RAA Submission
Draft South Australian
Safety Strategy 2020
Towards Zero Together
Road
Submission to
South Australian Department for
Transport Energy and Infrastructure
June 2011
RAA RESPONSE TO SA ROAD SAFETY STRATEGY 2011-2020
Executive Summary
RAA welcomes the opportunity to provide comments on the Draft South Australian Road
Safety Strategy 2020 – Towards Zero Together.
The Swedish ‘Vision Zero' philosophy maintains that no deaths or injuries due to road
crashes are socially or economically acceptable. RAA believes that South Australia should
adopt the Vision Zero philosophy and aim for zero deaths and serious injuries on South
Australian roads.
Australia’s road safety performance has slowed over the last ten years and RAA believes
that the proposed target in the Draft Strategy of a thirty per cent reduction in deaths and
serious injuries is not ambitious enough to significantly address road trauma in South
Australia. RAA urges the State Government to commit to a target of at least a 50 per cent
reduction in road-related deaths and serious injuries over the next decade. Even a 50 per
cent reduction would only see South Australia equal Victoria’s fatality rate by 20201.
Success will require strong leadership, commitment, sufficient resources, and accountability
by the Government across portfolios. It will also require all South Australians to understand
and make a commitment to playing their part in reducing road traffic crashes.
A target in itself will not deliver a meaningful reduction in the number of deaths and serious
injuries on our roads. Long-term road safety planning needs to occur within the context of a
comprehensive South Australian Transport Plan. This plan should integrate road safety, land
use and transport planning, and complement the existing 30 Year Plan for Greater Adelaide.
It is crucial that the plan defines a vision for road safety and transport in this state.
The action plans that will underpin the Strategy must be measurable,accountable and well
resourced. They must offer more than a ‘business as usual’ approach. Further meaningful
reductions in deaths and serious injuries will not occur by simply continuing to spend the
same amount of money in the same way.
It is recognised that a safe road network is key to the greatest gains in reducing deaths and
serious injuries. A safe road network both reduces the likelihood of a crash and has the
ability to protect people against the consequences of a crash, regardless of its cause.
RAA urges the State Government to increase investment in proactive, preventative
treatments, based on the road design, for high-risk sections of the network. Economic
assessments of these projects must consider the whole-of-government and wider community
economic and social benefits of the prevention of deaths and serious injuries.
To faciliate the evaluation of projects, RAA recommends that the Australian Road
Assessment Program (AusRAP) be used to assess and monitor risk on the major road
network, in conjunction with the Austroads national risk assessment model, which is currently
being developed. To this end RAA also recommends the establishment of an AusRAP
Steering Committee in South Australia, with membership to include DTEI and RAA, in order
that a collaborative approach to safer roads can be implemented.
RAA recognises that lower travel speeds can, and do, bring reductions in the severity of
injuries and deaths and, to a lesser extent, reduced crash numbers. However, travel speeds
should not be confused with speed limits and recognition must be given to those deaths
which have occurred due to travel at speeds in excess of the posted speed limit.
1
Professor Fred Wegman, Driving down the Road Toll, presentation, 15 February 2011
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RAA RESPONSE TO SA ROAD SAFETY STRATEGY 2011-2020
RAA will not accept blanket reductions in speed limits on the state’s major road networks as
a long-term strategy and does not believe they would be acceptable to the community.
Changes in speed limits are more likely to be accepted if their introduction is preceded by a
process of considered planning and pilot implementation, followed by review. Crucial to this
process is a strategy for effective public communication and consultation.
Safer vehicles are critical to the success of the Road Safety Strategy and RAA recognises
that developments in this area are, in the main, nationally and internationally led. As a
member of the Australian Automobile Association of Australia (AAA), RAA will continue to be
a major contributor at the national level, advocating for improvements in the intrinsic safety of
vehicles.
‘Safer people’, through education, communication, legislation and enforcement will also be
critical to the success of the Strategy into the next decade. RAA supports the implementation
of school-based education, developed according to best-practice principles. However, this
must be undertaken with regard to the programs currently available and with an
understanding of their differing delivery methodologies.
