Transport Program 2003 - 2006 Contents

1Introduction 2

2Strategic Context 4

3Transport Patterns 8

4 Basis for the Transport Program 11

5Program Structure 15

6Program Contents 16

7Appendix - The Transport Program - Major Issues 24

8Attachment One - Existing City By-Pass Routes 28

9Attachment Two - CBD Street Classification 29

www..vic.gov.au Transport Program 1 1 Introduction

1. Consistent with the strategic direction of the City of Melbourne, the aim of the Transport Program is to ensure the municipality has a sustainable and highly integrated transport system that services the City’s needs. The Transport Program concentrates on the delivery of items that are directly within control of the City of Melbourne. However the City of Melbourne also has a significant capacity to influence the State and Federal Government transport priorities. 2. The following objectives from City Plan 2010 have been applied to shape the Transport Program outcomes: 2.1 increase opportunities for City visitation by continually enhancing all transport modes, particularly public transport, 2.2 provide for an efficient and integrated road freight system that reduces negative environmental effects on residential and public areas, 2.3 improve the quality and design of pedestrian access within the City, 2.4 ensure the city’s pedestrian and transport infrastructure connects and links key sites, places and activities, including Docklands and Port Melbourne, with the Central City, 2.5 improve the bicycle network and facilities within the City, 2.6 develop a co-ordinated, accessible and integrated water transport system, 2.7 augment the availability of affordable short-term car parking in the City, 2.8 facilitate accessible transport options for people with a disability. 3. The Transport Program is not a long-term strategic planning document although measures put forward in the document take account of long-term transport and land use issues and trends in State Government policy. In order to meet the transport related objectives set out in City Plan 2010, the City of Melbourne needs to continue to build workable relationships with other levels of Government, inner Metropolitan Councils’ and other relevant authorities. The City of Melbourne looks forward to assisting with the implementation of the State Government’s Melbourne 2030 Policy with its strong emphasis on transport improvements. 4. According to the 2001 census, the City of Melbourne’s population grew from 39,827 in 1996 to 52,117 in 2001. Residents live within an area that is 36.5km2. The largest census demographic grouping for new residents is for those aged between 15 and 34. This is mostly comprised of students and young professional people - presumably attracted by an inner city lifestyle. Census data indicates there are only modest increases in the numbers of people in the 60+ age groupings coming to live in the city between 1996 and 2001. 5. The CBD is the fastest growing part of the municipality. In 2001 there were 13,000 people living in the CBD (including Southbank) - an increase of more than 50% from 1996. The 2001 census figures list only 159 people living in the Docklands. New developments at New Quay and Yarra’s Edge will ensure this area to the west of Melbourne’s CBD continues to grow. The strategic transport importance of the connection between the CBD and Docklands will continue to grow.

