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Newsletter of The New Zealand Roadmarkers Federation Inc.

Roadmarking News Edition 129 February 2018

Safety Boost programme The NZ Transport Agency is leading a targeted $22.5 million programme of work to add a range of low-cost safety improvements to make high-risk sections of 30 regional state highways safer. The roads are in Northland, Taranaki, ManawatuWanganui, Canterbury, Otago and Southland will be upgraded over the summer with rumble strips and better signs. Safety barriers will also be added to some roads.

This work is in addition to the $600m being spent targeting the prevention of 900 deaths and serious injuries on high-risk rural state highways over a decade under the Safe Roads programme. Four parcels of ATP work have been awarded with Northland let to Coastline Markers, Taranaki/Manawatu/Wanganui let to Combined Road & Traffic Services Ltd , Canterbury/Otago let to Downer NZ Ltd and Southland let to Ross Roadmarkers Ltd. Associate Transport Minister Julie Anne Genter announced the boost in road safety funding this summer and signalled a renewed focus from the Government on introducing safer speed limits. “The number of people losing their lives on our roads has increased every year for the past five years. When things are this bad government has a responsibility to act,” said Ms Genter. “The Boost Safety Programme is the first step. Improvements will include rumble strips, signage and safety barriers on rural roads where there is a real risk of death and serious injuries.

While traffic volumes are lower on these roads, the risks for people travelling on them are real and many deaths and serious injuries can be avoided by making some relatively simple, but effective, improvements. Work to install the road safety improvements will begin in February 2018. The Boost programme is also investigating rural intersection activated warning signs (RIAWS) at a number of high-risk intersections on other state highways around the country. Proposed RIAWs are in Northland, Waikato, Horowhenua, Canterbury and Central Otago. RIAWS are electronic signs that reduce the speed limit on the state highway (usually from 100 km/h to 60km/hr or 70km/h) if a vehicle is turning into or out of a side road. RIAWS signs are already being successfully used at 13 locations around the country to improve intersection safety with minimal delays for road users.

“Many deaths and injuries can be avoided on these roads by making some relatively simple changes. For example, we know rumble strips can reduce all crashes by around 25 percent and fatal run-off-road crashes by up to 42 percent. “Despite what many people think, improving road safety is not just about getting people to drive better. It’s also about making our roads much safer, so that when people make mistakes lives aren’t lost. On too many of our roads a simple error, such as taking a corner too fast or being momentarily distracted, can be fatal. “That is why the government will be investing more in safety barriers, rumble strips and targeted speed limit changes. Next year, the Government will further increase funding for road safety improvements as we revise the overall transport budget. Safety Boost programme roads list Safety Boost map

Published by: The New Zealand Roadmarkers Federation Inc. P O Box 13 605 Onehunga Auckland 1643 New Zealand Executive Director: Alister Harlow Phone: +64 9 625 7470 Email: Roadmarking News in published by The NZ Roadmarkers Federation Inc. Opinions expressed in Roadmarking News do not necessarily reflect the views of the NZRF

Expert review report into noise impacts of Mackays to Peka Peka Expressway The NZ Transport Agency has welcomed the results of an expert review into the noise impacts of the Mackays to Peka Peka (M2PP) Expressway and says that many of the suggested mitigations are being scheduled, built or have already been completed. “We have been working closely with the impacted communities and are acutely aware of concerns about noise. NZTA appointed noise specialists to an expert panel to review the operational noise following the Expressway’s opening in February,” Senior Manager, Project Delivery Chris Hunt says. “The findings have been helpful and it’s encouraging that they align with many of the mitigations we are currently working hard to complete. “We gave an assurance to the community that we would commission this review and act on its findings, and we are following through on that commitment.” The main issues and remedies identified include: 

ATP Rumble Strips - Prior to the report findings, The M2PP Alliance has committed to the removal of the rumble strips on the left-hand side of the outside lane.

Bridge Joints – Pavement remediation will be carried out to smooth the ride over the bridges. Discussions also taking place with the joint manufacturer to determine if there is an insert that can be added to lessen noise.

