CITY OF MELBOURNE

MOTORCYCLE PLAN
2015-2018
A CONNECTED
CITY
The Motorcycle Plan 2015-18 aims to make Melbourne safer
and more attractive for current and future motorcycle riders.
It also aims to integrate motorcycle use with other movement
modes as part of the City of Melbourne’s Transport Strategy
2012, as well as contribute to achieving the Council Plan goal
for a connected city –

“In Melbourne, all people will be able to move freely,

to communicate and trade without sacrificing
essential social or economic values”.

melbourne.vic.gov.au/roads
CONTENTS
1. Introduction 5

2. Motorcycles in Melbourne 7

3. Why support motorcycle use?  10

4. Analysis of motorcycle crashes 12

4.1. Long-term crash trends 13

4.2. Medium term crash trends 16

5. Motorcycle parking  22

6. Action Plan 26

Glossary of Terms
The following terms are used throughout this document:

Plan - Motorcycle Plan 2015-2018.

City - The municipality of the City of Melbourne.
Central city - Defined on the map on page 4.
Motorcycle - Used as a collective term for motorcycles, scooters and other powered two-wheel vehicles.
Car - Refers to private cars, excluding taxis.

City of Melbourne Motorcycle plan 2015-18

June 2016

Disclaimer
This report is provided for information and it does not purport to be complete. While care has been taken to ensure the content in the report
is accurate, we cannot guarantee it is without flaw of any kind. There may be errors and omissions or it may not be wholly appropriate for your
particular purposes. In addition, the publication is a snapshot in time based on historic information which is liable to change. The City of Melbourne
accepts no responsibility and disclaims all liability for any error, loss or other consequence which may arise from you relying on any information
contained in this report.

To find out how you can participate in the decision-making process for City of Melbourne’s current and future
initiatives, visit melbourne.vic.gov.au/participate
Central city

The term ‘central city’ in this Motorcycle Plan refers to the area outlined on the
map, bounded by Victoria Street, Spring Street, Flinders Street, Swanston Street,
the Yarra River, Spencer Street, La Trobe Street, William Street and Peel Street.

4 melbourne.vic.gov.au/roads
1. INTRODUCTION
The City of Melbourne is Section 6 sets out the Action Plan
committed to promoting to improve the safety of motorcyclists
and promote motorcycling in the
motorcycling as an energy municipality. This Action Plan was
efficient, space saving and adopted by the Council on 2 July
sustainable mode of transport. 2013 (as part of the Road Safety
Plan) following extensive
The City of Melbourne Road Safety community engagement.
Plan 2013-2017 sets out environmental,
behavioural, regulatory and policy This Motorcycle Plan and its accompanying
actions to help create an urban Action Plan will help motorcyclists feel
environment that physically and socially welcomed and supported through safe,
supports the needs of people when comfortable roads, and on-street and
walking, cycling and motorcycling off-street parking.
(as the most vulnerable road users).
It will improve the safety of
This Motorcycle Plan 2015-2018 aims motorcyclists through a supportive
to make Melbourne safer and more road environment, as well as enhance
attractive for current and future reciprocal awareness between
motorcycle riders. It focuses on motorcyclists and other road users.
improving the road network to improve It will also enable the support of
safety and convenience for riders, as motorcyclists by regulations and
well as encouraging people to consider policies that prioritise their safety needs
motorcycling for their daily travel needs. on the roads across the municipality,
A status of current motorcycling in the during the day and at night.
municipality is provided, along with an
Action Plan to achieve the vision of a The Plan also commits to expanding
city that promotes a safe and efficient motorcycle parking throughout the
transport network for all road users. municipality, both in terms of the
number of spaces and the options
The goals of this available to riders.
Motorcycle Plan are to:
The City of Melbourne will continue to
support motorcycle safety campaigns
1. Investigate the benefits
that encourage responsible road use
of motorcycle use.
and promote Melbourne as a safe city
for all road users. Additional research
2. Improve the road infrastructure will help us better understand traffic
to deliver an efficient transport conditions, motorcycling behaviour and
network as per the City of crashes, and monitor our performance.
Melbourne Transport Strategy 2012.

3. Increase participation
in motorcycling.

4. Make motorcycling safer.

5. Enhance the convenience of

the motorcycling experience.

6. Expand motorcycle parking

across the municipality.

7. Increase compliance with

the VicRoads’ make roads
motorcycle friendly guidelines.

Motorcycle Plan: 2015-2018 5

6 melbourne.vic.gov.au/roads
2. MOTORCYCLES IN MELBOURNE
The Melbourne municipality covers an The number of motorcycles on Victorian As part of its ongoing monitoring
area of 37.6km2 and shares boundaries roads has increased steadily in recent of traffic volumes, the City of Melbourne
with seven other municipalities. The years. Motorcycles offer many an conducts surveys of inbound vehicles
distance from east to west and from attractive alternative form of transport to the municipality twice a year. These
north to south is approximately 7km. to the car for daily commuting. surveys occur on typical weekdays from
About 800,000 people travel into the Recreational use is also increasing, 7am to 10am, generally in March
municipality to work, study or visit each leading to more people riding on and September.
weekday. By 2016, close to 900,000 weekends and growing numbers of
people are expected to travel into the motorcycles along popular tourist The results of the surveys are
central city area and adjoining suburbs routes, such as the Great Ocean Road summarised in Table 1.
each weekday. and the Yarra Ranges.
The map below shows the
Motorcycles are a space-saving, A high proportion of trips to, from and survey locations.
convenient and lower-cost alternative within the greater Melbourne area are
to private cars, and are well suited taken as a driver or passenger of a car
to the municipality’s inner urban or by public transport. For weekday
areas. As such, motorcycling can trips of 2km–7km, 44 per cent of people
play an important role in supporting travel in cars and 40 per cent on public
Melbourne’s liveability by reducing transport. For 7km–20km trips, 50 per
traffic congestion. cent of people travel in cars1.

Survey locations

1
 ictorian Integrated Survey of Travel and Activity (VISTA) 2009 data, as presented in Table 1, page 8 of the City of Melbourne Bicycle
V
Plan 2012-2016.

