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STREET NAME: Local residential streets

SUBURB: Padbury

MUNICIPALITY: City of Joondalup

STATE & COUNTRY: Western Australia, Australia

SPEED REDUCTION: From 50 km/h to 30 km/h

DATE IMPLEMENTED: NA

SCHEME INCLUDED: 

• Trial period
• Community consultation prior
• 30 km/h signs
• self-enforcing speed limit

COST: Not available

ADDITIONAL INFORMATION:

• Main distributor roads (Giles Avenue, Gibson Avenue, Forrest Road and Alexander Road) stayed at their current speed limits.
• Main community concern was about impact on travel times. Project demonstrated that impact was minimal, with significant improvements in road safety and pedestrian amenity.

RESULTS OF EVALUATION: Not available

STREET NAMES: Treatment area located between Alexandra Parade (north), Hoddle Street (east), Johnston Street (south) and Nicholson Street (west)

SUBURBS: Fitzroy and Collingwood

MUNICIPALITY: City of Yarra, Melbourne

STATE & COUNTRY: Victoria, Australia

SPEED REDUCTION: From 40 km/h to 30 km/h

DATE IMPLEMENTED: December 2019

SCHEME INCLUDED: 

• Widening of footpaths to include alfresco dining
• Painted on road bike sharrows in each direction
• Wombat crossings on roundabouts
• Reduction of traffic lanes from two to one
• Activation of Laneways which lead to off street parking
• Installation of dwell-time infrastructure- seating, public art
• Wombat Crossings midblock
• Improvement to Pavement/kerb and channel to allow easy access for everyone

COST: Not available

ADDITIONAL INFORMATION:

Non-treatment area for control purposes located adjacent to the treatment area.

WHY?

• Lower speed limit and changes to intersection layout = reduce likelihood and severity of crash types
• Widened Zebra crossings provide pedestrian priority and consolidate pedestrian movement

LESSONS LEARNED:

The scheme included signage only. With additional infrastructure calming measures such as curb extensions, speed bumps, intersection platforms, further speed reduction improvements would be expected.

The choice control region for this study was not seen as ideal.

STREET NAME: Most central city streets (not main through roads)

SUBURB: Wellington

COUNTRY: New Zealand

SPEED REDUCTION: From 50 km/h to 30 km/h

DATE IMPLEMENTED: June 2020.80% of roads within Wellington approved to have speeds recuced to 30 kph Septmber 2022

SCHEME INCLUDED: 

• 30 km/h signs
• traffic calming e.g. raised pedestrian crossings

COST: $NZ44.8 million (from September 2022)

ADDITIONAL INFORMATION:

• Road deaths have almost halved (down by 47 per cent) in the following 18-month period from June 2020

RESULTS OF EVALUATION: Not available

STREET NAME: Multiple

SUBURB: Auckland

COUNTRY: New Zealand

SPEED REDUCTION: Mostly from 50 km/h to 30 km/h

DATE IMPLEMENTED: 30 June 2020

SCHEME INCLUDED: 

• Physical speed calming measures (such as speed tables and raised pedestrian crossings)
• Re-marked parking spaces allowing for greater width
• Side island pedestrian refuges
• Slow speed markings
• 30 km/h signs
• Re-allocation of road space to remove some parking spaces and add others elsewhere
• Pram crossings
• Speed bumps
• Gateway treatments at town centre entrance including side islands and painted '30' markings
• Built out kerbs
• Move bus stops to enable easier access by buses
• Introduction of 30 minute waiting parking spaces
• Separated on-road cycleway
• New improved layout and pavements around high-conflict areas (example driveways to parking area)
• New bus shelters
• New bike parking facilities
• New wayfinding signages
• Widening seaside path from 2.4 metres to 4 metres and turning into a shared path wide enough for cyclists and pedestrians
• Removed painted flush median and remark the road to make space for wider shared path

COST: $NZ 49,297,544 (includes reduction of speed limits on all roads including urban and rural)

ADDITIONAL INFORMATION:

• Road deaths have almost halved (down by 47 per cent) in the following 18-month period.
• Residents surveyed felt that the speed limit changes, and engineering measures have made the local town centres safer.
• They also gave significantly higher safety ratings across all five individual aspects of road safety following the introduction of the speed calming measures, including:
  • Safety around schools;
  • Safety around the area (excluding schools);
  • Pedestrian friendliness;
  • Cyclist friendliness; and
  • People driving under the speed limit
• The speed calming measures have had the biggest impact on how often people are walking in their local area.
• 19% of residents surveyed state they are now participating in at least one active mode activity more often since implementation

LESSONS LEARNED:

• Engage with Māori as partners and not as stakeholders

RESULTS OF EVALUATION: Not available

LOCATION: Multiple

SUBURB: Multiple

MUNICIPALITY: Multiple

STATE & COUNTRY: New South Wales, Australia

SPEED REDUCTION: Various to 40 km/h

DATE IMPLEMENTED: 2003

SCHEME INCLUDED: 

• Signage
• Traffic calming: chicanes, narrow carriageways and half openings; pedestrian fencing, refuges and raised crossings; gateway treatments includign differentiation through painting, paving rasied platforms; kerb extensions, blisters and good landscaoing; illuminated or flashing lights; speed humps
• Promotion through roadside signage, letterbox drops, local media coverage and campaigns

COST: Not available

ADDITIONAL INFORMATION:

• Casualty crashes: a 37.6% reduction in crashes 2002-2015 for High Pedestrain Activity Areas (HPAA) compared to a 20.4% reduction on comparable 40/50/60 km/h roads elsewhere
• Serious casualty crashes: a 33.0% reduction in crashes 2005-2015 for HPAA compared to a 3.6% reduction on comparable 40/50/60 km/h roads elsewhere
• Pedestrian serious casualty crashes: a 46.4% reduction in crashes 2005-2015 for HPAA compared to a 19.1% reduction on comparable 40/50/60 km/h roads elsewhere
• For zones where implementation dates were known, a reduction of 12.5% to 16.4% in casualty crashes in the three to five years after implementation of HPAA zones compared to the three to five years before implementation.

LESSONS LEARNED:

• HPAA zones demonstrated greater percentage reductions in casualty crashes compared with other permanent 40 km/h zones and also included roads with a far greater number of pedestrian and other crashes therefore achieving far greater reductions in absolute numbers of casualties
• Stakeholders reported that introduction of permanent 40 km/h zones results in a reduction in crashes, a reduction in travel speeds and some reduction in motorised traffic.
• Overall opinions of 40 km/h zones were mixed depending on whether individuals placed greater value on mobility compared with safety and amenity
• The community survey indicated strong support for 40 km/h on busy roads where lots of people were walking.
• The HPAA program guidelines are complex and put significant boundaries around implementation. They can be usefully revised to reflect learnings and support continued safety improvement.
• Change management is a critical element of any speed management reform, and should be a key consideration in implementing lower speed limits.
• There is good potential in taking some smaller intermediate steps, ahead of a more significant program to capitalise upon the success of the HPAA program.E.g.:
  • Consistency of zoning and signage
  • relax pedestrian crossing warrants (criteria) in HPAA zones
  • Trial 40 km/h zones without traffic calming treatments
  • Trial part-time zones

LOCATION: Multiple busy shopping strip centres

SPEED REDUCTION: 50 km/h to 40km/h

MUNICIPALITY: Multiple

STATE & COUNTRY: Victoria, Australia

SCHEME INCLUDED: 

• Electronic variable speed signs
• Advance warning signs

DATE IMPLEMENTED: Various

COST: Not available

ADDITIONAL INFORMATION: Introduced in areas of high pedestrian activity

LESSONS LEARNED:

• There was a 14% average reduction in the rate of all casualty crashes (per km per day) after introduction of the 40 km/h zones
• The reductions in crash rate were similar for crashes occurring at midblock locations (17% reduction in crashes per km per day), however there was no significant reduction in crashes at signalised intersections
• The casualty crash reduction was largest for casualty crashes that involved vehicles only (20% reduction in the incidence rate)
• There was no significant effect on the incidence rate of pedestrian-involved crashes
• There was no statistically significant change in the rate of cyclist-involved crashes
• There was a 14% reduction in the rate of cyclist-involved casualty crashes at midblock locations and a 48% increase in the rate of crashes involving cyclists at signalised intersections.
• The greates reduction in crashes occurred on straight roads, with sheltered parking on both sides of the road and with fewer off-street parking facilities
• Crash reduction was greater on roads without a painted chevron median (that is, roads with either no median, a raised island median, or a median with a tram) and without a tertiary education institution present.
• The odds of a casualty crash reduction occurring after treatment were almost five times higher on roads with railway stations compared to roads without railway stations.

STREET NAME: Local roads across inner Melbourne

SUBURB: Melbourne

MUNICIPALITY: City of Melbourne

STATE & COUNTRY: Victoria, Australia

SPEED REDUCTION: From 50 km/h to 40 km/h

DATE IMPLEMENTED: September 2022 - ongoing

SCHEME INCLUDED: 

• Speed limit signs
• Variable Message Signs placed at strategic locations in the area to advise of the new speed limit
• Yellow and black ‘New Speed Limit’ signs for at least six months after the launch

COST: Not available

ADDITIONAL INFORMATION:

• Provides consistent speed limits

RESULTS OF EVALUATION: Not available

STREET NAME: One-way sections of Flinders Lane, Little Collins Street, Little Bourke Street and Little Lonsdale Street

SUBURB: Melbourne

MUNICIPALITY: City of Melbourne

STATE & COUNTRY: Victoria, Australia

SPEED REDUCTION: From 40 km/h to 20 km/h

DATE IMPLEMENTED: September 2020

SCHEME INCLUDED: 

• Speed limit signs

COST: Not available

ADDITIONAL INFORMATION:

• People walking along the city’s little streets have right of way over vehicles and bikes

RESULTS OF EVALUATION: Not available

STREET NAME: Multiple

SUBURB: Multiple

MUNICIPALITY: City of Chalres Sturt, Adelaide

STATE & COUNTRY: South Australia, Australia

SPEED REDUCTION: From 40 km/h to 30 km/h

DATE IMPLEMENTED: 2012

SCHEME INCLUDED: 

• Speed limit signs
• Community consultation

COST: $5,000-$10,000

ADDITIONAL INFORMATION:

• Reduction in driver speeds (85th percentile speeds reduced by 4.27km/h, from 48.0km/h to 43.7km/h)
• Trafic volumes and crash numbers reduced (small sample)
• 55% of those who live in a new 40km/h area, do not support the change in speed limit with suburbs closest to the Adelaide CBD being mostly in support, and those suburbs furthest from the CBD being mostly against
• Some residents feel that the speed limits are confusing, ignored, inconvenient, revenue raising, increase road rage and add too much time to their trips, and that they don’t improve amenity, safety for all road users or reduce the chance of crashes
• Most residents who are against the 40km/h areas do not agree that drivers travel too fast, or that they don’t look out for pedestrians or cyclists on their streets
• Most residents who are in support are those who perceive driving behaviour to be an issue on their local street
• Residents are slightly less supportive now, compared to before the 40 areas were installed
• Support is strongest among young families, females, older residents and active transport users
• Opinions are mixed about whether more police enforcement is necessary
• Residents feel that the current number of signs is enough, but some feel they should be placed in clearer locations
• Only 30% feel that speed limits on their own are enough, and many would also like roundabouts, speed humps, chicanes or raised intersections
• Most feel that 40km/h areas are one of the least effective ways to reduce speed
• 3 in 4 residents feel that the 40km/h area has had a positive impact on their safety, but 4 in 5 report a negative impact on their travel
• Suburbs that are largely opposed, report that the negative impact on their travel is higher than the positive impact on their safety

LESSONS LEARNED:

• Confusion is areas where speed limit changes multiple times

RESULTS OF EVALUATION: Not available

STREET NAME: Local residential streets in the areas bounded by Newcastle, Vincent and Charles Streets and the Swan River (does not include main distributor roads)