OGPA Surfacing - The Transport Agency will accelerate planned re-sealing of the northern section, and lay a low-noise surface material Open Graded Porous Asphalt (OGPA), the same surface as the rest of the Expressway. The work will start in mid to late February (weather dependant).

Noise Mitigations & Building Modifications Property owners identified in the report will be contacted by the Transport Agency to discuss further individual mitigations. Mr Hunt says the Transport Agency will take time now to closely consider the findings of the review and provide an update to the community in February. An update on how the other work is progressing will also be provided at this time.

Here is a copy of the full report The report makes the following comments about Audio Tactile Pavement markings: ATP During the site visit the Panel observed vehicles frequently traversing the ATP in several locations, which caused a noticeable and potentially disturbing noise. The Panel considers that noise from vehicles frequently traversing ATP could be unreasonable and requires mitigation in the vicinity of PPFs. The Transport Agency has guidelines for ATP that recommend to: 'Evaluate noise impacts, do not install A TP roadmarkings where noise disturbance is likely. Following installation remove ATP on a case by case basis if necessary' The guidelines also state 'Before a decision to install ATP roadmarkings is made, an evaluation of the likely noise impacts along the route should be carried out.' An evaluation of noise from ATP on the M2PP does not appear to have occurred. Furthermore, the ATP has been installed on the painted edge lines rather than being offset outside the traffic lanes where it might have been less frequently traversed. It is understood the Transport Agency is currently removing all ATP on the left-hand edge lines of the M2PP. The Panel recommends that the Transport Agency also investigate whether vehicles regularly traverse the right-hand (central) edge lines, and if so that ATP should also be removed where it is within 200 m of houses.

NZTA signs up alliance partners for Northern Corridor Improvements project The NZ Transport Agency’s commitment to getting Auckland moving has been boosted with the signing of an Alliance contract with two construction and two design companies to build the Northern Corridor Improvements Project (NCI Project). The contract signing is a significant milestone in the history of the project to create a new connection between the Northern Motorway

(State Highway 1) and State Highway 18 as well as extending the Northern Busway to Albany.

allow for construction work to take place safely within the existing corridor. Construction sites and fencing will also be established, before the main work gets under way in the middle of the year, says Mr Hunt. The project will be undertaken in stages over the next three years.

Community consultation on safety improvements Mosgiel to Balclutha The NCI Project Alliance, comprising the NZ Transport Agency, Fulton Hogan, HEB Construction, Opus and Jacobs is now tasked with finalising the detailed design and gearing up for construction next year. The NCI project will build a new motorway connection between SH1 (Northern Motorway) and SH18 (Upper Harbour Highway) to complete the Western Ring Route, upgrade Upper Harbour Highway, add new motorway lanes to SH1, build an extension of the Northern Busway and add more than 7kms of new walking and cycling paths. “The project is an important link in helping to realise the full benefits of the Western Ring Route by giving people an alternative route to State Highway 1 and the Auckland Harbour Bridge. It will also create better travel choices for walkers, cyclists and users of public transport,” says the Transport Agency’s Senior Manager Project Delivery, Chris Hunt.

The NZ Transport Agency was at the Otago Taieri A&P Show on Saturday, 27 January to talk about possible road safety improvements and get feedback from people who use the road. Transport Agency System Manager, Graeme Hall says the project team attended the South Otago and Tokomairiro A&P Shows last year and received valuable feedback from locals. “As everyday users of the road, residents were able to share their personal insights, such as the impact of wind on journeys along the route, and lack of visibility at intersections. This first-hand knowledge will help us develop the most appropriate safety solutions for this stretch of road. We are keen to get back out into the community and hear from more people as we progress this project.”