Motorcycle Plan: 2015-2018 7

Table 1: Inbound traffic, City of Melbourne

DURING THE MONTH OF CARS TRUCKS MOTORCYCLES BICYCLES ALL VEHICLES

July 2006 48,788 6,664 873 2,053 58,378

Per cent: 83.6% 11.4% 1.5% 3.5% 100.0%
March 2007 45,583 9,047 1,173 2,890 58,693
Percent: 77.7% 15.4% 2.0% 4.9% 100.0%
March 2008 58,376 7,069 1,622 5,778 72,845
Percent: 80.1% 9.7% 2.2% 7.9% 100.0%
March 2009 56,611 5,470 1,538 4,602 68,221
Percent: 83.0% 8.0% 2.3% 6.7% 100.0%
March 2010 50,962 9,339 1,691 4,922 66,914
Per cent: 76.2% 14.0% 2.5% 7.4% 100.0%
March 2011 55,072 8,128 1,669 5,115 69,984
Percent: 78.7% 11.6% 2.4% 7.3% 100.0%
March 2012 49,316 7,456 1,442 5,312 63,526
Per cent: 77.6% 11.7% 2.3% 8.4% 100.0%
March 2013 49,728 9,836 1,748 6,441 67,753
Percent: 73.4% 14.5% 2.6% 9.5% 100.0%
March 2014 47,911 9,433 1,703 6,842 65,889
Per cent: 72.7% 14.3% 2.6% 10.4% 100.0%

The Table indicates that motorcycles for transport have grown steadily from 1.5 per cent in 2006 to 2.6 per cent
in 2014, which represents a 73 per cent increase over 8 years.

The March 2014 survey revealed the A significant investment in time and The City of Melbourne consulted with
highest number of motorcycles during resources is required to encourage more a number of groups representing
the 3-hour peak morning period was people to use a motorcycle for transport motorcyclists to help develop this
in King Street south of Flinders Street, in the municipality. Riders need to Motorcycle Plan. These included the
where motorcycles represented 3.1 feel legitimate, safe and supported. Independent Riders’ Group (IRG),
per cent of all inbound vehicles (209 Consistent with the City of Melbourne Victorian Motorcycle Council (VMC), the
motorcycles of 6,764 total vehicles). The Road Safety Plan, we will support Victorian Scooter Riders Association
largest proportion of motorcycles was pedestrians, cyclists and motorcyclists, (VSRA), the motorcycle representative
in Nicholson Street north of Victoria who are the most vulnerable road from the Road Safety Action Group Inner
Parade, where motorcycles represented users. This is in preference to freight, Melbourne, as well as a number of key
3.4 per cent of vehicles (80 motorcycles multiple occupancy vehicles and stakeholders including VicRoads, Public
of 2,325 total vehicles). single-occupancy vehicle movements. Transport Victoria and Victoria Police.

8 melbourne.vic.gov.au/roads
Motorcycle Plan: 2015-2018 9
3. WHY SUPPORT MOTORCYCLE USE?
Greater use of motorcycles As recent studies identify, even a Promoting a shift to more energy-
generates multiple benefits. relatively small shift from cars to efficient modes can considerably
motorcycles can significantly reduce reduce transport fuel consumption and
This includes reducing congestion and travel times for all emissions. It is therefore a priority to
traffic congestion as well as road users. The Belgian study found promote transport alternatives that
fuel consumption and thus that a 10 per cent shift from cars to reduce congestion and the growth
greenhouse gas emissions. motorcycles could reduce travel time by of private vehicle travel across the
Motorcyclists also generally an average 8 minutes for the remaining Melbourne municipality. Motorcycles
90 per cent of drivers, with queues are significantly more fuel efficient
enjoy lower costs and easier starting 15 minutes later and ending 40 than cars and produce less greenhouse
movement in traffic. minutes earlier, and the number of ‘lost gas emissions. Small scooters can
vehicle hours’ decreasing 63 per cent. consume as little as 1.3 litres per 100km,
Motorcyclists generally enjoy shorter Individuals switching to motorcycles significantly less than any motor car.
travel times than car drivers. An enjoy faster travel times once queues
Australian study2 published in 2000 start to form and are also ‘helping’ While cars can accommodate multiple
found that motorcycles achieved other commuters. The Belgian study passengers, the average vehicle
significant travel time savings over cars, also estimated significant reductions occupancy in cities around Australia is
and they were the only transport mode in greenhouse gas emissions with 1.1 to 1.2 people per vehicle (including
to indicate no time delays as part of a greater motorcycle use, mainly achieved the driver) at any point in time. Fuel
trip. The study estimated that a 30km from reduced fuel use from less consumption and emissions per person
trip in metropolitan Melbourne can be traffic congestion. are therefore significantly higher for
three times faster by motorcycle than those travelling by car as the additional
by car in peak hours. Further research Motorcycles offer a low-cost alternative passenger space is not utilised. A
is needed to obtain more recent data, to cars in terms of capital and operating motorcycle carrying just the rider
possibly using the latest available in the costs. Scooters can cost as little as transports the same number of people
Victorian Integrated Survey of Travel $2,000 and small motorcycles around as the vast majority of car trips, while
and Activity (VISTA). $4,000, which is significantly lower than using less fuel and taking up less road
the operating cost of a car. Since fuel space, which reduces congestion and
Motorcyclists also reduce congestion consumption is much lower, there are further reduces fuel consumption and
because they occupy less space on additional operational savings for riders. emissions. In addition, the most fuel
the road and in congested conditions Toll road fees for motorcycles are also efficient cars cost 10 to 15 times more
they do not further contribute to half the cost of passenger cars. than the most fuel-efficient scooters.
queues as they move through traffic Switching to a fuel efficient scooter
(assuming filtering3). As illustrated by a Motor vehicles are significant saves the user money and significantly
2011 Belgian4 study, a shift from cars to contributors to energy consumption and reduces greenhouse gas emissions.
motorcycles can increase road network greenhouse gas emissions. In response
capacity and benefit all road users. to this environmental challenge, Electric and hybrid-electric scooters
In free flowing traffic, a motorcycle infrastructure, technology and policy have potential to significantly reduce
generally uses the same road space actions at all government levels aim to emissions. There are currently
as a car. However, as traffic volume reduce the growth in private vehicle (April 2015) five electric charging
increases, motorcycles start to use travel and encourage a shift to more points located within the Melbourne
less and less space, eventually sustainable travel modes. municipality. To encourage the uptake
‘disappearing’ between the traffic of electric and hybrid motorcycles,
queues through filtering. In stop-and-go Fuel consumption and emission levels additional low cost and conveniently
traffic, motorcycles filtering through are highly sensitive to driving patterns, located electric vehicle charging points
stationary traffic queues use little and are directly linked to distances are required.
additional road space and do not travelled, average speed, acceleration
contribute to congestion. and deceleration characteristics, and
frequencies of starts and stops.

