New Zealand’s Road Safety
Strategy 2020-2030

December 2019

B

ROAD TO ZEROSECTION HEADING

1

Finding your way
around this document
Purpose and structureof this document
Road to Zero outlines a strategy to
guide improvements in road safety1
in New Zealand over the next 10
years (i.e. from 1 January 2020
to 31 December 2029).

With thanks to the NZ Transport Agency
and Tourism NZ for use of their photolibraries

01
Case for change

02
VisionOutlines the importance of roadsafety in New Zealand, the role ofa road safety strategy in driving
improvements, and how the elementsof this document were developed.

Sets out our vision of a New Zealand
where no one is killed or seriously
injured in road crashes.
p20

p8

03
Target for 2030

04
Principles

Sets out where we want to be by 2030,
as a step towards achieving ouroverarching vision.

Sets out the principles to guidedecision-making.
p28

p24

For more information
View the road safety strategy
webpages at
www.transport.govt.nz/zero

1

05
Focus areas

06
Measuring success

Outlines the five focus areas for the
next decade. Together, these play apart in meeting the significant challenges
and opportunities of road safety facing
New Zealand in the years ahead.

Sets out an outcomes frameworkthat will help hold us accountableto progress.

p34

On our roads, streets, footpaths, cycleways, bus lanes and state highways

p60

2

ROAD TO ZEROMINISTER’S FOREWORD“Ka noho ana te haumarutangai te pokapū o te anamata mō
te haere i ngā ara, ka āta
whakaaro tātau ki te āhua o tehaere me tā tātau e rongo nei
i a tātau e haere ana.”

HE WĀHINGAKŌRERO MŌTE RAUTAKI
Ka tohu tēnei rautaki i te huringa o te tai mō te haumaru
o te haere i ngā rori i tēnei whenua.
Ka huri atu i te whakaaetanga o ngā aitua hei tūraru ekore e taea te pare i a tātau e haere ana i tēnei whenuaātaahua o tātau. Ka neke ki tētahi pūnaha rori, ko tetangata tonu i te pokapū, e whakamātāmua ana i teoranga me te āhua o te noho. E whakahau ana i a tātau
kia manawanui, kia ngākau tapatahi.
Ko te huringa e takoto mai ana, he whaitake nui, hekōhukihuki.
Ka whakarewa ana mātau i tēnei rautaki, neke atu i tekotahi tangata ka mate, e whitū anō ka tino whara i ia rā
i ngā tukinga waka i te rori. Ki te pēnei tonu, ka āhua3,000 ngā mate, ā ka āhua 30,000 ngā tāngata ka tino
whara me te raru i aua wharanga ā haere ake nei, mai itēnei wā ā tae noa ki te tau 2030. Ka mutu, ka pāngia
ngā whiringa o tētahi tokomaha, mō rātau anō me ā
rātau tamariki, nā runga i te wehi ka rongo rātau i arātau e haere ana i te rori. Ka kore e whakamahia ngāhua pai ā-hauora nei, ā-taiao nei, ā-whakahaumaru nei
ka taea te whakamahi mēnā ka tautokona te iwi kia
haere wehikore mā raro, mā te paihikara rānei, tēnā i tehaere mā te waka.
Ka whakatakoto tēnei rautaki i tētahi mahere e huri ai tetai, ko te pae tawhiti ko tētahi Aotearoa e kore nei emate tētahi, e tino whara rānei tētahi tangata i ngā rori.
Ka whakamahere i te ara e tutuki ai tēnā mā te pūnaha
rori whakahaumaru me te tika o te tere o te haere; tehaumaru o te waka mā te whakamahinga o ngāhangarau hou; te haumaru o te haere i te rori mō ngāwāhi mahi; ngā whanonga tika o te kaihautū waka; mete whakawhanaketanga o te whakahaere i te pūnaha ekite mai ai i te momo hautūtanga, te taunga me te mahi
tahi e tino pīrangitia ana.
Ko tēnei momo huringa o te tai, ka tautini, nō reira e
whai ana te rautaki kia 40 ōrau te hekenga o ngā mateme ngā tino wharanga hei roto i te 10 tau. Ki te āta

whakatutuki haere i tērā whāinga, he 750 te
hekenga iho o te hunga ka mate, he 5,600 tehekenga iho o te hunga ka tino whara hei rotoi te 10 tau, tēnā i te āhua o ngā nama e kitea ana
i tēnei wā.
Ka noho ana te haumarutanga i te pokapū o teanamata mō te haere i ngā ara, ka āta whakaaro
tātau ki te āhua o te haere me tā tātau e rongo nei ia tātau e haere ana. Ka waihanga i ngā ara hīkoi mengā ara paihikara e tūhono ai ngā tāngata me ngāhapori. Ka tere te toro ki ngā kōwhiringa e puta mai
ana i ngā hangarau o te anamata, ā ka whai kia
whakawhanake i ngā tūhononga me ngā āheitanga
puta noa i te motu e whakatutukihia ai ngā pīrangi
rerekē o ngā hapori e ngā urupare whakahaumaru ite rori.
Hei Minita e kawe ana i te haepapa whakahaumaru ingā rori, ka whakaaro au ki te 10 tau e tū mai nei, karongo i taua haepapa, me te manawanui ki tewhakaū i tēnei mahere: he whakaatu i te
hautūtanga e tika ana; he tono i ngā kōrero
tohutohu mō ngā kaupapa here e takea mai ana ingā taunakitanga; he takoha i te haumitanga nui, ite haumitanga toitū, e whāia ana kia tutuki ai tāmātau whāinga.
E tohu ana te Road to Zero i tērā manawanui i atātau katoa e whakamahi ana i ngā rori, i ngā ara
paihikara, i ngā ara hīkoi, me te hunga e whai wāhi
ana ki te waihanga, ki te manaaki, ki te tiaki i ō tātau
rori me ngā ture mō te rori, kia mahi i te mahi.
I puta mai te rautaki nei i ētahi kōrero whānui puta
noa i te motu, ā me haere tonu ēnei momo kōrero ia tātau e mahi tahi nei ki te whakawhanake i tōtātau pūnaha rori e hoki ora atu ai tātau katoa i ōtātau haerenga ki ngā kāinga.

3“With safety at the heart ofour transport future, we think
more deeply about how wemove around and how we feelas we travel.”

MINISTER’SFOREWORD
This strategy marks a step-change in road safety
for this country.
It steps away from an acceptance that tragedy isan inevitable risk we all take when we move about
this beautiful country of ours. It steps us towards
a road transport system that has people at thecentre, one that prioritises wellbeing and liveability.
It calls on us to harness commitment andcollaboration from everyone.
The change it outlines is critical and urgent.
As we launch this strategy, more than one person
is killed every day and seven others are seriously
injured in road crashes. If we continue as we are,around 3000 people will have lost their lives andabout 30,000 people will have been seriously injured
with life-long consequences between now and 2030.
What’s more, the feeling of danger that many people
feel about road travel will continue to affect theirlives and the freedom of choices for themselves andtheir children. We will fail to tap into the health,environmental and safety benefits that are withinreach if we can support people to feel safe to walkor ride bikes, instead of taking the car.
This strategy provides a map for change, with avision of a New Zealand where no one is killed orseriously injured on our roads. It charts a path toachieving this through: safe road infrastructure andsafe speeds; safe vehicles through new and futuretechnologies; workplace road safety; safe road user
behaviour; and improved management across thesystem to provide the leadership, coordinationand teamwork so keenly required.
This kind of meaningful step-change takes time, so
the strategy sets a target of a 40 percent reduction
in deaths and serious injuries over 10 years. Steadyprogress towards this target would mean about

750 fewer people would be killed and 5,600 fewer
would be seriously injured over 10 years comparedto current levels of harm.
With safety at the heart of our transport future,
we think more deeply about how we move aroundand how we feel as we travel. We create more
walking and cycling routes that connect people
and communities. We act quickly to seize on
opportunities provided by technologies of the
future, and we ensure that we build relationships
and capability across the country so that ourroad safety responses meet the diverse needsof all communities.
As the Minister responsible for road safety,
I look to the next 10 years with a strong feelingof responsibility and commitment to deliver on
this plan: to provide the leadership needed, tocommission the quality evidence-based policy
advice required, and to deliver the substantial
and sustained investment that will be necessary
to meet our target.
Road to Zero calls on a similar commitment
from all of us who use our roads, cycleways
and footpaths, as well as everyone involved indesigning, maintaining, and upholding our roads
and road rules, to play their part.
The strategy is the result of wide-ranging
conversations across the country, and these
sorts of conversations will need to continue as wework together to improve our road system so thateveryone can arrive home safely from their journey.
I look forward to working with you all on thiscritical task.
Associate Minister of TransportJulie Anne Genter4

ROAD TO ZEROEXECUTIVE
SUMMARYEXECUTIVE SUMMARY

Road to Zero places human wellbeing at the heart ofour road transport planning. It outlines a road safetysystem that supports and expects road users to makegood choices, but acknowledges that we can all makemistakes. It values every life and the liveability of ourcommunities, and it upholds the right of all of us to feelsafe and arrive safely on our journeys across Aotearoa.
New Zealanders and visitors use our roads every day.
Our highways, streets, footpaths and cycleways connect
us to each other and to the places we love.
People should be able to feel safe and travel safely
around our country. Yet on average, one person is killed
every day on New Zealand roads, and another is injured
every hour. The ripple effect of these tragedies onfamilies, survivors, colleagues, and local communities,
as well as the economy and health system isdevastating and it is unacceptable.
Other countries similar to New Zealand do not have thesame rates of road deaths and serious injuries. We canand should do better.
Safe roads are a foundation of a safe New Zealand.
Road safety goes beyond our obligation to prevent
deaths and injuries to improving lives and lifestyles
too. It ensures everyone, even our most vulnerable road
users, feels safe to use our transport network. People
can feel safe riding their bikes and letting their children
walk, bike or scooter to school. It creates road networks
that connect people and communities rather than
dividing them. It is part of making New Zealand, ourtowns and our cities, places we can be proud of andlove to live in.
Influencing road user behavior and enhancing ourdriving culture will continue to be critical if we are
to improve road safety. Every one of us who uses
our roads, streets and footpaths has a responsibility
to make good choices and follow the rules, and central
and local government has a responsibility to supportand enforce that behaviour.

5

But we know from overseas experience that a focus
on improving driving skills and addressing risk-taking
behaviours will not solve the road safety problem byitself. No one expects to crash, but people makemistakes – including those of us who are usuallycareful and responsible drivers.
We need to build a safe road system that is designed
for people. This means doing our best to reduce
crashes, but acknowledging that crashes will continue
to happen. When crashes occur, we can prevent serious
harm through safe vehicles, safe speeds and forgiving
road design.
This approach has dramatically improved road safety inother countries, so we know it works. It was introducedin the previous road safety strategy Safer Journeys
2010-2020. In the instances where we have fully
applied this approach, it has been proven to save lives
on our roads. But we haven’t done enough.
Safer Journeys has not been implemented as intended.
Although it was based on a sound approach andcompelling evidence, it did not have sufficient buy-in,
investment, leadership and accountability to achievea significant reduction in deaths and injuries.
Most critically it did not have the buy-in from all
New Zealanders that it is unacceptable for people
to be killed or injured on our roads.
We now have the opportunity to do more and to go
further. We can commit to a bolder vision about what is
possible – no longer regarding zero deaths and serious
injuries as an aspiration but as necessary andachievable.
Adopting this vision for road safety represents a
commitment to embed road safety in transport design,
regulation, planning and funding. Safety should be a
critical investment priority and should not be traded
off against other priorities. Every death or serious
injury on our roads is a call to act, investigate,
diagnose and address.

Road to Zero looks to a future New Zealand where
no one is killed or seriously injured in road crashes.
Over the next decade, we know that new transporttechnologies will bring significant opportunities as well
as challenges, and the very nature of how we transport
goods and people across the country is likely to change.
By placing safety at the core of our transport system,
we can anticipate and adapt to the changes ahead while
continuing to strive for our vision.
Throughout the development of this strategy, theMinistry of Transport engaged with representatives
from central and local government, key players in thetransport sector, and road safety experts and advocatesthrough a series of reference group workshops. They
also held workshops with stakeholders from across
New Zealand to listen to their road safety concernsand priorities for their communities and regions, and togauge their level of support for a new road safety vision.
We also received feedback from over 1,300 submittersabout our proposals in the Road to Zero consultation
document. We are grateful to all those whose
perspectives and expertise have helped to shape
this strategy.
This strategy articulates our vision, guiding principles
for how we design the road network and how we makeroad safety decisions, as well as targets and outcomesfor 2030. It sets out the five areas we want to focus onover the next decade, and a framework for how we willhold ourselves to account.
This strategy will be implemented through a series ofseparate action plans that will outline the actions wewill take to drive change, as well as the timelines andresponsibilities for implementing them.

