City of Port Phillip - Road Safety Strategy 2007

City of Port Phillip

Road User Safety Strategy 2002-2007

ISSUE


Road User Safety Strategy 2002-2007

October 2002

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City of Port Phillip Road User Safety Strategy 2002-2007


CONTENTS

Page

ACKNOWLEDGEMENTS A

EXECUTIVE SUMMARY I

1. INTRODUCTION 1

2. THE SAFEROADS LOCAL GOVERNMENT ROAD SAFETY INITIATIVE 1

3. STATEWIDE APPROACH TO ROAD SAFETY 1

4. GOAL, PRINCIPLES, OBJECTIVES AND THEMES 2

5. STUDY PROCESS 4

6. THE CITY OF PORT PHILLIP 56.1 Geography 56.2 Community Profile 56.3 Car Ownership 56.4 Travel Trends 56.5 Policy Background 7

7. ROAD SAFETY CONTEXT 87.1 World Wide Context 87.2 Local Context 97.3 Issues Raised by the Community 11

8. KEY ROAD SAFETY ISSUES IN OUR CITY 17

9. RECENT APPROACHES TO ROAD USER SAFETY IN OUR CITY 22

10. ACTION PLAN 23

11. APPENDICES 32

A State Road Safety Strategy – Arrive Alive! 2002-2007 B State Wide Road Safety Context C Policy Context D Casualty Crash Facts E Issues Raised in Consultation F Existing Road Safety Initiatives



Jack took a long look at his speedometer slowing down: 68 in a 50 zone. Fourth time in 12 months. How could a guy get caught so often?

When his car had slowed to 20 km/h, Jack pulled over, but only partially.

Let the cop worry about the potential traffic hazard. Maybe some other car will tap his backside with a mirror. The cop was stepping out of his car, the big pad in hand.

Bob? Bob from church? Jack sunk farther into his trench coat. This was worse than the coming ticket.

A cop catching a guy from his own church. A guy who happened to be a little eager to get home after a long day at the office. A guy he was about to play golf with tomorrow.

Jumping out of the car, he approached a man he saw every Sunday, a man he’d never seen in uniform.

“Hi Bob. Fancy meeting you like this.” “Hello, Jack.” No smile.

“Guess you caught me red handed in a rush to see my wife and kids.”

“Yeah, I guess.” Bob seemed uncertain. Good.

“I’ve seen some long days at the office lately. I’m afraid I’ve bent the rules a bit – just this once.” Jack toed at a pebble on the pavement.

“Diane said something about roast beef and potatoes tonight.” “Know what I mean?”

“I know what you mean. I also know that you have a reputation in our precinct.” Ouch. This was not going in the right direction. Time to change tactics.

“What’d you clock me at?” “Sixty-five. Would you sit back in your car please?”

“Now wait a minute here, Bob. I checked as soon as I saw you. I was barely nudging 60.” The lie seemed to come easier with every ticket.

“Please, Jack, in the car.”

Flustered, Jack hunched himself through the still-open door. Slamming it shut, he stared at the dashboard. He was in no rush to open the window. The minutes ticked by. Bob scribbled away on the pad. Why hadn’t he asked me for a driver’s license?

Whatever the reason, it would take a month of Sundays before Jack ever sat near this cop again. A tap on the door jerked his head to the right. There was Bob, a folded paper in hand. Jack rolled down the window a mere 5 centimetres, just enough room for Bob to pass him the slip.

“Thanks.” Jack could not quite keep the sneer out of this voice.

Bob returned to the police car without a word. Jack watched his retreat in the mirror. Jack unfolded the sheet of paper. How much was this one going to cost?

Wait a minute. What was this? Some kind of joke? Certainly not a ticket. Jack began to read:

“Dear Jack,

Once upon a time I had a daughter. She was six when killed by a car. You guessed it – a speeding driver. A fine and 3 months in jail, and the man was free. Free to hug his daughters. All three of them. I only had one, and I’m going to have to wait until Heaven before I can ever hug her again. A thousand times I’ve tried to forgive that man. A thousands times I thought I had. Maybe I did, but I need to do it again. Even now. Pray for me. And be careful, Jack, my son is all I have left.” Bob

Jack turned around in time to see Bob’s car pull away and head down the road. Jack watched until it disappeared. A full 15 minutes latter, he too, pulled away and drove slowly home, praying for forgiveness and hugging a surprised wife and kids when he arrived.


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ACKNOWLEDGEMENTS The preparation and development of this strategy has been assisted by the Road User Safety Strategy Steering Committee, chaired by Councillor Carolyn Hutchens, Ward Councillor, Albert Park.

Road User Safety Strategy Steering Committee:

Louise E Niggemeyer, Department of Trauma Surgery, The Alfred Hospital

Joan Mulvey, Older Persons Reference Group

Jenny Rendall, Primary Schools Representative

Sharon Wishart, VicRoads, Road Safety Coordinator

Chris Raeburn, Residents Representative

Andrew Kiss, Port Phillip Traffic Management Unit

William McCutcheon, Ranger in Charge, Parks Victoria (Albert Park)

Andi Green, City of Port Phillip, Community Development Project Worker – Pedestrian and Road Safety

Michelle Keenan, City of Port Phillip, Co-ordinator Community and Health Development

Bronwen Machin, City of Port Phillip, Sustainable Transport Coordinator

Paul Smith, City of Port Phillip, Senior Traffic Engineer.

The City of Port Phillip also acknowledges the input from the following reference groups:

JCAAA

Inner South Community Health

Yarra Trams

Albert Park Primary School

National Bus Company

Uniting Church Kindergarten

St Kilda Park Primary School

Albert Park College

MacRobertson Girls' High School.


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EXECUTIVE SUMMARY

The City of Port Phillip Road User Safety Strategy 2002-2007 seeks to reduce the burden of injury on our community, by providing a safer environment for all road users of our City.

As well as traditional engineering and enforcement approaches to road safety this strategy also focuses on human behaviour as a major contributing factor to road crashes. Human behaviour contributes to 70-90% of road crashes with vehicle related and road environment contributing to 3-10% and 25-35% respectively.

The City of Port Phillip also acknowledges that fewer vehicle trips = less danger. Complementary programs, which improve the attractiveness of non-vehicular transport facilities for walking, cycling and public transport, are therefore a high priority in this strategy.

This strategy has been prepared as part of the ‘Saferoads Local Government Road Safety Initiative’ developed by VicRoads in conjunction with the Municipal Association of Victoria, Local Government Professionals Association, Victoria Police, Transport Accident Commission and Royal Automobile Club of Victoria.

The strategy is consistent with and responds to a number of the 17 key challenges outlined in the State Governments Road Safety Strategy - Arrive Alive! 2002–2007.

Similar to Arrive Alive 2002-2007, the City of Port Phillip aims to achieve a 20% reduction in fatal and serious injury crashes over the period between 2002–2007.

This equates to six less deaths and 175 less serious injury accidents over the five year period or three less fatal / serious injury accidents per month.

The City of Port Phillip’s approach to road safety focuses on the ‘user’ as well as the road network hence the title Road ‘User’ Safety Strategy as opposed to the typical Road Safety Strategy.

The key principle of the strategy is:

‘Road Danger Reduction’.

Road danger reduction involves a shift in cultural values, and it means making behaviour that endangers others socially unacceptable.

This road user safety strategy aims to challenge the typical hierarchy of road users, and in contrast to strategies that emphasise the dominance of car use, Port Phillip’s strategy places the needs of ‘unprotected road users’ at the centre of the approach.

Accordingly, pedestrians’ needs are the foremost priority followed by bicycles, public transport users and finally cars and trucks.

Using this approach, facilities for pedestrians are improved, exposure for all road users is reduced, overall vehicle traffic is reduced, traffic accidents are reduced, and the Port Phillip community moves to become more sustainable.

There are four themes that are the guiding principles for the development of actions in this strategy:

The characteristics of an area contribute to the safety of its road users. Key characteristics of the City of Port Phillip include:

Being located across three major commuter routes to the Melbourne CBD, which results in high levels of through traffic.

Its diverse land uses comprising residential neighbourhoods, urban centres, industries, businesses and tourism attractions of statewide significance.

A mature road network, requiring regular maintenance and limited opportunities to increase capacity

16% of the population being aged over 70 years, with government forecasts for a significant increase over the next 20 years.

24% of the population being aged under 20 years.

Population growth well above the Melbourne Metropolitan Region average.

Car ownership levels increasing with single car ownership higher than the Melbourne Metropolitan Region average and residences with no cars declining.

Twice the use of public transport usage and walking, more than other municipalities.

Being considered a ‘city of short trips’ – more than 60% of all work trips are less than 8 kilometres long, 42% of all trips which start in the city finish within the city, 75% of trips are under 800m long of which 50% are travelled in cars.

A high walking to car trip ratio.

Trip purposes similar to the Melbourne Metropolitan area.

A significant infiltration of visitors (workers) each day of around 50,000, doubling our daytime population.

Around 250,000 commuters pass through our city each day.

In terms of crash statistics on a global level, Australia falls into the middle ranks of countries in terms of road fatalities per 100,000 head of population and per 10,000 vehicles. However, when comparing fatalities per one billion kilometres travelled Australia ranks well against other OECD countries. When the figures for pedestrian fatalities are isolated, Australia’s ranking slips significantly.

In terms of the City of Port Phillip compared to other municipalities in Victoria, key indicators are:

A lower number of fatalities for all road users compared to City of Melbourne.

A similar number of fatalities for all road users compared to the City of Stonnington and GlenEira

Top 10% for pedestrian fatalities, along with Stonnington, Glen Eira and Melbourne.

Top 10% for motorcyclist fatalities.

No cyclist fatalities compared to City of Melbourne and City of Glen Eira which are in the top 10% and Stonnington and Bayside which are in the top 11-20%.

Ranked 5th for the number of casualties per 100,000 population in the state and 3rd in the metropolitan region.

Ranked 3rd in the number of casualty crashes involving pedestrians and cyclists, behind the City of Yarra and City of Melbourne.

Top 11-20% for motorcyclist casualties.

Top 11-20% for crashes occurring during alcohol times and between midnight and 6am.

Top 17% of Victorian Local Government Areas for alcohol related road accidents involving serious injury.

The highest rate of occurrence of alcohol related road accidents involving serious injury in the South Metropolitan region.

Casualty crashes are crashes that are reported to the police when one or more people are killed, seriously injured or suffer a minor injury requiring medical treatment. Over the past 10 years, the number of casualty crashes in the City of Port Phillip has increased by 19%, with fatal and serious injuries up by 14%.

A key question is: Can we achieve a target of a 20% reduction in fatal and serious injury casualty accidents against the trend of a 14% increase over the past five years. This would require a 34% change from present.

Unprotected road users are a particular concern with the following increases in the number of casualty crashes:

Pedestrians 4%

Motorcyclists 25%

Cyclists 28%.

Reducing Car Dependence Road User BehaviourEngineering & Design Leadership, Coordination & Partnerships


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Not only has the incidence of casualty crashes involving unprotected road users increased, but these road users also account for a significant proportion of the casualty crashes:

Pedestrians 19%

Motorcyclists 12%

Cyclists 11%.

The pedestrian crashes are largely confined to activity area and shopping centres, motorcyclists are generally scattered, however there is a high concentration on Montague Street, and cyclists crashes have been scattered throughout the municipality along the Principle Bicycle Network.

Between 1997 and 2001 2,656 people were killed or injured on roads in the City of Port Phillip. This equates to an average of six people killed per annum and 1.4 people injured each day.

A high proportion of these have been at problem locations. Problem locations can be considered as Blackspots and Blacklengths. These are terms used by VicRoads to identify problem locations that are eligible for funding for improvement works.

A Blackspot is an intersection where there has been three or more casualty crashes within a five-year period.

A Blacklength is a section of road (excluding intersections) where there have been three or more casualty crashes per kilometre within a five year period.

For the five-year period 1997-2001 casualty crashes on Blackspots and Blacklengths accounted for 88% of the casualty crashes within the City of Port Phillip. 55% were at Blackspots and 33% on Blacklengths.

The Top 10 Blackspots and Top 10 Blacklengths represent 31% of all casualty crashes. The majority of these are on major commuter routes.

The high proportion of casualty crashes at these locations is likely to be directly related to the fact that 80% of all casualty crashes in the City of Port Phillip involve non-City of Port Phillip residents. A key component of the strategy is to address existing safety issues.

Issues relating to safety for the road users in our municipality have been identified through:

analysing casualty crash information from VicRoads

consultation with key stakeholders and the community at two separate forums in November 2001

review of existing policy documentation

consideration of Victorian Activity Travel Survey data

consideration of travel characteristics of people living, working in and visiting the City of Port Phillip

consideration of the geographic location of the city and the mature road network

review of the Victorian Alcohol Statistics Handbook Volume 2: Alcohol related serious road injury and assault in Victoria, 1992-1999

use of The Alfred Hospital Trauma admission statistics.

The use of the range of input raised a significant number of issues that all relate to the safety for our road users. This strategy seeks to focus in on a set of key issues to address, in a structured strategic approach.

Review of the various sources highlight that there are some key issues that commonly appear. These have been identified as the key issues for this strategy to address:

Traffic Management (Blackspots and Blacklengths)

Exposure1

Pedestrians

Motorcyclists

Cyclists

Speeding

Alcohol and Drug Use

Community Road Safety Education

Leadership, Coordination and Partnerships.

The City of Port Phillip is already actively involved in programs to improve safety for our road users. Recent approaches are outlined in Section 9.

An Action Plan is outlined in Section 10 for addressing the key issues areas in relation to the four themes of: Reducing Car Dependence; Road User Behaviour; Engineering and Design; and Leadership, Coordination and Partnerships.

1 Considers the volume of traffic (pedestrians, vehicles, etc) and the potential or probability for an accident. Higher concentrations of road users in specific locations increase the number of potential conflict points.


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1. INTRODUCTION The City of Port Phillip Road User Safety Strategy 2002-2007 seeks to reduce the burden of injury on our community, by providing a safer environment for all road users in the City.

As well as the traditional engineering and enforcement approaches to reduce road trauma, it recognises that a key factor to increase road user safety, is to reduce the exposure of the private vehicle, and acknowledging that fewer vehicle trips = less danger. Complementary programs, which improve the attractiveness of non-vehicular transport facilities for walking, cycling and public transport environments are therefore a high priority in this strategy.

To gain a better appreciation of the road user safety issues within the City of Port Phillip it is necessary not only to determine where and when the crashes are occurring, the type of road user involved, the type of crash and other associated factors, but also to consider the dynamics and interactions of contributing factors.

Road crashes are generally caused by the following contributing factors:

human behaviour (estimated to be a contributing factor in about 70 to 90 % of crashes)

road environment (estimated to be a contributing factor in about 25 to 30 % of crashes)

vehicle related factors (estimated to be a contributing factor in about 3 to 10 % of crashes, with 10% being more typical of heavy vehicles and 3 to 5% more typical for passenger cars). 2

Figure 1 Contributing Factors to Crashes

2 Adapted from the Liverpool City Council Road Safety Strategy 2001 and Dr Ron Christie.

It is very rare for any single factor to be responsible for a crash. They usually combine as part of a chain of events, which results in a crash. Across all vehicle types, tyre and brake faults account for the main vehicle defects related to crashes.

This strategy has been prepared by the City of Port Phillip in conjunction with Arup and Dr Ron Christie (Road Safety Psychologist) and through consultation with the Road User Safety Steering Committee as part of the Saferoads LocalGovernment Road Safety Initiative.

2. THE SAFEROADS LOCAL GOVERNMENT ROAD SAFETY INITIATIVEThe Saferoads Local Government Road Safety Initiative is a statewide program developed by VicRoads in conjunction with the Municipal Association of Victoria, Local Government Professionals Association, Victoria Police, Transport Accident Commission and the Royal Automobile Club of Victoria.