In general terms RAA supports the intention to review the current Graduated Licensing
Scheme (GLS). This review must be evidence based and should also include an
assessment of the effects of the recent 2010 changes to the scheme. RAA also maintains
that Australia should work towards a truly nationally consistent and uniform drivers’ licensing
scheme as a part of this review.
A key action in the related first three year Road Safety Action Plan is the need to reassess
the current system of driver trainer training in South Australia. The keys2drive methodology,
which aims to provide novice drivers with the skills to both drive the vehicle and to make
safer driving decisions should be considered as part of this assessment.
With a view to improved road safety outcomes, RAA agrees that the envisaged Safe
Systems Task Force, outlined as a Demonstration Project in the Draft South Australian
Action Plan, should be chaired by the Premier of South Australia. Further, membership
should comprise influential decision makers from across government, business and
community. RAA believes this Task Force should review the ongoing role and function of
MAC in road safety, including an evaluation of the effectiveness of MAC marketing
campaigns. Further comments on the Task Force will be provided in the RAA response to
the Draft Action Plan.
RAA believes it is critical that the State Government shows strong leadership and
commitment to road safety in South Australia. The new Road Safety Strategy has the
opportunity to be bold and to propose measures which would not only save lives and reduce
serious injuries but also have a positive economic impact on South Australia.
RAA is pleased to be involved in the drafting of the next South Australian Road Safety
Strategy and looks forward to working collaboratively to achieve real reductions in deaths
and serious injuries in South Australia over the next ten years, and beyond. RAA remains
concerned, however, that this Strategy will not be supported by a strong financial
commitment from the State Government and that the opportunity to improve road safety will
be lost.
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RAA RESPONSE TO SA ROAD SAFETY STRATEGY 2011-2020
Introduction
RAA acknowledges the work of the State Government and Road Safety Advisory Council
(RSAC) on the Draft South Australian Road Safety Strategy 2020 – Towards Zero Together
and welcomes the opportunity to provide comment.
RAA represents the interests of almost 600,000 South Australians, 27 per cent of whom
reside in regional areas. This membership puts RAA in a unique position to understand the
issues affecting South Australians. Our members look to us to represent their interests on a
broad range of motoring and, increasingly, mobility-related issues and in particular road
safety.
While RAA members are generally motorists and predominantly private car users, they have
a wide variety of mobility needs and priorities. Many of them (and their families) use
alternative modes of transport, including public transport and bicycles. All are vulnerable road
users, that is, pedestrians.
RAA believes that South Australians both expect and deserve a safe, efficient and viable
transport system, one which meets their mobility needs through the various stages of their
lives and for their entire lives.
RAA is a member of the Australian Automobile Association (AAA), which represents all
Australian state and territory motoring clubs. Collectively, RAA and its sister clubs serve the
interests of nearly seven million Australian motorists and, indirectly, all Australian motorists at
national and international levels.
AAA is a member of the Alliance Internationale de Tourisme (AIT) and Federation
Internationale de l’Automobile (FIA), whose total membership exceeds 100 million motorists.
In cooperation with the AAA, these organisations provide international consumer
representation in a broad range of fields, including road safety.
RAA and its sister clubs are heavily involved in all aspects of road safety in all states and
territories. Nationally, the clubs co-fund the Australian New Car Assessment Program
(ANCAP). This program, which rates new vehicles for crashworthiness, has been integral to
improvements in the safety of motor vehicles in Australia.
The clubs have also initiated world-leading research on road safety infrastructure through the
Australian Road Assessment Program (AusRAP). AusRAP uses data to calculate a safetybased star rating for roads based on the road’s engineering features.
Through the AAA the clubs provide the national keys2drive program. Recognising that the
most dangerous time for novice drivers is the six months directly after they obtain their
licence, keys2drive aims to increase safety through a behavioural and skills-based teaching
methodology targeted at driving instructors, supervising drivers and learners.
