Resources

Inclusive, liveable, sustainable, prosperous, and enriching. Plan for Victoria sets the state-wide vision for how Victoria will grow over time. This is a plan for Victoria written by Victorians.

The Kids Active Travel Program encourages primary school aged children to choose active travel options when traveling to and from school to establish positive physical activity behaviours and develop physical literacy skills.

The MAV has partnered with VicHealth to address barriers and encourage behavioural change to get people moving in a safe and healthy way.

The aims of the hub are to:

• Share practical information with council officers to help them implement walking and bike riding projects, and
• Improve the capability of local government to plan, design, deliver, activate and evaluate walking and bike riding projects.

Inclusive Victoria: state disability plan (2022–2026) is Victoria’s plan for making our community inclusive and accessible for everyone.

Movement and Place has many uses at the strategic network planning and development level and at the detailed project level.

It marries network-wide and localised considerations. At its heart, the framework organises transport links by their place and movement roles into road and street types.

A set of priority uses, performance measures and potential interventions are then developed for each road and street type.

The Accessible Public Transport Action Plan 2020-24 outlines how the Department of Transport and Planning is continuing to eliminate barriers to public transport journeys.

This action plan complements and supports other Government plans:

• Inclusive Victoria: State Disability Plan 2022-2026
• Getting to work: Victorian public sector disability employment action plan 2018–2025
• Victorian Autism Plan 2023: Refresh

The action plan was developed in consultation with the Department of Transport and Planning, Safe Transport Victoria and public transport operators and advocates.

The action plan sets out the steps the Victorian Government is taking to improve access to public transport and contributes to the Victorian State Disability Plan 2013-2016 and complies with the Federal Government's Disability Discrimination Act 1992.

The National Walking and Cycling Participation Survey (NWCPS) provides insight into walking and cycling activity across Australia and is a successor to the National Cycling Participation Survey which was conducted biennially from 2011 to 2019.

The Victorian Government is working to ensure our public transport network is inclusive and accessible for all Victorians.

In Victoria, 1.1 million people have either a physical or non-physical disability. Our ageing population and those with other mobility barriers also need accessibility support on the transport network.  

We’re developing a Transport Accessibility Strategy to improve accessibility for everyone across the transport network. 

In developing the strategy, we’ve taken a user-centred approach, drawing on the experiences and views of a wide range of people with disability from across Victoria. 

We’re also taking a whole-of-system view to identify opportunities to improve the experiences of people with disability. 

The Strategy will help us set priorities for addressing issues across all elements of the transport system, including public transport, roads, parking, bike lanes and shared paths. 

The strategy is expected to be completed in 2024.

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DATE IMPLEMENTED: 30 January 2022

COST OF PROGRAM: Not available

COST FOR USERS: None

RESULTS OF EVALUATION: Not available

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DATE IMPLEMENTED: 2013

COST: Not available

RESULTS OF EVALUATION: Not available

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DATE IMPLEMENTED: Not available

COST OF PROGRAM: Not available

COST FOR USERS: None

RESULTS OF EVALUATION: Not available

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DATE IMPLEMENTED: Not available

COST: Not available. Free for schools.

RESULTS OF EVALUATION: Not available

PROGRAM FEATURES: 

DATE IMPLEMENTED: Not available

COST: Not available

ADDITIONAL INFORMATION:

Part of suite of programs to help break down the barriers that prevent more students from staying active on their journey to school. Culminates in National Ride2School Day.

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.

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: 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.

The aim of the study was to identify the issues in Baw Baw Shire in Gippsland, Victoria, related to the safety of on-road cyclists. Safety concerns specific to the Baw Baw Shire are identified and potential countermeasures that may improve cyclist safety are discussed.

The primary aim of this research was to investigate the behaviours of cyclists and their interactions with vehicles at signalised intersections.The results focus on the three types of behaviour at red lights. Males were more likely to continue through the red light than females and the majority of males who rode through red lights were runners. The findings are important as they differentiate between the types of red light running behaviour and highlight factors influencing cyclists risk exposure.