The goal of the VicRoads Saferoads Local Government Road Safety Initiative is to reduce the incidence and severity of road crashes in municipalities through:

multi-action programs

increased use of local government networks

increased road safety resources at the local level.

The Saferoads Local Government Road Safety Initiativeidentifies the following five principles for community safety:

Identify local crash causes, and with the support of other agencies, community groups and the community, develop cost effective solutions.

Develop long-term strategies within Council that clearly identify appropriate actions and who is responsible for those actions.

Ensure that safety is a prime consideration in all services and responsibilities already undertaken by Local Government.

Undertake, monitor, and evaluate programs that use ‘best practice’, education, enforcement, and/or engineering measures to cost effectively reduce the incidence and severity of road crashes.

Use local government community networks to link local road safety programs with the Victorian Government’s Road Safety Strategy, and the strategic business plans of municipalities.

In addition to providing for a safer community, the SaferoadsLocal Government Road Safety Initiative identifies that the preparation of this strategy is expected to benefit the community through:

improved community relations

meeting expectations for safer local communities

economic and social gains

better planning

improved communication

extended networking

long-term partnerships.

3. STATEWIDE APPROACH TO ROAD SAFETY A statewide approach to road safety has been adopted by the Victorian government to involve different organisations and levels of government in improving road safety in Victoria. This is documented in the Victorian Government’s Road Safety Strategy titled Arrive Alive! 2002-2007.

The seventeen key challenges identified in Arrive Alive! 2002-2007 have been considered in the development of the City of Port Phillip’s Road User Safety Strategy 2002-2007. APPENDIX A provides a summary of the strategy.

The key bodies involved in implementing the State Road Safety Strategy are

Ministerial Council for Road Safety

Road Safety Executive Group

Road Safety Management Group

Parliamentary Road Safety Committee

Traffic Safety Education Group

Trauma and Emergency Services

Road Safety Reference Group

Local Government Authorities

Community Road Safety Council.

The relationships between these bodies and their roles are illustrated in APPENDIX B.

RoadEnvironme

nt(25-30%)

HumanBehaviour

(70-90%)

VehicleRelated

(3-10%)

CrashFactors



4. GOAL, PRINCIPLES, OBJECTIVES AND THEMES

Goal

The goal of the City of Port Phillip’s Road User Safety Strategy is to ‘significantly improve road safety for all road users within the City of Port Phillip’.

To this end, the same ambitious target of a 20% reduction in fatal and serious injury accidents outlined in the State Government Road Safety Strategy, Arrive Alive! 2002-2007 will be committed to.

Key Principle

Council has identified a key principle underlying road safety:‘road danger reduction.’

Road danger reduction involves a shift in cultural values, and it means making behaviour that endangers others socially unacceptable.

The danger reduction approach to road safety is concerned with reducing danger in the whole environment and promoting equity and accessibility for non-motorised road users.3

This approach recognises that to improve road safety it is necessary to provide physical environments and cultural circumstances conducive to lowering traffic accidents.

It contrasts with the casualty reduction approach, which requires vulnerable users to bear much of the burden of responsibility for their own safety, or relies on secondary safety measures such as increasing safety within vehicles.

In the danger reduction approach, the importance of an environment that is safe for pedestrians and cyclists is recognised.

This approach recognises that while a location may not be revealed to be a high accident area, unprotected road users may perceive it to be unsafe and therefore actively avoid eg parents driving children to school.

This approach also recognises the importance of developing cultural attitudes in which behaviours such as heavy drinking, speeding or risk taking on roads are seen as socially unacceptable, rather than something that is glorified as ‘macho’ behaviour.

3 Tranter, P. & Keeffe, T. 2001, ‘National Symbolism Undermining Healthy Transport Policies? A case study of Canberra’s V8 Supercar race’, WorldTransport Policy and Practice, 7(2), 11-19.

According to a presentation conducted by the Monash University Accident Research Centre (MUARC) at the State Government’s Walking Action Plan seminars, the top factors in reducing pedestrian deaths are:

1. Reducing speed

2. Exposure to risk

3. Road infrastructure

4. Education, promotion and enforcement

5. Specific programs to concentrate on dangerous areas.4

This road user safety strategy aims to challenge the typical hierarchy of road users, and in contrast to strategies that emphasise the dominance of car use, Port Phillip’s strategy places the needs of ‘unprotected road users’ at the centre of the approach.

Accordingly, pedestrians’ needs are the foremost priority followed by bicycles, public transport users and finally cars and trucks.

Using this approach, facilities for pedestrians are improved, exposure for all road users is reduced, overall vehicle traffic is reduced, traffic accidents are reduced, and the Port Phillip community moves to become more sustainable.

Objectives

On a local level, this strategy aims to target and address the spectrum of safety issues applicable to all road users, and to achieve a number of realistic strategic actions.

The general objectives of the strategy for the City of Port Phillip are:

To identify and prioritise measures to address safety related problems in an objective manner.

To develop proactive educational and promotional programs to improve all road user safety in the community.

To identify the causal factors and road user groups involved in crashes in Port Phillip so that remedial actions can be appropriately targeted.

The strategy also aims to guide council, the community and key agencies including VicRoads, Roadsafe Inner Melbourne Community Road Safety Council, the Department of Infrastructure, and Victoria Police on future road user safety planning and initiatives in Port Phillip.

4 Davis, R. Dr. & Coffman, A. (Robert Davis Consultancy) April 2001, Safer Roads for All, A Guide to Road Danger Reduction, Turpin’s of York, Institute of Highway Incorporated Engineers, UK.



Themes

There are four main themes that are the guiding principles for the development of actions in this strategy:

Reducing Car Dependence involves encouraging the reduction of cars on streets through strategic land use and transport planning policy development and application, and travel behaviour change programs.

This theme encompasses strategies to reduce the impact of motor vehicles on the municipality by improving the choices people have in their mode choice.

The following assumptions guide actions under this principle:

The more traffic, the less inviting the street is for walking, cycling and socialising. This has been established through research5 as well as through resident feedback (Community Plan, SCPI forums).

Improved walking, cycling, public transport services and facilities will attract people to use them, once they are made aware of them.

Even if services and facilities are not improved, individualised marketing campaigns, such as TravelSMART, will reduce car trips (proved through evaluation). There is significant potential for improvement - about 40% of all trips that start within the City of Port Phillip end within the City. About 20% of all trips under 400 metres are done by car. We still do many local trips - only about 5% of the trips that start and finish within the city actually cross between the northern and southern ends.

5 Appleyard, D. 1981, Liveable Streets, California: University Press.

Road User Behaviour focuses on utilising strategies to target problem behaviours in all road users, especially those behaviours that cause real or perceived dangers to others, as well as modifying behaviour that puts oneself in danger.

Engineering & Design involves undertaking design work that makes it far more difficult for crashes to occur.

The aim is to change the emphasis from focusing on current problems and possible ways of reducing these, to being guided by what the optimum state of the road transport system should be.

There is also a shared responsibility for road user safety, where designers are responsible for the design, operation and use of the system, and road users are responsible for following the rules of that system. For example, if the problem is that pedestrians get knocked down, the solution may not be to install pedestrian fencing. Rather, it may mean slowing traffic, reducing the number of lanes of traffic, providing improved facilities such as formal pedestrian crossings or central pedestrian refuges so that they only have to cross one lane at a time.

Furthermore, the safer the road infrastructure, the greater mobility is afforded to all road users, and the more sustainable this infrastructure investment becomes.

Leadership, Coordination & Partnerships involves the identification of groups and the strategies that will enable these groups to work together to achieve the best outcomes.

This requires strong relationships within the City of Port Phillip and with, and support from, State Government Departments and bordering local Government Groups. Key groups include:

Internal

Councillors

Statutory and Strategic Planning

Infrastructure and Environment

Local Laws and Parking Enforcement

Environmental Services

Community and Health Development

Sustainable Transport

Traffic Management

External

Roadsafe Inner Melbourne Community Road Safety Council

Victoria Safer Cities Network

VicRoads

Transport Accident Commission

Alfred Hospital

Parks Victoria

Neighbouring Local Governments

Local Community Groups

Port Phillip Traffic Management Unit, Victoria Police

Healthy and Safer Cities Alliance.

Reducing Car Dependence Road User BehaviourEngineering & Design Leadership, Coordination & Partnerships



5. STUDY PROCESS The study process is illustrated in Figure 2.

Figure 2 Study Process

Strategy Launch

Steering Committee Meeting 1

Analysis of crash data Review of existing documents

Issue Forums 15 November 2001 – Key Stakeholders 29 November 2001 – General Community

Steering Committee Meeting 2 (Discussion and review of issues)

Development of Actions

Steering Committee Meeting 3 (Review of proposed actions)

Council Committee Meeting(Consideration of draft strategy)

Steering Committee Meeting 4 (Discussion of changes to make to Draft Strategy)

Public Exhibition

Modification City of Port Phillip Road User Safety Strategy

Draft Strategy (Issued to key stakeholders)

Full Council Meeting (Consideration of final strategy for adoption)



6. THE CITY OF PORT PHILLIP The characteristics of an area contribute to the safety of its road users. Within the City of Port Phillip there are a number of characteristics that contribute to the level of safety. These include: the geography; commercial residential, tourist and commercial uses; population; car ownership levels; and travel trends.

Existing policies also contribute to safety in terms of understanding current thinking and actions proposed and being undertaken.

This section provides an overview of some of the key characteristics of the City of Port Phillip and relevant policies.

6.1 Geography The City of Port Phillip is geographically located along the north-eastern edge of Port Phillip Bay within the inner Melbourne metropolitan area.

It is located across three major commuter routes to the Melbourne CBD, and consists of the neighbourhoods of St Kilda, Balaclava, Elwood, Middle Park, Albert Park, Fisherman’s Bend, Port Melbourne, South Melbourne, East St Kilda, Garden City and Ripponlea.

The City of Port Phillip is strategically located close to the Melbourne Central Business District and is itself home to many small and large retailers, commercial entities and industrial companies.

It is a diverse municipality comprising residential neighbourhoods, urban centres, industries, businesses and tourism attractions of statewide significance.

It enjoys the benefits of its location on Port Phillip Bay, with a nine kilometre stretch of foreshore, beaches and recreational club facilities. The City’s natural heritage, parks and open spaces contribute to its distinctiveness and sense of place.

The road, parking and public transport infrastructure available is mature and has limited opportunity for growth, and therefore the City of Port Phillip will be challenged to manage a more effective, safe and efficient transport network to cope with increasing demands. 6 This means that we need to improve what we have in response to road safety issues, in addition to the cost of maintaining existing infrastructure.

The city is therefore a through route, a recreational and commercial destination and a home. Each of these roles presents different opportunities to reduce danger.

6 Integrated Transport Strategy, 1998.

6.2 Community Profile The City of Port Phillip covers around 21 square kilometres and has a total population of approximately 80,000 within around 45,000 dwellings7.

Approximately 60% of the population are aged between 25 and 60 years, 16% are aged over 70 years, and 24% are aged under 20 years.

As there is expected to be a significant increase in the number of elderly people over the next 20 years8 it important that accessibility and safety for our older citizens is considered, particularly given the high proportion of older pedestrians currently involved in casualty crashes.

The City of Port Phillip and particularly the Port Melbourne area have experienced population growth rates well in excess of the Melbourne metropolitan region average. In 1996 the growth rate was 6.1% compared to 3.2% and in 2000, 7.2% compared to 5.6%.

The pace of growth of the Port Phillip community is placing pressure on existing road infrastructure and management of such.

Higher density living, coupled with the 70 -100% increase in the price of property over the past five years has lead to a greater level of gentrification in the City of Port Phillip and income disparity.

The road user safety strategy especially eduction strategies must address all parts of the community and consider the increasing population and number of dwellings.

6.3 Car Ownership Between 1991 and 1996, car ownership of residents in the City of Port Phillip increased at a rate of approximately 1.7 cars per dwelling and the proportion of residences with no car decreased from 29% to 23% further confirming a trend for a higher reliance on the car.9

With car ownership levels increasing and single car ownership levels higher than the Melbourne Metropolitan Region average (43% compared to 37%10), this road user safety strategy seeks to improve safety for other modes to encourage lower car use.

7 2001 ABS Census 8 Victoria in Future: Melbourne in Future, The Victorian Government’s Population Predictions 1996-2021, Department of Infrastructure, 2000. 9 Integrated Transport Strategy, 1998. 10 Melbourne in Fact, 1996 Census Statistics for Melbourne’s Local Government Areas, 1998, Department of Infrastructure.

6.4 Travel Trends The Northern Central City Corridor Study, comprising the majority of the City of Yarra, southern parts of the City of Moreland and northern parts of the City of Melbourne suggests the majority of traffic within the area was traffic entering or leaving the area (44%), followed by through traffic (39%) with the reminder being trips within the area (17%).

Traffic surveys undertaken in 1998 indicated approximately 222,500 vehicles were through traffic in South Melbourne on the following roads: St Kilda Road; Kings Way; Moray Street; Clarendon Street; Cecil Street; Ferrars Street; and Beaconsfield Parade.11

Consideration of the geographical location and land use of the City of Port Phillip suggests a similar distribution of travel could be expected for this City.

Table 1 provides a comparison of the modes used for residents to travel to work, highlighting the high proportion of car and tram trips for the City of Port Phillip. The high proportion of other trips in the City of Port Phillip compared to Metropolitan Melbourne reflect the importance of walking and pedestrian safety.

Table 2 provides a comparison of the modes used for travel within the City of Port Phillip compared to Metropolitan Melbourne. The statistics in this table also highlight the high proportion of walk trips in the City of Port Phillip.

Table 3 provides a comparison of trips purposes of residents in the City of Port Phillip compared to the Metropolitan Melbourne average.

11 Integrated Transport Strategy, 1998.



Table 1 Mode of Travel to Work12

Mode City of Port Phillip Metropolitan Melbourne

Car, as driver 50.5 62.6

Tram 11.1 1.6

Train 6.4 7.2

Car, as passenger 4.7 6.0

Bus 2.3 1.5

Other 10.7 5.6

Table 2 Modes of Transport Used in the City of Port Phillip13

Proportion of Trips Mode

City of Port Phillip Metropolitan Melbourne

Car as Driver 41.7 44.3

Walking 34.5 25.5

Car as Passenger 11.8 20.7

Tram 5.2 1.9

Bicycle 2.5 1.3

Other 2.0 1.1

Train 1.2 2.9

Bus 1.2 2.2

Table 3 Trip Purposes14

Trip Purpose City of Port Phillip Metropolitan Melbourne

Work 32 26

Shopping and accessing personal services

34 35

Social and recreational 15 16

Education 4 10

Links to public transport 15 13

12 Melbourne in Fact, 1996 Census Statistics for Melbourne’s Local Government Areas, 1998, Department of Infrastructure. 13 Victorian Activity and Travel Survey Data, 2001 14 Victorian Activity and Travel Survey Data, 2001

The following trip statistics suggest that the City of Port Phillip could be considered to be ‘a city of short trips’:

More than 60% of all work trips to and from the City of Port Phillip are less than 8 kilometres long.

42% of all trips that start in the City finish within the City. 75% of these trips are under 800 metres long of which 50% are travelled by cars.

Trips that start and finish within the City seem to be largely confined to broad neighbourhoods. If the City of Port Phillip is divided into two broad areas - Port Melbourne, South Melbourne, Middle Park and Albert Park to the north and St Kilda and Elwood to the South - only about 5% of internal trips cross between the two halves.15

The City of Port Phillip also has one of the highest pedestrian-trip to car-trip ratios in Melbourne. This is shown in Table 4.

The working population of the city, in excess of 50,000, is significant and places the City of Port Phillip among the top employment municipalities, behind the City of Melbourne with 150,000.