All of these national programs provide the clubs with expertise in road safety. They also
provide valuable consumer information: ANCAP provides crucial information on the relative
occupant protection performance of vehicles sold in Australia, while AusRAP assists the
public to recognise the elements of a road’s design that make it more risky (for example,
narrow lanes, dangerous roadsides).
AusRAP and the associated programs, KiwiRAP (New Zealand) and the International Road
Assessment Program (iRAP), are playing a critical role in road safety in this region and both
ANCAP and AusRAP are linked to similar international programs.
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RAA RESPONSE TO SA ROAD SAFETY STRATEGY 2011-2020
In South Australia RAA is directly involved in road safety through many of its activities,
including road audits and hazard investigations; vehicle technology expertise; ANCAP; road
safety education for pre-school through to school-aged children; programs and events for
youth and older drivers; provision of child restraint fittings and training in their use; and road
safety research, including funding. RAA also collaborates with state and national
governments and stakeholders on specific issues, including lobbying, advocacy and the
provision of information regarding the safety of roads, vehicles and road users.
RAA is pleased to be involved in the drafting of the next South Australian Road Safety
Strategy and looks forward to working collaboratively to achieve real reductions in deaths
and serious injuries in South Australia over the next ten years, and beyond.
General
This section comprises general comments on the Draft Road Safety Strategy 2020. This is
followed by specific feedback on the various sections in the document.
Overall, RAA supports the Draft Road Safety Strategy and believes that it provides an
opportunity to achieve lasting gains in road safety for the state. Success will be realised
through a commitment by all sections of the community and levels of government and
through strong leadership and accountability. Governments are responsible for funding,
planning, designing and managing the operation of a safe road transport system and are
expected to contribute leadership and resources to improving road safety, including
developing and enforcing laws, setting standards, providing safer roads, disseminating
information to the public about road safety issues and by requiring improvements in vehicle
safety. They are also responsible for managing vehicle registration and driver licensing
systems and for enforcing road user responsibilities.2 The community is responsible for
abiding by laws and taking responsibility for their actions. Achieving Towards Zero Together
will require commitment from everyone.
RAA supports the intention specified within the Draft Strategy to ensure that a safer road and
transport network across all modes is integrated into the planning system, including a clear
functional road hierarchy
However, rather than integrating the network into the planning system, RAA believes longterm road safety planning needs to occur within the context of a wider-ranging South
Australian Transport Plan. This plan should incorporate road safety, land use and transport
planning, and should complement the existing 30 Year Plan for Greater Adelaide. It should
set a vision for road safety and transport for this state.
Recommendations:
RAA supports the Strategy’s intent to ensure that a safer road and transport network across
all modes is built into the planning system; it also acknowledges the need to ensure a clear
functional road hierarchy.
RAA recommends that the State Government commits to the development of a long-term
Transport Plan for South Australia by the end of 2013, which integrates road safety, land use
and transport planning, and is supported by action plans and funding strategies.
2
ATC National Road Safety Strategy 2011-2020. pages 101-102
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RAA RESPONSE TO SA ROAD SAFETY STRATEGY 2011-2020
Targets
RAA is a strong advocate for improved road safety and reductions in deaths and serious
injuries on the state’s road network.
The previous 2000–10 National Road Safety Strategy had as its target a reduction in deaths
by at least 40 per cent over the ten years to 2010, from 9.3 deaths to no more than 5.6 per
100,000 population. By the end of 2009 a 23 per cent reduction had been achieved and the
fatality rate stood at 6.1 deaths per 100,000 population, short of the target set.
The target in the Draft South Australian Road Safety Strategy 2020 mirrors that of the
recently released National Road Safety Strategy, that is, a reduction in serious casualty
trauma by at least 30 per cent during the decade.
While RAA accepts the intent of governments in setting both of these targets, that is, they
represent the minimum improvement that South Australia can accept while continuing to
strive to do better, RAA strongly recommends a more ambitious target.
