Resources

Department of Transport WA has been working with Western Australian local governments to develop, trial and evaluate ‘safe active streets’ which use local area traffic management treatments to encourage more people to walk, wheel and ride in their communities.

On this page:

• Speed management
• Pedestrian malls and high-volume pedestrian locations
• High Active Transport User Areas (HATUAs)
• School zones
• Local access streets/residential streets

On this page:

• Facility selection tool
• Unsignalised crossings
• Signalised crossings
• Operational treatments at signalised crossings
• Physical treatments at signalised crossings
• Slip lanes
• Roundabouts
• Grade separations
• Railway crossings

Speed limits are set to allow you to safely respond to potential risks on the road. Lower speed limits apply in areas where there are more people and vehicles. This is to reduce the chance of crashes and serious injuries. Includes:

• Speed zones and signs
• How speed zones are set and reviewed
• Latest changes to permanent speed limits
• NSW Speed Zoning Standard

A guide to identifying and implementing 40 km/h speed limits in high volume pedestrian areas.

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: 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 Speed management guide: Road to Zero edition supports regional transport committees, regional councils and road controlling authorities
to develop high-quality speed management plans that will deliver safe and appropriate speed limits in line with Te Ara ki te Ora – Road to Zero
(New Zealand’s road safety strategy to 2030) and the Land Transport Rule: Setting of Speed Limits 2022.

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

The Queensland Guide to Traffic Management (QGTM) is issued under the authority of Section 166 of the Transport Operations (Road Use Management) Act 1995. The contents of QGTM are issued as 'approved notices' under Section 166(2) of said Act.

The Department of Transport and Main Roads has adopted Austroads' Guide to Traffic Management (AGTM) 2020 as part of national harmonisation. As a result, the QGTM will only provide requirements and recommendations specific to Queensland and has precedence over the equivalent Austroads Part.

 Benefits of lower speed limits in high activity areas and local access streets. What happens when vehicles travel more slowly in areas with lots of pedestrians and bike riders?

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 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.

The aim of this research was to investigate the behaviour of on-road commuter cyclists and their interactions with other road users in urban areas using a helmet-mounted video camera. Cycling is increasing in popularity popular in Australia; however, cyclists are physically vulnerable road users. To date, there has been little research on behavioural risk factors associated with collisions between cyclists and drivers, and much has relied on post-event data. Absent from this approach is an understanding of what contributed to collisions and near-collisions, in particular the behaviour of cyclists and drivers.

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.

Given the lack of participation data and the underreporting of cyclist injury crashes, it is difficult to determine the magnitude of cyclist road trauma with any precision. This lack of data highlights the neglect in Australia of cyclist-focused monitoring that is essential to understanding injury rates and factors that contribute to cyclist crashes. The Amy Gillett Foundation (AGF) has developed a systematic policy development approach that identifies two issues: safe overtaking distances and cyclist-open vehicle door crashes, explored in this paper.

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 investigated the behavioural, attitudinal and traffic factors contributing to red light infringement by Australian cyclists using a national online survey. The survey was conducted from February to May 2010. In total, 2061 cyclists completed the survey and 37.3% reported that they had ridden through a signalised intersection during the red light phase. The main predictive characteristics for infringement were: gender with males more likely to offend than females (OR: 1.54, CI: 1.22–1.94); age with older cyclists less likely to infringe compared to younger cyclists 18–29 years (30–49 yrs: OR: 0.71, CI: 0.52–0.96; 50+ yrs: OR: 0.51, CI: 0.35–0.74), and; crash involvement with cyclists more likely to infringe at red lights if they had not previously been involved in a bicycle–vehicle crash while riding (OR: 1.35; CI: 1.10–1.65). The main reasons given for red light infringement were: to turn left (32.0%); because the inductive loop detector did not detect their bike (24.2%); when there was no other road users present (16.6%); at a pedestrian crossing (10.7%); and ‘Other’ (16.5%). A multinomial logistic regression model was constructed to examine the associations between cyclist characteristics and reasons for infringement. Findings suggest that some cyclists are motivated to infringe by their perception that their behaviour is safe and that infrastructure factors were associated with infringement. Ways to manage this, potentially risky, behaviour including behaviour programmes, more cyclist-inclusive infrastructure and enforcement are discussed.

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.

Cycle Aware is an Australia wide research project looking at how drivers learn to interact with cyclists. It focuses on the education and training received by people in the early stages of driving such as pre-learner, learner and probationary drivers. The ultimate aim of the project is to foster safer driver-cyclist interactions.

Sharing Roads Safely is a training course developed suitable for heavy vehicle drivers to increase safe interactions with vulnerable road users, specifically motorbike riders, cyclists and pedestrians.

Based on international best practice, the course was developed in consultation with the government, the heavy vehicle industry and vulnerable road user groups for drivers in Australia.

Sharing Roads Safely is a recognised training course and meets compliance requirements for vulnerable road user awareness training.

• Designed for Australian drivers
• Meets government project contract requirements for driver training

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.

This is the standard reference for all temporary traffic management on state highways and local roads. It includes levels of temporary traffic management, signs and forms used, and a series of sample traffic management plans. 

A few simple tips to stay safe when sharing the road.

The NSW Government is committed to improving road safety for the community and plans to make NSW roads the safest in the country. In 2011, we worked with the NSW Road Safety Advisory Council and the heavy vehicle industry to develop the NSW Road Safety Strategy 2012-2021.
The strategy established the directions for road safety in NSW for the 10 years 2012-2021 and outlines 'Working Towards Vision Zero' as a key part of the strategy, which aims to reduce the likelihood of crashes and the severity of those that occur. The strategy also sets a target to reduce annual deaths and serious injuries by at least 30 per cent by 2021.

In December 2016, the Government released the Towards Zero—Tasmanian Road Safety Strategy 2017-2026 (Towards Zero Strategy), Tasmania’s ten-year plan to reduce serious injuries and fatalities on our roads.
The Towards Zero Strategy identifies 13 key directions that guide the Government’s road safety efforts. The key directions are based on the best-practice Safe System approach to road safety and were informed by extensive community engagement, stakeholder consultations, and independent research and modelling.

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.

While cyclists have the same rights and responsibilities as other road users, they are more vulnerable when travelling on the road. Both cyclists and motorists need to consider each other and share the road safely.

This five-year road safety action plan focuses on key priority areas to reduce the rate of fatality and serious injury on Territory roads.

Towards Zero Road Safety Action Plan (Towards Zero) is a five year road safety action plan focuses on road safety actions to address the key priority areas for the Northern Territory. The Towards Zero Action Plan will work towards improving road safety in the Northern Territory. It will guide improvements in road safety, making all road users safer and reducing the rate of fatality and serious injury on Territory roads.