Safer Journeys action plan - safe road use continued

This page continues to set out the Safer Journeys actions for safe road use for 2011-2012, including increasing the safety of young drivers, reducing the impact of high-risk drivers, safe walking and cycling, and reducing the impact of distraction and fatigue.

Increasing the safety of young drivers

Area of high concern

Young drivers (aged between 15 and 24) are over-represented in both fatal and serious injury crashes, when compared to other New Zealand road users as well as their peers in other developed countries.

Over the period 2005 to 2009, young drivers were involved in 36 percent of fatal crashes and 38 percent of serious injury crashes. In 2009, young drivers were involved to 135 deaths and 978 serious injuries on our roads.

The number of people killed or seriously injured in crashes where a young driver was at fault has increased over the last 10 years at a rate higher than that for all road users over the same period.

Our 2020 goal

By 2020, we aim to reduce the road fatality rate of our young people from 17 per 100,000 population (of those aged 15 to 24) to a rate similar to that of young Australians of 12 per 100,000. In order to achieve this, a fundamental change is needed.

Focus areas

We need to increase the supervised experience of young drivers so when they first drive solo they are better equipped both in maturity and experience. We have identified three areas to focus on to increase the safety of young drivers.

Increase young driver education opportunities and uptake

Many young New Zealanders do not have access to quality road safety education, either at school or through professional driver training. This needs to be addressed.

Implement regulatory interventions

Raising the driving age and making the restricted licence test more difficult is expected to result in drivers being more experienced and safer when they first drive solo.

Targeted enforcement of young drivers

Police will target young drivers for enforcement because they have a high crash rate.

Table: Actions for increasing the safety of young drivers

Focus area	Actions	Responsibility
Increase young driver education opportunities and uptake	Implement the outcomes of the review of road safety education as appropriate.	NZTA/Police/local government/MoT
	Consider incentives for young driver training in the risk rating and levy setting process eg lower ACC levies where appropriate training has been completed.	ACC
Implement regulatory interventions	Raise the minimum driving age to 16.	MoT/NZTA
	Make the restricted licence test more difficult to encourage 120 hours of supervised driving practice.	MoT/NZTA
	Implement a zero BAC for drivers under 20.	MoT/NZTA/Police
	Implement fines and demerit point penalties for drivers under 20 who have a BAC between 0.00 and 0.03.	MoT/NZTA/Police
	Advertise legislative changes and enforcement of legislative changes.	NZTA
Targeted enforcement of young drivers	Use the road safety intelligence centre to develop profiles on young drivers to target the education and enforcement effort.	Police
	Enforce legislative changes through detection and deterrence of young offenders using a whole of police approach to deliver road policing enforcement.	Police

Table: Supporting actions to increase the safety of young drivers for 2011-2012

Focus area	Actions	Responsibility
Promotion	Raise public awareness of young driver crash risk, including: best practice young driver development parents and young driver awareness of the requirements for licensing of young drivers the conditions that apply to learner and restricted licence holders and the rationale for them	NZTA
Policy	Investigate vehicle power restrictions for young drivers.	MoT
	Investigate the introduction of maximum licence time limits for learner and restricted licences.	MoT
	Investigate the introduction of R plates for restricted licence holders.	MoT
	Further evaluate compulsory third party vehicle insurance.	MoT
	Further evaluate extending the learner licence period from 6 to 12 months.	MoT

Next steps 2013–15

The focus will be on implementing the regulatory changes and continuing to educate young drivers and those involved with them.  The aim of these changes is to significantly increase the experience of young drivers before they commence solo driving.

Reducing the impact of high-risk drivers

Area of medium concern

High-risk drivers are defined as drivers who have a history of dangerous and reckless driving, including disqualified drivers, unlicensed drivers, drivers involved in illegal street racing, repeat drink/drug drivers, high BAC offenders, repeat speed offenders and high-level speed offenders.

Since Safer Journeys was released, work has continued on the definition of high-risk drivers and their contribution to deaths and serious injuries. Using this new definition, 35 percent of at-fault drivers in fatal crashes were categorised as high-risk.  

Our 2020 goal

The revised Safer Journeys goal for high-risk drivers is to reduce the number of deaths and serious injuries resulting from crashes involving high-risk drivers.

Focus areas

We are continuing to develop our understanding of high-risk drivers. We are looking to develop tools to target high-risk drivers using combinations of community-based and regulatory changes as well as enforcement to make a difference.  We have identified three areas of focus.

Enhance community-based programmes that target high risk drivers

Support effective community based programmes that rehabilitate high-risk drivers.

Implement regulatory interventions

Introduce alcohol interlocks, which have proven to be effective in reducing repeat alcohol-impaired driving overseas.  Increase penalties to deter high-risk drivers, and introduce a ‘zero alcohol’ licence for drivers who have more than one alcohol-impaired driving offence or have been subject to an alcohol interlock.

Develop sector intelligence on high-risk drivers

Develop sector intelligence and then use this knowledge for targeted enforcement, education and rehabilitation approaches.

There are strong links between initiatives in the speed and alcohol areas that will also help to target high-risk drivers.