The Alliance will set up a main site office on the North Shore and has started recruiting for more than 150 new roles including surveyors, engineers, safety advisors, machine operators, drainlayers, carpenters and general construction field staff, says Mr Hunt. More than 150 people attended an inaugural community open day in December and more meetings with affected property owners and businesses are planned starting early 2018. The alliance’s Community Engagement team will keep the local community informed of all temporary traffic management and construction mitigation measures. The first steps towards construction will include road resurfacing and the installation of moveable median barriers. There will be changes to lanes, which includes making them slightly narrower to

Safe Roads project team with locals including St John Ambulance staff at the 2017 Tokomairiro A&P Show.

In the 10 years to the end of 2015, 12 people died and 66 were seriously injured on the route. Many

of these crashes happened when drivers ran off the road and hit trees or power poles. There were also a number of head-on crashes. “We want to make changes to the road so that simple mistakes don’t cost lives,” says Mr Hall. “We are considering adding safety barriers to catch vehicles if they leave their lane and widening the road shoulder where possible to give drivers room to recover if they lose control. Safety improvements to SH1 between Mosgiel to Balclutha are part of the $600 million Safe Roads and Roadsides Programme for reducing deaths and serious injuries on high-risk rural highways.

Tauranga Eastern Link and Cambridge section of Waikato Expressway now 110km/h NZ Transport Agency Director of Safety and Environment Harry Wilson says this is a significant milestone for people driving New Zealand’s roads. “These are two of the best roads in New Zealand that can safely support the 110km/h speed limit, with median-barriers, no crossing roads or tight curves, and two lanes in each direction. “Not all roads are created equal, and any additional roads being considered for the 110km/h speed limit will require full technical reviews of the safety aspects of the road, and any proposed new speed limits will be subject to public consultation.

“It’s important that people remember that all speed limits are the maximum speed – they are not the minimum, and they are not a target. At many times the safe speed for travel will be lower than the posted limit. “The increasing number of deaths on our roads is unacceptable and we’re working with other agencies to create a safe transport system which is more forgiving of human error. For some roads this will likely result in current speed limits being reduced to improve safety,” Mr Wilson says. For heavy vehicles and vehicles towing the current 90km/h speed limit applies on 110km/h roads. These roads have at least two lanes in each direction, so other road users should be able to safely and easily pass slower-moving vehicles. The Transport Agency is urging drivers to keep an eye out for the advisory signage which alerts drivers to the beginning and end of the 110km/h sections and keep in the left lane if not passing. The 110km/h section for the Tauranga Eastern Link Toll Road is between the Paengaroa roundabout and the Domain Road interchange, and for the Cambridge section of the Waikato Expressway it is between the Cambridge Southern and Tamahere interchanges.

Christchurch councillor criticises 'nonexistent' road markings after fatal crash

This enables communities and stakeholders to contribute to decisions that will help make travelling by road safer, more predictable and therefore more efficient. Speed limits can also be lowered on roads using the same process. A "dangerous" intersection where a woman was killed January 26th has "non-existent" road markings, which a Christchurch city councillor suggests may have been a factor in the crash.

The tolled section of the Tauranga Eastern Link can safely support the 110km/h speed limit, with medianbarriers, no crossing roads or tight curves, and two lanes in each direction

The fatal collision between a truck and a car happened at the intersection of Sawyers Arms Rd and Logistics Drive, in Harewood. The driver of the car was cut from the vehicle by fire-fighters, but died at the scene. Cr Aaron Keown said while the cause remained unknown, he was willing to "shoulder some of the

blame" for not reporting the worn road markings on Logistics Drive. "We should be, as a council, endeavouring to make every single intersection as safe as we possibly can. Paint on roads is the cheapest solution we have, and for that paint to be so worn out should be something that never happens again." The driver of the car had been driving east on Logistics Drive towards the intersection with Sawyers Arms Rd. A stop sign was present on the side of the road, but yellow road markings and the word 'stop' were faded to the point they were almost "non-existent".