Table 5 provides a comparison of the modes for commuters travelling in and out of the City of Port Phillip. This highlights the high proportion of car use for incoming commuters and that over 50% more people travelling out of the City of Port Phillip use public transport than those travelling to the City of Port Phillip for work.

15 ibid

Table 4 Pedestrian trips per car trip16

Municipality Pedestrian / Car Index

(Pedestrian trips for every car trip)

Melbourne 12.5

Yarra 1.5

Stonnington 1.5

Port Phillip 1.3

Maribyrnong 1.3

Moreland 0.9

Wyndham 0.1

Table 5 1996 Journey to Work Characteristics17

Mode From the City of Port Phillip

To the City of Port Phillip

Car, as driver 50.6 65.4

Public Transport 16.6 7.3

Tram 11.0 3.6

Walked only 5.2 3.1

Car, as passenger 4.7 5.0

Train 4.0 3.0

Bicycle 1.9 0.9

Bus 1.6 0.7

16 The information complied in this table was complied from the VATS data by Oz Kayak at the Transport Research Centre at RMIT. Note that one work journey composed of a walk to a tram stop, a tram ride and a walk from the tram stop will be recorded as two walk trips and one tram trip. 17 Journey to Work 1996, Census Statistics for Victorian Study Area, 1999, VicRoads and Department of Infrastructure.



6.5 Policy Background There are number of complementary City of Port Phillip policies and strategic plans relating to the transport, health and road user safety area. The development of the Road User Safety Strategy seeks to formalise links between the plans and provide a consistent strategic direction.

The plans include:

Municipal Strategic Statement (1997)

Community Plan (1997)

Integrated Transportation Strategy (1998)

Creating a Healthy and Safer Port Phillip (1999)

Parking Plan – Towards 2010 (2000)

Sustainable Environment Strategy (2000)

Corporate Plan (2001-2002).

Additionally, the Disability Action Plan (August, 2001) now being finalised also extends and complements the activity to develop the City of Port Phillip as a more accessible, safe and participatory community. APPENDIX C provides details on these documents.

The key goals across existing plans are:

A transport network which is well integrated serving the needs of residents, business, tourists and other visitors by providing an attractive range of alternatives, notably, improved public transport and enhanced facilities and atmospheres for cyclists and pedestrians.

Less reliance on private vehicles and increased reliance on sustainable transport.

Increase safety and minimise risk of injury in the public realm, particularly unprotected road users.

Maximise access for community members and visitors of all abilities.

Increase pedestrian activity in our community to; reduce the environmental/social impact of cars, increase resident connection to their local environment and improve health via participation in incidental exercise.

Reduce accidents and injury associated with road use as well as the physical, social and attitudinal barriers to the free movement of community members within the Port Phillip community.

A cleaner and healthier environment.

In late 2001, the Victoria Police Local Safety Plan for the City of Port Phillip was incorporated into the implementation role of the Healthy and Safer Cities Alliance, providing an additional mechanism for working on safety issues in conjunction with the police and community groups.



7. ROAD SAFETY CONTEXT Road safety is an issue world wide, and it is interesting to not only understand the road safety issues of the City of Port Phillip, but also how Australia ranks compared to other countries.

This section provides an overview of some world wide comparisons, local statistics for the City of Port Phillip and safety issues raised by the community.

7.1 World Wide Context As indicated in Table 6, Australia falls into the middle ranks of countries in terms of road fatalities per 100,000 head of population and per 10,000 vehicles.

The comparison indicates that Sweden has the lowest fatality rate. One reason for the low rate in Sweden may be their approach to speed reduction and promotion of ecologically sustainable transport systems as part of Vision Zero strategy for road injury/crash reduction 18. The UK, Netherlands and Norway have similar but less fully developed clones of Vision Zero strategies.

Keeping these figures in mind, it is interesting to note that Australia rates quite well against other OECD countries when comparing the rate of people killed per 1 billion kilometres travelled in Table 7. This statistic is partly explained by the greater distances Australians are required to travel to perform the same tasks compared with European cities.

However, when the figure for pedestrian deaths are isolated, Australia’s ranking slips when compared to similarly developed countries. Luxembourg and the Netherlands are characterised by ‘pedestrianisation’, which may be one reason for the lower pedestrian deaths.

18 Haworth, N.L and Tingvall, C. (2000) Vision Zero down under. Journal of Traffic Medicine, Vol 28 No. 2S, 18.

Table 6 Comparison of International Fatalities per 100 000 population19

Country Year Fatalities per 100,000 population

Fatalities per 10,000 vehicles

Sweden 1998

1999

5.6

5.8

1.04

1.06

United Kingdom 1998

1999

5.9

6.0

1.30

1.20

Japan 1998

1999

7.3

7.1

1.20

1.20

Australia 1998

1999

2000

9.4

9.3

9.5

1.46

1.44

-

Canada 1998

1999

9.7

9.7

1.63

1.60

Germany 1998

1999

2000

9.5

9.5

9.1

1.57

1.53

1.46

New Zealand 1998

1999

2000

13.2

13.4

12.1

2.20

2.10

1.80

USA 1998

1999

2000

15.4

15.3

15.2

2.00

1.96

1.93

19 Monash University Accident Research Centre

Table 7 Rate of People Killed per 1 billion kilometres Travelled Country Rate of Fatalities per 1 billion kilometres travelled

United Kingdom 8

Finland 9

Netherlands 9

Sweden 9

Australia 10

Norway 10

USA 10

Denmark 11

Switzerland 11

Germany 12

Austria 14

Ireland 14

Japan 14

New Zealand 14

France 15

Belgium 16

Iceland 16

Greece 28

Czech Republic 38

Table 8 Pedestrian Deaths per 1,000,000 in 2000 20

Country/State Pedestrian Deaths per 1,000,000 Population

Luxembourg 4.7

Netherlands 7.0

Norway 7.4

Sweden 9.7

Germany 12.0

Finland 13.0

Canada 13.7

UK 15.3

Denmark 15.4

Australia 15.6

France 15.8

USA 18.0

20 Monash University Transport Research Centre



7.2 Local Context A casualty crash is a crash reported to the police in which one or more people are killed, seriously injured or suffer a minor injury requiring medical treatment.

VicRoads classify casualty crashes into three categories: a fatality - a person who was killed or died within 30 days

of the crash occurring

a major/serious injury - an injury requiring hospital admittance or medical treatment (eg for bruising, contusions, unconsciousness, pain etc)

a minor injury - an injury where a person complained of pain, soreness etc.21

VicRoads also use the terms Blackspot and Blacklength to highligh problem locations. These are locations that are eligble for funding from the state and federal government to address safety issues.

A Blackspot is a specific site where there have been three or more casualty crashes within the last five years.

A Blacklength is a length of road where there have been three or more casualty crashes per kilometre over the last five years (excluding intersections).

The number of casualty crashes over the past ten years in the City of Port Phillip has increased by 19% with the highest increase being in minor injuries. One reason for the increase is likely to be the higher levels of exposure resulting from increased population and general increased car ownership levels.

Unprotected road users (pedestrians, cyclists and motorcyclists) in the city of Port Phillip are a key concern in terms of safety.

Casualty crashes involving pedestrians over the past five years (1997-2001) have accounted for 19% of the casualty crashes and although down from 21% for 1992-1996, the total change has been close to a 4% increase in the number of casualty crashes involving pedestrians. This highlights the continued need to address pedestrian safety issues in the City of Port Phillip.

The number of casualty crashes involving motorcyclists over the past ten years has increased by 25%. As highlighted in Arrive Alive! 2002-2007, motorcycle registrations have been increasing and with motorcyclists involved in 12% of the casualty crashes in the City of Port Phillip over the past five years, there is a need to take local action, in conjunction with statewide actions.

21 VicRoads CRASHSTATS Road Crash Statistics: Victoria, 1999 Edition

The number of casualty crashes involving cyclists over the past ten years has increased by 28% and in the past five years accounted for around 11% of the total casualty crashes. This is important for the City of Port Phillip given that the City of Port Phillip ranks high in terms of bicycle trips per person per day (greater than 0.105)22 and that there is a shift towards more sustainable forms of transport being used.

Table 9 provides a comparative summary of the number of casualty crashes for the two five year periods over the past ten years: 1992-1996; and 1997 to 2001.

Table 9 Five Year Comparison of Casualty Crashes Fatalities Serious

Injury Minor Injury

Total % Change

All

1992-1996 30 767 1427 2224

1997-2001 30 875 1751 2656 +19%

Pedestrians

1992-1996 18 253 206 477

1997-2001 13 253 208 494 +4%

Motorcyclists

1992-1996 4 113 132 249

1997-2001 10 116 185 311 +25%

Cyclists*

1992-1996 2 74 146 222

1997-2001 0 78 206 284 +28%* Note: Cyclist crashes are generally under reported.

The following figures show casualty crash locations for our unprotected road users:

Figure 5 Pedestrians

Figure 6 Motorcyclists

Figure 7 Cyclists.

In addition to the significant proportion and increase of unprotected road users involved in casualty crashes, the proportion of casualty crashes at Blackspot and Blacklength locations is significantly high.

22 Cycling in Melbourne, Ownership, Use and Demographics, VicRoads, 1999.

Between 1997-2001, 88% of the casualty crashes were at Blackspot or Blacklength locations. Of these, 55% were at Blackspots and 33% at Blacklengths. A high proportion of these are on major arterial routes through the municipality.

The Top Ten Blackspots and Blacklengths alone account for 31% (Blackspots 11%, Blacklengths 21%).

The top ten Blackspots are listed in Table 10 and top 10 Blacklengths in Table 11. Figure 3 indicates current Blackspots and Figure 4 current Blacklengths.

Table 10 Top 10 Blackspots Location Number of Casualty

Crashes

1997-2001

Chapel Street / Dandenong Road 40

St Kilda Road / Barkly Street 35

St Kilda Road / Carlisle Street 33

Montague Street / Normanby Road 31

Kings Way / Queens Road / Toorak Road 31

Kings Way / Park Street 30

St Kilda Road / Inkerman Street 29

Kerferd Road / Danks Street 25

Canterbury Road / Fitzroy Street 23

St Kilda Road / Union Road 23

Table 11 Top 10 Blacklengths Location Number of Casualty

Crashes

1997-2001

St Kilda Road – Brighton Road – Nepean Highway 209

Kings Way – Queens Road – Queens Way 110

Marine Parade – Beaconsfield Parade 66

Fitzroy Street 33

Carlisle Street 33

Lakeside Drive 23

Montague Street 22

Bay Street – City Road 21

Barkly Street 19

Canterbury Road 18



The 2001 edition of the VicRoads The Road Safety Challengebooklet provides comparisons on crashes from 1996 to 2000 for the municipalities of Victoria. It highlights the following statistics for the City of Port Phillip:

Fatalities

A lower number of fatalities for all road users compared to City of Melbourne.

A similar number of fatalities for all road users compared to the City of Stonnington and GlenEira

Top 10% for pedestrian fatalities, along with Stonnington, Glen Eira and Melbourne.

Top 10% for motorcyclist fatalities.

No cyclist fatalities compared to City of Melbourne and City of Glen Eira which are in the top 10% and Stonnington and Bayside which are in the top 11-20%.

Casualties

Ranked 5th for the number of casualties per 100,000 population in the state and 3rd in the metropolitan region.

Ranked 3rd in the number of casualty crashes involvingpedestrians and cyclists, behind the City of Yarra and City of Melbourne.

Within the top 11-20% for motorcyclists casualties.

Within the top 11-20% for crashes occurring during alcohol times and between midnight and 6am.

Table 12 indicates that the City of Port Phillip has a similar level of fatalities and serious injuries per 100,000 population, as the municipalities of Yarra and Melbourne. The City of Port Phillip ranks highly compared to the municipalities of Bayside, Glen Eira and Hobsons Bay. Table 12 also indicates a general increase between 1992-1996 and 1997-2001.

In terms of the number of fatalities and serious injuries per square kilometre, Table 13 indicates that the City of Port Phillip ranks highly, along with the municipalities of Yarra, Melbourne and Stonnington.

Table 12 Fatalities and Serious Injuries per 100,000 population23

1992-1996 1997-2001Port Phillip 1,000 1,150Yarra 1,050 1,200Melbourne 2,950 3,250Stonnington 1,000 1,150Bayside 450 450Glen Eira 550 600Hobsons Bay 450 400

Table 13 Fatalities and Serious Injuries per square kilometre24

1992-1996 1997-2001Port Phillip 39 44Yarra 38 43Melbourne 42 47Stonnington 32 39Bayside 10 11Glen Eira 18 18Hobsons Bay 6 5

23 ABS Census and VicRoads CRASHSTATS. Populations used: City of Port Phillip 80,000; Yarra 70,100; Melbourne 52,000; Stonnington 84,300; Bayside 88,000 est; Glen Eira 120,000 est; and Hobsons Bay 77,000. Note that ratios have been calculated on current 2001 population figures and therefore ratios are generally understated. 24 VicRoads CRASHSTATS and CDATA96

In addition to being ranked highly in terms of casualty crashes during high alcohol times, the City of Port Phillip was ranked in the top 17% of Victoria Local Government Areas (LGA) occurrence of alcohol-related road accidents involving serious road injury within its boundaries (1996/97 to 1997/98).

Port Phillip also and had the highest rate of occurrence of alcohol-related road accidents involving serious road injury in the Southern Metropolitan region for the period 1996/97 to 1997/98 (10.34 per 10,000 residents).

The overall rate of alcohol related serious road injury (per 10,000 residents) by LGA of driver residence, and LGA of accident for the Southern Metropolitan Health Region is summarised in Error! Not a valid bookmark self-reference..

Table 14 Alcohol Related Serious Injuries per 10,000 residents25

Residents Accident

LGA 1992/93 –

1993/94

1994/95 –

1995/96

1996/97 –

1997/98

1992/93 –

1993/94

1994/95 –

1995/96

1996/97 –

1997/98

Bayside 4.0 3.1 3.0 3.6 4.5 3.9

Cardinia 6.4 6.1 6.3 12.3 9.8 10.2

Casey 4.2 5.4 5.3 5.8 5.9 6.6

Frankston 4.6 5.1 4.6 5.5 6.0 6.6

Glen Eira 3.6 3.6 3.0 3.9 4.0 4.4

GreaterDandenong

5.7 5.3 6.4 7.8 8.3 9.1

Kingston 3.5 4.5 4.3 5.4 5.8 5.3

Mornington Peninsula

4.1 4.3 4.7 6.1 6.2 7.4

Port Phillip 5.2 6.3 5.1 9.3 10.6 10.3

Stonnington 4.0 4.6 3.8 8.7 9.8 8.8

Southern Metro Region

4.4 4.7 4.6 6.3 6.7 7.0

Victorian Average 4.3 4.4 3.8 6.4 6.5 5.9

Further details of the casualty crash analysis can be found in APPENDIX D.

25 The Victorian Alcohol Statistics Handbook Volume 2: Alcohol-related serious road injury and assault in Victoria, 1992-1999.



7.3 Issues Raised by the Community Consultation with the community raised the following issues:

the high volume of traffic

pedestrian safety

cyclist safety

safety around trams

motorcyclist safety

poor protective clothing and accessory use by cyclists, motorcyclists, scooter and skate board riders

speeding and inappropriate speeds

the need for education and communication throughout driver life

four wheel drive bull bars

repeat offenders

road safety for buses

younger drivers

older drivers and pedestrians

signage provisions

safety around schools

the need for strategic partnerships to implement road safety strategies

general road and roadside safety.

The issues raised by the community are documented further in APPENDIX E.



