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EVALUATION OF THE CRASH EFFECTS OFTHE CHANGES IN SPEED ZONES IN VICTORIA

IMPLEMENTED DURING 1992-1993(EXCLUDING 100 to 110km/h):

UPDATE INCLUDING 1990-1997 CRASH DATA

by

Stuart Newstead

& Sanjeev Narayan

July 1998

Report No. 136

glenda

Stamp

11 MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE

MONASH UNIVERSITY ACCIDENT RESEARCH CENTREREPORT DOCUMENTATION PAGE

Report No.136

Report DateJuly 1998

ISBN07326 1434 1

Pages26 + Appendices

Title and sub-title:

Evaluation of the crash effects of the changes in speed zones in Victoria implemented during 199293 (excluding 100 to 11 Okm/h) : update including 1990-1997 crash data.

Author(s)Newstead, S. & Narayan, S.

Type of Report & Period CoveredGeneral, 1989-1995

Sponsoring Organisation - This project was funded through a Research Contract from VicRoads,Road Safety Department. 60 Denmark Street, Kew, VIC. 3101

Abstract:

During late 1992 and early 1993, a rationalisation of speed limits on Victorian roads wasundertaken in order to achieve credible speed limits which were uniform with the rest of Australia.As part of this rationalisation, many speed zoning changes occurred across Victoria, with some ofthe most notable being the phasing out of 75 km/h speed zones and the introduction of 50, 70 and80 km/h zones. Under the rationalisation, posted speed limits on some road sections were increasedwhile on other road sections the posted speed limits were decreased.

This study updates an earlier one which evaluated the casualty crash effects of the speed zonechanges implemented in Victoria for speed zone changes other than 100km/h to 110km/h. Effectsare estimated for the program of speed zone changes as a whole as well as for each particular typeof speed zone change. Results are presented for the whole of Victoria as well as for metropolitanMelbourne and the rest of Victoria separately. Estimated effects of speed zone changes on casualtycrash frequency are further related to changes in crash type as well as results of speed monitoring.

Results of analysis in metropolitan Melbourne showed an overall increase in casualty crashfrequency of 4.7% with marginal statistical significance whilst no statistically significant change incasualty crash frequency was found in the rest of Victoria. The net effect of the speed zone changesover Victoria as a whole was a statistically significant increase in overall casualty crash frequencyof 5.4%.

Recommendations for further research are made.

Key Words: (IRRD except where marked*)speed limit, evaluation, injury accident, statistical analysis, traffic regulations, accident type,research report

Reproduction of this page is authorised.

Ev ALUA nON OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 III

ACKNOWLEDGMENTS

The authors wish to thank the VicRoads project staff, Sam Pirrotta, Patricia Liew and Pat Rogersonfor their helpful comments in overseeing the progress of this project. Thanks are also extended tothe staff of the VicRoads' Land Information and Surveys Department, GIS Section, and inparticular Helen Lau for her expert advice on using ARCVIEW. Michael Fitzharris of the MonashUniversity Accident Research Centre is acknowledged for his assistance in carrying out the GIScomponent of the project including map preparation.

The authors also wish to acknowledge the expert guidance and useful comments of Mr MaxCameron and Mr Bruce Corben, Senior Research Fellows at Monash University Accident ResearchCentre, in the course of carrying out the project.

IV MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE

TABLE OF CONTENTS

1.0 INTR 0DUeTI 0N 1

1.1 BACKGROUND 11.2 AIMS OF THE EVALUA TION 2

2.0 STuny DESIGN 2

2.1 EVALUATION METHOD 22.2 SITE SAMPLING 32.3 ANALYSIS STRATIFICATION 42.4 HYPOTHESES TESTED 5

3.0 DATA ..............................•..•................•••...................................................................•...•..•.......5

3.1 SPEED ZONE CHANGES 53.2 CRASH DATA 7

3.2.1 Crash database 7

3.2.2 Study periods 8

4.0 ANALYSIS METHODS 9

4.1 SITE IDENTIFICATION 94.2 CRASH DATA EXTRACTION 9

4.2.1 Treatment Crash Data 94.2.2 Control Crash Data 9

4.3 STATISTICAL ANALYSIS METHODS 114.4 POST HOC ANALYSIS 12

5.0 RES UL T S 12

5.1 METROPOLITAN MELBOURNE 12

5.1.1 Crash Frequency 125.1.2 Post Hoc Analyses 15

5.2 REST OF VICTORIA 20

5.2.1 Crash Frequency 205.2.2 Post Hoc Analyses 21

5.3 WHOLE OF VICTORIA 21

6. 0 DISCUS SION 22

7.0 CON CLUSI 0NS 24

8.0 RECO MMEND ATI0NS 25

9.0 RE FEREN CES 26

EVALUATION OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 v

LIST OF TABLES

TABLE 1 : Summary of speed zone changes (from report of the Parliamentary Inquiry into theRevision of Speed Limits) 1TABLE 2 : Percentage of treated sites to be sampled to allow statistically significant detection ofgiven treatment effects 3TABLE 3 : Summary of the relevant information on speed zone changes supplied by eachVicRoads region , 6TABLE 4 : Metropolitan LGAs selected for evaluation of speed zone changes 6TABLE 5 : Rural LGAs selected for evaluation of speed zone changes 7TABLE 6 : Speed zone changes and proposed control matching speed zones of crashes in thesame LGA 10

TABLE 7 : Results of crash frequency analysis - Metropolitan Melbourne 13TABLE 8 : Summary of speed monitoring results presented in the Parliamentary Inquiry reportand related casualty crash frequency analysis results. Metropolitan Melbourne 19TABLE 9: Results of crash frequency analysis - rest of Victoria 20TABLE 10 : Results of crash frequency analysis - All of Victoria 22

LIST OF FIGURES

FIGURE 1 : 2x2 crash data contingency table for a single treated site and its control 11FIGURE 2 : 2x2 crash data contingency table for L treated sites and controls 11FIGURE 3 : Percentage of DCA groupings for crashes occurring in the treatment areas ofmetropolitan Melbourne before and after speed zone changes: All speed zone changes 15FIGURE 4: Percentage of DCA groupings for crashes occurring in the treatment areas ofmetropolitan Melbourne before and after speed zone changes: 100-80km/h speed zone change. 16FIGURE 5 : Percentage of DCA groupings for crashes occurring in the treatment areas ofmetropolitan Melbourne before and after speed zone changes :75-80km/h speed zone change .... 17FIGURE 6: Percentage of DCA groupings for crashes occurring in the treatment areas ofmetropolitan Melbourne before and after speed zone changes :75-60km/h speed zone change .... 17FIGURE 7 : Percentage of DCA groupings for crashes occurring in the treatment areas of therest of Victoria before and after speed zone changes: All speed zone changes 21

LIST OF APPENDICES

APPENDIX A : Sample of speed zone change sites used in analysis: Metropolitan MelbourneAPPENDIX B : Sample of speed zone change sites used in analysis: Rest of VictoriaAPPENDIX C : Listing of speed zone change sites evaluated in metropolitan Melbourne, lengthof road covered by each speed zone change and estimated crash effects by speed zone changetype within LGAsAPPENDIX D: Listing of speed zone change sites evaluated in the rest of Victoria, length ofroad covered by each speed zone change and estimated crash effects by speed zone change typewithinLGAs

APPENDIX E : Chart of definitions for classifying accidents (DCAs)

VI MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE

EXECUTIVE SUMMARY

During late 1992 and early 1993, a rationalisation of speed limits on Victorian roads wasundertaken in order to achieve credible speed limits which were uniform with the rest of Australia.As part of this rationalisation, many speed zoning changes occurred across Victoria, with some ofthe most notable being the phasing out of 75 kmIh speed zones and the introduction of 50, 70 and80 kmIh zones. Under the rationalisation, new criteria for speed zoning of roads was developedresulting in posted speed limits on some road sections being increased whilst on other road sectionsthe posted speed limits were decreased. This study evaluates the casualty crash effects of the speedzone changes implemented in Victoria for all speed zone changes other than 100 kmIh to 110 km/h.

A pseudo experimental study design was used for the evaluation, examining changes in casualtycrash frequency before and after speed zone changes. Only a sample of sites that had undergonespeed zone changes was used in the analysis. The analysis also incorporated the use of control sitesto represent parallel changes in casualty crash frequency due to other factors. Control crashes wereselected from all roads where speed zone was unchanged and matched with treatment crashes bylocal government area and level of urbanisation. Crash data from three years before and three yearsafter implementation of the speed zone changes was analysed.

Analysis of the effects of speed zone changes on casualty crash frequency in metropolitanMelbourne showed an overall increase in casualty crash frequency of 4.7%, although this result wasof marginal statistical significance and should be interpreted with caution. This estimated increaserepresents in the order of 235 extra casualty crashes per annum across Melbourne due to all speedzone changes. Assessment of the general effects on casualty crash frequency of increasing zonedspeed or decreasing zoned speed showed no statistically significant change in casualty crashfrequency when the zone speed was decreased, and a 9.3% casualty crash increase (with highstatistical significance) when zone speed was increased. For particular speed zone changes, thechange from 100 to 80 kmIh showed a highly statistically significant casualty crash reduction of46%, translating to a saving of approximately 44 casualty crashes per annum across Melbourne.Also the change from 75 to 60 kmIh showed a marginal statistical significance casualty crashincrease of 43%, representing an increase of around 151 casualty crashes per annum. Increasedspeed zoning from 75 to 80 kmIh showed a highly statistically significant casualty crash frequencyincrease of 10.7%, representing an increase of approximately 188 casualty crashes per annumacross Melbourne.

The results of analysis of casualty crash frequency in metropolitan Melbourne were generallyconsistent with the results of speed monitoring.

Most of the speed zone changes which occurred in the rest of Victoria took place on the fringes ofcountry towns in the speed transition zones between 100 kmIh zones of the open highway and 60km/h zones of the built up town area. Analysis of the overall casualty crash frequency change forall speed zone changes combined in the rest of Victoria as well as analysis by specific speed zonechanges showed no statistically significant changes in crash frequency.

The net effect of the speed zone evaluation over Victoria as a whole was a statistically significantincrease in overall crash frequency of 5.4%, although this result is largely driven by the results inmetropolitan Melbourne.

Ev ALUA nON OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 VII

viii MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE

EVALUATION OF THE CRASH EFFECTS OFTHE CHANGES IN SPEED ZONES IN VICTORIA IMPLEMENTED DURING 1992-1993

(EXCLUDING 100 to 11Okm/h):UPDATE INCLUDING 1990-1997 CRASH DATA

1.0 INTRODUCTION

1.1 BACKGROUND

During late 1992 and early 1993, a rationalisation of speed limits on Victorian roads wasundertaken in order to achieve credible speed limits which were uniform with the rest of Australia.As part of this rationalisation, many speed zoning changes occurred across Victoria, with some ofthe most notable being the phasing out of 75 km/h speed zones and the introduction of 50, 70 and80 km/h zones. Under the rationalisation, new criteria for speed zoning of roads was developedresulting in posted speed limits on some road sections being increased whilst on other road sectionsthe posted speed limits were decreased.

Table 1 from the Parliamentary Inquiry into the Revision of Speed Limits (Road Safety Committee,1995) details the speed zone changes which were implemented under the rationalisation and thelengths of road to which they apply.

TABLE 1 : Summary of speed zone changes (from report of the Parliamentary Inquiry into theRevision of Speed Limits).

Previous Limit Revised LimitLength of RoadsLength of Roads(kmlh)

(kmlh)- Increase (km)-Decrease (km)100

110435100

80 150100

70 1090

80 2590

70 575

80146075

70 35060

805060

7041560

50 10Totals

2360 550Grand Total

2910

It should be noted that Table 1 includes the speed zone change from 100 to 11Okm/h affecting some435km of road. This particular speed zone change was not part of this study brief and will not beconsidered further in this study.

According to Table 1 and the Parliamentary Inquiry (Road Safety Committee, 1995), the totallength of road affected by these changes considered in this study was 2475 km, or 9.3% of the totalarterial road system. Of this road length, 1925 km saw a speed zoning increase whilst 550 km saw aspeed zoning decrease. Of the total length with changed speed zone, 1810 km (94%), changed by 5km/h, whilst the remaining 6% changed by between 10 and 30 km/h.

Further information contained in the Parliamentary Road Safety Committee's report indicates that50% of the urban arterial road network has undergone a speed change, compared with only 3% ofthe rural arterial network. Allowing for the relative lengths of the urban and rural networks, thisrepresents approximately 482 km of rural road and 1993 km of metropolitan road experiencing aspeed zoning change.

Results of an evaluation of the crash effects of the speed zone changes in Victoria are reported inNewstead and Mullan 1996. This study was carried out relatively soon after the speed zone changeswere affected and includes in the evaluation only 12 to 18 months crash data post speed zonechanges. Consequently, many of the results from this initial study were inconclusive prompting theauthors to recommend that the evaluation be carried out again at a later date examining crash trendsover a longer time period after implementation of the speed zone changes

1.2 AIMS OF THE EVALUATION

This evaluation study aims to update the earlier study of Newstead and Mullan to include crashdata from a longer time period after implementation of the speed zone changes in Victoria. Thebasic objective of the study is to determine whether the speed zone changes implemented inVictoria, other than 100 km/h to 110 km/h, have affected casualty crash frequencies on the roadsegments to which they apply. Analysis has centred on comparing the accident frequency beforeand after implementation of the speed zone changes.

A secondary aim of the study is to determine, on those road segments where a significant casualtycrash frequency change was observed due to speed zone changes, the particular casualty crash typeswhich have been responsible for this change. This may enable the possible mechanisms leading tothe observed changes to be inferred.

2.0 STUDY DESIGN

2.1 EVALUATION METHOD

The primary aim of the evaluation is to assess the change in crash frequency attributable to therationalisation of speed zones. It is not, however, sufficient just to compare crash frequency in theperiods before and after speed zone changes to determine the effects of the change. This is because,during the period of implementation of the speed zone changes, a number of other major roadsafety campaigns have been under way in Victoria. Along with changes in social and economicconditions, these have had a large impact on road trauma in the state (see Newstead et aI, 1995, fora description of some of these programs and an estimate of their effects on casualty crashfrequency). Any attempt to measure the effects of speed zone changes on crash frequency must alsotake into account changes due to other programs or influences.

Use of the casualty crash history at a set of control sites in the analysis allows for adjustment ofother time varying factors which may have affected crash frequency, such as changes in economicfactors or operation of other road safety programs. Appropriately chosen control groups willprovide a measure of the crash frequency changes associated with these other factors, leaving anyfurther changes associated with the speed zone rationalisation alone. The measure of the effect ofspeed zone changes on crash frequency is made by comparing the before and after crashfrequencies at the treated sites adjusting for the parallel changes in crash frequency at the control


sites from the corresponding before and after treatment time periods. This evaluation format isknown as a quasi-experimental design as it follows the format of a fully randomised treatmentcontrol type experiment but differs in that the treatment sites are not chosen at random. In thecontext of this study, a "treated site" constitutes a road length which has undergone a speed zonechange.

The quasi-experimental study design using treatment and controls is often used in the evaluation ofthe effectiveness of accident black-spot treatments (Corben et al 1990, BTCE 1993). One issuewhich often arises as part of these studies is that of regression- to-the-mean which can be a problemin analysis when treatment sites are selected on the basis of high accident frequency as in the caseof accident black-spot treatments. Regression to the mean should not be an issue in this study assites chosen for speed zone changes were not generally chosen on the basis of accident history.

2.2 SITE SAMPLING

The program of speed zone changes in Victoria has involved rezoning a large number of discretelengths of road. Given the size and scope of the project, it was considered impractical in the initialevaluation by Newstead and Mullan (1996) to include every length of road on which a speed zonechange had occurred because ofthe large number of these. It was therefore decided that a sample ofthe sites with speed zone changes be taken for analysis, with the view that the results obtained fromanalysis of the sample are representative of all speed zone changes in Victoria. This study uses thesame sampling frame as Newstead and Mullan (1996). Whilst the statistical power calculationsbelow are those derived by Newstead and Mullan (1996) based on one years' after treatment data,they give the rationale for the sampling frame used. The extra data available in this study served toincrease the effective sampling frame in Melbourne and the rest of Victoria by two and three timesrespectively, giving corresponding increases in statistical power.

Choice of an appropriate sampling frequency was critical for the efficiency and accuracy of theoriginal study as sample size is related to the statistical power of the analysis. Statistical power ofan analysis determines the minimum sample size required to detect a statistically significant effectof a given magnitude. Power calculations for sampling frequency have been calculated for thisproject and are detailed in Table 2 based on the assumption that one year's after treatment data willbe available. The power calculations shown assume the analysis methods detailed below will beemployed.

TABLE 2 : Percentage of treated sites to be sampled to allow statistically significant detection ofgiven treatment effects.

Area Minimum overall crashPercentage of treatedfrequency change to be

sites to be sampled (bydetected

length)Metropolitan

10%20%15%

10%

20%

7%

Rest of Victoria10%>100%

20%55%

30%

25%40%

15%

EVALUATION OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 3

From preliminary inspection of the quantity of treatment site data it was considered appropriate tosample 10% of the treated sites in the metropolitan area given the original project size. Table 2shows that this would be able to reliably detect a minimum 15% percent change in overall crashfrequency at the treated sites in total.

Table 2 highlights potential problems in the analysis of speed zone changes in the rest of Victoria.It is evident from Table 2 that, even sampling 100% of the treated sites in this area, the smallestcrash frequency change which could be reliably detected is somewhat greater than 10%. This iscaused by the relatively small percentage of roads in this region with changed speed zone combinedwith the low accident rate per kilometre on these roads. Even to reliably detect a minimum 20%crash frequency change, the original study would have required 55% of the treated sites to besampled. This sampling frequency was inconsistent with the magnitude of the original projectgiven the number and nature of treated sites in the rest of Victoria (many of the treated sites in therest of Victoria are in buffer zones between open highways and built up rural towns, which cantypically be as short as 600m). Considering this, it was decided to sample 15% of the treated sitesin the rest of Victoria, enabling a minimum 40% change in crash frequency to be reliably detectedin the original study.

Given the extra post treatment data available in this study, the sampling frames chosen would allowminimum crash reductions of around 10% and 25% to be detected in Melbourne and the rest of

Victoria respectively.

2.3 ANALYSIS STRATIFICATION

To provide maximum detail on the effects of speed zone changes on crash frequency, the analysishas been graduated into a number of levels. The analysis stratification levels to be used, fromcoarsest to finest, are;

I. All speed zone changes in all LGAs aggregated : This is an overall measure of theinfluence of the speed zone rationalisation program on casualty crash frequency.

2. Speed zones where speed limits increased and speed zones where speed limits decreased:All the speed zone changes are categorised into one of two broad categories; speed limitincrease and speed limit decrease. This level of analysis measures the broad averagecasualty crash effects of the speed limit increases and decreases that were undertaken.

3. Each individual type of speed zone change: This level of analysis measures the averagecasualty crash frequency change due to each type of speed zone change (eg. 75-70 km/h,60-70 km/h) across all road lengths with each particular speed zone change.

4. Each individual type of speed zone change within each individual LGAs : This is similarto 3 above but measures any differences in speed zone change effects for each type ofspeed zone change between one LGA and another.

It was not certain whether the quantity of data available for analysis would allow the assessment ofgraduation level 4. It is, in theory, possible to proceed to one finer level of analysis, being theassessment of crash frequency change on each individual road length which experienced a speedzone change. Given the amount of crash data available, this finest level of analysis assessing speed


zone changes at individual sites was not considered likely to produce conclusive results and hencenot attempted.

Because of the known differences between roads and crash patterns in metropolitan Melbourne andthe rest of Victoria the analysis has been performed at each of the 4 graduated levels formetropolitan Melbourne and the rest of Victoria separately as well as for Victoria as a whole.