The dynamic lane control system uses LED lights embedded into the road surface to mark traffic lanes instead of painted lines. Changing these LED lights is a quick and safe way to create a temporary lane during heavy congestion and ensure free traffic flow. Dynamic lane control systems have been trialled in cities around the world to manage peak traffic flows. Similar peak traffic management systems are currently used in Auckland along the Panmure Bridge and Auckland Harbour Bridge. The system is quick to build and more cost-effective than road widening. Safety is a key consideration and has been reflected in the design of the dynamic lane trial. The dynamic lanes will be closely monitored for the duration of the trial and adaptive changes, such as to the phasing of signals at either intersection or the times when dynamic lanes are active, can and will be made if warranted.

Keown described it as an "unacceptable level of service". He stressed the cause of the crash, which was under police investigation, was yet to be determined, but said "even if it's not anything to do" with the markings it needed to be remedied. A council spokeswoman said the council was unable to comment while the crash was under police investigation. Keown said he had called the chief executive's office and the head of transport to try get the road repainted as soon as possible. Keown urged members of the public who noticed markings that needed to be repainted to call the council. "We can't always wait for someone else to do it, sometimes we've got to put our hands up and say 'I'll make sure that gets done'."

Whangaparaoa Road was selected for this trial because of its current configuration. It has one lane in either direction and a wide central median strip. Afternoon peak traffic: During afternoon peak traffic, the LED lights will switch again in the opposite order, turning the centre median strip into an additional traffic lane for peak traffic heading towards the Red Beach Road intersection. AT will operate dynamic lanes during the afternoon peak period only (4pm to 6pm) for the first 3 months of the trial commencing 24th January 2018.

Whangaparaoa Road dynamic lane control trial Auckland Transport (AT) is trialling dynamic lane controls along Whangaparaoa Road to reduce traffic congestion during peak times. The live dynamic lane control trial will run for 12 months along Whangaparaoa Road in the area between Hibiscus Coast Highway and Red Beach Road.

Should no critical issues emerge in the first 3 months, AT will look to extend the trial to the morning peak (6.30am to 9am).

This staged approach will allow road users to develop familiarity with the system and will also address concerns raised by residents along the affected trial area (making right turns in and out of side streets and attempting to cross the road on foot during peak times). The afternoon peak is when AT believe the system will be operating at peak efficiency and road users will see the most improvement and benefit to travel time. Although the impact on morning peak travel times is not expected to be as significant as the afternoon peak, due to there being only one lane turning left towards the city at the Hibiscus Coast Highway intersection, some improvement is expected as the centre lane will provide separate access for traffic heading to neighbouring Silverdale.

Road safety education is one of the many factors that can help lower the road toll. Perhaps part of the problem is linked to the personal likelihood of being involved in an injury crash. Based on 2016 figures, there was one reported injury crash in New Zealand for every 4.5 million kilometres driven. This means someone driving 15,000 km a year would need to drive the equivalent of 300 years to become a statistic. That statistic potentially promotes a culture of complacency and blaming others, because individually each of us is very unlikely to be injured in a crash. The reality is different though. Not everyone gets through life without being involved in a crash on our roads. Many people lose their lives and many more are seriously injured, and the vast majority of those involve a mistake they or someone else makes.

Project overview

Road safety tips from an engineer: slow down and ignore your phone OPINION: When we are individually unlikely to be in a crash, how do we motivate people to improve their driving? The land transport environment is a highly complex system where everyone has a role to play – from transport agencies and system designers through to vehicle manufacturers. New Zealand, along with many other countries, has adopted the "Safe System" approach to road safety. This is based on creating a forgiving road system, whereby it's acknowledged that people make mistakes and have limited ability to withstand crash forces.

One of the biggest issues is that we're impatient drivers. We want to drive with the sort of speed that we demand in many other aspects of our lives. But this mentality is not appropriate for most of our roads. We've inherited a system with a default 100km/h speed limit for rural roads and 50km/h for urban roads. If these roads were built today, most would have lower limits. Abley Transportation Consultants, of which author Paul Durdin is a director, encourage their staff to bike to work. They've created a system that creates a safe biking route from home to work, which netted them a Bike to the Future award.

