between the Perth metropolitan area, Western Australian regional centres and other states and territories. It also links major towns within the region. The route carries long haul east-west heavy transport vehicles, including road trains and provides service access for local and tourist traffic. There is a Road Train Assembly Area at Northam where west bound vehicles are reconfigured from 36.5 metres to 27.5 metres. The Wheatbelt component of this route, referred in this report as GEH, is 376 km in length. This component of the route is a single carriageway with one lane in each direction. From the Lakes area the GEH runs in a northerly direction, and then heads north-easterly to Northam before heading east to an area just past Yellowdine. Given the east-west orientation, glare is reported to be a significant issue for drivers in the early hours of the morning and late afternoon although this is not borne out in crash data. The terrain along the GEH is mostly flat or gently sloping. Apart from in early sections of the route and around smaller settlements, the route traverses mostly agricultural land and skirts remnant native vegetation. The highway runs mostly parallel to the Mundaring to Kalgoorlie water pipeline supplying the Goldfields with water from the Mundaring Weir. Traffic volumes are highest at the Lakes end of the GEH until Northam (4,000-8,000 AADT i.e. vehicles per day). In this section the proportion of vehicles that are heavy vehicles is approximately 42%.

Between Northam and Southern Cross traffic volumes drop to 1,500-4,000 ADDT. From Southern Cross to the Wheatbelt border volumes drop again to 750-1500 AADT.

Speed zones are predominantly 110km/h with short sections of 100, 90, 80, 70 and 60km/h.

For the purposes of the review the GEH was divided into 11 sections as shown in Table 2. The sections were allocated on the basis of sensible divisions between town sites taking into account speed zones and significant intersections.

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4.3.2 Great Southern Highway

The Great Southern Highway between Chidlow and York, also referred to as the Chidlow-York Road is also a regional road which is a strategic freight, tourist and inter-town route allowing heavy vehicle combinations. This route forms an important link to the Metropolitan area from the eastern and south eastern Wheatbelt. The Chidlow to York section of Great Southern Highway, referred to in this report as GSH, is 44km in length and forms an important link to the Metropolitan area from the eastern and south-eastern Wheatbelt. It is an alternative to GEH for eastbound overweight and over-width traffic and carries grain, fertiliser, hazardous goods, general freight and tourist traffic.

This component of the route is a single carriageway with one lane in each direction. Like much of the GEH, the GSH runs east-west and is also subject to considerable glare in the early morning and evening. The terrain along the GSH is somewhat undulating with significant vegetation abutting the roadside. Traffic volumes are moderate 1,500-4,000 ADDT. The proportion of heavy vehicles is just under 30%.

The speed zones in place are predominantly 110 km/h with short sections of 90, 80, and 60km/h.

For the purposes of the review the GSH was considered one section (see Table 2).

4.3.3 Toodyay Road

Toodyay Road, formerly called the Midland-Goomalling Road, links the Perth Metropolitan area to the north-eastern Wheatbelt town of Toodyay. This road was originally a horse and cart track that was later ungraded. Traffic volumes are increasing as more hobby farm developments occur in the hills and areas around Toodyay. This road carries a high proportion of heavy vehicles carrying refuse, particularly at the Metropolitan end, clay, particularly at the Toodyay end, grain and fertilizer and an increasing volume of commuter and tourist traffic. Motorcycles frequently use this route on weekends and their route frequently includes York and Northam. The Wheatbelt section of Toodyay Road (TR) is 27 km in length and for the purposes of this report commences at the Toodyay Road / Mayo Road intersection while according to Main Roads WA the section of TR within the Wheatbelt Region commences just before the Dryandra Road intersection. TR is a single carriageway road with one lane in each direction and very limited passing opportunities.

This is a notoriously windy and scenic route given the proximity to the Swan River. It is fairly constrained in certain locations with power poles, trees and rock outcrops close to the road sides

The traffic volumes on this road are moderate 1,500-4,000 ADDT. The proportion of heavy vehicles is 15-20%.

For the purposes of the review the Wheatbelt section of TR was the focus. Some reference to metropolitan sections of this road are however included (see Table 2).

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Table 2 below describes sections of GEH, GSH and TR referred to in this report. The ROSMA quadrant referred to in the final column relates to ROSMA quadrants described in Figure 6 in section 3.1 of this report.

From To km ROSMA quadrant

A The Lakes Baker’s Hill 12.41 Red

B Baker’s Hill Northam 20.98 Red

C Northam Meckering 39.25 Red

D Meckering Cunderdin 23.05 Red

E Cunderdin Tammin 24.49 Red

F Tammin Kellerberrin 22.57 Green

G Kellerberrin Merredin 53.86 Red

H Merredin Bodallin 63.82 Black

I Bodallin Southern Cross 49.16 Black

J Southern Cross

Yellowdine 32.84 Black

K Yellowdine Wheatbelt border with Goldfields 34.16 Black

L York Chidlow 46.02 Black

M Midland Mayo Road (Differs to MRWA definition)

34.82 Mainly Orange (Comparison to Perth Metropolitan roads)

N Mayo Road (Differs to MRWA definition)

Toodyay 27.71 Black

Table 2: Location, length and risk category of sections of GEH, GSH and TR (Road Safety Commission 2015)

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5. THE REVIEW PROCESS

The Wheatbelt Highway Safety Review led by a cross agency Working Group commenced in March 2015. Components included extensive in-depth analysis of road crash and volume data, technical inspections to assess crash sites, traffic, driving and road conditions and consultation with local stakeholders to identify practical local solutions. The terms of reference of the Working Group follow.

5.1 Working Group Terms of Reference

“Purpose The Wheatbelt Highway Safety Review Working Group (WHSRWG) has been established to provide strategic policy and program advice to Government in order to reduce death and serious injury along identified high risk routes in the Wheatbelt region of Western Australia. A collaborative, holistic safe system oriented approach will be taken to this route review in keeping with experience from other Australian jurisdictions. Objectives The objectives of the WHSRG are to:

Develop evidence-based strategies to improve road trauma outcomes in the Wheatbelt Region of Western Australia;

Review current and recent data relating to identified high risk routes in the Wheatbelt Region;

Liaise with road safety and industry stakeholders with an interest in the Wheatbelt Region;

Recommend to the Minister for Road Safety initiatives that have a sound evidential base; and

Provide the Minister for Road Safety with a report with agreed initiatives which has been endorsed by the agency CEOs.

Membership Representatives from the Road Safety Commission, Main Roads Western Australia (MRWA), WA Police, the Western Australian Local Government Association (WALGA) and the office of the Minister for Road Safety. Chairperson The Chairperson will be the Commissioner of the Road Safety Commission. The Chairperson will be the agreed spokesperson for the WHSRWG. Administrative Support Administrative support will be provided by the Road Safety Commission. Obligations of members All members of the WHSRWG will:

Comply with the WHSRWG’s Terms of Reference;

Only make public comments on meeting papers or on matters discussed at the Group with the approval of the Road Safety Commission;

Keep all matters confidential, particularly those involving deceased person’s or crashes in which people were killed or seriously injured; and

Abide by the Governance Charter of the Road Safety Council. Timeframe The WHSRWG has been formed for a specific task and will provide an endorsed report to the Minister by the end of 2015.”

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5.2 Crash Data for the Prioritised Routes

Serious crash, i.e. a crash in which a person was killed or injured severely enough to warrant an overnight stay in hospital data for the period 2009-2013 were analysed to determine primary crash features and demographic factors that could assist in developing responses to issues presenting on each of the identified routes.

Reference to GEH, GSH and TR throughout this section of the report refers to Wheatbelt sections of each route. Crash data provided by the Road Safety Commission is based on data extracted from the Integrated Road Information System (IRIS) in 2015.

Serious crash data for 2009-2013 indicated that on Wheatbelt Sections of the Great Eastern Highway (GEH) there were 101 serious crashes in which 18 people were killed and 137 people seriously injured. On Wheatbelt sections the Great Southern Highway between Chidlow and York (GSH) there were 13 serious crashes in which 5 people were killed and 12 people seriously injured over this period. On the Wheatbelt section of Toodyay Road (TR) there were 20 serious crashes in which 5 people were killed and 19 people seriously injured also over the same period.