This report is a review of the literature on cyclists who ride in large groups or bunches on public roads. The research was conducted following the Victorian State Coroner’s investigation into the death of an elderly pedestrian, following a collision with a cyclist who was riding in a bunch. The aims of the review were to understand the behaviour of bunch riders, particularly the behaviours that may contribute to increased risk of collision and to make recommendations for effective enforcement and countermeasure strategies for this road user group.

This study identified risk factors for collisions/near-collisions involving on-road commuter cyclists and drivers. A naturalistic cycling study was conducted in Melbourne, Australia, with cyclists wearing helmet-mounted video cameras. Video recordings captured cyclists’ perspective of the road and traffic behaviours including head checks, reactions and manoeuvres.

This study evaluated cyclist and driver compliance at cycling infrastructure at signalised intersections to determine the effectiveness of the infrastructure in creating a designated space for cyclists. A cross-sectional observational study was conducted during peak travel times at six sites in Melbourne in March 2009.

Cyclists are vulnerable road users and the most severe injury outcomes for on-road cyclists are from collisions involving a motor vehicle. Research undertaken in this thesis aimed to identify contributing factors in unsafe cyclist-driver events to inform efforts to reduce the incidence of cyclist-driver crashes and cyclist injury severity outcomes.

This study determined the rate and associated factors of red light infringement among urban commuter cyclists. A cross-sectional observational study was conducted using a covert video camera to record cyclists at 10 sites across metropolitan Melbourne, Australia from October 2008 to April 2009.

Current primary data sources on mechanisms of Victorian bicycle crashes lack sufficient detail to draw clear conclusions on crash causation. Nor are these data adequate to link specific crash mechanisms to characteristic injury outcomes. The Monash Alfred Cycle Crash Study (MACCS) aimed to redress these data deficiencies through piloting an in-depth crash investigation study focused on cyclists. In-depth data were collected from 158 patients presenting to The Alfred and Sandringham Hospital Emergency Departments who were riders of bicycles involved in a crash. Information collected covered pre-crash factors pertaining to environment and cyclist/driver behaviour, crash mechanism, and injury outcomes from hospital records. Analyses of these data provide insight on crash causation and associated injury burdens which can inform the development, prioritisation and targeting of effective countermeasures.

This study is a multi-year analysis of bicycle rider crash statistics undertaken using Victorian CrashStats. It clearly shows that there are distinct differences in the crash profiles of fatal bike rider crashes compared to non-fatal crashes.

A bike rider’s guide to road rules in Victoria.

This guide outlines the essential road rules you need to know as a bike rider.
Whether you are on the road, on a path, riding in a group or heading out at night you need to know the road rules to ride responsibly and safely.

Victoria is still striving to become a world-class cycling location. A lack of safety is the major barrier to people getting on their bikes. How it feels to ride a bicycle has an impact on people's willingness to ride.

BikeSpot 2020 provides the opportunity for all Victorians to share their perceptions of cycling safety and help develop new insights for the prioritisation of cycling safety improvements.

The National Walking and Cycling Participation Survey (NWCPS) provides insight into walking and cycling activity across Australia and is a successor to the National Cycling Participation Survey which was conducted biennially from 2011 to 2019.

Every major new transport project – from North East Link to the West Gate Tunnel – now includes new or upgraded infrastructure for cyclists and pedestrians.

The Victorian Government has committed $15.3 million in the Victorian Budget 2019/20 towards Active Transport Victoria projects to deliver key upgrades for safer walking and cycling.

100kms of new and improved cycling routes across key inner-city suburbs to make it easier and safer for people to cycle to and from the CBD.
This $13 million investment will deliver pop-up lanes to help relieve congestion and provide an alternative to public transport for those living closer to the city.

Strategic Cycling Corridors are important transport routes for cycling and are a subset of the Principal Bicycle Network.

The Victorian Road Safety Strategy 2021-2030 aims to halve deaths by 2030 and put us on a strong path to eliminate all road deaths by 2050.

The Victorian Cycling Strategy 2018-2028 is guiding planning and investment to get more people to cycle for transport – to work, school, public transport and shops – in Melbourne and the regions.