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ROAD TO ZEROEXECUTIVE SUMMARY

Our vision is:
a New Zealand where no one iskilled or seriously injured in roadcrashes. This means that no deathor serious injury while travelling on
our roads is acceptable.

1

Infrastructure
improvements andspeed management
Improve road safety of
our cities and regions
through infrastructure
improvements andspeed management.
Systemmanagement
Develop a
management systemthat reflectsinternational bestpractice.

OCUS AREARFSUO
OUR VISION

Vehicle safety
Significantly
improve the safety
performance of thevehicle fleet.

A New Zealand where
no one is killed orseriously injured inroad crashes.

Road user choices
Encourage safer choices
and safer behaviour on
our roads.

Work-relatedroad safety
Ensure that businesses
and other organisations
treat road safety as a
critical health andsafety issue.

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Underpinning this vision are sevenguiding principles:01	We promote good choices but planfor mistakes
02	We design for human vulnerability
03	We strengthen all parts of the roadtransport system
04	We have a shared responsibility for
improving road safety05	Our actions are grounded in evidence
and evaluated06	Our road safety actions support health,wellbeing and liveable places
07	We make safety a critical decision-making
priority.

As a step towards achieving this vision, we
have set a target of a 40 percent reduction
in deaths and serious injuries by 2030.
This will be achieved through action in
five key areas:01	Infrastructure improvements
and speed management
02	Vehicle safety
03	Work-related road safety04	Road user choices05	System management.

This strategy will be supported by a seriesof action plans over the next 10 years thatwill outline priority actions to deliver on
our vision.

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ROAD TO ZERO

01 CASE FOR CHANGE

01
CASE FOR CHANGE

SUMMARY
New Zealanders and visitors travel on our roads every day for work and leisure.
The road system, including our streets, footpaths, cycleways, bus lanes andstate highways, shapes how we get around, and how we use and interact
around public spaces.
In 2018, 377 people were killed on our roads, and thousands more seriously
injured.
Deaths or serious injuries should not be an inevitable cost of travelling around.
We can and should do better. We need to commit to taking sustained action tocreate a transport system where human life is protected and no one is killed
or seriously injured in road crashes.
By placing safety at the foundation of our transport decisions, we open up
opportunities to New Zealanders and our visitors to choose different modes oftravel, to think carefully about how we want to shape our towns and cities, andhow we want to connect to each other.
This road safety strategy charts a bold course for the next decade, outlining aplan to build the safest road system we can, and work towards zero deaths
and serious injuries on New Zealand roads. It sets out priority focus areas todrive national road safety performance to the end of 2030, lays thegroundwork for longer-term goals and aspirations, and will hold us
accountable through clear and measurable outcomes.

9

10

ROAD TO ZERO

01 CASE FOR CHANGE

Safe roads are afoundation of a safe andhealthy New Zealand.

Our road system shapes how people and products
move around, and how communities interact. It plays
an important role in connecting people, and gives
New Zealanders access to education, work andrecreation. It also supports economic activity throughmovements of freight, by connecting businesses with
their employees, customers, and other goods andservices, and by creating vibrant towns and cities.
The safety of our roads and streets is a critical partof ensuring the system delivers on these purposes.
A safe road system not only prevents needless deaths
and serious injuries, but can help improve lives andlifestyles too.
Improving road safety makes our towns and cities
more accessible, connected and liveable, ensuring
people feel safe to walk or cycle. A safer road network
would encourage parents to let their children walk toschool, which promotes independence, and improveaccessibility for older and disabled people. Walking
and cycling trips can support healthier lifestyles,
improve mental health, and reduce pressure on ourhealth system.

People in New
Zealand spend
an average of
AN HOUR A DAY
TRAVELLING

37%

of people aged 15+
in New Zealand have
USED PUBLIC TRANSPORT
IN THE PAST YEAR

Improving road safety can also support environmental
sustainability. More people walking and cycling
reduces emissions, reduces noise, and improves air
quality. Well designed and safer roads supports
productive economic activity resulting from fewer
crashes and reliable travel times. Local economies
benefit too, as people who walk or cycle have beenfound to be more likely to stop and visit shops andbusinesses on the way to their destination.
Active modes and safe, efficient public transportalso deliver direct safety benefits by reducing the
proportion of private vehicles on the roads.
When we think about road safety in this way, we also
think about designing towns and spaces that people
want to be in, not just travel through.
Beyond this strategy, the Government is also
undertaking a number of initiatives and investingin public transport, walking and cycling, and rail
infrastructure. Over time this will see more people
travelling by other modes – reducing emissions andcongestion, and resulting in less trauma on our roads.

31%

of people aged 15+
in New Zealand have
CYCLED IN THE
PAST YEAR

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Recent research found that
SAFETY CONCERNS WERE A
BIGGER DETERRENT TO TRYINGCYCLING THAN TRAVEL TIME
OR WEATHER(TRA, 2018).

There are

There are

OF ROADS ON THE NETWORKOF LOCAL ROADS

94,000KM

83,000KM

WALKING is estimated toprovide HEALTH BENEFITS OF$2.60 PER KILOMETRE andCYCLING OF $1.30 PER
KILOMETRE(NZTA, 2013).

There are

11,000KM
OF STATE HIGHWAYS

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ROAD TO ZERO

01 CASE FOR CHANGE

On average, ONE PERSON IS
KILLED EVERY DAY ON NEWZEALAND ROADS, and anotherseven are seriously injured.

However, thousands of people are
killed or seriously injured on ourroads every year.
Over the past six years we have seen an unprecedented
rise in the number of deaths and serious injuries.
We know the rate of increase is partly due to anincrease of people travelling on our roads. But thisisn’t the only factor.
The number of deaths and serious injuries are
increasing at a much faster rate than can be explainedby simple traffic growth.
About half the people who were harmed did notcontribute to the crash. They were harmed by otherpeople’s errors in judgement, and were let down bya system that failed to protect them from thosemistakes.

We collect and publish a large amount of information
on road safety. For more information, please visit:∂ The Ministry of Transport’s website for Annual Crash
Statistics and fact sheets:
https://www.transport.govt.nz/mot-resources/
new-road-safety-resources/∂ NZTA’s website for road safety information and tools:
https://www.nzta.govt.nz/safety/safety-resources/
road-safety-information-and-tools/

About the photo: In July 2010 a couple were driving from Napier to
Taupo in their four-wheel drive vehicle. It was mid-morning and abright, sunny day – ideal driving conditions. But they never got to
Taupo. A car going in the opposite direction suddenly crossed thecentre line. There was no time for anyone to brake, and this was theresult. Both drivers were killed. The passenger in the four-wheel drive
vehicle was seriously injured.
The Coroner was unable to determine the reason for the drivercrossing the centre line so sharply. Neither driver was speeding,neither driver was using a cell phone, neither driver had been drinking
alcohol. They were both wearing seatbelts. Until that moment, they
had both been obeying the law.
However, there was no median barrier on the road, which could have
prevented a head-on collision. The vehicles involved did not protect
the occupants from the crash forces, and the posted speed limit was
too high for the nature of the road.

13

Casualties by road user type 2018
(Ministry of Transport, 2018)182

Drivers

92

Passengers
Motorcyclists andtheir passengers

54
41

Pedestrians
Cyclists

5

Bus passengers

2

Other

1

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ROAD TO ZERO

01 CASE FOR CHANGE

We do not have to accept this.
We can and should do better.
Deaths and serious injuries should not be an inevitable
cost of travelling in New Zealand.
Most other developed countries have far lower rates ofdeath on their roads. If New Zealand’s roads were as safe
as Norway’s (a country with a similar road network andpopulation to New Zealand), approximately 260 of the 377
people who were killed last year would still be alive. If we
performed even as well as Australia, 150 people would stillbe alive (IRTAD, 2018).

Road fatalities per 100,000 population 2017(or latest available figures)

7.9

If we continue as we are, we estimate that around 3000
people will have lost their lives between now and 2030.
Approximately 30,000 people will have been seriously
injured with ongoing or long-term consequences.

5

The social cost of these tragedies would be about $45
billion in today’s dollars (Ministry of Transport, 2019).
This social cost is not just the cost on individuals, ourhealth system and the disruption and delay on our road
network. It reflects the permanent and profounddevastation that deaths and serious injuries have on loved
ones, families and whānau, colleagues and workplaces,
and communities.
Alongside these alarming numbers, we need to consider
the unquantifiable impact of these tragedies on
thousands of whānau, friends, colleagues and workplaces,
as well as on the emergency services personnel and themany other professionals who respond to the crashes.

2.5

2.8

3.2

2

NorwaySwedenUK
Denmark(2016 data)

Australia

New
Zealand15

We need a safe system which
recognises crashes are inevitable but
deaths and serious injuries are not.
Traditional approaches to road safety assume that theroot of the road safety problem is crashes. As a result,individual road users – who are often blamed for being“bad drivers”, “careless cyclists”, or “distracted
pedestrians” – have historically been presented as thecause of the problem.
But international evidence shows that only about 30
percent of serious crashes are caused by deliberateviolations and risk-taking behaviour, while the majority
result from simple errors of perception or judgementby otherwise compliant people (International
Transport Forum, 2016).
Instead of simply asking: “Why did that person crash?”,what if we also asked: “Why was that person killed orseriously injured in the crash?”
In shifting our focus, we’re required to develop
solutions that target a different culprit: an unforgiving
system that doesn’t take into account the fact thatpeople sometimes make mistakes when using
our roads.
While actions to improve people’s skills and behaviour
and to deter risk-taking behaviour are still criticalto our success, this alone will not fix the problem.
We must also turn our attention to fixing a transportsystem that fails to protect people – by improving
our road network, tackling unsafe speeds and lifting
the safety of our vehicle fleet.
This kind of ‘Safe System’ thinking has dramatically
improved road safety in some countries, andunderpins approaches adopted in other fields likeaviation, shipping, and workplace health and safety.
It was introduced to New Zealand in our current roadsafety strategy Safer Journeys. In cases where wehave successfully adopted this approach, it has
proved to save lives on our roads.

We now have the opportunity to do
more and to go further.
The Safe System approach remains the gold standard
in road safety. However, New Zealand has had mixed
results in embedding this approach. Other countries
have done better through also adopting a galvanisingvision (such as Vision Zero), underpinned by clear
targets to reduce road trauma.
This strategy seizes the opportunity to commit toa bolder vision about what is possible, to learn fromwhat did or did not work in Safer Journeys and takemore transformative actions to reduce deaths andserious injuries on New Zealand roads.

OVER 50% of major trauma
injuries treated in our hospitals
are from road crashes(Major Trauma Network, 2018).
ROAD CRASHES ARE THE
SECOND LARGEST CAUSE OF
DEATH from injury, after
suicide (IPRU, 2012).
Even IF EVERYONE OBEYED THE
ROAD RULES, New Zealandwould still have MORE THAN
180 DEATHS on the road eachyear.

Safe System in action: Centennial Highway
SH1 Centennial Highway, a 3.5 km stretch of road just north of Wellington, wasonce particularly treacherous. On average, at least one person died and anotherwas seriously injured here every year.
In 2005, a flexible median safety barrier was installed and the speed limit was
lowered to 80 km/h. Since then, there have been no fatal or serious injury crashes.
The barrier is hit around twice per month without a single death.

16

ROAD TO ZERO

01 CASE FOR CHANGE

What can we learn from reviews of Safer Journeys?
In 2015, an independent interim evaluation of the effectiveness of Safer Journeys
found that while the focus of the strategy was sound, there was insufficientleadership and sector capacity necessary for successful implementation.
Greater collective and sustainable leadership, coordination and participationfrom Ministers and government agencies was needed.
In addition, Safer Journeys lacked national targets and overall outcome targets.
This allowed operational focus to shift away from road safety. It also meant there
was limited ability to track the impacts of interventions and the overall impact of
the strategy over time.
The interim evaluation made a series of recommendations about how the roadsafety system is managed in New Zealand. These included recommendations
that any new strategy set ambitious trauma reduction targets and that we update
the value of statistical life to help us allocate resources more rationally. It also
recommended that we strengthen road safety management capability and refreshthe high-level governance group for road safety in New Zealand.

Road to Zero charts a bold course
for the next decade.
Road to Zero articulates a shared vision for
New Zealand, as well as the key principles to guidedecision-making across the system. It outlines ourapproach to the challenges of the next decade andthe steps we need to take to meaningfully reduceroad trauma.
The strategy will be supported by several actionplans. These will set out the key interventions thatwill support progress towards each of the focus areas
over the course of this strategy. An initial three year
action plan is being published alongside the strategy.
Further will follow.
The strategy complements a number of other
Government strategies and work programmes.
This includes:∂ developing NZTA’s mode shift plan – a strategy toachieve a shift to public and active transport
through joint investment and land-use decisions∂ implementing the New Zealand Rail Plan to enable
a resilient and reliable rail network for moving
freight and increased public transport options
through metropolitan rail
∂ improving public transport services∂ delivering on the Disability Action Plan’s intentions
to increase the accessibility of transport fordisabled people∂ delivering on Better Later Life He Oranga
Kaumātua 2019 – 2034 to improve the health andsocial participation outcomes of older people.

