1. Make Roads Safe – A decade of action for road safety 2010 - 2020
Health Promotion
World Health Organisation
Make Roads Safe – A decade of action for road safety

2. Health promotion - World Health Organisation
Commission for Global Road Safety
recommends:
Build management capacity
Influence road design and network management
Influence vehicle safety design
Influence road user behaviour and
Improve post crash care.
The UN launched a report calling for a Decade of Action for Road safety starting in 2010, with the goal of reducing the forecast level of road deaths by 2020 by 50%.
From Executive summary – Make Roads Safe – a decade of action for road safety
By 2015 road crashes are predicted by the WHO to be the leading cause of premature death and disability for children aged five and above. The epidemic on wheels – which already kills on the scale of malaria – will continue to kill more, as the number of those killed doubles to well over 2 million per year by 2030.
The Commission for Global road safety recommends a five pillar action plan (Ottawa Charter)
Build management capacity
Influence road design and network management
Influence vehicle safety design
Influence road user behaviour and
Improve post crash care.

3. National Injury Prevention and Safety Promotion Plan 2004 -2014
Prevention strategies may protect individuals from injury.
To develop prevention strategies we need to identify the major causes of injury.
There are specific sets of risk factors that increase a person’s risk of being injured.
Age, gender, drug use, geographic location, ethnicity, socio-economic status and occupation.
Some of these are modifiable.
Figure 1: Elements of the Australian Injury Prevention and Safety Promotion Plan

4. National Strategic plans
National Injury Prevention and Safety Promotion Plan:
National Road Safety
Strategy
National Strategic Framework for Aboriginal and Torres Strait Islanders
Australian Transport Council
National Injury Prevention and Safety Promotion Plan: 2004 – 2014
-National Road Safety Strategy
-National Strategic Framework for Aboriginal and Torres Strait Islanders
Better roads are part of the solution, as is the use of improved vehicle technology, such as Electronic Stability Control.
But driver attitudes also need to change.
A recent annual Survey of Community Attitudes to Road Safety of 1,615 Australians, found that while most are well informed about road safety matters and support the efforts of police to catch and punish those that break the law, the personal conduct of most leaves a lot to be desired.
According to the Survey:
61 per cent of respondents said they use their mobile phone while driving,
25 per cent consider it acceptable to speed 'if you are driving safely';
16 per cent of respondents had fallen asleep at the wheel, with 43 per cent having done so more than once;
And 6 per cent of respondents - and 11 per cent of those younger than 25 - 'always, nearly always or mostly' drive at least 10 km/h over the speed limit;
As a nation we need to prevent deaths and serious injuries on our roads.
Which is why the National Road Safety Council has been formed.
Ten years ago, transport Ministers established the current National Road Safety Strategy,
The strategy set a target to reduce the rate of road deaths by 40 per cent, from 9.3 to 5.6 deaths per 100,000 people.
The National Road Safety Council has an important role to play in ensuring that the very best road safety measures and practices are taken up and implemented in all Australian states and territories.
One of the first challenges for the Council will be for governments to develop the next National Road Safety Strategy for
The National Road Safety Council has the support of all transport ministers across the nation.  It is the first time that the Australian and State and Territory Governments have established a body to drive a truly national approach to road safety.
National Road Safety Council to develop National Road Safety Strategy

5. Health promotion strategies addressing road safety for NSW
National Road Safety Strategy
Road safety 2010 – A framework for saving 2000 lives by the year 2010 in NSW
RTA Aboriginal action plan
What do you notice?
What can you notice? All strategies finish in 2010
The National Road Safety Council (NRSC) was created on 30 April 2009 with members announced later that year. The NRSC will play a pivotal role in facilitating the timely and effective implementation of road safety measures set out in the National Road Safety Strategy 2011–2020
The states will follow from this direction....Watch this space?