Figure 3 Blackspots



Figure 4 Blacklengths



Figure 5 Pedestrian Casualty Crash Locations



Figure 6 Motorcyclist Casualty Crash Locations



Figure 7 Cyclist Casualty Crash Locations



8. KEY ROAD SAFETY ISSUES IN OUR CITY Issues relating to safety for the road users in our municipality have been identified through:

analysing casualty crash information from VicRoads

consultation with key stakeholders and the community at two separate forums in November 2001

review of existing policy documentation

consideration of Victorian Activity Travel Survey data

consideration of travel characteristics of people living, working in and visiting the City of Port Phillip

consideration of the geographic location of the city and the mature road network

review of the Victorian Alcohol Statistics Handbook Volume 2: Alcohol related serious road injury and assault in Victoria, 1992-1999

use of The Alfred Hospital, trauma admission statistics.

The use of the range of input raised a significant number of issues that all relate to the safety for our road users. This strategy seeks to focus in on a set of key issues and address in a structured strategic approach.

Review of the various sources highlight that there are some key issues that commonly appear. These have been identified as the key issues for this strategy to address and are as follows:

Traffic Management

Exposure

Pedestrians

Motorcyclists

Cyclists

Speeding

Alcohol and other Drugs

Community Road Safety Education


Table 15 provides an overview of the statistics, community concerns and characteristics of the City of Port Phillip that reinforce these as key issue areas.



Table 15 Key Road Safety Issues in Our City

Key Issues Issues raised by the Community Data / Information Contributing characteristics of the City of Port Phillip

Traffic Management The City of Port Phillip has a significantly high number of locations where there have been a significant number of casualty crashes. Between 1997 and 2001 there were 192 Blackspots in the City of Port Phillip.

Between 1997-2001, 88% of the casualty crashes were at Blackspot or Blacklength locations. Of these 55% were at Blackspots and 33% at Blacklengths. A high proportion of these are on major arterial routes through the municipality.

The Top Ten Blackspots and Blacklengths alone account for 31% (Blackspots 11%, Blacklenths 21%).

Council has recently completed 11 construction projects addressing problem locations.

It has 15 current applications with VicRoads and eight locations approved by VicRoads for funding..

A number of contributing factors to the high number of blackspots and blacklengths are the:

through traffic routes

high traffic exposure

traffic road network based on a grid system with may cross intersections

increasing traffic volumes.

Exposure - Non local residents were involved in 80% of casualty crashes.

A higher level of crashes occur between 8am-9am which may be related to commuter traffic).

This is an important factor as it implies that environmental features may have to predominate as the chance to inform/shape the behaviour of transiting/visiting road users may be limited.

Limited public transport services in the evenings discouraging people from using public transport instead of driving. Securing taxis can also be difficult.

10% of crashes occur between 12-2am on weekends compared to 2-4% on weekdays.

A higher level of crashes between 8pm-4am than the state average.

The high number of blacklengths along commuter routes highlights the relationship between exposure and traffic volumes.

The exposure in the City of Port Phillip is considered high. This is related to not only the significant proportion of through traffic trips and the three major commuter routes through the municipality, but the trips associated with the additional 50,000 working population that travels to and from work in the City of Port Phillip each day.

The 1996 Census indicated that the car was the primary mode of travel to and from the City of Port Phillip. Trams, walking and trains were the secondary modes.

There is a need to encourage use of alternatives modes of transport to the car to reduce the level of traffic and to work towards a more sustainable community. This may only succeed if it is safer to use another mode of transport otherwise risk may merely be transferred. To decrease the exposure related to high traffic volumes there is a need to increase the quality and quantity of facilities and priority for alternative modes.

The need to encourage alternative modes to reduce traffic levels is reinforced in Council’s existing key policy documents.




Pedestrians Concerns related to pedestrian safety were the predominant issue raised by the community. The issues related to both the physical environment, and the behaviour of pedestrians and drivers.

Pedestrian safety issues included:

a general concern for safety of young children and school children, particularly around schools and concern that parents are not setting a good example

concern for international visitors who do not look the right way in the busy tourist areas of the City of Port Phillip

concern for the safety of senior citizens including poor footpath quality at ramps

pedestrian safety in and around trams for pedestrians (including issues arising from conflict between cars and trams)

conflict between pedestrians and wheel users of the path along the foreshore and footpaths

conflict between road users in shopping centres

vision impairment eg limited peripheral vision for under 10s

tree placement in bus zone areas inhibiting pedestrian access

insufficient safety precautions taken at bus stops where cranes are used or where street works occur

kerbside trading and street furniture providing an unsafe environment for pedestrians (particularly the disabled and elderly)

unsafe zebra crossings at the intersection of Albert Road and Kings Way

parked cars restricting visibility for pedestrians in Albert Park Drive.

There is also concern that improvements are needed to improve safety at pedestrian signals to address:

poor operation and lack of tactile push buttons at signals

insufficient phase time for pedestrians to cross wide intersections

infrequent pedestrian phases discourage pedestrians to wait.

For the period of 1996 to 2000, the City of Port Phillip was ranked in the top 10% for pedestrian fatalities, along with Stonnington, Glen Eira and Melbourne.

Pedestrian fatalities have accounted for 47% of the fatalities in the City of Port Phillip.

Although total pedestrian fatalities and casualties have decreased, the City of Port Phillip continues to be ranked 3rd in Victoria in 1996-2000 in terms of the total number of pedestrian casualties as in 1994-1998. The City of Melbourne continues to be ranked 1st and the City of Yarra 2nd.

In terms of reductions there were:

16 fatalities for 1996-2000 compared to 18 for 1994-1998

498 casualties for 1996-2000 compared to 513 for 1994-1998.

Over 18% of casualty crashes have involved pedestrians, compared to the state average of 10%.

22% of people in casualty crashes with trams were pedestrians.

Key characteristics of the City of Port Phillip which are considered to contribute to the high level of pedestrian casualty crashes include:

highly trafficked

high commercial activity

high utilisation by recreational and entertainment visitors

major shopping centres located on arterial roads

high pedestrian to car trip ratio compared to middle and outer municipalities

relatively high public transport usage, implying a higher number of walk trips to transport modes

significant recreational walking in areas such as Albert Park and the shared path along the foreshore.




Motorcyclists Community consultation raised concern for motorcyclist safety in terms of:

younger motorcyclists

too much signage / stimuli and inappropriate road surface conditions along Montague Street for motorcyclists

the need for greater use of protective clothing.

The casualty crash statistics support concerns raised regarding younger drivers and the conditions on Montague Street.

The statistics indicate that safety is an issue for those less than 30 years of age, particularly for those between 22 and 25 years of age. This may relate to the increase in power of motorcycles that is available once those with a licence reach the age of 22.

Montague Street has three Blackspots and can also be considered as a Blacklength. Construction for addressing the Blackspot at Normanby Road has recently been completed.

In addition, the City of Port Phillip ranks highly in comparison to other municipalities in terms of motorcyclists involved in casualty crashes. We are ranked in the top 10% in terms of motorcyclist fatalities and within the top 11-20% for motorcyclist casualties.

Between 1995 and 2000, 27% of the fatalities in the City of Port Phillip were motorcyclists.

The number of motorcyclists involved in casualty crashes has also been increasing. In 1997 there were 50 casualty crashes involving motorcyclists, in 1998: 57, in 1999: 66 and in 2000: 79.

-

Cyclists The issues raised regarding cyclists related to cyclist behaviour, driver behaviour and the poor integration of bicycle lanes at intersections, particularly roundabouts.

In terms of cyclist behaviour, concern was raised:

by Yarra Trams over cyclists on tram reserves (particularly on Fitzroy Street and couriers)

over cyclists not using appropriate clothing and accessories (eg lights). This also includes other users eg roller bladders and scooter riders.

In terms of driver behaviour, there are issues with cars manoeuvring around bicycle lanes particularly doubling parking bicycle lanes (eg Bay Street) and cars reversing into bicycle lanes. This is also an issue for buses.

Although the City of Port Phillip did not have any cyclist fatalities between 1996 and 2000, it was ranked third in Victoria for total casualty crashes involving cyclists. The City of Melbourne was ranked first and the City of Yarra second.

The casualty crash map indicates that casualty crashes involving cyclists are spread throughout the municipality, predominantly along the Principle Bicycle Network.

There has been a high incidence of cyclist crashes on Clarendon Street. This is of concern considering there are two parallel bicycle routes to Claredon Street on Moray Street and Cecil Street, with less casualty crashes.

The number of cyclist casualty crashes has increased for the 1996-2000 period compared to the 1994-1998 period and the City of Port Phillip remains ranked 3rd in Victoria in terms of cyclist casualties, second to the City of Melbourne and City of Yarra.

In terms of increases there were 284 casualties for 1996-2000 compared to 272 for 1994-1998.

The City of Port Phillip is conducive to cycling as it is generally flat and with high quality cyclist facilities including one of the premier training / recreational cycling routes in Australia, along Beach Road.

Different cyclists are represented in the City of Port Phillip. They include commuters, recreational cyclists, those training and those visiting the area.




Speeding Speeding continues to be an issue raised by the community. The key issues related to speeding were:

speeding near schools.

little notice of recently introduced 50km/h limit

the need for enforcement, communication and publicity associated with speeding and its consequences

speeding at specific locations

the need for speed zones to reflect the land use rather than the road hierarchy.

Speeding is widely accepted as a major contributor to casualty crashes, and particularly the severity of pedestrian injuries.

Two motorcycle fatalities in Albert Park are known to be specifically related to speeding.

-

Alcohol and other drug use by pedestrians, cyclists and drivers

Concern was raised regarding drink driving and intoxicated pedestrians and cyclists in high activity areas. The need was raised for:

safe access to taxi ranks

acceptance of intoxicated passengers in taxis;

The City of Port Phillip was ranked in the top 17% of Victoria Local Government Areas for the occurrence of alcohol-related road accidents involving serious road injury within its boundaries (1996/97 to 1997/98).

The City of Port Phillip had the highest rate of occurrence of alcohol-related road accidents involving serious road injury in the Southern Metropolitan region for the period 1996/97 to 1997/98 (10.34 per 10,000 residents).

Within the top 11-20% for crashes occurring during alcohol times and between midnight and 6am.

In 2000 and 2001 the City of Port Phillip Traffic Management Unit undertook between 250-300 Breath Tests. The results for 2001 indicate an increase from 1 in 194 being positive to 1 in 200 being positive. A significantly higher number of men than women were tested, with around 25% of drivers tested being female. In 2000 a higher proportion of men compared to women were above the blood alcohol content level of 0.05, in 2001 the proportion was similar for both men and women.

High license premise density.

Entertainment precinct.

Community Safety Education

There was a need raised by the community for greater education for drivers throughout their driving life and the need for good examples to be set for children.

- -


The need to involve the community and different groups within Council was considered a critical element in implementing this strategy.

- -



9. RECENT APPROACHES TO ROAD USER SAFETY IN OUR CITY Recent approaches to road safety in the City of Port Phillip are:

Annual capital and maintenance works programs that address site specific issues

Design and post construction road safety audits

Port Phillip Safe City Accord in Conjunction with Licensed Premises (incorporating WalkSafe responsible serving and consumption of alcohol)

Blackspot and blacklength funding application programs

Strategic partnerships – VicRoads, Port Phillip Traffic Management Unit, Yarra Trams, Community Groups, VicSafe City Network

RoadSafe Inner Melbourne Community Road Safety, Victorian Safe City Network

Council programs

Speed limit reviews around shopping centres, schools and residential streets

Council based road safety programs eg Bassinet Loan Scheme and the Community Transport Service

WalkSafe

Walk with Care

Safe Routes to Schools

Keys Please

Safe Routes to Shops

Traffic safety education programs at primary schools for children eg Bike Ed and RoadSmart

Traffic safety education at early childhood centres for staff eg Starting out Safely

Community education programs eg the Infant and Child Restraint Training Program and the Family Day Care Road Safety Training Program

Law enforcement (eg parking restrictions, compliance with clearways, tow away zones, illegal parking, and speeding)

Planning development approvals.

Other City of Port Phillip programs, which are or will indirectly improve road safety by reducing vehicle dependence are:

TravelSmart

Walking School Bus

Green Travel Plans

Walking Plan

Bicycle Plan

Public Transport Plan.

A full explanation of the programs implemented, as well as information regarding the range of ‘off the shelf’ road safety resources and programs are included in APPENDIX F.



10. ACTION PLAN In addition to the existing road safety programs undertaken by Council, the following action tables identify a range of actions that can be utilised to improve safety for road users in the City of Port Phillip.

Key Issue Area: ExposureTheme: Reducing Car Dependence

Reducing car dependence involves encouraging the reduction of cars on streets through strategic land use and transport planning policy development and application and travel behaviour change programs.

Strategy Action Lead Agency Support Agency Time Frame

1. Identify connectivity and frequency of public transport services to enable effective lobbying.

2. Facilitate traffic management works to improve public transport.

Prepare and implement Public Transport Strategy.

3. Improve attractiveness, comfort and safety of public transport stops / interchanges.

Council State Government / Service providers

2002-2007

4. Council to prepare Walking Action Plan. Council - 2002-2003 Prepare and implement Neighbourhood based Walking Strategies.

5. Council to prepare two to three Neighbourhood Walking Strategies per annum. Council - 2002-2007

Encourage cycling by providing end trip facilities for all new developments.

6. Develop and implement policy to require all new developments to provide end trip facilities (eg showers, clothes storage and bicycle parking).

Council - 2002-2003

7. Implement the Walking School Bus Program in four primary schools. Implement the 12 month Walking School Bus Program.

8. At completion of trial, evaluate program for possible expansion.

Council State Government and departments

2002-2003

9. Undertake pilot for 2,000 households in the Elwood neighbourhood. Implement the TravelSMART Communities Program.

10. At completion of program, evaluate for continuation and possible expansion to other neighbourhoods.

Council State Government and departments

2002-2003

11. Encourage and assist local businesses to develop Green Travel Plans for their own operations and clients (min. 3 per year).

Implement the TravelSMART Better Ways to Work Program.

12. Council to prepare, adopt and implement its own Green Transport Plan.

Council

Council

State Government and departments

2002-2007

Continue involvement and development of various Travel Demand Management Programs as they evolve.

- Council - 2002-2007

13. Develop specified parking rates for new development to include opportunities for reduced car use. Prepare a new development parking supply policy. 14. Further refine and improve the ‘no parking permit’ policy applicable to residential developments.

Council State Government 2002-2003

Continue implementation of the Parking Plan – Towards 2010.

- Council State / Local Governments and other public / private and community instrumentalities

2000-2010

Improve communication to the public on alternative transport modes and impacts of car use.

15. Establish a ‘Parking/Transport Shop’ on Council’s web site to further communicate the objectives and outcomes of the Parking Strategy. This could also incorporate road safety related issues and facts.

Council - 2002-2007

Review Fringe Benefit / Tax (FBT) Laws. 16. Lobby the Federal Government (also via State Government) to change the current FBT laws to facilitate higher demand for sustainable transport choices (eg public transport and bicycles).

Council State and Federal Government

2002+



Key Issue Area: Pedestrian Safety and Mobility

Theme: Reducing Car Dependence


Theme: Road User Behaviour

Road User Behaviour focuses on utilising strategies to target problem behaviours in all road users, especially those behaviours that cause dangers to others, as well as modifying behaviour that puts oneself in danger.

Theme: Engineering & Design


Strategy Action Lead Agency Support Agency

Time Frame

17. Install new formal pedestrian crossings as identified and investigate further use of pelican and puffin crossings. Council VicRoads 2002-2007

18. Replace existing zebra crossings with pedestrian operated signals in locations where the 85th%ile speed limit exceeds 50km/h.

Council VicRoads 2002-2007

Improve safety, priority and mobility at pedestrian crossing locations.

19. Implement longer ‘green time’ at signalised crossings in high use or strategically important locations and reduce response time to pedestrian signals.

Council - 2002-2007

20. For all new footpath works, ensure tactile paving is installed in accordance with Council guidelines / DDA requirements.