Ongoing engagement with tangata whenua
will be important
We recognise iwi Māori as tangata whenua of New
Zealand holding unique and direct relationships with the
Crown. The Government has obligations under the Treatyof Waitangi to work in partnership with Māori, to ensure
equal participation at all levels, to protect Māoriinterests, and to reflect the views and aspirations ofMāori in decision-making that directly affects them.
In developing this strategy, the Ministry of Transport
consulted with a range of Māori-focused stakeholders.
The insights from these groups have been appreciated.
Work is underway to better understand the issues andopportunities for Māori in road safety, but much more isneeded to build relationships, insights, and responses toappropriately meet the needs of tangata whenua in New
Zealand. Ongoing partnership with Māori will be a focus
as we move from the development of the strategy to theimplementation. On the specific actions in the strategy,
we recognise that mainstream policy approaches do notalways work for Māori and different policy responses
may be needed.
This is the start of what will be an ongoing and important
process.

17

WHAT WE
HEARD
Road Safety Summit
Work on the strategy began in April 2018 when the Associate Minister of Transport, Hon Julie
Anne Genter, held a one-day Local Government Road Safety Summit in Wellington. More than
100 senior local government representatives from across New Zealand took part in the event.
Attendees expressed near universal support for a Vision Zero approach to road safety. They
said they wanted strong leadership from central government to promote safety and for the
new strategy to adopt measurable and meaningful road safety targets. There was widespreadrecognition that speed was a key road safety issue. Improving the safety of children, cyclists
and pedestrians was also a common theme.

Reference groups
In July 2018, five reference groups were set up to discuss key road safety issues and identify
priorities and potential interventions. More than 100 people, including representatives of local
and central government, businesses and advocacy groups, and academics, took part in four
half-day meetings.
The reference groups focused on five areas: infrastructure, design and planning; speed;
vehicles as a workplace; road user behaviour; and vehicles, vehicle standards and certification.
Although the groups were not asked to reach a common position, a number of themes
emerged – including broad (but not universal) support for a Vision Zero approach. The groups
acknowledged the level of complexity in improving road safety and highlighted the importanceof clear and ambitious outcomes. They wanted initiatives to be supported by additional
investment and stronger Government leadership, and greater focus to be put on the capacity
and capability of agencies to deliver a more robust strategy. The selection of the focus areasin the action plan was informed by these groups.

Roadshows and further engagement
Over the course of the strategy development, officials from the Ministry of Transport also met
with a wide range of people with an interest in road safety, including regional and local roadsafety groups, industry groups and advocacy groups, groups providing perspectives frompeople with disabilities, and iwi. We sought feedback on a Vision Zero approach and heard a
broad range of perspectives and concerns about road safety. There was a clear appetite for
substantial change but differing views on pace. Stakeholders called for support to bring thecommunity with us, especially in our regions.
Officials met with local government representatives and regional stakeholders at 14 roadshowsheld across the country in March-April 2019. Overall, we received positive feedback on the
direction and content of the consultation document, and support for a more ambitious
approach. Stakeholders often focused on driver behaviour as a key factor in road safety. Many
also noted the importance of speed and were keen to see the streamlining of the processes forsetting speed limits. Some stakeholders stressed that the strategy needed to take into accountrural needs, issues of equity and access to jobs and services.

Ongoing communication from the public
Transport Ministers and officials received a substantial number of letters and emails on thesubject of road safety as work progressed. Many correspondents urged the Government totake additional action to make the road network safer for all road users, including cyclists
and pedestrians. There has been a high volume of correspondence reporting unsafe roaduse, as well as the impacts of high speeds on communities.

18

ROAD TO ZERO

01 CASE FOR CHANGE

PUBLICSUBMISSIONS
We invited public feedback on the Road to Zero consultation document in July – August 2019,and received over 1,000 submissions through the main survey tool. It is clear that New
Zealanders care deeply about the number of people being killed and seriously injured on ourroads, and about the negative impact that poor road safety has on people’s travel choices.
Vision: Most submitters (almost 85 percent) were broadly in support of the proposed vision,
with most organisational submitters indicating strong support.
Target: There was broad support for including a target in the strategy, with 42 percent support
for the proposed target and 34 percent wanting something more ambitious.
Principles: There was broad support for all the proposed principles, with at least 80 percent ofsubmitters indicating broad support for each principle.

Focus areas:
Infrastructure and speed: Over 75 percent of submitters were broadly in support of this focus
area, although there were questions around funding of the infrastructure changes, and some
opposition towards a focus on speed.
Vehicle safety: Over 85 percent of submitters were broadly in support of this focus area, with adesire for more urgent action on vehicle standards, and from the other side a concern about
costs and impacts on consumers.
Work-related road safety: Over 90 percent of submitter broadly supported this focus area,with many noting the positive role business could play in improving the safety andsustainability of the vehicle fleet. Some also noted the opportunity for businesses to supportmode shift by encouraging commuting by different modes, especially in urban areas.
Road user choices: There was near universal and very strong support for this area, with somesuggestions that this should be prioritised over other focus areas, and a clear call for
improvements to driver education, licensing and driver culture, as well as enforcement andpenalties.
System management: Over 87 percent of submitters supported this area, with calls for strong
central leadership, while also empowering local communities to develop local solutions.
We also heard from 185 children and young people through a survey created with support fromthe Office of the Children’s Commissioner. Frequent road safety concerns included:
incompetent drivers, vehicles travelling too fast, walking alone, and a lack of footpaths andcycle paths. More than 80 percent of respondents supported the vision and almost 90 percent
either supported the proposed target or believed it should be more ambitious.
People with learning disabilities were asked through a People First NZ survey what made themfeel safe and unsafe when travelling on the road and footpath. Following the road rules andsimple safety measures, such as drivers travelling at safe speeds and separated bike lanes,
were common themes, as were well-maintained and well-lit roads and footpaths, gradedslopes off kerbs for wheelchairs, reliable bus and train services, and courtesy and care fromother road users. Many of these submitters noted the level of aggression they experience fromother road users, cars and buses going too fast, drivers not stopping at pedestrian crossings,
not having enough time to cross the road, and the danger of e-scooters and other silent
vehicles for disabled and vision-impaired people.
You can read a full summary of submissions at www.transport.govt.nz/zero.

19

ALMOST 85% of submitterswere broadly in SUPPORT OF
THE PROPOSED VISION
42% support towards the
PROPOSED TARGET. 34%
proposed a more AMBITIOUS
TARGET
AT LEAST 80% of submitters
indicating broad support FOR
EACH PROPOSED PRINCIPLE

20

ROAD TO ZERO

02 VISION

02
VISIONSUMMARY
Our vision is a New Zealand where no one is killed orseriously injured in road crashes. It is based on Vision
Zero – a global movement that has seen significant
decreases in road trauma in Sweden, New York and partsof Australia.
Adopting this vision for road safety means we need tomake concerted efforts towards building a road transportsystem that protects everyone from road trauma. It
represents a commitment to embed road safety
principles and harm reduction in transport design,
regulation, planning, operation and funding.

21

22

ROAD TO ZERO

02 VISION

Our vision is a New
Zealand where no one iskilled or seriously injured
in road crashes.

Adopting this vision means
acknowledging that:∂ no loss of life is acceptable in the transport system∂ deaths and serious injuries on our roads arepreventable∂ we all make mistakes, but these mistakes should
not cost us our lives.

What does this mean?
It means no longer viewing the deaths on our roads
as a “toll” that we’re prepared to pay for mobility.
Systems cannot be designed to prevent every crash.
But they can – and should – keep people alive whencrashes happen.
When we board an aeroplane, we expect that those
responsible, the airline and the aviation authorities,
have taken responsibility for our journeys, and that thesystem is safe and works for everyone. When we go towork, our health and safety laws places clear
expectations and responsibilities on businesses andother organisations to ensure that everyone who goes
to work comes home healthy and safe. In the sameway, we should expect our road system to be designed
for people, travelling in different ways, instead of
blaming people for failing to survive in the system
we have designed.
It is not acceptable that people die. This is what
fundamentally underpins our vision.

The Vision Zero approach
Our vision is based on Vision Zero. First launched in Sweden in
1997, Vision Zero provided a common vision that brought together
stakeholders, changed public attitudes and raised public
expectations. Over the years this vision has led to infrastructure
improvements (e.g. road barriers that separate cars from bikes andoncoming traffic, and safer pedestrian environments), lower urban
speed limits, and an emphasis on safe vehicles. In the 20 years sincelaunching the strategy, road deaths in Sweden have halved.
Vision Zero has become a global movement. It has been adopted byplaces like Norway, New York and London and has led to significant
decreases in road trauma. Vision Zero is framed as ‘Towards Zero’ insome jurisdictions, such as Victoria and New South Wales in Australia,
as well as Canada and the European Union.

Vision Zero in action
New York City
Since introducing a Vision Zero approach to road safety in 2014,
New York City has experienced a 28 percent decline in road deaths(including a 45 percent reduction in pedestrian deaths). Fewer people
now die on New York’s streets than at any time since records began.
This progress has been credited to the focussed and coordinated Vision
Zero approach, which has strongly prioritised safety, achieved strong
community buy-in and effectively used data to target investment.
New York City’s people-centric approach has prioritised pedestrian andcyclist safety, through changes to pedestrian crossings and protectedbike lanes, alongside strengthened enforcement and education. Speed
limits were also reduced across the city, from 30 m/h (48km/h) to 25
m/h (40km/h). These changes have been combined with widespreaduse of speed cameras and increased enforcement focussed on theoffences most likely to cause a death or injury.

23

Vision Zero in action
Changes to roads and roadsides, Mangere – before and after

BeforeAfter

Adopting this vision means doing
things differently.

industry and the broader community to work together.
It will also require significant improvements in the way
we manage the safety of our road transport system.

Adopting a more ambitious vision represents a
commitment for New Zealand to make sometransformative changes. It requires stronger
leadership and a new level of commitment by
everyone, underpinned by a shift in the national
conversation on road safety. Adopting Vision Zeromeans committing to safety as a critical priority forinvestment and decision-making, and a greater focus
on system changes rather than on addressing humanerror alone. It requires us to set clear goals andmeasure our progress against them.

A car can never be safe unless the passengers use
seatbelts. A road is never safe for the wrong speeds or
impaired drivers. If the whole system is to work, anumber of different measures are necessary thatallow us to travel at the right speed, protect us in theright way and ensure that we all behave responsibly on
our roads, supported by laws and technology to remind
us to do the right thing.

This vision can be achieved if, as a country, we
fundamentally shift the way we think about road safety
and what we are prepared to accept. Achieving lastingchange in road safety will require government,

Our collective task is to build a culture where safety is
an integral part of all decision-making that affects theroad system, its operation and its use.

24

ROAD TO ZERO

03 WHERE DO WE WANT TO BE BY 2030?

03
WHERE DOWE WANT TO
BE BY 2030?

SUMMARYAs an intermediate target towards
achieving our vision, we have set a target
to reduce deaths and serious injuries on
our roads by 40 percent over the next
decade. Steady progress towards thistarget would mean approximately 750
fewer people would be killed and 5,600
fewer would be seriously injured on ourroads over the next 10 years, compared tocurrent levels of harm.

25

26

ROAD TO ZEROAs a step towards
achieving our vision,
we have set a targetof a 40 percent
reduction in deaths
and serious injuries
by 2030.

03 TARGET FOR 2030

27

We recognise that we have a long way to go, and thatzero deaths and serious injuries on our roads may not
be achievable in the next 10 to 20 years. We have a roadsystem that hasn’t always been designed with thesafety of all users as a priority, a network that can feel
hostile when people are walking or cycling on it. We
have a large number of less safe vehicles on our roads,
a growing number of heavy vehicles and motorcycles on
the network, and a vehicle fleet that is slow to turn over.
We have a culture that has not always made road safety
a priority. Change will not happen overnight.

Modelling suggests that just over half the target could
be achieved through a combination of infrastructure
improvements (such as median barriers andintersection treatments), targeted speed limit changes
on the highest risk parts of the network, and increased
levels of enforcement (both by safety cameras and by
Police officers). These changes will require increasing
our investment in road safety over the next decade by
about 25 percent, from about $800 million per year toabout $1 billion per year.

However, if we are truly committed to this vision,
we need to set a target for achieving sustained andsubstantial reductions in deaths and serious injuries.
This target must be backed by evidence and we mustrigorously monitor and evaluate our progress towards it.

Up to a further quarter of the target could be achievedby lifting the safety performance of the vehicle fleet.
The remaining quarter would need to be achieved by
a combination of other interventions, such as
improvements to driver licensing and increases
to penalties for safety offences.