6. National Road Safety Action Plan 2009 - 2010
The action plan has two objectives:
making the road transport system more forgiving of human error (create supportive environment)
minimising the contribution of unsafe road user behaviour to road crashes. (develop personal skills).
Who has seen this document?
National Road Safety Action Plan
The Australian Transport Council (ATC) agreed that a series of two-year Action Plans should be developed, setting out specific measures available to achieve the objectives of the National Road Safety Strategy 2001–2010.
The National Road Safety Action Plan for 2009 and 2010 is the fifth in the series.
- identifies the main issues expected to influence road trauma levels
- sets out the priority areas for action in calendar years 2009 and 2010.
The Action Plan notes that approaches to improving road safety in Australia will continue to be guided by ‘safe system’ principles, which fundamentally involve two objectives:
- making the road transport system more forgiving of human error (create supportive environment)
- minimise the contribution of unsafe road user behaviour to road crashes. (Develop personal skills)
Consistent with these objectives, the National Road Safety Action Plan: 2009 and 2010 highlights measures with potential to significantly reduce road trauma over the next few years and to lay the foundation for longer term gains.
Action items are grouped into four broad areas:
- Safer speeds
- Safer roads and roadsides
- Safer vehicles
- Safer road users and safer behaviour
The Action Plan sets out a comprehensive package of measures addressing all parts of the road transport system, including:
- education and enforcement measures addressing road user behaviour, with speed management as an important priority
- improving the safety of roads and roadsides
- accelerating the introduction of vehicles with improved safety systems.
The Action Plan also identifies the need for:
- communication strategies to engage the community in road safety
- improved performance monitoring and progress measurement
more effective partnerships between road safety agencies, the public health sector and other agencies involved in road safety.

7. NSW Road safety health promotion
Road Safety 2010 – A Framework for saving 2,000 lives by the year 2010 in NSW
Safer people
Safer roads
Safer vehicle
Community based action
A health promotion framework - Road Safety 2010
The RTA looked at Safer people, Safer roads, Safer vehicles

8. What has happened in the last 10 years?
The RTA use the 4 E’s to help modify and prevent crashes: -
Environment
Engineering
Enforcement
Education
Activity – List modifiable factors under safer roads, safer vehicles and safer people.
Activity
What has the RTA done to try and reduce road injury in the last 10 years? List modifiable factors under safer roads, safer vehicles and safer people?
Safer People – alcohol – Breath testing, fatigue, speeding speed cameras, wearing a seatbelt or helmet – change in legislation, overcrowding of vehicles, driver inexperience GLS
Safer Roads - as well as road environment conditions, dragon’s teeth, speed environments (40km zones), signposting, electronic variable messages, upgrading of roads, intelligent transport systems (safe-t-cam) Transport Management Centre.
Safer Vehicles – design, seatbelts, age of fleet improvements, protection of occupant and other road users, safety interlocks – alcohol and seatbelt trials, crashlab testing, NCAP newer crashes accessible, more airbags

9. Road safety resources RTA resources
MyRTA Online services – MyResources
Promote the RTA free resources available to order online.

10. Activity How do these documents link to the Ottawa Charter?
What are the target groups? Why are they targeted?
What are the key issues they are trying to address?
Are they effective?

