Victorian Strategy March 2009 Victorian Cycling Strategy

Outline of Report Contents

PREMIER’S AND MINISTER’S FOREWORD 2

1 INTRODUCTION AND EXECUTIVE SUMMARY 4

2 OVERARCHING FRAMEWORK 8

3 ACHIEVEMENTS TO DATE 10

4 CYCLING AS A TRANSPORT MODE – TRENDS AND PATTERNS 16

5 THE BENEFITS OF CYCLING AND THE BARRIERS TO CYCLING 21

6 STRATEGIC DIRECTIONS 24

7 IMPLEMENTATION OF THE VICTORIAN CYCLING STRATEGY 37 Premier’s and Minister’s Foreword

2 The Victorian has seen a massive growth in cycling over the past fi ve years. The recently released Victorian Transport Plan (The VTP) commits Government is $115 million in improvements to cycling infrastructure. This includes new bicycle lanes and shared walking and cycling paths on priority taking action on bicycle routes, a public bicycle hire program for ’s CBD, and transport, so that the Provincial Pathways Program, which includes rail trails and walking paths in regional areas. Victorians can have Our Government’s ongoing investment in cycling goes well beyond this $115 million. Funding in The VTP is on top of funding for new bike paths the best transport to be built alongside new road projects and upgrades and $4 million network in each year for cycling and walking in the VicRoads annual budget. These investments represent the largest commitment to cycling in the – and the most State’s history with at least $18 million a year allocated towards cycling sustainable. infrastructure over the next several years. We are investing in cycling because we want to give Victorians more transport options, and help build a cleaner, more sustainable future for Victorians. This Victorian Cycling Strategy complements The VTP, which responded to a clear call from Victorians for greener transport choices. It sets out a blueprint to develop cycling as a safe and appealing transport mode for Victorians of all ages, genders, levels of fi tness, cycling experience and location. The Strategy is based on fi ve strategic directions:

• Build networks to connect communities John Brumby MP Premier • Promote and encourage a culture of cycling • Reduce confl icts and risks for cyclists • Better integrate cycling with public transport • Integrate cycling into land use planning. A number of priority actions are included in the Strategy and over the next 12 months Victorians will see 12 metropolitan bike projects well Tim Pallas MP underway or commenced, along with 11 bike projects in regional Victoria. Minister for Roads and Ports These priorities will be bolstered over the medium and long term with a range of additional initiatives, to support a state-wide growth in cycling. We look forward to building a more cycle-friendly, liveable and sustainable Victoria through this critical and coordinated investment.

VICTORIAN CYCLING STRATEGY 3 1 Introduction and Executive Summary

4 INTRODUCTION including the inner 10 km of continued growth of cycling • Health and fi tness. Cycling Melbourne, Central Activities into a major form of personal improves fi tness, short and The Victorian Government Districts (CADs), and regional transport. The aim is to increase long-term health, and reduces recognises that cycling is an centres, while focusing on the number of cycling and stress2 increasingly important and improving network connectivity walking trips in inner Melbourne • Affordability. With low initial rapidly growing part of Victoria’s across Victoria. by 15,000 and grow cycling in cost and negligible running transport solution. Cycling the rest of the State by 2020. provides an effective and healthy It is important that infrastructure costs, cycling is cheaper than a means of personal transport improvements are complemented RATIONALE car or even public transport without adverse environmental by a range of other measures to We want to promote growth in • Social inclusion. Cycling gives impacts, and more and more promote and support increased cycling because cycling leads to: mobility and independence to Victorians are choosing to cycle cycling. those without cars, which can for more of their travel. • Reduced congestion. The Strategy will be reviewed in include children, teenagers, More cyclists means less road While the Strategy focuses on line with The VTP. older people and people with congestion and fewer crowds cycling as a form of transport, disabilities3 VISION on public transport, particularly the Government recognises in inner metropolitan areas • Extended access. When the importance of cycling to The Victorian Cycling Strategy used in conjunction with other recreation, health and leisure. has a vision for cycling as • Low energy and modes of transport, like trains, It also acknowledges that the a safe, readily available, environmental footprint. cycling extends the reach of recreational cyclist may in future convenient and preferred Cycling does not produce public transport take up cycling for commuting transport option for Victorians. greenhouse gases, other pollutants or noise and uses • Community safety. More and other trip purposes. OBJECTIVE little road and parking space1 cyclists and pedestrians This Strategy supports initiatives To achieve this vision, the mean more watchful eyes and that will have a state-wide impact, Victorian Cycling Strategy will therefore less crime.4 including promotional campaigns help guide policies, programs and safety programs. It prioritises and projects that address the network development in areas current and emerging needs of high demand and growth, of cyclists and support the

1 J Dodson and N Sipe, Oil Vulnerability 2 Cycling Promotion Fund, Economic in the Australian City, Griffi th University Benefi ts of Cycling for Australia, June Urban Research Program, Research 2008. Paper 6, December 2005. Cycling Promotion Fund, Economic Benefi ts of 3 The City of London Cycling Plan: Cycling for Australia, June 2008. Consultation Draft, 2003, p. 4. 4 Department of Sustainability and Environment, Safer Design Guidelines for Victoria, 2005.

VICTORIAN CYCLING STRATEGY 5 1 INTRODUCTION AND EXECUTIVE SUMMARY

EXECUTIVE SUMMARY • Growth in cycling as a • Five Strategic Directions. Priority actions include: sustainable transport choice. Priority actions and future • Signifi cantly improving the on The Victorian Cycling Strategy Cycling levels have been directions for supporting and off-road cycling network covers: increasing in recent years cycling were drawn from within 10 kilometres of the CBD following a decrease in cycling Department of Transport (DOT) through priority investment in • Achievements to date over the mid to late twentieth stakeholder consultations cycling infrastructure in cycling. The Victorian century. Research shows that and research, including focus Cycling Strategy is the largest levels of cycling are highest groups on active transport, • Completing cycling networks in investment in cycling in the in inner Melbourne, among interviews with Local Council Central Activities Districts State’s history and represents males and among people offi cers, a survey of walking • Completing cycling links in an unprecedented commitment aged 25-345,6 and cycling infrastructure, regional centres to supporting cycling in analysis of travel data, and • Benefi ts and barriers to • Developing bicycle facilities as Victoria. The Strategy builds on a review of international cycling. Cycling has many part of major transport projects, a wide range of achievements literature. The actions fi t under benefi ts for both individuals and such as road and rail to date, and complements the following fi ve Strategic the community, but barriers to • Travel planning and safe cycling a number of Victorian Directions: Government policies, including: cycling include infrastructure programs in Victorian schools and attitudinal factors. – Build networks to connect • A range of promotional and – The Victorian Transport Plan, Understanding these barriers communities educational campaigns and 2008 and the benefi ts of cycling are – Promote and encourage a tools to encourage cycling – Melbourne @ 5 Million, 2008 key to supporting cycling’s culture of cycling • A review of cycling accident – Keeping Melbourne Moving, growth – Reduce confl icts and risks for patterns and creation of 2008 cyclists appropriate counter-measures – arrive alive 2008-2017, 2008 – Better integrate cycling with • Launching a ‘look out for – The Victorian Planning public transport cyclists’ campaign to educate Provisions – Integrate cycling into land use about road rules and cyclist – The Transport Integration Bill, planning. safety to be introduced in 2009 • Establishing a public bike hire system for Melbourne • Installing 33 bike cages at train stations by the end of 2009 • Creating a ‘cycleability’ toolkit for local government to help assess and guide the planning and development of cycling facilities in new developments.

5 Dr. Kevin J. Krizek, Dr. Ann Forsyth, and Laura Baum. Walking and Cycling Literature Review: Final Report. For Department of Infrastructure, State of Victoria, Melbourne, Australia, January 14, 2008; John Pucher and Ralph Buehler, ‘At the Frontiers of Cycling: Policy Innovations in the Netherlands, Denmark and Germany’, World Transport Policy and Practice, December 2007; A. Bauman, C. Rissel, J. Garrard, I. Ker, R. Speidel, and E. Fishman, 2008, Cycling: Getting Australia Moving: Barriers, facilitators and interventions to get more Australians physically active through cycling, Cycling Promotion Fund, Melbourne.

6 K. J. Krizek, P.J. Johnson, and N. Tilahun, ‘Gender Differences in Bicycling Behavior and Facility Preferences’. For Conference on Research on Women’s Issues in Transportation, 2005.

6 GOVERNMENT State Government Councils have a crucial role in RESPONSIBILITY The Department of Transport the construction, development FOR CYCLING leads on policy related to cycling. and maintenance of bicycle It delivers cycling initiatives in infrastructure throughout conjunction with agencies and Victoria, as they oversee all local programs including VicRoads; roads within their respective Department of Planning and municipalities. Community Development; Parks This includes the construction Victoria; ‘Go For Your Life’; of new bicycle paths, parking Transport Accident Commission facilities, relevant signage and (TAC); and VicHealth. on-going maintenance. Councils Local Government also manage the majority of bicycle paths, shared paths The State Government works and infrastructure in local in partnership with Local parks. In short, Councils are a Government to deliver cycling critical partner with the State initiatives. Councils have Government in both the delivery developed initiatives to support and maintenance of cycling cycling through local transport facilities across the State. strategies, bicycle plans and budget allocations for cycling In addition, Councils are partners facilities. Historically, Councils in a number of travel behaviour have often led the way with change programs such as cycling-related programs and TravelSmart, Ride2Work Day have been champions of active and Ride2School Day that aim to transport more broadly. encourage more people to travel by bicycle.