Figure 5: Crashes by Severity, 2009-2013

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5 4

86

8

16

0

10

20

30

40

50

60

70

80

90

100

Great Eastern Highway Great Southern Highway Toodyay Road

Fatal Crashes

Hospitalisation crashes

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Figure 6: People Killed and Seriously Injured (KSI) in crashes, 2009-2013 Between 2009 and 2013 the involvement of high risk taking behaviours was evident in serious crashes occurring on all three routes. Speed was found to be a factor in some serious crashes on all three routes (16% on GEH, 9% on GSH, 11% on TR). Fatigue was also evident in serious crashes on the three routes (23% on GEH, 9% on GSH, 6% on TR). Drink driving (i.e. blood alcohol concentrations above 0.05%) was also a contributing factor in many serious crashes (8% on GEH, 9% on GSH and 6% on TR) on each route. The non-use of restraints was a factor in serious crashes on two of the routes under review (4% on GEH and 16% on GSH) but not on TR.

Figure 7: Behavioural factors involved in KSI crashes 2009-2013

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5 5

137

12 19

0

20

40

60

80

100

120

140

160


FatalitySerious injury

16%

9%

11%

23%

9%

6%

8% 9%

6%

4%

16%

0% 0%

5%

10%

15%

20%

25%


Speed a factorFatigueHighest BAC ≥ 0.05 Restraint not worn

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Serious casualties in the crashes occurring between 2009 and 13 were most frequently drivers (65% GEH, 65% GSH, 58% TR), passengers (GEH 32%, GSH 29%, TR 29%) and less so motorcyclists (GEH 1%, GSH 6% and 8% TR) or bicyclists (TR 4%).

Figure 8: Road user category of those killed or seriously injured in crashes 2009-2013

The serious crashes on the three routes over the same period mostly took place in midblock locations (GEH 87%, GSH 92%, TR 85%) with a few at intersections (GEH 13%, GSH 8%, TR 15%).

Figure 9: Location of KSI crashes 2009-2013

65% 65%

58%

32% 29% 29%

1%

6% 8%

0% 0%

4% 1% 0% 0%

0%

10%

20%

30%

40%

50%

60%

70%


Driver PassengerMotorcyclist BicyclistPedestrian

13%

8%

15%

87%

92%

85%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%


Intersection

Non-intersection

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Intersections along each of the routes where a fatal or serious injury (KSI) crash occurred are listed below:

Route Intersecting road KSI (2009-13) SLK

GEH Linley Valley Road - Wooroloo 1 56.33

Hawke Avenue - Wundowie 2 62.05

Oyston Road - Copley 1 66.63

Spencer’s Brook Road - Clackline 2 (1 fatal) 77.06

Yilgarn Avenue - Malabaine 2 100.84

Meenaar South Road - Meenaar 1 117.18

Dunlop Street - Meckering 1 129.84

Carter Drive & Cubbine Street - Cunderdin

1 153.5

Goomalling – Merredin Road - Merredin 2 256.78

GSH Forrest Street - Balladong 1 45.45

TR (Metro)

James Road - Stratton 2 0.14

Lewis Jones Cross - Middle Swan 2 0.62

Campersic Road - Middle Swan 4 2.65

Neuman Road - Herne Hill 2 (1 fatal) 4.03

O'Brien Road - Gidgegannup 1 11.98

Stoneville Road - Gidgegannup 1 15.77

TR(WB) Morangup Road - Morangup 1 15.82

Racecourse Road - Toodyay 1 (fatal) 39.34

Stirling Terrace & Goomalling – Toodyay Road - Toodyay

1 40.46

Table 4: Intersections where a KSI crash occurred 2009-2013 (SLK=straight line kilometres)

Figure 10: Great Eastern Highway – Hawke Avenue intersection

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The sections of road on which serious crashes occurred on GEH were mostly straight sections (GEH 75% GSH 38% and TR 37%) while on GSH and TR serious crashes were mostly on curves (GEH 25%, GSH 62% TR 63%).

Figure 11: Road alignment factors in KSI crashes 2009-2013 Speed limits applying at serious crash locations (at the time when the crashes took place) were frequently in 110km/h zones (GEH 78%, GSH 62%, TR 35%), 90-100km/h zones (GEH 3%, TR 35%) or in < 80 km/h zones (GEH 5%, GSH 8%, TR 10%).

Figure 12: Speed limits applying in KSI crashes 2009-2013

75%

38% 37%

25%

62% 63%

0%

10%

20%

30%

40%

50%

60%

70%

80%


Straight Curve

5% 8%

10%

3% 0%

35%

78%

62%

35%

14%

31%

20%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%


≤ 80 km/h 90-100 km/h110 km/h Missing

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Serious crashes mostly involved a single vehicle (67% GEH - 47% hit object, 18% non-collision; 85% GSH - 77% hit object, 8% non-collision; TR 60% - 45% hit object, 10% non-collision). Some serious crashes were multiple vehicle head-on crashes (GEH 11%, GSH 8%, TR 15%).

Figure 13: Crash nature in KSI crashes 2009 - 2013

7%

0%

5%

11% 8%

15%

3% 0%

5% 7% 8%

5%

1% 0% 0%

4%

0%

10%

2% 0% 0%

47%

77%

45%

18%

8% 10%

1% 0%

5%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%


Rear End (MV) Head On (MV)

Sideswipe Same Dir. (MV) Right Angle (MV)

Right Turn Through (MV) MV Other/Unknown

Hit Pedestrian (SV) Hit Object (SV)

Non Collision (SV) SV Other/Unknown

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Few serious crashes occurred in wet conditions (GEH 3%, GSH 23%, TR 0%) or at dawn or dusk (GEH 25%, GSH 0%, TR 0%).

Figure 14: Environmental conditions in KSI crashes 2009-2013 People of all ages were involved in serious crashes on the three routes. On GSH, people were most likely to be aged 40-59 years (41%) while on TR they were most likely to be 25-39 years (29%) or 60+ years (25%).

Figure 15: Age groups for those KSI on GEH 2009-2013

3%

23%

0%

97%

77%

100%

0%

20%

40%

60%

80%

100%

120%


Wet Dry

0 to 11, 7%

12 to 16, 3%

17 to 24, 23%

25 to 39, 26%

40 to 59, 26%

60 plus, 14%

Unknown age, 2%

Great Eastern Highway

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Figure 16: Age groups for those KSI on GSH 2009-2013

Figure 17: Age groups for those KSI on TR 2009-2013

0 to 11, 12%

12 to 16, 0%

17 to 24, 18%

25 to 39, 12%

40 to 59, 41%

60 plus, 12%

Unknown age, 6%

Great Southern Highway

0 to 11, 4% 12 to 16,

0%

17 to 24, 17%

25 to 39, 29%

40 to 59, 17%

60 plus, 25%

Unknown age, 8%

Toodyay Road

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People killed or seriously injured in crashes on each of the three routes were infrequently truck occupants (GEH 7%, GSH 0%, TR 8%). The involvement of non-residents of the Wheatbelt region in serious crashes on the GEH was 50% (39% were residents, 12% missing) and on the GSH 67% (33% were residents), most likely due to these routes being key strategic routes into and out of Perth. On TR, residents from the Wheatbelt region were more likely than non-residents to be involved in serious crashes (56% residents vs. 38% non-residents, 6% missing). In addition to the above factors identified via crash data analysis, an assessment of crash report forms indicated that in many serious crashes on the three identified routes the following factors frequently featured:

• Failure to see / stop check before entering carriageway (possibly indicating inattention / distraction may have been contributing factors);

• Over correction on gravel (possibly indicating inattention / distraction / speeding may have contributed);

• Overtaking (possibly indicating speeding, additional illegal driving behaviour or unintentional errors of judgement may have contributed);

• Unexplained crossing of carriageway (possible indication of inattention / distraction); • Loss of control (possibly indicating inattention / distraction / speeding may have

contributed); • Collisions with trucks; or • Motorcycle crash.

5.3 Technical analysis On Thursday 6 August and Friday 7 August 2015 members of the WHSRWG drove along sections of GEH and GSH to observe road conditions, traffic volumes and the locations of serious crash sites. A similar assessment of TR was done on Tuesday 18 August 2015. Members of the group considered each section of the prioritised routes, achievement of overall KSI targets (see Table 9 in section 7.1), discussed the characteristics of the serious crashes occurring, the speed profiles where available, available information about selected serious crashes and comments received from members of the community via the interactive community mapping tool (see below).

