Traffic, roads and transport

Page updated 19 October 2022

At the Ordinary Council Meeting of 19 October 2022, Council endorsed the following resolution in relation to the Kerferd Road Safety Improvement Trial (link to Council Report).

That Council:

3.1 Notes that the trial closure of the intersection of Kerferd Road and Herbert/Montague Streets has met objectives to:

3.1.1 Improve safety at the intersection for all road users;

3.1.2 Deter through traffic and;

3.1.3 Encourage compliance with the speed limit.

3.2 Request that the Department of Land, Water and Planning (DELWP):

3.2.1 Work with Council officers to undertake design investigations for the intersection of Kerferd Road and Montague/Herbert Streets in the Shrine to Sea Masterplan, including testing options for opening safe traffic movements at the intersection;

3.2.2 Ensure that any proposed design aligns with the objectives of the Trial (as per 3.1 above) and addresses the safety risks outlined in the independent Road Safety Audit.

3.3 Request that DELWP prioritise the construction of the permanent outcome as part of the implementation of a final Shrine to Sea Masterplan.

3.4 Retains the traffic management changes implemented as part of the 2021 trial until further works are completed to either make the trial conditions permanent, or to allow safe traffic movements at the intersection.

3.5 Requests that Council Officers locate temporary tree planters in the disused roadway within the median during the trial extension.

Background

The trial involved the temporary closure of the median at the intersection of Kerferd and Montague/Herbert Streets, restricting through and right turn vehicle movements.

The trial’s objectives were to deter through traffic, encourage compliance with the speed limit and improve safety for people walking, bike riding and driving on local streets. The trial was deemed necessary after an independent safety audit commissioned by Council identified the intersection of Kerferd Road and Montague/Herbert Streets as posing a safety risk, due largely to the layout of the intersection. The risks included high-speed side impact incidents.

A review of the traffic data collected following the trial’s implementation, indicate that the closure of the median at the intersection has had a positive impact on a number of the trial’s objectives including:

A significant reduction in traffic levels along Montague and Herbert Streets,

No crashes reported at the intersection, and

Improved speed limit compliance.

As part of the trial’s evaluation, community members were encouraged to provide feedback via Council’s Have Your Say page and through an on-line survey on people’s experiences and perceptions.

Community views revealed that there was a strong community sentiment that improving the safety along and across Kerferd Road was important, although the immediate measures were perceived as an inconvenience to some local community members, reducing the ease of travel particularly for those destined for Bridport Street shops.

Kerferd Road is a major component of the Department of Land Water and Planning’s Shrine to Sea project. In view of this, there is a need to ensure any long-term works addressing the safety of the intersection also enables the objectives of the Shrine to Sea project to be achieved.

Whilst the temporary measures implemented as part of the trial address the immediate safety concerns at the intersection, significant changes to the Kerferd Road layout are necessary to enable the reinstatement of safe movements at this intersection. Consequently, it is considered appropriate for the legacy design of the intersection to be considered in the context of the Shrine to Sea Project. This will ensure solutions for the intersection meet safety objectives whilst also appropriately considering the strategic direction, vision, and design of the project.

Council will therefore maintain the temporary arrangements at the intersection until the Shrine to Sea project is implemented. During this period, Council will install numerous tree planters to improve the visual amenity of this area.

In response to the Integrated Transport Strategy (Move Connect Live) and Outcome 2 of the Council Plan, 'our community is healthier because it has safe, connected and convenient walking and bike riding choices'.

Healthy Tracks to Schools audits have been undertaken at three primary schools. Infrastructure improvements have been identified at locations that present barriers to pedestrians to support active travel to schools.

Six priority locations (PDF 2 MB) have been identified as requiring pedestrian infrastructure upgrades due to the existing crossing widths and the exposure to traffic for vulnerable road users:

• Mary Street and Canterbury Road, St Kilda West
• Meredith Street and Barkly Street. Elwood
• Normandy Road and Glenhuntly Road, Elwood
• St Vincent Place North and Merton Street, Albert Park
• St Vincent Place South and Merton Street, Albert Park
• Lyell Street and Nelson Road, South Melbourne.

Proposals that include installation of kerb extensions and at-grade raised pavements, will result in the following benefits:

• reduced crossing widths for pedestrians
• increased pedestrian accessibility provided by the at-grade pavement
• increased sightlines for all road users
• slower vehicle speeds for vehicle entry and egress at the intersections.

These works are proposed to be implemented within the 2019/20 financial year, depending on community support and funding allocation.

Projects have been submitted to VicRoads seeking 50:50 match funding under the TAC Safe Travel in Local Street Funding Program.