2
 otorcycles as transport: Volume 1 - Powered two wheelers in Victoria (Victorian Motorcycle Advisory Council Report 2000-1-1). Melbourne
M
Australia: VicRoads on behalf of the Motorcycle Advisory Council by Oxford Systematics.
3
 iltering is generally defined as motorcycles passing alongside stationary and slow moving motor vehicles to progress towards the front of traffic
F
queues. While various Victorian road rules prohibit elements of filtering, this matter is currently under consideration by the Victorian Government.
VicRoads has advised it will continue monitoring the effects of the implementation of lane filtering in New South Wales to determine if this
approach will provide a safe and enforceable solution for Victoria.
4
Commuting by Motorcycle: Impact Analysis, I. Yperman, Transport & Mobility Leuven, Brussells, September 2011.

10 melbourne.vic.gov.au/roads
Motorcycle Plan: 2015-2018 11
4. ANALYSIS OF
MOTORCYCLE CRASHES
Motorcyclists are amongst the most
vulnerable of road users, making safety
critical for making riding more attractive
for a wider variety of potential users. In
Victoria, the likelihood of serious injury
or death in a crash is 34 times higher for
motorcyclists than for those in a car5.

12 melbourne.vic.gov.au/roads
4.1 LONG-TERM CRASH TRENDS
To assess the long-term trends of • July 2000–June 2001 Table 5 and Table 6 show collision
motorcycle crashes, the Crashstats6 statistics for Victoria for 2000-01 and
• July 2012–June 2013.
data for the Melbourne municipality was 2012-13.
analysed during the following periods: Table 2 lists crash statistics within the
Melbourne municipality from July Table 7 shows the total number of
• July 2000–June 2001 2000 to June 2001. different motor vehicle registrations
in Australia.
• July 2007–June 2008
Table 3 and Table 4 list crash statistics
• July 2012–June 2013. within the Melbourne municipality for
2007-2008 and 2012-2013.
To compare crash trends in the
municipality with state trends,
the Victorian data was analysed
during the following periods:

Table 2: Crashes, City of Melbourne, 1 July 2000–30 June 2001

MOTORCYCLISTS DRIVERS & ALL ROAD

NUMBER OF PEOPLE CYCLISTS PEDESTRIANS
& PASSENGERS PASSENGERS USERS

Killed 1 1 10 1 13

Seriously Injured 42 23 215 98 379

With non-serious injuries 76 76 807 115 1,078

Total 119 100 1,032 214 1,470

Table 3: Crashes, City of Melbourne, 1 July 2007–30 June 2008

MOTORCYCLISTS DRIVERS & ALL ROAD

NUMBER OF PEOPLE CYCLISTS PEDESTRIANS
& PASSENGERS PASSENGERS USERS

Killed 3 0 2 3 8

Seriously Injured 69 75 136 79 366

With non-serious injuries 59 126 278 93 567

Total 131 201 416 175 941

5
Victoria’s Road Safety and Transport Strategic Action Plan for Powered Two Wheelers 2009–2013.
6
 rashStats is the VicRoads publicly accessible crash database, which contains information on casualty crashes reported to Victoria Police. A
C
casualty crash is defined as a crash in which somebody is injured and needs treatment or hospitalisation. Crashes that result in property damage
only or those not reported to or by Victoria Police, are not included in this database.

Motorcycle Plan: 2015-2018 13

Table 4: Crashes, City of Melbourne, 1 July 2012–30 June 2013

MOTORCYCLISTS DRIVERS & ALL ROAD

NUMBER OF PEOPLE CYCLISTS PEDESTRIANS
& PASSENGERS PASSENGERS USERS

Killed 0 0 3 0 3

Seriously Injured 58 62 101 68 290

With non-serious injuries 83 156 318 104 666

Total 141 218 422 172 959

Table 5: Crashes, Victoria, 1 July 2000–30 June 2001

MOTORCYCLISTS DRIVERS & ALL ROAD

NUMBER OF PEOPLE CYCLISTS PEDESTRIANS
& PASSENGERS PASSENGERS USERS

Killed 53 6 289 61 409

Seriously Injured 760 308 4,714 734 6,520

With non-serious injuries 1,172 762 14,751 945 17,651

Total 1,985 1,076 19,754 1,740 24,580

Table 6: Crashes, Victoria, 1 July 2012–30 June 2013

MOTORCYCLISTS DRIVERS & ALL ROAD

NUMBER OF PEOPLE CYCLISTS PEDESTRIANS
& PASSENGERS PASSENGERS USERS

Killed 40 6 175 32 255

Seriously Injured 903 444 3,299 565 5,216

With non-serious injuries 1,050 1,031 8,793 778 11,679

Total 1,993 1,481 12,267 1,375 17,150

Table 7: Motor vehicle registrations (ABS Census)