2.4 HYPOTHESESTESTED

The aim of the statistical analysis undertaken in this study was to determine whether speed zonechanges had significantly influenced casualty crash frequency. Hence, the global null hypothesisbeing tested in all the analyses presented is that of no casualty crash frequency change due to theprogram of speed zone rationalisation. In formulating an alternative hypothesis for the statisticaltest procedure, there is no clear a-priori reason to expect speed zone changes may increase ordecrease casualty crash frequency for either speed increases or decreases. This is because crash riskis not merely a function of absolute traffic speed but also factors such as variance in vehicle speedswithin a traffic flow. Consequently, a two tailed alternative hypothesis was appropriate to use fordetermining the statistical significance levels of the tests presented here. This statistical teststructure has been used in hypothesis testing at all the levels of analysis discussed in section 2.3above.

3.0 DATA

3.1 SPEED ZONE CHANGES

Each VicRoads regional office in Victoria prepared a summary of speed zone changes in theirregion that had been undertaken as part of the rationalisation program. This information wassupplied to MUARC for the evaluation in hard copy format. In order to accurately determine thetype, location and exact timing of each speed zone change in Victoria, the following informationwas required in the data supplied:

1. Municipality of change (LGA)2. Location start and end points on the road of each speed zone change3. Speed zoning before and after the change4. Date of speed zone change

Examination of the data supplied revealed no uniform or consistent method of recording suchdetails. Of the seven VicRoads regions, only the Northern and Eastern Regions were able to supplyall relevant details within the one spreadsheet in a readily useable form. For three of the remainingfive VicRoads regions, the required information could, in most cases, be obtained by manualprocessing of the supplied information. Manual processing of these cases generally consisted ofdetermining zone change start and end points from details of speed sign placement on the road. Forthe remaining two VicRoads regions (Western and North-East Regions), information supplied wasincomplete and could not be used for the purpose of this study.

Contact with the VicRoads regional offices was made in an attempt to obtain the required missingdata items. Apart from limited assistance with some implementation dates in certain regions, in

Ev ALUA nON OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 5

general the VicRoads regional offices were unable to supply in a timely manner the missinginformation required to make the data useable in the evaluation. Table 3 summarises the useableinformation supplied by each VicRoads region.

TABLE 3 : Summary of the relevant information on speed zone changes supplied by eachVicRoads region.

VicRoads Region Local Govt.LocationSpeed ZoneImplementationArea

(Start and EndChangesDate

point)Northern

.t.t.t.tNorth-East

.t .t.tWestern

.tEastern

.t.t.t.tSouth-West

.t.t.t.tSouth-East Metro

.t.t.tsomeNorth-West Metro

.tsome.tsome

For the LGAs within the metropolitan VicRoads regions where the installation date of the speedzone change was available, date of installation was often only given within a six month period. Inorder to maximise the amount of after-treatment crash data available, it was decided to restrict

analysis to those Local Government Areas that had speed zone changes between July 1993, thebeginning of the program implementation, and December 1993. The majority of metropolitanLGAs had speed zone change implementation dates falling within this time frame. Most of thosewith implementation dates falling in the time frame and with all the required information suppliedby VicRoads were used in the evaluation. Table 4 lists those LGAs satisfying the inclusion criteria.For the purpose of this analysis, the LGAs used were those which existed in Victoria prior to theprogressive restructuring ofLGAs which began in 1993.

TABLE 4 : Metropolitan LGAs selected for evaluation of speed zone changesVicRoads South East MetropolitanNorth West

RegionMetropolitan

LGAs Selected

Berwick Bulla

Brighton

SunshineCamberwell

KeilorCranbourne

Chelsea

Croydon

Melbourne

DandenongCollingwood

Doncaster and Templestowe

RichmondKnox

Eltham

WaverleyDiamond Valley

Preston

Table 4 shows the spread of metropolitan Melbourne LGAs included in the analysis, ranging frominner city LGAs, such as Camberwell, Collingwood and Melbourne, to urban fringe LGAs such asDiamond Valley, Bulla and Cranbourne. A map of the metropolitan LGAs used in the analysis canbe found in Appendix A.


The three rural VicRoads regions which had supplied sufficient site data for use in the evaluationwere further examined to reveal that the implementation dates of the speed zone changes occurredfrom August 1993 through to December 1994, with most occurring in the time frame January 1994to December 1994. In order to have the maximum after-treatment crash data for analysis, it wasdecided to only consider those regions that had speed zone changes from January to June 1994.Analysis then centred on all rural LGAs with sufficient site description provided by VicRoads thathad speed zone changes implemented from January to June 1994. Table 5 lists those rural LGAsmeeting these criteria.

Table 5 shows the coverage of the selected LGAs across each of the three rural VicRoads regionsincluded in the analysis. The selected LGAs include a mix of large population centres, such as Saleand Geelong West, as well as largely rural LGAs, such as Maffra and Otway. A map of Victoriashowing the LGAs included in the analysis for the rest of Victoria is given in Appendix B.

TABLE 5 : Rural LGAs selected for evaluation of speed zone changes.

VicRoads Region EasternSouth WesternNorthern

LGA's Sampled

MaffraGlenelgBet BetMirboo

WannonGisbomeMoe

MtRouseStrathfieldsayeMorwell

HampdenPhillip Island

Port FairyWonthaggi

CamperdownSale

MortlakeBass

HeywoodAlberton

LeighQueenscliffGeelong WestBarraboolOtwayHeytesbury

Analysis of the length of road with speed zone changes in those LGAs selected in each ofMelbourne and the rest of Victoria showed sufficient coverage to meet the statistical analysis powerrequirements discussed in section 2.2 above.

A list of all the speed zone change sites included in the evaluation by LGA for metropolitanMelbourne is given in Appendix C, along with the approximate length of road covered under eachspeed zone change in each LGA and in metropolitan Melbourne as a whole. Analogous informationis given for the rest of Victoria an Appendix D.

3.2 CRASH DATA

3.2.1 Crash database

The crash database used in the analysis was the VicRoads database of Police reported casualtyaccidents in Victoria. Analysis centred on data from the complete years 1990 to 1996. Due to thetiming of the study, the 1997 crash data for the complete year was not available. Discussions withVicRoads revealed crash data for 1997 to be available from January to about October, with the databeing complete to June 1997. Hence a preliminary 1997 crash data file was obtained for the


analysis with data from this file being used for the period January to June 1997 meaning the totalperiod of data available was January 1990 to June 1997.

The VicRoads Police reported crash database records many variables describing crash details(Green 1991). Of those available, the following were relevant to this study;

• Road Reference Point (RRP) : describes crash location for crashes occurring at roadintersections

• Road Segment (RS) : describes crash location for crashes occurring away from intersections• Date of crash

• Recorded speed zone of road on which crash occurred (as recorded by the Victoria Police)• Definition for Classifying Accidents (DCA) describing crash type• Crash severity (fatal, serious injury or other injury)

For those LGAs listed in section 3.1 there was a total of 44,279 crashes over the period 1990 toJune 1997, almost double the number used in the previous study by Newstead and Mullan (1996).

3.2.2 Studyperiods

As described in section 2.1 above, the study design which was chosen for this evaluation is apseudo-experimental design utilising treatment and control sites. Under this study design, suitableperiods before and after implementation of the speed zone changes must be defined on which tobase the analysis. These periods must be defined with reference to the available crash data (January1990 to June 1997) and the treatment implementation dates.

As described in section 3.1, speed zone changes in the sampled metropolitan Melbourne LGAswere implemented over the period July to December 1993. It was decided to define the study"before" period as July 1990 to June 1993 and the study "after" period as July 1994 to June 1997.In rural Victoria, speed zone changes for those LGAs sampled occurred over the period July 1993to June 1994. For these LGAs the before period was July 1990 to June 1993 and the after periodwas July 1994 to June 1997. This provided crash data spanning a period of 36 months before andafter treatment for both the metropolitan Melbourne and the rest of Victoria analysis.

These choices of before and after period offer a number of benefits to both the metropolitanMelbourne and rest of Victoria analyses. Firstly the before and after periods were equal lengthhence providing a balanced analysis. Secondly, the before and after periods cover the samecalendar months eliminating possible confounding effects of seasonal bias which are known toexist in the crash data. Finally, the periods chosen make maximum use of the available aftertreatment crash data hence maximising the power of the analysis for the available data. The choiceof identical before and after treatment periods for every treated site in the analysis is alsoconvenient for data extraction and manipulation.


4.0 ANALYSIS METHODS

4.1 SITE IDENTIFICATION

As VicRoads were not able to supply a specific file of crash data at treated sites for use in theproject, one critical task involved in the project was the identification of crashes at treated sites.After selection of the sample of treated sites to include in the analysis, the appropriate accidentswere identified using a Geographical Information System (GIS) computer package in conjunctionwith crash location data supplied by VicRoads.

The desktop mapping package ArcView 3.0 was used to identify sites with speed zone changes inthe LGAs mentioned in section 3.1. This process involved identifying treatment sites from the hardcopy information and entering this information into ArcView. In the process of identifying thetreated sites, the sites were also labelled as undergoing a specific speed zone change, for example75km to 80km, for use in the analysis phase. As a result of processing the treatment siteinformation in Arc View, a list of location details in the form of Road Reference Points numbers(RRPs) and Road Segment numbers (RSs) were obtained. Each RRP and RS was labelled with thetreatment site to which they related and the speed zone change type that occurred at that site.

4.2 CRASH DATA EXTRACTION

4.2.1 Treatment Crash Data

Having obtained the location details, the RRP and RS numbers were used to identify crashes at thesites with speed zone changes, before and after implementation. This process involved merging theRRP and RS numbers obtained from ArcView onto the Police recorded crash database. Crash

records whose RRP or RS numbers matched those of treated sites were then labelled as occurring atspecific treatment sites, including the type of speed zone change which occurred at each site.Crashes whose RRP and RS numbers did not match were then labelled as suitable for use as control

crashes. The date of each accident within the treatment groups was then examined, labelling theaccident as before or after the speed zone change.

4.2.2 Control Crash Data

Having labelled those crashes occurring at speed zone change sites, the remaining crashes weresuitable for use as control crashes. As discussed, the reason for using control crashes is to adjust inthe analysis for the effects of other factors, apart from the speed zone changes, which haveinfluenced crash frequency in the study period. Hence the sites selected for controls should be assimilar as possible to the treatment sites apart from undergoing the change of interest (viz. a speedzone change).

Treatment site descriptions provided by VicRoads provided very little basis for exact matching ofcontrol sites. Consistent information provided for each treatment site which may have been usefulfor control matching consisted only of the LGA in which the change occurred and the speed zonebefore and after the change. Noting this, it was decided that control crashes would be matched ontwo criteria; (1) LGA of treatment site, and (2) broad speed zoning before and after change. Thefirst criteria controls for the effects of other broad road safety programs in operation (such as speedcamera usage and Random Breath Testing) as well as economic effects in the local district. Criteria


2 controls for specific features such as road type and adjacent land usage that are factors whichdetermine the allocated speed zone of a particular road. Given the range of speed zone changesrecorded at the treatment sites, this control matching strategy allowed all of the remaining crashesnot occurring at treated sites in each LGA to be used as controls which was useful in maximisinganalysis statistical power.

Interrogation of the crash database showed the maj ority (approximately 90%) of pre 1993 crashesoccurred in either 60 or 100 km/h zones in both Melbourne and the rest of Victoria. Most of the

remaining crashes occurred in 75 km/h zones (which have, of course, changed) with only a fewoccurring in 80 and 90 km/h zones. To ensure sufficient crash numbers in each control group, it isessential that each control group selected included crashes in either 60 or 100 km/h zones. Giventhis, Table 6 details the matching criteria used with relation to speed zone for each specific type ofspeed zone change being evaluated.

TABLE 6 : Speed zone changes and proposed control matching speed zones of crashes in the sameLGA

Speed Zone Speed Zone ChangeProposed control crashChange

(km/h)speed zones (km/h) within

Category Code

sameLGA

1

90 to 8080,90,100

2

75 to 70 60

3

100 to 8080,90,100

4

80 to 9080,90,100

5

60 to 70 60

6

75 to 8080, 90, 100 (+ 60 inmetropolitan Melbourne)7

75 to 10080,90,100

8

80 to 9080,90,100

9

60 to 8080, 90, 100 (+ 60 inmetropolitan Melbourne)10

100 to 90 90, 100

11

75 to 60 60

Other

100 to 60, 100 to 70, 60 to 50,60,80,90,10075 to 90, 70 to 60, 70 to 80, 80 to 100,60 to 100

The "other" category in Table 6 contains speed zone changes which have occurred at only 1 to 2sites in the state. Given their small number it was not considered possible to evaluate these speedzone change types individually to produce meaningful results, hence they were aggregated into aresidual category, labelled "other", for analysis. 100 km/h sites which had been rezoned to 110km/h, whilst not the subject of this evaluation, were excluded as potential controls for this study.


All accidents had been labelled as occurring before or after the speed zone change (time) and ineither treatment or control groups (group). The file was then aggregated by the speed zone changetype, time and group within each of the LGAs selected to obtain a crash frequency for eachcombination ready for analysis.

4.3 STATISTICAL ANALYSIS METHODS

The most widely used method of evaluating countermeasure effectiveness when control groups areused for comparison, and one which would seem appropriate for use here, is that proposed byTanner (1958). Tanner's method has been used in many previous evaluations of accident black-spottreatments, for example by Corben et al. (1990), Bui et al. (1991) and Tziotis (1993). In summary,Tanner's method assumes that accidents at a treatment site are assigned to the before and aftertreatment periods according to a Binomial distribution. Under the null hypothesis of no treatmenteffect the ratio of accidents in the before to after period in the treatment group should be the sameas that in the control group. A chi-squared test for differences in the control versus treatment groupis then applied to test the null hypothesis of no treatment effect. Tanner's method includes a test ofequal treatment effect across a number of treated sites. The main advantage in using Tanner's test isthat it makes good use of information from control groups in the analysis.

A test similar in philosophy to that proposed by Tanner has been described by Bruhning and Emst(1985). This test procedure uses the much newer and more elegant theory of Generalised LinearModels, techniques that were not widely available at the time Tanner devised his method. Thisnew method also makes good use of information in the control group but is not restricted by theassumption that the control group crash frequencies are error free as Tanner assumes. The methodof Bruhning and Emst recognises that the crash frequencies at the control sites will also be subjectto variation. A brief outline of the test proposed in Bruhning and Emst (1985) follows.

The accident data for a particular treatment site and control site in a simultaneous before and aftercomparison can be summarised in a 2x2 contingency table, as in Figure 1.

FIGURE 1 : 2x2 crash data contingency table for a single treated site and its controlBeforeAfter

Control groupnllnl2

Treatment groupn2ln22

where nij is the number of crashes in cell ij of the table. For L treatment sites, this may besummarised in a series ofL 2x2 contingency tables as in Figure 2.

FIGURE 2 : 2x2 crash data contingency table for L treated sites and controlsSite Control GroupTreatment Group

No.

BeforeAfterBeforeAfter

1nllln1l2nl2lnl22

2n211n2l2n22ln222

L

nUlnU2nLllnI22


A log-linear model with Poisson error structure, appropriate for the variability in the count data, ofthe form

In(nijk) = fJo +fJi +fJij +fJik +fJijk

where i is the site number, j is the treatment or control group index and k is the before or aftertreatment index, is then fitted to the data in Figure 2. Significant treatment effect in each group, i,

is then assessed by testing the significance of the fJijk parameter for each group. The magnitude ofthe treatment effect is also assessed by the magnitude of this parameter and suitable confidencelimits can be calculated. Subtle modifications of the above model can be used to test for

homogeneity of treatment effect across a group of sites as well as each of the analysis levelsdescribed in section 2.3. These modifications are described in Bruhning and Emst (1985).

4.4 POST HOC ANALYSIS

Having established any significant change in casualty crash rates associated with the implementedspeed zone changes, further post-hoc analysis of the data to determine the specific nature of thechanges was undertaken. The analysis presented is descriptive, examining differences in theprofiles of various crash descriptors before and after the speed zone change at the treated sites. Thekey variable examined is DCA type, which describes the type of crash recorded in terms of vehiclemovement. The level of detail in the analysis was determined by the findings of the crash frequencyanalysis.

In addition, results of the crash frequency analysis have been compared to the summary of speedmonitoring data at sites with changed speed zoning, detailed in Appendices F and 0 of theParliamentary Inquiry report (Road Safety Committee, 1995).

5.0 RESULTS

5.1 METROPOLITAN MELBOURNE

5.1.1 Crash Frequency

Results of the analysis of the effects of the speed zone rationalisation on casualty crash frequencyin metropolitan Melbourne are presented here. The analysis methods of Section 4 above wereemployed to obtain the results.

Table 7 details the results of the casualty crash frequency analysis performed for metropolitanMelbourne. Results are presented for the first three levels of analysis detailed in Section 2.3. Thatis, the total program effect across all speed zone changes, general effects of speed zone increasesand speed zone decreases and the effects of each type of speed zone change across all LOAs ofmetropolitan Melbourne. Although the amount of before and after crash data available was limited,the fourth level of testing proposed in Section 2.3 which examines each type of speed changewithin each LOA was carried out with results presented in Appendix C. Most of the estimates ofcrash effects shown in Appendix C have relatively wide confidence limits, reflecting the smallquantities of data and prompting caution in their interpretation.


The estimated percentage change in casualty crash frequency for each hypothesis tested are shownin Table 7 along with 95% confidence limits on each estimate. In interpreting these results, anegative sign on the result indicates casualty crash frequency reduction whilst positive estimatesindicate crash frequency increase. As well as the 95% confidence limits and point estimates, thesignificance level of the test of the null hypothesis is given. The significance level value is theprobability that the null hypothesis is true, viz. no change in crash frequency due to speed zonechanges, given the data tested. Small values of the significance level indicate significant casualtycrash frequency change due to speed re-zoning. For completeness, Table 7 also shows the numberof crashes in the combined before and after treatment study periods for both the treatment andcontrol sites. The number of cases in each of these cells gives an indication of the statistical poweravailable in each analysis, with more cases giving greater power to identify statistically significantcasualty crash frequency change.

TABLE 7 : Results of crash frequency analysis - Metropolitan Melbourne

MELBOURNE95% Confidence

LimitsPercentage Lower Upper Sig.

Change* Limit Limit LevelNumber of casualty

crashes in analysisSpeed Zone Changes AcrossTreatmentControl

All LGAs90 - 80

324546-13.35%-33.70%13.25%0.293975 - 70

14334121-0.13%-11.42%12.60%0.9834100 - 80

14743260 - 70

1547412275 - 80

3359687460 - 80

2682234100 - 90

2616575 - 60

752031"*'" .Other 432210-18.62%-49.01%29.88%0.3876--

Increase or DecreaseSpeed Zone ChangesIncrease Speed Zone Change

517413230

Decrease Speed Zone Change

20057295-4.30%-13.40%5.77%0.3898

Across All LGAs for allSpeed Zone ChangesAll Accidents

722222735

*:Net percentage change after adjusting/or control group crash trend


Examination of the results presented in Table 7 shows only two statistically significant hypothesistest results at the 5% level of significance for speed changes in metropolitan Melbourne. Of theindividual speed zone changes, the changes from 100 to 80kmlh and 75 to 80 kmIh resulted in acasualty crash change significant at the 5% level. For the 100 to 80km/h speed zone change, adecrease in casualty crash frequency of 45.81 % was associated with the speed zone change, with anull hypothesis significance probability of 0.0007. For the 75 to 80 kmIh speed zone change, anincrease in casualty crash frequency of 10.72% was observed with a significance probability of0.0157.