11. Speeding
Speeding is the most significant behavioural road safety issue.
In NSW from :
37% of all fatal crashes are speed related.
16% of all injury crashes were speed related.
In 2009 – 46% of all fatalities were speed-related (212 deaths)
The cost to the community is significant:
On average 190 people die.
4,400 are injured.
Estimated cost of $917 million.
Research to reduce Speeding.
The background to the research -it was commissioned to better understand the attitudes, motivations and beliefs related to speeding and speed enforcement in NSW.
The research aimed:
- to guide policy to help achieve a higher level of compliance with speed limits which will in turn provide further and significant reductions in the road toll.
- to set a baseline for speeding attitudes and behaviours in NSW that will be useful in evaluating how our behavioural initiatives are effecting shifts in driver’s attitudes to speeding.
Speed has been identified as the most significant behavioural road safety issue in NSW, being a contributing factor in 37 per cent of fatal crashes and 16 per cent of injury crashes each year.
The cost of speed related crashes to the community is significant, both in loss of life and injury to the individual and the financial burden this places on the whole community. From speed related crashes cost on average the lives of 190 people and lead to another 4,400 being injured each year, resulting in an estimated annual cost to the community of $917 million.
While there has been significant progress made in NSW in reducing the road toll there was an 11 per cent increase in speed related fatalities between 2007 and 2008 and in 2009, NSW is experiencing a significant increase in the road toll compared to recent years and preliminary data suggests that speeding is one of the main contributors to the recent increase.
This study has found speeding is the key factor in motor vehicle crashes, speeding is common and is not yet seen as socially unacceptable (except in extreme cases), with NSW drivers reporting speeding in a wide variety of situations and justifying their speeding behaviour in a wide variety of ways.
Source: NSW Centre for Road Safety, RTA – Claire Murdoch presentation

12. Who speeds?
While the perception in the community may be that there is a small group of drivers speeding at high levels, involved in speed related crashes, we know that even low level speeding increases the risk of a crash.
Anecdotally, speeding is seen by most drivers as acceptable and even safe.
Given that in any group in the community most people speed at some level in some circumstances, speeding is a community wide concern.
Is this group any different?
So who speeds?
While the perception in the community may be that there is a small group of drivers speeding at high levels causing this road trauma, we know that even low level speeding increases the risk of a crash.
So, with a show of hands
Put your hand up if you have received a speeding infringement
In the last month
In the last year
In the last five years
Ever?
Have you:
-Ever travelled more than 30 k over the speed limit (instant suspension!)
-Regularly travel over the speed limit? Why?
-Regularly travel a little over the speed limit? Why?
-Sometimes travel over the speed limit, depending on the situations/ conditions? What situations or conditions are ok?
-Never intentionally travel over the speed limit?

13. Acceptability of speeding
Males and participants aged were the most accepting of speeding.
Metropolitan participants were more accepting of both:
Speeding in a 60 km/h zone, and
‘although not speeding, not driving to the conditions’
“Despite these results, speed was the factor most commonly mentioned in the context of factors that lead to road crashes – mentioned by 57% of participants, ahead of drink driving, inattention, inexperienced drivers, and fatigue.”
The perceived acceptability of speeding differed by gender with women having a significantly lower acceptance of speeding than men, this was particularly the case for speeding in a 100 km/h zone.
Overall males and participants aged were the most accepting of speeding, also:
54 per cent of males aged believe that speeding up to 10 km/h in a 100 km/h zone is acceptable
25 per cent believe that speeding up to 10 km/h in a 60 km/h zone is acceptable.
Speeding up to 10 km/h over a 100 km/h limit was significantly more acceptable to year olds than older drivers.
“Despite these results, speed was the factor most commonly mentioned in the context of factors that lead to road crashes – mentioned by 57% of participants, ahead of drink driving, inattention, inexperienced drivers, and fatigue.”