VICTORIAN CYCLING STRATEGY 7 2 Overarching Framework

8 GUIDING PRINCIPLES • Cycling access should be STRATEGIC DIRECTIONS choice by a range of different considered as part of all urban people for a range of trip The Victorian Cycling Strategy design, land use planning, The Victorian Cycling Strategy purposes is guided by the following transport planning and the includes fi ve Strategic Directions • Reduce confl icts and risks principles: planning and delivery of major to achieve the vision of signifi cant growth in cycling as a transport for cyclists aims to reduce • Cycling is a legitimate transport projects choice throughout Victoria. confl icts between all road mode to be supported and • Both cycling infrastructure These Strategic Directions users and increase road safety grown investment and other programs have been developed in the by improving infrastructure • Both big projects and ideas are important for solutions context of the guiding principles, at potential confl ict points, which in turn were drawn from improving understanding and and smaller incremental steps • The coordination of research, research and stakeholder courtesy among road users, are important policies, infrastructure consultations. Actions under and recognising the community • Integrating cycling with other development and other each Strategic Direction are benefi ts of cycling in road modes of transport will improve programs (including discussed in Section 6. system management Victoria’s whole transport community development, network active transport, sport and The fi ve Strategic Directions are: • Integrate cycling with public recreation, cycle tourism and transport aims to increase • Cycling has a wide range of behaviour change programs) • Build networks to connect combined use of cycling and trip purposes for transport, needs improvement. communities aims to develop public transport and extend the such as commuting to work or quality cycling networks in reach of the public transport school, and short trips to local priority areas across Victoria network through improving services that are connected to links between cycling networks signifi cant destinations and • Cycling policies, programs and facilities and public attractions, and to establish and infrastructure projects transport better processes for planning must refl ect the needs of all cycling networks • Integrate cycling needs current and potential cyclists with land use planning, regardless of age, gender, • Promote and encourage transport planning and the fi tness and experience, and a culture of cycling built environment aims to location aims to promote a cycling promote aspects of land use consciousness in the Victorian policies and planning, transport community so that cycling is planning, and urban design that considered to be a legitimate, support ’s viable, and preferred transport built environments.

VICTORIAN CYCLING STRATEGY 9 3 Achievements to date

The Victorian Cycling Strategy is committed to grow cycling through improved infrastructure, cycling programs and better integration with other forms of transport. Since 1999 the Government has built 926 km of bike paths and on-road facilities, more than 300 km of these in the metropolitan area.

10 MORE FUNDING A key element of this Strategy BETTER END OF TRIP FOR CYCLING will be incorporating cycling FACILITIES INFRASTRUCTURE infrastructure into road and rail investment, as a matter of Bicycle storage will be an integral In 2008, under The VTP, the course. Bicycle facilities are often part of all new stations, station Victorian Government committed provided as part of major road upgrades, car park upgrades and to increase signifi cantly the projects and whenever roads are park and ride developments. funding for cycling infrastructure upgraded or duplicated, including In January 2009, 23 new bike and programs supporting more upgrades to metropolitan arterial cages were completed at stations active modes of transport, roads as part of the $1.9 billion across metropolitan Melbourne with a $115 million increase in Outer Suburban Arterial Roads and key regional centres to funding for bicycle lanes and Program and through the expand commuter options to shared walking and cycling $60 million Urban Road combine cycling and train travel. paths on priority bicycle Management Systems program. These cages are in addition routes, the Provincial Pathways These facilities may include to the more than 900 existing Program, which includes rail on-road bicycle lanes or off-road secure bike facilities across the trails and walking paths, and a bicycle paths. train network. Ten more bike public bicycle hire program for cages will be completed by the Melbourne’s CBD. Since 1999, approximately $75 million has been spent on end of 2009, providing space for This is in addition to the more bicycle facilities as part of major more than 850 bikes in secure than $32 million provided road projects. These projects and weather protected cages. for in Meeting Our Transport include off-road bicycle paths as Figure 1 shows the location of Challenges (2006) and VicRoads part of the Craigieburn, Geelong bike parking and storage facilities base funding of $4 million and Hallam Bypasses. across Melbourne’s metropolitan per year for the Bicycle and train network. Pedestrian Programs. A 1 km Copenhagen-style bicycle lane on Swanston Street Prior to the release of The VTP, between Victoria Street and there have also been signifi cant the University of Melbourne additions to the off-road cycling has improved cyclist safety and network in recent years, including access in inner Melbourne. By the new 35 km EastLink trail, swapping the bicycle lane with with 20 km of links connecting the parking lane, cyclists can now with other trail networks, leading ride safely between the parked toward the city, Port Phillip Bay, cars and the footpath. and many other destinations.

VICTORIAN CYCLING STRATEGY 11 3 ACHIEVEMENTS TO DATE

TRANSPORT PORTFOLIO The TravelSmart program was In addition to infrastructure, PROGRAMS launched in Victoria in 2002. The VicRoads provides a number of program involves small-scale programs aimed at promoting To support more sustainable travel behaviour change ‘travel safe cycling, including Bike Ed, forms of transport, including planning’ projects in schools, Bike Ed trailers, and the Bike cycling, the Department of workplaces, hospitals and tertiary Ed Challenge. The VicRoads Transport oversees a number of institutions, and aims to reduce Bike Ed program is designed for programs, including the Local people’s dependency on cars children aged 9 to 13 years to Area Access Program (LAAP) and and to encourage the uptake of develop the skills they require for the TravelSmart travel behaviour sustainable travel alternatives for safe and independent riding on change program. more of their travel. roads and paths. Fully equipped Bike Ed trailers are available The Victorian Government has TravelSmart developed robust through VicRoads regions to committed $16 million over four methodologies, particularly in support schools and community years to respond to local access relation to travel planning, with groups in delivering the program. needs through the Local Area this method being recognised Instructor training is provided by Access Program which supports as an effective method to bring the Department of Education and local governments to develop and about a behavioural shift in travel Early Childhood Development deliver small-scale demonstration mode. Experience gained from (DEECD) for teachers and projects that improve access to the TravelSmart program will community members. local facilities and services, and assist in the development of future support the use of sustainable travel demand management transport alternatives, particularly programs, such as those walking and cycling. The program proposed in Strategic Direction 2 assists Councils to develop, test of this Strategy. and evaluate a range of solutions to local transport problems, and Ride to Work Day is a great showcase their results. motivator for people to ride to work, with many fi rst-time riders Bicycle projects currently regularly riding to work within the underway include the Shared next 12 months. The Government Path Connectivity Project along has sponsored Ride to Work Day Buninyong Road, Mt for three years. In sponsoring Clear. This project will provide Ride to Work Day in 2008, the safer connections and combine Government produced 20,000 two school access points into one TravelSmart maps to help people on Ballarat Buninyong Road. The fi nd appropriate and sustainable project includes the construction travel plans. TravelSmart maps of pedestrian and cycle path links are also provided for specifi c between two shared paths, and municipalities or organisations like a link across Ballarat Buninyong universities on an ongoing basis. Road via a signalised intersection, to be implemented through VicRoads.

12 VicRoads Bicycle Projects Figure 1 Location of Secure Bicycle Parking Facilities at Melbourne Railway Stations Sunbury since 2006–07 Craigieburn Completed 34 Bicycle lockers Diggers Rest 1 to 20 Ongoing 17 Hurstbridge Epping 21 to 41 Upfield Local Area Access Program 41 to 94 Broadmeadows (LAAP) projects since Rail network Watergardens Road 2006–07 Reservoir Eltham Rockbank Macleod Completed 5 Coburg Essendon Lilydale Committed 53 Sunshine Total dollars for completed and Footscray Clifton Hill committed LAAP projects $8.2M Richmond Melbourne TravelSmart projects since Newport 2006–07 Alamein Williamstown Caulfield Glen Waverley Completed 4 (most are multiple-year Werribee Belgrave projects) Committed 18 Sandringham Total dollars committed for completed and committed TravelSmart projects $1.5M Ongoing TravelSmart programs Port Phillip Bay $1M N Combined LAAP and Pakenham TravelSmart projects since Cranbourne 2006-07 Committed 12 Frankston Total dollars for committed Source: Adapted from Sinclair Knight Merz, Audit of Bicycle Facilities at Public Transport Nodes: Final Report, Melbourne, March 2009 combined LAAP/TravelSmart projects $1.4M Figure 2 VicRoads spending on cycling infrastructure, 1999/2000 – 2012/13

Expenditure Expenditure on bicycle and pedestrian program $M and bicycle facilities including major road projects 30

25

20

15

10

5

0 YEAR 99/00 00/01 01/02 02/03 03/04 04/05 05/06 06/07 07/08 08/09 09/10 10/11 11/12 12/13 Source: VicRoads

VICTORIAN CYCLING STRATEGY 13 3 ACHIEVEMENTS TO DATE

VicRoads provides on-road bicycle lanes and off-road Figure 3 2000–2008 bicycle paths through its Bicycle Infrastructure Program and as part of major road projects. Since 1999, approximately $100 million has been allocated for bicycle Existing network facilities as part of these two to February 2000 activities across Victoria (Figure February 2000 2). Figure 3 shows the extent of to July 2008 the bike lanes and paths delivered in the metro Melbourne area since February 2000.