Of the other individual speed zone changes analysed, one other showed a result worthy of note. Thedecreased speed zoning from 75 to 60 kmIh was associated with an increase in casualty crashfrequency of 42.65% percent, with a null hypothesis significance probability of 0.0923. Whilst thissignificance probability is not less than 5% it is sufficiently small to be described as marginallystatistically significant (significance probability between 0.05 and 0.10), indicating a likely effectassociated with this speed zone change. Whilst this result may look counter intuitive, there arepossible explanations for the observed crash increase, such as an increase in the variance of travelspeeds on the re-zoned road section, which will be further discussed below.

All the other individual speed zone changes with crash change results shown in Table 7 had nullhypothesis test significance probability greater than 0.10 indicating that no statistically significantchanges in crash frequency due to speed zone changes were found. As with all hypothesis testing ofthis kind, a non significant hypothesis test result does not necessarily indicate there was no realchange in crash risk, but rather that a statistically significant change could not be identified giventhe available data.

Table 7 also shows the results of testing the effects of speed zone changes in metropolitanMelbourne, broadly classified by zones with increased speeds and zones with decreased speeds. Forroads where speed zones increased, an increase of casualty crash frequency by 9.3%, with astatistical significance probability of 0.0076 was observed. For roads where speed zoningdecreased, no statistically significant change in casualty crash frequency was found (significanceprobability = 0.3898).

The final result presented in Table 7 is an estimate of the overall effect of all speed zone changes oncasualty crashes in metropolitan Melbourne. The estimated net impact of all speed zone changesanalysed in metropolitan Melbourne, as shown in Table 7, is a 4.65% increase in casualty crashfrequency with a marginal statistical significance probability of 0.0969.

Using the proportion of sites sampled for analysis in Melbourne and the before treatment crash rate,the estimated 4.65% increase in casualty crashes numbers across all Melbourne representsestimated increase in the order of 235 casualty crashes per annum due to all speed zone changes.Examining individual speed zone changes, an increase of 10.72% in casualty crash frequencyestimated for the 75 to 80 kmIh speed zone change represents in the order of 188 casualty crashesper annum whilst an increase of 43% in casualty crash frequency estimated for the 75 to 60 km/hspeed zone change represents approximately 151 casualty crashes per annum across all Melbourne.A decrease of 46% of casualty crash frequency for the 100 to 80 kmJh speed zone change translatesto a saving of approximately 44 casualty crashes per annum.


In summary, analysis of the effects of speed zone changes on casualty crash frequency inmetropolitan Melbourne led to the following results. Overall, speed zone changes were estimated toincrease casualty crash frequency by 4.65%, with a marginal statistical significance. No statisticallysignificant change in casualty crash frequency was found overall at sites where the zone speeddecreased, whilst a 9.25% casualty crash increase (with high statistical significance) was observedat sites where zone speed increased. For particular speed zone changes, the change from 100 to 80km/h showed a highly statistically significant casualty crash reduction of 47%, increased speedzoning from 75 to 80 km/h showed a statistically significant casualty crash frequency increase of10.7% and the change from 75 to 60 kmIh showed a marginally statistically significant casualtycrash increase of 43%.

5.1.2 Post Hoc Analyses

Having analysed the changes in casualty crash frequencies above, further analysis has beenundertaken in attempt to better understand these results. Further analysis for the metropolitanMelbourne area has centred in two areas; (1) Examination of the changes in the profile of crashtypes by Definition for Classifying Accident (DCA) grouping before and after speed zone changefor those sites with significant crash frequency changes, and (2) Relationship of the crash frequencyanalysis results to results of speed monitoring reported in Appendices F and G of theParliamentary Inquiry report (Road Safety Committee, 1995).

Changes in Crash Type Profiles

Examination of changes in DCA patterns before and after speed zone changes for sites withsignificant changes in casualty crash frequency has been carried out to determine if speed zonechanges have been responsible for changes in all crash types generally or only specific crash types.DCA groups are specified by the first two digits of the DCA code. A full DCA chart is shown inAppendix E. It should be noted that the analysis here looks only at changes in the distribution ofcrashes by DCA at the sites where speed zones have statistically significant changes and makes noreference to the control sites. To overcome the absence of reference to control groups, the analysisexamines changes in the proportion of crashes in each DCA group before and after treatment.

FIGURE 3 : Percentage of DCA groupings for crashes occurring in the treatment areas ofmetropolitan Melbourne before and after speed zone changes: All speed zone changes.

~ ~'"'"

~;; ~ ~Q. 0'" , c c~ 8 ~ ~0~ liS

0~ cE

o ~ «~~«DCA Group

IDBefore Changes

_After Changes


Figure 3 shows the distribution of crashes by DCA grouping for all speed zone change sites inmetropolitan Melbourne before and after speed zone changes. It can be seen from Figure 3 that thedistribution of DCAs has changed little as a result of the speed zone changes, with the proportion ofcrashes in each group essentially the same before and after treatment. The analysis of crashfrequency change in Section 5.1.1 above estimated an overall casualty crash frequency increase of4.65%. The DCA analysis in Figure 3 shows that it has been uniform across all crash types ratherthan affecting any specific crash types.

Of the individual speed zone changes analysed for metropolitan Melbourne, only three showedevidence of significant crash frequency changes. These were 100 to 80 km/h, 75 to 80 km/h and 75to 60 km/h. Figures 4 5 and 6 show the results of DCA analysis for each of these three speed zonechanges respectively.

Figure 4 shows the results of DCA analysis for the 100 to 80 kmIh speed zone change where ahighly statistically significant crash frequency decrease of 45.81 % was observed. Figure 4 showsnotable decreases in the proportion of crashes of the types adjacent direction and opposingmanoeuvres (DCA 110-129), and relatively smaller decreases in the percentage of off-straight andon-curve accident types (DCA 170-189). This suggests that the crash reduction attributed to thisspeed zone change has been achieved by reducing crashes of these specific types. Whilst theproportion of same direction manoeuvre crashes (DCA 130 -139) has increased markedly, it shouldbe recalled that the speed zone change resulted in an overall decrease in crash numbers.Consequently, the proportionate increase is most likely not reflecting an increase in actual crashnumbers for that DCA type but rather reflects the decrease in the absolute crash numbers in othercategories.

FIGURE 4 : Percentage of DCA groupings for crashes occurring in the treatment areas ofmetropolitan Melbourne before and after speed zone changes: 100-80km/h speed zone change.

.~;"" ::I~ 8~ c::

o~

35%

30%

CL

::Ie 25%Cl .5J!lc::

20%•• "'uuc:(•..15%0 c::

0:e0 10%CL ell..5%

0%

.•.• c:: .•c::

~ Ol c::

0.~ ~i;c:: ~

~ .•::J'S:•• ::I

8 - ••,- ~

8.8o 8c:: g i!

o ::J'E g

CLC::tu .5 o tu•• c::

~ ll..~E tu8 RI RI ~.!!!.~

l/)

~

;::J••oc::RI~~••:;o

DCA Group

:;tua.c::o

~::Ioc::o.!lc::••"'H«

III Before Changes

• After Changes


For the change from 75 to 80 km/h, which resulted in an estimated 10.72% crash increase, Figure 5shows small increases in casualty crashes of the types adjacent manoeuvres (DCA 110-119), othermanoeuvres (DCA 140-149), off-straight (DCA 170-179) and on curves (DCA 180-189), alongwith a notable decreases in casualty crashes of the types manoeuvres involving pedestrians (DCA100-109), crashes on path (DCA 160-169) and other crashes. Generally, however, the proportion ofcrashes in each DCA type is similar before and after the speed zone change suggesting the changehas increased all crash types equally rather than any specific crash type.

FIGURE 5 : Percentage of DCA groupings for crashes occurring in the treatment areas ofmetropolitan Melbourne before and after speed zone changes: 75-80km/h speed zone change

DCA Group

~Q.c:o

~uc:o

i1..~«

Cl Befors Changes

_After Changes

FIGURE 6 : Percentage of DCA groupings for crashes occurring in the treatment areas ofmetropolitan Melbourne before and after speed zone changes: 75-60km/h speed zone change

30%

25%

CL

::IeCl.5

20%

!l c••."'8

15%c( 'lic

0'E10%

0 ~CL 5%

0%

~ C» ;!.§

> e '" ~~~o '"

~ ~e > ••

.- >

'" e ."o ::I

:;:-~'E l!l

2l 51~~«

'"Cl I!!

.S;;; >'" ::I

&.l!l

CL eo '":;:

e.Q en

1d.!:: :Jo l!l•• eE IV"':;:

Cl)

'"I!!>::I

l!le'":;:l;;

5DCA Group

s:::iiiCL

eo

Il=

~ 1:'E .2>~ ~SUi«

••~::Ioeo'"'E••."

§

III Before Changes

.After Changes

l;;s:::

CS


Figure 6 shows the results of DCA analysis for the 75 to 60 km/h speed zone change where amarginally statistically significant crash frequency increase of 42.65% was observed. Figure 6shows increases in the proportion of crashes of the types opposing manoeuvres, same directionmanoeuvres, other manoeuvres and overtaking manoeuvres (DCA 120-159) with proportionatecrash decreases in the other DCA categories. Overall, the change in crash distribution across DCAtypes before and after this speed zone change are small suggesting the effect on crashes is moregeneral than associated with any specific crash types.

Relation to Speed Monitoring

As part of the submissions made to the Parliamentary Inquiry into the revision of Victoria's speedlimits (Road Safety Committee, 1995), both the RACV and VicRoads submitted speed monitoringdata at a sample of sites where the speed limit had changed. Data was collected both before andafter the change. Appendices F and G in the Parliamentary Inquiry report detail the results ofanalysis of the speed monitoring data. Whilst the data presented is representative of a limitednumber of sites, it was considered useful to compare the published findings to the results of theanalysis undertaken here in an attempt to link any recorded speed changes with the estimatedchanges in crash frequency.

Table 8 summarises the results of the speed monitoring data presented in the Parliamentary Inquiryreport along with the key results from the casualty crash frequency analysis described above. TheRACV state the sites monitored, with all being located in metropolitan Melbourne. The exactlocation of the VicRoads sites, however, is not stated in the Parliamentary Inquiry report, hence itwas presumed these also lie in metropolitan Melbourne. Consequently, it was considered relevantto compare all the speed monitoring results available to the results of the Melbourne casualty crashanalysis.

As shown in Table 8, the results ofVicRoads and RACV speed monitoring are generally consistentin their conclusions. These results are also consistent with the results of the casualty crashfrequency analysis also detailed in Table 8.

For the speed zone change from 60 to 70 km/h, there was small mean speed increases observed onundivided roads and no mean speed increases observed on divided roads. Whilst speed distributionsnarrowed on the divided roads, the effects on undivided roads were less clear with some

distributions widening and others narrowing. No significant changes in casualty crash frequencywere observed for this speed zone change which is consistent with the results of speed monitoringfinding only slight increase or no mean speed change and generally an indication of a narrowing ofspeed distributions.

Casualty crash analysis of the speed zone change from 75 to 80 km/h in metropolitan Melbournefound a statistically significant 10.7% increase in crash frequency. Results of speed monitoringsuggest this may be due to the observed slight speed increases, particularly on undivided roads,along with the a continued number of vehicles exceeding the speed limit excessively, particularlyon undivided roads, even at the new higher speed limit. In addition there is a suggestion of widenedspeed distributions, again particularly on undivided roads, which is known to contribute to highercrash risks.


From speed monitoring at sites with a speed zone change from 75 to 70 km/h, little change wasrecorded in the mean travel speeds resulting in the reduced compliance with the new speed limit.There was also little change in the distribution of speeds. These are both consistent with thecasualty crash frequency analysis results in finding no statistically significant change in casualtycrash frequency at sites with this speed zone change.

TABLE 8 : Summary of speed monitoring results presented in the Parliamentary Inquiry reportand related casualty crash frequency analysis results. Metropolitan Melbourne.

Zone Mean Speed I Compliance SpeedCasualty Crash

Change

DistributionFrequency

Analysis Results60-70

RACV RACV

Divided

Speeds relatively unchangedDistribution narrowed

Majority complying to new limit and

in 7 out of 8 locations

less exceeding the limit VicRoadsVicRoads

Speeds unchanged. Greater compliance.

Distribution narrowed10.15 % increase

(-1.99,23.80)60-70RACV RACV0.1045 significance

Undivided

Slight increase in speeds Half sites narrowed

Increase in complying to new limit

and half sites widened

Less exceeding the limit VicRoadsVicRoads

Small speed increase. Greater

Not stated

compliance75-80

RACV RACV

Divided

Speeds remain unchanged at 80-85km/hSlight widening inLess below the limit but

distribution for 6 of 8

proportion of high risk drivers

locations

(>20km/h over) remained the same VicRoadsVicRoads

Speeds unchanged, less drivers below

Not statedlimit. Same number of excessive

10.72% increase

speeders (>20km/h over)(1.95,20.24)

75-80RACV RACV0.0157 significance

Undivided

Increase in speeds Half sites narrowedand half sites widenedVicRoads

VicRoads

Speed increases; mean up 9km/h, 85th

Not stated

percentile up 14km/h 75-70

VicRoads VicRoads

Divided

Slight decrease in speeds with notableNot stated

number exceeding limit excessively -0.13% decreasee75-70RACV RACV(-11.42,12.60)

Undivided

Speeds unchanged Slight widening or no0.9834 significance

Reduction in complying to new limit

change in distributionand increase in exceeding the limit

for 7 of 8 locations

Ev ALUAnON OFTHECRASHEFFECTSOFTHECHANGESIN SPEEDZONESINVICTORIADURING1992-1993 19

5.2 REST OF VICTORIA

5.2.1 Crash Frequency

Results of the casualty crash frequency analysis for speed zone changes in the rest of Victoria arepresented in Table 9. The format and interpretation of the results presented in Table 9 are the sameas for Table 7 above which details the results of the metropolitan Melbourne analysis. Results forspeed zone changes within individual LGAs in the rest of Victoria are given in Appendix D.

TABLE 9 : Results of crash frequency analysis - rest of Victoria

RURAL VICTORIA95% Confidence



crashes in analysisSpeed Zone Changes Across

TreatmentControlAll LGAs

75 - 70

156586.42%-36.11%77.25%0.8110100 - 80

753812.40%-36.71%99.21%0.699060 - 70

305164.17%-36.27%70.28%0.870575 - 80

119566-11.80%-39.07%27.67%0.505775 -100

666115.05%-34.27%101.37%0.623660 - 80

4374-1.05%-44.06%75.03%0.9710Other

434413.20%-35.92%99.97%0.6693


1592117-1.89%-22.64%24.410.8750


2211969.01%-25.56%59.93%0.6572


18536572.33%-15.39%23.75%0.8122

*:Net percentage change after adjustingfor control group crash trend

Whilst Table 9 shows the overall casualty crash frequency increase for all speed zone changescombined in the rest of Victoria to be estimated as a 2.33%, the result is not statistically significantleading to the conclusion that speed zone changes have not led to an overall change in crashfrequency in this region. Examination of each of the individual speed zone change types oraggregations by increase or decrease speed zone change in Table 9 shows none of the speed zonechange categories considered to have resulted in a statistically significant change in casualty crashfrequency, supporting the overall result.


5.2.2 Post Hoc Analyses

Figure 7 details the results of DCA profile analysis for all speed zone changes combined in the restof Victoria before and after implementation of speed zone changes. Examination of Figure 7 showsdistributions of DCAs changed little as a result of speed zone changes with the proportion ofcrashes in each group essentially the same before and after treatment. In conjunction with the lackof statistically significant change in crash frequency observed in the rest of Victoria, the combinedresults show that the speed zone changes in this region have not effected either crash frequency intotal or the distribution of crash types.

FIGURE 7 : Percentage of DCA groupings for crashes occurring in the treatment areas of the restof Victoria before and after speed zone changes: All speed zone changes.

fillBefore Changes

• After Changes

30%

25%

Q,::reCl 20%.5.!Ic••'tI;; 15%u cl:•..0c0 10%t: 0Q,elL 5%

0%

'"'" c '"c

~ 0> C

0O>~o '":J'~ .~

U '".~ >-- ~8-5jj

.• ~'" ::r~ >.: >

&.8__ ::ro ::r 08C>'t1 c ~Q,C

cu'sm 0"•• c:; D-8 lij

:;E ••.. :;~:;en

-0:

'"~>::r

8c••:;~

.<::

5DCA Group

5.3 WHOLE OF VICTORIA

For completeness, the crash frequency analysis was also carried out for Victoria as a whole toassess the casualty crash frequency effect overall. The results of the combined analysis arepresented in Table 10. Interpretation of the results in Table 10 is the same as Tables 7 and 9.

As expected from the relative number of crashes available for analysis in Tables 7 and 9, theestimated casualty crash effects shown in Table 10 for the whole of Victoria are dominated by themetropolitan Melbourne results. Hence the results of Table 10 closely follow those of Table 7 andthere were no different conclusions to those detailed for the analysis of speed zone changes inmetropolitan Melbourne.


TABLE 10 : Results of crash frequency analysis - All of Victoria

VICTORIA95% Confidence



crashes in analysisSpeed Zone Changes AcrossTreatmentControl

All LGAs90 -80

324546-13.35%-33.70%13.25%0.2939

75 -70

144847791.24%-9.84%13.67%0.8349

100 -80

154970

60 -70

15774638

75 -80

34787440

75 -100

6661

60 -80

2722608

100 -90

26165

75 -60

752031

Other472554


533315347


20278491


740726392

*:Net percentage change after a4justingfor control group crash trend

6.0 DISCUSSION

Selection of sites where speed zone changes had taken place for use in the analysis presented herewas largely dictated by the quality of the data describing the sites supplied by the VicRoadsregional offices. Of those sites with suitable data, the majority have been included in the analysis.Ideally, when sampling sites for analysis, a completely random sampling mechanism is necessaryfrom a statistical point of view in order to eliminate any possibility of systematic bias in the dataaffecting the results of analysis. As it was not possible to apply a completely random samplingprocedure for site selection, it has been assumed that the sites analysed are generally representativeof all sites of the same type and hence the analysis is representative of the true effects of speed zonechanges in Victoria.

Overall, the results of the evaluation presented here give indications of the effects that the revisionof Victoria's speed zone limits have had on casualty crash frequency. Results of analysis in


metropolitan Melbourne indicate that the increased speed zoning, with no co-incidental roadgeometry changes, was generally associated with an increase in casualty crash frequency, reflectedparticularly in the 75 to 80 km/h speed zone change. Speed monitoring results suggest this may bea result of higher mean speeds, plus a wider distribution of speeds in some ofthese zones.

The results also indicate that decreasing speed zoning in metropolitan Melbourne did not generallyresult in statistically significant change in casualty crash frequency. There are however somenotable exceptions when examining particular speed zone decreases. For the 100 to 80 km/h speedzone change, a significant crash reduction of 45.8% was estimated. This result could perhapssuggest that the original 100km/h speed zoning was too high on the roads concerned, with 80km/hrepresenting a travel speed with which more people are willing to comply. It should also be notedthat this speed zone change typically occurred in urban fringe areas on roads possibly not of a highengineering standard. Speed monitoring data, which was not available for the study, would havebeen necessary to support this hypothesis. The other notable speed zone decrease is the changefrom 75 to 60 km/h zoning that appears to have increased casualty crash frequency. This is possiblythe result of the speed zone change increasing the variance in travel speeds with some driversrefusing to reduce travel speed from that which they have been used to travelling at in the past.Again, speed monitoring data would be needed to support this theory.

Assuming the estimated crash effects of speed zone changes in Melbourne for the sites examined inthis study are generally representative of the crash effects speed zone changes would have at anysite, the results point to some important implications for road authorities to consider for speedzoning in the future. Firstly, casualty crash increases may be likely when increasing zoned speeds,even by as little as 5km/h. Conversely, when reducing posted speed limits, there appears to be areluctance for drivers to uniformly reduce travel speeds to comply with the new limits, henceleading to no change in crash frequency. In some cases, lowering of speed limits may lead to anincrease in the distribution of travel speeds consequently causing an increase in crash rates. Ameans of lowering speed limits whilst achieving a corresponding reduction in crash frequencythrough general driver compliance with the new posted limit may be to use speed enforcement,such as speed camera or laser deployment, for a period of time following re-zoning.