The South Australian government needs to be visionary in establishing a bold road safety
reduction target. It needs to be coordinated and committed to delivering road safety
improvements and be held accountable. RAA believes that the Government should follow the
Swedish ‘Vision Zero’ philosophy with its core principle that no deaths or injuries due to road
crashes are acceptable and that there is no economically acceptable number of deaths.
RAA believes that the current proposed target of at least a 30 per cent reduction is
inadequate. RAA remains concerned that a target set lower than the previous decade may
result in a much lower achievement than even that previously attained. Experience has
shown that there are no easy, or cheap, solutions to addressing the numbers of people killed
and seriously injured on South Australian roads. Progress will require an ambitious target,
backed by well-funded action plans and a strong committment by all stakeholders. A 50 per
cent reduction would see South Australia equal Victoria’s fatality rate by 2020.3
Recommendation:
RAA urges the State Government to commit to the more ambitious target of at least a 50 per
cent reduction in road trauma over the life of the Road Safety Strategy.
The Framework
RAA supports the framework proposed on page 1 of the Draft Strategy. RAA further believes
that the effectiveness of this framework would be aided by the capacity to monitor and
measure the performance of the major road network. AusRAP, in conjunction with the
Austroads national risk assessment model currently being developed could be used for this
purpose.
Recommendation:
In conjunction with the Austroads national risk assessment model currently being developed,
RAA recommends that AusRAP be used to monitor risk on the major road network. Together
with star ratings, performance measures that should be considered are:
3
Professor Fred Wegman, Driving down the Road Toll, presentation, 15 February 2011
6
RAA RESPONSE TO SA ROAD SAFETY STRATEGY 2011-2020
•
•
•
•
•
the percentage of travel on roads with a high risk of death or serious injury due to headon crashes (vehicles and motorcycles)
the percentage of travel on roads with a high risk of death or serious injury due to run-off
road crashes (vehicles and motorcycles)
the percentage of travel on roads with a high risk of death or serious injury due to
crashes at uncontrolled access points (vehicles and motorcycles)
the percentage of roads with a high risk of pedestrian death or serious injury due to
inadequate provision of footpaths or crossing facilities
the percentage of roads with a high risk of cyclist death or serious injury due to
inadequate provision of bicycle paths and crossings
United Nations Decade of Action for Road Safety
RAA supports the UN Decade of Action for Road Safety. This Decade presents a unique
opportunity for South Australia to set ambitious state road safety targets, supported through
committed and accountable measures. It also provides the opportunity for South Australia to
demonstrate its commitment more widely, and in particular to developing countries in our
region, where death and injury rates are much higher than in Australia. RAA supports the
Decade’s goal to stabilise and reduce deaths and serious injuries on the world’s roads. RAA
also strongly supports the Make Roads Safe goal of reductions in worldwide deaths and
serious injuries by 50 per cent.
RAA independently, through AAA and sister clubs, and through its involvement with iRAP, is
heavily involved in road safety activities in the Asia Pacific region. This include the
secondment of staff and participation in Global Road Safety Partnership activities. Key to the
success of the Decade will be knowledge and skills transfer throughout our region. RAA
urges the State Government to consider ways to become involved in this initiative.
Road Safety in Australia, History, Cost and Opportunities
Since 1970 Australia has made significant progress in reducing its national road toll. The
majority of this improvement occured between 1970 and 1994, primarily as a result of major
initiatives such as compulsory seat belt use, random breath testing and targeted education
programs. More recently, reductions in urban speed limits have also contributed. Between
1979 and 2009 Australia’s overall annual road fatality rate declined from 24.2 to 6.1 deaths
per 100,000; however, since the mid 1990s, declines have plateaued.
Australia currently ranks 12th out of 29 OECD countries in terms of road fatalities per capita.
Our population fatality rate stands at 6.1 deaths per 100,000 people, with the best performing
countries such as Iceland, the Netherlands, the United Kingdom and Sweden having
achieved rates below 4.5, and with forward targets of reductions of at least a further 33 per
cent over the coming decade.
While Australia’s ranking continues to remain high amongst OECD countries, our relative
road safety performance has slipped in recent times. For the period 1990 to 2000 Australia
ranked 17th amongst OECD countries and this fell to 22nd for the period of 2000 to 2008.
