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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
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
2 MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE
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
4 MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE
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.
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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
Ev ALUA nON OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 7
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.
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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
Ev ALUA nON OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 9
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.
10 MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE
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
Ev ALUA nON OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 11
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.
12 MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE
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
Ev ALUA nON OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 13
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.
14 MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE
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
Ev ALUA nON OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 15
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
16 MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE
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
Ev ALUA nON OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 17
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.
18 MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE
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
LimitsPercentage Lower Upper Sig.
Change* Limit Limit LevelNumber of casualty
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
Increase or DecreaseSpeed Zone ChangesIncrease Speed Zone Change
1592117-1.89%-22.64%24.410.8750
Decrease Speed Zone Change
2211969.01%-25.56%59.93%0.6572
Across All LGAs for allSpeed Zone ChangesAll Accidents
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.
20 MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE
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.
Ev ALUA nON OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 21
TABLE 10 : Results of crash frequency analysis - All of Victoria
VICTORIA95% 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%0.2939
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
Increase or DecreaseSpeed Zone ChangesIncrease Speed Zone Change
533315347
Decrease Speed Zone Change
20278491
Across All LGAs for allSpeed Zone ChangesAll Accidents
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
22 MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE
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.
Ev ALUA nON OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 23
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.
24 MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE
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.
Ev ALUA nON OF THE CRASH EFFECTS OF THE CHANGES IN SPEED ZONES IN VICTORIA DURING 1992-1993 25
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.
26 MONASH UNIVERSITY ACCIDENT RESEARCH CENTRE
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
MELBOURNE: SPEED ZONE CHANGE SITES USED IN EVALUATION
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
MELBOURNE: SPEED ZONE CHANGE SITES USED IN EVALUATION
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
MULGRAVE FWY RAMP DANDENONG VALLEY HWYMULGRAVE FWY/SOUTH EASTERN ARTERIAL751080276DANDENONG
MULGRAVE FWY RAMP DANDENONG VALLEY HWYMULGRAVE FWY/SOUTH EASTERN ARTERIAL751080434DANDENONG
MULGRAVE FWY RAMP DANDENONG VALLEY HWYMULGRAVE FWY/SOUTH EASTERN ARTERIAL751080407DANDENONG
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
MELBOURNE: SPEED ZONE CHANGE SITES USED IN EVALUA TION
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
MELBOURNE: SPEED ZONE CHANGE SITES USED IN EVALUA TION
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
MELBOURNE: SPEED ZONE CHANGE SITES USED IN EVALUATION
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
MULGRAVE FWY RAMP/SOUTHEASTERN ARTERIALBLACKBURN RD 60 to 70318WAVERLEY
MULGRAVE FWY RAMP/SOUTHEASTERN ARTERIALBLACKBURN RD 60 to 7056WAVERLEY
MULGRAVE FWY RAMP/SOUTHEASTERN ARTERIALBLACKBURN RD 60 to 70264WAVERLEY
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
SPEED ZONE CHANGETOTAL ROAD LENGTH (metres)
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
SPEED ZONE CHANGETOTAL ROAD LENGTH (metres)
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
RURAL VICTORIA: SPEED ZONE CHANGE SITES USED IN EVALUATION
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
RURAL VICTORIA: SPEED ZONE CHANGE SITES USED IN EVALUATION
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 GAMBlER RD (SOUTH OF ... ) 75 to 70349OTWAY
GREAT OCEAN RD GAMBlER RD (SOUTH OF ... ) 60 to 701154OTWAY
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
RURAL VICTORIA: SPEED ZONE CHANGE SITES USED IN EVALUATION
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"''''''' •••••••••••••••••.•..••-~ -.-