Port Phillip Bay

N

Source: VicRoads Spatial Information Services. SIS Job Number 26228, March 2009.

14 MORE SUPPORT AND ‘Go for your life’ is a whole of Transit Cities and Central that will be run in conjunction ENCOURAGEMENT Victorian government initiative, Activities Districts: Over with a range of community TO USE SUSTAINABLE with a current investment of $490 million has been allocated groups and Local Councils. A TRANSPORT ACROSS over $150 million. Improving through the program to revitalise bike education program for the GOVERNMENT cycling levels supports the major suburban and regional newly arrived Karen community objectives of ‘Go for your life’ centres. in the City of Wyndham is one ‘Metropolitan Trails Network’ by increasing levels of physical example. This initiative involves a Melbourne @ 5 Million (December is a planned 1200 km of shared activity and creating structural $20,000 investment to improve 2008) provides policy initiatives trails creating a link between changes which support participants’ understanding that are complementary to the Melbourne’s recreational physical activity, including of traffi c laws and identify safe directions of Melbourne 2030 precincts, open space, public encouraging active transport. routes to local facilities such and builds on the achievements transport and local trails. Parks as schools and resettlement ‘Go for your life’ includes a of the Transit Cities program. Six Victoria, in partnership with services. Local Government, has the number of programs that new Central Activities Districts role of implementation of the encourage cycling, including have now been announced Streets Ahead is a VicHealth Network following priorities in the ‘Go for your life’ Flagship in Box Hill, Broadmeadows, initiative that supports Melbourne 2030 and Linking Bike Plan which commenced Dandenong, Footscray, Frankston children to get active in their People + Spaces, a strategy for in 2006 with a $2.9 million and Ringwood, with $50 million neighbourhoods. The three Melbourne’s open space (2002). investment over four years. The committed in The VTP. year program commenced in In 2008-2009, through the plan initiated the Ride2School June 2008 with a $1.7 million Existing commitments to regional Metropolitan Trail Network Grants program, which seeks to increase investment and will increase Transit Cities will continue. Program and the initiatives, the number of Victorian children physical activity through active A regional blueprint is due for ‘Trails for a Liveable City’ and riding safely to and from school. transport among children aged 4 release later in 2009. ‘Urban Parks and Trails’, the State This program is administered by to 12 years. Government will invest $2 million Sport and Recreation Victoria (in Creating Better Places is a Ride 2 School – Sustainable in 16 projects to complete pivotal the Department of Planning and grants program that funds urban Bike Sheds Competition is a links on metropolitan shared Community Development) and improvement projects in principal program that promotes greater trails. Currently almost 700 km is delivered by Bicycle Victoria. or major activity centres. Funding participation in the state-wide of off-road trails are complete This program also supports commenced in 2005 and has Ride2School program by offering and they are proving a popular bike education in schools and included a number of capital winning schools the construction route for many people to recreate provides grants to increase bike works and urban design projects of a student-designed eco- and travel to work, increasing sheds and storage facilities related to cycling. In 2009, the sustainable bike shed. The opportunities for sustainable in schools. As of December Epping Central Wayfi nding project $80,000 program, funded transport and improving the 2008, 42 per cent of Victorian will use a $105,500 investment to through the Sustainability Fund, health of Victorians. schools were registered with the construct pedestrian and cyclist commenced in 2006 and has Ride2School program. Through infrastructure along key routes Bicycle projects currently already built four bike sheds to its state-wide communication linking local destinations. provide secure bike storage and underway include a $1.5 million strategy and Community Community Road Safety encourage more students to ride commitment to developing an Education Program, ‘Go for your Grants is a four year program to school. alternative bicycle route to the life’ also supports many bike that has been funding road safety Gipps Street Steps. This is the riding events and cycling festivals. fi rst stage of a long term project projects, including bicycle safety to link Gipps Street and Walmer projects, since 2008. Currently Street on the . $100,000 has been committed by TAC to six cycling-related projects

VICTORIAN CYCLING STRATEGY 15 4 Cycling as a transport mode – trends and patterns

16 THE LAST 20 YEARS Table 1 shows that during the 1990s, although 38 per cent of all weekday trips in Melbourne were less than 2 km long and 60 per cent less than 5 km long, most were in a car. Over half (55 per cent) of all car trips in Melbourne were less than 5 km long. These are convenient distances by bicycle.

Table 1 Transport Mode Share in Melbourne 1994–1999 Mode share based upon Number of weekday trips by transport mode (Melbourne) Walk Bicycle Car Public Missing/ Total % share of Distance of % % % Transport % Other % % all trips by trips (km) km-band 0-2 41 2 55 1 1 100 38 2-5 5 2 87 5 1 100 22 5+ 1 1 84 13 2 100 40 Total 17% 1% 74% 6% 1% 100% 100% Source: VATS 94–99. This chart uses estimated distances (not straight lines); Car=Car passenger and car driver trips. Figures are rounded to the nearest whole number. The late twentieth century also saw a dramatic shift in how children travel to school, from walking to being driven by parents (Figure 4). This trend will have long-term health implications, and creates signifi cant congestion. It is estimated that 17 per cent of all morning peak-period vehicle travel is now school travel.

Figure 4 Travel to school, Essendon, 1974 and 2005

100% walking driven by parents public transport school bus bike 91.3% 80

60 66%

40 28% 20 1974 7.7% 0 4% 0.2% 2% 0.2%0% 0.6% 2005

Source: Adapted from DOT in-house data and Consultation Planning Survey Services, Essendon (Vic.) Council and Western Region Council for Social Development (Vic.), Awareness Essendon: an action-research programme for the City of Essendon, in conjunction with the Western Region Council for Social Development, Carlton South, Vic., 1974.

VICTORIAN CYCLING STRATEGY 17 4 CYCLING AS A TRANSPORT MODE – TRENDS AND PATTERNS

The negative impacts on THE RECENT GROWTH Visual counts and 24 hour transport network effi ciency, road IN CYCLING electronic measuring show safety and amenity, and children’s that rider numbers in inner health caused by the current high Although use of walking and Melbourne have risen since 2006 use of cars to travel to school, cycling remains low for travel by 42 per cent.9 are some of the key motivators to school, active transport is The key reasons for the increase leading to demand for more active becoming more popular for in cycling include population transport initiatives. other travel activities. Recent data indicate that there has been growth, changing inner suburb A shift to walking or cycling, impressive growth in cycling to demographics (more young supervised when appropriate, and from work. Table 2 shows professionals living in inner would not only signifi cantly average annual growth between suburbs), employment growth in improve road congestion but also 2001 and 2006, while Figure 5 the Melbourne local government contribute to the long-term health compares the average yearly area (up 20,000 or 1.4 per cent and wellbeing of children, by growth rate between 1996-2001 per annum), the provision of more assisting reduction of childhood and 2001-2006. Figure 5 shows and improved bicycle paths, road obesity and encouraging lifestyle that cycling rates have increased and public transport congestion, patterns that combat adult exponentially in recent years. and costs of travel. chronic diseases. In addition, between the 2001 WHO IS CYCLING, There are encouraging signs from census and the 2006 census: AND HOW FAR? Ride2School that the trend can • The proportion of journeys to be reversed. During Term Four of Figure 6 shows the local work in the CBD by bicycle and 2008, more than 67,000 children government area origins and walking rose from 4 to nearly 8 at 290 schools reported through mode share for those cycling into per cent the monthly Hands Up! Active the City of Melbourne for work in Travel Count that they had walked • In both metropolitan Melbourne 2006. The Statistical Local Areas or ridden to school that day. This and regional Victoria (balance (SLAs) of Moreland – Brunswick, is 47.8 per cent of the population of Victoria), more people Yarra – North and Darebin – of these schools. travelled to work by bicycle Northcote have the highest than by bus cycling mode shares at 12.7 per cent, 12.6 per cent, and 9.5 per • There were nearly 5,000 cent, respectively. fewer car journeys to work in metropolitan Melbourne.8

Table 2 Growth in ‘cycled only’ journeys to work, 2001–20067 Average annual growth Place of work 2001 daily journeys 2006 daily journeys rate 2001–2006 % Melbourne LGA 4,163 7,225 11.7 Nine other inner LGAs* 3,981 5,981 8.5 Balance of Melbourne 4,039 4,835 3.7 Statistical Division Non-metropolitan Victoria 6,098 6,250 0.5 Total Victoria 18,281 24,291 5.8 * Maribyrnong, Moonee Valley, Moreland, Darebin, Yarra, Boroondara, Stonnington, Glen Eira and Port Phillip. Source: Department of Transport, Transport Demand Information Atlas for Victoria 2008, Vol. 1, Melbourne. 2008

7 Department of Transport, Transport Demand Information Atlas for Victoria 2008, Vol. 1, Melbourne. 2008.

8 Department of Infrastructure, Transport Demand Information Atlas for Victoria 2007, Vol. 1, Melbourne, 9 Communication from Bicycle December 2007. Victoria

18 Figure 5 Growth in ‘cycled only’ journeys to work, 1996–2001 and 2001–2006

10% Melbourne Balance of Victoria Total Victoria

8 6

4 2

0 Average yearly growth Average -2 Source: Adapted from Bartley Consulting, Walking and Cycling: Census Analysis. 1996–2001 2001–2006 Report based on analysis of Census data, Melbourne, September 2008.