Results of the analysis of crash effects of the speed zone changes in metropolitan Melbourne fromthis study are largely consistent within statistical accuracy with the results of the earlier study byNewstead and Mullan (1996) apart from two notable exceptions. This first is the change from 60 to80 km/h which the original study estimated to produce a statistically significant crash reduction of47% but here showed no statistically significant crash change. Reasons for this inconsistency arenot obvious. Sites with this speed zone change are typically sections of road around intersectionson major arterial roads which have been re-zoned to make them consistent with the rest of the road.The change in result suggests there might be an initial crash effect straight after the speed zonechange which diminishes with time, a point further discussed in the context of the results for therest of Victoria below. Another reason may be changes in signal phasing at the intersectionsconcerned some time after the speed zone changes. Further research would be needed to establishthe exact cause. The second apparent inconsistency is the zone change from 75 to 60 km/h whichhere was estimated to produce a marginally significant 43% crash increase whereas in the previousstudy was estimated to produce no significant crash change. It should be noted for this result,however, that the current estimate lies within the confidence limits of the previous estimate whichwere very wide due to limited data. Hence the results are not inconsistent in a statistical sense.


Results of the present analysis for the rest of Victoria indicate that the speed zone revisions haveresulted in no statistically significant changes in casualty crash frequency either overall or for anyparticular speed zone change. As noted, the speed revisions in this area generally have beenimplemented in transition zones between 100 km/h open roads and 60 km/h rural towns with thestretches of road effected being typically quite short. This has resulted in a relatively small numberof crashes available for analysis and has perhaps limited the potential for large crash effects. It is,however, interesting to note that the magnitude of the crash effects estimated for the rest of Victoriaare, although not statistically significant, generally consistent with those estimated for metropolitanMelbourne.

The results ofthe earlier analysis of the crash effects of Victoria's speed zone changes by Newsteadand Mullan (1996) reported an overall crash reduction of 32.9% in the rest of Victoria withmarginal statistical significance, which is apparently quite different to the results obtained here.Estimated crash changes for individual speed zone changes also appear to be quite differentbetween this study and the previous one, although none of these results achieved statisticalsignificance in either study meaning there is no inconsistency in the conclusions drawn. There are anumber of possible reasons for the inconsistency in the estimated changes between the two studies.The most likely of these is statistical estimation variance, highlighted by noting the very smallnumber of crashes at speed zone change sites in the rest of Victoria in Newstead and Mullan (1996)(78 crashes in total) and also in the current study (185 crashes in total).

Another possible reason for the difference between crash change estimates in the rest of Victoria isa change in compliance with new speed limits over time. It is possible drivers may comply wellwith speed zone changes for a period immediately after implementation in response to the newsituation with compliance diminishing as time elapses and driver behaviour regresses to thatobserved pre-change. This hypothesis is consistent with the large reductions estimated in the earlystudy, which focuses on the first year after speed zone changes, and the lack of change observed inthis study which uses data for a period three years after speed zone changes. This hypothesis couldonly be tested if longitudinal speed monitoring data were available after implementation of thespeed zone changes.

7.0 CONCLUSIONS

Analysis of the effects of speed zone changes on casualty crash frequency in metropolitanMelbourne showed an overall increase in casualty crash frequency of 4.7%, although this result wasof marginal statistical significance and should be interpreted with caution. Assessment of thegeneral effects on casualty crash frequency of increasing zoned speed showed a highly statisticallysignificant increase in casualty crash frequency of 9.3% but decreasing zoned speed showed nostatistically significant change in casualty crash frequency. For particular speed zone changes, thechange from 100 to 80 km/h showed a highly statistically significant casualty crash reduction of46%. Increased speed zoning from 75 to 80 km/h showed a statistically significant casualty crashfrequency increase of 10.7% and the change from 75 to 60 km/h showed a marginally statisticallysignificant casualty crash frequency increase of 43%.

The results of analysis of casualty crash frequency in metropolitan Melbourne were generallyconsistent with the results of speed monitoring.


Most of the speed zone changes which occurred in the rest of Victoria took place on the fringes ofcountry towns in the speed transition zones between 100 km/h zones of the open highway and 60km/h zones of the built up town areas. Analysis of the overall casualty crash frequency change forall speed zone changes combined in the rest of Victoria as well as analysis by specific speed zonechanges showed no statistically significant changes in crash frequency.

8.0 RECOMMENDATIONS

From the results of the analysis presented in this report, two recommendations are made.

1. Continued monitoring of the effects of speed zone changes on casualty crash frequencyincorporating more rigorous monitoring of associated changes in traffic speeds

Results of this study have pointed to the general effects of speed zone changes on casualty crashfrequency. The range of specific speed zone changes for which definitive crash effect estimates areavailable is, however, relatively small and the general relevance of the results to speed changesoutside the sites studied is unclear. Speed monitoring results from the Parliamentary Inquiry reportavailable for use in this study, whilst of some value in interpreting the estimated crash effects, werenot extensive enough to provide definitive insight into the mechanisms underlying the observedcrash changes.

It is recommended that the crash effects of any further speed zone changes carried out in Victoria inthe future be monitored using the approaches developed here. Opportunities to carry out extendedstudy in this area should arise considering there is continued re-zoning of road speed limits beingcarried out, especially on city fringes where urban development is under way. It is alsorecommended that extensive speed monitoring be carried out at sites where speed zones havechanged in order to better understand the mechanisms of any observed crash effects. In particular,speed monitoring needs to be carried out longitudinally after speed zone changes to determine ifdriver speed behaviour changes over time in response to the changes, as has been suggested by theresults of this study.

2. Standardisation and review of data collection and reporting procedures used by VicRoadsregional offices.

A particular problem for the evaluation presented here was the lack of detail of some data supplieddescribing the speed zone changes which were carried out. This limited the number of sites withspeed zone changes which could be included in the analysis, and hence the limited statistical powerof the analysis.

It is recommended that the issue of data collection methods be addressed for any future work onthis subject that may be carried out and for other prospective evaluation studies of this type. Forprospective studies it may involve the design and implementation of standard data forms and datacollection procedures across all regions from which data is supplied.


9.0 REFERENCES

BRUHNING, E. & ERNST, G. 1985, 'Log-linear models in effectiveness studies - an applicationto simultaneous before-after comparisons with control group', International Meeting on theEvaluation of Local traffic Safety Measures.

BTCE 1993, 'Cost effectiveness of black spot treatments - a pilot study.' Bureau of Transport andCommunications Economics, Working paper No. 9, October 1993.

BUI, B., CAMERON, M. and FOONG, C.W. 1991, 'Effect of right turn phases at signalisedintersections Part 1 - Safety performance.', Report No. 20, Monash University Accident ResearchCentre, Clayton, Victoria.

CORBEN, B.F., AMBROSE, C. and FOONG, C.W. 1990, 'Evaluation of accident black spottreatments', Report No. 11, Monash University Accident Research Centre, Clayton, Victoria.

GREEN, P. 1991, 'Victorian Road Accident Database - Codebook for 1983 through 1991',VicRoads Road Information Services, Accident Information Centre.

NEWSTEAD, S., CAMERON, M., GANTZER, S. and VULCAN, P. (1995) "Modelling of somemajor factors influencing road trauma trends in Victoria 1989-93" Report No. 74, MonashUniversity Accident Research Centre.

NEWSTEAD, S. and MULLAN, N. 1996, 'Evaluation ofthe crash effects of the changes in speedzones in Victoria during 1993-1994 (excluding 100 to 110 km/h)', Report No. 98, MonashUniversity Accident Research Centre, Clayton, Victoria.

ROAD SAFETY COMMITTEE 1995 'Inquiry into the Revision of Speed Limits' Parliament OfVictoria, Victorian Government Printer, April 1995.

TANNER, J.C. (1958), 'A problem in the combination of accident frequencies', Biometrika, 45,pp 331-42.

TZIOTIS, M. 1993. 'Evaluation of midblock accident blackspot treatments', Report No. 48,Monash University Accident Research Centre, Clayton, Victoria.


APPENDIX ASample of speed zone change sites used in analysis: Metropolitan Melbourne

METROPOLITANSample of Speed Zone Change Sites Used in Analysis

LEGEND

+

IIIZone Changes

CJ Old LGA's

/\I Roads

Accident Research Centre

MONASH UNIVERSITY

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APPENDIXBSample of speed zone change sites used in analysis: Rest of Victoria

RURAL VICTORIA

Local Government Areas Used in Analysis

+MONASH UNIVERSITYAccident Research Centre

APPENDIXCListing of speed zone change sites evaluated in metropolitan Melbourne, lengthof road covered by each speed zone change and estimated crash effects by speed

zone change type within LGAs

MELBOURNE

Percentage Lower Upper Pr> Ch-SqChange* Limit Limit

Speed Zone Changes Within Each LGA

BERWICK

90 to 80-15.59%-55.99%61.90%0.6099100 to 80

-20.00%-73.61%142.56%0.693360 to 70

-27.66%-95.63%1097.62%0.821175 to 80 60 to 80

-26.32%-95.58%1129.46%0.8316100 to 90

81.81%-47.78%533.03%0.347675 to 60

217.66%-69.95% 3258.47%0.3368other

-30.00%-95.86%1083.19%0.8047BRIGHTON

60 to 70-7.14%-76.23%262.73%0.915160 to 80

-9.45%-47.82%57.12%0.7241Other

4.00%-93.84%1654.79%0.9783BULLA

90 to 802.33%-69.40%242.18%0.970275 to 70

56.86%-67.21%650.41%0.5729100 to 80

163.90%-51.89%1347.56%0.263860 to 70

1ii'.5~II.ii.18.~;,-..."""'"",l0"".,., ...,.,.,______, ..,"""','>~ "".',',-"'" ., •. '.'.'.'.-.,-__________',.'" ./-,-._._.75 to 80

-21.36%-57.17%44.38%0.438460 to 80

-3.45%-94.25%1519.90%0.980575 to 60

433.35%-45.17% 5088.20%0.1492Other

250.01%-66.59% 3566.64%0.2959CAMBERWELL

75 to 70-1.20%-93.87%1492.93%0.993260 to 70

-10.61%-51.11%63.44%0.715675 to 60

94.12%-22.16%384.07%0.1548Other

-10.59%-94.50%1354.40%0.9373CHELSEA

60 to 70-24.90%-68.14%77.04%0.5129COLLlNGWOOD

60 to 7044.04%-8.45%126.61%0.1145CRANBOURNE

90 to 8057.90%-90.32% 2474.98%0.748475 to 70

-56.36%-84.45%22.44%0.1152100 to 80

-60 to 70

53.33%-90.77% 2446.38%0.765675 to 80

-15.69%-39.78%18.04%0.3202100 to 90

20.00%-92.95%1943.09%0.8997Other

53.85%-90.79% 2469.61%0.7643CROYDON

75 to 7017.94%-29.68%97.79%0.531760 to 70

-4.77%-45.10%65.18%0.861775 to 80

19.53%-25.53%91.85%0.4599DANDENONG

90 to 80-29.03%-70.63%71.51%0.446275 to 70

-9.35%-59.06%100.69%0.808660 to 70

4.28%-36.68%71.72%0.869375 to 80

-0.99%-30.20%40.46%0.955960 to 80

-19.86%-60.08%60.89%0.533675 to 60

12.00%-55.31%180.65%0.8089DIAMOND VALLEY

75 to 70-28.99%-65.96%48.13%0.361560 to 70

-2.66%-94.02%1485.45%0.984975 to 80

25.96%-22.59%104.96%0.3528100 to 90

0.00%-95.93% 2354.92%1.000075 to 60

-60.87%-96.59%348.85%0.4510Other

-8.11%-94.47%1427.23%0.9530DONCASTER AND TEMPLESTOWE

75 to 70-16.57%-41.97%19.94%0.327860 to 70

0.37%-31.63%47.35%0.985175 to 80

-75 to 60

-17.65%-89.11%522.47%0.8508ELTHAM

75 to 70-20.45%-69.12%104.93%0.6355100 to 80

-30.55%-71.26%67.83%0.418060 to 70

20.00%-38.23%133.11%0.590575 to 80

-27.42%-63.70%45.12%0.364675 to 60

-57.97%-95.90%331.32%0.4656KEILOR

75 to 704.39%-37.19%73.50%0.8682

MELBOURNE

Speed Zone Changes Within Each LGA

Percentage Lower Upper Pr > Ch-SqChange* Limit Limit

*; Net percentage change after adjusting for control group crash trend

•••• ~Mlli~

KNOX

MELBOURNE

PRESTON

RICHMOND

SUNSHINE

WAVERLEY

60 to 70

75 to 80Other

75 to 70

60 to 70

75 to 80Other

75'Tci'7060 to 70

75 to 8075 to 70

60 to 70

75 to 8060 to 70

75 to 80'75107060 to 70

75 to 80

60 to 80

75 to 60Other

75 to 70

60 to 70

75108060 to 80

75 to 60

5.90%

15.52%

4.83%

23.59%

47.12%

-2.87%

-56.91%

5.96%

-8.01%

41.79%

-9.32%

60.32%

.43.8§%147.76%

18.44%

10.49%

18.54%

-18.75%

125.96%

-33.68%

20.29%

20.00%

::ro.62%

-36.78%

-39.01%

-26.27%

-59.03%

-15.57%

-18.51%

-23.54%

-88.10%

-42.42%

-42.93%

-8.02%

-44.06%-23.35%

-77.69%

-50.19%

-23.83%

-84.64%

-21.81%

-74.98%

-77.09%

-84.67%

-18.87%

-21.45%

-36.29%

-79.24%

83.87%

8fOO%168.27%

80.91%

165.61%

23.39%

56.04%

95.00%

48.28%118.58%

47.01%

235.33%

41.13%

1132.41%

84.15%

694.65%

79.72%

163.89%

2128.45%

186.91%

78.33%

83.32%

25.38%

92.53%

0.8387

0.5289

0.9216

0.2761

0.2001

0.8118

0.1997

0.8524

0.7317

0.1137

0.6915

0.2100

0.2195

0.2677

0.4524

0.9211

0.4231

MELBOURNE: LENGTH OF ROAD BY $PEl:D ZONE CHANGE IN EACH LGA

LGA NAME SPEED ZONE CHANGE TOTAL ROAD LENGTH (metres)BERWICK 90 to 80 11312

100 to 80 749360 to 70 123275 to 80 4083460 to 80 1350100 to 90 279475 to 60 1250

Other 1062

BRIGHTON

BULLA

CAMBERWELL

CHELSEA

COLLlNGWOOD

CRANBOURNE

CROYDON

DANDENONG

DIAMOND VALLEY

60 to 70 978

60 to 806138

Other

201

90 to 80

3925

75 to 70

860100 to 80

240360 to 70

61575 to 80

1455060 to 80

101975 to 60

1132Other

530

60 to 70

351475 to 60

387

60 to 70

2297

60 to 70

2470

90 to 80

128975 to 70

4427100 to 80

2088260 to 70

69575 to 80

31607100 to 90

1169Other

978

75 to 70

745160 to 70

814175 to 80

5875

90 to 80

102075 to 70

481860 to 70

224575 to 80

1197660 to 80

98875 to 60

730

75 to 70

631660 to 70

22575 to 80

11991100 to 90

166375 to 60

599Other

658

MELBOURNE: LENGTH OF ROAD BY SPEED ZONE CHANGE IN EACH LGA

LGA NAME

SPEED ZONE CHANGETOTAL ROAD LENGTH (metres)