2Transport Program City of Melbourne Hotline 9658 9658 6. Although new residents in the City of Melbourne are mostly aged between 15 and 34, the population of metropolitan Melbourne is ageing with large projected increases in the numbers of over 55-year- old people living within this broader area of Melbourne over the period 2001 to 2006. [Source: 2001 Census]. The City can expect that this will be reflected in visitation to the CBD. Its likely implications for transport planning include an increased reliance on transport other than private car and a requirement for a more readable road environment and improved pedestrian networks. This change in demographics may also impact on traffic signal arrangements especially in areas of the municipality where more elderly people live and in the vicinity of strip shopping centres (eg. Errol Street, Rathdowne Street). 7. The population of the City of Melbourne is expected to rise to 73,000 by 2006 [source: 2001 Census]. Major growth areas are expected to be the CBD (from 8000 in 2001 to 13,000 by 2006) and Southbank 4,000 in 2001 to 9,000 by 2006). Other areas within the City of Melbourne (eg. Carlton, North Melbourne, South Yarra) are expected to have small population increases. Docklands is projected to have 5,000 residents by 2006. 8. The City of Melbourne is at the centre of the radial road and public transport network of metropolitan Melbourne. Well in excess of half a million people visit the City on a daily basis (567,000 by day and 76,000 by night), generating well over a million trips to and from the City each day. By 2010, the number of trips per day is expected to be around 1.2 million, plus those generated by Docklands developments. 9. The City of Melbourne also continues to grow as a destination - commensurate with its growth as a 24-hour city. The number of entertainment venues within the Capital City Zone has grown from 481 in 1997 to 1,287 in 2002, with the main increase occurring in the period 1997 to 2000. Between 1997 and 2002, the number of businesses within the City of Melbourne’s central city area grew from 6,868 to 7,536 with employment rising from 184,278 to 198,487 (CLUE, 2002). 10. There are 315 kilometres of roads within the City of Melbourne. The City of Melbourne exercises management control over all local roads. VicRoads, under the Transport Act 1983, is responsible for declared roads such as freeways, state highways and main roads. There are approximately 1,900 (half hour to two hour) metered on-street parking spaces and over 1,000 spaces for 1/4 hour, loading zones, taxi ranks, disabled and bus stops. There are 485 motor cycle on-street parking spaces. There are approximately 60,000 off-street parking spaces of which approximately 20,000 are private/ reserved spaces. The municipality’s Parking Guidance System covers 18,000 spaces at 20 carparks. 11. Between January 1997 and December 2001, there were 544 road accidents where pedestrians were injured within the CBD. Between 1996 and 2000, 21 pedestrians were killed in road accidents within the City of Melbourne. 12. The Transport Program is structured as follows: 12.1 Chapter 2 presents the strategic context for the Transport Program, 12.2 Chapter 3 describes transport patterns, 12.2 Chapter 4 describes the basis for priorities over the coming three-year period, 12.3 Chapter 5 discusses the structure of the program, and, 12.4 Chapter 6 presents the program contents. A works schedule for year one of the Transport Program can be found in the Appendix. A works schedule will also be developed in advance of year two and year three of the Program.

www.melbourne.vic.gov.au Transport Program 3 2 Strategiccontext

13. The Transport Program takes into account the established directions of City Plan 2010 as well as emerging State Government policy, especially the recently released Melbourne 2030 and its associated land use and transport planning directions. 14. It must also take heed of institutional arrangements, changes in the economy and the socio- demographic factors of Melbourne’s population, advances in technologies and other issues that will have important long-term impacts (such as greenhouse gas reduction). City Plan 2010 15. City Plan 2010 is the City of Melbourne’s primary planning strategy, setting out the necessary ingredients for a ‘thriving and sustainable city’. City Plan 2010 outlines the key strategic issues for the city as a whole, as well as the particular issues for each of 14 designated local areas that are key components of the municipality. It is the driver of an integrated planning framework that guides the City of Melbourne’s three-year Corporate Plan, the Municipal Strategic Statement, Annual Budgets and the Annual Plan. 16. As the centre of the State’s capital city, the City of Melbourne’s development is more closely connected to wider metropolitan Melbourne and the State than any other local government area. This means that the City of Melbourne needs to work with the many stakeholders involved in planning and managing the City and its transport systems. It advises on major state infrastructure initiatives such as Docklands and the Spencer Street Station redevelopment and advocates on behalf of the wider community in relation to initiatives such as the Commonwealth Games Village, the Melbourne Airport Transit Link and the Northern Central City Corridor Study. City of Melbourne responsibilities 17. The City of Melbourne can also use its planning powers through the Melbourne Planning Scheme and the approval process for specific land use developments to integrate transport and land use. Like all municipal Councils, the City of Melbourne is responsible for developing a Municipal Strategic Statement (MSS) within the context of the State Planning Policy Framework. The MSS and local planning policies are the strategic components of local planning schemes, and each Council is responsible for preparing and approving amendments to the local planning schemes. 18. Under the Local Government Act 1989 and the Road Safety Act 1986, the City of Melbourne has direct responsibility for managing and maintaining the local road network as a Highway Authority. On declared roads, the City of Melbourne is responsible for parking regulation (where permitted) and VicRoads is responsible for management and maintenance. VicRoads and the City of Melbourne work cooperatively on road management and have operational agreements for specific issues, such as line marking and maintaining traffic signals. The City of Melbourne has some influence over the location and operation of traffic signals and clearways on declared roads. Under the provisions of the Planning and Environment Act 1987, the City of Melbourne also exercises some control over off- street parking in private developments as part of the development process. 19. Under the Local Government Act 1989, Council controls: 19.1 pedestrian movement and amenity, 19.2 bicycle movement, 19.3 parking on all roads, 19.4 vehicular traffic management on non-declared roads, 19.5 local area traffic management, 19.6 taxi ranks, 19.7 bus parking bays, and 19.8 loading zones.