Figure 6 Spatial variations in cycling mode share (percentage of total journeys to work destined for the City of Melbourne), 2006

Legend

0% – 4.9% Moreland 5% – 8.9% North 0.7% Darebin 9% + Preston 2.6% Moonee Valley Moreland West Coburg Banyule 1.1% 4.6% Heidelberg 2.7% Moonee Valley Essendon Moreland Darebin 3.8% Brunswick Northcote Brimbank 12.7% 9.5% Sunshine 0.2% Yarra North Maribyrnong 12.6% Boroondara Boroondara 3.5% Kew Camberwell N. MELBOURNE 3.6% 1.1% Yarra Richmond Boroondara 5.4% Hawthorn Port Philip – West 4.1% Hobsons Bay 5.2% Stonnington Boroondara Williamstown Prahran Camberwell S. 2.7% 3.7% 3.5% Hobsons Bay Stonnington Altona Malvern 0.4% Port Philip 2.4% St Kilda 4.5%

10 km Glen Eira Caulfield 1.8% Bayside Brighton 2.6% Glen Eira – South 1.7%

Source: ABS Journey to Work data, Census of Population and Housing, 2006

VICTORIAN CYCLING STRATEGY 19 4 CYCLING AS A TRANSPORT MODE – TRENDS AND PATTERNS

Census results for 2006 also show that in Melbourne, Figure 7 Bicycle trips into Melbourne local government area (LGA), by gender substantially more men cycle to work than women, and men Journey to work, by bicycle only, by sex, Melbourne (C) LGA place of work, 2006 tend to cycle greater distances No. of persons (Figure 7). The mean distance is 500 8.2 km for males and 6.1 km for 400 females. These facts highlight 300 the need for the guiding principle in this strategy that policies and 200 programs should refl ect the 100 Males needs of all current and potential Females cyclists inclusive of age, gender, 0 5 10 15 20 25 30 fi tness, experience and location. Distance (km)

Figure 8 shows that most cyclists Source: DOT coming into the Melbourne local government area for work are Figure 8 Bicycle trips into Melbourne local government area (LGA), by age aged between 25 and 34 years, though those in the older age Journey to work, by bicycle only, by age (years), Melbourne (C) LGA place of work, 2006 groups tend to cycle slightly No. of persons longer distances on average. 500 Again, this suggests the need for a variety of initiatives that 400 encourage people of all ages and 300 abilities to cycle. 15–24 200 25–34 100 35–44

0 45 or more 5 10 15 20 25 30 Distance (km)

Source: DOT

20 5 The benefi ts of cycling and the barriers to cycling

The benefi ts of cycling are signifi cant, both to individuals and to Victoria, so understanding the barriers to cycling is the fi rst step towards overcoming them.

VICTORIAN CYCLING STRATEGY 21 5 THE BENEFITS OF CYCLING AND BARRIERS TO CYCLING

BENEFITS OF CYCLING Costs: With rising petrol prices, transport are cost-effective ways the running costs of private of assisting in reducing these The environmental benefi ts Less congestion: Although there vehicles are an increasing burden diseases. of not using the car are has been a small percentage on household income. Cycling is substantial. Cycling can increase and reduction in the use of cars for almost always a less expensive maintain recommended levels • On average, a car emits commuting, the number of cars option than private motor vehicles of physical activity, which 287 grams of greenhouse on the road is growing. According and public transport. The initial can help productivity at work gases per kilometre. Even to Sir Rod Eddington’s report, cost is low and running costs are and contribute to reduction with an average day of Investing in Transport, as quoted negligible. This makes cycling in depression, anxiety and year occupancy rate of in The VTP, if no action is taken, a particularly cost effective sedentary lifestyle diseases. approximately 1.4 people many of Melbourne’s major transport option on short Current Australian cycling per car, 197 grams of roads will be at or over capacity trips and on longer trips when participation for recreation and greenhouse gas are emitted by 2020 and the metropolitan combined with public transport. train network will ‘hit the wall’ by commuting purposes has been per person, per kilometre 2014.10 Health: Inactivity poses many estimated to cut sedentary for private vehicles. The health risks but 30 minutes lifestyle disease costs by equivalent emissions for The Victorian Competition and activity a day can offset this. approximately $154 million.14 carrying a person on public Effi ciency Commission estimates The substantial health trends transport are 128 grams that the cost of road congestion Environment: People are associated with inactivity include: of greenhouse gas per to the Victorian economy is (up to) increasingly conscious of their kilometre.16 $2.6 billion a year.11 More cyclists • The rate of obesity in Australia greenhouse gas emissions and mean fewer cars on the roads, is among the highest in the the volume of non-renewable • Every litre of petrol used particularly at peak times, and developed world and costs the energy resources that a car emits 2.5 kg of carbon this benefi ts everyone. nation $21 billion a year12 uses. Research shows vehicle dioxide, predominantly emissions are highest when the out the exhaust, but also Along with growing congestion, • Diabetes rates have doubled in engine is cold, and thus short through the production of signifi cant growth in people the last 10 years.13 trips by car (less than 5 km) the fuel.17 using public transport is putting A more active Australia would produce higher emissions per pressure on much of the network. • In Victoria, nearly 20 million save the country millions a year in kilometre than longer trips.15 Increases in cycling as a share of tonnes of greenhouse gas health costs. This makes cycling a good emissions, representing 16.5 journeys to work would contribute environmental option for short The Victorian Government has per cent of Victoria’s net to relieving congestion on public trips in particular. transport. identifi ed tackling the epidemic total emissions, are emitted of preventable chronic diseases directly by the transport as one of its seven broad policy sector.18 A further 0.5 million priorities for the future. Cycling tonnes of greenhouse gases and other active forms of are produced generating energy to power Victoria’s public transport. In total, 17 per cent of Victoria’s net emissions are associated with transport.

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10 R Eddington, Investing in transport: Overview: East West 12 Link Needs Assessment, March 2008, pp. 21–22. 16 Department of Environment, 11 Victorian Competition and Effi ciency Commission, Making the Right Choices: Water, Heritage and the Arts, 10 Options for Managing Transport Congestion, State of Victoria, 2006. top tips for fuel effi cient driving, 12 Government of Australia. Australian Institute of Health and Welfare website. http://www.environment.gov.au/ Viewed at http://www.aihw.gov.au/mediacentre/2007/mr20071113.cfm on settlements/transport/fuelguide/ 040209; Access Economics, The Economic Costs of Obesity, 2006. tips.html; Department of Transport 13 Government of Australia. Australian Institute of Health and Welfare. Australia’s health 2006. in-house calculation, 2008. 14 A. Bauman, C. Rissel, J. Garrard, I. Ker, R. Speidel, and E. Fishman, 2008, Cycling: 17 Department of Transport, in- Getting Australia Moving: Barriers, facilitators and interventions to get more house calculation 2008. Australians physically active through cycling, Cycling Promotion Fund, Melbourne. 18 Australian Government, 15 P Hoglund and A Ydstedt, ‘Reduced air pollution and fuel Department of Climate Change, consumption with pre-heated car engines’, Urban Transport and the http://www.climatechange. Environment for the 21st Century, Lisbon, Portugal, 1998. gov.au/inventory/index.html

22 BARRIERS AND – On-road paths – inadequate places that do not allow Some people are also OBSTACLES TO CYCLING separation of cyclists and access through to other discouraged by the fact that vehicles as well as the design streets cycling is more exposed to Research commissioned by the of roundabouts and railway • Lack of connections with other the elements (bad weather, Department of Transport into the crossings modes of transport darkness). obstacles and barriers for current – Off-road paths – inadequate and potential cyclists19 indicates • Lack of end-of-trip facilities Risk and perceptions of risk are separation of cyclists and that the main barriers and such as change rooms, storage also an issue, in terms of both other off-road path users, obstacles to cycling include: facilities and bike parking crime and risk of injury. For many particularly pedestrians, parents in particular, risk is a or paths too small for the • Gaps in cycling networks and • Attitudinal barriers. Some major issue in not allowing their volume and mix of cyclists disconnects between off-road people believe that, in children to cycle to school. The and on-road cycling paths – Path design shortcomings, comparison to car travel, range of reasons parents prefer such as lighting, width, cycling is: • Diffi culties getting to particular to drive children to school is listed steepness, blind corners and destinations due to indirect – Slower in Figure 9. A number relate to sharp turns routes and land uses that do perceptions of the relative safety – Relatively inconvenient when not encourage cycling – Poor access through of car travel. neighbourhoods associated carrying objects • Infrastructure shortcomings, with inappropriate urban – Less convenient for including: design, such as courts and multipurpose trips.

Figure 9 Reasons why parents drive their children to or from school20

Bad weather

Drop child off on way to work or other place

Concern about stranger danger/assault/abduction

Too far to walk/cycle

Driving is quicker than walking or cycling

Crossing roads is dangerous

Other*

Child may not obey safety rules if he/she were to walk/cycle

Too much traffic around school to walk/cycle

Child has too much to carry to school

Footpaths/bicycle paths are in poor condition or lacking

Traffic travels too fast to walk/cycle

Child prefers to be driven

Concern about bullying

Lack of safe places to store bicycles at school

Unfriendly dogs

School discourages riding to school *‘Other’ includes: child goes to activities after school, 0% 5 10% 15% 20% 25% 30% 35% 40% child not old enough to walk/cycle, child injured, bike stolen

1 2

19 Wallis Consulting, Encouraging Walking and Cycling: Focus Group Final Report, 2008. (forth coming). 20 J Garrard, S Crawford and T Godbold, Evaluation of the Ride2School Program: Progress Report, Deakin University, August 2007.