Council - 2002-2007 Compliance with Disability Discrimination Act.

21. Install audio tactiles at pedestrian operated signals as required and agreed with adjacent land uses. Council VicRoads 2002-2007

22. Upgrade street lighting in key pedestrian locations as required. Council - 2002-2007 To provide safe pedestrian conditions in key activity centres.

23. Review casualty crash data for specific activity centres to identify appropriate actions eg shopping strips such as Fitzroy Street, South Melbourne Market.

Council - 2002-2007

24. Implement elements of the ‘WalkSafe’ program as required. Council VicRoads 2002-2007 General pedestrian safety.

25. Continue to implement and expand the ‘Safe Routes to Shops’ program. Council - 2002-2007

To improve safety for older pedestrians. 26. Implement the ‘Walk with Care’ program as required. Council - 2002-2007

To provide safe pedestrian conditions near constructions sites.

27. Ensure that safe and convenient pedestrian access is maintained around construction sites in accordance with Council guidelines.

Council - 2002-2007

28. Review casualty crash records for pedestrian crashes along tram routes. Council Tram Service Providers

2003 To improve pedestrian safety at tram stops.

29. Continue to support enhanced public transport stops eg Tram Super and Easy Access Stops. Council - -

Council - 2002-2007 To recognise in design, vision impairment eg limited peripheral vision for under 10s.

30. Continue to implement VicRoads programs aimed at young children and their parents via schools, kindergartens and other community institutions. Work with schools to identify appropriate programs and actions.

Council/VicRoads - 2002-2007



Key Issue Area: Motorcyclist Safety






31. Consider enforcement management. Port Phillip Traffic Management Unit

Council 2002-2007 To encourage an increase in the use of protective clothing by motorcyclists.

32. Review existing information available to riders in the municipality to identify areas where information could be provided, to encourage exposure of riders to information.

Council VicRoads, Motorcycle associations and retailers

2003

33. Conduct specific motorcycle road safety audits of motorcycle accident blackspots and blacklengths.

(A high priority is Montague Street).

Council VicRoads 2002-2003 To improve road conditions for motorcyclists.

34. Continue to remove kerb side furniture that may present a hazard to road users. Council - 2002-2003

35. Support publicity associated with the Motorcycle Safety Day held at HART in Sunbury annually. 2002-2007 Council to support motorcycle safety programs.

36. Council to assist to support, develop and implement the RoadSafe Motorcycle Safety program.

Council RoadSafe Inner Melbourne Community Road Safety Council

2003

To increase awareness of younger riders to motorcycle safety issues.

37. Promote increased participation in subsidised motorcycle rider training courses for novice motorcyclists to improve their riding skills.

Council VicRoads, Motorcycle associations and retailers

2003



Key Issue Area: Cyclist Safety and Mobility

Theme: Reducing Car Dependence







Time Frame

38. Review casualty crash records along the Principal Bicycle Network to identify a priority action list to ensure direct, efficient, safe and attractive routes between activity centres.

(Give priority to St Kilda Road as this is a main commuter corridor and blacklength for cyclists.)

Council - 2002-2003

39. Continue to seek funding from the VicRoads Principle Bicycle Network Funding Program. Council VicRoads 2002-2007

40. Provide cycle priority at intersections along the Principal Bicycle Network. Council VicRoads 2002-2007

41. Continue to implement the Bicycle Works Program 2002-2010. Council VicRoads 2002-2007

Improve safety along the Principle Bicycle Network.

42. Review Bicycle Works Program / Parking Strategy – Towards 2010 relating to bicycle issues. Council - 2003

Provide local ‘connector’ bicycle routes between key activity areas where the Principle Bicycle Network is deficient.

43. Review the designated ‘local bicycle routes’ to supplement the Principle Bicycle Network. Council - 2004-2005

Provide incentives to riders to encourage greater use of protective clothing and accessories.

44. Consider Council subsidy of a ‘cyclist safety pack’, which would include a reflective jacket and front and back lights. This could be available at Council, retailers and through schools.

Council Bicycle Victoria, Local retailers

2003

To reduce conflict on foreshore path between different users.

45. Look at improved behavioural signage along foreshore. Refer to VicRoads Cycle Notes 10. Council - 2002-2003

To provide regular maintenance of bicycle lanes and paths.

- Council - 2002-2007

Improve bicycle parking facilities. 46. Continue to install bicycle parking rails as required. Council - 2002-2007



Key Issue Area: Speeding




47. Undertake speed surveys outside all schools in the municipality to identify current speeds, to use as information to support lobbying VicRoads.


2002-2003

48. Prepare a school casualty crash map to highlight safety issues around schools to use as information to support lobbying VicRoads.

Council - 2002-2003

To implement 40km/h speed zones with variable message signs, outside all schools in the municipality.

49. Continue lobbying VicRoads. (Priority areas that have previously been identified are Middle Park, Albert Park and South Melbourne Primary School.)

Council VicRoads, local schools,

RoadSafe Inner Melbourne Community Road Safety Council

2002-2005

50. Consider the introduction of physical speed restricting devices on local streets where the 85th%ile speed exceeds Council guidelines.

Council - 2002-2007 To reduce speeds on local streets in the City of Port Phillip.

51. Implement other traffic calming devices which infer slower speed environments, such as bicycle lanes, landscaped central median strips and shared zones.

Council - 2002-2007

Reduce speeds through local strip shopping centres. 52. Introduce 40km/h and 50km/h speed limits. Council VicRoads, RoadSafe Inner Melbourne Community Road Safety Council

2002

53. Continue to seek support from the Port Phillip Traffic Management Unit to consider and enforce speed limits as required.

Council City of Port Phillip Traffic Management Unit

2002-2007

54. Continue to monitor speed on problem roads as required. Council - 2002-2007

To encourage speed limit compliance.

55. Support further installation of red/green light cameras at signalised intersections. Council - 2002-2007

56. Educate and inform through the local media. Council VicRoads, local media 2002-2003 To increase the awareness of the 50km/h residential speed limit.

57. Council to consider leasing / buying a ‘speed observation trailer’. Council VicRoads 2003

58. Conduct a review of speed zones in the City of Port Phillip to identify streets where it may be considered appropriate to change the speed zone.

Council - 2002 To match speed limits to the road environment, and road users, rather than the road type or change the road environment to encourage acceptable speeds.

59. Modify speed zones as required. Council VicRoads 2002-2003

Respond to community concerns about speeding at particular locations.

60. Investigate speeding concerns at locations raised during consultation in the development of the road user safety strategy.

Council - 2002

To implement 40-50km/h speed zones in all shopping strips by 2003.

61. Lobby and liase with VicRoads. Council VicRoads 2002-2003



Key Issue Area: Alcohol and drug use by pedestrians, cyclists and drivers




To provide safe access to taxis for pedestrians who have been drinking, by constructing a minimum of three Safe City Taxi Ranks in the City of Port Phillip by 2005.

62. Identify three suitable locations in consultation with the RoadSafe Inner Melbourne Community Road Safety Council and traders.


2002

63. Improve the standard of lighting outside licensed premises where required. Council - 2002-2003 To improve the safety of intoxicated pedestrians leaving hotels, bars and nightclubs.

64. Continue to support and contribute to the cost of pedestrian fencing adjacent to licensed premises if no other options are viable.

Council Licensed Premises 2002-2003

65. Investigate why people do not use public transport at night to identify if limited services are the only reason.

Council - 2002-2003

66. In association with public transport providers, identify actions to encourage use of public transport at night.

Council Public transport providers

2003-2004

To encourage greater use of public transport instead of drink driving.

67. Lobby extended hours of operation and frequency of public transport and Night Rider bus service. - Service providers 2002-2007

To discourage drink driving. 68. Regular (as a minimum monthly) visible police presence through Random Breath Testing by Booze busesand cars.

Port Phillip Traffic Management Unit

Council 2002-2007

69. Continue to pursue the Responsible Serving Plan for licensed premises in conjunction with Liquor Licensing Authorities including bottle shops.

Council Liquor Licensing Authority

2002-2007

70. Consider implementation as part of the Responsible Servicing Plan of dated parking permits up to 11am the following day, to discourage drivers from driving home to avoid a parking fine in the morning.

Council Liquor Licensing Authority

2002-2003

71. Encourage all licensed premises in the City of Port Phillip to commit to Responsible Serving of Alcohol. Council VicRoads 2002-2007

72. Encourage all licensed premises in the City of Port Phillip to participate in the Port Phillip Safe City Accord.

Council - 2002-2007

To continue to encourage licensed premises to be involved in discouraging drink driving.

73. Promote ‘designated driver’ programs to all licensed premises in the City of Port Phillip. Council RoadSafe Inner Melbourne Community Road Safety Council

2002-2007

74. Council to review the suitability for implementation of the RoadSafe PARTYSAFE program. VicRoads Council 2002-2007

75. Council to implement the Look After Our Mates program. Council VicRoads 2002-2007

For Council to be active in currently programs to discourage alcohol misuse and drug use.

76. Council to assist to support, develop and implement the RoadSafe Alcohol and Other Drugs Road Safety program.


To discourage drug affected driving. 77. Discourage drug affected persons from driving through a mix of educational, promotional, peer and health worker support and police enforcement activity.

Council City of Port Phillip Traffic Management Unit, RoadSafe Inner Melbourne Community Road Safety Council

2002-2007



Key Issue Area: Community Road Safety Education




Time Frame

To educate and reinforce the road rules for vehicles giving way to pedestrians.

78. Council to develop and implement communication plans aimed at raising understanding and awareness of this issue in conjunction with initiatives such as Walking School Bus and Neighbourhood Walking strategies.

Council VicRoads, Schools

2002-2007

79. Encourage both primary and secondary schools in Port Phillip to provide regular traffic safety education to children. 2002-2007

80. Use, expand and adapt existing programs as appropriate.

For schools councils to provide leadership on road safety issues.

81. Encourage all school councils in Port Phillip to develop their own strategic responses to particular road safety issues.

Local schools Council

2002-2007

82. Encourage all schools to develop, document and implement targeted traffic education at relevant points through student education, eg ‘Bike Ed’, ‘Cycle On’, ‘Getting There’, ‘Go Safe’, ‘Keys Please’ and ‘Survival on the Roads’.

For schools to be involved in the education and promotion of road safety.

83. Council / VicRoads to maintain regular contact with the schools to assist and facilitate education programs as required

Local schools Council 2002-2007

For Council to provide support to schools for implementing road safety programs.

84. Council to identify a person to be trained as an Advisor on Young Children's Road Safety (AYCRS) presenter and aid implementation of programs.

Council - 2002-2007

To educate and enforce appropriate driver behaviour around schools during pick up / drop off times.

85. Include regular and relevant road safety messages through school newsletters. Local schools Council 2002-2007

Promote safer driving by older people. 86. Implement an integrated education program including talks and information to seniors groups (road rules, effects of aging, medication, etc) in conjunction with the ‘Walk with Care’, ‘Safe Drive’ and ‘Years Ahead’ safety programs where appropriate.

Council Community Groups, VicRoads

2002-2007

For child restraints to be correctly fitted. 87. Encourage parents / carers to use an authorised restraint fitting station. Council - 2002-2007

To promote the use of child harnesses. 88. Seek to promote the use of ‘H’ harnesses as children grow out of child seats. Council - 2002-2007

Improve understanding of accident causes and implement tailored responses.

89. Develop a multidisciplinary response program which thoroughly investigates accident causes on a site specific basis, eg Fitzroy St.




Key Issue Area: Traffic Management




Time Frame

90. Maintain a priority list of sites for funding applications for each of the different road users. Council - 2002-2007

91. Develop accident blackspot / blacklength funding submissions for a minimum of 3 sites per annum. Council - 2002-2007

To continue to seek funding from the State and Federal Governments and VicRoads for blackspots and blacklengths.

92. Undertake progressively, targeted road safety audits of local and main roads, which demonstrate high mid block crash occurrence.

Council - 2002-2007

93. Question the needs of each of the road users upon consideration of traffic management projects. Council - 2002-2007 To consider all road users in traffic management activities.

94. Consider adopting the approach, which places the needs of ‘unprotected and sustainable road users’ (pedestrians, cyclists, public transport users) ahead of cars and trucks.

Council - 2002-2007

95. Conduct a tri-annual review of accident trends in Port Phillip using CRASHSTATS / VATS / Police data / Travel characteristics and other data / information as available.

Council - 2002-2007

96. Council to continue seeking design audits for all Council managed projects funded by Federal and State Governments. Council State and Federal Governments

2002-2007

97. Council to consider the introduction of design audits and post construction audits on all Council managed and funded road network projects exceeding $75,000.

Council - 2002-2007

98. Arrange for appropriate Council staff to undertake formal road safety audit training. Council 2003

99. Continue to consider, investigate, consult and implement local area traffic management solutions to provide safer road and footpath environments.

Council - 2002-2007

To improve the safety of roads and intersections.

100. Integrate findings from the walking, cycling and public transport strategies as identified. Council - 2002-2007

101. Consider appropriateness and positioning of existing and future signage (directional and information). Council . 2002-2007

Provide traffic management measures for safe student pick up / drop off at all schools in the City of Port Phillip.

102. Investigate the pedestrian and cycling facilities adjacent to all schools to facilitate safe, efficient and convenient movement and access.

Council Local schools, VicRoads

2003-2004

Provide safe access for people with disabilities to existing public spaces and facilities.

103. Implement relevant strategies and actions outlined in Council’s Disability Action Plan – August 2001 (currently in draft).

Council - 2002-2007



Key Issue Area: Leadership, Coordination & Partnerships

Theme: Leadership, Coordination & Partnerships

Leadership, Coordination & Partnerships involves the identification of groups and the strategies that will enable these groups to work together to achieve the best outcomes.


Time Frame

Provide civic leadership and advocate for road safety improvement.

104. Continue to perform a lead role in promoting and advocating the principles of ‘Road Danger Reduction’. Council - 2002-2007

105. Participate actively in the RoadSafe Inner Melbourne Community Road Safety Council.

106. Participate actively in the Road Safety Priorities Program, based on relevant challenges and initiatives outlined in the State Government’s Road Safety Strategy, Arrive Alive! 2002-2007.

To coordinate road safety planning and implementation.

107. Facilitate networking and development of initiatives for all road safety partners.

Council - 2002-2007

108. Key stakeholders organisations to deploy staff time to attend meetings and plan and implement strategies.

109. City of Port Phillip to designate a 0.5 EFT to assist implementation of the strategy.

110. City of Port Phillip to designate responsibilities to selected Council officers for coordinating, driving and administering the implementation of the strategy.

Council - - Resource the implementation of this Road User Safety Strategy.

111. City of Port Phillip to Continue to seek external grants to resource and implement the Road User Safety Strategy. Council - 2002-2007

To incorporate this Road User Safety Strategy into major planning processes.

112. Road Safety User Strategy to be incorporated into the Corporate Plan and any revisions of relevant strategy planning documents including Municipal Strategic Statement, Integrated Transport Strategy, Creating a Healthy and Safer Port Phillip, Parking Plan – Towards 2010 and Sustainable Environment Strategy.

Council - 2002-2007

To review Council’s Vehicle Purchase Policy to support a reduction in car dependence.

113. Council to consider refinements to its Fleet Policy to improve its commitment to providing a safe workplace for all employees (eg TAC Vehicle Purchase Policy).

Council - 2002-2003

Provide regular community education to promote and improve road safety awareness.

114. Develop a communications and marketing strategy which consistently and regularly reinforces road user safety. Council - 2002-2003

Encourage community participation and ownership of road user safety strategy actions.

115. Invite local people and organisations to participate in the development and implementation of road safety actions such as the Walking School Bus.