5.4 Community and stakeholder engagement Various means were used to communicate with the WA community about the Wheatbelt Highway Safety Review activities. These included:

Ministerial Media Releases The following media releases were made by the Minister for Road Safety Liza Harvey MLA to promote the review: Government launches road toll response (5/1/2015): https://www.mediastatements.wa.gov.au/Pages/Barnett/2015/01/Government-launches-road-toll-response.aspx Wheatbelt Highway Review Targets revealed 12/6/015): https://www.mediastatements.wa.gov.au/Pages/Barnett/2015/06/Wheatbelt-Highway-Review-targets-revealed.aspx Public can participate in Wheatbelt road review (25/06/15): https://www.mediastatements.wa.gov.au/Pages/Barnett/2015/06/Public-can-participate-in-Wheatbelt-road-review.aspx

https://www.mediastatements.wa.gov.au/Pages/Barnett/2015/01/Government-launches-road-toll-response.aspx

https://www.mediastatements.wa.gov.au/Pages/Barnett/2015/01/Government-launches-road-toll-response.aspx

https://www.mediastatements.wa.gov.au/Pages/Barnett/2015/06/Wheatbelt-Highway-Review-targets-revealed.aspx

https://www.mediastatements.wa.gov.au/Pages/Barnett/2015/06/Wheatbelt-Highway-Review-targets-revealed.aspx

https://www.mediastatements.wa.gov.au/Pages/Barnett/2015/06/Public-can-participate-in-Wheatbelt-road-review.aspx

https://www.mediastatements.wa.gov.au/Pages/Barnett/2015/06/Public-can-participate-in-Wheatbelt-road-review.aspx

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State Government agencies to tour Wheatbelt (6/08/15): https://www.mediastatements.wa.gov.au/Pages/Barnett/2015/08/State-Government-agencies-to-tour-Wheatbelt.aspx

A Dedicated Wheatbelt Highway Safety Review microsite The Road Safety Commission website hosted a microsite which enabled members of the community to access information about the review, to provide submissions to feed into the process and to RSVP to community forums (see http://www.ors.wa.gov.au/wheatbeltreview).

Brochures Brochures were developed and approximately 9,500 delivered to residents in Chidlow, Northam, York, Cunderdin, Tammin, Kellerberrin, Merredin, Westonia and Southern Cross to inform them about them the review, to encourage them to provide comments via the online interactive map and to invite them to the community forum being held in Merredin on 6 August 2015.

Press advertising Two press adverts (see example below) were placed in the Merredin Wheatbelt Mercury and the Avon Valley Hills Gazette in early July 2015 to promote the online interactive map and the Merredin Community Forum.

https://www.mediastatements.wa.gov.au/Pages/Barnett/2015/08/State-Government-agencies-to-tour-Wheatbelt.aspx

https://www.mediastatements.wa.gov.au/Pages/Barnett/2015/08/State-Government-agencies-to-tour-Wheatbelt.aspx

http://www.ors.wa.gov.au/wheatbeltreview

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5.4.1 Online Interactive Mapping Tool

A crucial means of engaging the Wheatbelt community about the review was via an online interactive mapping tool (see https://www.collaborativemap.com/WheatBeltSafetyReview and below). This was provided by ARUP Australia – who provided similar tools for NSW reviews. The mapping tool was launched in late June 2015 and was open for comment for an 8 week period. As in the first instance only GEH and GSH were the routes selected for inclusion in the review and these two routes were highlighted and the locations of fatal and serious crashes and passing lanes identified. Despite this, comments were received from across the entire Wheatbelt region with many comments pertaining to TR provided. Users of the mapping tool could zoom into locations on the map and place a pin on the route of their choice. Pins could be selected according to the issue of interest (near miss, driver safety issue, road condition, traffic condition, other). Short comments and additional comments could be provided and images uploaded to accompany comments. In total 374 comments were received via the mapping tool of which 143 pertained to GEH, 57 to GSH and 54 to TR. A further 99 comments relevant to other areas of the Wheatbelt and the State were received.

5.4.2 Community Forums

Facilitated community forums were also a central means by which the Wheatbelt community could provide input into the review. Community Forums were held in Merredin and Toodyay. Attendees at each forum are listed in the Appendix at the end of this report.

Merredin A community forum was held at the Cummins Theatre Merredin on the evening of Thursday 6 August 2015. The Minister for Road Safety the Hon Liza Harvey MLA opened and closed the forum. The Road Safety Commissioner Mr Kim Papalia gave a short presentation providing statistics relevant to GEH and the GSH. Approximately 80 people attended of which about half were community or elected members from the region and the remainder from government or community agency organisations involved in the review.

https://www.collaborativemap.com/WheatBeltSafetyReview

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The facilitator, Mr Linton Pike, asked attendees at nine tables to first identify the main issues to be discussed. Once these were confirmed attendees could move to a table of interest to them and provide input into suggested responses. Each table reported back the top three issues they discussed. The main road safety issues raised at this forum included:

No. Issue

1 Drink and/or drug driving

2 Fatigue

3

Driver error/attitude and driver skills or lack thereof

Licensing provisions and recognition

Incentives

Use of restraints – child, driver, passenger

4 Inattention - use of mobile phones while driving

5 Overtaking

6 Road conditions – passing lanes, gravel shoulders, recognised problem spots – intersections, etc.

7 Speeding / speed zoning

8 Vehicle differences - size, speed differential, interface.

9 Increased traffic volumes – fitness for purpose

Table 5: Issues raised for discussion at the Merredin Forum Suggested responses to these issues included:

Issue High priority responses

Drink and/or drug driving Targeted Random Breath Tests – time and location

Increased/more frequent drug testing

Vehicle seizures

Targeted approach to repeat offenders

Use of alcohol interlocks

Review low range offence penalties

Fatigue Conduct more research into vehicle occupancy and target our education efforts – Kalgoorlie based origin, destination

Fatigue Education – employers, police in the field, signage and other media

Audible edge markings and centre line markings

Promoting best rest stops via Apps to inform drivers – route planning (MRWA rest areas already public)

Table 6: Suggested responses provided at the Merredin Forum

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Driver error/attitude and driver skills or lack thereof

Licensing provisions and recognition

Incentives

Use of restraints – child, driver, passenger

Focus education on cohorts of interest based on statistical evidence

Consider adoption of graded licences to recognise safe driving behaviours and performance

Apply tools to better plan journeys – passing opportunities and communicate to local and regional road users

Recognise constrained areas and provide greater ability to respond – forgiving roadway

Inattention - use of mobile phones while driving

Integrated campaign – media to educate drivers of the danger. Allow traditional and social media

Promote trials of attention-powered cars at regional shows and events (via Royal Automobile Club WA)

Perth Arena experience involving emergency services

Install rumble strips – centre and edge marking

Better use community networks – sport, school and other to promote and educate

Overtaking

Education:

Campaigns focused on skills and knowledge

Improve decision-making outcomes by drivers

100 hr learning stage to include regional driving conditions

Targeted road improvement –

Extend overtaking lanes

More overtaking lanes on GSH and also GEH

Improved signage of overtaking length and next opportunity

Use of audible edge marking and on centre line

Road conditions – passing lanes, gravel shoulders, recognised problem spots – intersections, etc.

Prioritise dual carriageway – Lakes to Road Train Assembly Area (RTAA) Northam initially and then to Kalgoorlie

More and longer passing lanes using ‘pipeline’ reserve

Educate country driver and training for gravel or other conditions

Make better use of audible edge markings and wider shoulders – edge line and centre line marking

Table 6: Suggested responses provided at the Merredin Forum (continued)

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Speeding / speed zoning

Enforcement practices:

Greater use of speed cameras

Random speed checks

Potentially introduce point to point and fixed cameras

Increased police presence and hours of operations

Speed zoning:

Better use of VMS or other temporary signage – caution with finite period of time

Review gravel road speed zoning

Educate drivers to drive to conditions – weather, road or other

Vehicle differences - size, speed differential, interface

Review the current Restricted Access Vehicle (RAV) network process

Co-ordinate movement of over-size / over-mass (OSOM) vehicles out of peak time

Seek to maximise the benefits of commercial benefits – traffic impacts and induced traffic with development contribution scheme

Make overtaking lanes longer on GEH and generically

Increased traffic volumes – fitness for purpose

Passing lanes at select locations

Promoting alternative routes for different vehicle classifications – freight, tourism etc.