VICTORIAN CYCLING STRATEGY 23 6 Strategic Directions

The key cycling Strategic Directions proposed for Victoria are to: 1. Build networks to connect communities 2. Promote and encourage a culture of cycling 3. Reduce confl icts and risks for cyclists 4. Integrate cycling with public transport 5. Integrate cycling needs with land use planning and the built environment. These Strategic Directions cover a variety of cycling-related issues. In some cases, proposed actions will help to implement more than one Strategic Direction. As shown in countries with high rates of cycling like Germany, Denmark and the Netherlands, focusing on many strategies for action at once is important if the aim is to increase substantially the number of cyclists.

24 1. BUILD NETWORKS TO CONNECT COMMUNITIES

Strategic intent Routes within networks Throughout Victoria, there are Many of Victoria’s off-road routes The Victorian Cycling Strategy need to be visible, safe, and 734 km of PBRs identifi ed for were built for recreation but are aims to develop good-quality, complemented by cycle parking construction, of which 431 km (59 now used for commuting and/or well-connected cycling networks facilities at destinations. On-road per cent) have been completed. for access to local services. The routes need to be continuous at network approach will be used to that make cycling a viable The Victorian Government has intersections. integrate some existing off-road transport choice for people of made a strong commitment routes with on-road routes and all ages and experience levels. For over a decade, VicRoads has to improving Victoria’s cycling to connect some of these to This will be achieved by building delivered cycling infrastructure networks by committing $100 signifi cant destinations. networks of continuous cycling through its Bicycle and million under The VTP to increase routes, providing communities Pedestrian Programs. The funding for bicycle lanes and VicRoads will extend bicycle with quality connections to Principal Bicycle Network (PBN) shared walking and cycling paths networks in Melbourne, as well signifi cant destinations and was established in the 1990s to on priority bicycle routes, and as, in cities and towns in regional attractions. guide the development of bicycle $5 million for a public bike hire Victoria. Figure 10 shows where Outcomes this Strategic routes in Melbourne. The PBN is scheme in inner Melbourne. The Government investment in Direction hopes to achieve a network of on-road and off-road VTP also provides $10 million for cycling infrastructure is underway include: priority bicycle routes that cover the Provincial Pathways Program, or commencing in Victoria in the Melbourne metropolitan which includes rail trails and 2009/10. • Substantial development of area, with many on arterial roads. cycling and walking paths to networks in priority areas The PBN mainly consists of provide regional communities • Improved processes for the on-road bicycle routes (65 per and visitors with safe off-road ‘The only reason I started riding planning of bicycle networks to cent) and its primary purpose routes between smaller regional into the city is because they maximise the effectiveness of is to serve cycling for transport. communities and link key tourism opened up the Federation investments. More recently, the PBN is being locations. Trail’ – female, 18–35, cyclist, redefi ned to improve its quality Melbourne The VTP builds on previous and connectivity using a more Background Victorian Government initiatives (Excerpt from Wallis Consulting, appropriate mix of arterial roads, to improve cycling infrastructure, Encouraging Walking and Central to a good bicycle network local roads and off-road paths. plan is the idea that its sum is including those funded Cycling: Focus Group Final greater than its parts. A path is VicRoads has worked through Meeting Our Transport Report 2008) more useful when connected to progressively to develop Challenges, Keeping Melbourne key destinations. bicycle projects on the PBN, Moving, and through the ongoing through projects undertaken in VicRoads cycling infrastructure Once one network is established consultation (or in conjunction) budget. it can be expanded, or strategic with Local Councils. The PBN ‘A majority of the Local Council The priority proposed upgrades links can be added to connect consists of 3,485 km of proposed Offi cers interviewed report that to Victoria’s networks (Figure 11) it with others. A hierarchy of and existing, on-road and off- they want to connect paths to will complete missing links in the interlinked networks can be road routes. Approximately 1,200 other Council paths…’ network into a redefi ned PBN. developed, linking a range of km (35 per cent) of the PBN have The priority upgrades will also (Excerpt from draft Needs different types of destination, been completed. including public transport hubs increase separation of cyclists Analysis Report 2008, based and Central Activities Districts. VicRoads also funds development and vehicles on key routes, on interviews with over 100 of identifi ed Priority Bicycle give cyclists priority through Local Council offi cers on Routes (PBRs) in regional cities intersections and develop better walking and cycling access and towns that have a population off-road connections. needs in their communities) of more than 5,000 people.

VICTORIAN CYCLING STRATEGY 25 6 STRATEGIC DIRECTIONS

ACTION STARTS NOW

CYCLING INFRASTRUCTURE PROJECTS UNDERWAY OR COMMENCING IN 2009-2010

Bicycle Projects: Figure 10 Locations of Cycling Infrastructure Projects Metropolitan Melbourne Underway or Commencing in 2009-2010 1 Extension – off-road bicycle path from Millers Road, Altona to Williamstown Road, Yarraville. Epping

2 Merri Creek Pipe Bridge – bicycle path as part of upgrade Greensborough of pipe bridge by Melbourne Water. 3 Bicycle crossing at the intersection of Willsmere Road and the Anniversary Trail, Kew. 7 10 Essendon Bulleen 4 Widen and improve the Gardiners Creek off-road bicycle 2 12 Lilydale 11 Clifton Hill 3 path from the Hawthorn Velodrome to Toorak Road, Mt Evelyn 8 Melbourne Kew Kooyong. Yarraville Hawthorn Ringwood 1 9 5 5 Widen and improve the Gardiners Creek off-road bicycle Sth Melbourne 4 path from Kooyongkoot Road to Glenferrie Road, Hawthorn. 6 St Kilda 6 Fitzroy Street off-road bicycle path – Glen Waverley 05 km Acland Street to Albert Park, St Kilda. 7 Mount Alexander Road on-road bicycle lanes – Mount Alexander Road/Shamrock Street/Grice Crescent. Dandenong 8 Off-road bicycle path along Hyde Street and Whitehall Street to Footscray Road, Yarraville. 9 Upgrade of on-road bicycle lanes along Cecil Street from Albert Road to Whiteman Street, South Melbourne.

10 Construction of bridge over the Maroondah Highway Albury Cobram in Lilydale to connect the Lilydale Warburton Echuca 18 17 Wodonga with the Lilydale Railway Station.

11 Provision of signalised crossing on the Lilydale Warburton Mooroopna Shepparton Benalla Rail Tail to provide access across York Road, Mt. Evelyn. Bright 16 15 12 Bulleen Highway on-road bicycle lanes – Golden Way Seymour to Koonung Creek. Kilmore 21 Cycling Infrastructure Projects: 20 Ballarat Regional Cities and Towns 19 13 McLennan Street on-road bicycle lanes, Mooroopna. Melbourne Bairnsdale 14 Poplar Avenue on-road bicycle lanes, Shepparton. Dandenong 23 Geelong 15 Bendigo-Redesdale Road on-road bicycle lanes – Bendigo- 22 Traralgon Redesdale Road-Sternberg Street to Guys Hill Road, Strathdale.

16 Coronation Avenue off-road bicycle path, Bright. 0 50 km 17 Melrose Drive off-road bicycle path, Wodonga. Source: VicRoads 18 Campaspe Esplanade/Warren Street off-road bicycle path, Echuca. 19 Gregory Street on-road bicycle lanes – Gregory Street – both sides, Ballarat. 20 Gillies Street off-road bicycle path – Gillies Street, Ballarat. 21 Northern Highway on-road bicycle lanes between Tootle Street and Foote Street, Kilmore. 22 Moorabool Street off-road bicycle path – South Geelong. 23 Swanston Street link – Barwon Terrace, South Geelong to Eastern Beach Road, Geelong.