Table 15: Actions for reducing the impact of high-risk drivers for 2011-2012

Focus area	Actions	Responsibility
Enhance community based programmes that address high-risk driver needs	Expand driver licence assistance courses for unlicensed drivers, and support community-based programmes that are shown to be effective at rehabilitating high risk drivers.	NZTA/MoT/local government/ Police/ACC
Implement regulatory interventions	Consider incentives and disincentives to influence high-risk drivers through the risk rating process	ACC
	Increase penalties for all dangerous driving (including drink and drug driving) causing death.	MoT/MoJ
	Introduce the ability for Police to extend a 28-day licence suspension for up to three continuous periods where inquiries into a driver’s offending are ongoing.
	Enforce illegal street racing legislation (ongoing).	Police
	Evaluate the effectiveness of the illegal street racing legislation.	MoT
Develop sector intelligence  on high-risk drivers	Develop and make use of sector intelligence to target high-risk drivers — as part of a new Road Safety Intelligence Centre.	Police/NZTA/ ACC/MoT
	Develop and use specific enforcement programmes to target for high-risk drivers.	Police

Table 16: Supporting actions for reducing the impact of high-risk drivers for 2011-2012

Focus area	Actions	Responsibility
Research	Monitor the development of new technologies that could assist in the management of high-risk drivers.	MoT
Trial approaches to the management of high-risk offenders	Trial different approaches to rehabilitation for repeat alcohol impaired drivers.	MoT/MoH/local government

Next steps 2013–2015

The focus will be on using sector intelligence (developed during 2011-12) to develop more effective actions to target high-risk drivers.

Safe walking and cycling

Area of medium concern

Over the period 2005 to 2009, cyclists were involved in 3 percent of fatal crashes and an average of 119 were hospitalised (over 1 day). In 2009, cyclists were involved in 8 deaths on our roads and 102 were hospitalised (over 1 day).

Over the period 2005 to 2009, pedestrians were involved in 9 percent of fatal crashes and an average of 308 were hospitalised (over 1 day). In 2009, pedestrians were involved in 31 deaths on our roads and 306 were hospitalised (over 1 day).

Our 2020 goal

Reduce the crash risk for pedestrians and particularly cyclists, while at the same time encouraging an increase in the use of these modes through safer roading infrastructure.

Focus areas

Two focus areas is to improve safety for pedestrian and cyclists have been identified.

Education and training

Encouraging motorists, pedestrians and cyclists to share the road safely and improve their knowledge and skills. Increase motorist awareness of cyclists and pedestrians.

Support central, regional and non-government initiatives

The government will continue to support a range of central, regional and non-government initiatives that aim to reduce the crash risk of cyclists.

Table 17: Actions for safe walking and cycling for 2011-2012

Focus area	Actions	Responsibility
Education and training	Support of community-based cycle skills training that is provided to communities at risk in accordance with established national standards.	NZTA
	Promotion of the Official Road Code for Cyclists	NZTA
	Strengthening the learner license test, by reviewing questions relating to cycling and walking.	NZTA
Support central, regional and non-government initiatives	Investigate the feasibility and potential effectiveness of a national ‘share the road’ campaign while assisting with local ‘share the road’ campaigns and ‘model community’ projects.	NZTA/local government
	Input as required into regional land transport plans and road safety action plans.

There are also several actions in other areas that focus on providing safer road infrastructure that will contribute significantly to the walking and cycling area, such as:

• reducing vehicle speeds on roads used frequently by pedestrians and cyclists through the adoption of lower speed limits in urban areas, and treatments at high-risk urban intersections
• providing safe and convenient routes for pedestrians and cyclists, especially to and from work and school
• integrating land use and transport planning to provide for all modes of transport in safe and efficient ways
• changing the give-way rules.

Reducing the impact of distraction and fatigue

Area of medium concern

Over the period 2005 to 2009, fatigue contributed to 13 percent of fatal crashes and 7 percent of serious injury crashes. In 2009, fatigue contributed to 53 deaths and 190 serious injuries on our roads.

Over the period 2005 to 2009, distraction contributed to 10 percent of fatal crashes and 9 percent of serious injury crashes. In 2009, distraction contributed to 39 deaths and 229 serious injuries on our roads.

Of additional concern is that international research suggests that distraction and fatigue are under-reported and that fatigue could be a factor in up to 25 percent of fatal crashes.  In the past, efforts to reduce driver fatigue have been mostly focused on commercial drivers (this is because it is easier to influence fatigue in the workplace than in private vehicle use).

However, in the past neither area has received the focus that their contribution to crashes warrants.

Our 2020 goal

By 2020, we want to make New Zealanders’ management of driver distraction and fatigue a habitual part of what it is to be a safe and competent driver.

Focus areas

We have identified three areas of focus for this first action plan.

Educate users about fatigue and distraction

Many people are unaware of the risks of distraction and fatigue and the ways those risks can be reduced.  Improving education will help drivers to make safer choices.

Improve crash information on fatigue and distraction

Fatigue and distraction appear to be under-reported in the crash analysis system. Improving the data will improve our understanding of the problem and possible solutions.

Improve roading infrastructure

Fatigue crashes can be reduced by implementing known road engineering measures that reduce the number and/or severity of crashes involving fatigued drivers. 

Table 18: Actions for reducing the impact of distraction and fatigue for 2011-2012

Focus area	Actions	Responsibility
Educate users about fatigue and distraction	Improve road user awareness of the effects of fatigue and distraction on safety through advertising and education.	NZTA
Improve crash information on fatigue and distraction	Review current data collection methods and investigate opportunities for improved collection of fatigue and distraction-related crash information.	MoT
	Monitor research.	MoT
Improve roading infrastructure	Incorporate fatigue and distraction considerations when developing infrastructure guidance and programmes for high-risk rural roads.	NZTA

Table 19: Supporting action to reduce the impact of distraction and fatigue for 2011-2012

Focus area	Action	Responsibility
Co-ordination	Reinvigorate the Driver Fatigue Co-ordination Group to review progress on proposed actions and implement new actions.	MoT

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