Council - 2002-2007

Evaluate and review road safety actions. 116. Establish and implement an evaluation and review strategy. Council - 2003



11. APPENDICES Refer to separate document.


Road User Safety Strategy 2002-2007 APPENDICES

ISSUE

APPENDIX A STATE ROAD SAFETY STRATEGY - ArriveAlive! 2002-2007

City of Port Phillip Road User Safety Strategy

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APPENDIX B STATE WIDE ROAD SAFETY CONTEXT


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Figure 1 State Wide Context from the State Road Safety Strategy

APPENDIX C POLICY CONTEXT


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CONTENTS

C1. POLICY CONTEXTC1.1 Municipal Strategic Statement (1997)C1.2 Community Plan (1997)C1.3 Corporate Plan (2001-2002)C1.4 Integrated Transport Strategy (1998)C1.5 Creating a Healthy and Safer Port Phillip (1999)C1.6 Parking Plan – Towards 2010 (2000)C1.7 Sustainable Environment Strategy (2000)C1.8 Disability Action Plan (August 2001 Draft)


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C1. POLICY CONTEXT The development of the Road User Safety Strategy seeks to formalise links between existing plans and provide a consistent strategic direction.

The plans include:

Municipal Strategic Statement (1997) Community Plan (1997) Corporate Plan (2001-2002) Integrated Transportation Strategy (1998) Health Promotion Plan (1999) Parking Plan – Towards 2010 (2000) Sustainable Environment Strategy (2000) Draft Disability Action Plan (August 2001).

An overview of these is provided below.

C1.1 Municipal Strategic Statement (1997) The City of Port Phillip’s Municipal Strategic Statement has expressed a number of core planning objectives, which relate to road user safety. These can be summarised as follows:

A transport and pedestrian network which:

serves the needs of residents, businesses and tourists by providing a range of alternatives, including improved public transport services, enhanced facilities for cyclists and pedestrians

is integrated, safe, efficient, environmentally sound and minimises the impacts of through traffic

is integrated into the local neighbourhood and discourages vehicular through traffic in residential and tourist areas

and specifically,

attractive residential areas which are desirable places to live and have sufficient parking and access to public transport to reduce through traffic in local streets.

Protection of the Port Phillip foreshore by ensuring new development in proximity to the foreshore reserve does not increase traffic congestion, parking, pedestrian or cyclist circulation problems.

Protection of urban character and natural systems by managing City development in a way which is environmentally sustainable - in terms of air quality, energy and resource consumption and protection of natural systems.

C1.2 Community Plan (1997) The Community Plan outlines the aspirations of the Port Phillip community and arose out of the Cities position as one of Victoria’s most vibrant and diverse communities.

The Plan, which reflects the views of a wide cross section of the Community, contains a vision for the next ten years. Also contained in the Plan is a list of priority areas, which the Community believes should be focused on, to fulfil the vision.

Extracts of the plan’s vision, which are relevant to the development of a Road User Safety Strategy suggest:

an importance for social cohesion, integration and civic pridea place where the streets can be enjoyed without fear, where our air is clear our traffic system is well integrated and cyclists, pedestrians and public transport are a priority considerationthe use of cars is discouraged.

C1.3 Corporate Plan (2001-2002) The City of Port Phillip’s Corporate Plan captures the major focus of the organisation for the coming year. A number of the Key Result Areas (KRA) of the Plan assist with the direction of the Road User Safety Strategy

KRA 1 Building Stronger Communities, Objective 3: Ensuring a safe and healthy environment;

KRA 2 Improving our built environment, Objective 2: Improve access into, within and through the City.

C1.4 Integrated Transport Strategy (1998) The vision for the Integrated Transport Strategy was developed from the Community Plan and therefore re-emphasises the importance of proper planning and management of traffic and transport providing a priority consideration for public transport, pedestrians and cyclists and acknowledging the importance and integration of these transport modes. Pedestrian and cyclist safety is highlighted as a particular concern.

C1.5 Creating a Healthy and Safer Port Phillip (1999) Creating a Healthy and Safer Port Phillip is the City of Port Phillip’s Health and Community Safety Plan. The activities and programs within the plan are designed to enhance social connections within the community to improve the health, wellbeing and safety of all in the community, and to pull together the skills of our rich and diverse community to collectively address social and health issues in the municipality. There are over 168 actions identified in the

plan, and 16 of these relate to road user safety. The plan is consistent with World Health Organisation’s definition of health, which includes the notion that one of the social determinants for health is transport. Creating a healthy and safer City of Port Phillip means that healthy transport involves reducing reliance on cars and encouraging more walking, cycling and public transport.

C1.6 Parking Plan – Towards 2010 (2000) Ten guiding principles were developed to assist the strategic direction of this plan. The first principle and flavour of the plan is to reduce the impact of cars on our environment moving to a less car dependent, and conversely, higher dependence on public transport, bicycles and walking transport modes, especially for short trips.

C1.7 Sustainable Environment Strategy (2000) The Sustainable Environment Strategy 2000 is the overarching strategic framework to guide Council policy and decision-making and to assist in the coordination of programs undertaken by Council in relation to the environment. It builds on and refers to existing processes and systems. One of the seven themes identified relates to the road safety. Theme 4: ‘Moving People and Goods’ objective is to ‘Meet the community’s transport needs while reducing car dependence and minimising the impacts of road transport’. The impacts are noted as health, greenhouse gas emissions, destruction of local amenity, economic loss through congestion, and a reduced sense of community.

C1.8 Disability Action Plan (August 2001 Draft) The City of Port Phillip is committed to the concept of “Access for All” and supports the fundamental rights of people including people with disabilities to access all of Council services, facilities, programs and employment opportunities.

Two of the five action areas of the plan specifically relate to road user safety.

These are:

‘Physical Services/Property/Neighbourhood Amenity’

where the aim is to ensure that people can find, get into, move through and utilise all buildings, facilities and public outdoor spaces provided by council

‘Planning and Development’

where the aim is to ensure that all urban development within Councils’ control provides access for all users.

APPENDIX D CASUALTY CRASH FACTS


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CONTENTS

D1. CASUALTY CRASH FACTSD1.1 When have they occurred?D1.2 Who has been involved?D1.3 Where have they occurred?D1.4 What type of crashes have they been?


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D1. CASUALTY CRASH FACTS A casualty crash is a crash reported to the police in which one or more people are killed, seriously injured or suffers a minor injury requiring medical treatment.

Casualty crash records for the past five years (30 April 1996 to 30 April 2001) for the City of Port Phillip were analysed from VicRoads internet based CRASHSTATS Road Crash Statistics Database. This section presents the results of the analysis.

Casualty crash data for this five-year period was not available for the entire state when the analysis was undertaken, due to problems with the internet site. Therefore, state wide data used for comparative purposes is for the five-year period between 30 April 1995 and 30 April 2000.

The key limitations of the crash data in the VicRoads database include:

Limited data on blood alcohol content (BAC) levels of people involved in crashes. Police and pedestrians often do not know BAC levels at the time the crash is recorded and cyclists are not tested for their BAC. Under-reporting of cyclist crashes.

D1.1 When have they occurred? The following factors were analysed to identify if there were any significant trends related to when casualty crashes have occurred in the City of Port Phillip, for the various road users involved:

yearly, monthly, daily and hourly trends weather conditions light conditions.

Comparisons were made between the City of Port Phillip and state wide data.

The proportion of casualty crashes that occur each year, over a nine year period (1991 to 2000) were compared to state wide data to see if there has been an increase or decrease over time. The proportion of the years has been reasonably consistent. The City of Port Phillip, compared to the state, has had a higher proportion of crashes each year over the nine years.

There were no significant trends in the number of crashes occurring on a monthly or daily basis for the City of Port Phillip or specific road users.

The hourly profile shown in Figure 1 shows variations in the proportion of casualty crashes by hour, on an average weekday. The highest number of crashes have occurred in the afternoon between 2pm and 6pm, with the lowest number of crashes occurring between 12 midnight and 6am. This is consistent for Victoria as a whole and the City of Port Phillip. There is a higher proportion than the statewide data that occur between 8am and 9am and between 8pm and 4am.

There were no significant trends between the time of day and specific road user. Further analysis of the day of the week with the time crashes, revealed that a significantly higher proportion of crashes between 12midnight and 2am occurred on weekends than on weekdays. During the week crash proportions during this time were between 2% and 4%, whereas, on the weekends this percentage was as high as 10%.

Comparison of the time of day when crashes occur with surrounding municipalities, including Stonnington, Bayside and Glen Eira, found the distribution of crashes throughout the day was similar to Port Phillip. Crashes in Port Phillip were slightly higher between 10pm – 12pm, 7% compared to 4% in the surrounding municipalities.

Figure 2 shows the proportion of casualty crashes that occurred under different lighting conditions. The majority of casualty crashes (over 60%) occurred during the day. This was consistent for the City of Port Phillip and the state. A high proportion of crashes, 28%, occurred in the City of Port Phillip in the dark, where streetlights were on. There were no significant trends between lighting conditions and specific road users.

Figure 1 Casualty crashes by time of day

Figure 2 Casualty crashes by lighting conditions

The majority of crashes (over 80%) in the City of Port Phillip and Victoria occurred in clear conditions. Approximately 10 % of accidents occurred in wet conditions. This was consistent for the City of Port Phillip and Victoria. There were no significant trends between weather conditions and the specific road user.

0% 20% 40% 60% 80% 100%

Day

Dusk/daw n

Dark, street lights on

Dark, street lights off

Dark, no street lights

Dark, street lights unknow n

Unknow n

Ligh

ting

Con

ditio

ns

Proportion of Casualty Crashes

Victoria

Port Phillip

0% 20% 40% 60% 80% 100%

0:00-1:59

2:00-3:59

4:00-5:59

6:00-7:59

8:00-9:59

10:00-11:59

12:00-13:59

14:00-15:59

16:00-17:59

18:00-19:59

20:00-21:59

22:00-23:59

Unknown


Tim

e of

Day

Victoria

Port Phillip



D1.2 Who has been involved? Table 1 indicates the number and Table 2 the proportion of road users involved in casualty crashes.

Over 18% have involved a pedestrian, which is significantly higher than the state average of 10%.

In comparison to the surrounding municipalities, Stonnington, Bayside and Glen Eira, crash distributions were similar, however, Port Phillip had slightly more crashes involving cyclists (6% compared to between 2% and 5%).

Glen Eira had more car crashes than the other municipalities and Stonnington had a slightly higher proportion of motorcycle crashes.

Considering who the road users were involved in casualty crashes with, indicates the following:

22% of people in casualty crashes with trams were pedestrians5% of the pedestrian crashes involved a tram 8% of people in casualty crashes with cyclists were pedestrians14% of people in casualty crashes with buses were pedestrians (4 out of 29) 5% of cyclists and 5% of pedestrians involved in casualty crashes were with an unknown vehicle type. This may relate to the crashes that occur along the foreshore.

VicRoads classifies: a fatality as a person who was killed or died within 30 days of the crash occurring a major/serious injury as an injury requiring hospital admittance or medical treatment (eg for bruising, contusions, unconsciousness, pain etc) a minor injury as an injury where a person complained of pain, soreness etc.1

Table 3 indicates the severity of the casualty crashes for the different road users, highlighting the high fatality incidence for pedestrians and motorcyclists.

1 VicRoads CRASHSTATS Road Crash Statistics: Victoria, 1999 Edition

Table 1 Number of road users involved in casualty crashes

Table 2 Proportion of road users involved in Casualty Crashes Proportion of road users involved in casualty crashes

City of Port Phillip Victoria

Cars 84% 84%

Cyclists 6% 5%

Motorcyclists 6% 9%

Trucks 2% 3%

Trams 1% <1%

Buses - 1%

Other 2% <1%

Table 3 Severity of casualty crashes Casualty crash severity

Fatality Major / Serious Injury

Minor Injury

Drivers 27% 39% 52%

Passengers 16% 22%

Pedestrians 47% 25% 10%

Cyclists 8% 8%

Motorcyclists 27% 11% 7%

Number of Casualty Crashes

1997 1998 1999 2000

Drivers 817 739 924 886

Passengers 346 295 405 399

Pedestrians 99 91 111 111

Cyclists 66 48 64 55

Motorcyclists 50 57 66 79

Unknown 18 8 14 22



Figure 3 displays the number of trauma admissions at The Alfred Hospital for 1999-2001 for the different road users and the type of crash (ie truck related, pedestrian hit by car and pedestrian hit by other).2

A trauma admission is any person admitted to hospital with an injury.

An injury is defined as damage to the body from an external cause. For example, a car accident, a fall or an assault.3

Pedestrians hit by cars have been the predominant admission, victims involved in crashes with trucks the second.

Figure 3 Mechanism of injury for Trauma Admissions to The Alfred Hospital for the City of Port Phillip, 1999-2001

Considering the high incidence of truck related trauma victims, the CRASHSTATS data indicates for casualty crashes involving trucks and semi-trailers over the five year period, that the majority involved people in cars (over 80%).

Pedestrians and cyclists were involved in 6% and 3% respectively.

2 Trauma registry data for the Alfred Hospital only. 3 Louise Niggemeyer, Trauma Coordinator, Data & Education, Department of Trauma Surgery, The Alfred Hospital.

Figure 4 to Figure 7 display the age and gender characteristics of drivers, pedestrians, cyclists and motorcyclists involved in the casualty crashes. As only around 20% of the crashes involved people from the City of Port Phillip, a comparison to demographic data was not appropriate.

Figure 7 indicates that safety is an issue in the City of Port Phillip for younger motorcyclists (below 30 years of age). The higher proportion between 22 and 25 years of age may relate to the increase in the power of motorcycles that is available once those with a licence reach the age of 22. This younger age group has also been identified in road safety strategies for the City of Frankston, Mornington, Nillumbik and Murrindindi. However, in these studies there were also a high proportion of older motorcyclists involved in crashes (over 30 years of age).

Figure 4 Age and gender of drivers involved in casualty crashes

Figure 5 Age and gender of pedestrians involved in casualty crashes

Figure 6 Age and gender of cyclists involved in casualty crashes

Figure 7 Age and gender of motorcyclists involved in casualty crashes

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D1.3 Where have they occurred? Figures relating to the following casualty crashes are contained in the main body of the report:

Cyclists Motorcyclists PedestriansBlacklengthsBlackspots.

The figures on the following pages show the location of the casualty crashes for the City of Port Phillip and for the different road users.

The fatality figure indicates that the casualty crashes involving fatalities are generally distributed around the municipality. The following areas and roads were where there was more than one crash involving a fatality:

Montague Street In Albert Park Fitzroy Street Queens Road St Kilda Road Dandenong Road Danks Street.

The serious injury figure indicates the casualty crashes where the highest severity was a serious injury. St Kilda Road, Queens Road, Dandenong Road, Hotham Street and Fitzroy Street, Ferrars Street and Montague Street all have locations where there have been five or more crashes involving a serious injury.

The pedestrian casualty crash figure indicates the locations where a casualty crash has involved a pedestrian. Key locations include: Bay Street, Clarendon Street and the South Melbourne Market, Fitzroy Street, Acland Street, Carlisle Street, Orrong Road, Queen Road. St Kilda Road is a critical pedestrian crash location.

The motorcycle casualty crash figure indicates that Montague Street is a critical area for motorcyclists.

The bus casualty crash figure indicates that the casualty crashes that have involved buses are generally distributed throughout the municipality.

The tram casualty crash figure indicates Fitzroy Street and St Kilda Road as two key roads where there have been several casualty crashes involving trams.

The truck casualty crash figure indicates the location of casualty crashes that have involved trucks. Key locations include:

Montague Street Queens Road Beaconsfield Parade St Kilda Road.

The cyclist casualty crash figure indicates the casualty crashes involving cyclists is spread throughout the municipality on predominantly the Principle Bicycle Network.