4Transport Program City of Melbourne Hotline 9658 9658 Government Responsibilities 20. State and Federal Governments have an important role in managing central Melbourne’s transport system and in establishing a metropolitan-wide transport framework. Surrounding municipalities and the private sector also play an important role in influencing travel, activity and land use developments. Since privatisation of the train and tram businesses, private sector agencies now play a large part in providing City transport. The policies and initiatives of the State and the Federal Governments and the private sector operators set the context for the City of Melbourne’s role in transport, as described later in this program. 21. The State Government has overriding responsibility for many aspects of land use, transport and the environment, with most of these functions managed through the Department of Infrastructure and the Department of Sustainability and Environment. The Department of Infrastructure’s responsibilities include strategic planning, regional planning controls, ports, some road funding, public transport regulation and public highways. It has direct control over roads declared under the Transport Act 1983. 22. The Department of Sustainability and Environment is responsible for managing the environment, parks and rivers. Transport related issues for the Department of Sustainability & Environment include the management of the Victorian Greenhouse Strategy (in the context of the wider national strategy) and the management of the through Parks . Parks Victoria is responsible for recreational uses of the Yarra River and for overseeing ferries and associated infrastructure. 23. The Victorian Parliament has also established agencies such as: 23.1 VicRoads (declared road planning and construction, traffic regulation and enforcement, freight movement regulation, truck routes designation, vehicle load limits regulation, driver licensing and vehicle registration), 23.2 the Office of the Director of Melbourne City Link (regulation of , the City Link operator), 23.3 the Spencer Street Station Authority (redevelopment of Spencer Street Station), 23.4 the Docklands Authority (development of the Docklands area), 23.5 the Melbourne Port Corporation, and 23.6 the Victoria Channels Authority (Yarra River traffic downstream of the . Parks Victoria manages activity upstream). 24. The State Government manages hazardous materials transport and regulates the taxi industry. On the road system, VicRoads approves major traffic control items, such as pedestrian crossings. Where these items are installed on main roads, VicRoads and the City of Melbourne may jointly fund them. 25. In relation to land use planning, the State Government sets the State Planning Policy Framework (SPPF), upon which local Councils base the development of their Local Planning Policy Frameworks. The State Government has powers to intervene in planning amendments in ‘exceptional’ situations, such as development approvals relating to planning and heritage matters where the application has State-wide, regional or public interests. Such State powers have been used for several major developments in the City, such as the Crown Casino and the Queen Victoria Village.