DONCASTER AND TEMPLESTOWE

75 to 7034821100 to 80

41060 to 70

1868675 to 80

1226675 to 60

1124

ELTHAM

75 to 701255100 to 80

1620260 to 70

192375 to 80

1416175 to 60

1406

KEILOR

75 to 70683560 to 70

547175 to 80

8070Other

2077

KNOX

75 to 701813560 to 70

347075 to 80

49016Other

832

MELBOURNE

75 to 70197860 to 70

191275 to 80

4449

PRESTON

75 to 70282460 to 70

196375 to 80

1116

RICHMOND

75 to 802377

SUNSHINE

75 to 70564

60 to 705750

75 to 80

740160 to 80

96475 to 60

2674Other

868

WAVERLEY

75 to 70728260 to 70

857775 to 80

912160 to 80

792

MELBOURNE: TOTAL ROAD LENGTH BY SPEED ZONE CHANGE

SPEED ZONE CHANGE

TOTAL ROAD LENGTH (metres)90 to 80

1754675 to 70

97566100 to 80

4739060 to 70

7016475 to 80

22481060 to 80

11251100 to 90

562675 to 60

9302Other

7206

MELBOURNE: SPEED ZONE CHANGE SITES USED IN EVALUATION

SPEED

ROADZONE

LENGTHLGANAME

ROAD NAMEROAD INTERSECTION 1ROAD INTERSECTION 2CHANGE(metres)BERWICK

A'BECKETT RD MAINSTKENNEDYAVE75 to 80956BERWICK

BELGRAVE- HALLAM RD HALLAM RD (0.28KM EAST OF...)GLENWOODRD90 to 801502BERWICK

BELGRAVE- HALLAM RD GLENWOODRDNARRE- WARREN NORTH RD75 to 801500BERWICK

BERWICK BEACONSFIELD RDPRINCESS HWY EASTCANISTON AVE90 to 801631BERWICK

BERWICK BEACONSFIELD RDCANISTON AVEMILLWOOD AVE75 to 80320BERWICK

BERWICK BEACONSFIELD RDMILLWOODAVEMANUKARD75 to 802064BERWICK

BERWICK BEACONSFIELD RDMANUKARDBEACONS FIELD- EMERALD RD (NORTH WEST OF ...)75 to 80702BERWICK

BERWICK CRANBOURNE RD (CENTRE RD)ENTERPRISE AVECENTRE RD75 to 801482BERWICK

CENTRERD WEBBSTWEST OF WEBB ST100 to 801449BERWICK

CENTRE RD CRANBOURNE- NARRE WARREN RDHOMESTEAD RD75 to 801519BERWICK

CENTRE RD ASHFIELD DVEHOMESTEAD RD90 to 801644BERWICK

CENTRERD ASHFIELD DVEBERWlCK- CRANBOURNE RD (CLYDE RD)75 to 60264BERWICK

CHURCHILL PARK RD POWERRDHALLAM NORTH RD75 to 802831BERWICK

CRANBOURNE - NARRE WARREN RDLANCASTER AVEPOUNDRD75 to 803095BERWICK

CRANBOURNE - NARRE WARREN RDPOUNDRDHILLSMEADE DVE100 to 80745BERWICK

ERNST WANKE RD HARKAWAYRDHAGEN DVE (25M WEST OF...)60 to 801350BERWICK

FULLARD RD CENTRE RDCRANBOURNE- NARRE WARREN RD100 to 80273BERWICK

GOLF LINKS RD COUNTY DVECOUNTY DVE (0.5KM WEST OF ...)Other580BERWICK

GOLF LINKS RD COUNTY DVE (0.5KM WEST OF ..)COUNTY DVE (0.92KM WEST OF ...)100 to 80476BERWICK

HALLAM RD PRINCESS HWY EASTO'GRADYRD75 to 801444BERWICK

HALLAMRD BELGRAVE HALLAM RDPRINCESS FWY/HWY EAST75 to 801856BERWICK

HALLAM RD (HALLAM NORTH RD)BELGRAVE HALLAM RDHEA THERTON RD90 to 801277BERWICK

HARKAWAYRD CASERTADVEBOURNEVALE DVE75 to 80759BERWICK

HARKAWAYRD KINGRDCASERTADVE100to 801882BERWICK

HARKAWAYRD KINGRDBAKERRD75 to 80988BERWICK

HEATHERTON RD MULGRAVE FWY RAMPHALLAM NORTH RD75 to 803312BERWICK

HEATHERTON RD HALLAM RDBELGRAVE- HALLAM RD100 to 902794BERWICK

HEATHERTON RD NARRE- WARREN NORTH RDMEMORIAL DVE75 to 80320BERWICK

INGLlS RD KIRKHAMCRTL1GHTWOOD CRT75 to 60264BERWICK

INGLlS RD L1GHTWOOD RDBEACONSFIELD - EMERALD RD100 to 801262BERWICK

JACQUES RD HEATHERTON RDBELGRAVE- HALLAM RD75 to 80959BERWICK

KINGRD HARKAWAYRDROBINSONRD75 to 80743BERWICK

MANUKARD INGLlS RDCLOVER CLOSE (NORTH OF... )Other482BERWICK

MEMORIAL DVE NARRE- WARREN NORTH RDROBINSONRD75 to 60722BERWICK

NARRE WARREN NORTH RDHEATHERTON RDPRINCESS FWY/HWY EAST75 to 804835BERWICK

PARKHILL DVE WARRAWONG DVEHESSELRD60 to 701232BERWICK

POUNDRD KIRKWOOD CRESENT (SOUTH EAST OF ...)CRANBOURNE- NARRE WARREN RD75 to 802175BERWICK

PRINCESS HWY EAST PROGRESS ST (EAST OF ...)SOUTH GIPPSLAND HWY75 to 801026BERWICK

PRINCESS HWY EAST PROGRESSSTVESPER DVE90 to 805258BERWICK

PRINCESS HWY EAST VESPER DVEPRINCESS FWY/HWY EAST75 to 802395BERWICK

ROBINSONRD MEMORIAL DVEKINGRD75 to 802895BERWICK

SHRIVES RD DEEWYRDFULLARD RD (CENTRE RD)75 to 801259BERWICK

HALLAMRD HEATHERTON RDEBELI CLOSE75 to 801399BERWICK

HARSWOODRD LOGON PARK RDBELLGRAVE - HALLAM RD100 to 801406BRIGHTON

BAY ST BEACH RD/ST.KILDA STMOULEAVEOther201BRIGHTON

NEPEANHWY GLENHUNTL Y RDGLENDORAAVE60 to 80468BRIGHTON

NEPEANHWY GLENDORAAVESOUTHAVE60 to 805670BRIGHTON

SOUTHRD HARTLEYSTAVONDALE ST60 to 70978BULLA

BULLARD BULLA- DIGGERS REST RDQUARTZST75 to 80444BULLA

BULLA-DIGGERS REST RDCALDERFWYCRINNIONRD75 to 80610BULLA

CRAIGIEBURN RD WEST DORCHESTER STCIMBERWOOD DVE75 to 60419BULLA

LOEMANSRD BULLARDBULLA RD (1.05KM OF ...)60 to 801019BULLA

MICKLEHAM RD HILLVIEWRDARDLlE ST75 to 804278BULLA

MICKLEHAM RD ARDLlE STFAWKNERSTOther530BULLA

RIDDELL RD OLD RIDDELL RDPHILLlP DVE75 to 801049BULLA

RIDDELLRD OLD RIDDELL RDRIDDEL RD/DAL YRMPLE RD100 to 801150


SPEED

ROADZONE

LENGTHLGANAME

ROAD NAMEROAD INTERSECTION 1ROAD INTERSECTION 2CHANGE(metres)BULLA

RIDDELLRD SPAVINDVEALDRIDGE DVE75 to 60713BULLA

SOMERTON RD FRENCH RDMAGNOLIA BOULEVARD90 to BO1273BULLA

SOMERTONRD FRENCH RDMICKLEHAM RD75 to BO376BULLA

SOMERTONRD BUNDS LANEMICKLEHAM RD100toBO4BOBULLA

SOMERTON RD .93KM NORTH EAST CAHILL STCAHILLST75toBO1030BULLA

SUNBURY RD FRANC IS BOULEVARDPOWLETT ST (EAST OF...)75 to 60B60BULLA

SUNBURYRD EAST OF POWLETT ST 60 to 70133BULLA

SUNBURY RD (MACEDON ST)SUNBURY RD (HORNE ST)ARDCLONEY DVE60 to 704B2BULLA

THE GAP RD REGENTSTCALDERHWY100 to BO773BULLA

THEGAPRD REGENTSTWlLSONS LANE75 to BO557BULLA

VINEYARDRD McDOUGALL RDMOORERD75 to BO1239BULLA

VINEYARDRD McDOUGALL RDMcDOUGALL RD (SOUTH OF...)75 to BO445BULLA

WlLLWOODRD BLACKWELLS RDBULLARD75 to BO519BULLA

SOMERTON RD ROXBURGH PARK DVEHUMEHWY75 to BO2415BULLA

OLD CALDER HWY PUNJEL DVEOLD CALDER HWY BULLA- DIGGERS REST RD)75 to BO940BULLA

OLD CALDER HWY SEARCH RDDIGGERS REST - COIMADAI RD75 to BO64BBULLA

HUMEHWY TRANSPORT DVECOOPERST90 to BO4B2BULLA

HUMEHWY CRAIGIEBURN RDCRAIGIEBURN RD (0.5BKM NORTH OF ...)90 to BO6BlBULLA

HUMEHWY MOUNT RIDLEY RDKINGSWOOD DVE90 to BO14B9CAMBERWELL

DONCASTER RD FERDINAND AVEGREYTHORN RD60 to 70756CAMBERWELL

EASTERN FWY RAMP BULLEEN RD 60 to 70364CAMBERWELL

EASTERNFWY THOMPSONS RDDONCASTER RD60 to 702394CAMBERWELL

WARRIGAL HWY FAKENHAM RDHIGH ST RD75 to 603B7CHELSEA

NEPEANHWY PARUNASTTAYLORAVE60 to 7019B6CHELSEA

NEPEANHWY PROGRESS AVERAILWAY PARADE60 to 70311COLLlNGWOOD

HEIDELBERG RD TURNBULLSTTHE ESPLANADE60 to 701021COLLlNGWOOD

HO DDLE ST EASTERN FWY RAMPVICTORIA PARADE60 to 701449CRANBOURNE

ABBOTTS RD DANDENONG VALLEY HWY (FRANKSTON-DANDENONG RD)PARK DVEOther97BCRANBOURNE

BALLARTO RD HEALESVILLE - KOO WEE RUP RDKOO WEE RUP RD (1.25KM WEST OF HEALESVILLE - K-W-RU100 to BO1266CRANBOURNE

BAXTER TOORADIN RD EAST ST (0.15KM WEST OF ...)EAST ST (0.46KM EAST OF...)100 to BO670CRANBOURNE

BAXTER TOORADIN RD COLLEYSTMIDDLERD75 to BO696CRANBOURNE

BERWICK CRANBOURNE RDCRANBOURNE- NARRE WARREN RDNARRE WARREN RD (1KM EAST OF ...)75 to BO1023CRANBOURNE

BROWNSRD PEARCEDALE RDLANGLEY RD100 to BO1135CRANBOURNE

CANNONS CREEK RD BAXTER- TOORADIN RDCURRAWONG GROVE100 to BO1119CRANBOURNE

CENTRE RD NORTHRDSOUTH GATEWA Y100 to BO1400CRANBOURNE

CRANBOURNE - FRANKSTON RDHOMESTEAD RDCENTRE RD100 to BO607CRANBOURNE

CRANBOURNE FRANKSTON RDMcCLELLAND DVECENTRE RD75 to BO3B79CRANBOURNE

CRANBOURNE FRANKSTON RDHALLRDSCOTTST75 to BO2352CRANBOURNE

CRANBOURNE NARRE WARREN RDSOUTH GIPPSLAND HWYBERWlCK- CRANBOURNE RD (0.2KM SOUTH OF.)100 to BO625CRANBOURNE

DANDENONG HASTINGS RDVICTORIARDCAMPRD75 to BO441CRANBOURNE

EVANSRD HALLRDELANDRA WAY (0.4KM NORTH OF.)lOOtoBOB52CRANBOURNE

HALL RD DANDENONG VALLEY HWYRANGEVIEW DVE75 to BO2340CRANBOURNE

HALLRD EVANS (0.2KM WEST OF...)EVANS (10M EAST OF.)75toBO331CRANBOURNE

HALLAM RD POUNDRDO'GRADY RD/CENTRE RD75 to BO930CRANBOURNE

HALLAM RD KIMBERLEY DVECENTRALRD75 to BO706CRANBOURNE

HALLAM RD SOUTH GIPPSLAND HWYKIMBERLEY DVE100 to BOl09BCRANBOURNE

McCORMICKS RD HERITAGE DVEHALLRD75 to BO6B6CRANBOURNE

McCORMICKS RD MUNDAYCRTBRINNINGS RD75 to 60B39CRANBOURNE

McDOWALLRD SOUTH GIPPSLAND HWYCAIRNSRD100 to BO657CRANBOURNE

POTTS RD McCLELLAND DVEPOTTS RD100 to BO1196CRANBOURNE

POTTS RD VALLEYDVEGRAIN STORE CRT100 to BO16B5CRANBOURNE

POUNDRD SOUTH GIPPSLAND FWY RAMPTARELLAST100 to BO20BlCRANBOURNE

POUND RD/SHRIVES RD TARELLASTWETHERSDANE DVE (0.25KM EAST OF.)75 to BO1294CRANBOURNE

QUARRYRD McCLELLAND DVELEXTON DVE100 to BO2120CRANBOURNE

SOUTH GIPPSLAND HWY LESDONAVECLARENDON ST75 to BO2110CRANBOURNE

SOUTH GIPPSLAND HWY CODRINGTON STCAMERON RD (CRANBOURNE NARRE-WARREN RD)75 to BO357


SPEED

ROAD

ZONELENGTH

LGANAMEROAD NAMEROAD INTERSECTION 1ROAD INTERSECTION 2CHANGE(metres)

CRANBOURNE

SOUTH GIPPSLAND HWY DORERDTOORADIN STATION RD (O.4KM SOUTH EAST OF.)7510801465CRANBOURNE

THOMPSONS RD LONSDALE CRESENTWOODBINERD751080944CRANBOURNE

THOMPSONS RD WOODBINERDCRANBOURNE- NARRE WARREN RD (0.25KM WEST OF.)9010801289CRANBOURNE

THOMPSONS RD CRANBOURNE- NARRE WARREN RDCRANBOURNE NARRE WARREN RD (0.3KM EAST OF.)1001080584CRANBOURNE

WARNEETRD GENTLE ANNIE DVEBLIND BIGHT RD7510801757CRANBOURNE

WARNEETRD ARUMASTGENTLE ANNIE DVE10010801080CRANBOURNE

WARRANDYTE RD BEUNALRDMAXWELLCRT751080329CRANBOURNE

CENTRE RD RIMFIRE DVEDABCAR CLOSE (0.7KM EAST OF.)100 10801382CRANBOURNE

SOUTH GIPPSLAND FWY PRINCESS HWY EASTPOUND RD7510802443CRANBOURNE

DANDENONG VALLEY HWY (FRANKSTON DANDENONG RD)WEDGERDAMA YLN CRESENT7510802587CRANBOURNE

GOLF LINKS RD BARRETS RDMcCLELLAND DVE10010901169CRANBOURNE

GOLF LINKS RD BARRETS RDGRANDVIEW GROVE751060454CRANBOURNE

GOLF LINKS RD GRANDVIEW GROVETOORAKAVE601070695CRANBOURNE

McCLELLAND DVE BALLARTRDQUARRY RD (0.35KM NORTH EAST OF...)7510601596CRANBOURNE

McCLELLAND DVE SKYE RD (0.55KM SOUTH OF ...)QUARRY RD (0.35KM NORTH EAST OF.)7510802520CRANBOURNE

McCLELLAND DVE ALDERSTCRANBOURNE FRANKSTON RD (CRANBOURNE RD)7510601082CRANBOURNE

NORTHRD McCLELLAND DVEALDERSHOT RD10010801325CRANBOURNE

BAXTER TOORADIN RD (LANARCH RD)GRANTS RDGRANTS RD (0.35KM EAST OF.)751060456CRANBOURNE

BALLARTO RD TAYLORS RDDION AVE (0.2KM WEST OF.)7510802417CROYDON

BAYSWA TER RD CANTEBURY RDMOUNT DANDENONG RD6010703311CROYDON

CANTEBURY RD COVEN AVEDORSET RD7510602977CROYDON

CANTEBURY RD DORSETRDCOLCHESTER RD7510801475CROYDON

DORSET RD CANTEBURY RDMOUNT DANDENONG RD6010702755CROYDON

DORSETRD CANTEBURY RDDORCAS ST601070766CROYDON

MAROONDAH HWY WILBELMINA CRTDORSET RD (.25KM NORTH EAST OF.)7510804400CROYDON

MOUNT DANDENONG RD CLEGGAVEDIANAST751060600CROYDON

MOUNT DANDENONG RD CLEGGAVEBAYSWATER RD601070632CROYDON

BAYSWATER RD CANTEBURY RDMOUNTAIN HWY (WANTIRNA- SASSAFARAS RD)601070677CROYDON

COLCHESTER RD MOUNT DANDENONG RDTOLlMERIN AVE7510603874DANDENONG

CHELTENHAM RD GREAVES STSTATION ST601080325DANDENONG

CHELTENHAM RD BENNETSTCHANDLER RD7510801554DANDENONG

DANDENONG VALLEY HWY (FRANKSTON DANDENONG RD)PRINCESS HWY EAST (LONSDALE ST)KIRKHAM RD601070409DANDENONG

GREENSRD ORDISHRDHENRY RD (0.31 KM EAST OF.)751080646DANDENONG

GREENS RD (BRAESIDE DANDENONG RD)HAMMOND RD (0.4KM WEST OF ...)TATTERSON RD751060730DANDENONG

HAMMONDRD GREENS RDGRELAND ST7510601359DANDENONG

HAMMONDRD REDGUMDVEGREENS RD7510601294DANDENONG

HAMMONDRD CAHILLSTMICKLEST601070495DANDENONG

HAMMONDRD BERENDS DVENICHOLAS DVE751060844DANDENONG

HEATHERTON RD CORNELlUS ST (0.07KM WEST OF ...)CORN Ell US ST (0.07KM EAST OF.)751080204DANDENONG

LONSDALE ST (PRINCESS HWY EAST)QUINNSTDANDENONG VALLEY HWY (FRANKSTON-DANDENONG RD)601080313DANDENONG

LONSDALE ST (PRINCESS HWY EAST)WEBSTERSTDANDENONG VALLEY HWY (FRANKSTON-DANDENONG RD)601070563DANDENONG

LONSDALE ST (PRINCESS HWY EAST)WEBSTERSTFORSTERST601080350DANDENONG

MULGRAVE FWY RAMP DANDENONG VALLEY HWYMULGRAVE FWY/SOUTH EASTERN ARTERIAL751080390DANDENONG




PRINCESS HWY EAST DAVIDSTDAYST751080862DANDENONG

PRINCESS HWY EAST HEATHERTON RDGLADSTONE RD9010801020DANDENONG

STUD RD (DANDENONG VALLEY HWY)HEATHERTON RDDAVIDST601070778DANDENONG

STUD RD (DANDENONG VALLEY HWY)HEATHERTON RDBRADYRD7510801657DANDENONG

DANDENONG VALLEY HWY (FRANKSTON DANDENONG RD)KIRKHAMRDCOLEMANS RD (1.25KM SOUTH OF ...)7510805546DANDENONG

BANGHOLME RD PERRYRDHAMMONDRD7510601321DIAMOND VALLEY

BLACK GULLY RD ARCHERRDBROAD GULLY RD751060510DIAMOND VALLEY

BRD GULLY RD BLACK GULLY RDLANDEXCRT751060642DIAMOND VALLEY

HEIDELBERG-KINGLAKE RD (DIAMOND CREEK)AVANDIA CRESENTGREENHILL RD751060282DIAMOND VALLEY

HEIDELBERG-KINGLAKE RD (DIAMOND CREEK)AQUEDUCTRDCIVICDVE7510801635

MELBOURNE: SPEED ZONE CHANGE SITES USED IN EVALUA TION

SPEED

ROADZONE

LENGTH

LGANAME

ROAD NAMEROAD INTERSECTION 1ROAD INTERSECTION 2CHANGE(metres)

