NOT SO
FAST!
An Information and Enforcement
Program to Tackle Speeding
on Local Streets in Local Communities
A Resource for Local Government
June 2002
Developed by:
Bob Ungers and Peter Milne, in collaboration with VicRoads (Greg Rowe)
Acknowledgments:
The cooperation of the following people in taking part in consultations prior to and during the development of the program is
acknowledged with thanks:
: City of Casey - Robin Tiffany (Road Safety Officer)
: City of Monash - John Smith (Manager,Transport and Infrastructure Planning);Terry Tillotson (Senior Transport Engineer);
Adrian Willoughby (Transport Planning Engineer)
: City of Moreland - Ossie Martinz (Traffic Engineer Coordinator)
: RACV - Anne Harris (Chief Behavioural Scientist); Peter Daly (Chief Traffic Engineer)
: Frankston City Council - Kevin Van Boxtel (Transportation Planning Coordinator)
: Shire of Yarra Ranges - Mark McGuire (Road Safety Officer)
: Hume City Council - Lynne Galanti (Children's Safety Promotion Officer, Member of RoadSafe NorthWest)
:Victoria Police - Peter Keogh (Superintendent,Traffic and Operations Support Department)
Graphics by: Laysell Pty Ltd
© Roads Corporation 2002
First Published 2002
Cover Design - © Roads Corporation 2002. All rights reserved.
Copyright Roads Corporation 2002. Local government authorities may reproduce, publish, perform, communicate or adopt this material, and
distribute it at no charge to third parties, for the purpose of community and public education and local government road safety activities. Others may
modify, reproduce, communicate, adapt and distribute this material for their own personal or internal operations and processes, but may not supply
the material to any third parties in any way or for any purpose and may not let those third parties copy or use this material without the written
permission from the General Manager, Road Safety, Roads Corporation.
This resource is believed to be accurate at the time of publication. However, the Roads Corporation does not accept any liability for the accuracy
or fitness for use of the material, or for any consequences arising from its use.
WHAT’S IN THE NOT SO FAST PROGRAM
T
he Not So Fast program outlines information, promotion and
enforcement activities that Councils can undertake to tackle speeding
in local streets. It is non-prescriptive and aspects of the program can
be adapted to reflect individual needs. Some of the steps that the appropriate
Council officers should consider in developing a well-structured program are
also outlined. The Not So Fast program includes:
●
the use of the speed observation trailer to inform car drivers and
motorcyclists of their travel speed;
●
an emphasis on combining information and promotional initiatives
(to raise awareness and increase knowledge) and enforcement
(to influence behaviour);
●
materials in the form of sample news releases, articles for the local press
and Council newsletters, and fact sheets that can be easily “localised” as
needed; and
●
contacts and sources of further information.
The program has three important features:
●
it is not costly for individual Councils to implement;
●
its duration extends over two to three months of concentrated
activity; and
●
it can be readily developed and implemented by a Council’s own
personnel in public relations, human services and engineering.
Not So Fast puts the issue of speeding directly on the local agenda. It builds on
the success of the 50 km/h default speed limit in built up areas implemented
from 22 January 2001, and the associated State wide campaign to educate
motorists and enforce compliance with speed limits. Analysis of the 50 km/h
initiative indicates a substantial initial reduction in casualty crashes on local
streets. Greater effort is needed to achieve further gains.
What’s In The Not So Fast Program
Not So Fast!
(i)
CONTENTS
THE PROBLEM OF SPEEDING IN LOCAL STREETS
1
SPEED, CRASH AND INJURY RISK
3
TACKLING SPEEDS IN LOCAL STREETS THROUGH
INFORMATION, PROMOTION AND ENFORCEMENT
5
PROGRAM DEVELOPMENT AND PRE-LAUNCH CHECKLIST
8
NOT SO FAST PROGRAM OUTLINE
10
EVALUATING THE PROGRAM
13
ATTACHMENTS
All attachments are available on CD-ROM and are denoted by
1
CONTACTS AND FURTHER INFORMATION
15
2
NEWS RELEASES
1: A Review of Problems
2: New Speed Campaign
3: Slow Down Near Children
4A: Speeding - Some Questions Answered
4B: Speeding - More Questions Answered
5: Human Cost of a Pedestrian Crash
6: Benefits of 50km/h Default Limit
7: Older Pedestrians
8: Program Success
21
22
23
24
25
26
27
28
29
3
PHOTO OPPORTUNITIES
30
4
ARTICLES
1: Council Aims to Cut Speeds
2: (Program Name) Reduces Speeds and Increases Safety
32
33
●
FACT SHEET
Everything You Wanted to Know about the 50km/h Default Limit
35
●
FLYER FOR RESIDENTS OF ‘SPEED TRAILER STREETS’
Now Everyone Can See how Fast You are Going
37
7
KEY MESSAGE PARAGRAPHS
38
8
SPEED TRAILERS
40
5
6
(ii)
Contents
Not So Fast!
THE PROBLEM OF SPEEDING
IN LOCAL STREETS
Local streets are primarily designed to provide access to dwellings and
local facilities whether by vehicles or other means. They are not
designed to accommodate travel at high speeds. A reduction in both
excessive speeds and average traffic speeds is needed to achieve greater
safety for all road user groups, especially those who are more
vulnerable.
A Significant Factor in Crashes
●
Over 2,400 people are injured or killed on local streets in Victoria
each year. It is estimated that speed plays a part in around 40%
of fatal crashes and 30% of serious injury crashes on Victoria’s roads.
A Major Issue for Residents
●
Residents identify speed as a major factor affecting their safety and
amenity. Local streets are places used by our most vulnerable road
users - young children, students and older citizens.
●
Traffic flows have increased resulting in the perception that local
streets have become more dangerous and amenity has been eroded.
Some have taken on the status of “rat runs” with associated hazards
and degradation of the quality of life.
●
There are now higher expectations that the responsible agencies
will provide a much safer environment for residents.
Vulnerable Road Users
●
Pedestrians, cyclists and motorcyclists have limited or no
protection in the event of a crash. Drivers often either fail to see
them or react inappropriately should they suddenly appear. Higher
speeds make avoidance action much more difficult.
●
A pedestrian struck at 60 km/h has little chance of survival. The
chance of survival at 40 km/h is 80%.
●
Although helmet wearing has reduced the extent of head injury to
cyclists, they are very vulnerable in a crash.
●
Motorcyclists have a far greater risk of fatal injury than car drivers,
having limited protection if struck by a car.
The Problem of Speeding in Local Streets
Not So Fast!
1
High Risk Locations
●
Pedestrian crashes commonly occur in high activity areas such as
strip shopping centres, around entertainment venues and business
centres where those walking must interact with vehicles. The most
immediate way to reduce the threat to pedestrian safety is to have
vehicles travelling at lower speeds.
●
Vehicle speed is a critical factor in pedestrians correctly selecting
safe gaps in the traffic stream. The problem is made worse where
traffic volumes are high and few gaps exist in the traffic stream,
where there are no crossing facilities (such as a pedestrian refuge
or island) or the pedestrians are very young, elderly or intoxicated.
Awareness of Local Speed Limits
●
The State Government and individual Councils have promoted
awareness of the change to 50 km/h as the default limit in built up
areas. However, the benefits of reducing speeding, especially in high
pedestrian activity areas, need to be strongly promoted. This can
be achieved by a targeted information campaign using local
communication channels such as newsletters, local newspapers
and community networks. Local Police can also play a significant
role through enforcement activities at high risk locations.
2
The Problem of Speeding in Local Streets
Not So Fast!
SPEED, CRASH AND INJURY RISK
The majority of drivers admit to exceeding the speed limit by
5-10 km/h on some occasions. Many factors contribute to this
behaviour, amongst them the belief that it is safe to do so.