26 Actions Figure 11 Vision for the Redefi ned PBN in Inner Melbourne Priority Actions

• Deliver a network within Fawkner Reservoir 10 km of the CBD Oak Park

Macleod The Victorian Government is committed to relieving peak- period congestion in Melbourne’s most congested areas and will make investing in cycling infrastructure a priority within a 10 km radius of Melbourne’s Eaglemont CBD. This has long been a goal of the PBN, and in the development of the redefi ned PBN, priority will be given to meet the recent Clifton Hill rapid growth in cycling activity, which is expected to continue. Footscray The map (Figure 11) proposes North Melbourne an indicative cycle network for Melbourne inner Melbourne and shows Richmond strategically signifi cant commuter Canterbury routes running both straight out of the city centre and across the city. The indicative routes Newport were developed using a range of criteria including connections to key destinations, directness, route continuity, the ability to Williamstown Alamein provide adequate separation Seaholme from motor traffi c, the desire to Caulfield accommodate novice as well as Port Phillip Bay experienced cyclists, and the 10 km competing demands for road space from other road users. N 0 2 km North Brighton The cycling projects identifi ed and recommended in the Eddington Report have been included in the Legend Proposed Priority Cycling Routes ◆ Rail station Strategy either in part or in full. Corridors of Interest Railway (location subject to further investigation) Road Existing bicycle network

Source: VicRoads and DOT

VICTORIAN CYCLING STRATEGY 27 6 STRATEGIC DIRECTIONS

Further priority projects – Improve bicycle facilities on key • Completing networks in • Completing links in regional under The VTP north-south routes, including Central Activities Districts centres and the outer Royal Parade, St Georges metropolitan area Priority cycling projects for inner As outlined in The VTP, the Road and Brunswick Street, Melbourne over the next 12 Government is committed Investment in cycling networks in Fitzroy years of the cycling infrastructure to facilitating growth at six regional centres is also a priority program under The VTP include: – Create a northern CBD bicycle designated Central Activities under the Victorian Cycling bypass to the west to connect Districts (CADs) and taking Strategy. – Complete the Federation Trail with the Trail pressure off the fl ow of travel into to provide an off-road path There is a need to upgrade and inner Melbourne. CADs provide connection from Williamstown – Upgrade of the complete missing links in the high levels of accessibility for Road to Hyde Street, Yarraville around the Rushall Station off-road and on-road bicycle walking, cycling, public transport networks in many cities and towns – Provide on-road bicycle – Link Melbourne University with or car by being located at of regional Victoria including facilities on Balwyn Road, the (Main Yarra junctions in the Principal Public Geelong, Ballarat, Bendigo, Balwyn Trail) in the east Transport Network. Accessibility Benalla and the Latrobe Valley. can be further enhanced by – Installation of bicycle priority – Provide links outlined in better infrastructure, planning Specifi c projects in regional traffi c signals at select the Maribyrnong Cycling and transport access including centres include: intersections in Fitzroy Strategy, possibly including a cycling access to and within these link between Footscray and – Connecting the Barwon River, – Connect Williamstown to centres. Cycling projects will be Sunshine Bay and Bellarine Rail Trails in the Melbourne CBD and developed as part of these plans Geelong Docklands – Improve access to the Capital in the coming four years. In the City Trail on the south bank short term, existing strategies – Providing bicycle facilities – Upgrade the cycle route to the of the Yarra River near such as the Broadmeadows and between Latrobe Terrace and east, extending the existing Alexandra Avenue at Yarra Footscray Transit City Access and Mercer Street in Geelong route to Kew/Camberwell Street in Prahran Mobility Strategies will provide an North – Extension of off-road bicycle important starting point to identify – Improve cycling access along path from Church Street – Provide further upgrades to the priority projects. Footscray Road to the CBD to Fyansford Common Gardiners Creek off-road path DOT, VicRoads and Local in Geelong, including an – Improve key links in the Prahran – Upgrade the Maribyrnong River Councils, working together, investigation into providing area and Eastern suburbs Path will identify priorities and an appropriate link to Deakin – Improve links in Albert Street delivery mechanisms. University. – Link and possibly upgrade the and Elizabeth Street in line with link from Queens Parade to works to be undertaken by Albert Street Melbourne City Council. – Link the Chandler Highway to Wellington Street – Improve bicycle facilities along William Street and Latrobe Street as primary routes into and through the CBD

28 Recreational cycling infrastructure Potential projects include: Future Directions in the outer metropolitan area also – Provide off-road bike paths to Future Directions for the Cycling will be improved, such as: be developed alongside the Infrastructure program will – The Diamond Creek to Peninsula Link and the Dingley include: Hurstbridge off-road shared Arterial, Springvale Road to • An audit of cycling facilities to path Perry Road develop a priority for enhancing – Maroondah Highway Bridge • Actively pursuing connections to different types at Lilydale on the Warburton opportunities to take of destinations (e.g. train Rail Trail. advantage of non-transport stations, schools) infrastructure projects to DOT, VicRoads and Local • Identifi cation of new techniques include cycling infrastructure Councils will work together to to provide priority for cyclists at identify the priorities and deliver There are often opportunities intersections mechanisms for projects. to include cycling infrastructure • Developing a clear hierarchy when building infrastructure for • Developing bicycle facilities of routes within networks, non-transport purposes. within major transport focussing at fi rst on major projects This represents a cost-effective centres. Depending on actual method of developing cycling or predicted cyclist volumes, A key element in building infrastructure, and might include highest priority routes could networks to connect communities cycle facilities at have wider lanes, better quality is the provision of bicycle facilities of surface and greater level as part of major road projects and – Major new facilities, of separation from motor whenever roads are upgraded. e.g. sports stadiums vehicles. Consistent design The needs of cyclists will always – Along service corridors, guidelines would also make be considered as part of the e.g. for water supply the importance given to cycling design and construction of major clear to motorists – Rail trails and rail lines. road projects and may include • Trial wayfi nding signage and the development and upgrading guidelines, in particular, with of on-road bicycle lanes or off- public transport. road bicycle paths as part of the project, in most cases as a matter of course. The VTP provides In 2009, the Victorian $1.9 billion for major road projects Government will seek the views through the Outer Suburban of the Victorian Bicycle Advisory Arterial Roads Program and $60 Council and Local Councils million through the Urban Road within the 10 km radius of Management Systems program. Melbourne CBD to refi ne the Trails along major roads and detail of the cycling network. rail lines can be used to provide arterial commuting routes and to link networks together.

VICTORIAN CYCLING STRATEGY 29 6 STRATEGIC DIRECTIONS

2. PROMOTE AND ENCOURAGE A CULTURE OF CYCLING

Strategic Intent Background The Victorian Cycling Strategy Overseas research, local research aims to encourage more and local experience from the Respondents at 14 focus Victorians to see cycling as LAAP and TravelSmart programs groups commissioned by a viable transport option and have helped identify the many Department of Transport enhance the state’s reputation as barriers to the development in 2007 were encouraged ‘cycle-friendly’. of cycling, most of which arise to suggest ways that might from the physical and cultural encourage them to walk or Outcomes this Strategic environments. Infrastructure cycle more. The three main Direction hopes to achieve investment is addressed in suggestions were: ‘promotion, include: Strategic Direction 1. This community support and • Cycling becomes a top-of-mind Strategic Direction addresses the infrastructure’. travel choice cultural environment. (Wallis Consulting 2008) • Cycling is a realistic choice for Increasing the presence and many trips among a wide range awareness of cycling is important. of people Increasing the presence of cycling will increase general community • Cycling is recognised as a acceptance of it as a legitimate legitimate road use – with all way of getting around. road users taking responsibility for mutual respect on the road. Along with the infrastructure ‘…you need to effectively train outlined in Strategic Direction 1, people or educate them right behavioural change programs, from get go and instil it as promotional activities, policy part of society. I don’t think development and change to that cycling is still seen as, regulations are required to you know, the way to get to encourage usage of cycling work, that sort of thing, it’s infrastructure. naturally car or train or tram in Melbourne’ – female, 18–35, Projects will be developed to cyclist, Melbourne target specifi c audiences — for instance, women, students, (Wallis Consulting 2008) parents, motorists and seniors. Some may target times of transition in people’s lives — primary to secondary school, school to work, and those moving house. These targeted initiatives will be complemented and reinforced by broad approaches to promoting cycling to all Victorians.

30 Actions potentially in conjunction Future Directions • Appoint cycling ambassadors with the development of — community members, Priority Actions • Through Transport travel plans in schools that government and industry Management Associations, • Continue travel planning and include identifi cation and leaders, and celebrities — to work with large employers cycling programs (such as development of safe cycling serve as role models for safety to develop and operate the Ride2School program) in routes to schools. It could and to promote cycling sustainable travel plans at work Victorian schools also include identifying • Explore opportunities for routes suitable for Riding • Ensure sustainable travel plans • Education and awareness workplaces to establish bike School Buses (the cycling are incorporated into new campaigns fl eets, secure bike parking, and equivalent to Walking School residential developments end of trip facilities – Develop a campaign to Buses). • Increase adult profi ciency promote the benefi ts of • Work with other States and the in cycling with bicycle cycling Commonwealth to investigate education and training for large – Sponsorship of key events economic incentives to workplaces and community and developing promotional Legislation that appropriately encourage cycling, for centres materials in conjunction with recognises cycling also example, through the fringe ‘Go for your life’ and other supports a culture of cycling. • Investigate additional children’s benefi ts tax scheme. related initiatives like cycling In 2009 work is commencing programs to encourage safe festivals, competitions, to look at ways legislation cycling with programs that have supporting grass roots can better support the role proved successful overseas cycling groups to run events of cycling, as well as walking, • Expanding bike theft reduction (e.g. guided tours for new in the transport network. A programs as necessary cyclists), maps and web- discussion paper, raising as cycling levels increase. based tools questions and seeking input Overseas experience suggests – Development of a cycle from interested members success requires collaboration route planning website with of the community, will among Local Government, information about different be released in 2009. police and bicycle retailers. types of cycle routes in the The Department of Transport, network and links to public In 2009 the Government is Victoria Police and the City of transport. This website may also considering changes Melbourne are currently looking be incorporated in or linked to penalties for cyclists who into improving bicycle storage to the State Government’s engage in careless and facilities throughout the city. In journey planning website for dangerous riding behaviour. addition, effort is being made public transport to minimise bicycle theft from – Expanding bicycle education inner city universities programs in schools and tertiary institutions in partnership with schools,

