Transport Network Policy

The Department of Transport and Planning develops operational transport policy to assist in the effective management of the transport network, in accordance with the Road Management Act 2004, Transport Integration Act 2010, and other related transport legislation, regulations, and codes of practice.
Operational policies have been developed to assist decision-making when planning, designing, constructing, managing, and maintaining the transport network.

The documents below were prepared by VicRoads, which now forms a part of the Department of Transport and Planning. Reference to VicRoads in these documents should be read as Department of Transport and Planning.

Use of Bus Lanes by Other Modes Policy

VicRoads developed a policy on the use of bus lanes by other modes following requests from various road user groups for permission to access bus lanes.

The policy permits:

bicycles and coaches to travel in all bus lanes unless signed otherwise
taxis and private hire vehicles (VHA/B/C number plate vehicles) to continue using select bus lanes in which they are currently permitted.

The policy does not permit motorcycles and scooters to travel in bus lanes. However, Department of Transport and Planning has allowed motorcycles to travel in a few key bus lanes where identified motorcycle safety risks can be mitigated.

The policy reinforces the importance of supporting efficient and reliable performance for buses. We will review the Use of Bus Lanes by Other Modes policy if this performance is affected.

The document below was prepared by VicRoads, which now forms a part of the Department of Transport and Planning. Reference to VicRoads in this document should be read as Department of Transport and Planning.

DTP - Use of Bus Lanes by Other Modes Policy

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Read the Use of Bus Lanes by Other Modes policy questions and answers here.