SUBURB: Southern suburbs of City of Vincent (Highgate, Mount Lawley)

MUNICIPALITY: City of Vincent, Perth

STATE & COUNTRY: Western Australia, Australia

SPEED REDUCTION: From 50 km/h to 40 km/h

DATE IMPLEMENTED: April 2019

SCHEME INCLUDED: 

• Two year trial period
• Community consultation prior to trial starting
• 40 km/h signs

COST: Not available

ADDITIONAL INFORMATION:

• Main distributor roads will stay at their current speed limits, with the exception of part of Vincent Street near the Hyde Park water playground

RESULTS OF EVALUATION: Not available

STREET NAME: Multiple (40 km/h zone) and South Terrace (30 km/h)

SUBURB: Fremantle

MUNICIPALITY: City of Fremantle

STATE & COUNTRY: Western Australia, Australia

SPEED REDUCTION: From 50 km/h to 40 km/h (zone) and 30 km/h (South Terrace)

DATE IMPLEMENTED: July 2021

SCHEME INCLUDED: 

• Speed limit signs
• Temporary speed bumps (South Terrace)
• Permanent traffic calming
• Streetscape upgrades
• Upgrades to road drainage
• Improved sightlines at intersections
• Replacing ashphalt footpaths with concrete
• Upgrading tree pits to ensure better infiltration
• Tree planting
• Damaged infrastructure replaced
• Resurfaced road pavement

COST: Not available

ADDITIONAL INFORMATION:

No formal evaluation or after studies to measure impact, however a lot of community support for lower speeds, particularly along South Terrace.

LESSONS LEARNED:

Used to test Main Roads WA new speed limit policy.

RESULTS OF EVALUATION: Not available

STREET NAME: Railway Parade and Whatley Crescent

SUBURB: Bayswater

MUNICIPALITY: City of Bayswater, Perth

STATE & COUNTRY: Western Australia, Australia

SPEED REDUCTION: From 50 km/h to 30 km/h

DATE IMPLEMENTED: January 2020 (trial start October 2018)

SCHEME INCLUDED: 

• 30km/h signs

COST: Not available

ADDITIONAL INFORMATION:

Temporary reduction while increased number of bike riders on road due to modifications to adjacent railway line and Principal Shared Path

RESULTS OF EVALUATION: Not available

STREET NAME: Multiple

SUBURB: Manly and Liverpool

MUNICIPALITY: Northern Beaches Council and Liverpool City Council

STATE & COUNTRY: New South Wales, Australia

SPEED REDUCTION: From 40 km/h to 30 km/h

DATE IMPLEMENTED: July 2020

SCHEME INCLUDED: 

• Replacement of speed limit signs with 30km/h signs
• 30 km/h orange school zone signs in school areas
• Road markings

COST: Not available

RESULTS OF EVALUATION: Not available

STREET NAME: Multiple

SUBURB: Sydney

MUNICIPALITY: City of Sydney

STATE & COUNTRY: New South Wales, Australia

SPEED REDUCTION: From 50 km/h to 40 km/h

DATE IMPLEMENTED: 2016, August 2019

SCHEME INCLUDED: 

• Speed limit signs
• Pavement markings
• Communicaions campaign
• Monitoring
• Sydney CBD Motorcycle Reponse team: a group pof highway patrol officers dedicated to improving pedestrain safety

COST: Not available

ADDITIONAL INFORMATION:

• 46% reduction in pedestrain serious casualty crashes since 2016
• Approximately 33% reduction in crashes causing fatalities and serious injuries In high pedestrian areas
• Removed multiple speed limit changes on high-traffic routes

RESULTS OF EVALUATION: Not available

STREET NAME: 1. Ann Street (between Creek Street and the Riverside Expressway);

2. Village precint:

• Old Cleveland Road and Logan Road, Stones Corner (between Montague Street and the O’Keefe Street roundabout)
• Oxley Road, Corinda (between the Hassall Street and Martindale Street intersections).