www.melbourne.vic.gov.au Transport Program 5 Melbourne 2030 26. The State Government has recently released Melbourne 2030, a strategy for the development of Melbourne over the next 30 years to accommodate growth in a more sustainable way whilst preserving and enhancing the amenity and lifestyle of the city. In the transport area, Melbourne 2030 is intended to deliver: 26.1 an upgraded public transport network that provides cross-town links, 26.2 public transport that is faster, more reliable and efficient, 26.3 better management of the road system, 26.4 reduced emissions from traffic, 26.5 environmental guidelines for freight operators, and, 26.6 planning that considers cyclists and pedestrians. 27. Melbourne 2030 acknowledges the importance of central Melbourne as the primary economic and cultural focus of the city. There is an emphasis on containing growth within the developed areas of Melbourne and preserving ‘green wedges’, which tend to put more people within reach of central Melbourne for work and leisure as the population increases. Melbourne 2030 acknowledges the need for improved public transport coverage in ‘fringe’ areas of Melbourne where “public transport systems do not effectively support many people’s travel requirements” (Melbourne 2030 - Integrated Transport p.6). People travelling to the CBD from these areas are more likely to be dependent on a motor vehicle than those in the inner-city. 28. Melbourne 2030 indicates the State Government is committed to developing a plan to increase public transport mode share to 20 % by 2020 (it was 9% in the year 2000). Within the City of Melbourne, 36% of all trips are undertaken by public transport. A subset of Melbourne 2030, ‘Integrated Transport - draft’ (December 2002) notes that for inner and middle suburbs, the ‘20/2020’ plan will concentrate on ‘travel efficiency’ (service improvements, including priority for on-road public transport) with service extensions noted for outer suburbs and growth areas (p.23). The City of Melbourne will work closely with the State Government regarding the implementation of Melbourne 2030. As the transport elements of Melbourne 2030 are released and prepared for implementation, The City of Melbourne will work with the State Government to integrate this work with its own policies and programs. 29. The Victorian Government has also set a target of 20% reduction in road trauma by 2006 through the ‘Growing Victoria Together’ policy as part of a national goal of 40% by 2010. Federal Government 30. The Federal Government has a significant impact on the transport system through taxation, funding responsibilities and national competition policies. The role of the Federal Government includes promoting and coordinating transport from a national perspective, including: 30.1 responsibility for a consistent regulatory framework to promote efficiency, safety, and environmental responsibility for road and rail transport (this includes the national ‘Australian Road Rules’ and rationalisation of the interstate rail network under one authority), 30.2 monitoring and influencing the strategic directions of new technology, such as Intelligent Transport Systems (ITS) through the national e-transport strategy, and 30.3 establishing the framework for achieving greenhouse gas objectives through the National Greenhouse Strategy.

6Transport Program City of Melbourne Hotline 9658 9658 AusLink 31. The Federal Government also has the power to support nationally important urban infrastructure (ports, rail systems, roads and bike paths) by funding transport projects (not just road projects). The Federal Government released its discussion paper, AusLink in May 2002 which sets out proposed reforms to Federal Government approach to land transport funding. 32. AusLink foreshadows the Federal Government intention to refocus available federal land transport funding on projects, which promote interstate and international trade. Should such a policy shift eventuate, funding priority will be given to projects that enhance access to ports and major distribution nodes and interstate linkages. 33. As part of the proposed package of reforms, AusLink proposes to pool available funding to enable projects with the highest benefit to be funded regardless of whether a project is related to ports, rail or roads. Further, AusLink flags the Federal Government’s support for a regional approach to transport infrastructure planning driven by Local Government. 34. AusLink represents an opportunity for the City of Melbourne to secure greater funding for improvements to freight movement in and around the City particularly in relation to access to the and key distribution centres. Other Local Governments 35. The Cities of Yarra, , Stonnington, Moreland, Hobsons Bay and Moonee Valley border the City of Melbourne. The policies and actions of these surrounding municipalities will also affect traffic movement within the City of Melbourne and vice-versa. The City of Melbourne will continue to work with other Local Government’s to achieve transport-planning outcomes. The City of Melbourne participates in inter-municipal transport planning and coordination and will continue to support the Metropolitan Transport Forum (MTF) which aims to promote effective, efficient and equitable transport in the metropolitan area of Melbourne by providing a forum for debate, research, policy development and the dissemination of information to improve public transport and road transport. Private Sector 36. The private sector’s role in transport provision is now well established. Private providers include City Link, Melbourne Airport and the train and tram services now under franchise agreements. The City of Melbourne will continue to build close working relationships with the private sector operators (Table 2-2). Table 2-2: Victoria’s public transport franchises