2001 2008 2013 2014

Passenger vehicles 2,682,536 3,120,048 3,446,548 3,519,491

Motorcycles 94,741 136,019 169,406 174,336

All vehicles 3,317,682 3,921,574 4,383,634 4,483,098

14 melbourne.vic.gov.au/roads
Table 2, Table 3 and Table 4 indicate Melbourne twice a year surveys 78.8 per cent (94,741 to 169,406)
that in the Melbourne municipality: (7am–10am) indicates the mode during this period (see Table 7).
share for motorcycles was 2.2 per However, there was a 19 per cent
• From 1 July 2000 to 30 June 2001, cent in 2008 and 2.6 per cent in increase in the serious injury of
there was 1 motorcyclist fatality 2013, representing a growth of 18.2 motorcyclists or passengers (760
(7.7% of all fatalities) and 42 per cent. to 903). When fatalities and serious
motorcyclists or their passengers injuries are combined, there was a
were seriously injured (11.1% of all • Given the 19.4 per cent reduction in
total 16 per cent increase (813 to
serious injuries). fatalities and serious injuries, and the
943) over the 12 years.
corresponding 18.2 per cent increase
• From 1 July 2012 to 30 June 2013, in mode share, it appears there was Table 8 shows crash rates for
there were no motorcyclists or a significant improvement in the pedestrians, cyclists and motorcyclists.
passenger fatalities, but 58 were safety of motorcyclists over the 5
seriously injured (20.0% of all years from 2008 to 2013. The Table shows that on a per trip
serious injuries). basis, walking is statistically safer than
Table 5 and Table 6 indicate that cycling and motorcycling, with the risk
• From 2001 to 2013, while the in Victoria: exposure rates significantly lower in 2011
number of motorcyclist or passenger
than a decade before.
fatalities dropped (from 1 to 0), the • From 1 July 2000 to 30 June 2001,
number seriously injured increased there were 53 motorcyclist or Although motorcyclists are significantly
38.1 per cent (from 42 to 58). When passenger fatalities (13.0% of all more exposed to risk than pedestrians
fatalities and serious injuries are fatalities) and 760 motorcyclists or and cyclists, their exposure rate
combined, there was a total increase passengers were seriously injured appears to have fallen almost three
of 34.9 per cent (from 43 to 58) in (11.7% of all serious injuries). quarters in the decade from 2001 to
fatalities and serious injuries over 2011. This could be attributed to greater
• From 1 July 2012 to 30 June 2013,
the 12 years from 1 July 2000 to 30 driver awareness in response to an
there were 40 motorcyclists or
June 2013. increase in the number of motorcycles
passenger fatalities (15.7% of all
• From 2008 to 2013, the number of fatalities) and 903 motorcyclists or on our roads or the installation of
motorcyclist or passenger fatalities passengers were seriously injured traffic engineering measures such
dropped (from 3 to 0) and serious (17.3% of all serious injuries). as controlled right-turn phases at
injuries also dropped 15.9 per cent signalised intersections. Nevertheless,
• From 2001 to 2013, the number improvements are still required to
(from 69 to 58). When fatalities
of fatalities of motorcyclists or improve safety for motorcyclists.
and serious injuries are combined,
passengers dropped 24.5 per
there was a total decrease of 19.4
cent (from 53 to 40) even though
per cent (from 72 to 58) over the
motorcycle registrations increased
5 years. Data from the City of

Table 8: Road users / crash ratio, Melbourne municipality, 2001, 2011

CRASHES PER 100,000 TRIPS

ROAD USERS 2001 2011 CHANGE

Pedestrians 16 5 -66%

Cyclists 77 45 -42%

Motorcyclists 637 188 -71%

Source: City of Melbourne Road Safety Plan, pg. 14.

Motorcycle Plan: 2015-2018 15

4.2 MEDIUM TERM CRASH TRENDS
To identify medium term trends in the A total of 699 crashes were recorded The tables below show the numbers
incidence of motorcycle crashes, the involving motorcycles (3 fatal, 273 of crashes by time of day, by day of
latest available Crashstats data was serious injury and 423 non serious week, by month, by financial year, and
analysed, from 1 July 2008 to 30 injury crashes). by the Definitions for Coding Accidents
June 2013. (DCA) crash types.

Location is LGA(s): Melbourne; User-defined Query; Vehicle type is motor cycle, moped, motor
scooter, date range is 01/07/2008 to 30/06/2013.

SUMMARY BY TIME OF DAY SUMMARY BY DAY SUMMARY BY MONTH

NAME COUNT % NAME COUNT % NAME COUNT %

0.00 - 0.59 8 1% Sunday 47 7% Jan 55 8%

1.00 - 1.59 8 1% Monday 89 13% Feb 57 8%

2.00 - 2.59 6 <1% Tuesday 114 16% Mar 68 10%

3.00 - 3.59 3 <1% Wednesday 119 17% Apr 74 11%

4.00 - 4.59 7 1% Thursday 125 18% May 65 9%

5.00 - 5.59 4 <1% Friday 131 19% Jun 48 7%

6.00 - 6.59 21 3% Saturday 74 11% Jul 53 8%

7.00 - 7.59 35 5% Total 699 100% Aug 46 7%

8.00 - 8.59 58 8% Sep 63 9%

9.00 - 9.59 40 6% Oct 56 8%

SUMMARY BY DCA GROUPS
10.00 - 10.59 19 3% Nov 63 9%

11.00 - 11.59 31 4% NAME COUNT % Dec 51 7%

12.00 - 12.59 44 6% Pedestrian (100-109) 33 5% Total 699 100%

13.00 - 13.59 45 6% Cross traffic (110) 27 4%

14.00 - 14.59 31 4% Right turn near (113) 9 1%

SUMMARY BY FINANCIAL YEAR
15.00 - 15.59 50 7% Head on-not
2 <1%
overtaking (120)
NAME COUNT %
16.00 - 16.59 58 8%
Right turn
86 12%
against (121) 2008/2009 143 20%
17.00 - 17.59 66 9%

18.00 - 18.59 58 8% Rear end (130-132) 94 13% 2009/2010 158 23%

19.00 - 19.59 27 4% Head on-not 2010/2011 127 18%

3 <1%
overtaking (150-159)
20.00 - 20.59 14 2% 2011/2012 131 19%
Off path on straight
174 25% 2012/2013 140 20%
21.00 - 21.59 29 4% (170-179)

22.00 - 22.59 22 3% Off path on curve Total 699 100%

14 2%
(180-189)
23.00 - 23.59 15 2%
Other 257 37%
Unknown 0 0%
Total 699 100%
Total 699 100%