3. Station Road, Indooroopilly

4. Flinders Parade, Sandgate

5. Kelvin Grove Urban Village

SUBURB: Brisbane

MUNICIPALITY: Brisbane City Council

STATE & COUNTRY: Queensland, Australia

SPEED REDUCTION: 1 & 2. From 60 km/h to 40 km/h

3-5. From 50 km/h to 40 km/h

DATE IMPLEMENTED: 1. November 2018

2. May 2019

3 & 4. September 2019

5. Febraury 2020

SCHEME INCLUDED: 

• Highly visible speed limit signage
• Road markings

COST: Not available

ADDITIONAL INFORMATION:

LESSONS LEARNED:

RESULTS OF EVALUATION: Not available

STREET NAME: Multiple

SUBURB: Multiple

MUNICIPALITY: Multiple

STATE & COUNTRY: Western Australia, Australia

SPEED REDUCTION: From 50 km/h to 30 km/h

DATE IMPLEMENTED: September 2017 - ongoing

SCHEME INCLUDED: 

• Connections to off-road shared paths
• Links community amenites e.g. schools, railway stations, shops
• Blue and white Safe Active Street road patches at major entry points
• 30 km/h speed limit signs
• Raised platforms at intersections
• Single-lane slow points
• Narrowing street widths by introducing on-street parking and plantings
• Changing stop/give-way signs to give priority to movements along the Safe Active Street
• Using traffic islands and medians to restrict car movements at intersections, while allowing movements in all directions for people on bikes and on foot
• Introducing new pedestrian or bike crossings
• Introducing bicycle symbol road markings in the centre of each unmarked lane, to encourage cyclists to take the lane
• Lateral shifts in the carriageway to reduce sightlines (i.e. swapping formalised on-street parking and new tree planting nibs from one side of the street to the other
• Additional tree planting and landscaping make them more attractive places to walk or ride

COST: Not available

ADDITIONAL INFORMATION:

Evaluation currently being undertaken and is due to be released in 2023.

LESSONS LEARNED:

Scheme is ongoing, with more locations continually being added. Lessons from previous implementations are being introduced for each one.

RESULTS OF EVALUATION: Not yet available (due 2023)

STREET NAME: Liebig Street between Raglan Parade and Merri Street

SUBURB: Warnambool

MUNICIPALITY: City of Warrnambool

STATE & COUNTRY: Victoria, Australia

SPEED REDUCTION: From 40 km/h to 30 km/h

DATE IMPLEMENTED: December 2019

SCHEME INCLUDED: 

• Widening of footpaths to include alfresco dining
• Painted on road bike sharrows in each direction
• Wombat crossings on roundabouts
• Reduction of traffic lanes from two to one
• Activation of Laneways which lead to off street parking
• Installation of dwell-time infrastructure- seating, public art
• Wombat Crossings midblock
• Improvement to Pavement/kerb and channel to allow easy access for everyone

COST: Not available

ADDITIONAL INFORMATION:

The projects’ infrastructure has successfully created a welcoming pedestrian priority experience in the City Centre.

From the data:

Reduction in speed to under 30km/hr:

• 2021 85%tile- 25.4km/hr
• 2018 85%tile- 38.3km/hr

Liebig Street Crashes (2011-2015): Pedestrian - 4 (2 aged 70+), Car - 2, Bicycle - 1

Liebig Street Crashes (2016-2020) (*note construction was 2018/19 and COVID): Car - 2

Safe Systems Road Safety Rating Improvement: Liebig/Koriot- 114 to 87 and Liebig/Lava- 113.5 to 82

WHY?

• Lower speed limit and changes to intersection layout = reduce likelihood and severity of crash types
• Widened Zebra crossings provide pedestrian priority and consolidate pedestrian movement

LESSONS LEARNED:

The scheme included signage only. With additional infrastructure calming measures such as curb extensions, speed bumps, intersection platforms, further speed reduction improvements would be expected.

The choice control region for this study was not seen as ideal.