Franchise Operating Consortium Year franchise expires

M>Train (Bayside Trains) in abeyance 2014 Connex (Hillside Trains) Connex 2014 M>Tram (Swanston Trams) in abeyance 2011 Yarra Trams Transdev/Transfield 2011 V/Line Passenger in abeyance 2009 Metcard One Link 2006 Bus companies various various

37. The State Government’s ‘Partnerships Victoria’ scheme aims to draw on private sector funding and innovation to improve value-for-money and to deliver better project outcomes and efficiency savings. Partnerships Victoria projects that will have a strong influence on the City and be substantially in place by 2010 include Docklands, the Spencer Street Station redevelopment and fast train services for major country centres.

www.melbourne.vic.gov.au Transport Program 7 3 Transport Patterns

38. In 1999, about 36% of trips to and from the City were by public transport (train, tram and bus) - significantly higher than the metropolitan-wide average of 6% (Figure 2-1). Figure 2-1: Travel to/from the City (second chart) compared with total travel in the metropolitan area (first chart).

Metropolitan Area To/from City of Melbourne

Walk 17% Walk 6%

Cycle 1% Cycle 2%

Car 76% Car 56%

Train 3% Train 26%

Tram 1% Tram 8%

Bus 2% Bus 2%

Source: Victorian Activity and Travel Survey, Transport Research Centre 1999

Figure 2.2 - Journey to Work - 1996 to 2001 - City of Melbourne.

Journey to Work 1996 to 2001 – City of Melbourne 50

1996 40 1999

30

% of Total % of 20

10

0

in e lr Car Bus Taxi Bik Not Tra Tram r Other Bicyc Walked Moto applicable Source: Bureau of Statistics (2003) 39. Despite the relatively high levels of public transport serving the municipality, private cars accounted for 56% of the trips to and from the City of Melbourne undertaken in 1999, up from 53% in 1994 (Transport Research Centre 1994, 1999). According to the 2001 Census (Figure 2.2), the numbers of people travelling to work to/from the City of Melbourne by private vehicle has reduced over the period 1996 to 2001 from 49% of all trips to 42% of all trips. There have been commensurate increases in train and tram travel shares over this period. These figures suggest the earlier trend towards greater car use may be slowing.

8Transport Program City of Melbourne Hotline 9658 9658 40. Travel to the CBD (including Southbank and ) area has the highest proportion of public transport use. About 45% of trips to this area on weekdays were made by public transport [train (31%), tram (12%) and bus (2%)]. Figure 2.3 - Mode of personal travel to the Central City (Weekday)

Mode of personal travel to the Central City (weekday) 50

1996 40 1999

30

% of trips 20

10

0

alk W Cycle /Taxi Train Tram Bus Car Notes: Mode based on priority ordering. The 1999 figures include Southbank and Queen Victoria Market and the Central City. Excludes trips that start in the Central City or outside the Melbourne Statistical Division (ie. Metropolitan Melbourne) Source: Victorian Activity and Travel Survey 1996 and 1999. 41.Workers are the single largest group in the Central City, contributing to an estimated 48% of its daily population (City of Melbourne research estimate, 1999). Consequently, travelling by public transport to for work dominates the weekday travel to the Central City and its surroundings. Large numbers of people also travel by public transport to visit for shopping and for social activities. Figure 2.4- Purpose of personal trips to the Central City

Purpose of personal trips to the Central City 250,000

Weekday 200,000 Weekend day

150,000

% of trips 100,000

50,000

0 g buy g ne rrin work sonal ss Social tional Other To very Pick up For education Per ompanyingsomeo Chaufe purposes Busine Recrea Acc somethin or deli For Note: Excludes trips from outside Melbourne Statistical Division. Source: Victorian Activity and Travel Survey 1999.

www.melbourne.vic.gov.au Transport Program 9 42. The vitality of the City continues into the weekend, when there is less work-related travel, but the number of trips made is still more than half of the weekday level. Most weekend trips are made for shopping, social and recreational activities. Within the study period, the central area, including Southbank and the Queen Victoria Market, drew most of its visitors from the City and the inner suburbs (Figure 2-4). Figure 2-5: Origin of weekday trips into the Central City