16 melbourne.vic.gov.au/roads
The most common crash type for compensating for the behaviour of • 77 crashes (89.5%) involved a driver
motorcyclists was ‘out of control’ on the other road users (such as sudden lane turning right across the path of a
carriageway. From 2008 to 2013, a total changes by motor vehicles). A number motorcyclist
of 188 ‘out of control’ crashes7 involved of these crashes may therefore not be
• 9 crashes (10.5%) involved a
motorcycles (one fatal, 66 serious injury ‘single-vehicle crashes’, which is another
motorcyclist turning right across the
and 121 non-serious injury crashes). deficiency of the data collection.
path of a driver.
The data indicates that, of these The second most common crash type
Understanding the dynamics of
188 crashes: for motorcyclists was a rear-end crash
motorcycle crashes is critical for
type. From 2008 to 2013, a total of
• 112 crashes (59.6%) did not involve developing appropriate and effective
94 ‘rear-end’ crashes were reported
a collision with either a vehicle or infrastructure, road management and
involving motorcycles (no fatal, 31
an object. This indicates that, in education safety solutions. Further
serious injury and 63 non-serious injury
the majority of the ‘out of control’ research into the causes of motorcycle
crashes). The data indicates that of the
crashes, the motorcyclist fell off the crashes is needed, including an
94 crashes:
motorcycle and struck the road or assessment of Victoria Police reports
footpath surface. • 56 crashes (59.6%) involved a and incident fact sheets to better
motorcyclist ‘rear-ending’ a driver understand the definitive causes of
• 92 crashes (48.9%) occurred at
(the reasons for this are unclear) the crashes and develop possible
intersections, with the remaining 96
countermeasures.
crashes (51.1%) occurring mid-block. • 37 crashes (39.3%) involved a driver
‘rear-ending’ a motorcyclist A recent report8 by Stephen Bardsley
• It was raining during 41 (21.8%) of
(Member of the Motorcycle Advisory
the ‘out of control’ crashes. However, • 1 crash (1.1%) involved a motorcyclist
Group and spokesperson for the
only 9 per cent of all motorcycle ‘rear-ending’ another motorcyclist.
Victorian Scooter Riders Association)
crashes from 2008 to 2013 occurred
A number of factors could influence evaluating crash data from around
in the rain. Therefore, ‘out of
these rear-end crashes. These the world shows that in the majority
control’ crashes are much more
include the acceleration and braking of crashes involving a motorcycle and
likely to occur in the rain than other
characteristics of motorcycles, their another vehicle, the motorist driving
motorcycle crashes.
visibility on the road, loss of traction the other vehicle is either responsible
• It was dark during 56 (29.8%) of the on some road surfaces or in the wet, for the crash or played a significant
‘out of control’ crashes. However, and inappropriate speed. As many of role in the crash occurring. The report
only 24.2 per cent of all motorcycle these factors cannot be addressed further suggests that for some types of
crashes from 2008 to 2013 occurred by physical treatments, behavioural crashes, such as right-of-way violations,
in the dark. Therefore, ‘out of techniques should be applied to reduce motorists are an important contributing
control’ crashes are slightly more the incidence of rear-end crashes. factor in over 80 per cent of crashes.
likely to occur in the dark than other
The third most common crash type
motorcycle crashes.
involving motorcyclists were right-
Motorcycles are inherently more through crashes. This crash type
vulnerable to losing control as they involves a right turning vehicle colliding
are less stable than cars and there with a through vehicle travelling
are few physical measures to mitigate through at an intersection. Over the
loss of control. These are typically 5 years from 2008 to 2013, a total of
single-vehicle crashes, with potential 86 ‘right through’ crashes involving
causes including speeding, loss of motorcycles (no fatal, 50 serious injury
traction in the wet, on tram tracks or and 36 non serious injury crashes) were
pit covers, and debris on the road. recorded. The data indicates that, of the
However, the statistics fail to record the 86 right-through crashes:
crashes resulting from motorcyclists

7
These crashes refer to DCA types 170-179 and 180-189.
8
Stop the Blame Game (Blaming the Victims), A Road Safety Report for the Attention of Victorian Government and Road Safety Authorities, June 2014.

Motorcycle Plan: 2015-2018 17

Most common crash types

Three most
common crash types
• OFF PATH STRAIGHT out of
control on carriageway

• OPPOSING right through

• SAME DIRECTION rear end

Location
Victoria street
Crash type
Opposing
right through

LOCATION
St Kilda Road
CRASH TYPE
Off path straight
out of control
on carriageway

The map above9 shows the locations of motorcycle crashes by crash type in the municipality.
These crashes occurred over five years, from January 2007 to December 2011.

9
Map source: City of Melbourne Road Safety Plan 2013-2017, pg. 18.

18 melbourne.vic.gov.au/roads
Locations of motorcycle crashes by severity

• Fatal

• Serious

• Other

The map above10 shows the locations of motorcycle crashes by severity in the municipality.
These crashes occurred over five years, from January 2007 to December 2011.

10
Map source: City of Melbourne Road Safety Plan 2013-2017, pg. 18.

Motorcycle Plan: 2015-2018 19

 Most common crash types

MANOEUVRING Entering parking 4%

SAME DIRECTION Lane change right 4%

SAME DIRECTION Right turn side swipe 4%

SAME DIRECTION Lane change left 4%

INTERSECTIONS Cross traffic 4%

MANOEUVRING U turn 7%

SAME DIRECTION Rear end 12%

OPPOSING Right through 12%

OFF PATH STRAIGHT Out of control on carriageway 20%

0 5% 10% 15% 20% 25%

Fatalities and injuries by age group

30%
28%
26%
24%
22%
20%
18% LGA
16% CBD
14%
MMA
12%
10% VIC
8%
6%
4%
2%
0%
0-4 5-12 13-15 16-17 18-21 22-25 26-29 30-39 40-49 50-59 60-74 75 Unknown

LGA (Local Government Area)

CBD (Central City area, defined on page 4)