We want to reduce annual deaths and serious injuries
on our roads by 40 percent by 2030 (from 2018 levels).
This is a challenging but achievable target, based onmodelling of a substantial programme of road safety
improvements over the next 10 years. This target will
ensure that we continue to prioritise effective roadsafety interventions and allow us to be held to accounton overall outcomes.

Our target also takes account of broader changes
to how we travel on our roads, such as shifting
towards safer and more sustainable modes, and futurechanges in vehicle technologies. The impact of thesedevelopments may be significant, but the timing andsize of these impacts is less certain. We will need torespond flexibly to these opportunities and challenges
over the next decade.

Steady progress towards this target would mean
approximately 750 fewer people would be killed and5,600 fewer would be seriously injured on our roads overthe next 10 years, compared to current levels of harm.
Doing so would reduce the total social cost of roadcrashes on New Zealanders by approximately $9.6
billion. It would also have a significant impact on thelong-term costs to ACC of road crashes.

28

ROAD TO ZERO

04 PRINCIPLES

04
PRINCIPLESSUMMARY
Clear guiding principles provide a shared understanding of
how we will work, and the values that will guide our actions
and decision-making.
Our seven guiding principles for our road safety
strategy are:1 We promote good choices but plan for mistakes
2 We design for human vulnerability
3 We strengthen all parts of the road transport system
4 We have a shared responsibility for improving road safety
5 Our actions are grounded in evidence and evaluated
6 Our road safety actions support health, wellbeing andliveable places
7 We make safety a critical decision-making priority.

29

30

ROAD TO ZERO

Clear and transparent
guiding principles areintegral to how wedesign the networkand how we makeroad safety decisions.

04 PRINCIPLESOur vision is grounded in the Safe System. We havebuilt on its principles2 to create a broader set of
guiding principles for the strategy.
These guiding principles are integral to how wedesign the network and how we make road safety
decisions. They are intended to guide participationand decision-making across the system byproviding a shared understanding of how we will
work and the values that will guide our activities.
These principles have equal weighting, and theordering is not intended to give greater priority tosome principles over others.

2
The four Safe System principles are: (1) People make mistakes that lead to road crashes. (2) The human body has a limited physical ability to tolerate crash forces before harm occurs.
(3) The responsibility for safety is shared amongst those who design, build, manage and use roads and vehicles. (4) All parts of the system must be strengthened so that, if one part fails,
road users are still protected.

31

1

We promote good
choices but plan for
mistakes
We expect everyone to makegood choices and follow the rules
when they use the roads, but
acknowledge that people makemistakes and some will takerisks. Most serious crashes are
not caused by people deliberately
breaking the law, but rather the
result of a momentary lapse orerror in judgement. The mostcommon crash is by an average
driver (or motorcycle rider) who
makes an error of judgement.
Even really well-trained drivers
and riders make mistakes. Thesemistakes should not result inloss of life or serious injury.

2

We design for humanvulnerability
In the event of a crash, there arephysical limits to the amount of force
our bodies can take before we are
injured, and our chances of survival
or avoiding serious injury decrease
rapidly above certain impact speeds.
For a pedestrian, wheeled pedestrian,
cyclist or motorcyclist hit by a car, it’saround 30-40 km/h. In a side impact
collision involving two cars, it’s around
50 km/h. And in a head-on crash
involving two cars, it’s around 70-80
km/h. Some groups are particularly
vulnerable, such as children and theelderly, economically disadvantaged
communities, and disabled people.
With an aging population and an
anticipated mode shift to more
walking, cycling, scootering andmobility aids, there are likely to be
more vulnerable users on our roads.
In designing our road system, wemust acknowledge the limits of ourcapabilities and plan for human error,
so that the impact of a collision does
not cause fatal or serious injuries.

32

ROAD TO ZERO3

We strengthen all partsof the road transportsystem
We need to improve the safety ofall parts of the system – roads androadsides, speeds, vehicles, androad use – so that if one part fails,
other parts will still protect thepeople involved. This means thatwhen crashes do happen, deathand serious injuries can be avoided
through safe vehicles, forgiving
infrastructure design, and safe andappropriate speeds. We also needto understand and make roads andstreets safer for unprotected road
users such as pedestrians, cyclists,
motorcyclists and scooter riders.

Principle in action: What could
this look like in practice?
If a distracted parent driving a car turns
their head for a second to see why theirchild is crying in the back, tactile edgelines on the road or a lane departure
warning device in their vehicle could
alert them in time to recover. Where
there is no time to recover, a barrier
could prevent them from hitting anothervehicle head-on or running off the road,hitting a tree and being killed.

04 PRINCIPLES

4

We have a shared
responsibility for
improving road safety
The responsibility for safety needs
to be shared amongst those who
design, build, manage and use theroad transport system, as well as
those who enforce the rules.
Individuals, families andcommunities also need to play apart in building cultural change, andin using our roads with care and in
caring for our more vulnerable
users. But the burden of road safety
responsibility cannot rest on theindividual road user alone. Manyorganisations – the ‘systemmanagers’ – have a responsibility toprovide a safe operating
environment for road users. If road
users fail to obey these rules due tolack of knowledge, acceptance orability, or if injuries occur, thesystem managers are required totake necessary further steps tocounteract people being killed orseriously injured. This includes
central and local government andindustry organisations that design,build, maintain and regulate roads
and vehicles, as well as those whoare part of post-crash responses,
rehabilitation and care. Businesses
and organisations need to provide asafe workplace and actively manage
for a safety-focussed environment.
Our strategy and interventions needto ensure that there is appropriate
collective responsibility andaccountability.

5

Our actions are
grounded in evidence
and evaluatedWe need to focus our efforts on whatworks. Decision-making should be
informed by the best available
science and information, and needs
to operate in an environment ofcontinuous learning and system
improvement. We need to keep
abreast of emerging road safetyissues, changing trends, and new
solutions over the life of this strategy.
We expect that some technologybased solutions to road safety willdevelop within the next decade. New
problems may also emerge. This is
why it is critical that we invest in
research, robust analytics andmodelling to inform key interventions
and decisions, while balancing thatwith ensuring the quest for evidence
doesn’t delay important decisions,nor hinder the trialling of new or
innovative approaches. Our roadsafety actions also need to besupported by regular process andoutcome evaluation so we can see
what works, doesn’t work or needs tobe altered, so we can maximise effort
and also achieve ongoing buy-in tochange. Evidence and information
also needs to be shared across allroad safety partners, particularly at aregional and territorial local authority
level, to support decision-making bycouncils and communities.

33

6

Our road safety actions
support health, wellbeing
and liveable places
Roads and streets do not just help
people and goods move from one point
to another – they are spaces that can
add to or detract from the vibrancy of anarea, particularly in our urban andresidential areas. Our road network,
including our footpaths, includes places
where people meet, shop and connect totheir communities, rather than just ameans of moving people and freight
between destinations. Our built
environment is a key determinant ofpublic health, access, and the ease ofincorporating physical activity into ourday to day lives. These functions shouldbe central to how we think about safety
on different roads.

Principle in action: What could
this look like in practice?
Where a road plays a key role as a place for
a community, our road safety focus should
be broader – seeking to leverage safety to
improve urban access and liveability. Ourroads and streets should also promote
accessibility for all road users. This isparticularly important for disabled people,
with personal mobility recognised as aright under the United Nations Convention
on the Rights of Persons with Disabilities(ratified by New Zealand in 2008).
In contrast, where a road is key to part of
the freight network, ensuring good roadinfrastructure and maintaining appropriate
higher speeds will be important.

7

We make safety a criticaldecision-making priority
Taking more ambitious action meansthat safety objectives, along with widersocial priorities such as public healthand sustainability, must be prioritised in
our investment and regulatory
frameworks, rather than being optionalor nice-to-have add-ons. This does notmean that other objectives, such asincreased efficiency, are not achieved.
However, we need to achieve these in a
way that improves safety.

34

ROAD TO ZERO

05 FOCUS AREAS

05
FOCUS AREAS
The journey towards our vision will require significant effort to enhance the qualityof our roads, to strengthen regulation and social expectations for safer vehicles,
to improve people’s compliance with traffic laws and to create a more empathetictransport culture that protects human life. Action across these areas must be
underpinned by effective system management to drive long-term change.
This section highlights areas that will require our sustained focus over the next
decade, and the strategic directions that we will need to take to address them.
By examining how and why crashes occur, and what interventions have been
proven to be most effective, we have established the following five focus areas.

OUR FIVE FOCUS AREAS
1 Infrastructure improvements and speed management
2 Vehicle safety
3 Work-related road safety
4 Road user choices
5 System management

These proposed key areas will focus actions
under the road safety strategy that will bemapped out in a series of action plans over the
decade. We will also continue to take action inareas where we identify the potential to make
improvements to road safety outcomes.

35

36

ROAD TO ZERO

FOCUS AREA 1

Infrastructure
improvements andspeed management

05 FOCUS AREASOUR OBJECTIVE

Improve road safety in our cities andregions through infrastructure
improvements and speed management.
Our roads and streets reflect our natural landscapeand changing communities: our roads are winding,
hilly and often narrow, and our streets can be full ofpeople, and bustling retail areas. Not all risks arevisible, and often our roads and streets are notself-explaining. This means the wrong speed canresult in an unforeseen tragedy. Improving our roadinfrastructure, and setting and enforcing safe
speed limits, are some of the most powerful ways
we can create a road system that is forgiving of
human mistakes.

37

New Zealand roads can be unforgiving and the
speed limits are not always safe for the road.
We all know that not all roads are equal. The safety ofa road’s design and the speed we travel on it influenceboth the risk of a crash and whether we survive it.
By improving the safety of our roads, streets andfootpaths, and setting and maintaining safe travel
speeds, we can save lives and prevent injuries.
Long stretches of our highway networks are narrow,unseparated two-way roads lined with roadsidehazards such as fences, ditches, and trees. In ourtowns and cities, we have high volumes of people
walking, biking and in mobility scooters andwheelchairs travelling alongside fast-moving
vehicles with no separation.
We cannot continue to rely on four inches of paint foravoiding head-on collisions between vehicles travellingat 100 km/h towards each other on busy stretches ofopen road. Equally, we cannot continue to define cycle
lanes as a painted white line that disappears when itgets too hard, or place unrealistic expectations on our
most vulnerable road users as they try to co-exist on
a complex urban network with two tonne vehicles
travelling at speeds that would make a crash
unsurvivable.
In our conversations to date, there has beenclear agreement about the importance of tackling
infrastructure and travel speeds together. Roads
and streets can either be engineered up to support
existing or higher travel speeds, or speeds lowered
to reflect the context and risk of streets andsurrounding environment.
We have also heard a strong call for enforcing safe
speed limits as a priority to achieve our road safety
ambitions. Stakeholders noted the need to address
both the highest risk parts of the network, where thegreatest potential road safety improvements lie andthe areas where safe infrastructure and safe speeds
can help to promote active, liveable communities.

A safe road network starts with good planning.
We need to start by embedding our road safety
principles into infrastructure planning, design,operations and maintenance decision-making.
Infrastructure is expensive and long-lasting, so it isimportant to get it right, and to properly prioritise
where we invest. Safety for all modes of transport
and improved accessibility needs to be a priority rightthrough the infrastructure lifecycle and in investment
decision-making.
Stakeholders have told us that we need to improve
our standards and guidelines to deliver a nationallyconsistent approach to infrastructure design andmaintenance. This will help to establish self-explaining
roads, incentivise innovation, and support the creationof safe and liveable urban areas.
There are also opportunities to better integratetransport with urban and land use planning todeliberately shape how the road network is used
and what infrastructure investments are required.
Population and housing growth are generating new
and different demands for transport services, andtransport technologies are also changing. We needto make sure that our roads and streets are safe as
people increasingly choose to get around by public
transport, active modes and emerging mobility
devices.

In the last 10 years (2009-2018)

929

PEOPLE DIED IN
HEAD ON CRASHES
A further

372

WERE KILLED IN
CRASHES AT
INTERSECTIONS
while another

1,254

DIED IN CRASHESWHERE A DRIVER
LOST CONTROL ORRAN OFF THE ROAD

Meanwhile,

332

PEDESTRIANSand78

CYCLISTS DIEDIN CRASHESINVOLVING OTHER
MOTOR VEHICLES,
largely in our urban
areas.

38

ROAD TO ZERO

Biomechanical research
indicates that the
chances of survival or
avoiding serious injury
decrease rapidly abovecertain impact speeds.
(IRTAD, 2018)
For a
PEDESTRIAN, CYCLISTOR MOTORCYCLIST HIT
BY A CAR,
it’s around30-40 KM/H.

In a
SIDE IMPACT COLLISIONINVOLVING TWO CARS,
it’s around

50 KM/H.

And in a
HEAD-ON CRASHINVOLVING TWO CARS,
it’s around70-80 KM/H.