The link between speed and injury risk can be simply expressed:
●
●
●
●
●
higher speeds increase crash risk and determine how seriously
victims are injured;
at higher speeds there is less time to react, brake and avoid a
collision;
more distance is needed to stop a vehicle and prevent an
otherwise avoidable crash;
higher speeds reduce the protection provided by seat belts and
air bags;
pedestrians, bicyclists and motorcyclists will almost certainly be
killed if struck at high speed.
A Measure of the Increased Risk
●
Research has shown that in metropolitan areas:
-
-
●
the risk of involvement in a casualty crash increases
exponentially, doubling with each 5 km/h increase in travel
speeds above 60 km/h;
travelling at 65 km/h increases the risk of being in a crash to
the same extent as driving with a BAC of .05;
a 5 km/h reduction in average travel speeds would reduce the
number of casualty crashes by 15%.
The severity of a crash is four times as great if the speed at which a
crash occurs is doubled - a crash at 60 km/h results in four times
more serious injury than at 30 km/h.
Fig. 1.Travelling Speed and the Risk of Involvement in a Casualty Crash
Speed, Crash and Injury Risk
Not So Fast! 3
Speed and Stopping Distance
●
Assuming a driver reaction time of 1.5 seconds, a car travelling at
60 km/h will take about 45 metres to stop under hard braking. A
car braking from 65 km/h will still be moving at close to 32 km/h at
the same point the car travelling at 60 km/h has stopped. This is
because half of the speed reduction occurs during the final one-fifth
of the total stopping distance travelled. A vehicle braking from
65 km/h will stop after having travelled 51 metres - an increase in
stopping distance of 13%.
●
A driver travelling at 60 km/h will therefore be involved in far fewer
crashes than a car doing 5 km/h more. Most importantly, the
difference of 5 km/h in travelling speed can be the difference
between no impact and colliding at 32 km/h.
Fig. 2.
Speed, Stopping
Distance and
Probability of
Striking a
Pedestrian.
Source:
ATSB Speed Card.
The Impact of the 50 km/h Default Limit in Built Up Areas
●
An interim evaluation of the impact of the 50 km/h default limit
during the first five months after implementation conducted by the
Monash University Accident Research Centre has shown more than
a 40% reduction in crashes where a pedestrian was killed or injured.
●
The research also shows an overall 13% reduction in casualty
crashes involving all road users in streets where the lower limit
applies.
4
Speed, Crash and Injury Risk
Not So Fast!
TACKLING SPEEDS IN LOCAL
STREETS THROUGH INFORMATION,
PROMOTION AND ENFORCEMENT
Most Victorian Councils have either initiated or developed a
comprehensive road safety strategy under the umbrella of the
Saferoads initiative. These strategies recognise the capacity of local
government to promote road safety based on its close ties with all
sectors of the community and the detailed knowledge of local issues.
A reduction in speeding is one of the major initiatives identified in
both State and local government road safety strategies.
Tackling Speeding at the Local Level
●
The Not So Fast program is based on a partnership between the
Council, the community and Police. It draws on the strengths of
each as follows:
Council
-
plays a leadership role in organising the necessary resources
and developing a well-structured program, within the context
of its overall road safety strategy.
-
provides the skills and expertise in community liaison,
information dissemination, traffic engineering and data analysis
to identify those streets and locations where significant
problems exist and where action should be focused.
Community
-
speeding is one of the major concerns of residents; this can
facilitate cooperation and support through various community
groups and active individuals.
-
local facilities such as schools, early childhood centres,
recreational centres, libraries, sporting complexes and
multi-cultural community centres provide an extensive network
for the dissemination of information that can influence attitudes
and beliefs.
-
groups such as Neighbourhood Watch, local business
associations, individual companies and corporations, older
persons’ organisations, school and pre-school parents’
associations are concerned with neighbourhood issues and can
be approached to provide support, as well as organisations
such as the SES and CFA.
Tackling Speeds in Local Streets through Information, Promotion and Enforcement
Not So Fast!
5
-
RoadSafe Community Road Safety Councils throughout Victoria
are involved in many local road safety campaigns. These groups
can provide assistance in implementing communication and
awareness programs in collaboration with local government.
Police
-
the reduction of speeding is one of the key road safety objectives
of Victoria Police.
-
enforcement combined with well executed information and
promotion campaigns has the potential to influence behaviour
on the roads.
-
the use of modern speed detection technology enables many
more vehicles to be checked across a greater geographical area,
increasing the awareness of Police presence.
The Speed Observation Trailer
●
The aim of the speed observation trailer is to increase driver
awareness of excessive speeds and encourage drivers to slow down.
It has been used by a number of municipalities (for example Casey,
Monash, Frankston, Mornington Peninsula) and more are planning to
do so. It can play a useful role as part of a broader program tackling
speeding:
What it Does
-
the device measures and displays the actual speed of an
approaching vehicle using radar and a screen mounted on the
trailer; a sign can also display the speed limit applying to the
road.
- the trailer can be placed on the side of the road and its mobility
enables easy re-location to different sites.
Is it Effective?
-
a number of studies on the effectiveness of the trailer indicate a
short term decrease in speeds at the locations where they are
used.
How Should it be Used?
-
6
the use of a speed trailer in isolation and for only short periods
limits its potential effectiveness; supporting publicity and
education provide a means of educating motorists about the link
between speeding and crash risk.
Tackling Speeds in Local Streets through Information, Promotion and Enforcement
Not So Fast!
-
the impact of the speed observation trailer is likely to be
increased if:
- use is repeated at particular sites;
- it forms part of a wider program combining education
and promotion, and is supported by visible Police
enforcement.
A Note on Local Area Traffic Management
●
The Not So Fast program does not specifically involve the
simultaneous implementation of a wide range of traffic engineering
measures that contribute to the reduction in speed. Nevertheless,
the application of local area traffic management treatments forms an
essential part of the overall approach to controlling speeds. Such
measures should be used as an integral part of a broader program:
The Value of Engineering Measures
-
the advantage of many traffic engineering measures is that they
are often self-enforcing; a well designed roundabout or gateway
treatment can be very effective in reducing speed without the
need for policing.
-
traffic engineering measures are usually developed to meet a
number of safety and amenity objectives. The potential for
crashes in a particular area can be reduced, and the enjoyment
of using local shopping areas, social facilities and individual streets
increased. The mobility and independence of groups such as the
elderly and people with disabilities can be enhanced.
Good Design Practice
-
a proliferation of cross-intersections and junctions increases the
risk of crashes; street layouts that induce lower speeds, avoid
vehicle and pedestrian conflict, and reduce potential hazards
create inherently safer conditions for all road users.
-
in residential areas traffic volumes are typically low. Crashes
are diffused throughout the local street network - in general,
crash and speed reduction measures in local streets need to
be area wide, in contrast to individual treatments on heavily
trafficked roads that can be effective in specific locations.
-
local area traffic management also comprises a number of
specific techniques for reducing speeds; these include road
closures, reduced pavement width, introduction of slow points,
traffic islands, speed humps, road surface treatments, local
precinct speed limits and other means.
-
lower speed zones can be applied to operate permanently or
part time; 40 km/h time based limits have special application
outside schools and other special areas such as local shopping
precincts and recreational areas.
Tackling Speeds in Local Streets through Information, Promotion and Enforcement
Not So Fast! 7
PROGRAM DEVELOPMENT AND PRE-LAUNCH
CHECKLIST
The following checklist identifies some key steps toward the development of a program that fits
the needs of individual Councils. The list of actions included is not exhaustive - officers who
undertake program development should use the checklist only as a general guide. Consequently,
individual Councils will be able to identify many other community groups that might be approached
to contribute to program development or become involved in specific actions and activities.