Advanced driver training defensive driving

Table 6: Suggested responses provided at the Merredin Forum (continued)

Figure 18: Great Eastern Highway near Carrabin

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Toodyay A further forum hosted was held at the Toodyay Memorial Hall on the evening of 9 November 2015. Mr Shane Love MLA, Member for Moore, opened and closed the forum. The Road Safety Commissioner Mr Kim Papalia gave a short presentation providing statistics relevant to the Wheatbelt section of Toodyay Road. Approximately 134 people attended of which 118 were community or elected members from the region and the remainder from government or community agency organisations involved in the review. The facilitator, Mr Linton Pike, followed the Merredin format and asked attendees at nine tables to first identify the main issues to be discussed. Once these were confirmed attendees could move to a table of interest to them and provide input into suggested responses. Each table reported back the top three issues they discussed. Despite nine main issues being identified, attendees chose to focus on six of these issues. The main road safety issues raised included:

Issue

1 Driver error/attitude and/or poor driver skills.

2 Overtaking – lack of opportunities and driver behaviour – overtaking on double white lines, etc.

3 Road conditions – lack of overtaking lanes, gravel shoulders in poor condition, problem spots, intersections, narrow lane widths (7.2 v 6.1 m), poor clear zone compliance, etc.

4 Speeding / speed zoning and speed differential for slow moving vehicles in an often changing speed zones.

5 Driver fatigue.

6 Inattention and use of mobile phones while driving.

7 Drink and/or drug driving.

8

Vehicle differences - size, speed differential, interface, articulated trucks B Doubles with smaller vehicles and slower drivers, learner drivers (cars and motorcycles and training cyclists and road users – commute, business and recreational.

9 Poor enforcement and lack of Police presence on the road.

Table 7: Issues raised for discussion at the Toodyay Forum

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Issue High priority response

Driver error/attitude and/or poor driver skills (continued)

Opportunities for future improvement

Greater interaction with common truck users of Toodyay Road.

Driver upskilling especially for older or defaulting drivers with fees offset against next licence renewal.

Greater driver education for younger drivers – maximum speed doesn’t mean you have to drive at that speed, etc.

More passing lanes / overtaking opportunities at select locations.

Truck/stop bays.

Right turn pockets at key intersections.

Department of Environmental Regulation not to have power on the removal of road side vegetation to create full clear zones for driver recovery.

Clean zone and localised realignment.

Bridge/road surface at Lover’s Lane.

Consider the realignment of Toodyay to the Mad Mile that has been in the pipeline for many years.(Might be broader than Jimperding Brook realignment).

Overtaking – lack of opportunities and driver behaviour – overtaking on double white lines, etc.

Opportunities for future improvement:

More overtaking lanes this side of Gidgegannup and down-hill.

Funding priority for overtaking and shoulders at curves.

Consider lighting at overtaking lanes.

Lobby government for funding.

0.5 m shoulder widening at hot spots and horizontal curves.

Driver education.

Speeding / speed zoning and speed differential for slow moving vehicles in an often changing speed zones.

Not discussed at any specific table but across most tables.

Table 8: Suggested responses provided at the Toodyay Forum

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Road conditions – lack of overtaking lanes, gravel shoulders in poor condition, problem spots, intersections, narrow lane widths (7.2 v 6.1m), poor clear zone compliance, etc.


Provide more passing lanes for safe overtaking with lots of double white lines currently in place resulting in driver frustration and risk taking.

Increase the width of the existing narrow road shoulders to 2 m.

Repair existing seal edge drop-offs.

Address poor intersection design – Fernie Road and Noble Falls Estate entrance with double white lines.

Bring the ageing infrastructure and geometry up to current standards for both the road and the bridges along it.

Make use of raised pavement markers and rumble strips.

Recognise increased vehicle load and volumes.

Address the sub-standard geometry on the approach to Lover’s Lane from the west.

Construct short pull-off areas for trucks (100-150 m) in several locations adjacent to slow zones for trucks.

Driver fatigue.


Provide more rest areas/bays with good signage.

Install road safety treatments – audible edge lines, barriers or other measures.

Promote awareness of fatigue amongst driving community and highlight rest opportunities.

Provide a “Road Safety” presence at Toodyay Show and other regional events.

Inattention and use of mobile phones while driving.


Table 8: Suggested responses provided at the Toodyay Forum (continued).

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Drink and/or drug driving.


Vehicle differences - size, speed differential, interface, articulated trucks B Doubles with smaller vehicles and slower drivers, learner drivers (cars and motorcycles) and training cyclists and road users – commute, business and recreational.


Provide more overtaking lanes in both directions Clackline to Salt Valley Road and Fernie Road and also rest bays.

Localised widening and sealed shoulders at select locations.

Widen the road to increase the clear passing distance to allow for truck sway.

Consolidate/unify speed zoning and may even be zoned too slow.

Recognise increased demand resulting from development in the area.

Modify road to suit primary use of trucks in regional agricultural setting.

Encourage use of alternate routes off peak use by appropriate vehicle groups.

Provide cyclist spaces and dedicated areas.

Provide more policing with dash cams and more visible presence.

Poor enforcement and lack of Police presence on the road.


Provide an increased operational (covert and overt) Police presence on Toodyay Road with dash cam and video capability and make better use of available technology.

Establish enhanced driver reporting for unlawful behaviour.

Provide subsidised purchase and use of dash cams.

Table 8: Suggested responses provided at the Toodyay Forum (continued).

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6. KEY ROAD SAFETY ISSUES

The following section describes the key road safety issues raised predominantly via the online interactive mapping tool or as part of the technical analysis undertaken by the working group.

6.1 Road safety engineering issues

6.1.1 Overtaking lanes

Overtaking lanes are usually provided along undivided two lane major roads particularly where different vehicle types, e.g. passenger vehicles, heavy vehicles, caravans share the road environment. They provide opportunities for vehicles to pass other vehicles that are moving at slower speeds (in some cases these vehicles also create visibility issues due to their size) and provide a refuge for slower traffic, including vulnerable road users, to be overtaken by faster moving traffic.

The number, frequency and length of passing opportunities and the location of these are crucial to managing traffic volumes, reducing frustration amongst drivers and the ease of their use. Passing lanes that are too short, end in difficult locations (e.g. at the crest of a hill or on or close to the end of a tight curve) or where intersections are located within or close to a passing lane, are safety hazards which are a major cause of concern for road users.

A lack of passing opportunities frequently results in drivers becoming impatient and crossing when not safe to do so or illegally crossing double white lines. Tail gaiting is also frequently observed when drivers are forced to travel slower than is their preference. Some evidence of drivers racing to pass prior to or towards the end of passing lanes is occasionally noted.

Figure 19: Great Eastern Highway - start of overtaking lane on a bend

Observations from the review include:

Wheatbelt Section of Great Eastern Highway

Approximately 16 passing lanes are provided on this route, which may be below community expectations given the traffic volumes and traffic mix occurring on this road.

In some sections, including the area close to the metropolitan area, passing lanes are an inadequate length and line marking adjoining these may be inadequate.

In some sections of this road serious crashes occurred very close to the beginning or ends of available passing lanes perhaps indicating risky driver behaviour.

Many comments received on the interactive map called for additional passing lanes (e.g. every 3-5km) or for a dual carriage way between the Lakes and Northam.

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Specific calls for additional passing lanes related to the Coates Gully Area, the Meenar Area and west of Snooke Road.

Some instances of passing lanes ending near a hill or on a bend (forcing vehicles to merge while turning were mentioned, e.g. areas heading east close to Carter Street and west of Dempster Road intersection.

Unsafe overtaking and tail gaiting was cited frequently in a 110km/h zone between Wooraloo and Acacia Prisons especially when a mix of vehicle types were present.

Figure 20: Great Eastern Highway before Dempster Road on left

Wheatbelt section of the Great Southern Highway (between Chidlow and York)

Approximately 5 passing lanes are provided on this route which is likely to be below community expectations given the traffic volumes and traffic mix occurring on this road.

Some comments received on the interactive map called for the entire length to have dual lanes each way between Chidlow and York.

Slow moving vehicles, especially large loaded heavy vehicles and in some cases bicycles, are frequent users of this route and drivers wishing to overtake are reporting frustration and illegal crossing of white lines is noted. Some areas near Berry Brow Road, near St Ronan’s Brook, between Cut Hill Road and Morris Edwards Drive, within 5 km area near York were specifically mentioned.

Areas where passing lanes terminate on a crest, near Helena Road heading west, commence close to an intersection, near the York golf club, or where intersections are within a passing lane, at Yarra Road intersection within 110 km/h zone, were noted.