Why do we need a Use of Bus Lanes by Other Modes policy?
With Melbourne’s expected growth we need an integrated approach to the way we manage the various modes of transport and make better use of the road space. A key principle in determining which other modes can travel in bus lanes is that it should continue to support reliable bus travel times and efficient bus movements as well as improve safety and efficiency.
There is a need to provide guidance to VicRoads officers to ensure consistency in decision making relating to which modes, other than buses, could use a bus lane without impacting bus operations and safety.
What does the Use of Bus Lanes by Other Modes policy say?
The policy reinforces the importance of supporting efficient and reliable performance for buses. It permits bicycles and coaches to travel in all bus lanes, unless signed otherwise. The policy also permits taxis and private hire vehicles (VHAs) to continue using bus lanes in which they are currently permitted.
Can any other modes travel in bus lanes?
The policy permits bicycles and coaches to travel in all bus lanes, unless signed otherwise. It also permits taxis and private hire vehicles (VHAs) to continue using bus lanes in which they are currently permitted.
The policy does not permit any other modes to access bus lanes unless permitted under the road rules. Road Rule 158(1)(a) states that ‘The driver of a vehicle may drive for up to the permitted distance (100m) in a …bus lane… if it is necessary for the driver to drive in the lane to enter or leave the roads.’
Why is it safe for bicycles to use bus lanes and not safe for motorcycles?
The safest place for cyclists is in separate cycle facilities. VicRoads will continue to improve the bicycle network and provide alternative bicycle routes to bus routes. However, where a cyclist requires access along a road containing a bus lane, it is safest for the cyclist to use the bus lane rather than the next traffic lane out from the kerb where they would be in between buses and general traffic.
The safety issue with motorcycles and bus lanes is due to the small size of motorcycles and their speed difference with vehicles in other lanes. Vehicles turning into and out of side roads are often unable to see small motorcycles approaching intersections at speed. This is not the case with bicycles which are travelling much slower. This has been shown to result in an increase in the number and severity of crashes involving motorcycles when they are permitted to use bus lanes.
We have allowed motorcycles to travel in a few carefully selected bus lanes and have implemented countermeasures to address the key motorcycle safety risks along these routes. These countermeasures will be continually monitored and evaluated over the next few years to determine their effectiveness. For further information on the motorcycles in bus lane trial, go to our motorcycle in bus lane trial page.
Is it safe for cyclists to ride in bus lanes?
The safest place for cyclists is in separate cycle facilities.
However, where a cyclist requires access along a road containing a bus lane, it is safest for the cyclist to use the bus lane rather than the traffic lane out from the kerb where they would be in between buses and general traffic.
Bicycles have operated safely in several bus lanes across Melbourne for many years. On roads where there are no bus lanes, cyclists operate alongside all traffic, including buses.
VicRoads will continue to develop the bicycle network and provide alternative bicycle routes to bus routes.
What evidence is there to support allowing bicycles in bus lanes?
VicRoads engaged Monash University Accident Research Centre (MUARC) in 2012 to undertake an evidence-based assessment of the relevant safety risks of bicycles travelling in the bus lane versus the next adjacent general traffic lane to the bus lane.
The study included a literature review and expert panel discussions to identify factors contributing to cyclist safety and a mathematical model to calculate relative risks.
Key factors found to influence a cyclist’s relative safety include car and bus volumes, lane width, speed and vehicle mass.
Results showed cyclists were safer riding in the bus lane as opposed to the next lane out from the bus lane.
MUARC’s Safety Risk Assessment of Bicycles in Dedicated Bus Lanes report concluded that “it is considered safer for the cyclist to ride in the bus lane than in the adjacent traffic lane. The predominant reason is that the cyclist is less exposed to motor vehicle traffic. While the number of conflict points for the cyclist remains similar while cycling in the bus lane, the frequency of interactions and thus the potential for conflict is greatly minimised.”
Will this affect bus travel times?
VicRoads undertook computer modelling and video analysis of existing bus lanes to investigate the impact of permitting bicycles to access bus lanes. This analysis indicates that bicycles will rarely delay buses.
Operators are encouraged to provide feedback to VicRoads on any operational or safety issues they experience involving other modes, which will be reviewed.
Are there any safety issues with buses overtaking cyclists in the bus lane?
Buses stop frequently to pick up and drop off passengers, so it is not often that buses need to overtake cyclists in the bus lane. However, in instances where buses do need to overtake cyclists in bus lanes, it is expected that these professional bus drivers do so carefully, as is required of any vehicle overtaking a cyclist.
Why can coaches use bus lanes?
Coaches are considered to deliver similar benefits to public buses and school buses currently permitted to use bus lanes, as they deliver efficient mass transport across the network. Furthermore, permitting coaches to use bus a lane does not introduce any operational or safety issues.
Does VicRoads plan to improve bus priority across Melbourne?
VicRoads is continually looking for opportunities to improve bus priority. Improvements to bus priority may include extending bus lane operating hours, improving signal priority for buses and introducing new bus lanes.
What do other Australian States and Territories do?
Bus lanes are operated differently in States and Territories Australia. The number of bus lanes, technology available, bus lane design, operational and safety issues across the respective states and territories varies.
Western Australia is currently trialing motorcycles in two bus lanes in Perth and also permits taxis where signed.
The ACT and NSW permit motorcycles, taxis and hire cars to use bus lanes. NSW also permits emergency vehicles, special purpose vehicles and vehicles operated under the direction of Roads and Maritime Services to access bus lanes. NSW permits the greatest number of modes to access their bus lanes and can do so due to its camera-based enforcement system.
Why can't some modes use bus lanes in Victoria when they are permitted in other States?
Victoria has approximately 120 bus lanes with an estimated total length of approximately 52 km. The vast majority (approximately 76%) of the bus lanes in Victoria have operational and/or safety concerns associated with allowing smaller car-like vehicles to use them.
NSW also does not permit other vehicles to use lanes which use ‘queue jump’ lanes and special B-light technology due to operational and safety issues, however this only applies to 30% of their bus lanes (which are called ‘bus only lanes’ or ‘T-Ways’).
Will bicycles and coaches be permitted to use all bus lanes?
Unless otherwise signed, bicycles and coaches will be able to use all bus lanes.

Roadside Memorial Policy

Department of Transport and Planning has updated the Roadside Memorial Policy in response to feedback from the community.

Department of Transport and Planning understands that roadside memorials can play an important part in the grieving process for family and friends who have lost a loved one on the roads.

The policy provides principles to guide decisions regarding roadside memorials to support and respect the needs of all those affected.

Department of Transport and Planning will only become involved where there is a clear conflict on the placement of a memorial that impacts members of the community.

