Road Safety Forum Event Overview

Road trauma is a significant issue in Queensland. While previous initiatives such as the introduction of seat belts, the lowering of blood alcohol limits and the safety improvements in cars have had a positive impact on road trauma, data indicates that we need to look at new ways of thinking about road safety.

132 delegates attended the inaugural Road Safety Forum held earlier this year. The forum was a hybrid event with 50 attending in person and 82 watching the live stream. This event aimed to provide practical examples of effectively managing the crash risk in road design and operations.

The day was broken up into several themes, these being:

• Why should you care about Road Safety?

• What did Network Safety Plans ever do for us?

• Building road safety into projects.

• Black Spot Process from Go to Woah

The first session set the scene by unpacking the Transport and Main Roads Road Safety Policy, safety interventions and safe system assessments. It provided some practical examples from the City of Gold Coast Road Safety Plans for 2015 and 2021. A highlight of this session was an interactive presentation by Paul Zlatkovic and Kenn Beer from Safe System Solutions. By using real-time polling against a series of questions, they were able to provide a clear explanation of safe system assessments that will assist practical decision making on the ground.

The next session addressed the role of Network Safety Plans and provided some case studies and practical activities on how they can be implemented. Traditionally, road safety treatments have been considered on a project-by-project basis based on traffic volumes, speed limits and crash data. This process may not result in the safest network with consistent corridor outcomes. Network safety plans adopt a ‘stereotype’ approach and consider the level of safety risk with a standard of road cross-section design and intersection treatment strategies for each corridor appropriate to its functional role. The best overall safety outcome for the network is achieved. The benefits of Network Safety Plans are:

• Network-wide prioritisation

• Network-wide consistency

• Reduces risks on a networkwide basis

• Road Stereotype Standards provide the benefit of focusing scope of work (reduces Optioneering)

• Shorter development timeframes

Session three explored the practical aspects of building road safety into projects. It commenced with a case study demonstrating how the appropriate application of the Lower Order Road Design Guidelines improved safety for a significantly greater proportion of the whole road network with the limited resources available. This presentation was followed by a panel of experts working through the considerations required when building safer roads following the road system management process. The panel looked at the safety considerations made at the concept stage that can be carried on through the asset’s planning, design, and construction. The panel commenced with Senior Sergeant Nicole Fox of the Queensland Police Service providing examples of the road trauma we are trying to avoid as part of the road safety system and management process. She also offered insights into how the Forensic Crash Unit is becoming more involved by proactively analysing the problem in collaboration with other key stakeholders. Other topics discussed included:

• Total project life-cycle

• Development and assessment of options using the safe systems approach

• Understanding the needs of all road users

• Network-level considerations

• Improving safety through roadside design

• Road safety under constrained temporary traffic arrangements

• Traffic engineering and road operations

The final session provided delegates with the tools to assist in making Black Spot applications while also addressing some of the misconceptions related to Black Spot funding. The session commenced with two case studies showcasing the process of making black stop submissions and the benefits to the communities. South Burnett Regional Council and Southern Downs Regional Council shared how robust data, stakeholder consultation, and proactive communication were essential for achieving the desired outcomes.

Michael Gillies followed these case studies, providing an overview of the Black Spot Program, tools available, and examples of what a good nomination looks like. This includes:

• A concise description of the problem.

• A crash diagram to demonstrate in terms of crashes what the problem is. The diagram must be supported by the descriptions of the crashes.

• A concept drawing to show the treatment. A concise description of the proposed treatment is also required

• A cost estimate, including reasonable and appropriate amounts for contingency

The day wrapped up by busting some of the myths regarding the Black Spot Program. These included:

• The Black Spot program is only for reactive crashes.

• Busted. Black Spot nominations can also be made for proactive projects, addressing issues identified in Road Safety Audits or an AusRAP based assessment.

• Only the big cities get the road safety funding because they have more traffic and more crashes.

• Busted. Funding is allocated to 50% urban and 50% rural over the three-year program. We have not had to change any priorities, though, as we usually get close to this breakdown of supported and approved projects each year.

• Nominations can only be made by the road authority once a year.

• Busted. Public submissions can be made anytime. Nomination forms prompt public members to identify the safety issues, known crashes and suggested treatments and are then sent via TMR to the relevant road authority for their submission as part of the annual TRSP development round.

• Projects cannot exceed $2m in total value.

• Plausible/Busted. While Black Spot funding is limited to $2m for each nomination, local governments can add their own funding contribution. Note, however, that the total project cost (Black Spot and LGA funding) is used to calculate the Benefit-Cost Ratio.

While a lot of content was covered during the day, the feedback received was very positive. There was an opportunity to hear from knowledgeable, skilled, and experienced professionals about practically applying policy, theory, and guidelines. The day also provided the opportunity to network and build relationships with others from across the sector.

I want to acknowledge all of the presenters for their generous contribution to the event’s success and special mention to Andrew Burbridge and Michael Gillies from the Department of Transport and Main Roads for their assistance in the development and planning of this event. We look forward to the next Road Safety Forum in 2023.