Adequate lead time should be allowed to enable all phases of program planning to be organised
successfully - at least two months if a speeding program is being developed for the first time.
1.1
Policy and
Strategic Context
1.2
Program
Responsibility
1.3
Collection of
Information
8
●
Consult the Council’s road safety strategy and confirm
the significance of speeding as a key issue
●
Review current speeding countermeasures and identify
additional actions set out in the road safety strategy
●
Determine how the proposed program fits within the
Council’s road safety goals and objectives in order to
facilitate funding and approval
●
Nominate a project officer with responsibility for
planning and coordination
●
Establish roles and responsibilities of project team
members selected from relevant areas of Council
(eg public relations, human services, engineering)
●
Collate statistics held by Council on traffic speeds, speed
offences, road crashes, residents’ complaints; seek
additional data from VicRoads and Police if required to
profile the speeding problem
●
Carry out a survey of residents’ views if needed to
augment available information about their concerns, and to
help identify problem locations
●
Select the streets and locations that will form the basis of
the speed awareness program
●
Identify relevant groups and individuals that can make an
effective contribution by direct involvement in the program
- such as local Police, major local businesses, Migrant
Resource Centres, Neighbourhood Watch
●
Liaise with and seek information from other Councils that
have undertaken similar programs or intend to
(see Contacts and Further Information, Page 15.)
Program Development and Pre-launch Checklist
Not So Fast!
1.4
Involvement of
Key Stakeholders
1.5
Planning and
Approval
1.6
Publicity and
Promotion
1.7
Speed Trailer
●
Establish contact and the potential for collaboration with
the VicRoads regional road safety coordinator and
appropriate RoadSafe group (see Attachment 1 for details)
●
Approach key stakeholders and obtain agreement from
business and community groups to support the program;
examine the potential for sponsorship by local businesses
and corporations
●
Seek Police support to commit enforcement resources and
to participate in public relations activity
●
Seek support in principle from local press to regularly
publicise activities
●
Use the materials provided or obtained from other
sources to develop a specific program suited to local
requirements including estimates of funding, equipment and
labour needs - as a basis for program approval
●
Develop suitable “branding” as a marketing and
promotional tool eg “Not So Fast”, “Operation 5k Less”;
consider designing a suitable program logo
●
Select the best timing for implementation, with the
possibility of linkage to the State level speed reduction
program - see the Road Safety Priorities Program calendar
for details of State programs (refer Page 17)
●
Establish a simple process for evaluation taking account of
any pre-program data collection that may be required
●
Undertake a review of existing resources and if necessary
seek support materials (eg suitable brochures, signage)
from organisations that may be in a position to offer
assistance such as TAC,VicRoads, the relevant
RoadSafe group
●
Design and produce banners, posters, stickers, flyers
(as required and as the program budget allows)
●
Consider the needs of local non English speaking groups
for information to be provided in other languages
●
Liaise closely with local media in line with Council
practices and available personnel; establish lead times
required for provision of text/copy to ensure its use
●
Purchase or hire a trailer for the duration of the program;
determine the schedule for its use including the need for
secure storage when not on site
●
Ensure adequate arrangements are in place in relation to
insurance and occupational health and safety issues
Program Development and Pre-launch Checklist
Not So Fast!
9
NOT SO FAST PROGRAM OUTLINE
The Not So Fast program identifies a range of possible activities, without being exhaustive or
costly to implement. It does, however, assume that activity will be reasonably concentrated for
the two to three months of its duration. Where appropriate, for example, in arranging photo
opportunities and issuing news releases, give due recognition to the support of key stakeholders
in the successful development and implementation of the program.
The effectiveness of the program will be increased by planning all steps well in advance and
coordinating support from different areas of Council that can contribute, under the direction
of a designated project officer. A “typical” program could be along the lines set out below.
Resource Item
Timing
Action
One Week Prior
to Launch
●
Issue a news release to outline the problem
of speed, the Council’s existing LATM and
black spot initiatives, and why such a program
is required and foreshadow its launch
News Release 1
Week 1
Program Launch
and Trailer at
Location 1
(Residential)
●
Photo opportunity for local press (including
trailer at first residential location)
Issue news release on the program
Article in Council Newsletter and/or in
Council page in local press
Commence distribution of materials eg
Question and Answer sheet in libraries and
placement of stickers on bins
Initiate discussion on community radio
Issue flyer to residents
Photo
Opportunity 1
News Release 2
Article 1
Commence and highlight enforcement at
Location 1
Initiate public relations opportunity with
Police
Photo
Opportunity 2
●
●
●
●
●
Week 2
●
●
Week 3
Trailer at
Location 2
(School)
●
●
●
●
●
Week 4
●
●
Week 5
Trailer at
Location 3
(Residential)
10
●
●
●
Relocate trailer to near school
Issue flyer to neighbours and parents
Photo opportunity of effects of speed on
injury severity using school children
Preliminary results from Location 1
News release on speeding near children
Question/Answer
Sheet
Flyer
Flyer
Photo
Opportunity 3
News Release 3
Police enforcement at Location 2
Comment from Police on why they are
“hitting hard”
Relocate trailer to residential street
Issue flyer to residents
News release on Common Questions
Not So Fast Program Outline
Flyer
News Release 4A
Not So Fast!
Timing
Action
Week 6
●
●
Police enforcement at Location 3
Arrange for media coverage of views of
Police on progress to date
Further news release on Common Questions
Week 7
Trailer at
Location 4
(Strip Shopping
Centre)
●
Relocate trailer to strip shopping centre
●
Issue flyer to shopkeepers and shoppers
News release on human consequences of a
pedestrian accident
Week 8
●
●
●
●
Flyer
Photo
Opportunity 5
●
Relocate trailer to residential street
Issue flyer to residents
Photo opportunity to emphasise effects of
minor increases in speed on stopping
distances
Week 10
●
Police enforcement at Location 5
Week 11
Trailer at
Location 6
(Elderly
Precinct)
●
Relocate trailer to elderly precinct
eg retirement village
Issue flyer to residents
News release on difficulties for older
pedestrians
Week 12
●
Police enforcement at Location 6
Week 13
●
News release on overall results, future
plans, invite suggestions from residents
Article on overall results for Council
newsletter
Photo opportunity for Mayor and Police
releasing results
●
●
●
Not So Fast Program Outline
Photo
Opportunity 4
Flyer
News Release 5
News Release 6
●
●
News Release 4B
Police enforcement at Location 4
News release on positive impact of 50 km/h
including minor impact on travel time
Week 9
Trailer at
Location 5
(Residential)
●
Resource Item
Flyer
News Release 7
News Release 8
Article 2
Photo
Opportunity 6
Not So Fast!
11
A selection of activities from the following list could be
implemented and continue throughout the program:
●
Insertion/distribution of selected “key message” paragraphs in
local press, council newsletter, community radio (see Page 38).
●
Messages on Council “on-hold” phone system.
●
Inclusion of material on Council web page.
●
Responding to key articles and letters in the local press.
●
Use of the “thumbs up/ thumbs down” column in the local press.
●
Distribution of material via clubs, businesses, driving schools, fleet
operators, car dealers, Council offices, libraries, older persons’
groups, Neighbourhood Watch, schools, companies/business groups.
●
Location of a crashed vehicle at appropriate sites to heighten the
campaign message (eg shopping centre car parks).
●
Demonstrations of stopping distances at different speeds.
●
Demonstrations of enforcement equipment to community groups
and local media.
●
Provision of feedback to the Police on progress with the program.
●
Highlighting the completion of any new traffic management
treatments that impact on speed through the local press.
●
Arranging for speakers to address local community groups on
speeding issues.