VICTORIAN CYCLING STRATEGY 31 6 STRATEGIC DIRECTIONS

3. REDUCE CONFLICTS AND RISKS FOR CYCLISTS

Strategic Intent this Strategic Direction are Actions Future Directions intended to provide information The Victorian Cycling Strategy Priority Actions • Investigate changes to driver aims to reduce confl icts to target the whole community, • Review cycling crash patterns licence training to give new between cyclists and other recognising that users of different and identify counter-measures drivers a better understanding travellers (including car drivers, transport modes are not separate appropriate for rural, regional of their responsibilities to pedestrians, and other cyclists) populations, and that at various and metropolitan areas cyclists and to improve safety for all times a person could be a driver, cyclists. a cyclist or a pedestrian. • A ‘Look out for cyclists’ • Investigate improving safety through traffi c-calming Any new guidelines need to campaign that would Outcomes this Strategic measures on local roads, such accommodate the anticipated complement programs such Direction hopes to achieve as changes to car parking growth in walking and cycling as arrive alive 2008-2017, the include: and road widths; intersection in response to government ‘Share the Road’ program and treatments or mid-block This Strategic Direction is aiming policies and increased the Safe Cycle campaign, and treatments. Any such changes for a safer, more favourable community demands. which would focus on: cycling environment by: would need to ensure they Responses from focus groups – clarifi cation of road rules and did not hinder cyclists or • Improving infrastructure at run by Department of Transport better communicating these shift through-traffi c from one points of potential confl ict suggest that many regular to road users residential street to another but – promotion and advertising • Recognising the community bike users (as well as vehicle send it to arterial roads drivers) are unaware of road campaigns that foster benefi ts of cycling in road • Development of general safe rules that specifi cally relate to positive attitudes and mutual system management cycling promotional materials, cyclists. This sometimes leads respect between cyclists and for example, emphasising the • Improving understanding and to a lack of consideration on the other road users need for safety equipment, to courtesy among all travellers. roads from and for bike users – a guide for local communities be distributed through cycling as well as confusion, which to conduct bicycle safety retailers and/or a marketing Background in turn can lead to dangerous campaigns and activities at strategy. Reducing confl icts and improving situations and the occasional the local level safety require changes to altercation. Both pedestrians – a traffi c compliance attitudes and behaviour, focusing and cyclists report problems campaign with bike-related on several different fronts. The that occur when pedestrians road rules. safety of road users, including and cyclists share tracks. Key stakeholders for these pedestrians and cyclists, actions will be Department is a Victorian Government of Transport, Victoria Police, priority, both through The VTP, ‘Everyone thinks they’ve got VicRoads, TAC and Local and the road safety strategy the more right to be there so Councils. arrive alive 2008-2017. how would you regulate that?’ – male, 18–35, walker/cyclist, Reducing the confl icts and Melbourne risks faced by cyclists will grow cycling’s popularity, especially (Wallis Consulting 2008) among groups with low levels of cycling such as women and children. Projects under

32 4. INTEGRATE CYCLING WITH PUBLIC TRANSPORT

Strategic intent Background The Victorian Cycling Strategy To allow current and future Offi cers at some 20 of the Across Victorian municipalities, aims to extend the effective reach cyclists to combine cycling and 30 Councils interviewed while about 56 per cent of of the public transport network public transport, existing bicycle describe access issues in shopping areas have bicycle and improve the cycling/public infrastructure at public transport their communities that could parking storage facilities, 26 per transport interface to ensure nodes is being improved and be addressed in order to cent of bus interchanges have cycling is an easy and attractive augmented. encourage people to walk or such facilities. travel choice. This Strategic Direction aims cycle to public transport. The (Excerpt from Bartley Outcomes this Strategic to increase the potential public offi cers specify a range of Consulting, Access and Direction hopes to achieve transport catchment area, issues, including steep ramps, Connectivity Survey (Revised include: improving access to employment, ramps that empty directly Report) for the Department of education and services. into busy streets, connecting • Improved linkages and Infrastructure, 2007). footpaths, crossings and accessibility between cycling In 2008 the Public Transport access through parking lots. There is an opportunity networks and facilities and Guidelines for Land Use and In some cases, there are here to encourage public public transport Development were developed to access problems only at a few transport users to cycle to assist in the integration of land • Increased use of cycling locations within the municipality. interchanges. use and public transport planning in combination with public In other cases, they are more across Victoria. The Guidelines transport. widespread or at key locations. address requirements for cyclists such as ensuring cyclists safe (Excerpt from draft Needs access to and from public Analysis Report 2008, based transport hubs and along roads on interviews with over 100 used by buses. The key design Local Council offi cers on principles encourage the need for walking and cycling access bicycle facilities to be considered needs in their communities) in all proposals, including changes to streetscapes. Future initiatives under this Strategic Direction would build upon the Guidelines.

VICTORIAN CYCLING STRATEGY 33 6 STRATEGIC DIRECTIONS

Actions • Bicycle Cage Program. This Future Directions program provides secure and Priority Actions • Work with stakeholders to free bike parking cages at investigate options for greater • Melbourne Public Bike stations. Each has capacity carriage of bikes on public Hire Scheme. This program, for 26 bicycles, with the ability transport provided for under The to expand. Twenty-three have VTP, will establish a system already been installed, 18 at • Improve cycle connections to for Melbourne based on metropolitan train stations and public transport through more successful systems in Paris fi ve at V/Line stations. Ten secure bike parking at railway and other parts of Europe. It more locations will soon be stations and other major public will promote greater usage of announced and park and ride transport nodes, and improve existing cycling infrastructure station upgrades will get a bike local access to public transport in central Melbourne, and cage as a matter of course. In nodes promote cycling for short the future they will be added • Investigate the benefi ts of trips in and around the CBD. to other interchange locations secure bicycle parking facilities The system will extend the such as tram and bus stops. reach of public transport at at major public transport nodes the destination, as cycling is It is predicted that mixed mode (for example, Doncaster Park faster than walking and more journeys involving bikes and and Ride) to improve integration fl e x i b l e t h a n r o u t e - b a s e d public transport will continue to of bicycles and public transport public transport, and it will increase. More people will be systems. The locations would build on current strategic prepared to ride to the station be on preferred cycling routes efforts by the State to develop now that their bikes can be where public transport use safer and more accessible secure. Registrations for cages could be signifi cantly expanded at many stations are already cycling infrastructure. The • Build on the Train Stations as outnumbering the existing bikes system will exist within central Creative Community Hubs locked up around the station Melbourne providing access program by developing stations precinct which would suggest to the inner Melbourne cycling to be more bicycle-friendly with that already some train users are network. The proposed fi rst secure bike parking, better converting to arriving by bike. stage will include at least surveillance and lighting and 50 bicycle stations within Priority locations for cages are new services like bike rentals central Melbourne, spaced decided on a number of factors, and bike workshops. approximately 500 m apart, including the level of demand with capacity for at least 600 for existing bicycle facilities, bicycles at start-up and the accessibility and zone-change option for quick expansion. stations. The state will work in close consultation with the City of Melbourne and intends to issue a Request for Tender in 2009.

34 5. INTEGRATE CYCLING NEEDS WITH LAND USE PLANNING AND THE BUILT ENVIRONMENT

Strategic Intent Background Activity centres, land use effect when land use change The Victorian Cycling Strategy Supporting the growth of attractors and nodes should be or expansion occurs, or when aims to encourage aspects cycling will require greater planned and developed in a way not waived. As can be seen in of mixed land use, residential integration between land that: Table 3, Council offi cers report that around 50 percent or fewer densities and the built use, built environment and • ensures that a high level of of most types of community environment to support cycling as transport planning. Mixed pedestrian and cycling trips amenity and public transport a viable transport option. land use creates more vibrant are key outcomes for the spaces and more local travel hubs currently include end-of-trip Intermediate outcomes development destinations, and in addition, facilities. include: • delivers high density residential can improve access to public This Strategic Direction will development around those • Good walking and cycling transport. Higher residential ensure that, over the longer nodes facilities as standard at major densities can also facilitate term, Victorian communities attractions, as well as in all new higher levels of cycling. Attractive • links walking and cycling routes will have the facilities and built developments/projects and environments, good access to the existing and proposed environments to ensure cycling is between new developments through local areas (‘permeability regional network a viable transport choice. and surrounding destinations of neighbourhoods’), and designs allowing passive surveillance • optimises connectivity • Local Councils using the will all help make cycling more Victorian Cycling Strategy and • delivers walking and cycling attractive.21 other relevant documents to infrastructure within the range inform their Municipal Strategic Community capacity for cycling of attractor land uses, e.g. Strategic Planning offi cers in Statements. in new residential or mixed-use employment, institutional, retail, Local Councils see the Victoria developments should be part educational, recreational and Planning Provisions as a crucial Long-term outcomes this of planning from the start. By residential element in supporting this work. Strategic Direction hopes to making sure new developments ‘I’d like to see Planning Scheme achieve include: • ensures cycling routes and in urban growth areas incorporate infrastructure are constructed controls that support walking • A built environment that cycling facilities, this will improve early. and cycling as transport and encourages walking and liveability and connections that push for bike facilities at cycling to surrounding areas. A lack of end-of-trip facilities employer developments, so Redevelopment of established like secure bicycle parking, ongoing decisions can support • Land use policies promoting areas also should embed cycling change rooms and showers is walking and cycling.’ shorter travel distances. needs into the planning process. a signifi cant barrier to cycling, (Excerpt from draft Needs For example, when developing a especially among groups with low Analysis Report 2008, based Precinct Structure Plan, cycling rates of cycling such as women. on interviews with over 100 access should be embedded at Currently, the Victorian Planning Local Council offi cers on the stage of the Infrastructure Provisions (Clause 52.34 Bicycle walking and cycling access Investment Plans. Facilities) require minimal end- of-trip facilities for the listed land needs in their communities) uses or for residences of four storeys or higher and only take

21 Dr. Kevin J. Krizek, Dr. Ann Forsyth, and Laura Baum. Walking and Cycling Literature Review: Final Report. For Department of Infrastructure, State of Victoria, Melbourne, Australia, January 14, 2008; Hoehner, Christine M., Laura K. Brennan Ramirez, Michael B. Elliott, Susan L. Handy, and Ross C. Brownson, ‘Perceived and Objective Environmental Measures and Physical Activity Among Urban Adults’, American Journal of Preventive Medicine 2005; 28(2S2), pp. 105–16.