STREET NAME: Treatment area located between Alexandra Parade (north), Hoddle Street (east), Johnston Street (south) and Nicholson Street (west)

SUBURB: Fitzroy and Collingwood

MUNICIPALITY: City of Yarra, Melbourne

STATE & COUNTRY: Victoria, Australia

SPEED REDUCTION: From 40 km/h to 30 km/h

DATE IMPLEMENTED: January 2020 (trial start October 2018)

SCHEME INCLUDED: 

• Implementation of trial area (30km/h) and control area (40km/h)
• Replacement of speed limit signs with 30km/h signs
• Pavement marking
• 91 sites where speeds were recorded

COST: Not available

ADDITIONAL INFORMATION:

• Modest reductions in mean speed: average travel speed fell by 0.3km/h
• Reductions were more apparent at higher speeds where risk of severe injury or death to vulnerable users is more likely
• Unexpected speed reductions in adjacent control sites
• “Treatment effect” showed 11% reduction of likelihood of a vehicle travelling above 40km/h in treatment area and 25% reduction above 50km/h
• 4% reduction in risk of severe injury for pedestrians
• Increase of people supporting the 30km/h area from 42.7% to 50.3% within the trial area

Observations of pedestrian and cyclist activity were undertaken at a limited number of locations within the treatment and non-treatment areas during three days before the trial implementation and three days at 12 months into the trial. The small number of locations and survey days limits the ability for general conclusions. The data shows a 12.7% drop in pedestrian activity (largely driven by a single site) and a 27.8% increase in cycling activity.

LESSONS LEARNED:

For some members of the community there was confusion about how the pedestrian priority at the crossings worked, how to determine when to enter and how to exit the roundabout.

There are feelings of frustration caused by inconvenience to the driving experience which are perceived to be caused by the Wombat Crossings.

Intercept surveys at the Wombat Crossings found people using them thought they created a more convenient walking experience however there was still concern about understanding how the crossings worked and the expectations of people walking and people driving.

Information about the benefits of the crossings and the expectations of all road users would assist the community to understand the role they play in creating a pedestrian priority city centre.

LOCATION:

Cavill Avenue/Orchid Avenue, Surfers Paradise
Hedges Avenue/Old Burleigh Road, Mermaid Beach
Garfield Terrace/Northcliffe Terrace, Surfers Paradise
Jefferson Lane, Palm Beach
James Street, Burleigh Heads
Connor Street, Burleigh Heads
Pacific Parade, Tugun
Griffith Street, Coolangatta
Thomas Drive, Chervon Island
Cloyne Road, Southport
Marshall Lane, Southport
Tedder Avenue, Main Road
Broadbeach area – Queensland Avenue, Albert Avenue, Old Burleigh Road, Victoria Avenue, Surf Parade and Charles Avenue

SPEED REDUCTION: Various – some 50 km/h to 40km/h, 50km/h to 30km/h and 40km/h to 30km/h

MUNICIPALITY: City of Gold Coast

STATE & COUNTRY: Queensland, Australia

SCHEME INCLUDED: 

• Signs and lines
• Raised crossings and wombats
• Contraflow bicycle lanes
• Placemaking

DATE IMPLEMENTED: Various

COST: Noted as low-cost initiative in the Gold Coast Road Safety Plan 2021-2026
Speed reviews done internally (although Department of Transport and Main Roads grants available for these speed reviews) and minimal operational budget required for signs and linemarking and threshold treatments if required.

ADDITIONAL INFO: General support and now going back to some 50km/h to 40km/h zones and undertaking further reviews to reduce to 30km/h

LESSONS LEARNED:

• Lesson around now going straight to 30km/h, rather than 50km/h to 40km/h and then second review 40km/h to 30km/h (this has come from taking a conservative approach initially and now being more comfortable with going straight to 30km/h following the speed limit review process documented in MUTCD Part 4.
• Tools now support 30km/h (MUTCD Part 4)
• Importance of looking at a broader area, get the data and use engineering knowhow to develop consistent precinct wide approach for speed limits
• Queensland Police Service supportive of 30km/h (note they have had challenges enforcing loud cars in café precinct but can enforce speed breach)
• Importance of working with community and Councillors, and that when the speed reduction requests come via their offices, they are more supportive/less concerned
• Value of placemaking project supporting traffic speed changes in centre projects