●
Providing community service information to local radio; in the case
of larger non-metropolitan urban centres, provision of public
relations material to commercial radio stations and daily press.
●
Arranging for Police to provide “ride along” opportunities for local
reporters.
Note to Users of Resource Items:
If you adapt any of the “shell” news releases or other
materials, remember to fill in the gaps identified in red and
delete any such text where not required, prior to distribution.
12
Not So Fast Program Outline
Not So Fast!
EVALUATING THE PROGRAM
A decision whether to evaluate or not, and what aspects of the program
will be evaluated should be taken early. This enables the development of
an appropriate evaluation plan and the collection of the necessary data
prior to program commencement. The form of evaluation is influenced
by the scale of the program, the costs involved in seeking data and the
information that you wish to obtain.
Most community programs cannot afford highly complex evaluations,
nor are they necessarily required. Consideration should be given to:
●
documentation of the process of developing the program and steps
in its implementation, including any barriers and difficulties
encountered and overcome.
●
a simple questionnaire given to residents in affected locations asking
about awareness of and reactions to the program; if appropriate a
pre and post campaign questionnaire exploring knowledge of speed
issues, changes in self reported behaviour, and acceptance of the key
aspects of the program can be incorporated.
●
a focus group discussion with residents.
●
depending on the content and scale of the program, indicators such
as the following can be measured using before and after
observations:
-
●
driver attitudes and behaviours in relation to speeding;
comparison of data from the speed trailer with past speed
surveys on relevant streets;
travel speed profiles at representative sites;
speed related enforcement statistics and offence rates.
evaluation of program coverage - see table (page 14) for some
useful information that can be documented.
Even simple forms of evaluation will give Council officers,
Police and the community valuable feedback on how
successfully the project has proceeded and how well it has
achieved its objectives. A key benefit of evaluation is that it
can make any follow-up programs much more effective the
next time around.
Evaluating the Program
Not So Fast!
13
Evaluation of Program Coverage and Reach
Education and Promotion
Activities
●
Number of press releases
issued, articles presented in
the local press and
Council newsletter
●
Extent of any positive or
negative feedback from
residents on the program
●
14
Number of fact sheets or
flyers distributed - eg to
schools, businesses, ethnic
community centres
●
Number of announcements
made on local radio
●
Extent to which
promotional materials were
utilised - eg banners,
stickers, billboards
Evaluating the Program
Speed Observation
Trailer/Enforcement
●
Details of the placement of
the speed observation
trailer by location/duration
●
Number of vehicles passing
selected trailer sites
●
Details of when Police were
enforcing local limits
●
Number of speeding
infringements issued
●
Extent of any positive or
negative feedback from
residents about the use of
the speed trailer or level of
enforcement
●
Use of data recorded by
the speed trailer
Not So Fast!
1. Contacts and Further
Information
●
Contacts in Other Councils
●
Roadsafe Community Road Safety Councils
●
Papers / Reports
●
Materials
●
VicRoads Regional Offices and RoadSafe Community
Road Safety Councils
Contacts and Further Information
Not So Fast!
15
Available on CD-ROM
CONTACTS AND FURTHER INFORMATION
CONTACTS IN OTHER COUNCILS
Casey
A three month campaign to tackle speeding through a combination of promotion, community
involvement and Police enforcement was conducted during 2001. A speed observation trailer
was used as an integral part of the campaign. The experience gained in planning and
implementation can be of value to program development in other areas.
Contact: Robin Tiffany, Road Safety Officer, Phone 9705 5382
Frankston
Speeding on local streets is a major area of concern for residents and Council, with extreme
forms of behaviour displayed by some motorists. A high rate of motor vehicle ownership, the
design of older streets and a youthful population may be contributing factors. Frankston City has
a structured process for responding to speeding issues including local area traffic management
and wide experience in the use of the speed observation trailer, including evaluation of results
obtained.
Contact: Kevin Van Boxtel,Transportation Planning Coordinator, Phone 9784 1880
Monash
Emphasis in the Council’s speed reduction program has been on enforcement and the use of the
speed observation trailer. The links between the Council and local Police are strong and are seen
as essential for achieving compliance and changing driver behaviour.
Contact: Terry Tillotson, Senior Transport Engineer, Phone 9518 3439
ROADSAFE COMMUNITY ROAD SAFETY COUNCILS
RoadSafe Community Road Safety Councils draw membership from their local communities and
run road safety campaigns at a regional level. Currently, twenty-four RoadSafe groups operate in
local partnerships across Victoria, developing and delivering targeted road safety programs
to address key local issues.
RoadSafe groups link in closely with local road safety strategies, State wide campaigns and other
key initiatives, to improve safety for all road users. Membership varies from group to group and
usually includes local government,Victoria Police and community representatives, who all bring a
wealth of local knowledge to planned activities. Most groups meet monthly and can lend valuable
support to local road safety promotions. Contact details can be obtained through VicRoads
regional offices, which provide administrative support to each group (see Page 18).
16
Contacts and Further Information
Not So Fast!
PAPERS/REPORTS
Available on CD-ROM
“An Example of Community-based Speed Education Initiatives”, John P Wall,
Road and Traffic Authority, NSW - Presented at the National Speed and Road Safety
Conference, June 2001.
The paper outlines the results of a literature search seeking information on best practice examples
for Community Speeding Interventions within Australia and overseas. A summary of programs
including different emphasis on community action, enforcement and use of the speed trailer is
provided. Numerous practical ideas for potential inclusion in local programs are noted.
“Guidelines for Developing a Municipal Speed Enforcement Program”, National
Highway Traffic Safety Administration, USA - Obtainable from the NHTSA
website www.nhtsa.dot.gov/people/injury/enforceprogram
The paper provides a step by step guide to both law enforcement and community representatives
to assist in the development of municipal speed enforcement programs (and other traffic safety
programs). Suggestions are provided that can support the enforcement effort using public
information and education. Although more directly applicable in USA settings, some useful ideas
are presented.
“Evaluation of 50 km/h Speed Limits in Victoria: Summary of Interim Analysis of all
Crashes and Crashes Involving Pedestrians”, S. Newstead, E. Hoareau and M. Cameron,
Monash University Accident Research Centre, March 2002.
The paper presents interim results of the effect of the 50 km/h limit in the first five months after
its implementation. The analysis shows reductions in overall casualty crash frequency on roads
with the default limit, a reduction in pedestrian casualty crashes, and fatal and serious injury crashes.
The study will be updated at six monthly intervals as additional crash data becomes available.
“Speed Trailer Device Evaluation Study”, Prepared for VicRoads Metropolitan South
East Region,Turnbull Fenner,Traffic Engineers and Transport Planners, September
2001.
The evaluation presents the results of a study of the effectiveness of the speed trailer device in
reducing speeds in residential streets. The device was trialed in ten residential streets in the
municipalities of Frankston and Mornington Peninsula. The sites were chosen on the basis of a
history of resident complaints and available traffic data. The study showed significant reductions
in speed while the trailer was in place. Some aspects of the accuracy and limitations of the device
are discussed.
MATERIALS
●
“Impact Speed - Will you stop in time?”
Pocket Size Card Issued by the Australian Transport Safety Bureau, Commonwealth
Department of Transport and Regional Services, Phone 1800 621 372
●
“Road Safety Priorities Program” A booklet distributed by VicRoads providing
details of forthcoming Statewide road safety activities, including times of the year
when the focus is on the enforcement of speed limits and associated publicity
campaigns.
Contacts and Further Information
Not So Fast!
17
Available on CD-ROM
VICROADS REGIONAL OFFICES AND ROADSAFE COMMUNITY
ROAD SAFETY COUNCILS
VicRoads Regional Road Safety Staff
For advice and support in the development of road
safety programs, contact the Road Safety Coordinator
in the nearest VicRoads regional office.