MMA (Melbourne Metropolitan Area)
VIC (State of Victoria)

nknown

20 melbourne.vic.gov.au/roads
In response to the safety challenges for for motorcyclists and cyclists, and will Education activities will need to also
motorcyclists, the City of Melbourne consider these vulnerable road users focus on motorists, particularly as the
will continue supporting the Victorian during the approval process for Traffic majority of motorcycle crashes involve
Government’s work to promote low-risk Management Plans for construction a collision with another vehicle, and
driving and riding, and will also continue sites and road works. in those crashes, the driver is often
considering motorcyclists in all aspects at fault. As noted above, a significant
The City of Melbourne will also continue
of managing, designing and maintaining number of crashes reported as ‘single-
supporting the Victorian Government’s
local roads. vehicle’ crashes may be a result of
training programs for motorcyclists,
motorcyclists compensating for
In addition, the City of Melbourne will as well as education initiatives for
the behaviour of other road users,
identify potential on-road hazards motorists to improve their care and
including motorists. The proportion of
that may increase safety risks for attention towards pedestrians, cyclists
motorcycle crashes in which motorists
motorcyclists. A number of construction and motorcyclists. Inexperienced
play a contributing factor (directly
sites around the municipality use steel riders have a very high risk of crashing
or indirectly) is likely to be high, and
or concrete barriers with sharp edges until they develop skills that enable
as such their education is critical to
that pose particular risks for riders, them to recognise and avoid hazards.
improve safety for motorcyclists.
and using plastic barriers instead will High-quality educational materials and
improve the safety of motorcyclists. training resources are important for the It is important to understand the role
Several locations feature ‘rigid’ steel safety of riders. While the perception that different road users play in crashes,
and concrete bollards and using plastic and response to hazards is a critical skill and to focus education activities and
bollards with a flexible base will also for riders, it is only developed through to change perceptions and attitudes
improve safety for motorcyclists. many hours of experience. to more effectively improve behaviour
between, and safety for, all road users.
Other road infrastructure that may Both the filtering and the use of bus
The City of Melbourne will continue
pose a risk to motorcyclists will also be lanes by motorcycles are designed to
supporting opportunities for training
investigated, such as: ‘distance’ riders from motor vehicles
and education for all road users.
and may thus help address the causes
• posts on the outside of kerbs
of some common crashes in which
• vegetation which grows to such a car motorists play a significant role,
size that visibility is impacted such as situations in which they fail to
perceive a motorcycle within the traffic
• tram separators that are difficult environment before changing lanes or
to see and are slippery for performing other manoeuvres.
motorcyclists
• road paint, particularly at
intersections and roundabouts
• slippery metal plates with no skid-
resistant plate covers.
The City of Melbourne will continue
supporting the use of safer barriers,
bollards and skid-resistant plate covers

Motorcycle Plan: 2015-2018 21

5. MOTORCYCLE PARKING
The space required for motorcycle Safe motorcycle parking is especially The above criteria were developed
parking is significantly smaller than important in the central city, where by the ‘Motorcycles in the City of
for cars. Four to six motorcycles, or there are large numbers of pedestrians Melbourne’ forum attended by
up to 10 scooters, can be parked in and motorcycles. So that streets are representatives from the City of
the space required for a single car. safe for all users, motorcycle parking Melbourne, Independent Riders Group
A shift from cars to motorcycles would on the footpath has been prohibited (IRG), Motorcycle Advisory Group
increase the parking available to serve at three locations: (MAG), RACV, Victorian Automobile
commercial, residential and other land Chamber of Commerce (VACC), the
uses in a given area. In addition, the • Collins Street, southern footpath, Federated Chamber of Automotive
unused areas of off-street parking between Exhibition Street and Industries (FCAI) and VicRoads.
facilities in residential and commercial George Parade
buildings, as well as in parking garages The City of Melbourne conducted
• Flinders Lane, southern footpath,
within the municipality, could be used extensive surveys of motorcycle parking
between Port Phillip Arcade and
to accommodate more motorcycles. availability and practices across the
Elizabeth Street
This would enhance the convenience Hoddle Grid in 2007 and 2009 (see
and attractiveness of motorcycle use, • Exhibition Street, western footpath, Table 9 below.) The surveys counted all
without competing for space with other adjacent to Her Majesty’s Theatre. motorcycles parking in the following
road users. In turn, increasing the use of areas within the Hoddle Grid. The map
Motorcycle parking is prohibited at below shows the location and number
motorcycles would promote the City of
the Collins Street and Flinders Lane of parked motorcycles on:
Melbourne’s sustainable transport goals.
locations since 2002 and in Exhibition
Motorcyclists should have convenient Street since 2003. These locations were • footpaths
access to both on-street and off- excluded from footpath motorcycle
parking based on a thorough • private property abutting footpaths
street parking. With this in mind, and
despite the competition for limited assessment according to the following • ‘herringbone’ style angled
space, the City of Melbourne supports criteria: centre-of-road spaces
motorcycle parking and is the only
• concentration of pedestrian • centre-of-road (either conventional
capital city in Australia where it is legal
movements in a location 90 degree spaces or abutting
to park a motorcycle on the footpath.
tree plots).
Parking on footpaths is generally • existence of kerbside activities
permitted, provided that motorcycles such as outdoor cafes and stalls
do not obstruct pedestrians or park on
footpaths where motorcycle parking • impact on urban amenity
has been expressly prohibited. We will • use of public transport services
continue supporting opportunities for such as bus and tram stops
training and education for riders to
discourage the blocking of footpath and • impact on street furniture and
tram ramps, as well as promote parking other fixtures (such as seats and
on footpaths away from the edge of phone booths)
buildings, which are used by visually • nature of adjacent kerbside
impaired people for navigation. parking (such as disabled parking
bays and taxi zones)
There are more than 300 free on-street
parking spaces in Melbourne’s central • guidelines in support of the
city area designated specifically for Disability Discrimination Act 1992
motorcycles. Motorcyclists are the only (Commonwealth)
group with access to dedicated and
unrestricted on-street parking. All other • availability of alternative
on-street parking spaces available to on-street and off-street parking
drivers are timed pay parking spaces for motorcycles.
for short stays.

22 melbourne.vic.gov.au/roads
Motorcycle Plan: 2015-2018 23
Motorcycle Parking Survey

The surveys were separated into individual street segments

for the following categories:

14 East-west main streets (Flinders, Collins, Bourke, Lonsdale

and La Trobe streets)

21 E
 ast-west ‘little’ streets (Flinders Lane, Lt. Collins,
Lt Bourke, and Lt. Lonsdale)

0 N
 orth-south main streets (Spencer, King, William, Queen,
Elizabeth, Swanston, Russell, Exhibition and Spring streets).

18 Market street

Survey findings are summarised in Table 9.