The cyclist casualty crash figure also indicates a high incidence of casualty crashes on Clarendon Street. Cecil Street and Moray Street in South Melbourne provide on-road bicycle lanes Clarendon Street is not a nominated bicycle route, yet it has a higher incidence of bicycle crashes than the two adjacent streets. This may relate to the provision on the on-road bicycle lanes on Cecil Street and Moray Street not being noticeable for those currently using Clarendon Street, or provides evidence that cycle lanes improve road safety for cyclists.



Figure 8 Fatality Casualty Crash Locations



Figure 9 Serious Injury Casualty Crash Locations



Figure 10 Other Injury Casualty Crash Locations



Figure 11 Bus Casualty Crash Locations



Figure 12 Truck Casualty Crash Locations



Figure 13 Tram Casualty Crash Locations



D1.4 What type of crashes have they been? Casualty crashes are reported using classifications known as a DCA Type (Definitions for Classifying Accidents). Figure 14 provides an overview of the proportion of casualty crashes for each of the DCA Groups.

This highlights that the City of Port Phillip has a significantly higher proportion of rear end, pedestrian and right turn against traffic crashes than the state.

It also has a higher proportion of ‘other’ crash types than Victoria as a whole. ‘Other’ includes trams and trains being struck and people falling in or from vehicles. This high proportion may relate to the trams involved in crashes in the municipality.

Figure 14 DCA Types of Casualty Crashes

Considering the different road users: The most common types of crash for car drivers were DCA type 110 (a crash involving cross traffic) and DCA 130 (rear end crash involving vehicles in the same lane). They accounted for 15% and 22% of the casualty crashes respectively. DCA type100 and type 102 account for around 60% of the total crashes involving pedestrians. These crashes involve pedestrians being struck on the near or far side of the road. The proportion of crashes of DCA type 100 and type 102 was around 50:50.

There were no outstanding crash types for cyclists or motorcyclists.

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APPENDIX E ISSUES RAISED IN CONSULTATION


J:\PROJECT\81000\81466\600\FINAL REPORT\FINALREPORTAPPENDIXE.DOC ArupIssue 14 October 2002

CONTENTS

E1. ISSUES RAISED THROUGH CONSULTATIONE1.1 TrafficE1.2 Pedestrian SafetyE1.3 Cyclist SafetyE1.4 Safety around TramsE1.5 Motorcyclist SafetyE1.6 Protective ClothingE1.7 SpeedingE1.8 Education / CommunicationE1.9 Four Wheel DrivesE1.10 Repeat OffendersE1.11 Road Safety for BusesE1.12 Younger DriversE1.13 Older Drivers and PedestriansE1.14 SignageE1.15 Safety around SchoolsE1.16 OrganisationalE1.17 Road and Roadside Safety


J:\PROJECT\81000\81466\600\FINAL REPORT\FINALREPORTAPPENDIXE.DOC Page E1 ArupIssue 14 October 2002

E1. ISSUES RAISED THROUGH CONSULTATION

E1.1 Traffic The City of Port Phillip has a high proportion of traffic generated by non-City of Port Phillip residents, including through traffic, local commercial traffic, and visitors. An underlying issue for road safety is the level of traffic and the corresponding high incidence of crashes. The Issues Forum flagged the need to reduce the volume of traffic in order to reduce the number of crashes.

E1.2 Pedestrian Safety The safety of pedestrians was raised as a key issue in the Integrated Transport Strategy and Parking Plan Towards 2010 and the casualty crash records support this concern. Pedestrians are involved in a high proportion of the casualty crashes in the City of Port Phillip (around 18%). This is significantly higher than the state average (10%). The majority (47%) of casualty crashes involving a pedestrian in the City of Port Phillip have resulted in a pedestrian fatality.

E1.2.1 Alcohol and drug use by pedestrians

Intoxicated pedestrians, particularly in the high pedestrian activity areas and along routes to access taxi ranks is a concern raised by Council.

E1.2.2 International visitors

The City of Port Phillip is known for attracting a high number of international visitors. A concern raised at the Issue Forum was the high probability for international visitors, as pedestrians not looking the right way when crossing the road.

E1.2.3 Pedestrian safety around trams

Pedestrians have accounted for around 22% of the people involved in casualty crashes with trams. Road safety issues relating to pedestrian safety around trams include:

Driver Behaviour Pedestrian Behaviour Physical Environment.

Driver BehaviourVehicles not stopping at tram stops. Some trams do not have stop signs and this is an issue for unfamiliar drivers (ie drivers from where there are no trams, eg rural, interstate, international). Police and State Government are looking into the tram stop safety issue at present, particularly where other vehicles do not stop or pass stationary trams even at low speed.

Pedestrian BehaviourAlighting passengers running across front of trams or rows of traffic.Alighting passengers crossing the road behind trams. Pedestrians not using traffic lights to cross St Kilda Road to access tram stops (eg the tram stop at the Domain Interchange or the next stop near Bowen Crescent). Pedestrians walking along tram tracks – which is an unsafe practice. It can be very difficult hearing a tram over general road noise.

Physical Environment Poor street lighting at non safety zone tram stops. Unprotected tram stops along St Kilda Road (ie no barriers).Tram stops need to be improved to protect tram users. Conflict between pedestrians and vehicles at the Acland Street Terminus due to tram doors being open for extended time periods, and motorists not knowing if passengers are being picked up.

E1.2.4 Pedestrian safety in trams Trams braking or taking off suddenly can cause standing passengers to lose balance resulting in falls and/or injuries (Route 96 carries up to 106 standing passengers). Passengers validating or purchasing tickets can sustain injuries in a moving tram. This maybe as a result of driver error, drivers trying to run to schedule or short T-light phase.

E1.2.5 Pedestrian fencing

The Issues Forum raised the need for use of fencing in high pedestrian and vehicle activity areas. However, pedestrian fencing / caging was not considered appropriate in some areas particularly where it restricts access to public transport. Which is the greater need? If fencing is effective in reducing pedestrian related crashes, removing it or reducing it for access/amenity may be counter-productive in safety terms.

E1.2.6 Conflict between pedestrians and users of the bike path along the foreshore

Conflict between pedestrians and other users was an issue raised and a particular concern for older citizens. The key conflict is where pedestrians cross the side of the path designated for cyclists and roller bladers.

E1.2.7 Conflict between pedestrians and motor scooters on footpaths

Conflict between pedestrians and motor scooters for disabled people on footpaths was identified as an issue.

E1.2.8 Unsafe Pedestrian crossings

Concern was raised over the conflict between left turns off Kings Way and pedestrian crossings at the intersections of Albert Road and Kings Way.

E1.2.9 Poor visibility

Parked cars in Albert Park Drive make it difficult for pedestrians to see the traffic travelling in both directions along Albert Park Drive, particularly with traffic exiting the car parking area at the Mac Robertson Girls High School.

E1.2.10 Kerbside trading

Concern was raised at the Issues Forum regarding the conflicts for pedestrians during kerbside trading and associated street furniture. Kerbside trading is Council controlled through by laws.

E1.2.11 Footpath Quality

The quality of footpaths was particularly an issue for disabled and older citizens at ramps.

E1.2.12 Pedestrian signals

Issues relating to road safety at pedestrian signals or signalised intersections included:

The lack of tactile pedestrian crossings. Non-working (faulty/defective?) tactile crossings. Pedestrian phases needing to operate during all cycles. Insufficient pedestrian phase times for pedestrians, particularly older citizens to cross. Eg Fitzroy/Grey/Canterbury; Nepean Hwy / Carlisle; Park Street / Kingsway; Sturt Street / Kingsway; and Albert Road / Kingsway.

E1.2.13 Signage

The issue of the need for signage to be clearly visible to the driver, to enable sufficient time for the driver to make a safe movement was raised. It was highlighted that there is a poor provision of directional signage, street signage and school zone signage, particularly in busy streets and at roundabouts.

E1.2.14 Passenger Doors

The high use of the foreshore recreational path by roller bladders and kerbside parking creates a safety issue when passengers open their doors onto the path.



E1.2.15 Inattention

Inattention by drivers and pedestrians.

E1.2.16 Parent Role Models

The role of parents in reinforcing the importance of road safety was raised as an issue. Parents set poor examples when crossing the road with children and when parking to drop and pick up children at schools.

E1.2.17 Peripheral Vision

The limited peripheral vision for children under 10 years of age was highlighted as a road safety issue in terms of the limited knowledge in the community of this difference between children and adults.

E1.2.18 Safety Around Shopping Centres

Concern was raised regarding drivers not giving way to pedestrians, in particular older citizens, wheel chair users and shoppers with shopping carts eg South Melbourne Market. One of the conflicts identified was trucks blocking access for other users.

E1.2.19 Tree placement at bus stops

National Bus Company Pty Ltd raised the issue of the placement of trees in bus zone areas inhibiting access for patrons boarding or alighting the buses.

E1.2.20 Cars parking in bus bays

Illegal parking of vehicles in bus bays has safety implications for buses, traffic and passengers. When there is a car parked in a bus bay, buses are required to double park. It is illegal for buses to double park and allow passengers to board or alight. If a passenger is injured, the bus driver is held responsible.

E1.2.21 Safety precautions at bus stops during works

The need for safety measures during works and when cranes are operating, to consider bus passenger access to bus stops was an issue raised by National Bus Company Pty Ltd. Associated safety measures for passengers at stops should be provided where street works or cranes need to utilise bus zone areas.

E1.3 Cyclist Safety

E1.3.1 Bicycle lane design at intersections

Concern was raised at the Issue Forum regarding the general poor integration of bicycle lanes at intersections, particularly roundabouts where the lanes disappear on the approaches.

E1.3.2 Cyclists on tram reservations

Yarra Trams raised cyclists on tram reservations as a road safety issue, particularly on Fitzroy Street and particularly couriers.

E1.3.3 Cars reversing into bicycle lanes

Cars reversing into bicycle lanes was an issue raised at one of the Steering Committee meetings.

E1.3.4 Cars doubling parking in bicycle lanes on Bay Street

This was an issue raised by National Bus Company Pty Ltd as it also has impacts on the services that they provide along Bay Street.

E1.4 Safety around Trams

E1.4.1 Conflict between vehicles and trams

Issues raised relating to the conflict between vehicles and trams were:

Cars not giving way to trams when trams enter the shared road environment. Total disregard and enforcement of fairway system in general.Motorists sometimes get to close to fairway line marking. Short (time) T-light phase. Cars unexpectedly turning in front of moving trams. Vehicles, especially delivery vehicles, parking within the prohibited 10m of tram stop approach.

E1.4.2 Road maintenance

Road maintenance issues raised were: Vegetation obscuring fairway signs. Overhead tree branches coming in contact with tram overhead wires. Faded road line marking. Pavement marking related to tram eg line marking or studs being removed or camouflaged by other authorities markings eg yellow pedestrian marking at signalised intersection. This is related to the WalkSafe measures implemented in South Melbourne on Clarendon Street. Leaves especially in autumn, on tram tracks can make tracks greasy resulting in longer braking distances or skidding. Flag being obscured by parking restriction sign when on same pole or near by.

E1.5 Motorcyclist Safety

E1.5.1 Too much signage / stimuli on Montague Street

The high amount of signage and range of stimuli on Montague Street has been raised as one of the key reasons for the high incidence of casualty crashes involving motorcyclists.

E1.5.2 Younger motorcyclists

The casualty crash records indicate that safety is an issue in the City of Port Phillip for younger motorcyclists (below 30 years of age). The higher proportion between 22 and 25 years of age may relate to the increase in the power of motorcycles that is available once those with a licence reach the age of 22.

E1.6 Protective Clothing The need for greater use of protective clothing, accessories (eg lights and reflectors) and higher visibility clothing by cyclists, motorcyclists, scooter and skateboard riders was raised at the Issue Forum.

E1.7 Speeding Speeding has been raised as an issue at the following locations:

around the South Melbourne Market shopping areas Ferrars Street Clarendon Street around schools buses on Ormond Road.

The Issues Forum raised the need for speeds in the area to reflect the land use, rather than the road hierarchy and the need for enforcement, communication and publicity associated with speed.

Speeding by drivers and motorcyclists was raised as an issue.

There is a general feeling that there is little notice of the recently introduced 50km/h speed limit in residential areas.

E1.8 Education / Communication Education needed throughout life for drivers, cyclists and pedestrians and around public transport, road users need to be kept up to date of existing road rules and new road rules regularly.



E1.9 Four Wheel Drives Bull bars on four wheel drives was raised as a statewide safety issue in metropolitan areas. They were considered at the Issue Forum to create a false sense of driver safety and result in a higher injury level during crashes. Bull bar use/fitting is a Federal/State issue and is being addressed in that forum.

The Parliament of Victoria Road Safety Committee is of the view that considerably more work needs to be conducted with regard to bull bars and that there should be more rigorous testing of ‘polyethylene’ bull bars and if it is as safe as preliminary tests suggest, that it should be widely promoted as a preferred product and is being addressed in that forum.

E1.10 Repeat Offenders Concern raised on:

How are they dealt with? How could family members report people? How could information be made available? What are the requirements to report? Should there be requirements to report?

E1.11 Road Safety for Buses The National Bus Company has raised safety issues related to accessibility and operation of the intersection of Beacon Road and Williamstown Road.

E1.12 Younger Drivers Concern was raised over the increase in the proportion of younger residents that seem to be very car dependant and are inexperienced (P Plate) drivers. Age population predictions for the City of Port Phillip indicate that the proportion of younger residents will decrease in the future (15 to 24 years of age, 2001: 12%, 2011: 10%, 25 to 34 years of age, 2001: 29%, 2021: 25%). Concern was also raised regarding alcohol and drug use.

E1.13 Older Drivers and Pedestrians Age population predictions for the City of Port Phillip indicate an increase in older people residing in the municipality (65 years of age and above: 2001: 12%, 2021:17%). This is a potential safety issue in terms of older drivers, older pedestrians and those using public transport. Casualty crash records indicate that a significant proportion of pedestrians aged over 60 have been involved in casualty crashes.

Concern was raised at the Issues Forum over the need to improve pedestrian access to public transport stops to cater for the likely increase in the future for older pedestrians to use public transport due to a demographic increase and the introduction of low floor buses and trams.

The potential for requiring or Council encouraging older drivers to have licence retesting, was raised an issue.

Advertising billboards was raised as an issue in terms of distracting older drivers.

E1.14 Signage The Issue Forum identified the need for street signs at roundabouts and for them to be clearly visible on the approach to roundabouts, to prevent driver uncertainty and potential crashes resulting from drivers looking for signage rather than traffic.

E1.15 Safety around Schools In addition to speeding, there were a number of issues raised related to safety around schools. These were:

Parking spaces outside schools utilised for drop off and pick up are often not available due to the parking restrictions for these spaces not being adhered to. This results in drop of and pick up occurring away from the kerb or remote from the school grounds, increasing the risk for students. General safety round the Albert Park shopping area. The need to reinvigorate VicRoads Safe Routes to Schools program. Poor visibility at school crossings.

E1.16 Organisational The Issues Forum raised the issue of the different priorities that different organisations have and that this can influence the implementation of the strategies. Consideration needs to be given to the following strategic partnerships / linkages:

Albert Park Role of public Adjacent municipalities Road safety being a high priority in Council PartnershipsThe Safer City Alliance Changing standards.

E1.17 Road and Roadside Safety Road and roadside safety issues included:

Roundabout vegetation restricting visibility Poor road pavement Line marking safety issues for motorcyclists in the wet Road safety audits only done when required not as part of all road works Poor quality reinstatement works.