Metropolitan South East Region:
12 Lakeside Drive, BURWOOD EAST, 3151
Phone: 9881 8050
Metropolitan North West Region:
499 Ballarat Road, SUNSHINE, 3020
Phone: 9313 1180
Eastern Region:
120 Kay Street,TRARALGON, 3844
Phone: 5172 2640
Western Region:
Learmonth Road, BALLARAT, 3350
Phone: 5333 8780
North Eastern Region:
50-52 Clarke Street, BENALLA, 3672
Phone: 5761 1812
Northern Region:
57 Lansell Street, BENDIGO, 3550
Phone: 5434 5057
South Western Region:
180 Fyans Street, GEELONG, 3220
Phone: 5223 3102
RoadSafe Community Road Safety Councils
RoadSafe Community Road Safety Councils draw
membership from their local communities, developing
and delivering targeted road safety programs to
address key local road safety issues. RoadSafe can
lend valuable support to road safety promotions,
as each group links closely with local road safety
strategies, State wide campaigns and other regional
initiatives. Membership usually includes local
government,Victoria Police and community
representatives, who all bring a wealth of local
knowledge to planned activities. Most groups meet
monthly.
Contact can be made as follows:
Metropolitan Groups
Peninsula
Municipalities:
Mornington Peninsula, Frankston
Phone: 9881 8013
RoadSafe Outer South East
Municipalities:
Casey, Cardinia, Greater Dandenong
Phone: 9881 8018
RoadSafe Inner South East
Municipalities:
Glen Eira, Bayside, Stonnington, Kingston
Phone: 9881 8016
RoadSafe Inner Eastern
Municipalities:
Monash, Booroondara,Whitehorse, Manningham
Phone: 9881 8017
RoadSafe Melbourne Eastern Ranges
Municipalities:
Yarra Ranges, Knox, Maroondah
Phone: 9881 8019
RoadSafe Westgate
Municipalities:
Maribyrnong, Wyndham, Hobson’s Bay
Phone: 9313 1182
RoadSafe Inner Melbourne
Municipalities:
Melbourne,Yarra, Port Phillip
Phone: 9313 1284
RoadSafe Inner Northern
Municipalities:
Melbourne, Darebin, Moonee Valley, Moreland
Phone: 9313 1178
RoadSafe North Eastern
Municipalities:
Nillumbik,Whittlesea, Banyule
Phone: 9313 1189
RoadSafe North Western
Municipalities:
Hume, Melton, Brimbank
Phone: 9313 1176
18
Contacts and Further Information
Not So Fast!
Available on CD-ROM
VICROADS REGIONAL OFFICES AND ROADSAFE COMMUNITY
ROAD SAFETY COUNCILS
Rural Groups
RoadSafe Central Gippsland
Municipality:
La Trobe
Phone: 5172 2664
RoadSafe Baw Baw
Municipality:
Baw Baw
Phone: 5172 2303
RoadSafe East Gippsland
Municipalities:
East Gippsland,Wellington
Phone: 5152 0351
RoadSafe South Gippsland
Municipalities:
South Gippsland, Bass Coast
Phone: 5172 2664
RoadSafe Central Highlands
Municipalities:
Central Goldfields, Ararat, Ballarat, Pyrenees,
Hepburn, Moorabool
Phone: 5333 8780
RoadSafe Wimmera
Municipalities:
West Wimmera, Hindmarsh, Horsham,
Yarriambiack, Northern Grampians
Phone: 5381 9440
RoadSafe Goulburn Valley
Municipalities:
Campaspe, Murrindindi, Shepparton, Strathbogie,
Mitchell, Moira
Phone: 5831 7474
Contacts and Further Information
RoadSafe North East
Municipalities:
Moira, Delatite,Wangaratta,Wodonga, Indigo,
Towong, Alpine
Phone: 5722 1988
RoadSafe Central Victoria
Municipalities:
Bendigo, Mt Alexander, Macedon Ranges, Loddon,
Phone: 5434 5048
RoadSafe Central Murray
Municipalities:
Swan Hill, Gannawarra, Buloke
Phone: 5434 5048
RoadSafe Mildura
Municipality:
Mildura
Phone: 5021 3662
RoadSafe Barwon
Municipalities:
Geelong, Golden Plains, Queenscliff, Surf Coast
Phone: 5225 2513
RoadSafe Colac
Municipalities:
Colac/Otway, Corangamite
Phone: 5225 2558
RoadSafe Western District
Municipalities:
Glenelg, Moyne, Southern Grampians,Warrnambool
Phone: 5561 9214
Not So Fast!
19
Available on CD-ROM
2. News Releases
20
News Releases
1
A Review of Problems
2
New Speed Campaign
3
Slow Down Near Children
4A
Speeding - Some Questions Answered
4B
Speeding - More Questions Answered
5
Human Cost of a Pedestrian Crash
6
Benefits of 50 km/h Default Speed Limit
7
Older Pedestrians
8
Program Success
Not So Fast!
News Release 1:
It is NOT OK to Speed in (Council Name)
A review of the problems attributed to speeding drivers in (Council Name) has been completed
recently.
Each year it is estimated that excessive speed is involved in over 40% of fatal crashes and in over
30% of casualty crashes. The result means that at least XX road users are killed or injured by
speeding drivers within our municipality said (Name).
Speed related risks in built up areas are greater than most people realise. Half of Victoria’s road
deaths and hospitalisations from crashes occur in zones up to 60 km/h.
Driving only 5 km/h more in these zones doubles the risk of crash involvement; 10 km/h more
doubles the risk again. These findings counter the belief that it is safe to drive 5 or 10 km/h
above the speed limit.
(Name) said that for many years Council has been tackling high crash locations using a range of
traffic management measures. For example, (give examples of recently completed blackspot or LATM
installations). The annual cost of these programs is more than $ZZZ,000 or hundreds of thousands of
dollars.
However Council funds and police resources are limited and it is not possible to slow traffic or
to fix all problem locations on the NN,000 kilometres road network in the municipality.
The introduction of the 50 km/h default limit in built up areas has generated substantial benefits
but there are more to be gained. A higher proportion of drivers needs to stay within the speed
limits or even slower if required by poor weather or visibility.
The pay-off can be substantial. Driving 5 km/h slower would lead to 30% less pedestrian deaths
and 20% less serious trauma. If all Victorian motorists decreased average speed by 5 km/h, last
year 95 lives and 1300 serious injuries would have been saved.
Council has decided to initiate a new campaign over the next three months to promote speed
reduction amongst residents and motorists. The campaign will be launched next week by (Name)
and all are urged to play their part in making our local roads safer for everyone.
Media contact:
(Contact name and details)
News Releases
Not So Fast!
21
News Release 2:
New Speed Campaign for (Council Name)
(Operation Name) was launched today by (Name). The three month campaign aims to tackle the
problem of speeding in (Council name). The focus will be on local streets, near retirement
villages and schools, and in shopping strips.
(Name) was speaking in (street name) where the Council’s advisory speed trailer was switched on
for the first time. …......... (provide justification for this location eg high proportion of drivers speeding).
The trailer provides advice to motorists on their travel speeds and publicises the 50 km/h default
speed limit in built up areas. It is not an enforcement device and is provided by Council as a
courtesy to motorists.
Over coming weeks the trailer will be placed at a number of other dangerous locations
through-out the municipality where there is a known speed problem, a high level of resident
complaints or a high crash rate.
Police have agreed to support the program with a specially targeted enforcement effort. Publicity
materials such as stickers and information sheets will be made available to motorists and residents.
Council believes that too many residents are killed and injured each year by motorists driving
over the speed limit or inappropriately for the conditions. (Name) said that he/she was shocked
to learn that speeding drivers kill and injure more people in local streets than do drinking drivers.