Speed is the most critical element in determining the severity of a crash. Under the Safe System approach, all components of the system including roads and roadsides, speeds, vehicles, and road use, need to be improved and strengthened, so that if one fails, the other components will still protect people in a crash. Safe System represents a fundamental shift away from the way road safety has been viewed in the past. A key aspect is the change from a culture of blame to one of accepting human vulnerability.

What can be done to improve safety outcomes? The answer is a lot, but it requires a cohesive effort on multiple fronts. Individually, we all need to slow down both literally and figuratively. Speed is the most critical element in determining the severity of a crash. Small changes in travel speeds can have dramatic safety consequences. That, along with putting the mobile phone out of reach and increasing

awareness of others using the transport system while we drive, will go a long way to improving safety on our roads.

Concerted efforts are also needed to reduce the average age of New Zealand's vehicle fleet – which now stands at 14 years. Extraordinary advances have been made to develop the much-vaunted self-driving car but it's still early days. From a road safety perspective this technology could prove to be the silver bullet we're looking for. Can we wait for computers and technology to save us? If our take-up of new vehicles is anything to go by, then autonomous vehicles will not form the majority of the fleet for at least two decades. And to meet that highly optimistic (perhaps fanciful) outcome, autonomous vehicles would need to be on the market by 2020; legislative changes would need to be put in place to remove older vehicles from the fleet quickly, and manufacturers would need to move away from designing traditional vehicles. Whether all three of these factors can come together in a short space of time is a big unknown. Our roads and roadsides need significant attention to help protect people from death and serious injury. Great work is being done, particularly on our main highways. But much of the country's network remains in desperate need of upgrade to handle the increasing traffic, particularly outside of the highway network where crash rates are increasing disproportionately quickly.

As a country, I think that we still have a long way to go if we are to truly embrace the Safe System approach. So often, people point the finger at others, whether it's tourists, young drivers, older drivers, truck drivers, fast drivers, slow drivers … it always seems to be that someone else needs to change if road safety is to be improved. I personally have the opportunity to influence road safety outcomes not only through my own behaviour as a road user, but also through my career as a professional transportation engineer. Whether my work will ever result in a life being saved is difficult to know – mainly because we measure lives lost, not lives saved. Am I disheartened? Definitely not. Do I think we can do better as a country? Absolutely. It just requires individual and collective effort to prioritise and embed road safety throughout our culture. Paul Durdin is a director at Abley Transportation Consultants.

Black spot program 'fatally flawed and federal governments complacent' on road safety: expert Sydney Morning Herald: 4th January 2018

A leading government expert has declared the national black spot program a "Band-aid" road safety solution that should be scrapped, and claimed inertia by successive federal governments is contributing to the rising number of road deaths. Dr John Crozier, chair of the Royal Australasian College of Surgeons' Trauma Committee and a leading road safety expert, was last year handpicked by the Turnbull government to co-chair a review of the national road safety strategy.

Incremental improvements that cover large parts of the network, such as rumble strips, improved surfacing and delineation, and appropriate speed limits will be as, if not more important, than individual upgrades that are capital intensive and can only address small sections of the network at a time. Innovation in the way investment is targeted and delivered will also be vital.

The inquiry is due to report in April. However Dr Crozier told Fairfax Media that it was already clear the strategy will fail to meet its 2020 target of

reducing the annual numbers of deaths and serious injuries on Australian roads by at least 30 per cent. "There are 44,000 [people hospitalised after a vehicle crash] each year in Australia. We accept that as the price to travel on our road system. It's got to stop, we can't keep doing this," Dr Crozier said. In NSW, 28 people died in car crashes during the Christmas and New Year period – twice that of the same period a year ago. Deputy police commissioner Catherine Burn described the toll as "horrific" and said many of the fatal crashes were preventable.

Dr Crozier said the national black spot program, which targets road locations where crashes are occurring, was ineffective and funding should be redirected to improving whole road corridors. "It's a flawed concept to wait until you've got hotspots of fatalities and serious injury before you then throw a Band-aid at fixing that bit of road," he said. "We've got to get well past waiting for death or serious injury before we do something about it. We have to be much more proactive." More than $684 million in federal money will have been spent on the black spot program between 2013 and 2021.

