Road safety to 2010

Road safety outcomes in New Zealand

This strategy uses an ‘outcomes management’ framework that links what we do (outputs) to what we are trying to achieve (outcomes), and focuses attention on providing the safest possible road network for New Zealanders. We have established goals for social cost (see page 12), deaths and hospitalisations to 2010. Intermediate, user group and regional outcomes for 2010 will be set as new programmes are put in place during the next decade. This approach will enable us to fine–tune the strategy as it proceeds.

Figure 6. Outcome hierarchy. Outputs are associated as much as possible with intermediate outcomes (alcohol, speed, restraints) which are necessary to achieve final outcomes (reductions in deaths and hospitalisations). Social cost represents the total burden of injury, and can be broken down by user groups and regions

Overall outcomes

Social cost, deaths and hospitalisations provide an overall picture of our current road safety performance and the performance we are seeking in 2010.

		2004 (not exceeding)	2010 (not exceeding
SUP SCIAL COST¹	$ billion	2.75	2.15
	cents per vehicle-km	6.7	4.4
	$ per person	700	650
	$ per vehicle	1,020	945

DEATH²	Total	400	300
	Rate per billion vehicle-km	9.9	6.1
	Rate per 100,000 person	10.2	7.3
	Rate per 10,000 vehicles	1.5	1.1

HOSPITALISATION³	Total	5,870	4,500
	Rate per billion vehicle-km	140	90
	Rate per 100,000 person	150	110
	Rate per 10,000 vehicles	22	16
	Hospitalisations for more than 1 day	2,750	2,200
	Hospitalisations for more than 3 days	1,750	1,400

1 This excludes the cost of crashes resulting only in property damage because the data are unreliable and the cost is relatively small. Social costs are expressed in June 2001 prices.

2 Deaths are injuries that result in death within 30 days of the crash.

3 Hospitalisations are the number of hospital admissions reported by the New Zealand Health Information Service. Along with deaths, the numbers of people hospitalised for more than one day and more than three days have been included as measures of more serious injuries.

Intermediate outcomes

Our intermediate outcome targets will show how we are doing in three priority areas — speed management, drink–driving and the use of restraints. New safety initiatives, in particular targeting those who speed and drink–drive, will enable us to set 2010 outcomes for these priorities as implementation of the strategy progresses.

			2004
SPEED (open road)	Mean	km/h	99
	85th percentile	km/h	107
SPEED (urban road)	Mean	km/h	55.2
	85th percentile	km/h	61
ALCOHOL	Driver deaths with excess alcohol	number	48
		% of all drivers deaths	21%
			2004 at least
RESTRAINTS	Vehicle occupants wearing safety belts	% (front)	92%
		% (back)	75%
	Children (under 15) restrained	%	90%

User–group outcomes

We have singled out the social cost borne by two particular user groups — pedestrians and cyclists — because they have particular safety requirements. As part of the early work of this strategy, we will be developing a comprehensive safety framework for pedestrians and cyclists. Further work on defining safety outcomes for these road users will be a part of this development. The safety framework will be associated with a broader strategy being developed by government to increase walking and cycling.

The walking and cycling initiatives in the 2003 Implementation Schedule released with this strategy are oriented towards research or strategic development and are intended to provide the basis for future initiatives. When specific safety initiatives are determined, we will be able to forecast future safety gains for pedestrians and cyclists.

		2004 Deaths plus hospitalisations not exceeding
PEDESTRIANS	Total	700
	More than 1 day's hospitalisation	390
	More than 3 days’ hospitalisation	290

PEDESTRIANS PER MILLION HOURS TRAVELLED	Total	3.1
	More than 1 day’s hospitalisation	1.7
	More than 3 days’ hospitalisation	1.3

CYCLISTS	Total	270
	More than 1 day’s hospitalisation	130
	More than 3 days’ hospitalisation	90

CYCLISTS PER 100 MILLION KM CYCLED	Total	100
	More than 1 day’s hospitalisation	50
	More than 3 days’ hospitalisation	35

Regional outcomes

The regional outcomes provide a focus for regional land transport strategies, and will help gauge the effectiveness of regional and local road safety work.

2010 regional outcomes will be set as the strategy progresses. For these outcomes it is best to consider the total number of deaths and hospitalisations.

	2004 Deaths plus hospitalisations not exceeding	2004 Deaths plus hospitalisations of more than 1 day not exceeding	2004 Deaths plus hospitalisations of more than 3 days not exceeding
NORTHLAND	440	200	120
AUCKLAND	2,120	840	600
WAIKATO	740	420	320
BAY OF PLENTY	490	270	160
GISBORNE	70	40	30
HAWKE’S BAY	250	140	100
TARANAKI	120	70	50
MANAWATU-WANGANUI	390	240	160
WELLINGTON	320	200	120
NELSON-MARLBOROUGH	140	80	50
WEST COAST	90	40	20
CANTERBURY	700	380	260
OTAGO	250	150	100
SOUTHLAND	150	100	60

Theme: Devolving safety management
Different regions and communities face different road safety issues. This national Road Safety to 2010 strategy will be supported during the decade by dynamic regional and local strategies that integrate safety into day–to–day transport management and contribute to a safer New Zealand. Central government will provide strong support and guidance, and local government will assume greater safety management responsibilities. For example, safety management systems are being piloted with a number of road controlling authorities in partnership with the Land Transport Safety Authority and Transfund New Zealand. Guidelines and crash analysis tools are being provided to support regional government in their contribution to the achievement of national and regional road safety outcomes through their regional land transport strategies.

Figure 7. Achieving our 2010 goals will reduce pressure on health costs. Source: Land Transport Safety Authority and New Zealand Health Information Service

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Page created: 17 October 2003