He/she said that motorists have to accept the message that speeding, even slightly over the limit,
is dangerous.
The new 50 km/h default speed limit has already delivered major safety benefits, particularly for
pedestrians. The effectiveness of the new limit shows that even small reductions in speeds can
have a major impact on casualties.
(Name) said that most drivers recognise that lower speeds in local streets have only a minor
impact on travel times as most of the journey will be on arterial roads. All motorists and
residents are urged to support the campaign.
Media contact:
(Contact name and details)
22
News Releases
Not So Fast!
News Release 3:
Slow Down Near Children
(Name) Council is urging drivers to slow down in areas frequently used by children.
(Name) said that children are smaller, harder to see, less predictable and more impulsive than
other pedestrians. A reduced speed gives both the driver and pedestrian more time to react to
situations and significantly increases the rate of survival if a car hits a child.
A child hit by a car travelling at 60 km/h has virtually no chance of surviving, whereas at 40 km/h,
a child has about an 80% chance of surviving.
Speeding is not just going faster than the speed limit but also travelling too fast to be able to stop
in time to avoid hitting another vehicle or pedestrian. Keeping strictly to the speed limit may be
as unsafe as breaking it.
What can Drivers do?
●
Drive slowly on residential roads - no more than 40 km/h where roads are narrow and
parked vehicles can hide children.
●
Slow down when you see children - remember they are unpredictable. Slow down near
schools, buses, parks, playgrounds and ice-cream vans.
●
Look out for children at crossings and at junctions and be prepared to stop.
●
Be prepared to stop at Children’s Crossings and do not move off until the children are
back on the pavement.
(Name) said that speeding needed to become as socially unacceptable as drink driving.
Every time you get in your car think about the speed at which you drive. Make a conscious
effort to ease off the accelerator just that little bit and keep within the speed limit. Just a few
kilometres per hour less could save a life - it could be your own or one of your neighbours!
Suggestion: Use children to emphasise the rapidly increasing risk of injury as speed increases.
(See the data in News Release 5, Paragraph 2).
Media contact:
(Contact name and details)
News Releases
Not So Fast!
23
News Release 4A:
Speeding – Some Questions Answered
(Name) said that since the launch of the Council’s (Operation Name), many residents have raised
questions and issues with Council officers about speeding.
The 50 km/h default speed limit was introduced in built-up areas because even small reductions
in vehicle speed can greatly improve safety for all road users, especially pedestrians and cyclists.
Speeding on local streets is a major problem for the municipality – they cause more crashes than
drink drivers. At least one-third of the 2400 people killed or injured on local streets each year
are a result of speeding. (Name) said that these crashes cause untold pain and suffering to
families and cost the Victorian economy in excess of $170m each year.
Speed is a key factor in increasing the risk of being involved in a crash, as well as the severity of
crashes. For every 5 km/h increase in speed over 60 km/h the risk of collision doubles.
Furthermore (Name) said that the severity of a crash increases four times if you double the speed
at which a crash occurs. For example, the level of injury in a 60 km/h crash is four times the
level of a 30 km/h crash.
If hit by a vehicle at 60 km/h, a pedestrian has virtually no chance of survival; at 50 km/h the
chance of survival is only 20%, at 40 km/h it is 80% and at 30 km/h the chance of survival is 90%.
This is a clear argument for slowing down (Name) said.
Remember that if there's no sign, it's 50 km/h default speed limit in built up areas. Streets where
the speed limit is higher or lower than 50 km/h are signed in the normal way.
Media contact:
(Contact name and details)
24
News Releases
Not So Fast!
News Release 4B:
Speeding – More Questions Answered
Today (Name) said that questions about the current (Operation Name) continue to arrive at the
(Council Name).
The Council is serious about tackling the speed problem. In addition to our on-going traffic
management works, we have implemented (Operation Name) in conjunction with the police
(Name) said. This has involved placing a speed trailer at problem locations to provide advice to
motorists on their travelling speeds. A range of other activities is being used to spread the
message such as distribution of stickers and brochures to motorists and residents, and articles in the
local press.
Many citizens have asked whether police will be enforcing the speed limit. Police are continually
patrolling our streets and will issue fines of up to $1000 and demerit points to drivers who do
not comply with the regulations.
Based on changes in crash statistics since the new 50km/h default speed limit in built up areas
was introduced in 2001, it is clear that the new limit provides major safety benefits. Further,
there has been a minimal impact on vehicle travel times, as most trips involve little travel on local
roads. Less than 30 seconds is added to most trips.
There are even fuel reduction benefits from travelling at 50km/h. Using lower gears causes less
wear and tear on a vehicle and may increase engine efficiency and reduce pollution in the long
term.
It is in all our interests to reduce speeds in built up areas (Name) said.
Media contact:
(Contact name and details)
News Releases
Not So Fast!
25
News Release 5:
Human Cost of a Pedestrian Crash
Pedestrians are put at great risk when motorists drive 5 or 10 km/h above the speed limit.
(Name) said that over the last five years on the roads in (Name Council) there have been
XX pedestrian fatalities and YYY injuries. The higher the vehicle speed the more severe the
injuries. Whereas eight out of ten pedestrians will survive a 40 km/h crash, this figure drops
to two out of ten at 50 km/h; at 60 km/h there is virtually no chance of survival.
Suggestion: locate a local pedestrian victim of a speeding driver and draw out the financial,
family, work and other impacts such as pain and suffering.
Drivers need to remember that on dry roads, it takes 52 metres to stop from 65 km/h and
45 metres to stop from 60 km/h.
Reducing from 65 km/h to 60 km/h can mean the difference between no impact and colliding
at 32 km/h.
Media contact:
(Contact name and details)
26
News Releases
Not So Fast!
News Release 6:
50 km/h Default Limit Providing Benefits to All
There has been a big reduction in crashes on local streets since the introduction of the
50 km/h default speed limit in built up areas. An evaluation conducted by the Monash University
Accident Research Centre (MUARC) showed a more than 40% reduction in crashes where a
pedestrian was killed or injured.
The research also showed an overall 13% reduction in all casualty crashes involving all road users.
These results mean that hundreds of families have been spared the pain and suffering of a family
member being involved in a serious crash.
The effect on individual trip times is negligible and is generally restricted to the beginning and the
end of each journey. For example, reducing your average speed from 60 km/h to 55 km/h will
increase trip times by less than 30 seconds per day.
(Name) said that the Council’s (Operation Name) is providing further support for the push for
lower speeds. Data from the first six weeks of the campaign show that while most drivers are
heeding the message, there is still a substantial proportion who are creating a dangerous situation
for other road-users.
Suggestion: provide 2-3 paras on the number of speedsters identified by the trailer and by
police, any community feedback, comments on the levels of speeding at the 3 different locations,
the role of the trailer as an educational tool etc.
Media contact:
(Contact name and details)
News Releases
Not So Fast!
27
News Release 7:
It is Difficult for Older Pedestrians
For the next two weeks, the (Program Name) speed trailer will be located outside the (Name of
retirement village).
Speeding drivers cause real problems for the elderly. Last year in Victoria, there were XX
pedestrians aged 60 years and older killed or injured. Without active intervention effort, this
figure is likely to increase in the years ahead as the population ages.
(Name) said that not only are they injured more often, their injuries are more severe. Older
pedestrians often require greater hospital, medical and rehabilitation than their younger
counterparts.
Declines in abilities such as vision, hearing and agility occur for many elderly persons. Other
health conditions in combination with prescription medications may also affect their road safety
judgement.
While older people may be able to compensate for these restrictions by allowing greater time
before crossing the road, an unexpected speeding driver can create a very dangerous situation.