24 melbourne.vic.gov.au/roads
Table 9: Motorcycle parking survey, City of Melbourne, 2007 & 2009

ON ON PRIVATE HERRINGBONE CENTRE-OF-ROAD 90 DEGREE ON-STREET

FOOTPATH PROPERTY ANGLED SPACES OR NEXT TO TREE PLOTS KERBSIDE

East-West 330 12 10 motorcycles were 0 out of 30 spaces 0 out of 2 spaces

main streets (8.5 per block) parked in 6 spaces11 occupied occupied

East-West 193 52 N/A N/A 15 motorcycles were

little streets (5.8 per block) parked in 14 spaces12

North-South 254 Negligible 52 motorcycles were 84 out of 154 N/A

main streets (7.2 per block) parked in 42 spaces spaces occupied

The surveys recorded a total of 777 However, submissions to the City of dedicated motorcycle parking can help
motorcycles (330, 193 and 254 across Melbourne’s draft Walking Plan in achieve other road safety goals, such
the 3 street segments, respectively) August/September 2014 noted that as maintaining visibility at intersections
parked on the footpaths of all major motorcycles are frequently parked and near driveways. We will also identify
‘big’ and ‘little’ streets within the in ways that do not meet VicRoads underutilised spaces on private land
Hoddle Grid. Importantly, 111 of the 254 motorcycle parking guidelines and and within off-street parking garages,
motorcycles parked on the footpaths cause pedestrian congestion and and encourage their utilisation for
of the north-south main streets were obstruction. Pedestrian numbers in the motorcycle parking.
parked in the section of Elizabeth Street city are increasing. The draft Walking
between La Trobe and Lonsdale streets. Plan proposes minimum crowding levels The location of future dedicated
With the exception of this section, the for pedestrians, and includes an action motorcycle parking spaces will be
average number of motorcycles parked to assess footpaths where pedestrians chosen to maximise convenience for
on the footpath per block was just over are overcrowded and take action to riders, support the safety of all road
two. In addition, the ‘herringbone’ reduce crowding. users and avoid negative impacts on
style angle motorcycle spaces were surrounding land uses. Appropriate
generally occupied above capacity, A survey of motorcycles parked on locations may include spaces at the
with motorcycles often parking in the the footpaths was conducted by the ends of car parking bays or loading
centre-of-road area, outside the Victorian Motorcycle Council (VMC) zones next to kerb extensions, and near
designated spaces. over 3 hours from 10:30am to 1:30pm on corners where motorcycles will not
Wednesday 15 October 2014. The survey interfere with sightlines for pedestrians
As part of its motorcycle parking found a total of 1,235 motorcycles or drivers. Additional locations for
survey, the City of Melbourne also (excluding motorcycle couriers and investigation could replace existing
analysed the impact of the motorcycles motorcycle parked outside motorcycle No Stopping areas with motorcycle
parked on the footpaths on pedestrian dealers) parked within the area parking (as illegally parked vehicles
movement throughout the Hoddle bounded by Flinders, Spring, Victoria often obstruct sightlines), as well as
Grid. Motorcycles were generally and Spencer streets. on the departure side of some
parked efficiently in the shadows of signalised intersections.
the street furniture (which in itself Despite providing extensive motorcycle
reduces the available footpath width for parking (both on-street and on There are many demands on road
pedestrians). Therefore, in most streets footpaths) in the central city area, space in the municipality. These
surveyed, motorcycles did not present demand for further parking is high include: the widening of footpaths to
any significant additional obstruction and growing, and pressure on certain cater for greater pedestrian numbers,
for pedestrians. All locations surveyed footpaths is increasing. Riders wishing footpath trading or to improve road
had the highest level of service for to rely on the footpath and on-street safety; providing for bicycle and car
pedestrians. This was the case even parking to commute must arrive early parking; car sharing; public transport
in locations where motorcycles were each morning to secure a space close stops; loading zones; taxi zones and
parked in areas with no nearby street to their destination. In response, the other uses. The appropriate use for
furniture narrowing the available City of Melbourne will continue to each space will be determined by
footpath width. identify and install free dedicated an assessment of all relevant City of
on-street motorcycle parking zones. Melbourne policies.
This may include locations where

11
 he herringbone spaces were occupied above capacity, as motorcycles were parked within the general centre of road area, but outside of
T
the designated spaces.
12
Similarly to the herringbone spaces, the kerbside spaces were occupied above capacity.