VICTORIAN CYCLING STRATEGY 35 6 STRATEGIC DIRECTIONS

Table 3 Percentages of types of destinations across Victoria that have bicycle and parking storage facilities22

Bicycle parking Middle and outer Interface/ and storage Total sample Inner metro suburbs Growth area regional centre Rural Train stations 29% 65% 57% 60% 19% 11% Bus interchanges 22% 22% 55% 22% 25% 8% Community facilities 52% 74% 57% 42% 55% 47% Council offi ces 51% 92% 83% 3% 67% 35% Parks and playgrounds 26% 45% 36% 20% 34% 19% Shopping areas 56% 86% 72% 55% 66% 43% Post offi ces 35% 56% 43% 18% 58% 25%

Actions which sets out the need to Future Directions these standards into the develop a network of walking parking provisions (such as Priority Actions • Transport and planning and cycling links to destinations using cycling rates in lieu portfolios will work together to • Development of a within a development. The of other measures when strengthen the requirements for ‘Cycleability’ Toolkit for “Cycleability Toolkit” should calculating the number of planners and developers to: local governments. This will also help developers meet the bicycle facilities required). include a set of guidelines and standards outlined in the Public – provide for cycling networks Investigate options to tailor tools on how to plan, assess Transport Guidelines for Land and end-of-trip facilities clause 52.06 of the VPP, and measure the ‘cycleability’ Use and Development. Stage – support mixed land use, and which regulates car parking of proposed/new residential Two of the Toolkit will then particularly, short distances provisions, to be site-specifi c developments or subdivisions, provide guidelines for mixed- between residential areas – Explore the option of and provide a tool for planners use developments and may and services consistent establishing a vision in the to ensure consistency of local produce guidelines/standards with Melbourne @ 5 Million principles of the SPPF to facilities. It will also assist for retrofi tting in established principles. support implementation of a planners and developers to areas and neighbourhoods strategic network of potential • Review the principles of meet the requirements of for cycleability, and will long-distance bicycle routes the State Planning Policy Clause 56 of the Victorian investigate the possibility of (corridors) throughout the Framework (SPPF) to support Planning Provisions, which an award or rating system for state, including cycle-lane objectives in the Victorian seeks more sustainable and developments, based on their reserves. liveable communities in new cycleability. Planning Provisions that deliver residential subdivisions. For good cycling outcomes: example, a developer could • Investigate cycling facilities for all new State Government- – Reconsider Clause 52.34 use the Cycleability Toolkit to of the VPP as part of the help assess its requirements funded developments (such as hospitals, schools) and a planned review in 2009 to meet Standard 9 of Element to better support cycling 6 of a Precinct Structure Plan, plan and guidelines to retrofi t existing ones. provisions and incorporate

22 The data were provided by Local Council offi cers who were asked to rate the existence of cycling facilities in their municipality. Bartley Consulting, Access and Connectivity Survey (Revised Report) forthcoming.

36 7 Implementation of the Victorian Cycling Strategy

Developing and implementing the Victorian Cycling Strategy will achieve better outcomes for cycling in Victoria. It is also an opportunity to strengthen partnerships between local governments and other agencies responsible for cycling programs and facilities. To implement the Victorian Cycling Strategy effectively, agencies and governments must work together to engage the community and put a monitoring and review process in place.

VICTORIAN CYCLING STRATEGY 37 7 IMPLEMENTATION OF THE VICTORIAN CYCLING STRATEGY

COORDINATION ACROSS • The policies and programs programs, including car-free days GOVERNANCE GOVERNMENTS that are developed from the and home-delivery initiatives. STRUCTURE FOR THE Victorian Cycling Strategy These programs also need to be CYCLING STRATEGY Establishing a cycle-friendly are consistent with other informed by the Victorian Cycling policy and regulatory environment government policies, such as Strategy, and can inform the Overall responsibility for policy requires a whole-of-Victorian- Melbourne @ 5 Million Strategy’s ongoing evolution as a related to cycling rests with Government approach to ensure policy document. the Department of Transport. that: • Cycling routes can be delivered However, in order to meet on both arterial routes and local At a Local Government level, it the objectives of the Victorian • The policies and programs roads, as well as in off-road would be desirable to develop Cycling Strategy, governance arising from the Victorian environments. regional plans for cycling arrangements for the Strategy Cycling Strategy contribute networks across Council must include a structure that is to broad goals about Government agencies need boundaries, potentially facilitated capable of allowing input from a health, active lifestyles, the coordinated and complementary by the State Government. The variety of government and non- environment, community actions to achieve the broader Inner Melbourne Action Plan government agencies that have building, economic vision and outcomes of this (IMAP) is one example of such an important interest in cycling development and tourism Strategy. Although the Victorian cross-government planning. initiatives. Signifi cant stakeholders Cycling Strategy focuses on Local land-use planning should include: • The various cycling and transport-related cycling, it is road management-related be linked with regional and larger imperative to coordinate and work • State Government areas programs in different sectors strategies and incorporate all with agencies focusing on related that deliver cycling-related of government are coordinated transport modes. programs like cycling for tourism, programs (see Sections for maximum impact, and health and recreation. Further, At the same time, coordinated 1 and 3) resources are used and shared there will be a range of other approaches to working with the most effectively transport actions delivered in Commonwealth Government are • Local Government – relevant Councils, the Municipal • Consistent messages are coming years not directly focused needed. Association of Victoria and the provided about the importance on cycling, but complementary to Victorian Local Governance and benefi ts of cycling this Strategy. Examples include actions related to wider transport Association planning and travel demand • Advocacy and user groups – such as Bicycle Victoria, Cycling Promotion Fund, Amy Gillet Foundation, and local Bicycle User Groups (BUGs).

38 CONSULTATION Consultation will also occur with strategic development of routes Key indicators of success are likely a range of cycling stakeholders and networks (Strategic Direction to include measures relating to: VicRoads has held substantial in the development and 1) and could be incorporated • volumes of cyclists and consultation and engagement implementation of the range of through the governance structure proportional mode share with the bicycling community over actions (both identifi ed in this outlined. a long period of time. In particular, document, and new ideas) to • cycle trip purposes and the Victorian Bicycle Advisory deliver the fi ve strategies outlined MONITORING AND frequency Council (VBAC) has played an in this document. EVALUATION important role. Established in • quality and quantity of cycling 1998, VBAC is a broadly based Engagement strategies may In The VTP, Government infrastructure forum established to provide the also include the development of committed to better integration • risk to cyclists (both actual Government with strategic policy working groups (adapted from between transport and land use crash statistics, and user and program advice on cycling approaches used in Canada and planning, regular review of The perceptions) matters, through the Minister for Germany) to allow stakeholders to VTP, and clear communication Roads and Ports. The structure exchange opinions on particular of The VTP. The Victorian Cycling • attitudes and perceptions of and wide-ranging membership aspects of the Strategy. Strategy will be reviewed in cyclists and non-cyclists. of the Council is intended to line with The VTP reviews. The Once these indicators are ensure that advice provided to COMMUNITY INPUT Strategy will be updated so it established, benchmarking will be the Minister is contemporary, remains practical, relevant and Strategic planning based on carried out, so that measures can well informed, and represents a achievable. As noted, strategic community consultation will be tracked over time. breadth of perspectives within the planning informed by community inform any revisions of the cycling community. consultation will inform revisions Victorian Cycling Strategy. of the Victorian Cycling Strategy. Continuing in this tradition, Engagement strategies will consultation with other State include regular surveys of Evaluation is vital to strategy Government agencies, Local cyclists and non-cyclists, and implementation. The Department Government, peak bodies and consultations with cycling peak of Transport will work with the community will be integral bodies. The Victorian Government stakeholders to determine key to the implementation of the will also seek the views of VBAC. measures of success for the strategy. The fi rst priority is to Understanding community views Victorian Cycling Strategy. The develop a working group to will ensure messages promoted evaluation plan will be regularly oversee the development of the under Strategic Direction 2 reviewed to ensure it remains indicative cycling network for inner (promoting and encouraging a relevant through the life of the Melbourne into an agreed vision. culture of cycling) and Strategic strategy. Direction 3 (reducing confl icts and risks for cyclists) fi t with community interests. Input from cycling interests is vital to the

VICTORIAN CYCLING STRATEGY 39

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