05 FOCUS AREAS

Building a safe road network means investing
in infrastructure safety treatments that are
proven to save lives.
While infrastructure safety treatments can be
expensive, when well planned, designed and managed,
they provide lasting benefits for all road users.
International research shows flexible barriers fitted
along the side and centre of high speed roads can
reduce the number of people killed by up to 90 percent(Johansson, 2009). Rumble strips alone can reduce all
crashes by around 25 percent and fatal run-off-road
crashes by up to 42 percent. Similarly, treatments
such as roundabouts can help reduce casualties atintersections and raised crossings can make it easierand safer for people to cross streets.
In urban areas, safer infrastructure can also
provide environmental, health, and access benefits
by ensuring road users feel safe to choose more
active transport. This includes treatments suchas traffic calming, separated walking and cycling
facilities or safe shared-use pathways, and clear
lighting and path definition
New Zealand already has a significant programmeof work underway to improve our infrastructure but
much more is needed. This investment needs to betargeted to where the greatest potential trauma andrisk reductions are possible, focussed on the mosteffective treatments to address key crash types.

39

It requires us to establish safe and appropriate
travelling speeds across our road network.
The maxim: ‘The faster you go, the bigger the mess’
remains as true today as when the campaign was
launched more than a decade ago. Faster travel
speeds reduce everyone’s ability to avoid or recoverfrom mistakes, and exponentially increase the trauma
to everyone involved in a crash when it happens.
Safer travel speeds will save lives. They also reduce thestress for other road users, including passengers, andhelp other people feel safe to walk, bike, or travel withchildren. Slower speeds can also reduce harmful
emissions.
A critical issue in New Zealand is that approximately
87 percent of our current speed limits are notappropriate for the conditions of our roads. Reducing
travel speeds across parts of the network is one of themost efficient and immediate things we could do to
reduce trauma.
During the life of the strategy, we will work to create
more consistent speed limits for roads according totheir function, design standards and risk. While we
can engineer up on the highest risk and economicallyimportant roads, speeds will need to be lowered insome other areas.
However, we also know the road safety benefits ofspeed reductions are not always obvious, and thecosts, particularly impacts on travel times, can often
be overestimated. Sustained improvement in speed
management will require everyone involved in roadsafety to work to build the support of our communities
by explaining and demonstrating the benefits oflower speeds.

PERCEPTION
Reducing speeds in some areas won’t save lives,
it will just take people longer to get anywhere.
RESEARCH FINDINGS
Research has shown that reducing your speed alittle generally results in a very small increase intravel time (Rowland & McLeod, 2017).
When you factor in traffic lights, congestion, intersections and roadquality, travel times don’t vary as much as many people think. For
example, when the speed limit on most of Saddle Road (a 14 km
stretch near Woodville, New Zealand) was reduced from 100 to 60
km/h due to an increasing number of crashes, average travel times
only increased by around 50 seconds (or less than 4 seconds per
kilometre). In some instances, lower travel speeds can also deliversignificant fuel savings.

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ROAD TO ZERO

05 FOCUS AREAS

We also need to help people comply withthese speeds.
Whatever the speed limit, improved compliance andenforcement of the limit plays a vital role in improving
the safety of all road users.
New Zealand currently operates an ‘anytime,
anywhere’ approach where enforcement can occur
anywhere on the network without signage, with the
purpose of discouraging drivers from speeding
anywhere on the network.
Countries like Sweden have adopted a very different
approach where there are many more cameras on the
network, all placed in high risk areas, and clearlymarked so drivers know where they should slow down.3
The aim is to ensure that people slow down and drive
safely on dangerous stretches of road. This kind of
approach has a higher level of public acceptance asdrivers view it as fairer. Most importantly, the Swedish
approach has been successful in reducing deaths andserious injuries.
Changing our approach and improving how we use
safety cameras is a key priority for this strategy.
This needs to be combined with effective officer
enforcement and a review of penalties and demerits,
as discussed in Focus Area 4: Road User Choices.
Over the life of this strategy, new vehicle technologies(such as intelligent speed assistance) will also help
support the majority of law-abiding drivers avoid
inadvertently travelling above the speed limit. Other
technologies (such as speed limiting devices) could
also be targeted to recidivist offenders.

3
Sweden has about 11 safety cameras per 100,000 population (this includes fixed cameras, mobile cameras, average speed cameras, red light cameras and combined red light/safety cameras), whereas
New Zealand has about 2.2 cameras per 100,000 population (New Zealand does not currently have any operational average speed or combined red light/safety cameras).

41

42

ROAD TO ZERO

FOCUS AREA 2

Vehicle safety
OUR OBJECTIVE

Significantly improve the safety
performance of the vehicle fleet.
The design and safety features of our vehicles
matter. Safer vehicles not only help drivers avoid
crashes, but also protect occupants and other road
users when crashes do happen. A focus of thisstrategy will be on improving the safety of vehicles
entering into New Zealand, ensuring that existingvehicles are as safe as they can be (including
through retrofitting new technologies whereappropriate), and building public demand forsafer vehicles.

05 FOCUS AREAS

43

New Zealand has a high number of unsafe
vehicles.

We need to improve the safety of the vehicles
on our roads.

The safety of your vehicle matters. Safer vehicles
not only help drivers avoid crashes, but also protect
occupants and other road users when crashes do
happen.

A focus for this strategy is on lifting minimum
standards for vehicles coming into the fleet for
both new and imported used vehicles. We will lookfor opportunities to adopt standards that improve
both safety and emissions outcomes.

Vehicles with high safety performance and features
such as airbags and seatbelts are designed to absorb
the impacts of a crash and protect people fromserious trauma.
Increasingly, they are also built with active safety
features to reduce the chances of a crash occurringin the first place. These include features such as
lane-keep assistance, collision warning systems andautonomous emergency braking. For motorcycles,
anti-lock braking systems (ABS) are proven to reduce
out-of-control crashes.
Rapid advances in technology mean vehicles are
getting safer, and we have the data to support good
consumer choices. Yet, many New Zealanders don’tknow about the role their car’s safety plays in theirchances of having or surviving a crash.
While most new vehicles coming into New Zealandhave good safety features, not all do – and more
expensive cars aren’t necessarily safer either. We also
import many used vehicles that vary greatly in theirsafety performance. Most of these vehicles will stay on
our roads for well over a decade before they are finallyscrapped. If we do nothing, it could take a long time forthe rapid improvements in vehicle safety technologies
to be available to most New Zealanders.
We have heard strong calls to increase the overall
safety performance of the fleet. There is strong
support for greater regulation by government in thisspace, supported by initiatives aimed at building
greater consumer demand for safe vehicles. Key
players in the vehicle sector (including insurers,
manufacturers, and vehicle testing and inspection
providers) have indicated their desire and willingness
to help. Their support is critical for making significant
gains in this area.

We will also need to support the uptake of provensafety technologies into our existing fleet. Not alltechnologies can be easily retrofitted, but sometechnologies, such as alcohol interlocks, can be.
We also know that some vehicle types (e.g.
motorcycles and heavy vehicles) are overrepresented
in death and serious injury numbers. Fitting thesevehicle types with safety technologies (e.g. ABS in
the case of motorcycles) can bring significant safety
benefits. Further information on heavy vehicles canbe found in Focus Area 3: Work-related road safety.
We will also need to investigate our warrant of fitness
and certificate of fitness systems to ensure that theexisting vehicles in New Zealand are as safe as they
can be. In particular, our vehicle inspection regime
must be fit to assess emerging safety technology,
and we will need to look at ways we can incorporate
new testing technology into the inspection process.
In the medium-to-long term, we need to work withthe vehicle industry to accelerate the removal of lesssafe vehicles from the fleet. There are benefits forboth safety and environmental outcomes if we canfind effective, sustainable and equitable ways of
increasing the number of unsafe vehicles that arepermanently removed from the fleet.

A car with a
FIVE-STAR
SAFETY RATING
or crashworthinessrating offers the
SAFEST LEVELOF PROTECTION
for its occupants
while aONE-STAR CAR
OFFERS THE LEAST.

Vehicles with a
ONE AND TWO STAR
crashworthinessrating make up

45%

OF THE FLEET, BUT

66%

OF DEATHS ANDSERIOUS INJURIES
on our roads occur
in these vehicles.

Young drivers are
more likely to be
driving less safe
cars.

81%

OF DEATHSAND SERIOUS
INJURIES FORYOUNG PEOPLE
OCCUR IN ONE ANDTWO STAR CARS.

44

ROAD TO ZERO

05 FOCUS AREAS

You’re at least 90 PERCENT
MORE LIKELY TO DIE or beseriously injured in a crash
IN A ONE-STAR SAFETY-RATEDCAR than in a five-starsafety-rated car.
1 IN 5 VEHICLES imported in2016 had A ONE OR TWO STAR
SAFETY RATING.

You’re 21 TIMES MORE LIKELY
OF BEING KILLED OR INJUREDIN A ROAD CRASH ON A
MOTORCYCLE than in a carover the same distance.
Approximately 20 PERCENT OF
DEATHS on our roads every
year INVOLVE A HEAVY
VEHICLE.

We also need to build public demand for safer
vehicles.
Many people are unaware of the role their car’s safety
would play in crash outcomes, and that the safety ofdifferent vehicles – both used and new – can vary
greatly. If we want people to buy safer cars, they needreliable, understandable and accessible information
about which cars to buy.
We can improve our fleet safety through building
demand for safer vehicles. This includes building on
existing initiatives, such as making the informationon the RightCar website (which contains data on
safety, fuel economy and vehicle emissions) more
readily accessible. This can help people choose safer,cleaner and more economical cars.
We also need to ensure vehicle safety ratings areaccurately applied and effectively communicated toconsumers. This could start immediately by promoting
two existing vehicle star-rating programmes that canhelp buyers to make informed decisions. The
Australasian New Car Assessment Program (ANCAP)
assigns star-ratings based on the vehicle’s ability toprotect the occupants and other road users in a crash
and its ability to avoid a crash. The Used Car Safety
Rating (UCSR) provides crashworthiness ratings basedon how well vehicles perform in protecting occupants

45

and other road users in real world crashes. Taking
every opportunity to promote and explain ANCAPand UCSR results so that they are easily
understood by consumers is an important part ofour work over the next 10 years.
As discussed in Focus Area 3: Work-related roadsafety, businesses and organisations will continue
to have a significant role to play in generating
demand for safer vehicles and improving thevehicle safety of the New Zealand fleet over time.

This will be supported by a responsive
approach to new technologies.
New and emerging technologies are continuing to
make our transport system safer.
While fully-autonomous and self-driving vehicles
may play a role in our future, the greatest
technological safety benefits during the term of
this strategy are likely to come from the continued
adoption of active safety features and driverassistance technologies. The development ofconnected vehicle-to-road infrastructuretechnologies will also assist people – andeventually vehicles – to drive more safely, providing
drivers with real-time information about road risks,
speed limits, and road conditions.

However, we also need to anticipate sometransitional challenges, including drivers finding it
difficult to switch between vehicles with safety
features they rely on (e.g. rear-view cameras andcollision avoidance systems) and vehicles without
these features.
New Zealanders’ attitudes towards new transporttechnologies and services will affect the speed ofany transitions. A growth of shared vehicle fleets
could accelerate the modernisation of vehicles, but
only if attitudes towards vehicle ownership alsochange. New technologies can also create both
opportunities and barriers to people who find it
difficult to travel due to disabilities, age or financial
hardship.
Alongside the benefits, new and emerging
technologies will require us to continue to adapt
over the next 10 years and beyond. New standards
will be required to ensure that different systems
are compatible. Some of our existing infrastructure
will need to be modernised, and data privacy andcyber-security issues will become increasingly
important. Our policy and regulatory settings need
to be responsive and ready to deal withtechnological change when it starts to happen.

46

ROAD TO ZERO

FOCUS AREA 3

Work-relatedroad safety

05 FOCUS AREASOUR OBJECTIVE

Ensure that businesses and otherorganisations treat road safety as a
critical health and safety issue.
Businesses and organisations in every sector havea moral and legal responsibility to ensure thatwork-related road travel is safe for their staff andthe public. They also have the expertise, resources,
and influence to make a real difference to our roadsafety outcomes. About 25 percent of the deaths
on our roads involve someone driving for work,
whether as a commercial driver or as a secondary
part of their main role. Ensuring that road safety istreated as a critical health and safety at work issue
has the potential to significantly reduce this harm.

47

Research suggests thataround 25 PERCENT OF ROADFATALITIES INVOLVE A PERSONDRIVING FOR WORK
(Lilley, 2019).
This makes ROAD CRASHES by
far the SINGLE LARGEST CAUSEOF WORK-RELATED FATALITIES.
BUSINESSES AND OTHER
ORGANISATIONS HAVE BROADOBLIGATIONS under the Healthand Safety at Work Act 2015
to ENSURE THE SAFETY ANDHEALTH OF WORKERS andothers.
Commercial transport services
also have specific obligations
under the Land Transport Act
1998, such as MAXIMUM
WORKING TIMES.
While TRUCKS are not involved
in significantly more crashes
per kilometre than other typesof vehicles, these CRASHESARE FAR MORE LIKELY TO BE
FATAL, accounting for over 20
PERCENT OF ROAD DEATHS.