Wheatbelt section of Toodyay Road

There are no dedicated passing lanes on this section of Toodyay Road which is likely to be below community expectations given the traffic volumes and traffic mix occurring on this road.

Specific areas where overtaking issues predominate includethe ‘Mad Mile’ between Dryandra and Morangup Roads, near Salt Valley Road, near Red Hill, near Fernie Road and near Lover’s Lane.

Members of the community cite some heavy vehicles attempting to pull over to allow vehicles to pass - resulting in unintentional illegal overtaking across double white lines.

Parking bays or rest areas were mentioned as a possible alternative to additional passing lanes.

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Figure 21: Toodyay Road – no dedicated passing lanes - passing opportunity (east of Fernie Road)

6.1.2 Intersections

At the junction of side roads and highways or high volume roads the increased potential for conflict between vehicles arises. Sight distances need to be optimised and adequate warning, i.e. signage, given ahead of an upcoming intersection. The location of intersections within passing lanes in high speed zones, at crests and with gravel roads or onto gravel shoulders can be particularly dangerous. Where warranted, providing turning lanes, alternate options for access and the provision of improved protection for vehicles turning across traffic have the potential to significantly improve road trauma outcomes for road users. Observations from the review include:


Several intersections with Great Eastern Highway received specific attention. These included intersections with:

o Linley Valley Road, Hawke Avenue, Oyston Road, Spencer’s Brook Road, Yilgarn Avenue, Meenaar South Road, Dunlop Street, Goomalling – Merredin Road which were the sites of serious crashes in the 2009-2013 period.

o The Old Northam Road where sight lines were cited as possibly inadequate.

o Access roads to Wooraloo Prison given the mix of slow and fast moving traffic.

o Coates Road which is at the crest of a hill and double lane traffic mixes at speed. Several near misses were reported here.

o Benrua Road given the high speed environment and hilly terrain.

o Cubine Street due to low visibility (also the site of a serious crash between 2009 and 2013).

o Side roads around Cunderdin. Drainage issues were noted at the Togo Street intersection (Cunderdin) in heavy rains.

o Side roads around Westonia / Burracoppin / Bodallin given low visibility especially around trucks.

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o Carrabin-Westonia Road. This road is no longer used by locals due to community concerns.

Figure 22: Great Eastern Highway – Coates Road Intersection (overtaking lane and poor sight line)


Several intersections with Great Southern Highway received specific attention. These included intersections with:

o Inkpen / Yarra Road as vegetation in the road reserve was noted to reduce visibility. Entry at West Talbot Road was proposed as an alternative intersection or ending the passing lane before the intersection.

o Catchment Road due to the sharp bend and inappropriate camber.

o Ashworth Road given increased traffic during the olive picking season.

o Forrest Street which was the site of a serious crash between 2009-2013.


Several intersections with Toodyay Road received specific attention. These included intersections with:

o The Northam-Toodyay Road, which was the site of a serious crash not included in the interactive map as it occurred post 2013. Mention was made of several occasions where vehicles drove through this intersection into the paddock beyond, a modified design was requested.

o Dryandra Road (note barrier works were installed in 2014/15 and relocation of Western Power poles is now complete).

o Morangup Road which was the site of a serious crash between 2009 and 2013 (improvements at this site are anticipated in 2015/16).

o Fernie Road, Sandplain Road and Salt Valley Road given the heavy volume of trucks on these roads.

o Racecourse Road and Stirling Terrace / Goomalling – Toodyay Road intersections where serious crashes occurred 2009-2013.

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Figure 23: Toodyay Road and Racecourse Road intersection

Providing separate turning lanes, also known as slip lanes, to facilitate exit from or entry onto highways and major roads allows greater separation of traffic travelling at different speeds and has the potential to improve road trauma outcomes.

Attention needs to be given to ensuring that turning lanes are of sufficient length, line marking is adequate and signage used in support of these is appropriate and well positioned. Observations from the review include:


Several intersections with Great Eastern Highway where turning lanes could be utilised or improved are mentioned. These included intersections with:

o Doconing Road (which is on a bend). Road users have created a pseudo slip road here.

o Cable Road – also needs a separate turning lane given 110km/h speed limit.

o Access road to El Caballo resort for west bound traffic.

o Linley Valley Road, a serious crash and many near misses have occurred here. Turning lanes onto Linley Valley Road from the east and onto Great Eastern Highway from Linley Valley Road, heading east, were requested.

o Old Northam Road given the mix of vehicle travelling at speed.

o Access roads to Acacia Prison from the east where drivers are travelling slowly after the end of a passing lane.

o Inkpen Road to facilitate access to the rubbish tip.

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Figure 24: Great Eastern Highway and Inkpen Road intersection


Several intersections with Great Southern Highway where turning lanes could be utilised or improved are mentioned. These included intersections with:

o West Talbot Road. This intersection is not being well utilised. Improved signage may be required.

o Morris Edwards Drive. The turning lane here is short and signage is too close to give adequate warning.


Several intersections with Toodyay Road where turning lanes could be utilised or improved are mentioned. These included intersections with:

o Sandplain Road heading east along Toodyay Road given the limited visibility from the crest and the bend.

o Fernie Road given the frequent use by trucks.

o Northam-Toodyay Road given overshooting or failure to see crashes were mentioned.

Figure 25: Toodyay Road – Fernie Road intersection

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Figure 26: Toodyay Road – Lover’s Lane Intersection

6.1.3 Road alignment

In areas of road where the radii of curves are low (i.e. tight bends) or many curves are in close proximity there is an increased potential for serious crashes. The camber of the road also impacts a driver’s ability to control their vehicle while driving through the curve. Drivers may find it difficult to remain within a lane, crossing double white lines into oncoming traffic or may lose control if travelling too fast. The alignment of roads needs to be considered to improve safety outcomes.

Observations from the review include:


Some areas along Great Eastern Highway where the alignment of roads was mentioned as a road safety issue include:

o Areas around Tammin and Kellerberrin where failure to negotiate curves was reported in serious crashes. The radii of curves, driver speeds and the appropriateness of signage in these locations could be further investigated.

o Near Old Northam Road and Great Eastern Highway intersection. This is reported to be a tight bend which is difficult for trucks to negotiate. Changing radii and camber with a minor road at the bend is also noted.

o Coates Gully, between Hawke and Coates Roads. Several serious crashes have occurred in this area. Just east of Inkpen Road tight bends with vegetation in the clear zone and some edge drop offs are reported.

o Between Inkpen Road and El Cabello Resort sight lines are reported to be compromised.

o Near Berry Brow Road the camber within a curve is potentially substandard.

o Within the passing lanes west of Vivian Street, west of Snooke Road and near Mount Anne Road dips are noted within the carriageway.

o Near the Carrabin townsite around the Carrabin-Westonia Road intersection the radii of curves and proximity of fuel bowsers to Great Eastern Highway are mentioned. The intersection at Warralakin Road near a bend is also noted.

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o The Walgoolan Bridge (near Warralakin Road intersection) is not currently being used by some grain companies due to its deterioration.

o In the area east of Southern Cross flooding at curve just near Yellowdine is noted in wet weather.

Figure 27: Coates Gully area of Great Eastern Highway (extended bend east of Inkpen Road)

Figure 28: Great Eastern Highway Carrabin town site


While the Wheatbelt section Great Southern Highway is known to be highly curvilinear with several curves with tight radii and challenging cambers, specific areas where alignment was raised as a road safety issue include:

o Within the vicinity of Wootating / St Ronan’s / York were serious crashes have occurred after a sweeping bend.

o The “Three Bridges” section of this road (SLKs 32.4-38.0) which has been identified as a high priority section for realignment.

o Just east of Wundabinning Road, near Wambyn Road, near Six Mile Brook and between Cut Hill and Morris Edwards Drive, tight bends and in some cases the

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camber are potentially contributing to illegal overtaking across double white lines and in some cases glare is also an issue.

o In the east bound lane around the Wariin Road intersection water pooling and aqua-planing occurs in wet weather and the camber and radius of the curves in this area were mentioned.

Figure 29: Great Southern Highway Wootating


Some areas along Toodyay Road where the alignment of roads was mentioned as a road safety issue include:

o The area around Lover’s Lane where a serious motorcycle crash occurred near a bend.

o Specifically the Jimperding Creek Bridge (around Lover’s Lane) which is known to be deteriorating. It is believed that some initial design work has commenced to realign this area although clearances will need to be granted to enable further work to commence.