Annual NSW road deaths also rose for a second consecutive year to 392 people, despite a $300million road safety budget announced last financial year.

Dr Crozier said the program should be abolished in favour of "whole of corridor improvement". States should be required to provide evidence that the work led to reduced deaths and serious injuries.

In Victoria, the total state road toll of 255 was down on the previous year, however country road deaths have been steadily rising since 2013.

He said road safety legislation should be harmonised across states, and accused the NSW government of displaying a "significant failure ... of political will" by refusing to apply point-to-point speed cameras to all road users. The cameras measure a vehicle's average speed over an extended distance. Dr Crozier said while NSW should be credited for establishing 25 pointto-point systems, the cameras only target heavy vehicles, unlike similar systems in other states.

Federal Labour has called for a special meeting of federal and state transport and infrastructure ministers to respond to the road carnage. Dr Crozier, a vascular and trauma surgeon, lamented federal government complacency on road safety, which he said has developed since the Federal Office of Road Safety was abolished in 1999. "[It was] an independent body of subject matter experts, who would provide without fear or favour advice to the federal government," he said. "There is an inertia ... For about 20 years we have been coasting." Asked whether the 2020 road toll targets would be met, Dr Crozier said "No. I will be categoric".

A spokesman for NSW Roads Minister Melinda Pavey said point-to-point cameras were "not a silver bullet fix" and it would listen to a variety of sources on road safety. Dr Crozier's comments coincide with a pre-budget submission by the Australian Automobile Association, which said road trauma costs the Australian economy almost $30 billion a year. It also lamented federal government inertia on road safety after gains in the decades to the 1990s, pointing to road safety funding to the Department of Infrastructure, Regional Development and Cities which fell from $18.2 million last financial year to a forecast $16.3 million in 2020-21. The money pays for staffing and administration. The department did not confirm the figures, but said the government provides "billions of dollars to create safer roads across Australia".

It said in 1999 the responsibilities of the Federal Office of Road Safety moved to the Australian Transport Safety Bureau and other government agencies. Federal responsibility for road safety now sits with the department. A spokesman for federal Infrastructure and Transport Minister Barnaby Joyce, who took on the portfolio last month, said "all ministers responsible for road safety looked forward to receiving the recommendations" of the review. He said Mr Joyce "had an open book when considering recommendations and assessments of current programs". Associate professor Jeremy Woolley, director of the Centre for Automotive Safety Research at the University of Adelaide, is co-chairing the review.

Distracted driving report from European nations There are now calls from right across Europe to increase education, enforcement and penalties for distracted driving. Surveys across Europe have revealed worrying attitudes to the use of mobile devices while driving, according to a report by the European Transport and Safety Commission (ETSC). Campaigners are calling for better enforcement, higher penalties, technological solutions and education to raise awareness of the risks.

A survey in the Czech Republic found that 36% of drivers admitted using their phone almost every time they get behind the wheel. In Spain, 25% of drivers have admitted to using their phone behind the wheel. In Ireland around 25% of drivers using their phone behind the wheel. From Germany, observational research found that, at any given moment, an average of 7% of German drivers are distracted while driving. Traffic Safety Netherlands recently called for distraction to be punished as heavily as drink driving. The organisation also