Road safety is a critical health and safety atwork issue.
Every day, thousands of people travel on our roads
while at work. Some of these people are professional
drivers, moving people and goods around the country.
Others drive as a secondary part of their main role,such as a tradesperson moving between jobs, asalesperson visiting clients, and the many thousandsof people working in agriculture and the emergency
services. All of these people have the right to comehome from work healthy and safe.
However, far too many workers are involved in crashes
that result in deaths and serious injuries. Often it isother road users who are killed in these crashes,particularly if they crash with heavy vehicles.
Work-related road safety is a critical issue for the newstrategy, not only because of the size of the problem,
but also because there is a real opportunity forbusinesses across the supply chain and across many
sectors to take steps to significantly improve thesafety of their workers and the public on the road.
Shifting driving culture at work may also flow on topersonal driving choices.
Stakeholders have expressed concern that somebusinesses do not treat road safety as a critical healthand safety risk, and that businesses in all sectors needbetter information about how to meet their
obligations. Fatigue, distraction and vehicle safety
have been seen as priority issues, as well as using
chain of responsibility obligations to drive change.
Stakeholders have also noted that factors such as
long working hours can also impact on the safety ofworkers travelling to and from their workplace.
This issue is already a focus for several agencies andsectors. It is an important part of WorkSafe’s
developing focus on working in and around vehicles,
as well as delivering on the Government’s recently
published Health and Safety at Work Strategy
2018-2028. Our actions to improve work-related roadsafety will contribute towards both strategies, and bedelivered in partnership across agencies, together
with businesses and other organisations to effectively
drive change.

48

ROAD TO ZERO

05 FOCUS AREAS

The whole supply chain needs to take ownershipof road safety.

We need a modern and responsive regulatory
framework for commercial transport.

There is significant further scope for organisations
to drive improvements in road safety – especially assafety risks can be impacted by factors such as
incentives, work arrangements and scheduling. Whilesome organisations are showing admirable leadershipin improving road safety, others do not treat safety
risks on the road the same way that they would treat
similar risks on the worksite.

Business leadership needs to be accompanied
by a regulatory framework that incentivises theright behaviours in commercial transport, applies
obligations at the right level and is enforced in a
responsive and risk-based manner.

Businesses and other organisations have clear legal
obligations for work-related road safety and needto take ownership of this issue. Organisations should
identify the particular road safety risks that apply totheir workers, and implement policies andrequirements that are specifically aimed at addressing
those risks.
This includes central and local government agencies,
who employ or engage thousands of New Zealanders,many of whom drive for work. These agencies can play
an important role in improving road safety outcomes
for their workers and in setting a best practice
example for other organisations.

We heard clear concerns from stakeholders about theadequacy of the regulatory framework under the Land
Transport Act 1998 to address key safety issues suchas fatigue. They also noted that regulation needs toprioritise the personal safety of both passengers anddrivers on passenger services.
We also heard concerns about the effectiveness of ourcurrent approach to oversight and enforcement.
Reference group members emphasised the need tostrengthen the NZTA’s regulatory activities and powers
in relation to commercial transport services, and for it
and WorkSafe to work effectively together to drive
safety improvements across the sector.

Safer vehicles and new technologies can help toreduce risks.

Safety obligations extend to organisations across the
supply chain, including those who purchase transport
services. These organisations can help to drive change
by setting clear safety standards for safety practices
and technologies in their procurement practices andby maintaining appropriate oversight over the services
they contract. Agencies will work together to ensurethat obligations across the supply chain are clear andare enforced in an effective and coordinated way.

Businesses purchase the vast majority of new vehicles
that enter the New Zealand fleet, and typically sellthem after three to five years. These vehicles willusually stay on New Zealand’s roads for another 15
years before they are eventually scrapped. This meansthat lifting business demand for safer vehicles canimprove not only the safety of those driving for work,
but also lift the overall safety of New Zealand’s fleet in
the longer term.

Purchasers of goods services have a critical role toplay. Concerns have been raised that tight margins
and business structures in the freight sector cancause drivers to make unsafe choices to meetdeadlines and remain price competitive. We are seeing
leadership on this issue from some major purchasersof goods services who are establishing clear minimum
safety standards and effectively monitoring driversafety. Supporting the whole supply chain to take up
this challenge is a key focus for our work.

Businesses will be important in leading the uptakeof many of the emerging technologies discussed in
Focus Area 2: Vehicle safety. These new safety
features, such as active driver assistance systems,
are particularly critical for our heavy vehicle fleet.
Emerging technologies over the next decade will not
only improve crash outcomes, but also help to avoid
the chances of the crash occurring in the first place.
In the longer term increasing levels of vehicle
automation may help businesses manage the risks
associated with freight movement.

49

Organisations also have the opportunity to installaftermarket technologies that can help them andtheir drivers to improve their safety on the road.
For example, telematics devices and other in-cab
technologies that record and transmit information
about vehicle travel can enable businesses to better
identify, manage and monitor key safety risks, suchas speed, fatigue and hours travelled.

We need to improve our understanding of thesize of the challenge.
To properly address the problem of work-relatedroad safety, we need to clearly understand it. While
we can piece together data from a range of sources
to get an understanding of the total level of harm,
we do not currently have the full picture of the key
risks at play and harms that are occurring.
Improving this data will help us to better target ourefforts on work-related road safety, giving us abetter understanding of the causes of work-related
crashes, the types of vehicles involved, and theindustries and sectors that have the highest levelsof harm. There are also opportunities to work withthe private sector to better share and coordinate
work-related road safety information.

50

ROAD TO ZERO

FOCUS AREA 4

Road user choices
OUR OBJECTIVE

Encourage safer choices and safer
behaviour on our roads.
We make choices on our roads and streets everyday. We choose whether to speed up or slow down
at a yellow light, whether to take the call or let it go
to voicemail, whether to pull over or keep driving
when we’re feeling tired. When it comes to driving
or riding, most people think that other people are
the problem – but we all have a responsibility formaking safe choices, and taking care of ourselves
and other road users. Over the next 10 years, it willbe critical that we continue to promote responsible
behaviour and consideration of others on our roads
and target deliberate violations if we are to achieve
our vision.

05 FOCUS AREAS

Everyone has a responsibility to act with careand consideration on our roads.
Supporting good road user choices is fundamental totackling road trauma. We need to build a safety culture
where people not only accept but expect road safety
interventions and enforcement.
While a safe road system requires us to plan forpeople’s mistakes by investing in improving our road
network, tackling unsafe speeds and lifting the safetyof our vehicle fleet, there is also an ongoing task topositively influence people’s behaviour and attitudes
on our roads.
There is no doubt that if everyone followed the rules,
stayed alert and sober, drove at safe travel speeds forthe road, stayed off their phones, and wore a seatbelt,
death and serious injuries on our roads would
decrease.
Poor road user choices also impact on the lives andfreedoms of vulnerable groups such as disabled
people, elderly, and children. We heard from thesegroups that high travel speeds both on roads and by
bikes and scooters on footpaths, and dangerous oraggressive driving and riding, can make them feel very
unsafe and often choose to avoid travel, causing social
isolation.
We know this is also important to New Zealanders.
Throughout our conversations, we have heard that thesafety and skill of road users is a major concern forcommunities across the country and there is a strong

51

WEARING A SEATBELT DURING
A CRASH DOUBLES YOUR
CHANCES OF SURVIVING aserious crash. Yet, every year,
over 80 people die in crashes
not wearing a seatbelt.

Contributing factors to deaths and serious injuries(2017)
Deaths647

A recent AA survey found
66 PERCENT of surveyed
members CONSIDERED ROAD
USER BEHAVIOUR THE MOSTIMPORTANT AREA FOR SAFETYGAINS over the next decade(AA, 2019)
DISTRACTION OF TWO
SECONDS or more cansignificantly increase thelikelihood of a crash.
ONLY 26 PERCENT OF DRIVERS
THINK THEY ARE LIKELY TO BE
CAUGHT DRUG DRIVING,
compared to 60 percent for
drink driving.

Serious injuries

446

142

130

97
36

Alcohol anddrugs

desire that we continue to promote good, law-abiding
driving, riding, scooting, and walking. As a community,
it’s important that we have a culture where the loss oflife and injury is not accepted as inevitable, and we alltake active steps to not get complacent oroverconfident on our roads.

Poor choices continue to be a major factor
contributing to deaths and serious injuries.
Driving (and motorcycle riding) are complicated tasks
that require both knowledge and skill as well
as dedicated, constant attention.
While most road users intend to follow the rules of
the road, many of us will push the limits or make poor
choices occasionally. It could be going too fast whileturning at a busy intersection, or driving too close
when passing a cyclist or school bus. Or it could bediverting attention – even for a second or two – toa phone or a passenger.
All of these actions – along with speeding (discussed
in more detail in Focus Area 1: Infrastructure
improvements and speed management), driving under
the influence of drugs or alcohol, choosing not to wear
seatbelts or use child restraints, driving while fatigued
or driving while unlicensed or disqualified – arecontributors to harm.
Impairment from alcohol and drugs remains asignificant contributing factor to deaths on our roads.
While drink driving rates have decreased since 2012, a
significant number of New Zealanders are driving after

Speed

Fatigue

849

Distraction

taking recreational or prescription drugs that can
impair driving, with over 20 percent of road deaths
involving a driver with drugs in their system. While thepresence of these drugs in a driver’s system does notnecessarily indicate impairment, addressing thisproblem is an important part of improving the safetyof our roads.
The effect of drugged driving can be escalated byalcohol, with both combined having far worse effects
on driving ability than either substance alone. Ourcurrent system for identifying drug-impaired drivers,
based on a roadside behavioural test, is effective but
does not adequately deter drug driving. Roadsidetesting for drug driving is undertaken infrequently,
and is time-consuming to administer.
We also know that there is a small cohort of high risk
drivers that take part in deliberate, high-end andrepeat offending and risk taking. These drivers
make up a very small part of the population but are
significantly overrepresented in fatal or serious injury
crashes. High risk drivers include unlicensed anddisqualified drivers, high-end alcohol and speeding
offenders, repeat offenders, fleeing drivers, and drivers
involved in illegal street racing. Many of these drivers
do not respond well to traditional enforcement
measures and deterrence-based initiatives.

52

ROAD TO ZERO

Between 2013
and 2017,
YOUNG DRIVERS(15-19 YEAR
OLDS) WHO HAVE
NEVER HELD A
DRIVER LICENCE
were involved in

150

05 FOCUS AREAS

In April 2019, the Prime
Minister announced a new
initiative that will COVER THE
COSTS OF PROFESSIONALDRIVING LESSONS FOR YOUNGPEOPLE ON YOUTH BENEFITS.
Helping this group of drivers
through the restricted driver
licensing process can help
INSTIL SAFE DRIVING HABITS,
MAKE THE ROADS SAFER FOR
EVERYONE AND REDUCE HARM
ON OUR ROADS.

FATAL OR SERIOUS
INJURY CRASHES.

We need to shift public attitudes, behaviour andunderstanding of road safety.
In 2018, the Government increased funding for roadsafety education and promotion through the National
Land Transport Fund. Our road safety advertising iscurrently focused on speed, impaired driving, vehicle
safety, cycling and keeping left.
Over the next 10 years, we will continue to advance ouradvertising and education programmes to shift public
attitudes for the type of changes we need to see, andencourage more empathetic and considerate
behaviour on our roads. These initiatives are aimed at
helping the community understand and support theneed for infrastructure improvements, speed
management and other road safety initiatives.
We will continue to ensure that our driver licensing
system and training programmes equip drivers andmotorcycle riders with the skills required to be safe,
alert and compliant. We also need to reduce thenumber of people on our roads who are driving withouta licence.
Driver training and education is also an important partof promoting the safety of drivers on our roads. We will
increase access to and expand on skills training
initiatives, such as BikeReady for cyclists, Ride Forever
for motorcyclists, and Drive for young learner drivers.
Research shows that overseas drivers crash at about
the same rate as the general population, but it isimportant that we continue to raise awareness about
our road rules and conditions with our visitors to
support their safety and that of other road users.
Programmes such as the Visiting Drivers Project aim
to provide overseas drivers with the information theyneed about New Zealand’s roads and road rules to help
them travel safely while they visit our country.
These initiatives will be supported by ongoing efforts tomake it easier for people to behave safely on our roads,
including through clear road design and a new approachto safety cameras (as set out in Focus Area 1:
Infrastructure improvements and speed management).