Figure 30: Toodyay Road – Jimperding Brook Bridge

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6.1.4 Road pavement and width

Providing sufficient (ideally sealed) shoulder areas gives road users opportunities to self-correct should their path venture outside travel lanes. When lanes are narrow, over extended straight stretches or when leaving a curve with a small radius this is particularly important.

Some bridges across the State’s road network do not meet current design standards in terms of lane and shoulder width due to their age. This may then present a ‘squeeze point’ in areas for vehicles travelling on other sections where design standards have been met.

Observations from the review found:


The width of the seal and the provision of sealed shoulders across this whole section is quite variable. In some cases large edge drop off were noted by members of the public. Grading had occurred in some sections prior to the technical analysis so it is uncertain how transient edge drop offs are on this section or how frequently they are maintained. Areas where the road pavement and width were highlighted as road safety issues include:

o The entry to the El Caballo resort travelling west where narrowing of the pavement is noted.

o East of Burracoppin (e.g. Walgoolan Bridge, area between Walgoolan and Southern Cross, near Southern Cross) deteriorating shoulders, narrow seal width, large dips and large edge drop offs were noted.

o Near Yellowdine large edge drop off were noted.

Figure 31: Image provided to mapping tool - area between Merredin and Southern Cross - May 2015

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Figure 32: Image provided to mapping tool - area around Westonia July 2015


Some sections of this road were noted to have a narrow seal width, e.g. Near Cut Hill Road. It is acknowledged that an upgrade of this road is most likely required given the current extent of usage by heavy vehicles.

Figure 33: Great Southern Highway narrow pavement width


The seal and shoulder width on this road is narrow in many sections, with some edge drop offs. The use of the road by heavy haulage trucks makes this a significant issue particularly where ventures onto pea gravel shoulders by trucks gives rise to visibility issues / windscreen / headlight damage for following vehicles and less grip generally for vehicles. It is acknowledged however, that the road is fairly constrained in certain locations (with trees and rock outcrops close to the road sides) which may make

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extensive widening costly (note the criteria for run off road funding may be potentially restrictive if capped at $270,000 / km). Specific locations where the width of the seal or shoulders were mentioned include areas:

o West of Salt Valley Road where deep rutted channels besides broken bitumen edges on a sloping curve were mentioned.

o Near Northam - Toodyay Road where narrow seal and shoulders leaves little room for error.

o Near Morangup and Dryandra Road intersections.

Figure 34: Great Southern Highway west of Salt Valley Road

6.1.5 Clear zones / embankments

Clear zones are the area immediately beyond the road shoulder and vary considerably in width depending on road design speeds. Where vegetation in clear zones is dense or close to the road the potential for vehicle collisions is increased. Issues also arise where embankments drop or rise steeply within a clear zone or culverts are present. Barriers are often used to protect road users when clear zones contain significant hazards.


In some sections of this road hazards exist within clear zones (e.g. overhanging vegetation and mature trees, steep batters, pipeline in the road reserve). Wire rope barriers have been used in some locations around creeks or railway lines (e.g. Tammin to Bodallin). Specific mention was made of road safety hazards within clear zones in the following areas:

o Near the Carrabin area where a bridge (which appeared to have received some damage from vehicle collisions) was considered both close to the road and below a suitable height for some vehicles.

o Near the Acacia prison where overhanging trees are reported to obscure vision for vehicles heading west.


Trees are observed in clear zones and some at critical bends on this section of road. Specific mention is made of the following areas:

o Near West Talbot Road intersection where visibility is reduced.

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o Near Yurung Road where dense scrub is mentioned close to the road.


On this road rock outcrops, steep drop offs / fall aways and culverts (unprotected by barriers) are mentioned in the clear zone. Reports of recent tree clipping having assisted sight lines at very low cost were received.

6.1.6 Signage

Warning signs can be used to provide advanced warning to road users about specific features in the road environment or changing conditions ahead. The location of signage is important (i.e. not too close to hazards) as is the condition of the signage (needs to be easy to read in various light conditions). Speed advisory signs need to be adequate in number and in relation to their proximity to road features and other signage.


In this section mention was made of the need for improved signage at the Northam Army camp turn of, with this turn off being confused with the turn off to Northam, which is dangerous at high speed.

Fire 35: Great Eastern Highway turn off to Northam Army Camp (400m before right turn into Northam)


In this section mention was made that the give way sign at the Northam Toodyay Road intersection could be replaced with a stop sign. Also in the area approximately 22kms from Toodyay poor signage on curves with adverse cambers was noted.

6.1.7 Delineation and line marking

Various means to provide road users with information to warn and provide guidance about the road conditions ahead are encompassed within delineation measures (e.g. line and chevron alignment markers, use of well-located and reflective guideposts, raised reflective pavement markers (RRPMs)). Audible edge lining (AEL) may also be used on centre or edge lines as a fatigue counter measure.


In this section mention was made of better delineation being required in areas near the El Caballo Resort and within the Kellerberrin town site to limit unsafe crossing of

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the carriageway by road users. Investigating the spacing of guideposts to better delineate horizontal curves was also mentioned. Given the off path serious crash types that have occurred on this road better central delineation could be considered.

Use of short lengths of broken lines giving insufficient length to pass, inconsistent use of and faded line marking were noted near the El Caballo Resort, around Inkpen Road (solid line markings missing) and near Grass Valley.

Better use of chevrons to avert danger when a bend appears after a considerable straight length, was mentioned.

Provision of wider painted separation lines (from standard to 150-200 mm) at metropolitan end of this section was requested.

AEL was not provided in the areas between Northam and Meckering and between Tammin and Kellerberrin (when some areas here were resealed existing AEL was not removed).

Figure 36: Great Eastern Highway near El Caballo Resort


General mention of better delineation (particularly centrally) being required on this section was made.

Unsafe overtaking is exacerbated by short broken lines just east of Turkey Farm and near St Ronan’s Brook and near the Six Mile Brook area.

AEL has been widely applied on this section of road.


In this section minimal use of RRPMs was mentioned. The spacing of guide posts was considered to be sub optimal in some locations.

It was acknowledged that short sections of broken single lines (sometimes close to blind bends) and the placement and length of double white lines may be adding to road user frustration or enable unsafe overtaking. A barrier line review may be warranted.

Better use of road marking and chevrons was requested.

AEL is not provided on this route.

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6.1.8 Road surface

While not necessarily indicative of reduced quality, some surface cracking of roads in the review was noted.


On this section of surface deterioration of the pavement was noted. Insufficient pavement thickness and drainage is contributing to numerous failures spreading from the edges of the seal and high annual maintenance costs.

Rough road surface were noted east of Coates Road, east of Carrabin / at a bend close to Graham Road Bodallin and around Nulla Nulla Road, also narrow and rutted shoulders.

Pot holes were noted near Bandee South Road and Southcott Road (Hines Hill) and around Southern Cross.


In this section, some road surfaces with high roughness were noted.

Figure 37: Great Southern Highway repairs to surface cracking

6.1.9 Speed zones

Providing appropriate and consistent speed zoning for the existing standard of a given road is essential. Where infrastructural improvements are likely to be costly or delayed, reducing speed limits is one option. This does require road users to adjust their behaviour accordingly and for police patrols to regularly and consistently enforce existing limits. Some road users become frustrated when reduced speed limits are applied with little impact on travel speeds.


At the metropolitan end of this section speed limits have recently been reduced to 80km/h, despite intersection improvements. Mention is made of this being out of context with surrounding area and signage being too close to the speed limit change. Calls for increases in this limit to 90 to 110km/h were received. Alternatively others requested a permanent speed camera in this location to deter errant truck drivers with little regard for speed limits.

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The appropriateness of speed limits applying in the following locations was questioned:

o East of the Acacia Prison entry.

o Around the Baker’s Hill town site given poor sight lines around trucks stopping at the pie shop, instances of children crossing near the high school and many near misses reported here.

o Spencer’s Brook Road (the site of a serious crash) where removal of a previous 80km/h limit was questioned.

o East of Yilgarn Road where the design and a speed limit reduction to 90km/h was questioned.

o Near Hines Hill Road a speed zone below 90 km/h was requested.

The successful trial of a speed limit reduction at the Livesey rail crossing was noted.


On this section of road mention was made of the speed limit not being adhered to by trucks.

Concern was raised more generally about 110km/h speed limits on this road being safe for the average driver a 90km/h limit was mentioned.