DIAMOND VALLEY

HEIDELBERG-KINGLAKE RD (DIAMOND CREEK)DELPHIN CRESENTPEMBROKE ST75 to 80720DIAMOND VALLEY

HEIDELBERG-KINGLAKE RD (DIAMOND CREEK)AQUEDUCTRDWATTLETREE RD (MAIN ST)75 to 601794DIAMOND VALLEY

HEIDELBERG-KINGLAKE RD (MAIN HURSTBRIDGE RD)THE RISEKANGAROO GROUND RD75 to 801204DIAMOND VALLEY

KURRAKRD YANYEANRDARM STRONG RD75 to 801354DIAMOND VALLEY

RYANSRD CALENDONIA DVESTCLEMS ST75 to 60599DIAMOND VALLEY

WATTLETREE RD RYANSRDBANKRD75 to 60882DIAMOND VALLEY

WATTLETREE RD (RYANS RD)KIMSTWALLOWAN RD75 to 60912DIAMOND VALLEY

YANYEAN RD BANNONS LANEMACKELROY RD75 to 806324DIAMOND VALLEY

BANNONS LANE ELSEMANS RDYANYEANRD75 to 60713DIAMOND VALLEY

BANNONS LANE ELSEMANS RDCHARLES STURT DVEOther658DIAMOND VALLEY

BAN NONS LANE CHARLES STURT DVECREIGHTON WAY100 to 90985DIAMOND VALLEY

HALEYS GULLY RD FAWKNER CRESENTKENDALLS LANE75 to 80516DIAMOND VALLEY

HALEYS GULLY RD BRD GULLY RDMOUNTAIN VIEW RDI HALEYS GULLY RDI KENDALLS LANE100 to 90678DIAMOND VALLEY

HALEYS GULLY RD BINGLEY AVEHURSTRD75 to 80238DIAMOND VALLEY

SAINT HELENA RD MAXINEDVEDUGONGCRT60 to 70225DIAMOND VALLEY

YANYEAN RD LAURIE STBANNONS LANE75 to 60581DONCASTER AND TEMPLESTOWE

ANDERSONS CREEK RD LANDSCAPE DVEBLACKBURN RD60 to 70928DONCASTER AND TEMPLESTOWE

ANDERSONS CREEK RD REYNOLDS RDHUNTINGFIELD DVE75 to 60869DONCASTER AND TEMPLESTOWE

ANDERSONS CREEK RD WARRANDYTE RDREYNOLDS RD75 to 601156DONCASTER AND TEMPLESTOWE

BEAUTY GULLY RD MINTER CRTHARRIS GULLY RD75 to 601884DONCASTER AND TEMPLESTOWE

BLACKBURN RD RENOIRAVERENOIRAVE60 to 70231DONCASTER AND TEMPLESTOWE

BLACKBURN RD DONCASTER RDREYNOLDS RD60 to 702793DONCASTER AND TEMPLESTOWE

BLACKBURN RD WARRANDYTE RDRENOIRAVE75 to 601121DONCASTER AND TEMPLESTOWE

BRIDGERD GREENAWAY STGREENAWAY ST (O.4KM WEST OF...)75 to 60484DONCASTER AND TEMPLESTOWE

BULLEEN RD ILMACRTEASTERNFWY75 to 601144DONCASTER AND TEMPLESTOWE

DON CASTER RD HIGH STHARCRTST75 to 60683DONCASTER AND TEMPLESTOWE

DON CASTER RD STATION STITRAM RDHARCRT ST60 to 701203DONCASTER AND TEMPLESTOWE

DONCASTER RD STATION STITRAM RDMITCHAM RD60 to 704234DONCASTER AND TEMPLESTOWE

FALCONER RD RINGWOOD - WARRANDYTE RDKNEES RD75 to 601066DONCASTER AND TEMPLESTOWE

FITSIMMONS LANE AND ERSON STSUMMERHILL RD75 to 801066DON CASTER AND TEMPLESTOWE

FOOTEST CHURCH RDTHOMPSONS RD60 to 702505DONCASTER AND TEMPLESTOWE

FOOTE ST W1LLlAMSONS RD (DONCASTER ELTHAM RD)DONCASTER RD75 to 603173DONCASTER AND TEMPLESTOWE

GEORGEST W1LLlAMSONS RDVICTORIAST60 to 701733DON CASTER AND TEMPLESTOWE

HARRIS GULLY RD HADSARRDTINDALS RD75 to 602040DONCASTER AND TEMPLESTOWE

KNEES RD MINTERCRTSTINTONS RD75 to 60748DON CASTER AND TEMPLESTOWE

MANNINGHAM RD BRIDGE STHIGH ST75 to 603259DONCASTER AND TEMPLESTOWE

MITCHAM RD SPRINGVALE RDDONCASTER RD OLD WARRANDYTE RD75 to 60855DONCASTER AND TEMPLESTOWE

NEWMANS RD (HEILDELBERG-WARRANDYTE)NEWMANS RDTINDALS RD75 to 804332DONCASTER AND TEMPLESTOWE

OLD WARRANDYTE RD SPRINGVALE RDBARADINERD75 to 601124DON CASTER AND TEMPLESTOWE

PARKRD MURNDALDVEENFIELDAVE60 to 702481DONCASTER AND TEMPLESTOWE

PORTER ST W1LLlAMSONS RDO'BRIENS LANE75 to 801422DONCASTER AND TEMPLESTOWE

REYNOLDSRD CHURCH RDBLACKBURN RD75 to 602177DONCASTER AND TEMPLESTOWE

REYNOLDSRD BLACKBURN RDANDERSONS CREEK RD60 to 70608DONCASTER AND TEMPLESTOWE

REYNOLDSRD TINDALS RDANDERSONS CREEK RD75 to 802424DONCASTER AND TEMPLESTOWE

RINGWOOD - WARRANDYTE RDJOHANSONS RDTORTIADVE75 to 604761DONCASTER AND TEMPLESTOWE

SPRINGVALE RD REYNOLDS RDOLD WARRANDYTE RD75 to 602028DONCASTER AND TEMPLESTOWE

STINTONSRD TINDALS RDKNEES RD75 to 601776DONCASTER AND TEMPLESTOWE

TEMPLESTOWE RD (HEIDELBERG - WARRANDYTE RD)HELENE STTHOMPSONS RD75 to 602259DONCASTER AND TEMPLESTOWE

THOMPSONS RD EASTERNFWYMANNINGHAM RD60 to 701970DONCASTER AND TEMPLESTOWE

TINDALS RD BARADINE TCEREYNOLDS RD75 to 601590DONCASTER AND TEMPLESTOWE

TINDALS RD WARRANDYTE RDHARRIS GULLY RD75 to 601748DONCASTER AND TEMPLESTOWE

WARRANDYTE RD NEWTONAVELANARCH RD100 to 80410DON CASTER AND TEMPLESTOWE

WARRANDYTE RD TINDALS RDMELBOURNE HILL RD75 to 801121DONCASTER AND TEMPLESTOWE

W1LLlAMSONS RD CAROLE STFOOTEST75 to 80777DONCASTER AND TEMPLESTOWE

SPRINGVALE RD MITCHAM RDASHWOODDVE75 to 801124ELTHAM

CHERRY TREE RD MANUKARDCHERRY TREE RDI MANUKA RD100 to 802038


SPEED

ROADZONE

LENGTH

LGA NAMEROAD NAMEROAD INTERSECTION 1ROAD INTERSECTION 2CHANGE(metres)

ELTHAM

CHERRY TREE RD COOLAROO AVEMANUKARD751080931ELTHAM

DONCASTER- ELTHAM RD/FITSIMMONS LANEELTHAM YARRA GLEN RD (MAIN RD) 601070140ELTHAM

DONCASTER- ELTHAM RDIFITSIMMONS LANEJAYSONAVEHOMESTEAD RD751080764ELTHAM

ELTHAM- YARRA GLEN RDKANGAROO GROUND RDGRAHAMRD751080970ELTHAM

ELTHAM- YARRA GLEN RD (MAIN)SACKVILLE STFITSIMMONS LANE7510601255ELTHAM

ELTHAM- YARRA GLEN RD (MAIN)MOUNT PLEASANT RDNEWRD751080592ELTHAM

ELTHAM- YARRA GLEN RD (MAIN)NEWRDELTHAM - YARRA GLEN RDI WELLER RD100 1080770ELTHAM

HEIDELBERG-KINGLAKE RD (GREENSBOROGH HWY)HEIDELBERG - KINGLAKE RD (MOUNT SLIDE RD)W1TLEYRD1001080673ELTHAM

HEIDELBERG-KINGLAKE RD (GREENSBOROGH HWY)BUTTERMANS TRACK 100 1080367ELTHAM

HEIDELBERG-KINGLAKE RD (GREENSBOROGH HWY)BUTTER MANS TRACKSUTTON ST751080756ELTHAM

HEIDELBERG-KINGLAKE RD (GREENSBOROGH HWY)KANGAROO GROUND RDMARRIOT LANE751080647ELTHAM

HEIDELBERG-KINGLAKE RD (GREENSBOROGH HWY)BAMBARARDGOSFIELD RD1001080810ELTHAM

HEIDELBERG-KINGLAKE RD (GREENSBOROGH HWY)OLD HURSTBRIDGE RDTHE GLENI HEIDLEBERG KINGLAKE RD7510802098ELTHAM

KANGAROO GROUND RD VALLEY RDLORIMER RD751080728ELTHAM

KANGAROO GROUND RD LORIMER STKANGAROO GROUND RD10010802681ELTHAM

KANGAROO GROUND RD KANGAROO GROUND RD 751080177ELTHAM

KANGAROO GROUND RD PROCTORSTKERRS RD751080958ELTHAM

KANGAROO GROUND RD RED SHIRT GULLY RDHOWARDS RD751080689ELTHAM

KANGAROO GROUND RD RANKIN STNESS LANE10010804735ELTHAM

RESEARCH- WARRANDYTE RDGLYNNS RD 751060338ELTHAM

RESEARCH- WARRANDYTE RDSAN ANGELO RD (NORTH OF ..) 751080728ELTHAM

RESEARCH- WARRANDYTE RDJOSLYN DVE 10010801341ELTHAM

RESEARCH-WARRANDYTERDJOSLYN DVEMOUNT PLEASANT RD (RESERVIOR- WARRANDYTE RD)751080646ELTHAM

RESEARCH- WARRANDYTE RDWEERONAWAYVALlAS ST751060336ELTHAM

WARRANDYTE KANGAROO GROUND RDELTHAM YARRA GLEN RDBELLBIRD LANE10010802787ELTHAM

WARRANDYTE KANGAROO GROUND RDMARBERTCRT 751080864ELTHAM

WARRANDYTE KANGAROO GROUND RDFLOODS RDBLOOMS RD751060732ELTHAM

WHITLESEA- KINGLAKE RDI GANGELHOFF RDGRANDVIEW CRESENTCAPEL ST7510801531ELTHAM

ELTHAM- YARRA GLEN RD (MAIN)KARDINIA DVELOOKER RD6010701783ELTHAM

HEALESVILLE- KINGLAKE RD (MOUNT SLIDE RDGREENSBOROGH HWYI HEIDELBERG- KINGLAKE RDPARKLAND RD7510801082KEILOR

CALDER FWY RAMP GREEN GULLY RD 60 to 70205KEILOR

CALDER FWY RAMP SUNSHINE AVE 751080483KEILOR

GREEN GULLY RD HEDGELYRDHOMESTEAD DVE601070332KEILOR

GREEN GULLY RD DRISCOLLS RDHOMESTEAD DVE75 to 60362KEILOR

GREEN GULLY RD DRISCOLLS RDCAMPASPE CRESENT751080713KEILOR

GREEN GULLY RD OLD CALDER HWYTANJILCRT751060583KEILOR

GREEN GULLY RD CALDER FWY RAMPOLD CALDER HWY (KEILOR- MELTON RD)601070470KEILOR

KEILOR PARK DVE THE LINKFULLARTON RDOther869KEILOR

KEILOR-LAVERTON RD (KINGS RD)CHARLlBURY GROVELEE ST6010701122KEILOR

MELTONHWY CALDER PARK DVESUNSHINE AVE7510804255KEILOR

OLD CALDER HWY (KEILOR- MELTON)SUNSHINE AVEPETRIKAVE751060975KEILOR

OLD CALDER HWY (KEILOR- MELTON)PETRIKAVEKEILOR- LAVERTON RD (GREEN GULLY RD)6010701703KEILOR

OLD CALDER HWY (KEILOR- MELTON)BONFIELD STCEMETRYRD7510601290KEILOR

SHARPS RD MELROSE DVEBANKSIA GROVEOlher236KEILOR

SHARPSRD EUMARELLA STBIRCHAVE751080378KEILOR

SHARPS RD FISHER GROVEDAWSON ST601070484KEILOR

SUNSHINE AVE MELTON HWY (KEILOR- MELTON RD)DONGOLARD7510602661KEILOR

SUNSHINE AVE DONGOLARDTARELLADVE601070525KEILOR

SUNSHINE AVE JOANCRTBRADWELLSTOther972KEILOR

SUNSHINE AVE MALCOLMCRTSAGEAVE751060666KEILOR

SYDENHAMRD TAYLORS RDHUMEDVE7510801202KEILOR

SYDENHAMRD PECKS RDHUMEDVE7510801039KEILOR

TAYLORSRD KERRISON AVECARBINE WAY601070630KEILOR

TUNNECLlFFE DVE WEBBER PARADESLATER PARADE751060298KNOX

BERGINS RD STUD RDLIBERTY AVE751060967KNOX

BERGINSRD CHURCHILL PARK DVELIBERTY AVEOther832


SPEED

ROADZONE

LENGTHLGANAME

ROAD NAMEROAD INTERSECTION 1ROAD INTERSECTION 2CHANGE(metres)KNOX

BORONIARD WANTIRNARDTHATCHER RD (0.5KM WEST ...)7510801448KNOX

BORONIARD MOUNTAIN HWYSCORESBYRD7510803462KNOX

BORONIARD DORSETRDSCORESBYRD6010701578KNOX

BURWOODHWY MORACKRDACACIARD7510809288KNOX

DORSETRD DORCASSTOLIVE GROVE7510602394KNOX

FERNTREE GULLY RD ELM STEAD DVESTUD RD7510802780KNOX

FERNTREE GULLY RD STUD RDBURWOODHWY7510804232KNOX

HIGH STRD NORTONS LANESTUDRD7510603370KNOX

HIGHSTRD BURWOODHWYSTUDRD7510601266KNOX

KELLETS RD STUD RDNAPOLEANRD7510603184KNOX

MOUNTAIN HWY BURWOODHWYSCORESBYRD7510805956KNOX

MOUNTAIN HWY SCORESBY RDMILLERRD7510603586KNOX

MOUNTAIN HWY MILLER RDBORONIARD601070939KNOX

STUD RD MOUNTAIN HWYBORONIARD7510601091KNOX

STUD RD BURWOODHWYBORONIARD7510801835KNOX

WANTIRNARD BORONIARDSELKIRKAVE601070953KNOX

COLCHESTER RD EYCOTSTMOUNTAIN HWY751060717KNOX

STUD RD MULGRAVE FWY/SOUTHEASTERN ARTERIALBURWOODHWY7510809353KNOX

L1VERPOOLRD MOUNTAIN HWYPAVIT LANE7510801135KNOX

KELLETS RD WELLINGTON RDNAPOLEAN RD7510601560KNOX

NAPOLEAN RD KELLETS RDLYSTERFIELD RD7510802460KNOX

WELLINGTON RD KELLETS RDHAVERBRACK DVE7510807067MELBOURNE

DOCKLANDS HWY/CHARLES GRIMES RDPIGOTT (NORTH)PIGOTT ST (SOUTH OF ...)751080249MELBOURNE

DYNON RD SIMS STRADCLlFFE ST7510601978MELBOURNE

FOOTSCRAY RD DUHLENBURG STPIGOTTST7510803720MELBOURNE

FOOTSCRA Y RD SIMS STSIMS ST601070190MELBOURNE

PRINCESS HWY WEST (SMITHFIELD RD)EPSOMRDHOBSONS RD601070981MELBOURNE

HODDLE ST VICTORIASTERIN ST601070741MELBOURNE

DOCKLANDS HWY/CHARLES GRIMES RDLORIMER STPIGOTTST751080480PRESTON

KINGSBURY DVE PLENTY RDWATERDALE RD6010701198PRESTON

KINGSBURY DVE WATERDALE RDWALDEARD7510601007PRESTON

KEONPARADE JOHNSON STDUNSTANS CRT601070765PRESTON

MAHONEYS RD BLAXLAND AVEEPPING RD (HIGH ST)7510601817PRESTON

MAHONEYSRD SHEAR GOLD CRTBLAXLAND AVE7510801116RICHMOND

SOUTHEASTERN FWY HODDLE STGRANGE RD7510802377SUNSHINE

FAIRBAINRD FELSTEAD AVESOMERVILLE RD751060332SUNSHINE

FAIRBAIRN RD BOUNDARYRDSOMERVILLE RD7510801010SUNSHINE

FORRESTST WESTSTHOLMES ST751060246SUNSHINE

KEILOR- LAVERTON RD (MOUNT DERRIMUT RD)TILBURN RDFOLEYSRD751080496SUNSHINE

KEILOR- LAVERTON RD (STATION RD)WELWYN PARADEGLENCAIRN AVE601070933SUNSHINE

KEILOR- LAVERTON RD (STATION RD)WELWYN PARADENEALEAVE601080964SUNSHINE

McOONALDRD INDUSTRY PARK DVESOMERVILLE RD601070788SUNSHINE

SAINT ALBANS RD FURLONGRDGILMOURRD6010701513SUNSHINE

SOMERVILLE RD MARKETRDMcDONALD RDOther868SUNSHINE

SUNSHINE AVE WESTERN RING RD RAMPMAIN RD (MAIN RD EAST)751080469SUNSHINE

TILBURN RD KEILOR-LAVERTON RD (STATION RD)FITZGERALD RD7510801491SUNSHINE

WESTERN HWY (BALLARAT RD)ADELAIDESTST. ALBANS RD601070639SUNSHINE

WESTERN HWY (BALLARAT RD)ANDERSONRDFARNSWORTH ST601070931SUNSHINE

WESTERN HWY (BALLARAT RD)LEILASTBIRDST751060564SUNSHINE

WESTERN HWY (BALLARAT RD)BIRD STGLENCAIRN AVE601070946SUNSHINE

WESTERN HWY (BALLARAT RD)ADELAIDE STGLENCAIRN AVE7510803935SUNSHINE

ROBINSONS RD WESTERN HWY (BALLARAT RD)FOLEYS RD7510602096WAVERLEY

BLACKBURN RD WAVERLEYRDNORMANBYRD6010702250WAVERLEY

FERNTREE GULLY RD HUNTINGDALE RDBALMAIN ST7510605491WAVERLEY

FERNTREE GULLY RD COOTAMUNDRA DVEELM STEAD DVE7510803002WAVERLEY

JACKSONS RD MONASH HWY (WELLINGTON RD)MULGRAVE FWY RAMP6010701359


SPEED

ROADZONE

LENGTHLGANAME

ROAD NAMEROAD INTERSECTION 1ROAD INTERSECTION 2CHANGE(metres)

WAVERLEY

MONASH HWY/ WELLINGTON RDGARDENRDHAVERBRACK DVE75 to 804961WAVERLEY

MULGRAVE FWY RAMP FERNTREE GULLY RDMULGRAVE FWY/SOUTHEASTERN ARTERIAL75 to 60236WAVERLEY

MULGRAVE FWY RAMP SPRINGVALE RDMULGRAVE FWY/SOUTHEASTERN ARTERIAL75 to 80328WAVERLEY

MULGRAVE FWY RAMP SPRINGVALE RDMULGRAVE FWY/SOUTHEASTERN ARTERIAL75 to 80346WAVERLEY

MULGRAVE FWY RAMP WELLINGTON RDMULGRAVE FWY/SOUTHEASTERN ARTERIAL75 to 60531WAVERLEY

MULGRAVE FWY RAMP WELLINGTON RDMULGRAVE FWY/SOUTHEASTERN ARTERIAL75 to 80484WAVERLEY

MULGRAVE FWY RAMP JACKSONS RDMULGRAVE FWY/SOUTHEASTERN ARTERIAL60 to 70515WAVERLEY

MULGRAVE FWY RAMP/SOUTHEASTERN ARTERIALBLACKBURN RD 60 to 70359WAVERLEY




SPRINGVALE RD HIGHBURY RDAURISHAVE75 to 601024WAVERLEY

SPRINGVALE RD WAVERLEYRDAURISHAVE60 to 701933WAVERLEY

SPRINGVALE RD FAIGH STPRINCESS HWY EAST (DANDENONG RD)60 to 80792WAVERLEY

WARRIGALRD HIGH STRDWAVERLEYRD60 to 701523

APPENDIXDListing of speed zone change sites evaluated in the rest of Victoria, length ofroad covered by each speed zone change and estimated crash effects by speed