called for enforcement to be stepped up and joined a coalition of 40 bodies backing a commitment to combine forces and reduce driver distraction. Official figures from France show that 9% of fatal collisions occur due to distracted mobile use. In Ireland according to the RSA, distraction is a factor in 20-30% of collisions. A new study from the UK’s Institute of Advanced Motorists (IAM RoadSmart) says that social media addicts, drink and drug driving and mobile phone use worry drivers the most. The IAM RoadSmart’s third annual Safety Culture Survey which examines the attitudes and concerns of UK drivers, has found that for the third year running their biggest worries are people updating social media or sending text messages while driving, drink or drug driving and mobile phone use. Drivers checking social media is the biggest single perceived threat that road users feel – slightly higher than those who text and email, and closely followed by drink and drug drivers. The survey of more than 2,000 motorists found that more than 90% thought that the dangers caused by people accessing social media or email messages while driving was a significant threat to their personal safety. They also thought that the problem is increasing, with 80% believing the problem more significant than three years ago. Driving while under the influence of alcohol or illegal drugs also remains an issue, with 90% of drivers surveyed identifying this as a serious safety problem. Around half of the drivers surveyed believe the dangers posed by drink-driving have remained the same over time. But those surveyed think that the problem of people driving under the influence of drugs is increasing, with 64% believing this to have worsened over the last three years. Other key risks to personal safety on the road identified in the survey include talking on mobile phones (89%), speeding on residential streets (87%), drivers ignoring red lights (87%) and tired drivers (86%). Aggression behind the wheel was also identified as a problem, with 75% of those surveyed believing this a danger to their personal safety. When asked about their own driving habits, about one in three (30%) said they drove slower than others on the road, while just over half (55%) said they drove at the same speed as others around them. Only one in seven were willing to admit to going faster than everyone else.

IAM RoadSmart’s survey also found there is little tolerance for breaking motoring laws; 50% of drivers feel it is unacceptable to drive 16km/h (10mph) higher than the speed limit on a motorway. This figure falls substantially for other forms of speeding such as driving at 8km/h (5mph) more than the limit on a residential road (76% unacceptable), and driving at 8km/h greater than the limit near a school (90% unacceptable). While 45% thought it was acceptable to drive using a hands-free phone, that figure drops to just 9% when it comes to a hand-held one.

growing evidence of the distraction this can cause. “With three years of data there are several other trends emerging which do cause us some concern. Around a quarter of drivers still feel it is acceptable to speed at 5mph over the limit in residential areas and one in ten believe it is alright to get behind the wheel after taking alcohol and marijuana. These figure show we have a long way to go before all the dangers caused by reckless driver behaviour are eradicated from our streets. Road safety activities have suffered from recent public spending cuts but our survey shows that key issues still remain that must be tackled through education, training and publicity.”

Can you navigate through this road Crossing that has left drivers baffled? Drivers have been left baffled by these incredibly complicated road markings at a redeveloped junction.

The least accepted actions surveyed were driving when the motorist thought they had too much to drink (6%) and driving after using marijuana (7%).

The mess of lines on the road look more like an abstract artwork than traffic guidance, leaving drivers confused and fearing they will cause an accident by passing into the wrong lane.

When it comes to which motoring transgressions those surveyed had committed themselves, speeding was the one most admitted to. Some 16% said they regularly or often drove 16km/h more than the limit on the motorway, while 14% said they drove 8km/h more than the limit regularly or often on a residential street. There is also widespread support for tough laws against many motoring offences. Some 96% strongly support laws against reading, typing, or sending a text message or email while driving, while 95% strongly support the law against using a handheld mobile phone while driving. Meanwhile 93% strongly supported a law requiring all drivers age 85 and older to pass a simple screening test and 91% strongly supported a law requiring all drivers age 75 and older to provide an eye test certificate. Neil Greig, IAM RoadSmart director of policy and research, said: “In the three years we have been running this survey, people’s worries about drivers using new smartphone technology have remained consistently high. And while public awareness of the dangers of using handheld mobile phones is now good, almost 60% of drivers still believe it is acceptable to use a hands free phone despite

Police in the city of Timisoara, Romania, are investigating whether the maze of road markings were created in accordance with traffic standards. A private contractor carried out the road repainting along with other work, hired by the city council. In reality, the junction works in the same way as most four-way crossings in Europe, but the confusion for drivers is the addition of the dotted lines to guide their path. It is normally assumed that motorists will know which lane they need to turn into, but in trying to make this easier for drivers to see, the contractor has simply over complicated matters.

New safety features in vehicles are thought to have helped in lowering the crash rate for older drivers, as have campaigns encouraging people to take health checks or give up their driving licences as they become less fit to get drive.