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RAA RESPONSE TO SA ROAD SAFETY STRATEGY 2011-2020
Safer Roads
The greatest gains in road safety will come from improved road infrastructure. Accordingly,
RAA considers the primary approach to providing the community with safe mobility is to
improve, where necessary, the inherent safety of roads.
As outlined in the Draft Strategy, safer road infrastructure is also seen in a strongly positive
light by road users and the community in general. RAA recognises that infrastructure may be
costly (although lower cost treatments are available); however, expenditure will reap benefits
immediately and over a long period.
RAA welcomes the intention of the Strategy to use an evidence-based approach to improving
road infrastructure, with funding and amelioration allocated to those areas where the highest
road safety gains will be realised.
Given that road trauma costs an estimated $1.3bn to the South Australian economy each
year, RAA urges the State Government to assess spending proposals based upon the
Benefit Cost Ratio across portfolios. RAA further urges the State Government to commit
significant additional funding to road safety projects, as improvements will have flow-on
economic and social benefits across many government portfolios, including health and
transport, and the Motor Accident Commission (MAC), through reductions in insurance
payouts.
RAA notes the intention of the State Government to look for new opportunities and
partnerships. RAA believes that AusRAP should be incorporated into road infrastructure
planning and assessment. ANCAP has now become inherent to ensuring safer vehicles.
Similarly, AusRAP should be an integral component of the process to assessing the safety of
the South Australian road network. AusRAP is designed to provide a network-level
assessment of risk and, in the future, the program will include network-level cost-effective
counter-measures. In essence, AusRAP can aid in analysis and the setting of targets (for
example, the percentage of travel on roads with high head-on risk). AusRAP could also help
to guide investment in road infrastructure, monitor performance and inform the debate on
speed.
RAA notes the statement, ‘priority will be given to treating those sections of the road network
where most run off the road crashes occur’.4 RAA would also like to see proactive treatment,
based on the road’s design, of high-risk sections of the network; that is, a preventative
measure implemented in sections of road where these types of crashes can occur.
RAA, through its AusRAP program, is ideally placed to provide ‘before and after’ star ratings
for a rural road safety program. A star rating scheme would aid both the government and
community to identify low-cost options for effective infrastructure improvements and to
celebrate success.
Recommendations:
RAA maintains that economic assessment of spending for road safety should consider the
whole-of-government and wider community economic and social benefits of the prevention of
deaths and serious injuries.
RAA recommends the establishment of an AusRAP Steering Committee in South Australia,
with membership to include DTEI and RAA, to facilitate the implementation of a collaborative
approach to safer roads. This approach has been introduced in New Zealand and positive
4
Draft Road Safety Strategy, page 16
8
RAA RESPONSE TO SA ROAD SAFETY STRATEGY 2011-2020
inroads are being made in both road safety and community involvement in areas such as
speed.
RAA urges the State Government to proactively increase investment in preventative
treatments for high-risk sections of the network, based on road design.
Safer Speeds
Non-compliance with speed limits contributes directly to a substantial proportion of serious
casualty crashes. Large reductions in these serious casualties can be achieved from
enforcement programs aimed at improving speed compliance.5
RAA recognises that lower travel speeds can, and do, bring reductions in the severity of
injuries and deaths and, to a lesser extent, in crash numbers.
For the road transport system to deliver timely, safe and convenient mobility it must be
managed effectively. The most desirable way of reducing crash risk on the more dangerous
parts of the road network is therefore to invest in safety upgrades of the infrastructure.6
Speed limit reductions and enforcement are acceptable methods for achieving road safety
improvements, provided they are targeted at high-risk locations and are accompanied by
plans to implement economically feasible and affordable infrastructure improvements, which
will enable the subsequent lifting of the speed limit to an appropriate level.
It is also critical to recognise that a reduction in the speed limit may not necessarily result in
the same reduction in actual travel speed, especially where the speed limit is not selfreinforcing and logical and/or where enforcement is limited. What is significant is the actual
speed being travelled not the posted speed limit.