zone change type within LGAs

RURAL VICTORIA

PercentageLowerUpperPr> Ch-SqChange*

LimitLimit

Speed Zone Change Within Each LGA ALBERTON

75 to 8083.33%-89.50%3100.01%0.6778BARRABOOL

100 to 8028.57%-95.41%2078.34%0.861860.to 70

146.16%-79.99%2927.69%0.481775 to 80

117.39%-81.55%2460.95%0.5372BASS

75 to 80-10.71%-77.52%254.72%0.8721GEELONG WEST

60 to 7041.03%-64.65%462.69%0.629375 to 80

140.01%-87.58%4539.08%0.5623GISBORNE

100 to 80-44.83%-96.77%842.70%0.681375 to 80

9.09%-93.57%1751.56%0.952060 to 80

-53.85%-97.55%769.44%0.605775 to 100

70.59%-89.99%2807.35%0.7120Other

-16.66%-95.40%1408.64%0.9018GLENELG

100 to 80-60.00%-98.02%707.18%0.550075 to 80

-25.00%-96.14%1357.56%0.8493HEYTESBURY

100 to 80109.09%-88.07%3564.07%0.613660 to 70

-80.00%-99.40%566.48%0.368375 to 80

-40.00%-96.57%950.63%0.7265Other

-30.00%-96.28%1217.86%0.8118HEYWOOD

100 to 8020.00%-93.10%1985.57%0.900460 to 70

14.28%-92.29%1594.66%0.922775 to 80

-63.89%-96.71%296.19%0.404675 to 100

16.67%-93.20%1901.72%0.9153LEIGH

100 to 80-20.00%-96.28%1619.63%0.886675 to 80

166.66%-87.66%5662.08%0.531660 to 80

-75.00%-99.27%756.08%0.4419MAFFRA

75 to 80-68.52%-92.73%36.25%0.122175 to 100

42.86%-91.55%2314.79%0.8047Other

0.00%-95.49%2117.48%1.0000MIRBOO

75 to 70200.00%-91.62% 10644.42%0.547475 to 80

-16.66%-95.91%1599.58%0.905760 to 80

0.00%-95.63%2354.92%1.0000MOE

75 to 7013.63%-93.10%1770.95%0.9287100 to 80

20.00%-92.66%1863.01%0.898360 to 70

-22.86%-95.39%1190.24%0.856775 to 80

-83.33%-98.67%109.29%0.1652MORWELL

75 to 701.85%-93.79%1570.01%0.989760 to 70

23.53%-92.55%1948.69%0.882875 to 80

-28.90%-72.86%86.24%0.4876MT. ROUSE

75 to 800.00%-93.75%1498.79%1.0000OTWAY

100 to 80-17.86%-95.13%1286.58%0.891560 to 70

-37.50%-96.85%1141.13%0.757975 to 100

-29.55%-95.76%1069.85%0.8070Other

37.51%-92.57%2443.58%0.8306PHILLIP ISLAND

60 to 70374.98%-75.73%9196.32%0.304575 to 80

-2.78%-82.38%436.52%0.974275 to 100

166.66%-87.66%5662.08%0.531660 to 80

-50.00%-97.75%1008.79%0.6611PORT FAIRY

75 to 8099.99%-94.89%7724.68%0.7110QUEENSCLlFF

75 to 70250.01%-85.54%8370.48%0.440975 to 80

99.99%-94.89%7724.68%0.7110SALE

75 to 70-22.50%-77.47%166.58%0.685960 to 70 75 to 80

-50.00%-98.72%1856.35%0.711075 to 100

-50.00%-98.06%1189.92%0.676060 to 80

99.99%-89.18%3595.05%0.6414STRA THFIELDSA YE

100 to 8044.44%-92.05%2523.07%0.803760 to 70

384.62%-54.54%5066.10%0.1912

RURAL VICTORIA

Speed Zone Change Within Each LGA

Percentage Lower Upper Pr> Ch-SqChange* Limit Limit

WAN NONWONTHAGGI

75 to 8075 to 100

Other75 to 8075t07O100 to 8075Tci8O60 to 80

242.84%-30.00%-50.00%33.34%183:35%-50.00%-25.00%150.00%

-66.41%-94.45%-96.26%-91.41%-84.78%-98.72%-96.79%-90.02%

3399.10%782.15%568.45%1970.81%5174.28%1856.35%1650.71%6161.29%

0.29850.78260.60030.83710.48510.71100.85790.5771

*: Net percentage change after adjusting for control group crash trend

RURAL VICTORIA: LENGTH OF ROAD BY SPEED ZONE CHANGE IN EACH LGA

LGA NAME


ALBERTON

75 to 802073

BARRABOOL

100 to 80541660 to 70

198875 to 80

4786

BASS

75 to 80306975 to 100

781

BET BET

100 to 8098375 to 80

492275 to 100

30475 to 60

753Other

554

GEELONG WEST

60 to 7086075 to 80

748

GISBORNE

100 to 80107775 to 80

355375 to 100

118860 to 80

242475 to 60

3164Other

1327

GLENELG

100 to 80194175 to 80

1556

HAMPDEN

75 to 803594

HEYTESBURY

100 to 8050660 to 70

92475 to 80

579060 to 80

278Other

1786

HEYWOOD

100 to 8056160 to 70

211775 to 80

344375 to 100

1680

LEIGH

100 to 80327275 to 80

463260 to 80

668

MAFFRA

75 to 801106175 to 100

886Other

726

MIRBOO

75 to 7068460 to 70

69475 to 80

102975 to 100

38860 to 80

380Other

956

MOE

75 to 701002100 to 80

636

RURAL VICTORIA: LENGTH OF ROAD BY SPEED ZONE CHANGE IN EACH LGA

LGA NAME


60 to 70

99175 to 80

5618

MORTLAKE

75 to 80281060 to 80

1804

MORWELL

75 to 70546

60 to 701170

75 to 8010569

MOUNT ROUSE

75 to 701960

60 to 70560

75 to 80

5181

OTWAY

75 to 70349100 to 80

289360 to 70

472075to100

379Other

932

PHILLlP ISLAND

60 to 7099875 to 80

1029075 to 100

376460 to 80

77175 to 60

421Other

556

PORT FAIRY

75 to 802110

QUEENSCLlFFE

75 to 70104575 to 80

47575 to 60

861

SALE

75 to 70331460 to 70

346575 to 80

1780

75 to 100

160560 to 80

516

STRATHFIELDSA YE

100 to 80888160 to 70

321275 to 80

425675 to 100

1274Other

3204

WANNON

75 to 801575

WONTHAGGI

75 to 70342100 to 80

48175 to 80

425160 to 80

255

RURAL VICTORIA: TOTAL ROAD LENGTH BY SPEED ZONE CHANGE

SPEED ZONE CHANGE

TOTAL ROAD LENGTH (metres)75 to 70

9242100 to 80

2664760 to 70

2169975 to 80

9917175 to 100

1224960 to 80

709675 to 60

5199Other

10041

RURAL VICTORIA: SPEED ZONE CHANGE SITES USED IN EVALUATION

SPEED

ROADZONE

LENGTHLGANAME

ROAD NAME ROAD INTERSECTION 1ROAD INTERSECTION 2CHANGE(metres)ALBERTON

HYLAND HWY MERRIMANS CREEK RDMARTINS RD75 to 80658ALBERTON

MERRIMANS CREEK RD BANKS RD EXTENSIONHYLAND HWY75 to 80651ALBERTON

SOUTH GIPPSLAND HWY HIHOS LANE POUND RD EAST75 to 80562ALBERTON

SOUTH GIPPSLAND HWY CARPENTER ST (ACROSS INTERSECTION) 75 to 80202BARRABOOL

BARRABOOL RD THE STRAND ST ELSO CRESENT75 to 80830BARRABOOL

CAPE OTWAY RD HENDY MAIN RDERVINS RD75 to 80733BARRABOOL

DICKENS RD ANGELSEA RD GHAZEEPORE RD100 to 801217BARRABOOL

GREAT OCEAN RD BOUNDARY ROADAIREYS ST75 to 80760BARRABOOL

GREAT OCEAN RD BAMBRARD YARRINGA RD60 to 701988BARRABOOL

GREAT OCEAN RD OLD COACH RD YARRINGARD100 to 801240BARRABOOL

GREAT OCEAN RD BETLEIGH ST PATON ST75 to 80534BARRABOOL

HENDY MAIN RD CAPE OTWAY RDRESERVIOR RD75 to 801929BARRABOOL

WANDANA DVE BARRABOOL RDJAMES COOK DVE100 to 802959BASS

AGAR RD NORSEMANS RDCUTTY SARK RD75 to 80970BASS

AGARRD CUTTY SARK RDCUTTY SARK RD (SOUTH OF ... )75 to 100781BASS

BASSHWY GRANTVILLE - GLENALVIE RD (SW & NE OF ... ) 75 to 80824BASS

GRANTVILLE - GLEN-ALVIE RD BASSHWY THE SHUNTOFF75 to 801275BET BET

BENDIGO - ST ARNAUD RD ELGIN ST ELGIN ST (WEST OF ... )75 to 100304BET BET

BENDIGO - ST ARNAUD RD ELGIN ST GLADSTONE ST75 to 80417BET BET

BENDIGO - ST ARNAUD RD LAANECORRIE • NEWBRIDGE RDNEWBRIDGE - TARAGULLA RD75 to 80594BET BET

BETLEY ST DUNNOLL Y-EDDINGTON RD (SOUTH EAST OF ... ) 100 to 80312BET BET

BRIDGEWATER - DUNOLLY RD LYTTON ST LYTTON ST (NORTH OF ... )100 to 80280BET BET

BRIDGEWATER - DUNOLLY RD LYTTON ST LYTTON ST (NORTH OF ... )75 to 80186BET BET

BRIDGEWATER - DUNOLL Y RD (COMMERCIAL RD)LYTTON ST WELSH ST75 to 60402BET BET

BRIDGEWATER - DUNOLL Y RD (COMMERCIAL RD)WAYMAN ST GLADSTONE ST75 to 80536BET BET BRIDGEWATER - DUNOLLY ROAD (ELGIN STREET)HOSPITAL STREETDONOLL Y ROAD75 to 80560BET BET

DONOLL Y MOLlAGUL ROAD RAGLAN STREETRAGLAN STREET (SOUTH OF ... )100 to 80391BET BET

DONOLL Y MOLlAGUL ROAD RAGLAN STREET (NORTH WEST OF ... )RAGLAN STREET (SOUTH EAST OF ... )75 to 80267BET BET

DONOLL Y MOLlAGUL ROAD RAGLAN STREETCARDIGAN STREET75 to 60351BET BET

DUNOLL Y - EDINGTON ROAD BETLEY/ DUNNOL Y - EDDINGTON ROADMARYBOROUGH - DUNOLL Y ROAD75 to 80447BET BET

DUNOLL Y - MOLlAGUL RD OLD BEALlBA-MOLlAGUL RD (SOUTH OF ... ) Other554BET BET

MARYBOROUGH - DONOLL Y ROAD CLARK STREET CLARKE STREET (SOUTH EAST OF ... )75 to 80952BET BET

ST ARNAUD - DUNOLL Y RD AVOCA - BEALlBA RD (NORTH WEST OF ... ) 75 to 80432BET BET

ST ARNAUD - DUNOLL Y RD (MAIN ST)ORMEST COCHRANE ST75 to 80531GEELONG WEST

PRINCESS HWY (KEERA ST/ LA TROBE TERRACE)MONT ALBERT RDCANDOVER ST60 to 70860GEELONG WEST

PRINCESS HWY (MELBOURNE RD) BELL PDE MONT ALBERT RD75 to 80748GISBORNE

BACCUS MARSH ROAD/ ROBERTSON ROADHAMILTON STREET 75 to 100563GISBORNE

BACCUS MARSH ROAD/ ROBERTSON ROADHAMILTON STREET 60 to 80700GISBORNE

FERRIER ROAD STATION ROAD MOUNT MACE DON ROAD75 to 80722GISBORNE GISBORNE - KILMORE ROAD (SAUNDERS ROAD)WEST OF MONAHAN ROADMONOHAN ROAD (EAST OF ... )100 to 80561GISBORNE GISBORNE - KILMORE ROAD (SAUNDERS ROAD)MONAHAN ROADGISBOURNE - KILMORE ROAD75 to 80498GISBORNE GISBORNE • KILMORE ROAD (SAUNDERS ROAD)MONAHAN ROADGISBOURNE - KILMORE ROAD60 to 80394GISBORNE

GISBORNE - KILMOUR ROAD CALDER FREEWAYTHE BOULEVARD75 to 60622GISBORNE GISBORNE - KILMOUR ROAD (STATION ROAD)FRITH ROAD AITKEN STREET75 to 80293GISBORNE GISBORNE - MELBOURNE ROAD (HAMILTON STREET)BACCUS MARSH - GISBORNE ROAD / ROBERTSON STREETSERVICE ROAD75 to 80500GISBORNE GISBORNE • MELBOURNE ROAD (HOWEY STREET)CALDER FREEWAYHOWEY STREET/ GISBOURNE - MELBOURNE ROAD (MELBOURNE ROAD)75 to 80715GISBORNE GISBORNE - MELBOURNE ROAD (HOWEY STREET)RODNEY STREETHOWEY STREET60 to 80683GISBORNE

GISBORNE - MEL TON ROAD WILLOWBANK ROAD 75 to 100625GISBORNE

GISBORNE - MEL TON ROAD WILLOWBANK ROAD 60 to 80647GISBORNE

HONOUR ROAD WATERFALLS ROADMOUNT MACEDON ROAD75 to 60594GISBORNE

HOWEY STREET PANORAMA ROADCALDER FREEWAY RAMP75 to 80825GISBORNE

McBEAN AVENUE GAVIN ROAD NORTON ROADOther210GISBORNE

McGEORGE ROAD NORTH OF COUANGAL T ROADCOUANGALT ROAD (SOUTH OF ... )100 to 80516GISBORNE

MOUNT GISBORNE ROAD WILLOWBANK ROADWILLOWBANK ROAD (SOUTH OF ... )Other1117GISBORNE

WILLOWBANK ROAD BRADY ROAD CALDER HIGHWAY75 to 601187GISBORNE

WILLOWBANK ROAD GISBORNE - MEL TON ROADMOUNT GISBOURNE ROAD75 to 60761GLENELG

CASTERTON - PENOLA ROAD CHAFFREYS LANEGLENELG HIGHWAY100 to 80943GLENELG

GLENELG HIGHWAY BARTAGUNYAH ROAD (NORTH EAST OF ... )BARTAGUNYAH ROAD (SOUTH WEST OF ... )75 to 80627GLENELG

GLENELG HIGHWAY BARTAGUNYAH (EAST OF ... ) 75 to 80929GLENELG

GLENELG HIGHWAY OLD MOUNT GAMBlER ROADCASTERTON - PENOLA ROAD100 to 80998HAMPDEN

HAMILTON HIGHWAY MOUNT ELEPHANT ROADLLOYDS ROAD75 to 801354


SPEED

ROADZONE

LENGTHLGANAME

ROAD NAME ROAD INTERSECTION 1ROAD INTERSECTION 2CHANGE(metres)HAMPDEN

HAMILTON HIGHWAY CAMPERDOWN - DERRINALLUM ROAD (1.5KM EAST OF ... ) 75 to 801384HAMPDEN

HAMILTON HIGHWAY CEMETARY ROADL1NTON ROAD75 to 80856HEYTESBURY

CAMPER DOWN - COBDEN RD CEMETERY RD ADAMS RD75 to 80752HEYTESBURY

COB DEN - PORT CAMPBELL RD GREAT OCEAN RDCURRELLS RD (SOUTH OF ... )75 to 80267HEYTESBURY

COBDEN - PORT CAMPBELL RD COBDEN - TERANG RDCLARKE ST75 to 80448HEYTESBURY

COB DEN - STONEYFORD RD CAMPERDOWN - COBDEN RDSTW ROAD75 to 80666HEYTESBURY

COBDEN - TERANG RD COB DEN - PORT CAMPBELL RDCOBDEN - PORT CAMPBELL RD (WEST OF ... )75 to 80333HEYTESBURY

GREAT OCEAN RD DESAILY ST 75 to 80679HEYTESBURY

LAVERSHILLS - COBDEN RD WALKERST WALKER ST (EAST OF ... )75 to 80481HEYTESBURY

LAVERSHILLS - COBDEN RD TOMAHAWK CREEKPRINCETOWN RDOther789HEYTESBURY

NEYLON ST RIX AVENUE VAGGST60 to 70924HEYTESBURY

PRINCETOWN RD LAVERS HILL - COBDEN RDLAVERS HILL - COBDEN RD (SOUTH OF ... )Other500HEYTESBURY

PRINCETOWN RD LAVERS HILL - COBDEN RDLAVERS HILL - COB DEN RD (SOUTH OF ... )Other497HEYTESBURY

TIMBOON - COLAC RD DIGNEYS - BRIDGE RD (SOUTH EAST OF) 75 to 801385HEYTESBURY

TIMBOON - NULLAWARRE RD NORTH OF ROBIN SONS RDTIMBOON - BRUCKNELL RD100 to 80506HEYTESBURY

TIMBOON - NULLAWARRE RD TIMBOON - BRUCKNELL RDROBINSONS RD (NORTH OF ... )60 to 80278HEYTESBURY

TIMBOON - PORT CAMPBELL RD LAMBERT ST GLERUMS RD75 to 80779HEYWOOD

HENTYHWY PRINCESS HWY OAKBANK RD75 to 80542HEYWOOD

PORTLAND - NELSON RD BLACK SWAN RDKELLETT ST75 to 80807HEYWOOD

PORTLAND - NELSON RD WADE STREET (SOUTH EAST OF ...)KELLETT ST75 to 80290HEYWOOD

PRINCESS HWY HENTY HWY (WEST OF ... ) 75 to 100545HEYWOOD

PRINCESS HWY CAVE HILL RD FLACKS RD75 to 801804HEYWOOD

PRINCESS HWY HOLLlS RD BOYERS RD60 to 702117HEYWOOD

PRINCESS HWY ALLlTS RD ORCHARDS RD75 to 1001135HEYWOOD

WOOLSTHORPE - HEYWOOD RD BELL ST CAMERONS LANE100 to 80561LEIGH

COLAC - BALLARAT RD FERRERS RD MELLlNGTONS RD100 to 802328LEIGH

CO LAC - BALLARAT RD HALLS HILL RD ROKEWOOD - SKIPTON RD (FERRARS ST)60 to 80355LEIGH

COLAC - BALLARAT RD CARRS LANE 60 to 80313LEIGH

HAMILTON HIGHWAY / INVERLEIGH-SHELFORD RDMAHERS LANE RYANS RD75 to 802082LEIGH

MCMILLAN STREET WILSON STREET (SOUTH OF ... ) 100 to 80394LEIGH

SHELFORD - BANNOCKBURN RD BAKERS LANE BAKERS LANE (1.39KM EAST OF ... )75 to 801328LEIGH

TEAS DALE - INVERLEIGH RD HOPES PLAIN RD (NORTH OF ... ) 75 to 801222LEIGH

TEASDALE - LETHBRIDGE RD SHELFORD - BANNOCKBURN RD 100 to 80550MAFFRA

BOISDALE ST MERRYST MERRY STREET (1.16KM NORTH OF ... )75 to 801074MAFFRA

COMMERCIAL RD ROSE ST DREWST75 to 80979MAFFRA

FIREBRACE RD ASH ST HEYFIELD - SEATON RD75 to 80470MAFFRA

FULTON RD MALMOST STRATFORD - MAFFRA RD75 to 80263MAFFRA

HEYFIELD - STATION RD COMMERCIAL RDFIREBRACE RD (NORTH WEST OF ... )75 to 100886MAFFRA

L1COLA RD ELEANOR ST ELEANOR STREET (.56KM NORTH WEST OF ... )75 to 80424MAFFRA

MAFFRA - BRIAGOLONG RD MERRY ST BREWERS HILL RD75 to 801083MAFFRA

MAFFRA - SALE ROAD MERRYDALE STREET (SOUTH OF ... ) 75 to 801300MAFFRA

MORISON ST CAMPBELL ST FULTON RD75 to 801031MAFFRA

SERVICE RD THOMPSON ST MORONEYSTOther726MAFFRA

STRATFORD - MAFFRA RD McADAM ST FULTON RD75 to 80910MAFFRA

TINAMBA - MAFFRA RD TINAMBA - SEATON RDDEANS RD75 to 80651MAFFRA

TINAMBA - SEATON RD McKINNONS RDTRARALGON - MAFFRA RD75 to 801189MAFFRA

TRARALGON - MAFFRA RD WEIR RD WEIR RD (.8KM EAST OF ... )75 to 80640MAFFRA

TRARALGON - MAFFRA ROAD RIVERSDALE ROADRIVER STREET75 to 801047MIRBOO BOOLARRA SOUTH - MIRBOO ROAD (BAROMI RD)MURRAY ST MURRAY ST (.4KM SOUTH EAST OF ... )75 to 80371MIRBOO

BOOLARRA SOUTH - MIRBOO NORTH ROADSCARLETT ST SCARLETT ST (SOUTH OF ... )75 to 80288MIRBOO

CASTLE ST STRZELECKI HWY (RIDGEWAY)SRTZELECKI HWY (SOUTH WEST OF ... )Other361MIRBOO

CASTLE ST STRZELECKI HWY (SOUTH WEST OF ... ) 75 to 70346MIRBOO MEENIYAN - MIRBOO NORTH RD (OLD MARDAN RD)FARMER ST 75 to 80370MIRBOO