Most road users are generally poor at assessing the speed of an approaching vehicle and it is
especially a problem for older people. Moreover, they are less likely to be able to avoid the
sudden onset of a fast car.
Crashes involving older pedestrians commonly occurred in zones 60 km/h and below, at
intersections (especially uncontrolled ones), during daylight and often in good weather.
(Name) said that drivers need to be aware that even when conditions are good they need to
take extra care if elderly pedestrians are about.
Suggestion: a picture of some senior citizens standing beside a busy urban arterial outside their
old folks’ home.
Media contact:
(Contact name and details)
28
News Releases
Not So Fast!
News Release 8:
(Program Name) a Great Success
(Program Name) has reduced speeding in local streets by an average of XX%. In releasing the
results of the program, the Mayor of (Council Name), (name) said that “If this improvement can be
maintained in the longer term, major savings in lives and injuries will result”.
(Name) said that the 3 month program could not have been carried out without essential support
from many community members including Council, police,VicRoads, (Organisation Name), (Name)
and (Name).
Council had arranged for a courtesy advisory speed trailer to be placed at a number of locations
in local streets, in a strip shopping centre and outside a school and a retirement village. All were
locations with a known history of speeding.
Other components of the program were:
●
a significant level of activity by the police
●
distribution of stickers to…..
●
distribution of flyers to residents in areas where the trailer was placed
●
(list the other key activities undertaken)
Include 3-4 paragraphs on details of evaluation
Suggestion: Try to include some information on each location to illustrate that the problem is
wide spread.
(Name) said that this was a great result which showed that most residents now recognised that
speed was as dangerous as alcohol on our roads.
Over the next few months Council intends to place the trailer in other locations to keep the
“slow down” message uppermost in motorists’ minds.
Council intends to mount a similar campaign next year. (Name) invited residents with comments
and suggestions on the program to write to (name, address).
Suggestion: include a picture of the Mayor and of the trailer in operation with a simple graph of
the reduction in speeding drivers overlaid.
Media contact:
(Contact name and details)
News Releases
Not So Fast!
29
Available on CD-ROM
3. Photo Opportunities
There are a number of photo opportunities which could be arranged to
support the campaign:
1. Launch of the campaign including the release of the program, the
trailer and supporting materials (Week 1)
2. Commencement of police operations at Location 1 including display
of enforcement equipment (Week 2)
3. Use of school children to demonstrate the decreasing chance of
survival in a pedestrian crash as speed of impact increases
(Week 3)
Suggestion: Could be based on data from News Release 5,
paragraph 2
4. Relocation of trailer to shopping strip (Week 7)
Suggestion: Use local shoppers/traders to argue need for lower
speeds
5. To emphasise the major effects on stopping distances of minor
increases in speed (Week 9)
Suggestion: Could be based on data from the graph on Page 4
6.
30
Photo Opportunities
The Mayor and police releasing overall results and future plans
(Week 13)
Not So Fast!
Available on CD-ROM
4. Articles
Articles
1
Council Aims to Cut Speeds
2
(Program Name) Reduces Speeds and Increases Safety
Not So Fast!
31
Article 1:
Council Aims to Cut Speeds
On (Date), the Mayor launched a new three month program called (Program Name) which aims
to tackle the problem of speeding in local streets, near retirement villages and schools and
in shopping strips.
A key component of the campaign will involve placement of a speed trailer at a number of
dangerous locations throughout the municipality where there is a known speed problem, a high
level of resident complaints or a poor crash record. The first location for the trailer is in
(Street name) where (provide justification for this location eg high proportion of drivers speeding).
The trailer provides advice to motorists of their travel speeds and publicises the relevant speed
limit on a specific road. It is not an enforcement device and is provided by Council as a courtesy
to drivers.
Police have agreed to support the program with a specially targeted enforcement effort. Publicity
materials such as stickers and information sheets will be made available to motorists and
residents.
Council believes that too many residents are killed and injured each year by motorists driving
over the speed limit or inappropriately for the conditions. (Name) said that he/she was shocked
to learn that speeding drivers kill and injure more people in local streets than do drinking drivers.
Motorists have to accept the message that speeding, even slightly over the limit, is dangerous.
Each year Council is funding treatment of a number of blackspots and installation of devices such
as road humps to slow traffic. However (Name) said that these programs are expensive and can
never provide a Council wide solution.
Also, as on-going enforcement in the majority of low volume local streets is unable to be
sustained all year round, residents need to adjust their driving behaviour to make conditions safer.
The new 50 km/h default speed limit in built up areas has had major safety benefits already,
particularly for pedestrians. The effectiveness of the new limit shows that even small reductions
in speeds can have a major impact on casualties.
(Name) said that most drivers recognise that lower speeds in local streets have only a minor
impact on travel times as most of the journey will be on arterial roads. All motorists and
residents are urged to support the campaign. It might mean the difference between life and
death.
Further information can be obtained by contacting the Council at (Contact Details).
32
Articles
Not So Fast!
Article 2:
(Program Name) Reduces Speeds and Increases Safety
(Program Name) has reduced speeding in local streets by an average of XX%. If this improvement
can be maintained in the longer term, major savings in lives and injuries will result.
The program was carried out over 3 months and involved essential support from many
community members including Council, Police,VicRoads, (Organisation Name), (Name) and (Name).
A courtesy advisory speed trailer was placed at a number of locations in local streets, in a strip
shopping centre and outside a school and a retirement village. All were locations with a known
history of speeding.
Other components of the program were:
●
a significant level of activity by the Police
●
distribution of stickers to…..
●
distribution of flyers to residents in areas where the trailer was placed
●
(list the key activities undertaken)
Include 3-4 paragraphs on details of evaluation
Suggestion: If possible include some information on each location to illustrate that
the problem is wide spread.
Over the next few months Council intends to place the trailer in other locations to keep the
“slow down” message uppermost in motorists’ minds.
Council intends to mount a similar campaign next year. Residents with comments and
suggestions on the program are invited to write to (name, address).
Suggestion: Include a picture of the trailer in operation with a simple graph of
reduction in speeding drivers overlaid.
Articles
Not So Fast!
33
Available on CD-ROM
5. Fact Sheet
●
34
Fact Sheet
Everything You Wanted to Know about the
50 km/h Default Limit
Not So Fast!
Everything You Wanted
to Know about the
50 km/h Default Limit
Since the launch of the Council’s (Program Name), many
residents have raised questions with Council officers
about speeding. To assist residents sample questions
and answers have been provided below.
Why introduce a 50 km/h default speed limit in
built-up areas?
Even small reductions in vehicle speed can greatly
improve safety for all road users, especially pedestrians
and cyclists. For example, reducing speed from 60km/h
to 50 km/h, doubles the chance that a pedestrian will
survive a collision.
Fact Sheet
What is the extent of the crash problem on
local roads?
Speeding drivers on local streets cause more crashes
than drink drivers. At least one-third of the 2400
people killed or injured on local streets each year are a
result of speeding.These crashes cause untold pain and
suffering to families, and cost the Victorian economy in
excess of $170m each year.
Why is speed such an important factor in
crashes?
It is not safe to drive 5 or 10 km/h above the speed
limit. Speed dramatically increases the chances of being
involved in a crash, as well as the severity of crashes.
●
For every 5 km/h increase in speed over
60 km/h the risk of collision doubles.
●
The severity of a crash increases four times if you
double the speed at which a crash occurs. For
example, the level of injury in a 60 km/h crash is
four times the level of a 30 km/h crash.
Available on CD-ROM
How do I know if a street has a 50 km/h
default speed limit?
It is simple - if there's no sign, it's 50 km/h.
Streets where the speed limit is higher or lower than
50 km/h are signed in the normal way. For more
information about a specific local street,
contact (Name).