APPENDIX F EXISTING ROAD SAFETY INTIATIVES


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CONTENTS

F1. RECENT APPROACHES TO ROAD USER SAFETY IN OUR CITYF1.1 Annual Capital and Maintenance Works ProgramsF1.2 Port Phillip Safe City (Responsible Serving and Consumption of Alcohol)F1.3 Travel OnF1.4 RoadSafe Inner Melbourne Road Safety Council ProgramsF1.5 Strategic PartnershipsF1.6 SafeRoads ‘Packages’F1.7 Blackspot and Blacklength Funding ProgramsF1.8 VicRoads ProgramsF1.9 VicRoads Community Education ProgramsF1.10 VicRoads Traffic Safety Educations ResourcesF1.11 Council Based Road Safety ProgramsF1.12 Other


J:\PROJECT\81000\81466\600\FINAL REPORT\FINALREPORTAPPENDIXF.DOC Page F1 ArupIssue 14 October 2002

F1. RECENT APPROACHES TO ROAD USER SAFETY IN OUR CITY This section provides details on recent approaches to road safety adopted by the City of Port Phillip and the VicRoads ‘off the shelf’ road safety resources and programs that have and can be used to address road safety issues in the municipality.

These include:

Annual capital and maintenance works programs Port Phillip Safe City Accord (incorporating responsible serving and consumption of alcohol) Travel On RoadSafe Inner Melbourne Community Road Safety Council Programs Strategic partnerships SafeRoads ‘Packages’ Blackspot and Blacklength funding programs VicRoads traffic safety education resources, community education programs and pedestrian safety programs Council based road safety programs.

F1.1 Annual Capital and Maintenance Works ProgramsThe following programs are currently part of Council’s annual capital and operational works program:

Preventative and Routine Line Marking Program Bicycle Works Program Specified intersection and mid block traffic management treatments Unspecific minor road safety works.

F1.2 Port Phillip Safe City (Responsible Serving and Consumption of Alcohol) Implemented as part of the WalkSafe program throughout the municipality, to reduce the incidence and severity of road crashes involving intoxicated pedestrians.

Other initiatives related to alcohol currently being pursued are: Extending the Safe City Taxi Ranks from the City of Melbourne to the City of Port Phillip. Extending the Victorian Drink Spiking Community Education Campaign to include licensed premises in the City of Port Phillip.

F1.3 Travel On The Travel On program is a Department of Infrastructure initiative for school students travelling on public transport which incorporates road safety issues for students to consider when using public transport.

F1.4 RoadSafe Inner Melbourne Road Safety Council ProgramsCouncil is an active participant in the Inner Melbourne Road Safety Council by providing officers from the Complete Traffic Solutions unit, and the Community and Health Development unit to attend meetings and sub-committee meetings.

Programs currently undertaken by the council include: PARTYSAFE Across Victoria FatigueAlcohol and Other Drugs Road User Safety Motorcycle Safety Getting it Right H-harnessRoad Safety Around Schools Bike Safe.

PARTYSAFE Across Victoria

A drink drive program that promotes responsible serving and consumption of alcohol over the festive season.

Fatigue

Campaign to alert drivers to the issue of fatigue and provides strategies to address fatigue. Targeted towards businesses / OH&S managers / officers.

Alcohol and Other Drugs Road Safety

Raises awareness of consequences of driving while under the influence of alcohol and / or drugs. Links with Keys Please program / PARTYSAFE Across Victoria / secondary TSE / Council based community youth programs / Healthy and Safe Cities Alliance (Local Safety Committee) / Licensing Accord.

Motorcycle Safety

Promotion of safe motorcycle riding and protective clothing; main event is motorcycle safety day conducted at HART, Sunbury.

Getting It Right

People having child restraints fitted / checked at RACV Restraint Fitting Stations receive services at reduced price. This was conducted in 2000-2001 with limited results and may not be conducted in 2001-2002. Links with Health and Community Services / Young Children’s road safety.

H-harness

RoadSafe Inner Melbourne provides Council with harnesses (for in-car use with young children) to be sold at a reduced price. Council promotes program, provides outlets and collects money. Links with Health and Community Services / Young Children’s road safety.

Road Safety Around Schools

Similar to Safe Routes to Schools program but schools nominated by Council. Confirm with VicRoads who is responsible for nominating schools for the Safe Routes to Schools program.

F1.5 Strategic Partnerships Council is involved with the following organisations to work towards improving road safety in the City of Port Phillip:

RoadSafe Inner Melbourne Road Safety Committee Victoria Safer City Network Port Phillip Traffic Management Unit - Victoria Police VicRoadsTransport Accident Commission (TAC) various local community groups Local Safety Committee Healthy and Safe Cities Alliance.

Initiatives with the Port Phillip Traffic Management Unit include a good relationship where Council can suggest sites for speed limit enforcement. There are currently six to seven sites that are regularly policed. Enforcement also includes truck curfews on Beaconsfield Parade, Canterbury Road, Kerford Road, Williamstown Road and Pickles Street.

The Healthy and Safe Cities Alliance is a Council facilitated community safety and public health committee involving local stakeholders. It incorporates the Local Safety Committee (Local Priority Policing?). Council will identify who the representatives on the committee are, how often they meet, what their role is and what they discuss.

F1.6 SafeRoads ‘Packages’ The following packages are being developed. Councils can apply for funding to implement in 2002-2003:

Motorcyclist Older Drivers Bicyclists SpeedSafer driving / Safer cars Initiative.



F1.7 Blackspot and Blacklength Funding Programs Council is actively involved in the State Government funding program for Blackspots and Blacklengths through submitting applications for funding for problem locations in the City of Port Phillip.

Accident Blackspot and Blacklength Funding Applications 1998/1999 – 2002/2003

Current Applications

1. Bay Street / Liardet Street; Port Melbourne

2. Canterbury Road / Kerferd Road / Albert Road Ferrars Street; Albert Park

3. Barkly Street / Mitford Street / Blessington Street; St.Kilda

4. Clarendon Street / Coventry Street; South Melbourne

5. Clarendon Street / Dorcas Street; South Melbourne

6. Clarendon Street / Bank Street; South Melbourne

7. Hotham Street / Carlisle Street / Balaclava Road; East St.Kilda

8. Ferrars Street / Park Street; Albert Park

9. Marine Parade / Cavell Street / Jacka Boulevard; St.Kilda

10. Glenhuntly Road / Broadway / Ormond Road; Elwood

11. Glenhuntly Road / St.Kilda Street / Tennyson Street; Elwood

12. Danks Street, Mills Street to Armstrong Street; Middle Park

13. Danks Street, Kerferd Road to Pickles Street; Albert Park

14. Danks Street / Victoria Avenue; Albert Park

15. Swallow Street @ Light Rail Crossing; Port Melbourne

Approved Applications (construction to commence)

1. Bay Street / Rouse Street; Port Melbourne

2. Park Street / Cowderoy Street; West St.Kilda

3. Inkerman Street / Westbury Street; East St.Kilda

4. Alma Road / Westbury Street; East St.Kilda

5. Ormond Road / Byrne Avenue @ existing Pedestrian Operated Signals; Elwood

6. Ormond Road / Beach Street @ existing Pedestrian Operated Signals; Elwood

7. Dandenong Road / Chapel Street; St.Kilda

8. Brighton Road @ existing Pedestrian Operated Signals; St.Kilda

Recently Constructed Projects

1. WalkSafe Program (Carlisle Street, Clarendon Street, Fitzroy Street, Esplanade); Various

2. Carlisle Street / Barkly Street; St.Kilda

3. Kerferd Road / Danks Street; Albert Park

4. Dorcas Street / Wells Street; South Melbourne

5. Dandenong Road / Chapel Street; St.Kilda

6. Fitzroy Street / Canterbury Road / Grey Street; St.Kilda

7. Montague Street / Normanby Road; South Melbourne

8. Grey Street / Barkly Street / Inkerman Street; St.Kilda

9. Brighton Road / Glen Eira Road; Elwood

10. Kingsway / Park Street; South Melbourne

11. Williamstown Road; Port Melbourne

On Hold

1. Richardson Street / Pickles Street / Liardet Street.; Port Melbourne

Additional accident blackspot locations have also been funded and treated within the City of Port Phillip on State Highways and the declared road network entirely by VicRoads.

F1.8 VicRoads Programs The following VicRoads programs have been implemented in various areas in the City of Port Phillip:

WalkSafeWalk with Care Safe Routes to Schools Safe Routes to Shops Pre-driver Education – Keys Please.

WalkSafe

Multi-faceted pedestrian road safety program. Conducted in St Kilda and South Melbourne 1998-2000.

The City of Port Phillip has a Pedestrian and Road Safety Officer (Andi Green) who has promoted traffic safety education with primary schools in the WalkSafe area. The schools involved have been in the Carlisle Street area and include:

Beth Rivkah Ladies College Yeshiva College St Kevins (Waterford Campus) St Kilda Primary School St Kilda Park Primary School.

VicRoads have conducted traffic safety / WalkSafe training sessions for staff at the following centres located in the East St Kilda / St Kilda area:

Summerleas Nursery Care For Kids St Kilda and Balaclava Kindergarten Yeshivah Beth Rivkah Preschool St Kilda Day Nursery North St Kilda Day Nursery Kinderclub Child Care The Avenue Children’s Centre Beth Rivkah Kindergarten Eildon Road Child Care Centre.

Walk With Care

Pedestrian safety program aimed at older pedestrians. Conducted in St Kilda in 1996-1999. A number of education workshops were delivered and elderly pedestrians’ concerns about local roads passed onto the traffic department at Council to be integrated into the WalkSafe program. WalkSafe brochures were distributed to clubs and groups that are attended by senior citizens.



Safe Routes To Schools

Multi-faceted road safety program aimed at primary school and secondary school aged (5 – 16 years) pedestrians and cyclists travelling to and from school. Previously implemented in St Kilda and Port Melbourne, along Bay Street and Clarendon Street, prior to Council amalgamation.

Safe Routes To Shops

Multi-faceted pedestrian safety program similar to Safe Routes to Schools and WalkSafe previously implemented in South Melbourne and Port Melbourne. Council to identify the outstanding engineering treatments.

Pre-driver Education - Keys Please

Learner driver information sessions are aimed at learner drivers and their parents. Explores means of gaining maximum driving practice for learner drivers & alerts learner drivers to consequences of risk taking behaviour. Presented by VicRoads trained facilitators with contribution from police officers. This is a program that is undertaken throughout high schools in the City of Port Phillip.

F1.9 VicRoads Community Education Programs VicRoads community educations programs are related to early childhood and pre-driver education.

The early childhood programs include: the use of available brochures Infant Restraint Training Program for childbirth educators Infant and Child Restraint Training Program for maternal and child health nurses Occupant Restraint Training Program Family Day Care Road Safety Training Program Advisors on Young Children’s Road Safety.

The pre-driver education program is Keys Please, which is a program the City of Port Phillip has been involved in.

F1.9.1 Early Childhood

Brochures Available Choosing and Using Restraints brochure Restraint Fitting Stations Get It Right brochure Children in Traffic handout Early Years Presentation Resource (part of Saferoads Child Restraint package).

Infant Restraint Training Program

VicRoads road safety officers conduct restraint training sessions for childbirth educators so that they can pass on information to clients attending childbirth classes.

Infant and Child Restraint Training Program

VicRoads officers conduct infant and child restraint training sessions for maternal and child health nurses so that they can pass on information to their clients. Training sessions have been conducted in Port Phillip for some years.

Occupant Restraint Training Program

VicRoads officers conduct training sessions for police officers with the emphasis on infant and child restraint issues.

Family Day Care Road Safety Training Program

VicRoads road safety officers conduct road safety training sessions for family day care providers. Emphasis is on children’s limitations in traffic, pedestrian safety, passenger safety and safe play. Sessions have been conducted in Port Phillip for some years.

Advisers on Young Children’s Road Safety (AYCRS)

Person known to Council (part-time employee / volunteer) trained, resourced and partly funded by VicRoads to give road safety presentations to parents and carers of very young children. Presentations generally paid for on sessional basis by Council and reimbursed by VicRoads. This program started in Port Phillip in 2000 but the trained person was unable to continue because of changed personal circumstances. Program administered by Barbara Hayes in Family and Community Services.



F1.10 VicRoads Traffic Safety Educations Resources VicRoads has a range of traffic safety education resources for early childhood, primary and secondary school students. These are listed and then discussed below.

The early childhood resources are: WalkSafe training sessions for staff at early childhood centresStarting Out Safely Kit picture storybooks posters and brochures.

The primary school resources are: RoadSmart Kit Bike Ed Kit Storybooks Posters and brochures.

The secondary school programs are: Choices, Alcohol and Road Safety Cycle on Kit MotorvationGetting There Safely: Using Public Transport One Way to Safety and Science Kit RAW in the Classroom (TAC) Surveys Survival on the Roads.

F1.10.1 Early Childhood

Many of VicRoads education resources are targeted towards very young children and their parents and carers. They are designed to assist parents and carers use recommended road safety practices when they care for children in traffic situations.

Starting Out Safely Kit

Consists of discussion prints, certificates, stickers, parent information sheets and teachers’ manual. Areas covered include pedestrian safety, passenger safety, safe play and getting ready for school.

Picture Storybooks

Four titles; each has “stand alone” story as well as road safety theme.

Posters and Brochures

A variety of posters and brochures promote recommended road safety practices for children and their carers.

F1.10.2 Primary

RoadSmart Kit

Consists of discussion prints, interactive CD-ROM and teachers’ manual. Areas covered include pedestrian safety, safe play, passenger safety and exploration of local road environment. It includes at school and at home activities and is aimed at children from years prep to six.

Bike Ed Kit

Promotes safe and responsible bicycle safety. Aimed at children in year four to six. Teachers need to attend two day in-service before they can teach. This is undertaken in most primary schools in the municipality.

Storybooks

Early primary school and middle primary school, stories promote recommended road safety practices.

Posters and Brochures

Variety of posters and brochures promote recommended road safety practices for children and their carers.

F1.10.3 Secondary

Choices, Alcohol and Road Safety

Book / teaching resource that explores issues relating to alcohol and drugs.

Cycle On Kit

Secondary resource that promotes safe and responsible bicycle safety, generally for years seven to nine. Teachers need to attend a two day in-service before they can teach. Cycle-on is not pursued in the City of Port Phillip as the schools discourage students to ride to school because of safety concerns.

Motorvation

Pre-licence education program that consists of teachers’ manual and interactive CD-ROM.

Getting There Safely: Using Public Transport

Addresses issues relating to safe and responsible use of public transport

One Way to Safety and Science Kit

Contains teachers’ manual, student activity sheets, video and audiotape. Investigates a variety of road related science activities.

RAW in the Classroom (TAC)

Video and teachers’ manual. Examines a variety of social issues and relates to road safety.

Surveys

Assists students and teachers in developing surveys.

Survival on the Roads

Aimed at teenagers not attending schools; explores variety of social issues and road related topics.



F1.11 Council Based Road Safety Programs Bassinet Loan Scheme

Parents hire baby safety capsules. The program was administered by Michelle Dubrovnic and has been implemented within the City of Port Phillip for some years.

Community Transport Service

The City of Port Phillip Older Persons Reference Group has put a proposal forward to Council to extend the Community Bus Route.

Walking School Bus

A ‘Walking School Bus’ program for four schools was initiated in February 2002.

Green Travel Plans

Environment Victoria is currently developing a Green Travel Plan for Council. Council is planning to extend the use of Green Travel Plans to businesses within the municipality.

40km/h school speed zone

Council is currently lobbying for 40km/h school speed zones. The areas surrounding Middle Park, Albert Park and South Melbourne Primary Schools have been recommended as priority areas.

Road Rules

Council assists VicRoads with the distribution of brochures and newsletters related to road rules.

F1.12 Other Young Children’s Road Safety / Restraint Fitting Stations

The RACV has Restraint Fitting Stations which people can take previously fitted infant & child restraints or take restraints to be fitted / checked. Brochures promoting the service are provided as part of early childhood road safety programs discussed but there is no restraint fitting station in the City of Port Phillip.

City of Port Phillip - Road Safety Strategy 2007

Documents

Transcript of City of Port Phillip - Road Safety Strategy 2007