14. Key motivators and modifiers of speeding
I stick to the speed limit with family in the car (All drivers)
Young drivers (under 30 years)
I feel comfortable driving faster than the speed limit because I know I am in control.
I enjoy driving fast.
I tend to drive faster than the speed limit when I know it is unlikely I will be caught.
Speeding relieves boredom on long trips.
Sometimes you need to drive faster than the speed limit to be safe.
I tend to drive faster than the speed limit when I have friends in the car.
(90%) I stick to the speed limit with family in the car.
Universal agreement.
The statements reflecting motivators and modifiers of speeding that had the highest level of agreement amongst young drivers were:
‘I tend to drive faster than the speed limit when I know it is unlikely I will be caught.’
‘I enjoy driving fast.’
‘I tend to drive faster than the speed limit when I have friends in the car’
‘I feel comfortable driving faster than the speed limit because I know I am in control.’
Two key motivators of speeding, which younger and male drivers were more likely to agree with, were that they ‘feel comfortable driving faster than the speed limit because I know that I am still in complete control of the car’ and they ‘enjoy driving fast’. Both of these attitudes reveal an internal motivation for speeding that gives little consideration to the threat presented by external factors, such as other drivers or an unpredictable change in the road environment. Addressing these attitudes may prove productive in education messages.
The research found that a key modifier of speeding was family, with a majority of driver’s claiming that they are more likely to stick to the speed limit when they have family members in the car, suggesting that, at some level, they realise that speeding is not truly acceptable, or safe. These modifying effects of family are supported by research conducted in Victoria [6] that found that vehicles with single vehicle occupants were significantly more likely to speed and speed excessively than those with two or more occupants. Considering these results a social marketing campaign that is able to extend the modifying effect of family or other vehicle occupants, to situations where drivers are driving alone, may reduce the level of speeding in the community.
The results of this research reinforce the fact that speed enforcement plays a crucial role in modifying speeding behaviour. It therefore seems clear that increasing the perceived frequency of speed enforcement activities, and hence the perceived likelihood of drivers being caught, will further discourage drivers from speeding. A similar argument can be made about changing people’s perceptions of low level speeding enforcement as it seems likely that people are adjusting their speeding behaviour to fit within their assumptions of the level of speeding that would be detected and/or enforced.
There is, however, strong community support for speed enforcement with the majority of drivers indicating that they approve of the current enforcement initiatives used in NSW as well as initiatives, such as red-light speed cameras and point to point enforcement, that are already implemented in other jurisdictions. Approval is strongest for speed cameras in school zones followed by police radar enforcement and the study also found some support for an increase in speed enforcement.
The introduction of RBT has shown that a sustained commitment to enforcement can make a behaviour less socially acceptable [7]. With the level of support for speeding enforcement already high in the community, building on this support to further increase speed enforcement should provide gains in reducing the social acceptability of speeding in NSW and consequently reduce drivers speeding behaviour and the number of speed related crashes.

15. Key findings Despite understanding that speeding
is the key factor in motor vehicle crashes:
Speeding is common
Not yet seen as socially unacceptable (except in extreme cases).
Male drivers those under the age of 50 years are more likely to speed, speed at a higher level, speed more often and are more likely to see speeding as acceptable.
There is a clear link between drivers’ acceptance of speeding and their self reported speeding behaviour, with a significant positive correlation found between the two.
In conclusion this study has found that despite understanding that speeding is the key factor in motor vehicle crashes, speeding is common and is not yet seen as socially unacceptable (except in extreme cases):
A quarter frequent speeders.
30 per cent admit to a maximum amount of between km/h over the limit.
Almost one in five drivers engage in high level speeding more than 20 km/h over the limit.
Male drivers surveyed and those under the age of 50 years are more likely to speed and these drivers speed at a higher level, speed more often and are more likely to see speeding as acceptable.
There is a clear link between drivers’ acceptance of speeding and their self reported speeding behaviour, with a significant positive correlation found between the two.
Further there is a significant positive correlation between the amount that drivers believed they could exceed a speed limit without being booked and the perceived acceptability of speeding over that limit.

16. Key findings
Younger and male drivers have internal motivations for speeding related to feelings of control and the enjoyment of driving fast.
Do not consider external threats and addressing these attitudes may prove productive in education messages.
Family is a universal modifier of speeding.
Speed enforcement currently plays a crucial role in modifying speeding, and the approval of enforcement initiatives is high.
Younger and male drivers were more likely to agree that they ‘feel comfortable driving faster than the speed limit because I know that I am still in complete control of the car’ and they ‘enjoy driving fast’.
Both of these attitudes reveal an internal motivation for speeding that gives little consideration to the threat presented by external factors, such as other drivers or an unpredictable change in the road environment.
Addressing these attitudes may prove productive in future education messages.
Another key modifier of speeding was family.
The research has clearly reinforced the fact that speed enforcement plays a crucial role in modifying speeding behaviour and that people are adjusting their speeding behaviour to fit within their assumptions of the level of speeding that would be detected and/or enforced.