DTP - Roadside Memorial Policy

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The policy was developed in collaboration with representatives from some municipal Councils, Municipal Association of Victoria (MAV), Road Trauma Support Services Victoria, Road Trauma Families Victoria, Victoria Police, Transport Accident Commission (TAC), Monash University Accident Research Centre, VicRoads and further expertise provided by Rev Andy Calder. The community was invited to contribute to the policy review throughout the process via an online consultation hub.

VicRoads Tree Policy

Our tree policy describes our approach to managing and promoting trees and assisting practitioners as part of managing the road network to deliver outcomes for the community.

We aim to support active travel and healthier environments, and facilitate a safe and efficient road network, by promoting trees in the road reserve where possible.

Our Tree Policy 2016 is an update of the Tree Planting Policy 2015, which was reviewed in line with a commitment to our stakeholders.

The intent of Tree Policy 2016 remains unchanged and is based on the same seven principles of the previous policy but provides greater guidance. The key changes are:

In addition to considering new tree planting, the policy covers existing trees.
Guidance has been expanded to incorporate Department of Transport and Planning’s Movement and Place Framework as well as to encourage greater engagement with the local community and consideration of local community values.
A principle-based decision making template has been developed to assist practitioners in making a site specific tree proposal assessment.
Additional guidance in the form of risk profile examples have been compiled to assist practitioners when conducting a risk evaluation of a tree proposal.

The policy was reviewed in consultation with key stakeholders, including Transport Accident Commission (TAC) and Victorian Planning Authority (formally Melbourne Planning Authority), to ensure it is aligned with community and government expectations.

DTP - Tree Policy

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DTP Tree Policy 2016 - Attachment A_Principles Based Decision Making Assessment Template

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Help Phones Policy

Department of Transport and Planning has developed a Help Phones Policy to assist with managing help phones on the road network.

Help phones and the road network

Help phones were first installed in the 1970s along major Victorian roads for the public to report road hazards, such as vehicles or debris, and to ask for help if their vehicle had broken down..

Help phones are located on strategically important roads such as freeways. Help phones can be used by motorists to notify Department of Transport and Planning's Traffic Management Centre of incidents or vehicular breakdowns.

In addition to help phones, VicRoads uses the following 24/7 methods to detect incidents on freeways:

Closed Circuit Televisions (CCTV) across the metropolitan freeway network
A dedicated Incident Response Service (IRS)
Freeway Data Stations for traffic data collection able to identify potential traffic issues by recognising changes of traffic flow.

These methods detect incidents quickly and do not require road users to exit their vehicles.

In the event of a breakdown, people are encouraged to stay in their vehicles and use their mobile phones to call for assistance, which is safer than walking along a freeway to use a help phone.

Current use of help phones

There has been a sharp decline in help phones use, with each phone being used less than once a year to report a hazard or a breakdown.

We also know that about 92 per cent of people over 18 own a mobile phone, so there is less need for help phones to communicate incidents.

What does the Help Phone Policy do/say?

The Help Phone Policy is based on the idea that where alternative technology is available, help phones are generally considered unnecessary, except in high-risk locations – determined on a case by case basis, in line with the policy.

There is no intention to review the operation of help phones on rural freeways as these are more isolated, have no CCTV coverage and often patchy mobile phone coverage.

Help phones in metro tunnels managed by tollway operators will also be exempt from review.

When will the policy be used?

The Help Phones Policy will be used when:

Reviewing the need for existing help phones
Considering the installation of new help phones
Determining the appropriate level of technology upgrade or maintenance for help phones.

Community consultation about removing help phones

In June 2015, the Department of Transport and Planning undertook online consultation to seek community feedback on the removal of help phones on metropolitan freeways. Overall positive findings supported the removal of help phones in locations with alternative incident detection technology and mobile phone coverage.

Subsequent trials involving deactivating help phones to test incident response times were conducted on the Eastern Freeway in 2015 and a section of the M80 Ring Road last year. Both trials showed successful results in times taken to respond to incidents.

What are the next steps for removing help phones?

Department of Transport and Planning will use the policy to review help phones on inner metropolitan freeways with alternative incident detection technology and mobile phone coverage.

Progressive removal of these help phones will not be undertaken until funding becomes available.

DTP - Help Phones Policy

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Traffic & transport

Updated 19 July 2024