OLD THORPDALE RD + BALDING ST ELIZABETH CRTBATHS RDOther595MIRBOO

STRZELECKI HWY WEMBRIDGES RD / WANKE RDWESTBRIDGES / WANKE RD (NORTH EAST OF ... )75 to 70338MIRBOO

STRZELECKI HWY WEMBRIDGES RD / WANKE RDELDON CRT60 to 70694MIRBOO

STRZELECKI HWY GALVINS RD COUPER ST60 to 80380MIRBOO STRZELECKI HWY (MIRBOO NORTH - THORPDALE RD)GALVINS RD 75 to 100388MOE

HAIGH ST EXTENSION GIBSON ST OLD SALE RD75 to 801345MOE JOHN FIELD DVE (MOE -GLEN GARRY RD)OLD SALE RD/ TORRES STBOOLARRA AVE75 to 80728MOE

MOE - GLEN GARRY RD PRINCESS FREEWAY (WEST OF ... )FLORENCE AVENUE75 to 70441


SPEED

ROADZONE

LENGTHLGANAME

ROAD NAME ROAD INTERSECTION 1ROAD INTERSECTION 2CHANGE(metres)MOE

MOE - GLEN GARRY RD FLORENCE AVE WATSONS RD60 to 70255MOE

MOE - GLEN GARRY RD (NARRACAN DVE)BENNETT ST VENICE ST75 to 801405MOE

MOORE ST (MOE - RAWSON ST) ALBERT ST YORKST75 to 80447MOE

OLD SALE RD AUSTIN AVE NORTHERN AVE75 to 801693MOE

WATERLOO RD GRAEME ST GRAHAM STREET (WEST OF ... )75 to 70561MOE

WATERLOO RD GRAEMEST MOFFAT ST60 to 70736MOE

WATSONS RD MARINE ST LYNNE AVENUE100 to 80636MORTLAKE

HAMILTON HIGHWAY WOOLSTHORPE - STREATHAM RD (WEST OF ... ) 75 to 802029MORTLAKE

HAMILTON HIGHWAY WOOLSTHORPE - STREATHAM RD 60 to 801804MORTLAKE

HAMILTON HIGHWAY HEXHAM - CHATSWOTH RDSTREATHAM RD75 to 80781MORWELL

BOOLARRA - CHURCHILL RD WATTLE CRES CANTEBURY WAY75 to 801522MORWELL

CHURCHILL - TRATALGON RD (TRAM WAY RD)MATTA DVE MACKEYS RD75 to 80921MORWELL

COMMERCIAL RD (MORWELL - THORPDALE RD)PRINCESS FWY MORWELL - THORPDALE RD75 to 80786MORWELL

CRINIGAN RD SYMONSCRES CENTRE RD75 to 801036MORWELL

L1MONITE - BOOLARRA RD FAIRMONTST FAIRMONT ST (SOUTH OF ... )75 to 80453MORWELL

LOY - YANG - MORWELL RD (COMMERCIAL RD)PRINCESS FWY RAMP (EAST OF ... ) 75 to 80498MORWELL

MACKEYS RD McDONALD WAY I WINCHESTER WAYFARRAN RD75 to 80206MORWELL

MARYV ALE RD (ALEXANDER RD I TRAMWAY RD)CRINIGAN RD SWAN RD75 to 802726MORWELL

MONASHWAY PRINCESS FWY RAMP (EAST OF ... )LOY - YANG - MORWELL RD (FIRMINS LANE)75 to 80941MORWELL

MORWELL - MARYVALE RD CRINIGAN RD GRANYA GVE60 to 701170MORWELL

MORWELL - MARYVALE RD CRINIGAN RD CRINIGAN RD (NORTH OF ... )75 to 80501MORWELL

MORWELL - TRARALGON RD (pRINCESS HWY)VINCENT RD BARDIA ST75 to 80979MORWELL

SWITCHBACK RD MANNING DVE LANGFORD ST75to 70546MOUNT ROUSE

GLENELG HIGHWAY ARMITAGE STREETMAHONEYS LANE75 to 801305MOUNT ROUSE

GLENELG HIGHWAY PENSHURST - DUNKHELD ROADWIGANS LANE75 to 801245MOUNT ROUSE

GLENELG HIGHWAY McCLEOD STREETPOWLlNG LANE75 to 70510MOUNT ROUSE

GLENELG HIGHWAY POWlING LANE (WEST OF ... )POWLlNG LANE (EAST OF ... )60 to 70560MOUNT ROUSE

GLENELG HIGHWAY DONLAD FORBES STREETBALBEGGIE LANE75 to 701450MOUNT ROUSE

GRAMPIANS ROAD GRAMPIANS ROADI VICTORIA VALLEY ROADDICKLE STREET75 to 80821MOUNT ROUSE

HAMILTON HIGHWAY TI TREE LANE (NORTH OF ... )BATESWORTH LANE (SOUTH OF ... )75 to 80716MOUNT ROUSE

HAMILTON HIGHWAY BOUNDARY ROADDEPOT ROAD75 to 80569MOUNT ROUSE

PENHURST-WARRNAMBOOLROAD SOUTH OF RITCHIE STREET 75 to 80525OTWAY

BIRREGURRA - FORREST RD HENRY ST 60 to 70180OTWAY

BIRREGURRA • FORREST RD HENRYST Other230OTWAY

COLAC - BEECH FOREST RD LARDINER RD (SOUTH OF ... )BEECH - FORREST RD (5KM NORTH OF ... )60 to 701504OTWAY

COLAC - FORREST RD BIRREGURRA - FORREST RD (WEST OF ... ) 60 to 70266OTWAY

COLAC - FORREST RD BIRREGURRA - FORREST RD (WEST OF ... ) Other228OTWAY

FORREST· APOLLO BAY RD (GRANTS ST)HENRYST FRIZON ST60 to 70850OTWAY

GELLlBRAND - CARLISLE RD COLAC - LAVERS HILL RD 60 to 70766OTWAY

GELlIBRAND - CARLISLE RD COLAC, LAVERS HILL RD Other474OTWAY

GREAT OCEAN RD GAMBlER RD (SOUTH OF ... ) 75 to 100379OTWAY



GREAT OCEAN RD SKENES CREEK RD (WEST OF ... )SKENES CREEK RD (EAST OF ... )100 to 80895OTWAY

GREAT OCEAN RD FORREST- APOLLO BAY RD (WEST OF ... )FORREST - APOLLO BAY RD (EAST OF ... )100 to 80242OTWAY

MOOMOOWROONG RD GElIBRAND RIVER RD 100 to 801756PHILlIP ISLAND

COGHLAN RD COWES·RHYLL RDHARBISON RD75 to 80982PHILLlP ISLAND

COGHLAN RD SETTLEMENT RD (ACROSS INTERSECTION) 60 to 70283PHILLlP ISLAND

COGHLAN RD SETTLEMENT RDSILVER LEAVES AVEOther556PHILLlP ISLAND

COWES - RHYLL RD DUNSMORE RD PHILLlP ISLAND RD75 to 80550PHILLlP ISLAND

COWES - RHYLL RD MCILLWRAITH (REID ST) I RHYLL - NEWHAVEN RD (0.5KM WEST OF ... ) 75 to 100471PHILLlP ISLAND

GROSSARD POINT RD GRIFFITHS ST GRIFFITHS RD (SOUTH EAST OF ... )75 to 80689PHILLlP ISLAND

LYALL RD GRAYDENS RD FISHER ST75 to 60421PHILLlP ISLAND

PHILLlP ISLAND RD RHYLL - NEWHAVEN RDROSE ST75 to 802393PHILLlP ISLAND

PHILLlP ISLAND RD BERMAGUI CRESVENTNOR BEACH RD75 to 802252PHILLlP ISLAND

PHILlIP ISLAND RD VENTNOR BEACH RDCOWES - RHYLL RD I VENTNOR RD60 to 80771PHILLlP ISLAND

PHILlIP ISLAND RD VENTNOR BEACH RDCOWES· RHYLL RD I VENTNOR RD75 to 100671PHILLlP ISLAND

PHILLlP ISLAND RD (BRIDGE) BOYS HOME RD WYNNE RD75 to 801802PHILLlP ISLAND

RHYLL - NEWHAVEN RD HASTINGS ST FRANKLYN ST75 to 80600PHILLlP ISLAND

SETTLEMENT RD DUNSMORE RD COGHLAN RD60 to 70715PHILLlP ISLAND

VENTNOR BEACH RD MCHAFFIE ST LYALL RD75 to 80606


SPEED

ROADZONE

LENGTHLGANAME

ROAD NAME ROAD INTERSECTION 1ROAD INTERSECTION 2CHANGE(metres)

PHILLlP ISLAND

VENTNOR BEACH RD LYALL RD VENTNOR RD7510100710PHILLlP ISLAND

VENTNOR RD JUSTICE RD MCKENZIE RD75 to 1001912PHILLlP ISLAND

VENTNOR RD IRVING RD MCKENZIE RD751080416PORT FAIRY

PRINCESS HIGHWAY THISTLE PLACE (WEST OF ... ) 75 to 80407PORT FAIRY

PRINCESS HIGHWAY (ROSEBANK RD)ALBERT RD TOOLONG RD7510801703QUEENSCLlFFE

BELLARINE HWY (QUEENSCLlFF RD)NELSON RD FELLOWS RD75 to 80475QUEENSCLlFFE

BELLARINE HWY (QUEENSCLlFF RD)MURRAY RD KING ST7510701045QUEENSCLlFFE

MURRAY RD FELLOWS RD WARD RD751060861SALE

AERODROME RD (RAGLAN ST) PRINCESS HWY WADECRT7510702227SALE

DAWSON ST GIBSONS RD SOMERTON PARK RD751080769SALE

MAFFRA - SALE RD PRINCESS HWY GLEN CAMPBELL CRT75 to 70514SALE

MAFFRA - SALE RD GLEN CAMPBELL CRTGRASS DALE RD7510100834SALE

PRINCESS HWY HUNT PLACE OTWAY ST75 to 100771SALE

PRINCESS HWY PARK ST PARK ST (WEST OF ... )601080516SALE

PRINCESS HWY COBAINS RD DAWSON ST! MAFFRA SALE RD751080694SALE

PRINCESS HWY STAWELL ST DAWSON ST! MAFFRA SALE RD60 to 701196SALE

RAGLAN ST REEVE ST PRINCESS HWY (YORK ST)751070573SALE

SOMERTON PARK DVE WANDANA RD AERODROME RD (RAGLAN ST)6010702269SALE

SOUTH GIPPSLAND HWY PUNT LANE JOHNS ST75 to 80317STRATHFIELDSAYE

BENDIGO - REDESDALE RD COUSINS ST COUSINS ST (0.8KM SOUTH EAST OF ... )10010801114STRATHFIELDSAYE

BENDIGO- REDESDALE ROAD KAIRNS ROAD (0.38KM NORTH WEST OF ...)KAIRNS (0.15KM SOUTH EAST OF ... )75 to 80557STRATHFIELDSAYE

BENDIGO -REDESDALE ROAD STORYS ROAD! EMU CREEK ROADMANNES ROAD7510100871STRATHFIELDSAYE

BENDIGO -REDESDALE ROAD STORYS ROAD! EMU CREEK ROAD (WEST OF ...)STORYS ROAD (EAST OF ... )751080400STRA THFI ELDSA YE

BENDIGO -REDESDALE ROAD TANNERY LANE COUSINS STREET7510801096STRATHFIELDSAYE

JUNORTOUN ROAD TROTTING TERACESINCLAIRS ROAD100 to 802213STRATHFIELDSAYE

KANGAROO GULLY ROAD SHEL TONS ROAD 1001080278STRATHFIELDSAYE

KANGAROO GULLY ROAD SHEL TONS ROAD 751080423STRA THFI ELDSA YE

KANGAROO GULLY ROAD SHEL TONS ROADREGENT STREET601070180STRATHFIELDSAYE

MANDURANG ROAD FRANCES STREETONR TREE HILL ROAD751080613STRATHFIELDSAYE

MAN DU RANG ROAD NORTH OF CAVAGNAS ROADCAVAGNAS ROAD (SOUTH OF ... )Olher780STRATHFIELDSAYE

MclVOR HIGHWAY TROTTING TERACETROTTING TERRACE (EAST OF ... )Olher2424STRATHFIELDSAYE

MclVOR HIGHWAY MURPHY LANE (WEST OF ...) 60 to 703032STRATHFIELDSAYE

MclVOR HIGHWAY SUGARLOAF ROADSUGARLOAF ROAD (5KM WEST OF ... )7510100403STRA THFIELDSA YE

MclVOR HIGHWAY SUGARLOAF ROADHAWKINS LANE75 to 80190STRATHFIELDSAYE

NANKERUS ROAD MANDURANG ROADTANNERY LANE10010801509STRATHFIELDSAYE

STORYS ROAD! EMU CREEK ROAD BAKERS LANE BENDIGO -REDESDALE ROAD100 to 801082STRATHFIELDSAYE

TANNERY LANE RED TANK ROADBENDIGO -REDESDALE ROAD751080977STRATHFIELDSAYE

TROTTING TERACE MclVOR HIGHWAYMclVOR HIGHWAY100 to 802685WAN NON

GLENELG HIGHWAY GORDON STREETHIRDS LANE751080870WANNON

GLENELG HIGHWAY COLERAINE - EDEN HOPE ROADTEMPLETON STREET751080705WONTHAGGI

BASS HWY AT INTERSECTION BIW STH DUDLEY RD & LOCH-WONTHAGGI RD 751070342WONTHAGGI

BASSHWY CARNEYS RD CARNEYS RD (EAST OF ... )751080511WONTHAGGI

BASS HWY (INVERLOCH RD) WATTST CARNEYS RD601080255WONTHAGGI

CAMERON ST REED CRES PINE GVE751080716WONTHAGGI

CAPE PATTERSON RD SEAWARD DVE (0.32KM NORTH OF ... ) 75 to 80319WONTHAGGI

CAPE PATTERSON RD STEWATRT ST GARDEN ST751080440WONTHAGGI

FULLER RD VICARS AVE VICARS AVE (NORTH OF ... )1001080481WONTHAGGI

KORUMBURRA-WONTHAGGI RD IVOR ST STOREY ST (NORTH EAST OF ... )751080475WONTHAGGI

SOUTH DUDLEY RD GRAHAM ST BASS HWY \ WHITE RD75 to 801790

APPENDIXEChart of Definitions for Classifying Accidents (DCAs)

DEFINITIONS FOR CLASSIFYING ACCIDENTSPEDESTRIAN

DN FDOTIN TOY (PRAM

VEHICLES FRDM

ADJACENT DIRECTIDNS I VEHICLES FROM(INTERSECTIONS DNL Y) OPPDSING DIRECTIONS

VEHICLES FROM

SAME DIRECTIONMANOEUVRING DVERTAKING ON PATH

OFF PATH

ON STRAIGHTOFF PATH

ON CURVEPASSENGER AND

MISCELLANEDUS

WAWNG WllH TRAffiC 104 I TWO RIGHTTURNING 114

RIGHT lEfT fAR 115

lffTRIGHT fAR 117

125

197

196

195

194

193

192

PARKED CAR

RUN AWAY

~crp1\u'u vO

STRUCX TRAiN

x~1(8J

lOAD OR MISSilE

STRUC~ VEHICLE 191

/;~IfcO=

FEll

IN fROM VEHICLE 190

~~~

STRl.(x RAilWAY

CROSSING fURNITURE

187

185

185

184OUT Of CONTROl

ON CARRIAGEWAY

~~

•0.1

~:Off CARRIAGEWAY '"

lEfT BEND

•

~:Off CARRIAGEWAY t 0

RIGHT B_EN_0 __ 18

J~:

Off RIGHT BEND INTO '"

OMCT 'PARKED VEHICLE 13181

177

176

175

174

'~2't

~~'"

1731 OB%~TlEtiR~\~O~",;~ll C 183

172

170

............. .

.'~ ......~~::::::j.•

',I'" •••m;.:..:..;.. ..

..C:'.~:".::":-:.:.I ..:-:.: .. #~ ••• ::<.

er

::;;~~;::;

•

:::~::::•••••••••••••••• o •.............. ..

OUT Of COHTROl

ON CARRIAGEWAY

Off EHO Of ROAD

T INlERSECilON

t

Off CARRIAGEWAY

TO RIGHT

Off CARRIAGEW'Y

TO lEfT

:i~i·;'~::';::'"

C

1631 R:~~6g~eW~~,~~t

162

151IlE6iJ~~fl~::;~~E~~i~~:O171

160

l..--J]T£MPORARY

ROAOWQR~S 155

~j)

P1R~EO

CZJf2l..--lZl

VEHK:LE DOOR

r--~~:::;:Jl

ACCiDENT OR

BRC~EN COWN

~~~~,~~~iy156

DOUBLE PARKED

~C2J1

~cCf

>;~:;~/~

1571 I~~~~;n) 157

156

155

154\ P!R~NWR~~~:~~~T1QN 154PUlLING OUT

.REAR END

CUTIING IN 153 ..

PlJllING OuT 152

~-

1

---.....-

OUT Of CONTROl 1 5 I

I"'~\:~~, 150

,

~~

I •~--C .,

• I~-

y

~

REVERSING 145

~~~~~~ ,Fl~~~ 14 7

.L.-~

I~l~................. :

~U TURN INTO

fiXED OMCT'

PAR~EO VEHICLE 141

UTURN 140

1 I

0<=>0

lEA\'TNG PARKING 142

ENT£RING PAR~ING 143

I 0, <s CZJ

Zl 01..-- \i>

~ Il~_

1351 o~m~~~~no~~I~~E146

1341 PAR~INGVEHIClESOHlY 144,,---"

RIGHT TURN

SIDE SWlP!

I_~

, WlTURN 137SID! SWlP!

I

I~---:\

..!---IlANE SIDE SWlP! 133

'~,--

, 1------.,,

lANE CHANGE lEfT 135

lffTREAR 131

REAR END 130

~.!.-J

lANE CHAIfGE RIGHT

InolOvtrt.k""lJ

I I--VEHiCLES IN SAME l).NE

RIGHT REAR 132

I1'HiCLES IN PARAUEll).NES

124

l23

122

127

lEflWT 125

RIGHT RIGHT

~r

RlGHTlHT

UfT THRU

I--'L!.

HEAD ON

(not Ovtl1'k"'ll 120

RIGHlTHRU 121

I

--. ----L

, I--..-

1-.-

I· ",.Olto SIt(1·0111(1

115

113

112

111

110

~

L

0r

'1,'~

(,

lEfT RfAR

lEflfAA

'1'):

RIGHT fAR

'-r,-

RIGHT NEAR

'--"CROSS TRAffiC

FAR SID! 102

NE AR SIDE I00

.................

EM[RGING 101

..,

. ,

fACIHGfRAfFlC 105

DRMWAY 107

.......................... .

OH fOOTPATH.

MEDI)J( 105

~;.~V··~..... - ."' ·H"',· .••.••••H:·::::"'L:;": H' ...................

.=::::+::::

.. cccccc.~ ..

'~.::.: ..

.. "::.:::' ~::.~~~'~::J:;

............. ~.-::-:.~.-:...1-··· ..· ···. . .

........ ----- "'~:;.~::: .. ::.:::

,-wptAYING WQAAIIfG l YIIfG

STANDING OH CARRIAGEWAY 103

-'---- c;:;:J

S TRUC, WHIlE BOARDING

OR ALIGHTIHG VEHiCLE 108

OTHER

P\OlSTR'AH

109

Jl.TWO lEfI TURH

OTHER

ADJACENT

118

119

128

OTHER

CROSSING

129

138

OTHER

SAME DIRECTION

139

UL1JiJI/.....................fROM

FOOTWAY 148

OTHER

MANOEUVRING

149

OTHER

OVERTA~ING

158

159

OTHER

ON PATH

158

169

OIHER

STRAIGHT

178

179

OTHER

CURVE

188

189

OTHER

?•

UN~NO,/(N

198

199

';INITlfl"tC rf""\n r/""'lJ""'l"''''''' •••••••••••••••••.•..••-~ -.-

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