Origin of weekday trips into the Central City

CBD 44%

Rest of City of Melbourne 7%

Central Region 9%

Inner Suburb 17%

Middle Suburb 17%

Fringe Area 6%

Notes: Excludes trips from outside Melbourne Statistical District Includes Southbank and Queen Victoria Market Source: Victorian Activity and Travel Survey 1999. 43. Modes of transport used vary by distance of journey. Walking is the main mode for travel within the City, while the use of cars is significant for trips made from outside the City. Trams are often used for shorter journeys with trains for journeys originating further afield. Figure 2-6: Central City Trips by mode (weekday)

Central City trips by mode (weekday) 100

Walk 80

Cycle 60 Car

40 Train

Tram 20 Bus

0

CBD of s s Central Inner Middle Frings egion Area t of Citylbourne R Suburb Suburb Res Me Note: Expanded CBD includes Southbank and the Queen Victoria Market. Source: Victorian Activity and Travel Survey 1999.

10 Transport Program City of Melbourne Hotline 9658 9658 Basisfor the Transport Program 4

Major Objectives 44. There are many different ways to achieve the desired outcomes. The Transport Program will concentrate on issues that are within the direct control of the City of Melbourne. The major objectives for the Transport Program are: 44.1 To improve pedestrians amenity within the municipality with a particular concentration within the CBD, 44.2 To improve the quality of amenity and safety in the vicinity of public transport-related facilities, 44.3 To reduce road congestion by improving the efficiency of vehicular transport access into the CBD. Some achievements 45. Over the past three years, the City of Melbourne has undertaken a significant amount of traffic and pedestrian works designed to improve pedestrian amenity and safety, increase footpath capacity and improve road safety. 46. This has included: 46.1 Footpaths. Pedestrian works such as footpath widenings (eg. at Swanston Street - between Franklin and La Trobe Streets), extended street closures in CBD (eg. Little Collins Street between Russell and Elizabeth Street, Hardware Lane), construction of a road platform at Flinders Lane at Degraves Street and kerb extensions (eg. Exhibition/ Bourke and Parliament Station). Footpaths are also widened in areas where school crossing are installed. This is now standard practice. 46.2 Pedestrian crossings. Improvements to the CBD pedestrian spine. This includes installation of the Degraves Street pedestrian crossing, the pedestrian crossing at Little Bourke near Myers and the Little Lonsdale pedestrian crossing at Melbourne Central. 46.3 Special needs. The installation of access ramps at many intersections and installation of tactile markings - to ensure our streets meet DDA requirements. 46.4 Trams. The facilitation of tram ‘superstops’ installation including input into design at Collins/ Swanston, Collins/ Spring, Swanston between Flinders & . 46.5 Traffic calming. Intersection remodelling (eg. Barry & Pelham Streets, Arden & Lloyd Streets). This has included the installation of pedestrian refuges and remodelling of roundabouts in North Melbourne (eg. Arden & Wreckyn Streets.) to reduce traffic speeds. 46.6 Kerbside. Over the past five years the City of Melbourne has reallocated 1400 vehicle parking bays to facilitate pedestrian roadway improvements. 46.7 Bike lanes. Taking advantage of reduced traffic volumes on minor arterial roads by installing extra bike lanes that improve connectivity for cyclists. In recent years, new lanes have been constructed at Macaulay Road, Queensberry Street, Victoria Street, Abbotsford Street, Rathdowne Street, Elgin Street, Clarendon Street and Flemington Road. 46.8 Bike rails. Installation of over 100-bicycle park rails. 46.9 Linemarking. Improved signage and linemarking. 46.10 Batman Avenue. Remodelling of Flinders & Exhibition Streets. including parking provision to reduce congestion and to accommodate the Exhibition Link extension, 46.11 . Remodelling of Swanston and Flinders intersection to cater for increased pedestrian movements from Federation Square. The City of Melbourne’s involvement led to wider pedestrian crossings, bike paths and superstops. 46.12 Traffic signals. New traffic signals at ‘Blackspot’ locations such as Queensberry/ Leicester Streets and Queensberry/ Cardigan Streets. 46.13 Parking guidance. Extension of the City of Melbourne’s parking guidance system to Lygon Street, Southbank and CBD areas resulting in reduced traffic searching for off street parking. 46.14 Reduced speed limits. Negotiating for 50-kilometre speed limit across the entire CBD and some surrounding intersections.