Speed limits on this road have recently been reduced in some sections. While some support for the 90km/h speed zones were received, this was not universal (other requested increasing the speed limit back up to 100km/h or believed further reductions might worsen the situation).

Specific mention of locations where speed rezoning could be considered include the Mad Mile and near the Northam Toodyay Road intersection.

Note the recent rezoning has resulted in advisory signage at Jimperding Brook Road being removed.

6.1.10 Vehicle mix

The increasing volume of heavy vehicles on routes investigated as part of this review is recognised. The size and loads carried by heavy vehicles have a significant bearing on the extent to which the integration with passenger traffic is successful (e.g. if site lines are compromised, passing distances are too close for comfort creating sway and limited turning lanes are provided). Driver behaviour (e.g. speeding and tail gaiting) by all vehicle types is frustrating and dangerous for all road users. Slower speeds by loaded trucks on ascent and faster decent by loaded and unloaded trucks requires careful negotiation by all parties. Selective use of identified routes is an issue worth considering when the volume of heavy vehicles contributes significantly to traffic on a given route.


In some sections of this route, heavy vehicles were reported to exit quickly onto Great Eastern Highway causing significant concern for road users already occupying the carriageway.


Similarly on some sections of this route heavy vehicles exiting onto Great Southern Highway around the vicinity of the BCG quarry were reported to pull out quickly onto the carriageway with limited checking for others occupying the carriageway. Vehicles

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crossing double white lines (near Six Mile Brook Bridge) and vehicles being forced off the road (near Mount Observation) were mentioned.


On this section of road heavy vehicles were reported to at times pull over to allow commuter traffic to pass. Despite this, vehicles following heavy vehicles on the carriageway were then inadvertently overtaking heavy vehicles illegally by crossing double white lines.

The use of Great Eastern Highway as an alternative route for heavy vehicles was proposed.

Figure 38: Toodyay Road west of Toodyay

6.1.11 Lighting

The provision of adequate street lighting in regional areas is determined on a case by case basis. Solar lighting can be provided where access to services is limited.


Within this section, the lack of street lighting at the Northam-Toodyay Road intersection was mentioned as a road safety issue.

Figure 39: Toodyay Road – Northam-Toodyay Road intersection

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6.1.12 Vulnerable road users

Vulnerable road users include motorcyclists, bicycle riders, pedestrian and other groups with identified issues interacting with traffic. Within town sites pedestrian access is highlighted, while some areas within the Wheatbelt region are well utilised by recreational road users particularly on weekends.


On this section of road specific mention was made of motorcyclists crossing double white lines around bends and the use of the road by racing / training cyclists which was a cause for concern for some road user groups.

6.2 Road user behaviour issues

As mentioned in section 4.6, several road user behaviour issues were identified as contributing factors in serious crashes along each of the three routes. Behavioural issues were also frequently mentioned at the Merredin and Toodyay Forums (see section 4.8.2). The following issues were raised either via the online interactive mapping tool or during the technical analysis.


Illegal crossing of double white lines was reported when taking bends too wide just east of Acacia Prison, in the area near Leeming Road and near Merredin.

Poor overtaking behaviour was noted near Baker’s Hill.

Speeding was detected near Chitty Road.

Near railway crossings vehicles were reported to speed up to beat trains. A request was made to reduce speed limits in areas adjacent to railway crossings.

Some reports of drivers not using headlights or requesting headlights be used during driving were made.

Requests for promoting messages related to fatigue and speeding were made.

Involvement of kangaroos in some crashes were noted.


Illegal crossing of double white lines was reported in several locations along this route.

Speeding by trucks was noted especially near the Chidlow area.


Specific reports were made of drivers getting frustrated, becoming impatient and taking risks while driving.

Tail gaiting makes passing difficult was reported (in some cases behind heavy vehicles travelling 20-30km/h below the speed limit).

Inattention (e.g. use of mobile phones) while driving was reported.

Fog and kangaroos were identified as potential road safety issues at night.

The lack of a visible police presence / automated enforcement (particularly during daylight hours was reported).

Motorcycles were mentioned as frequent users of this route on weekends (the route frequently includes York and Northam). WA Police indicated they were aware of this and enforce at these times.

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Figure 40: Toodyay Road – tail gaiting of slow moving vehicles

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7. RECOMMENDED ACTIONS TO ADDRESS AREAS OF CONCERN

In responding to the road safety issues identified in sections 5 and 6 within this report it is recognised that efforts to improve road safety outcomes on the selected routes will need to develop over time. More immediate responses can be progressed with minimal investment while longer term proposals will require a more considered approach with comprehensive funding proposals developed and supported. In order to prioritise effort in the short term it is worth examining serious road trauma outcomes (i.e. number of deaths and serious injuries) on each of the three routes prior to the commencement of the State’s current road safety strategy Towards Zero (i.e. 2005-2007) compared to those achieved during the most recent five year period (i.e. 2009-2013). Further to this these outcomes can be compared to a target for KSI if expected reductions under the existing Towards Zero strategy were achieved. These outcomes can be further differentiated by whether or not high risk behaviours (e.g. speeding, drinking or non-use of restraints) contributed to the road trauma outcomes achieved or outcome targets to be met.

7.1 Outcomes and Targets for the three routes

In table 9 below, it is evident that comparing recent five year road safety outcomes for each of the three routes that road safety outcomes have not improved between baseline (2005-2007) and the most recent five year period (2009-2013) and that progress has fallen well short of Towards Zero targets. The data also shows that high risk behavioural factors while contributing to road trauma outcomes on these routes do not account for a substantial proportion of outcomes achieved or targets to be met.

Baseline 2005-2007 (annual KSI)

Current 2009-2013 (annual KSI)

Towards Zero Targets (annual KSI)

Great Eastern Highway – Wheatbelt

Overall KSI

20 31 12

Behavioural KSI

3.3 5 2

Great Southern Highway – Chidlow to York – Wheatbelt

Overall KSI

3.3 3.4 2

Behavioural KSI

0.3 0.4 0.2

Toodyay Road – Wheatbelt

Overall KSI

1.0 4.8 0.6

Behavioural KSI

0.3 0.4 0.2

Table 9: Baseline and current road safety outcomes and Towards Zero targets The data in Table 9 suggests that, in prioritising effort over the short and longer term, responses must extend beyond traditional education and enforcement targeting behaviours to include those that take into account road user mistakes and errors of judgement.

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A range of infrastructure, education and engagement initiatives are proposed to improve road safety outcomes on the three routes, based on analysis of crash data, input from the Wheatbelt community and technical inspections. Crash types being targeted under this response include: • Single Vehicle Run Off Road Crashes • Head On Crashes • Intersection Crashes Subject to funding, the development and implementation of safety measures along the three routes will be carried out progressively over a three year period to ensure an expedient reduction in trauma. The first stage relates to the installation of low cost / low complexity treatments along the routes whilst developing more complex capital works for delivery within phase two of the project. This will be supported by education and promotion strategies designed to target local stakeholders as well as members of communities living adjacent to and using the three routes. Current and future district police enforcement strategies will also complement these activities.

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7.2 Recommended Infrastructure, subject to funding

Wheatbelt sections of Great Eastern Highway and Great Southern Highway (between Chidlow and York)

Phased implementation that will:

widen sections of seal to include 1.0 m wide sealed shoulders

upgrade and installation of Curve Advisory Speed Signs

upgrade and installation of roadside delineation

upgrade and install centre line delineation

install audible tactile edge-line markings throughout

install audible tactile centre-line markings throughout

improve surface condition on isolated sections

removal of roadside hazards

isolated barrier sections, where appropriate

Toodyay Road – between Roland Road East (Metro region) and Toodyay townsite

Initial project and development works associated with delivery of, subject to funding:

Metropolitan section of Toodyay Road

Upgrading of seven intersections with associated road improvements on the approaches

Shoulder widening, sealing and minor curve corrections

Curve corrections

Installation of safety barriers

Signage and line marking


Shoulder widening and sealing to 9 metres

Intersection upgrades

Realignment at Jimperding Brook and bridge works

Funding for the initial project and development works has been approved, including:

Environmental reviews and permits

Project development, design and pre-construction activity

Land Acquisition and offsets

Service relocations

The project development activities will confirm the sections, works required and project deliver schedules.

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7.3 Community Education and Engagement

The education and engagement initiatives undertaken as part of the Wheatbelt Highway Safety Review will seek to educate the community on issues such as safe overtaking, speed, drink and drug driving, restraints, driving to conditions, courtesy/patience, fatigue and rest areas.