17. Speeding can be managed and reduced over time

18. Current strategies to address speeding
Engineering programs
Public education programs
Speed enforcement
Speed Limits
Fines and penalties
The study found that the male drivers surveyed and those under the age of 50 years are more likely to speed.
Further, the study also found that these drivers speed at a higher level, speed more often and are more likely to see speeding as acceptable.
It is clear from these results that speeding messages directed to drivers need to be primarily targeted at males aged years.
When considering that research has shown that a small reduction in average speed leads to more substantial reductions in fatal and serious injury crashes [4], shifting what drivers consider to be an acceptable level of speeding will be crucial in reducing the road toll.
 A variety of strategies have been developed:
Safer roads
Safer people
Safer environments
Using the 4 E’s to reduce speeding.
Environment – speed cameras, speed limits
Engineering – speed inhibitors on cars, better equipped cars
Enforcement – speed fines and penalties
Education – media campaigns

19. What next? Continue to build on ‘Pinkie’ campaign.
Need to address males aged 30 – 49 years while continuing to address young drivers.
Introduction of RBT has shown that a sustained commitment to enforcement can make a behaviour less socially acceptable.
Monitor young drivers reforms and their relationship to speeding countermeasures.
Younger and male drivers were more likely to agree that they ‘feel comfortable driving faster than the speed limit because I know that I am still in complete control of the car’ and they ‘enjoy driving fast’.
Both of these attitudes reveal an internal motivation for speeding that gives little consideration to the threat presented by external factors, such as other drivers or an unpredictable change in the road environment.
Addressing these attitudes may prove productive in future education messages.
Another key modifier of speeding was family.
The research has clearly reinforced the fact that speed enforcement plays a crucial role in modifying speeding behaviour and that people are adjusting their speeding behaviour to fit within their assumptions of the level of speeding that would be detected and/or enforced.

20. Links to the action areas of the Ottawa Charter
Build healthy public policy
Create supportive environments
Strengthen community actions
Develop personal skills
Reorient health services
This speeding campaign can be linked to the action areas of Ottawa Charter as seen in the support document on the Board of Studies Stage 6 support document
Board of studies – PDHPE Stage 6 support document

21. Some other campaigns
Arrive Alive
NT Indigenous road safety
Keys for life
Keys 2 drive (national program)
Speeding Blitz blues

22. Useful websites
The National injury prevention and safety promotion plan:
Australian Indigenous HealthInfoNet
Australian Transport Council
National Road Safety Council
Global status report on road safety – WHO
Monash Uni – Injury Prevention Links
Curriculum Support PDHPE website
Board of studies – PDHPE Stage 6 support document
Curriculum support PDHPE website
Teaching and learning resources to support the teaching of Stage 6 PDHPE
The following materials are designed to support Stage 6 teachers in the development and delivery of PDHPE programs. The information can be used or adapted for your school.
Stage 6 PDHPE Learncast - Hit the Road
Our panel of experts explored road and traffic injuries as a health priority in Australia during this 40 minute studio broadcast. The broadcast includes discussion of practical strategies for identifying health priority areas and linking to promotion strategies, social justice principles and priority population groups.
Health Mob
A learncast exploring the roles and skills in Aboriginal health work.
HSC Examination Reports
This link provides access to the most recent reports on the HSC examination for PDHPE.
Scaffolds for answering extended response questions in Stage 6 PDHPE
To assist teachers and students to interpret the Board of Studies Glossary of key words in relation to examination questions, a number of scaffolds have been developed that can be used as templates when creating responses to extended response questions.
Board of Studies – PDHPE stage 6 support document
Road Safety 2010 document examples of links to action areas of the Ottawa Charter.

23. If you have further questions, please contact me-
Kim Flack
Ryde State Office
det.nsw.edu.au