As discussed in Focus Area 2: Vehicle safety, we will also
encourage the uptake of emerging in-vehicle
technologies which can simplify the driving task andreduce driver error.

We also need to ensure that we deliver effective
enforcement targeted towards risk.
Enforcement and Police presence will continue to be
an important part of improving road safety, inparticular where additional deterrence for deliberatehigh risk behaviours is needed. Over the last year, NZ
Police has focussed on targeting its road enforcement
and prevention activities to risk. In the immediate
term, they will focus on the behaviours we know cause
the most harm: impaired driving from alcohol, drugs
and fatigue, speed, distracted driving (especially frommobile phone use) and not wearing seatbelts or usinga child restraint.
Over the life of this strategy, we will take a systems
approach that looks at how we mobilise infrastructure
improvements, safety cameras and Police
enforcement to achieve positive safety outcomes
across the highest risk parts of the network.
We heard a strong desire from our stakeholders forenhanced enforcement. We also want road users tounderstand and support the use of enforcement, andbetter appreciate the role it plays in keeping people
safe. We know that many of our current financial
penalties and remedies are often inconsistent witheach other and do not provide the desired deterrence
effect. We need to impose effective penalties thatreflect the relative seriousness of the road safety
risk created by the offending behaviour.
Our approach also needs to address the underlying
issues which lead to some people’s offending, rather
than responding solely to the behaviour itself. This will
include a new approach to dealing with the highest
risk drivers, providing for alternative resolutions toconvictions and supporting locally-led prevention
programmes to reduce recidivist high risk behaviours
in a fair and equitable way.

53

A SNAPSHOTOF DIFFERENTROAD USERS

Māori
Young drivers
Young road users
Older people
Disabled people
High risk drivers
Pedestrians
Cyclists
Motorcyclists

Māori
We currently have incomplete data on road safety
outcomes for Māori. The limited evidence we do havesuggests that Māori are at greater risk when travellingon our roads than the rest of the population, at all
ages. For example, we know that Māori make up about
15 percent of the population, but some data suggests
about 31 percent of people killed and 30 percent ofpeople seriously injured in road crashes in 2018, whereethnicity was known, were Māori.
A key component of this strategy is working together
to understand and reduce this trauma so that Māori
can arrive safely on their journeys across Aotearoa.
Increasing our understanding of the contributing
factors is an immediate action in this space. Access todriver licensing opportunities was also a specific focus
for Māori in our engagement to date. Finding ways tohelp Māori obtain and retain their driver’s licence sothat they can access social and economic opportunities
without incurring fines or ongoing interaction with thejustice system will be an important part of our work
programme with our partners.
There is much to be done to build the relationships andinsights, and to co-design research and responses with
Māori so that we improve road safety outcomes forMāori in New Zealand. This will be a priority action within
the system management focus area, to travel together
to create more equitable outcomes for Māori.

Young drivers
Over the past 10 years, around 7,000 young people aged
16-24 were killed or seriously injured on our roads.
Young drivers aged between 16 and 24 are much more
at risk of being involved in fatal or serious injury
crashes. In 2017, 16-24 year-old drivers made up 13
percent of licensed drivers, but were responsible for30 percent of serious injury crashes and 26 percent of
fatal crashes.
Young drivers are often less familiar with the driving
task, more likely to take risks, and tend to drive inhigher-risk situations (e.g. at night and with peer
passengers). They are also more likely to drive while
affected by alcohol and drugs, and are more likely tohave speed as a contributing factor in a fatal crashthan drivers over the age of 25. Young drivers arealso more likely to drive and travel in vehicles withlower safety ratings, placing them at greater risk ofserious harm if they do crash.
Overseas experience shows that to improve safety
for young drivers, we need to expand our focus beyond
trying to create the perfect teenager or young adultto a broader package of safety improvements to bothpromote good choices to reduce the incidence ofcrashes, and to prevent serious injury when crashes
do happen.

54

ROAD TO ZERO

Young road users
Over the past 10 years, 145 children under the age of
15 were killed in road crashes and more than 4,600
more were hospitalised following a road crash. New
Zealand has one of the highest rates of road crashdeaths for children aged 0-14 year olds in thedeveloped world.
Road safety also impacts whether young people andtheir parents/caregivers feel enabled to use activemodes of transport, such as walking or biking toschool. This is a key reason why safe speeds aroundschools and other urban areas with high volumes ofvulnerable users are so important.

Older people
Older New Zealanders have a higher level of roadtrauma than other age groups, except for young
people. Between 2008-2017, nearly 1,400 people 75 orover were killed or seriously injured while travelling on
our roads, streets and footpaths. They included
drivers, passengers, pedestrians, motorcycle riders
and passengers, and cyclists.
New Zealand has an aging population and a growing
proportion of older age groups using the road network.
It is projected that by 2034, about one in five New
Zealanders will be aged 65 plus.
Older adults often travel in different ways to younger
people. They tend to drive more slowly, less often, andin less risky situations, and they are involved in fewer
vehicle crashes but the crashes are often more severe
due to their fragility. They are also more vulnerable aspedestrians.
Ceasing or reducing driving in older age can lead tosocial isolation. Older people undertake a greater
proportion of their overall travel by walking, so it isimportant to ensure our roads and roadsides are safefor everyone, including those with balance challenges,
or visual or cognitive decline.
Improving the safety of our footpaths, raising thesafety of our vehicle fleet, and other safety
interventions will all help to improve the safety ofelderly road users.

Disabled people
One in four New Zealanders are limited by a physical,
sensory, learning, mental health or other impairment.
For people with a disability, as with other vulnerable
groups, those who feel unsafe to travel on the roads
may choose not to travel, leaving them isolated andunable to access essential services.

05 FOCUS AREAS

Personal mobility is recognised as a right under theUnited Nations Convention of the Rights of Persons
with Disabilities.
We currently have a road network that has been
designed for able-bodied people. A lack of safe andaccessible transport options, poor road infrastructure
design, and unsafe use of footpaths and shared pathsby other road users can be major barriers for disabled
people in the road transport system.

High risk drivers
A small group of drivers are at higher risk of being
involved in a serious crash, and more likely to be at
fault, because of the choices they make. High risk
drivers, defined as dangerous and reckless drivers,
disqualified drivers, unlicensed drivers, speeders, repeat
drink/drug drivers, and very drunk drivers, are low innumber but contribute disproportionately to roadtrauma and expose other drivers to high-crash risk.
Every year, around 67,000 people are disqualified fromdriving, and about 8700 a year are prosecuted for
driving while disqualified. Between 2008 and 2017, 113
people were killed in crashes involving disqualified
drivers. 27 percent of drink-drive offenders are repeat
offenders.
Targeted enforcement and road safety marketingare the most effective measures to reduce high risk
behaviours. Technology can also play a role, such as
mandatory alcohol interlocks or intelligent speed
adaption.

Pedestrians
Walking is the second safest mode after buses perhour spent travelling. In the last 10 years pedestrians
were involved in about 22 percent of serious casualty
crashes on urban roads, and around 11 percent
nationally. In the 10 years to 2017, 325 pedestrians
were killed and 2,434 were seriously injured in roadcrashes. 80 wheelchair and mobility scooter users
were killed or seriously injured in that time.
Pedestrians, mobility impaired, and wheeledpedestrians are highly vulnerable because they lackthe protection afforded by vehicles. Pedestriancrashes can happen to people of any age or genderwith people under 25 and the older age groups
particularly at risk.
We know there are significant benefits to individuals
and communities in encouraging more walking andother active modes. Improving safety and the feelingof safety will become ever more important as this typeof travel increases. Safer speeds and more walking
and cycling friendly streets and neighbourhoods area key to achieving this.

55

Cyclists
Between 2008 and 2017, 92 cyclists were killed andover 1,700 seriously injured in road crashes on New
Zealand roads.
Like walking, cycling can deliver significant benefits toour communities. Cycling in our urban centres is
growing in popularity, and with the increasing uptake
in e-bikes, many cyclists are travelling faster than
before.
The most effective ways to improve bicycle safety
are by creating lower speeds in areas where there
are many cyclists, or by providing separation between
vehicles and cyclists. Many regions are considering
the best ways to create safe bicycle networks toensure athletes, work commuters, families, andchildren on their way to school can all travel safely.

Motorcyclists
Motorcycling is a high risk mode of travel, withmotorcyclists being 21 times more likely to be killed orseriously injured in road crashes than those travellingthe same distance in a car.
85 percent of all injured motorcyclists, and 93 percent
of motorcyclist deaths, are males. The increasing
popularity of motorcycling, especially in older males,
has been linked to the increase in road trauma inrecent years, and reversing this trend is critical tothis strategy.
Increased enforcement, supporting improved rider
skills, improved standards for road design andmaintenance on high risk roads, and personal
protective equipment, as well as mandating anti-lockbraking systems (ABS), are all interventions that canmake a difference in motorcycle safety.

56

ROAD TO ZERO

FOCUS AREA 5

System management
OUR OBJECTIVE

Develop a management system thatreflects international best practice.
Road safety belongs to all of us. Everyone who uses,
designs, manages and maintains our roads, streets
and footpaths has an important role to play.
Leadership, coordination, engagement, andaccountability will therefore be critical if we areto achieve our road safety ambitions.

05 FOCUS AREAS

57“Where leaders effectively
communicate the vision that roadtraffic does not need to be deadly,
their contribution can be critical increating a sense that road safety
must improve and that a Safe
System is the way to go.”(International Transport Forum, 2016)

We need to work together to deliver thisstrategy.
Road safety belongs to everyone. This strategy’s
success will require visionary leadership, strong
partnerships, sound governance, and communities
working together. We need to build strong
relationships across the network so that we can share
information and implement collaborative approaches.
An effective road safety strategy requires effective
system management. The road safety system iscomplex – involving many agencies at both national
and local level. It is vital to embed Safe Systemthinking across all those working in road safety, andto ensure accountability and alignment of relevant
decision-making and investment processes.
We also know that change is often most effective
and long lasting when it is driven by communities
and grounded in their deep understanding of theneeds in their area. Our conversations have stressed
the importance of ensuring communities are
empowered to address local road safety priorities.

Effective leadership and coordination is criticalfor a well-functioning system.
International studies highlight the importance ofleadership and inter-agency coordination in thedelivery of an effective road safety strategy. Countries
that have made meaningful improvements to roadsafety have had leaders that have effectively madethe case for change, and commitment to bringing
communities with them.
In conversations and through submissions,stakeholders have also been clear that deliveringon our vision will require strong leadership andcommitment from all levels. We need to ensure thateveryone working in road safety shares our vision andhas the confidence to make change happen. This

includes strengthening governance arrangements incentral and local government and ensuring these aresupported by the appropriate resource to drive thechanges we want to see.
Strong leadership, however, must be accompaniedby coordination and collaboration across the sector.
Research carried out in New Zealand, along withfeedback received from stakeholders, tells us that
there is room for improvement.
Local government has a critical role to play, bothbecause it owns and maintains 88 percent of New
Zealand’s roading network but also as an advocate forroad safety in local communities. Stronger central andlocal government partnerships can help support local
government leadership and promote effective
coordination within and between regions. This should
include sharing knowledge and best practice throughforums such as Regional Transport Committees andthe Road Controlling Authorities Forum.
Delivering on the Government’s obligation to workin partnership with Māori will require a stronger focus
on Māori engagement, not only on the initial actions,but also throughout the life of the strategy. The initialpriority is to strengthen our mechanisms for engaging
and collaborating with Māori on road safety, in order tobetter understand and respond to the particular roadsafety challenges facing Māori communities.

58

ROAD TO ZERO

05 FOCUS AREAS

We need to build public understanding andsupport for action.
We know that people care about road safety, andyet proven safety interventions can sometimes
meet community resistance. Actions to increase
public understanding of how to reduce road risk
will need investment and coordination. Without
public and political support at all levels, it will bedifficult to embed changes required to achieve
our road safety goals.
Shared responsibility for road safety starts withbuilding collective understanding. We need to develop
a greater level of awareness of the complexity of the
problem and solutions to road safety to bring abouta shift in thinking. Our strategic vision and objectives
also now need to be explained clearly to thecommunity to encourage public discussion andunderstanding.

The ongoing development and sharing of roadsafety evidence is important.
Decision makers need access to sound data and astrong evidence base about what works if they are to
take action with confidence. It is vital that we collectaccurate and carefully targeted data and monitor
new developments, particularly in the context of
rapid social and technological change.

Regional road safety stakeholders have been clearthat they face real challenges in collecting andunderstanding road safety data and trends. We needto provide agencies, local government and road safetygroups with better information, intelligence and tools,
and support capacity‑and capability‑building acrossthe sector, to help them understand, communicate
and respond to their road safety issues.