RAA believes that speed limits should be easily understood by road users and be inherently
safe.
Communicating and consulting with the community is vitally important in the debate over safe
speeds. RAA is concerned that the Strategy does not include sufficient emphasis on the
need to communicate the benefits of appropriate speed limits and appropriate travel speeds
to the community. Changes in speed limits are more likely to be accepted if their introduction
is preceded by a process of considered planning and pilot implementation, followed by
review. Crucial to this process is a strategy of effective public communication and
consultation.
RAA believes that AusRAP can play an important role in stimulating informed public
discussion on the appropriateness of changes to existing speed limits. Motorists who are
able to recognise the features a road’s design that make a section of road more dangerous
(for example, narrow lanes, dangerous roadsides) are more likely to understand and accept
the need for that road to have a reduced speed limit.
Appropriate Speed Limits
RAA supports the current default urban and rural speed limits of 50 km/h and 100 km/h,
respectively. Where speeds may be temporarily reduced below these defaults and where
infrastructure is assessed as high risk, the long-term solution should be to upgrade the road.
5
6
ibid, page 61
Ibid page 66
9
RAA RESPONSE TO SA ROAD SAFETY STRATEGY 2011-2020
RAA will not support blanket speed reductions and maintains that any changes to the speed
limit, whether higher or lower, should take into account a number of factors including:
• the inherent safety of individual roads (as distinct from a road hierarchy)
• traffic volumes and the associated risk of casualty crashes
• the self-enforcement of speed limits under different traffic and road conditions
• the level of compliance and enforcement
• the cost of improving the road infrastructure and associated safety benefits
• the acceptance by motorists of any reduction in speed limits
• the road safety benefits compared with any loss in mobility
• the potential to introduce Intelligent Transport Systems, i.e. variable speed limits to
reflect prevailing conditions
In the first instance, point-to-point speed enforcement should be restricted to areas with a
high crash history. Acceptance by the public may be aided through the roll-out of voluntary
ISA (Intelligent Speed Adaptation).
RAA supports the application of innovative treatments such as 2+1 and 1+1 on high-speed
roads (see Figures 1 and 2, below). These treatments are low cost and have been
successfully used around the world, including in New Zealand.
Figure 1: Example of 1+1 in New Zealand
Figure 2: Example of 2+1 in New
Zealand
Recommendations:
RAA recommends that the first key strategy be changed to:
Align speed limits and road design to the function, standard and use of the road and apply
consistently across the state.
RAA will not accept blanket reductions in speed limits as a long-term strategy on the state’s
major road networks.
RAA recommends that AusRAP be used to illustrate and communicate the relationships
between risk, speed and infrastructure.
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RAA RESPONSE TO SA ROAD SAFETY STRATEGY 2011-2020
Safer Vehicles
RAA recognises that, in general, changes to vehicle technology are dependent on national
and international standards and actions and is pleased to note the stated active support of
these iniatives by the State Government.
RAA is pleased to see that many of the additions to the National Road Safety Strategy
suggested by the autoclubs were included in the final strategy, that is,
• the use of Intelligent Speed Adaptation for recidivist speeders
• mandating safety technology for new vehicles
• extending the use of ANCAP testing to a wider range of vehicles, including light
commercial vehicles.
As a member of AAA, RAA will continue to be a major contributor at the national level,
advocating for improvements to the inherent safety of vehicles.
Recommendation:
The RAA supports the Draft Strategy’s Key Strategies for Safer Vehicles.
Safer People
Core to the ‘safe systems’ approach is that, regardless of how well people are trained and
educated about responsible road use, they still make mistakes, and the road transport
system needs to accommodate this.
While risk-taking and extreme behaviour do contribute to deaths and serious injuries, in
South Australia over half of the fatal crashes and 90 per cent of injury crashes are due to
human error or lapses in judgment (which include fatigue, inattention and other human error).
Core to the safety of people is the safety of the road network, as it has both the potential to
reduce the likelihood of a crash and the ability to protect people from the consequences of a
crash, regardless of the cause.