Safer roads in Germany during 2017

A spokesman for the road marking company told Romanian media: "From my point of view, it's logical. "If you're in the lane of traffic, you'll see it's no problem. "The comments came because this junction is more marked than any other junction in Timisoara city."

Japan’s safer roads see casualties fall Japan has seen its road safety levels improve significantly in 2017, compared with the previous year. Data compiled by Japan’s National Police Agency shows that there were 3,694 traffic fatalities in the country in 2017, a drop of 210 from the previous year. There were 1,171 pedestrian fatalities, a drop of 1% from the previous year. Meanwhile vehicle occupants accounted for 1,106 deaths and 436 cyclists were killed in crashes. According to the authorities, tougher enforcement of road traffic rules played a major role in lowering Japan’s road casualty rate. Another key factor was the lower rate of drunk driving, a drop of 5.6% to 201 incidents in 2017. The road fatality rate for Japan in 2017 of 3,694 makes a strong contrast with the figures for 1970, when there were 16.765 road deaths. Along with all other developed nations, Japan has seen its road casualty rate drop since the peak of the 1970s due to a combination of factors that include safer vehicles (with better brakes, handling and occupant protection) and crackdowns on speeding and drink driving. What is of note amidst the Japanese road casualty figures for 2017 is that road fatalities among those aged 65 and above still accounted for 54.7% of the total road deaths for the year. This is in spite of the fatality rate for drivers aged 65 and over dropping to 2,020 in 2017 compared with 2,138 in 2016.

Germany’s roads have seen an overall reduction in traffic-related fatalities during 2017. The figures from the official body Destatis reveal a drop of 1% for road deaths in 2017, compared with 2016. With road deaths expected at around 3,170 for 2017 (final figures are still being compiled), this represents a significant drop from the 4,009 killed on Germany’s roads in 2011. However the German Government is still pushing ahead with halving the road death rate seen in 2010 by 2020, which would lower traffic deaths to around 2,040.

Expressways upgrades for key UK routes Key routes in England are to be upgraded as part of a programme of works worth a mighty €33.9 billion (£30 billion) plan from 2020 to 2025. This five year plan from Highways England will see many of the major A road routes being reclassified as A(M) expressways. These will resemble motorways in many respects, with new on and off ramps and additional lanes being constructed. The A14 stretch between Cambridge and Huntingdon will be one of the first stretches to be upgraded in such a fashion. This is an important upgrade as this section of the A14 connects the M11 motorway with the A1(M) route and is notorious for congestion and long delays. The A1 to the north of Peterborough, the A3 between London and Portsmouth, the A12 in Essex, the A50 between Stoke and Derby and the A303 between the M3 and M5 will all become expressways. For the A303 to be upgraded this way will require the longawaited and potentially controversial Stonhenge Tunnel bypass to be completed.

Major Australian project being planned A large infrastructure project is now being examined closely in Australia, in Victoria State. Melbourne’s massive North East Link in Victoria State will provide a new connection between the Eastern Freeway and the Ring Road at Greensborough. Costing US$13.14 billion to construct, the 26km link is expected to carry up to 100,000 vehicles/day when fully commissioned. The project will be complex and includes building a 5km stretch of tunnel, as well as adding additional

lanes to the Eastern Freeway. The project is being analysed closely at present and the contracts could be awarded in late 2018. However there is some debate as to whether and additional East West Link will also be required so as to prevent congestion at the city end of the Eastern Freeway. Upcoming Events InterTraffic 20th - 23rd March 2018 Amsterdam

NZTA/NZRF T 8 and T 12 The T 8 and T 12 applicator testing programme is a key component of industry self regulation. There is a .pdf version of the applicator certificates associated with each registration line.

28th ARRB Conference 29th April to 2nd May 2018 Brisbane Convention Centre RIAA/NZRF Conference and Exhibition 29 & 30 August 2018 Dubbo, NSW

These can be accessed via a hyperlink off the certificate registration number. The certificates include a photograph of the applicator. T 12 certificates include schedules setting out the scope of certification.

Newsletter February 2018  
Newsletter February 2018