We will embed monitoring and evaluation of ourroad safety actions.
We will continue our work on an intervention
model that will enable us to model and analyse theeffectiveness of particular interventions with greater
accuracy. Data provided by the intervention model will
underpin future action plans.
A new results management framework will support
effective monitoring and evaluation by highlighting
critical intermediate outcome and output measures(discussed in more detail in Part Six: Measuring
Success). Regular public monitoring and reportingof performance indicators will help us evaluate which
programmes are working and where changes may berequired. It will also help hold responsible agencies
accountable to delivering on outcomes. It is also
important that we closely monitor the trends andlessons from serious crashes and that this informs
our approach at both a national and local level.

59

A recent report found that
improved POST-CRASH CARE
COULD HAVE AFFECTED 11
PERCENT OF FATAL CRASHES
sampled (Opus Research,
2018).
Most of these relate to crashes
that occurred in rural areas.
IN SOME CASES THERE WASNO ONE ABLE TO CALL 111 andin others it was difficult for
emergency services to accessthe crash site.

Improving how we work together to respondto crashes will save lives.
The way we respond to crashes can affect whether
people are killed or left with life-changing injuries.
A focus of the new strategy will be to ensure that
post-crash response is recognised as an importantpart of the road safety system.
Good post-crash response requires action in a
number of systems, including communications
and health, to ensure that crashes are reported
to emergency services as soon as possible,
assistance arrives quickly and injured people
receive the highest standards of care, both at
the crash site and afterwards.
Initial research and engagement suggests thatwhile many parts of the system are working well,
we can make it more effective in a number of areas.
In particular, we have heard that there is scope
to improve our crash notification systems, theway that emergency services gain access tocrash sites, and the consistency of care thatinjured people receive. Improvements in theseareas depend on decision makers across relevant
agencies sharing their learning and coordinating
effectively. Improved data collection andinformation sharing will also strengthen our
understanding of the impacts of road safety
on our emergency services and health systems,
and improve responsiveness and capability.

60

ROAD TO ZERO

06 MEASURING SUCCESS

06
MEASURING
SUCCESS
Regular monitoring and reporting is critical to keep
us on track towards our 2030 target.
The overarching goal of Road to Zero is to reduce the numberof deaths and serious injuries (DSI) by 40 percent by 2030.
Achieving our 2030 target will require significant and sustainedcommitment by government and government agencies at alllevels to implement the actions outlined in this strategy. It
also requires the support of businesses, organisations andcommunity groups that play an important role in promoting
road safety and influencing the way the road system functions.
An outcomes framework with a clear results focus can help
drive action and hold relevant agencies accountable for thedelivery of the strategy.
The Road to Zero outcomes framework and the reporting
mechanism will be reviewed regularly to ensure that they
are fit for purpose, and provide transparency on the progressof the strategy. The outcomes framework will also becomplemented by several of other reporting mechanisms.
This includes formal reporting requirements by key government
agencies in delivering the Government Policy Statement (GPS)on land transport, the Road Safety Partnership Programme,
and specific programmes and interventions such as the Safe
Network Programme. Evaluations of specific programmes,
interventions and policies will also be considered andprioritised to provide additional insights

61

Our outcomes framework sets out indicators
to help us measure progress.
To help us track progress towards our goal, thisframework sets out intervention indicators, safety
performance indicators, and outcome indicators
against each of the five focus areas. This will
enable us to take stock of where things are at,
identify areas where more action is needed, andreport publicly on our progress on an annual basis.
Intervention indicators measure progress of
specific action plan initiatives. These will be
published in each action plan to show how we
intend to monitor the progress of those actions.
The intervention indicators will be updated in eachaction plan to ensure that they stay relevant.

Programme
DeliverySome of the indicators are not currently monitored.
Identifying the appropriate mechanisms to fill thedata gaps is therefore our first priority.

These will be published in each action plan
and will be updated in each action plan toensure that they stay relevant.
e.g. percentage of the general public are
exposed to advertising and/or resourceson vehicle safety ratings

SystemPerformance

Safety performance indicators are what we seek
to improve through successful programme delivery.
The safety performance indicators are enduring
and will be monitored throughout the duration of
the strategy.
Importantly, we will also track a range of outcome
indicators that relate closely to the overarchinggoal, which is a 40 percent reduction in the numberof deaths and serious injuries by 2030. Like thesafety performance indicators, these indicators
are enduring and will be monitored throughout
the duration of the strategy.

Intervention indicators measure progressof specific action plan initiatives.

Safety performance indicators are what
we seek to improve through successful
delivery of programmes in each focus area.
The safety performance indicators areenduring and will be monitored throughout
the duration of the strategy.
e.g. percentage of the vehicle fleet with ahigh safety rating

Outcomes

Outcome indicators that relate closely tothe overarching 40% DSI reduction target
for 2030.
Outcome indicators are enduring andwill be monitored throughout the durationof the strategy.
e.g. number of DSI crashes involving avehicle with a low safety rating

62

ROAD TO ZERO

06 MEASURING SUCCESS

Outcomes framework
FOCUS AREA

1 INFRASTRUCTURE AND SPEED

2 VEHICLE SAFETY

SUCCESSLOOKS LIKE

Roads and roadsides protect road users if they make a
mistake. Road users travel at speeds that are safe forthe road environment.

Safe vehicles help drivers and riders avoid crashes, andprotect occupants and other road users when crashes
do happen.

PROGRAMME DELIVERYSYSTEMPERFORMANCE∂ Percentage of VKT on roads with speed limit above
80km/h that have a median barrier∂ Percentage of VKT on rural network that have a 3-starequivalent rating or better∂ Percentage of high risk intersections treated tooperate within Safe System limits∂ Network kilometres of roads adapted for safe
pedestrian and cyclist use∂ Network kilometres of roads with motorcycling safety
treatment∂ Perceived safety of walking and cycling (by rural,
urban, urban centres, & around schools)∂ Percentage of road network where speed limits alignwith Safe and Appropriate Speed∂ Percentage of road network where speed limits alignwith Safe System∂ Percentage of traffic travelling within speed limits (byrural, urban and urban centres)∂ Mean speed of vehicles (by rural, urban and urban
centres)∂ Percentage of the general public who understand therisk associated with driving speed∂ Percentage of the general public who agree that they
are likely to get caught when driving over the posted
speed limit∂ Percentage of road network covered by automatedsafety cameras∂ Percentage of the general public who agree thatsafety cameras are an important intervention to
reduce the number of road deaths∂ Percentage of the vehicle fleet with a high safety
rating∂ Percentage of the general public understand vehicle
safety information∂ Percentage of the general public who agree that it isimportant to have a vehicle that has a high safety
rating∂ Percentage of motorcycles over 125 cc fitted withABS

SAFETYOUTCOMES∂ Number of head-on and run-off-road DSI crashes∂ Number of intersection DSI crashes∂ Number of DSI crashes with speed being acontributing factor∂ Number of DSI crashes where the speed limit does
not align with the Safe System∂ Number of DSI crashes involving a vulnerable roaduser
∂ Number of ACC entitlement claims related to walking
and cycling injuries∂ Number of DSI crashes involving a vehicle with a low
safety rating∂ Number of DSI crashes involving motorcycling∂ Number of ACC entitlement claims related to
motorcycling injuries

40 PERCENT REDUCTION IN DEATHS AND SERIOUS INJURIES BY 2030

63

3 WORK-RELATED ROAD SAFETY

4 ROAD USER CHOICES

5 SYSTEM MANAGEMENT

Road safety is treated as a critical healthand safety at work issue.

Road users comply with road rules andare enabled to make safe choices.

System designers and policy makers
share the responsibility to ensure New
Zealand has a safe road system.

∂ Number of organisations with healthand safety plans in place that recogniseroad safety as a critical health andsafety issue∂ Percentage of sector satisfied with
their access to relevant data on roadsafety work-related travel∂ Percentage of drivers impaired byalcohol∂ Percentage of drivers impaired bydrugs∂ Percentage of drivers using handheld
cellphones while driving∂ Percentage of car occupants using aseatbelt or child restraint∂ Percentage of the general public who
agree that they are likely to get caught
for undertaking risky behaviours∂ Involvement in a motorcycling crashfollowing participation in an approved
motorcycling training course∂ Number of driver licences issued perlicence type
∂ Proportion of learner drivers who haveprogressed to restricted∂ Proportion of restricted drivers who
have progressed to full

∂ Percentage of the general public who
understand and support the Vision
Zero approach∂ Percentage of the general public whoshow acceptance of road safety
interventions∂ Percentage of people who havecompleted an approved Safe Systemtraining course showed improved
understanding of the Safe System∂ Percentage of road infrastructure
projects that have been subject to a
Road Safety Audit and/or Safe System
Assessment∂ Percentage of indicators that can bemeasured, tracked and reported
annually∂ Number of DSI crashes involving aperson travelling to/from work
∂ Number of DSI crashes involving aperson travelling as part of work
∂ Number of DSI crashes involving aheavy vehicle∂ Number of DSI crashes at roadworks
sites∂ Number of DSI crashes with fatigue
being a contributing factor∂ Percentage of work-related fatalities
and serious injuries involving motor
vehicles∂ Number of DSI crashes involving
alcohol and/or drugs∂ Number of DSI crashes with fatigue
being a contributing factor∂ Number of DSI crashes with
distraction being a contributing factor∂ Number of vehicle occupant deaths
where restraints were not worn
∂ Number of DSI crashes involving
motorcycling∂ Number of unlicensed or disqualified
drivers involved in a DSI crash∂ Number of “novice” drivers involved ina DSI crash∂ Percentage of sector satisfied with
their access to information relevant toroad safety decision making∂ Percentage of local government
satisfied with support they received
from central government transport
agencies

64

ROAD TO ZEROREFERENCES

ReferencesAA. (2019).
Road Safety Actions. NZ Automobile Association.
Cerema. (2019).
Lowering the speed limit to 80km/h: Assessment – Initialconclusions. Cerema.
International Transport Forum. (2016).
Zero Road Deaths and Serious Injuries: Leading a Paradigm Shiftto a Safe System. OECD. Retrieved from https://www.oecd-ilibrary.
org/transport/zero-road-deaths-and-seriousinjuries_9789282108055-en
IPRU. (2012).
Factsheet 42 – Causes of injury by age. Injury Prevention Research
Unit. University of Otago. Retrieved from https://psm-dm.otago.
ac.nz/ipru/FactSheets/FactSheet42.pdf
IRTAD. (2018).
Road Safety Annual Report 2018. OECD.
Retrieved from: https://www.itf-oecd.org/sites/default/files/docs/
irtad-road-safety-annual-report-2018_2.pdf
IRTAD. (2018).
Speed and Crash Risk. OECD. Retrieved from https://www.itf-oecd.
org/sites/default/files/docs/speed-crash-risk.pdf
Johansson, R. (2009).
Vision Zero – Implementing a policy for traffic safety. Safety
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Lilley, R. (2019).
Factsheet 44 – Work Related Fatal Injury Study – 3: Work-relatedRoad Traffic Fatalities 1999-2014. Injury Prevention Research
Unit. University of Otago. Retrieved fromhttps://psm-dm.otago.ac.nz/ipru/FactSheets/FactSheet44.pdf
Major Trauma Network. (2018).
NZ Major Trauma Registry & National Clinical Network: Annual
Report 2017-18. Major Trauma National Clinical Network.
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d937ac9d7beb4429bcdad42f07be884f.pdf

Ministry of Transport. (2018).
Annual Crash Statistics 2018. Ministry of Transport. Retrieved
from https://www.transport.govt.nz/mot-resources/new-roadsafety-resources/annual-crash-statistics/
Ministry of Transport. (2019).
Social cost of road crashes and injuries 2018 update. Ministry ofTransport. Retrieved from https://www.transport.govt.nz/assets/
Import/Uploads/Research/Documents/b67f729bf5/Social-costof-road-crashes-and-injuries-2018-update.pdf
NZTA. (2013).
The Economic Evaluation Manual. NZ Transport Agency. Retrieved
from https://www.nzta.govt.nz/resources/economic-evaluationmanual
Opus Research. (2018).
Post-impact care: How can New Zealand address the fifth pillar ofroad safety? New Zealand Transport Agency. Retrieved fromhttps://www.nzta.govt.nz/assets/resources/research/
reports/645/645-Post-impact-care-How-can-NZ-address-thefifth-pillar-of-road-safety.pdf
Rowland, T., & McLeod, D. (2017).
Travel time savings and speed: action and perceived. Malatest
International. NZ Transport Agency. Retrieved from https://www.
nzta.govt.nz/assets/resources/568/RR-568-Travel-time-savingsand-speed-actual-and-perceived.pdf
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Urban New Zealanders attitudes and perceptions of cycling andwalking 2018. New Zealand Transport Agency. Retrieved fromhttps://www.nzta.govt.nz/assets/Walking-Cycling-and-PublicTransport/docs/NZTA-Attitudes-to-cycling-and-walking-finalreport-2018.pdf

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www.transport.govt.nz/zeroISBN 978-0-478-10046-4 (PDF)
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