Council regularly measures traffic volumes and speeds on our roads. Typical traffic volumes are:

• 500 to 3,000 vpd*^ on local streets. Local streets provide access to properties within the local area. Many local streets within the municipality have a 40km/h speed limit.
• 3,000 to 8,000 vpd on collector roads. These roads distribute traffic between local streets and the arterial road network, carrying moderate levels of traffic, sometimes also providing public transport services.
• Over 8,000 vpd on arterial roads and major roads, which carry high traffic volumes and are designed for major traffic movement across Melbourne. They can provide for public transport services and the movement of freight. State arterial roads are controlled by the Department of Transport & Planning. 

*vpd: vehicles per day

^ some local streets operate satisfactorily towards the higher limit while others are in the order of 500vpd

Speed is one of the major factors contributing to accidents on our roads.

Council is progressively reducing the speed limit on local streets. Lower speed limits are safer for all road users, especially the most vulnerable, such as pedestrians and bike riders, children and older people.

In order to determine whether the existing speed on a street is within an acceptable range of the posted speed limit, the 85th percentile speed is determined. The 85th percentile speed is the speed that 85 per cent of vehicles travel at or below.

If the 85th percentile speed is well above the speed limit, traffic calming measures and police enforcement may be required to help reduce speeds.

Speed humps are no longer considered an effective traffic management measure, as they only slow vehicles at particular points. They also create noise, and impact the amenity of immediate neighbours.

If you have concerns with traffic in your street, please put your request in writing to:

Transport Safety Engineering
Private Bag 3
St Kilda VIC 3182

Or via Online Services

Your concerns will be investigated and if deemed appropriate, traffic calming measures may be installed subject to community engagement and funding.

Frequently asked questions

Is Council lowering the speed limit on all local streets?

Council has been lobbying the State Government since 1999 to reduce speed limits. Initially, speeds were reduced around schools. In 2009, we began to lower speeds in shopping centres and other areas with a high number of pedestrians.

We are now moving toward lowering the speed limit in local residential streets on an area-wide basis. This is part of Council’s longer-term goal to introduce 40 km/hr speed limits to a greater number of residential streets in Port Phillip.

When setting a speed limit, it must be likely that the majority of traffic travels below the proposed limit. Council officers have conducted traffic surveys and are satisfied that the majority of drivers already travel at speeds consistent with a 40 km/h speed limit.

Why is Council lowering the speed limit in some local areas?

Urban speed limits in Australia are still very high compared to international standards. The default urban speed limit in Victoria was lowered from 60 km/h to 50 km/h in 2001. Research by Monash University shows that this change is associated with a reduction in fatal and serious injury crashes for pedestrians of between 25 per cent and 40 per cent.

In 2001, the number of crashes in Port Phillip reduced by 94 crashes (16 per cent) from the previous year. This is the highest reduction in crashes seen in Port Phillip since 1989.

Lower speeds give all road users more time to react to avoid a collision. If a crash does occur, lower speeds reduce the severity of an injury, particularly to pedestrians and bike riders.

Lower speeds also encourage more people to walk and ride. When people feel safer on local streets, they are more likely to spend more time on the street.

Will lower speeds mean I will be delayed when driving?

One of the perceived disadvantages of reducing speed limits is an increase in travel time.

The City of Port Phillip is an urban environment and travel times are influenced by many factors. Travel times are more likely to be influenced by stopping at intersections, congestion, on-street parking and pedestrians crossing the street.

Any delays that drivers may experience due to a change in speed limit would be minimal. Even ignoring all other factors, a reduction in the speed limit from 50 km/h to 40 km/h increases travel time by only 14 seconds over an 800-metre long street.

The marginal increase in travel time is outweighed by a significant safety benefit.

What will the speed signs look like?

A speed limit sign will be installed at the entry point to each street so that they are visible to drivers entering. Signs will be installed on existing signposts or electricity poles where suitable. New posts will be installed if no existing poles/posts are suitable.

Will Council monitor the change in speed on the streets?

Traffic speeds will be measured within each of the areas before changing the speed limit. Speeds will again be measured after the new speed limits have been in place for a year and monitored over the coming years to assess their effectiveness.

How will the new speed limits be enforced?

Victoria Police is responsible for enforcing all speed limits. Council’s proposed changes to speed limits are supported by Victoria Police and the Department of Transport.

Where does revenue from speeding fines go?

Council does not receive any revenue from speeding fines. The revenue is collected by the State Government. All net revenue collected from speeding fines is directed back into road safety.

For more information about speeding fines and penalties, visit Cameras Save Lives.

Background research

There is a large body of research into the impact of lowering speed limits in urban environments, both in Australia and overseas. Some of these studies are listed below:

An evaluation of the default 50 km/h speed limit in Victoria. Monash University Accident Research Centre (2006).

Safe Speed Evidence review 2008 (PDF 2.6 MB). Dr Jan Garrard (2008)

Transport Accident Commission (TAC) - Road speed statistics