Driver behaviour, education, awareness, practice and training also all play a part in reducing
road trauma.
The first six months after gaining their licence is the most dangerous time for novice drivers.
Safer drivers require practical skills as well as attitudinal education, and RAA would suggest
that a key action in the related three year Action Plan is the need to reassess the current
system of driver trainer training in South Australia. The keys2drive methodology, which aims
to provide novice drivers with the skills to both drive the vehicle and to make safer driving
decisions should be considered as part of this assessment.
Road Safety Education
RAA supports the implementation of school-based education, developed according to bestpractice principles.
However, applying the best-practice principles, which were designed for to allow schools to
develop and deliver their own programs, must be done with regard to the programs currently
11
RAA RESPONSE TO SA ROAD SAFETY STRATEGY 2011-2020
available and with an understanding of their differing delivery methodologies. For example,
Principle 10: School Management, actively encourages staff to model appropriate road safety
behaviour and attitudes, consistent with the school’s road safety guidelines. This principle
would not be appropriate to externally delivered programs, which currently make up the
majority of programs available.
Excellent schools-based road safety packages currently exist, for example, ‘Way2Go’, and it
is critical that schools are provided with adequate support to deliver these packages. Without
appropriate support, the packages risk not being used.
RAA understands that work is happening nationally to develop a national schools curriculum.
RAA believes that road safety education should be a part of that curriculum and urges the
State Government to pursue this through the Australian Curriculum, Assessment and
Reporting Authority (ACARA).
Road Safety Marketing
The RAA recognises the commitment by the Motoring Accident Commission (MAC) to
provide road safety campaigns. While evaluation in terms of absolute impact on deaths and
serious injuries may be problematic, evaluation of the effectiveness of these campaigns is
critical to ensuring that they are appropriately targeted and to determining what, if any,
impact these campaigns have on behaviour.
Recommendations:
RAA supports the implementation of school-based education, based on best-practice
principles.
RAA would support the development of a standard national road safety curriculum, together
with resourcing for schools, to deliver such a curriculum.
RAA supports the intention to review the current Graduated Licensing Scheme (GLS).
RAA recommends that any possible enhancements to the GLS resulting from the review
must be evidence-based. Changes to the GLS were implemented in late 2010 and RAA
would suggest that time needs to be given to establish and evaluate the impact of these
changes.
RAA maintains that Australia should work towards a truly nationally consistent and uniform
drivers’ licensing scheme.
RAA recommends that an assessment be undertaken of the adequacy of requirements for
driver trainers in SA.
RAA recommends that the Road Safety Taskforce reviews the role and function of MAC with
a view to the best outcomes for road safety in South Australia. This review should include an
evaluation of the effectiveness of MAC campaigns to ensure that they are appropriately
targeted and to determine, as much as possible, their impact on behaviour
Managing the Strategy
RAA agrees that it is critical that progress of the Strategy is monitored and that activity is
measured against a set of key performance indicators.
12
RAA RESPONSE TO SA ROAD SAFETY STRATEGY 2011-2020
To be successful the Strategy must be adequately resourced and supported by clear lines of
accountability and transparency.
Conclusion
RAA believes it is crucial that the State Government shows strong leadership and
commitment to road safety in South Australia. Together with a comprehensive Transport
Plan, the next Road Safety Strategy has the opportunity to be bold and to incorporate
measures which would not only save lives and reduce serious injuries but also reduce the
financial cost of road trauma on South Australia.
To be successful, however, the Strategy must be resourced adequately and be supported by
clear lines of transparency and accountability. Progress must be monitored and those
accountable held responsible.
The RAA remains concerned, however, that if the Strategy is not supported by a strong
financial commitment by the State Government the opportunity to see real improvements in
road safety measures will be lost.
The RAA is pleased to be involved in the drafting of the next South Australian Road Safety
Strategy and looks forward to working collaboratively to achieve real reductions in deaths
and serious injuries in South Australia over the next ten years, and beyond.
13