www.melbourne.vic.gov.au Transport Program 11 Planning for Better Transport 47. Building on past achievements, the City of Melbourne is committed to continuing to provide the best possible access to and from the Central City and other key locations - by all modes of transport. This involves managing what can be a difficult balance between often competing modes of transport. Concentrating on issues within the direct control of the City of Melbourne, the Transport Program has a particular focus on pedestrians. 48. There are four main considerations in planning transport: 47.1 the capacity of the transport system to accommodate the growth in transport demand, 47.2 environmental and health considerations especially for pedestrians, 47.3 the choice of transport mode, and, 47.4 the management of transport infrastructure and services. 49. The layout of the metropolis as a whole and the mix of activities within it dictate the overall demand for transport. The City of Melbourne is one of the stakeholders developing programs to influence travel demand, including land use-related initiatives as well as behavioural programs. These programs are driven mostly by the State Government. 50. The State Government and its agencies, through investment in transport infrastructure and services also influence the choice of mode. In the present privatised arrangement for public transport, the operators are also highly influential and the City of Melbourne can work with them to achieve desired outcomes (although the geographical coverage of public transport systems goes well beyond the boundaries of the City of Melbourne). 51. Given the importance of the Central City as a destination, coupled with the need to protect the interests of the growing resident population, the City of Melbourne has a substantial role in the management of transport infrastructure and services. 52. Emerging trends for transport planning and provision are concerned with: 51.1 improving conditions for walking, 51.2 improving conditions for cycling, 51.3 increasing the role of public transport, and, 51.4 achieving the most efficient use of existing assets. 53. The City of Melbourne is committed to working with the State Government, adjoining councils and transport providers to enhance public transport access to the central city for inner Melbourne residents and workers, commuters and visitors alike. The City of Melbourne will work with adjoining councils and other stakeholders to identify priorities for change, including the following: 53.1 lobbying the Federal Government on tax provisions for annual public transport tickets to equal those given to salary packaged motor vehicles, especially the provisions under the Fringe Benefits Tax provisions; 53.2 lobbying the State Government: 53.2.1 to enact legislation for the development of estates in the greater metropolitan area of Melbourne in order that they pay a reasonable public transport levy per subdivided block; 53.2.2 to ensure the Docklands Authority plan for pedestrian and cycling linkages to the CBD area and other areas of the municipality; 53.2.3 to ensure VicRoads considers giving trams travelling on routes which ingress and egress the CBD, priority access at peak hours and changes signalling to prioritise trams at peak hours; 53.2.4 for a bus lane over the Westgate Bridge at peak hours; 53.2.5 to work with the tram/rail companies to consider giving rate payers in the City of Melbourne who purchase annual tickets a reduction in price or a reduction in rates, or both; 53.2.6 for peak hour lanes on freeways and City Link for a lane for those vehicles carrying more than one passenger; and 53.3 lobbying with other inner city councils, especially Yarra, Port Phillip and Stonnington, to explore the demand for, and feasibility of a car sharing scheme and other initiatives particular to the metropolitan area. 12 Transport Program City of Melbourne Hotline 9658 9658 Achieving New Outcomes