Will Police be enforcing the speed limit?
Police are continually patrolling our streets and will
issue fines of up to $1000 to drivers who do not
comply with the regulations.
What is our Council doing about it?
In addition to our on-going traffic management
works, we have implemented (Program Name) in
conjunction with the Police. This has involved placing
a speed trailer at problem locations to provide advice
to motorists on their travelling speeds. A range of
other activities is being used to spread the message
such as distribution of stickers and brochures to
motorists and residents, and articles in the local
press.
What are the benefits of the 50 km/h default
limit?
Evidence of the effectiveness of the new law in
Victoria supports research from other States and
overseas. The 50 km/h default speed limit in built up
areas provides major safety benefits, lower noise
levels and less pollution.
How does the 50 km/h default speed limit
affect vehicle travel times?
●
If hit by a vehicle at 60 km/h, a pedestrian has
virtually no chance of survival; at a speed of 30
km/h the chance of survival is 90%, at 40 km/h it is
80% but it reduces steeply to 20% at 50 km/h.
Lowering the speed limit in built-up areas has had
minimal impact on vehicle travel times, as most trips
involve little travel on local roads. Less than 30
seconds is added to most trips.
●
When braking, half the speed reduction
occurs in the final one-fifth of the stopping
distance.
Will the 50 km/h default speed limit increase vehicle
wear and tear, fuel consumption and pollution?
An independent report by Austroads found that
maintaining a speed of 50 km/h uses 4% less fuel than
travelling at 60 km/h. Using lower gears causes less
wear and tear on a vehicle and may increase engine
efficiency and reduce pollution in the long term.
This Fact Sheet is available from your local Council and VicRoads Bookshop. Phone (03) 9854 2782
35
Available on CD-ROM
6. Flyer for Residents of
‘Speed Trailer Streets’
●
36
Now Everyone Can See how Fast You Are Going
Flyer for Residents of “Speed Trailer Streets”
Not So Fast!
Now Everyone Can See how FastYou Are Going
Dear Owner/Occupier
The 50 km/h default speed limit in built up areas has reduced serious casualty crashes by 13% and
there have been even larger savings in pedestrian crashes.
However many motorists continue to drive over the limit.
To assist motorists in adjusting to the new speed limit, Council will be installing a portable trailer
mounted device in (street/road name) which will display the speed of on-coming vehicles and the
actual speed limit.
This trailer is part of our speed reduction awareness program (Program Name) to encourage
drivers to slow down, drive safely and be aware of pedestrians and other traffic. It will be used
across the municipality over coming months in local streets, outside schools and retirement
villages and in shopping centres.
You won't be booked by the courtesy speed check display - it's there as a friendly reminder to
watch your speed. Sometimes drivers don't realise just how fast they're going, particularly on
local roads they travel daily.
However, as part of (Program Name), it is essential that compliance be enforced. Therefore the
neighbourhood will be targeted for police enforcement, so be careful!
The presence of the trailer in local streets has been shown to achieve significant reductions in
vehicle speeds, particularly in the percentage of vehicles exceeding 50 km/h.
It is expected that the trailer will be in place for up to two weeks.
Should you wish to discuss any aspects of the initiative, or make any comment, you are welcome
to contact (Contact details).
Yours etc
Flyer for Residents of “Speed Trailer Streets”
Not So Fast!
37
Available on CD-ROM
7. ‘Key Message’
Paragraphs
Speed in Built Up Areas
Speed related risks in built up areas are greater than most people realise.
Half of Victoria’s road deaths and hospitalisations from crashes occur in
zones up to 60 km/h. Driving only 5 km/h more in these zones doubles
the risk of crash involvement; 10 km/h more doubles the risk again. These
findings demolish the belief that it is safe to drive 5 or 10 km/h above the
speed limit.
Speeding is not just going faster than the speed limit but also travelling
too fast to be able to stop in time to avoid hitting another vehicle or
pedestrian. Keeping strictly to the speed limit may be as unsafe as
breaking it.
Speeders on local streets cause more crashes than drunks. At least
one-third of the 2400 people killed or injured on local streets each year
are a result of speeding. These crashes cause untold pain and suffering to
families, and cost the Victorian economy in excess of $170m each year.
Speed dramatically increases the chances of being involved in a crash, as
well as the severity of crashes:
●
For every 5 km/h increase in speed over 60 km/h the risk of collision
doubles.
●
The severity of a crash increases four times if you double the speed at
which a crash occurs. For example, the level of injury in a 60 km/h
crash is four times the level of a 30 km/h crash.
●
If hit by a vehicle at 60 km/h, a pedestrian has virtually no chance of
survival; at a speed of 30 km/h the chance of survival is 90%, at 40
km/h it is 80% but it reduces steeply to 20% at 50 km/h.
●
When braking, half the speed reduction occurs in the final one-fifth of
the stopping distance.
The New 50 km/h Default Speed Limit
The new 50 km/h default speed limit in built up areas has had major safety
benefits already, particularly for pedestrians. The effectiveness of the new
38
Key Message Paragraphs
Not So36
Fast!
NOT SO FAST!
limit shows that even small reductions in speeds can have a major impact
on casualties.
The new 50 km/h default speed limit in built up areas has generated
substantial benefits but there are more to be gained. A higher proportion
of drivers needs to stay within the speed limits or even slower if required
by the conditions. The pay-off can be substantial. Five km/h slower would
lead to 30% less pedestrian deaths and 20% less serious trauma. If all
Victorian motorists decreased average speed by 5 km/h, last year 95 lives
and 1300 serious injuries would have been saved.
The Responsibility of all Drivers
Each year Councils spend millions of dollars on treatment of blackspots
and on installation of devices such as road humps to slow traffic. However
these programs are expensive and can never provide a municipality wide
solution. Also, Police resources are finite and on-going enforcement in the
majority of low volume local streets cannot be
sustained all year round. It is up to drivers to change their attitude
to speeding.
Drivers need to remember that on dry roads, it takes 52 metres to stop
from 65 km/h and 45 metres to stop from 60 km/h. Reducing from 65
km/h to 60 km/h can mean the difference between no impact and colliding
at 32 km/h.
Even small reductions in speeds can provide a substantial payoff. Five
km/h slower would lead to 30% less pedestrian deaths and 20% less
serious trauma. If all Victorian motorists decreased average speed by
5 km/h, last year 95 lives and 1300 serious injuries would have been saved.
The effect on individual trip times is negligible and is generally restricted
to the beginning and the end of each journey. For example, reducing your
average speed from 60 km/h to 55 km/h will increase trip times by less
than 30 seconds per day.
The Young and the Elderly
Children are smaller, harder to see, less predictable and more impulsive
than older pedestrians. A reduced speed gives both the driver and
pedestrian more time to react to situations and significantly increases
the rate of survival if a car hits a child. A child hit by a car travelling at
60 km/h has virtually no chance of surviving, whereas at 40 km/h, a child
has about an 80% chance of survival.
Declines in abilities such as vision, hearing and agility occur for many
elderly persons. Other health conditions in combination with prescription
medications may also affect their ability to use the road safely. While older
people may be able to compensate for these restrictions by allowing
greater time before crossing the road, an unexpected speeding driver can
create a very dangerous situation.
Key Message Paragraphs
Not So Fast!
39
Available on CD-ROM
8. Speed Trailers
Below are some examples of the different types of
speed trailers:
2
1
3
1. Transport Radar Speed Display (TRSD)
Manufactured by: A.D. Engineering Pty Ltd
2. Speed Observation Sign
Manufactured by: AH Plant Hire
3. Vehicle Speed Display
Manufactured by: Saferoads Pty Ltd
40
Speed Trailers
Not So Fast!