The sixth entry in the current series on Local Area Traffic Management (LATM), as informed by the AGTM Part 8: Local Street Management [1], outlines Stage 5 of the LATM process, covering Implementation. This stage proceeds following completion of the scheme design in Stage 4. Stage 5 Tasks Timing and staging There are several key factors that influence when and how implementation is achieved once the scheme design is in place. As described by Austroads (p.46), “works may be s

The fifth entry in the current series on Local Area Traffic Management (LATM), as informed by the AGTM Part 8: Local Street Management [1], outlines Stage 4 of the LATM process, covering Scheme design. This stage proceeds following approval of the draft scheme that was selected and presented to council as the final task in Stage 3. Stage 4 Tasks Scheme design essentially involves the preparation of detailed plans, costings, timelines and tasks for implementation. According to

The fourth entry in the current series on Local Area Traffic Management (LATM), as informed by the AGTM Part 8: Local Street Management [1], outlines Stage 3 of the LATM process. Stage 3 covers the development of plans to achieve the stated objectives as determined in Stage 2. The key tasks for Stage 3 are identified in the Guide as including 5 key tasks and 9 typical steps (Figure 1). Figure 1: LATM key tasks and typical steps identified in Austroads (2020) Stage 3 Tasks 1.

The third entry in the current series on Local Area Traffic Management (LATM), as informed by the AGTM Part 8: Local Street Management [1], outlines Stage 2 of the LATM process, which is to define the study scope and objectives. The key tasks for Stage 2 are identified in the Guide as including: Define and collect required data Identify problems Identify potential solutions Define and confirm objectives The specific objectives should reflect the issues and problems that are

Our previous brief introduced the principles and planning processes of Local Area Traffic Management (LATM), as informed by the Austroads Guide to Traffic Management Part 8: Local Street Management [1]. As noted, the main objective of LATM is to encourage appropriate driver behaviour for local streets, promoting safety, amenity and sense of place through low speeds and management of traffic volumes. Consistent with other concepts such as Network Safety Plans and Movement and

Local Street Management, also referred to as Local Area Traffic Management (LATM), is informed in large part by the Austroads Guide to Traffic Management Part 8[1]. The Part 8 Guide is intended to inform government and industry planners and engineers on best practice design, development and management of local area residential streets and related infrastructure. The current brief provides an introduction and overview of the Austroads Guide Part 8, with specific components of

The benefits of lower vehicle speeds are regularly reported in terms of safety, particularly for vulnerable road users, where the relationship between impact speed (velocity) and survivability is generally well-established, as noted previously . Less often reported are the environmental impacts of lower speeds, including reduced vehicle emissions and fuel consumption, which may be expected in many cases where speed reduction measures are implemented. With research on this top

As reported in a previous brief on smart traffic management technology, variable speed limits (VSL) have been shown to significantly reduce crash rates while simultaneously improving traffic flow, particularly in congestion scenarios. VSL adjusts speed limits in real-time based on triggers such incidents, adverse weather and congestion, producing crash reductions of up to 34% according to some studies 1 . Smart motorways with VSL systems are increasing in number across Austr

As reported in our previous brief on intersections (Part 1) , red light running is a major factor contributing to intersection crashes, which account for approximately 45% of all reported casualty crashes in Victoria and NSW[1]. At signalised intersections, the yellow change interval between green and red lights is critical and should allow drivers to stop safely (sufficient interval) without encouraging them to enter the intersection during the transition phase (excessive in

In Victoria, the Road Safety (Traffic Management) Regulations prescribe requirements for the authorisation of traffic control devices, including speed limit signs. Speed limit sign sizes are categorised by codes ranging from A (smallest) to E (largest). Selection of the appropriate sign size is determined by the applicable speed zone, where sign sizes generally increase with speed limits. Various environmental and traffic conditions may warrant variations, such as, for exampl

The relationship between vehicle speeds, crash risk, and injury severity is well known and is a key topic that continues to be examined heavily in road safety research. Generally, both crash risk and injury severity risk increase with higher speeds. This is a fundamental driver of various efforts to reduce speeds and speeding through a combination of engineering, enforcement, education and regulatory measures. The benefits of speed reduction measures may be crudely estimated

Source: https://www.parliament.vic.gov.au/news/society/traffic-cameras/ Enforcement of speed limits using camera technology and other means, and the associated penalties, is one of the more controversial road safety topics in public forums. An Australian study using self-reported data from a large sample of drivers (N=5179) found high levels of acceptance of low-range speeding[1]. According to this study, the extent of speeding tends to increase in higher speed zones, with 48