Mechanisms to promote safer use of the specific routes, and in the Wheatbelt region generally, over the next three years include:

Establishment of a Great Eastern Highway route-specific industry alliance (including members of local businesses, WA Police, Roadwise representatives and other community spokespersons) to encourage and direct local road safety initiatives (e.g. promotion of regional media used by other alliances) with a focus on issues pertinent to the two routes;

Roadside advertising and other media to encourage enhanced road safety behaviours by Wheatbelt residents and users of the routes; and

Greater use of road safety and related resources existing within the Wheatbelt region (Roadwise committee initiatives, School Drug Education and Road Aware initiatives, sporting clubs and community groups).

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8. REFERENCES

Austroads Research Report (2013) Asset Management within a Safe System (AP-R442-13). Corben B (2014) Investment Framework and Guidelines – Route Safety Review Infrastructure Program Regional Digest 2013-14 Main Roads WA https://www.mainroads.wa.gov.au/Documents/Regional%20Digest%202013_14.RCN-D14%5E23620823.PDF#search=Regional%20Digest Reported Road Crashes in Western Australia 2013. http://www.ors.wa.gov.au/Stats/Annual/annual-crash-statistics-2013.aspx ROSMA Newsletter Edition 3 (2015). Main Roads WA internal documentation. Road Safety Council Governance Charter http://www.rsc.wa.gov.au/Documents/RSC/rsc-governance-charter.aspx Wheatbelt Development Commission (February 2015) Wheatbelt Blueprint: a vision for a vibrant future: http://wheatbelt.wa.gov.au/files/3114/2786/4217/Wheatbelt_Regional_Investment_Blueprint_-_Final_APPROVED_WEB_REDUCED.pdf Wheatbelt Development Commission (July 2014) Wheatbelt Snapshot Series: Land Based Transport http://www.wheatbelt.wa.gov.au/files/3214/0617/0522/Wheatbelt_Snapshot_Series_-_Transport_-_Version1_-230714.pdf

https://www.mainroads.wa.gov.au/Documents/Regional%20Digest%202013_14.RCN-D14%5E23620823.PDF#search=Regional%20Digest

https://www.mainroads.wa.gov.au/Documents/Regional%20Digest%202013_14.RCN-D14%5E23620823.PDF#search=Regional%20Digest

http://www.ors.wa.gov.au/Stats/Annual/annual-crash-statistics-2013.aspx

http://www.rsc.wa.gov.au/Documents/RSC/rsc-governance-charter.aspx

http://www.rsc.wa.gov.au/Documents/RSC/rsc-governance-charter.aspx

http://wheatbelt.wa.gov.au/files/3114/2786/4217/Wheatbelt_Regional_Investment_Blueprint_-_Final_APPROVED_WEB_REDUCED.pdf

http://wheatbelt.wa.gov.au/files/3114/2786/4217/Wheatbelt_Regional_Investment_Blueprint_-_Final_APPROVED_WEB_REDUCED.pdf

http://www.wheatbelt.wa.gov.au/files/3214/0617/0522/Wheatbelt_Snapshot_Series_-_Transport_-_Version1_-230714.pdf

http://www.wheatbelt.wa.gov.au/files/3214/0617/0522/Wheatbelt_Snapshot_Series_-_Transport_-_Version1_-230714.pdf

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9. APPENDIX

MERREDIN FORUM ATTENDEES Government Stakeholders

Elizabeth Davies Main Roads WA

Mike Hayward Main Roads WA

Craig Manton Main Roads WA

Gren Putland Main Roads WA

Ryszard Gorell Main Roads WA

David Moyses Main Roads WA

Doug Morgan Main Roads WA

Kim Papalia Acting Road Safety Commissioner

Murray Lampard Road Safety Council Chairman

Claire Thompson Road Safety Commission

Linley Crackel Road Safety Commission

Roger Farley Road Safety Commission

Cass De Wind Road Safety Commission

AC Craig Donaldson WA Police

Insp. Ian Clarke WA Police

Linton Pike Facilitator, Estill & Associates

Community Stakeholders

Graham Barrett-Lennard Avon Residents Association

Martin Morris Fairfax Media (representing Courtney Madigan)

Cath Brown Hon Mia Davies Electoral Office

Trevor Lamond Shire of Trayning

Robert Bosenberg Shire Yilgarn

Garry Guerini Shire Yilgarn

Will Golsby RAC

Wayne Howdan RAC

Brad Davey WA Police

Michael Vynuchal WA Police

Tracy O’Donnell Volunteer Fire & Rescue

Neville Middleton Volunteer Fire & Rescue

Phil Van der Meer Volunteer Fire & Rescue

Mark Bertolini Volunteer Fire & Rescue

Mal Shervill WALGA

Cliff Simpson WALGA Roadwise

Benjamin Robbins Wheatbelt Development Commission

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TOODYAY FORUM ATTENDEES

Government Stakeholders

Name Organisation

Kim Papalia Road Safety Commission

Linley Crackel Road Safety Commission

Claire Thompson Road Safety Commission

Roger Farley Road Safety Commission

Samantha Reece Road Safety Commission

Deborah Kennedy Road Safety Commission

Craig Manton Main Roads WA

David Moyses Main Roads WA

Ryszard Gorell Main Roads WA

Julian Ford Main Roads WA

Elizabeth Davies Main Roads WA

Craig Donaldson WA Police

Ian Clarke WA Police

Peter Halliday WA Police Wheatbelt District Office

Shane Love MLA Member for Moore

Linton Pike Facilitator, Estill & Associates

Community Stakeholders

Name Representing

Brian Rayner Councillor Shire of Toodyay

Therese Chitty Councillor Shire of Toodyay

Cr Judith Dow Councillor Shire of Toodyay

Paula Greenway Councillor Shire of Toodyay

Michael Sinclair Jones Editor Toodyay Herald

Hon Martin Aldridge MLC Member for Agriculture Regions

Chad Sorensen Midland Brick

Dave Veljacich Midland Brick

Bob Neville Road Wise

Cr David Dow Shire President Shire of Toodyay

Stan Scott Shire of Toodyay

Wayne Clarke Toodyay Community Safety & Crime Prevention Association

Desrae Clarke Toodyay Community Safety & Crime Prevention Association

Mark Bastick Vellum Farm Alpacas

Janine Bastick Vellum Farm Alpacas

Cliff Simpson WA Local Government Association

Mal Shervill WA Local Government Association

Kendra Grace Wheatbelt Community Alcohol & Drug Service

St Warren Conder WA Police - Toodyay

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Community Members

Linda Rooney Brendan McFaul Graham Freeman

Peter Robinson Elvina McFaul Tony Maddox

Rosalyn Davidson Brenden Nichols Huw Stanyer

Heather Brennan Brian Allen Ian Harrower

Peter Brennan Brian Wood Ian Knight

Melanie Pree Bronwyn King Irma Onderstal

Graeme Buchanan Claude Mills Jan Downing-Smith

Glenn Shelton Colin Blatchford Jo Hart

Bob Wood Dolores Blatchford Phillip David Hart

Evan Walters Craig Patte Kaye Rewell

Jan Walters Craig Stewart Kelly Day

Ang Webster David Milford Kristee Jolly

Ann Rowles David Street Lawrence Chitty

Syd Sinclair Dennis Haley Maureen Chitty

Colin Phillis Dianne Andrich Jennifer McDougall

Judith Phillis Elaine Hall Sally Martin

Maurie Jackson Eli Patte Samuel Scott

Sue Jackson Shirley Patte Lorel Scott

Lyn Gray Eric Twine Susan Millar

Doug Gray Freda Richardson Stan Eastwood

Glen & A Bartlett George Murray Terry Brennan

Claire Ball Geoff Brown Lorraine Musielak

Maurice Ball Gloria Robinson Lyn Johnson

Claise Ball Graeme Bissett Mal Cox

Fred Fellowes Helen Evans Margaret Holmes

Bob Adair Max Heath Marlene Andrijich

Val Adair Millie Heath Al Bartlett

Royston Sinclair Owen Catto Vivienne Freeman

Robyn Sinclair Owen Webb Rosemary Madacsi

John Hansen P Drymoud Roslyn Rowles

Karen Hansen Paul Sutton Ross McDougall

Sheena Hesse Philip Perkins Reg Smith

Frances Moran Barbara Moran Robert Millar