Motorcycle Plan: 2015-2018 25

6. ACTION PLAN
The Action Plan lists a number of actions M2. Audit roads for motorcycle safety • Integrate motorcycle parking
to improve the safety of motorcyclists signage in wayfinding for off-street
and promote motorcycling to 2018. The • Undertake road safety audits car parking.
Action Plan was adopted by the Council of all roads with three or more
motorcycle crashes in the last five • Maintain a database of motorcycle
on 2 July 2013 (as part of the Road Safety
years – include motorcycle rider parking across the municipality –
Plan) following extensive community
representatives in the audits. monitor utilisation with the aim
engagement. It is therefore not intended
of supporting future demand.
to change the actions set out below.
• Explore the use of motorcycles
A separate implementation plan will M4. Develop a motorcycle plan, similar
fitted with instruments (e.g.
be developed. to the bicycle plan 2012/16.
cameras) to audit from the
perspective of the rider.
M1. Design with motorcycles in mind M5. Hold discussions with the state
• Identify the issues associated with government and community groups, to
• Make the needs of motorcyclists a lane merging over short distances, consider a change in the road rules to
critical aspect of the design process skid resistance, surface quality and permit filtering by motorcycles.
of the road environment. the maintenance of line markings
and signage. M6. Encourage motorcycling as a
• Ensure that the City of Melbourne
sustainable form of transport, which
officers and external consultants are • Prioritise the recommendations assists in reducing traffic congestion.
appropriately trained to design for and develop a works program to be
the needs of motorcyclists. delivered by 2017. • Work with the motorcycle groups
• Explore with Yarra Trams options to organise new activities to
• Develop a Motorcycle Blackspot
to address safety issues for promote motorcycling in the City
app in collaboration with VicRoads
motorcyclists (e.g. road surfaces (e.g. ride to work day).
and IMAP, to enable motorcyclists
adjacent to tram tracks). to report site -specific road • Work with the Elizabeth Street
• Consider the needs of motorcyclists safety issues. motorcycle precinct to promote
when implementing traffic calming motorcycle safety issues.
• Explore the provision of an SMS
measures – explore urban design notice service for road maintenance • Explore opportunities to promote
options above traffic engineering and construction updates. road safety issues affecting
interventions (e.g. road narrowing
motorcyclists at major events
rather than speed humps). M3. Provide appropriate
(e.g. Phillip Island Grand Prix).
motorcycle parking
• Ensure that the safety requirements
• Encourage & promote the uptake of
of motorcyclists are considered as • Explore opportunities to increase the existing defensive riding training
part of the design process for the the level of motorcycle parking programs & courses.
placement of all on-road obstructions, across the municipality.
including kerbing, traffic islands, M7. Consider the safety implications of
RRPM’s (raised bars) & crash barriers. • Develop Melbourne Planning allowing bicycles & motorcycles access
Scheme amendments to – through future road closures & entry/
• Ensure that the safety requirements
a. Increase & strengthen the turn bans.
of motorcyclists are considered as
part of the design process for the requirements to provide motorcycle
M8. Investigate the introduction of
installation of future bicycle lanes. parking in new developments (even
motorcycle boxes, in consultation with
when car parking is not required);
• Consider safety improvements for all road user groups & relevant state
motorcyclists, when assessing road b. E
 nsure that motorcyclists’ government agencies.
safety measures for pedestrians requirements are considered &
provided for in new developments M9. Investigate the introduction of early
& cyclists.
(e.g. appropriate parking facilities start up for motorcycles at traffic signals.
• Explore opportunities to replace & safe access/egress to parking),
existing permanent slippery metal explore motorcycle parking rates for M10. Continue to consult motorcycle
pit covers with skid-resistant new developments; advocacy groups, via the motorcycles
concrete covers. in the City of Melbourne committee -
c. R
 equire the provision of lockers for
• Explore the use of skid-resistant line protective clothing, as part of the • Regarding any future proposals to
marking at appropriate locations. provision for motorcycle parking in ban/reduce parking on footpaths.
new developments.
• Explore with Yarra Trams the • Regarding safety and amenity issues.
feasibility of providing skid-resistant • Maximise the use of ‘dead space’ in
tram tracks, particularly at intersections. M11. Identify blackspot motorcycle
off-street car parks for appropriate
crash locations, particularly along
motorcycle parking.
• Advocate for new vehicle popular motorcycle routes, and
regulations requiring the installation • Advocate for the provision of implement appropriate road safety
of rear vision cameras on vans, motorcycle parking at rail stations treatments designed to reduce both
trucks, buses & trams. to support ‘park and ride’. the incidence & severity of crashes.

26 melbourne.vic.gov.au/roads
M12. Develop behavioural programs to: R6. Enhance the use of skid resistant • Encourage motorcyclists to
metal plates for road works wear protective clothing, in
• Encourage drivers to conduct regular order to reduce the injury
vehicle safety checks. • Investigate the feasibility of severity of crashes.
mandating the use of skid-resistant
• Encourage drivers to check their blind • Improve cyclists’, motorcyclists’
metal plate covers at all road
spots for bicycles/motorcycles & to and drivers’ awareness of road
works sites.
look/signal when turning. safety issues (e.g. awareness of
R7. Enhance the provisions for blind spots on trucks).
• Raise driver awareness of motorcyclists
vulnerable road users during road/ • Increase the level of individual
when turning right & travelling straight
construction works responsibility for road safety
through intersections.
among all users.
R1. Advocate for better data collection • Ensure that the safety of pedestrians,
cyclists and motorcyclists is D5. Support Victoria’s road
• Advocate for the establishment of considered when approving traffic safety strategy
a national agency to coordinate the management plans for road works
collection and collation of crash data. and building construction works. • Work closely with the State
Government to support the delivery
• Work with academic bodies (e.g. • Undertake regular inspections and of the key strategies, including:
MUARC) to develop crash data audits, and enhance enforcement
research and analysis. at the road-works sites, to ensure • Address the issues of drink
that any safety issues are promptly driving, drug driving, speeding,
R2. Advocate for safer vehicles addressed. distraction and fatigue.
• Incorporate safe system
• Advocate for blind spot monitoring R9. Advocate for driving licence
principles into the design
equipment (e.g. mirrors) to be curriculum changes, to focus on
of roads and roadsides and
installed on trucks to mitigate the vulnerable road users
the setting of speed limits
danger of blind spots for cyclists and
• Advocate for a greater focus on and develop innovative
motorcyclists.
the needs of pedestrians, cyclists infrastructure solutions.
• Raise awareness of the presence of and motorcyclists in the driving • Make greater use of motorcycle
low noise-producing electric cars. licence curriculum. safety technology and protective
• Advocate for messages on car doors clothing. Better prepare new
R10. Explore allowing motorcycles to riders to be safe and target
or glass to mitigate car dooring. use bus lanes, where appropriate enforcement of unsafe road use
R3. Advocate for increased among all motorists.
• The Victorian Government is currently
enforcement of the road rules to • Introduce initiatives to
developing a policy on allowing
support vulnerable road users encourage everybody to share
motorcycles to use bus lanes, which
is expected to be available for public the road safely.
• Work with the Victoria Police with a
view to increasing the enforcement of consultation. • Increase the availability of
speeding, running red lights, failing to vehicle safety features in
• The City of Melbourne will contribute
give way to pedestrians, cyclists and the Victorian car market and
to provide input to the development
motorcyclists, car dooring. encourage the uptake of
of this policy.
these features.
• Support Operation Halo. B1. Improve the relationship • Support the public and private
R4. Advocate for positive enforcement among road users sectors to proactively develop
of the road rules governing vulnerable systems and policies that will
• City of Melbourne to consider the improve the safety of their
road users
development of programs to achieve employees and other people
• Work with the Victoria Police to the following: on the roads.
develop positive enforcement • Design behavioural programs
methods of the Road Rules governing using a behaviour change
the behaviour of pedestrians, cyclists framework.
and motorcyclists (e.g. reward
• Increase the awareness, care and
appropriate behaviour with praise,
attention by motorists towards
small gifts etc.).
vulnerable road users.
• Reduce driver distraction and
car dooring.
• Reduce the incidence of
pedestrians being injured
when crossing roads while
distracted by conversation,
mobiles and headphones.

Motorcycle Plan: 2015-2018 27

melbourne.vic.gov.au