Pedestrians 54. The City of Melbourne will concentrate on improving pedestrian amenity and safety in areas of high pedestrian usage. This will include: 54.1 facilitating efficient links and safe interchanges with public transport (especially trains and trams), 54.2 increasing the capacity and safety of pedestrian links at crucial locations (especially links to and from the river, recreational areas, the Central City and Southbank, Docklands, and the Sports and Entertainment Area), 54.3 developing a signage system which provides route and destination information to pedestrians and encourages walking throughout the city. Cyclists 55. Continue to implement Bike Plan 2002 - 2007 concentrating on: 55.1 enhancing the network of on-road and off-road bike lanes to improve connectivity and safety, and, 55.2 developing adequate secure facilities at key locations throughout the municipality. Public Transport 56. Assist to facilitate and accommodate greater public transport usage by: 56.1 reviewing access to and from railway stations (especially for pedestrians), 56.2 advocating for improved interchanges between modes (especially train and tram, but also bus and taxi), 56.3 providing more tram priority on routes in and out of the Central City, 56.4 assisting to facilitate the development of a central city bus station at Spencer Street Station, 56.5 developing a bus priority network within the street classification system, 56.6 advocating for improved public transport for developing areas (especially Docklands and Fisherman’s Bend), 56.7 assisting with the development of river transport systems, and 56.8 continuing to promote and support public transport improvements outside the City of Melbourne, to encourage greater public transport mode share. Vehicular Traffic 57. Reduce traffic congestion in the central city, improve CBD access and reduce the amount of through traffic travelling within the CBD, especially in the north and west. This includes: 57.1 further development and improved management of the inner city bypass route, City Link and Wurundjeri Way (and links between them and the CBD), 57.2 facilitating the downgrading of through routes in the CBD (mainly Spencer and King Streets), 57.3 identification and enhancement of the relative roles of CBD streets, 57.4 development of an efficient motorist information system, and, 57.5 continued protection of residential areas from the adverse effects of through traffic.

www.melbourne.vic.gov.au Transport Program 13 Parking 58. Provide flexible and responsive on-street and off-street parking that balances the needs of commuters and short-stay parkers. This requires: 58.1 provision of reliable information on parking availability, 58.2 development of more short-stay off-street facilities close to relevant areas, and, 58.3 review of parking precincts and resident parking needs/schemes. Freight/ Commercial 59. Improve access and linkages to key commercial routes to avoid excessive truck movements in sensitive areas (especially North and West Melbourne, Parkville and Kensington). This includes: 59.1 facilitating movement of freight by rail to and from Port of Melbourne wherever possible, 59.2 encouraging the linking of freight and commercial vehicles to arterial roads and City Link, 59.3 maintaining and improving the efficiency of deliveries and servicing for business, commercial and retail areas throughout the municipality (especially the central city), 59.4 reviewing hours of operation in sensitive areas to avoid peaks, and 59.5 requiring off-street delivery facilities in new developments. Asset Management 60. Maintain and rehabilitate transport-related infrastructure to high standards of safety and amenity in keeping with the City role.

14 Transport Program City of Melbourne Hotline 9658 9658 Program Structure 5

61. The Transport Program will deal more explicitly with emerging issues in the planning and design phases. This will help to ensure that the City of Melbourne is better equipped to deal with the future, in particular to have a sound basis for promoting its point of view with wider audiences, including State Government agencies. 62. The process for selecting projects for the works program involves: 62.1 the collation of issues that arise through outcomes of traffic surveys, staff observation, scanning of Council strategic documents and customer complaints and requests, and, 62.2 a staff workshop where transport problems and issues are discussed and solutions scoped. 63. City Plan 2010 provides the broad criteria for projects. Table 4-1: Transport program structure

Theme Sub theme

1Pedestrians 1.1 Improve pedestrian amenity 1.2 Improve pedestrian links 1.3 Improve pedestrian signage

2 Cyclists 2.1 Implement Bike Plan 2002 - 2007 (connectivity and safety) 2.2 Implement Bike Plan 2002 - 2007 (undertake other cycling improvements)

3 Public transport 3.1 Improve access - especially to/from rail stations 3.2 Assist with improvements to intermodal interchanges 3.3 Support public transport for developing areas 3.4 Develop river transport systems 3.5 Support demand management - green travel planning 3.6 Advocate for broader public transport improvements

4Vehicular Traffic 4.1 Enhance CBD access 4.2 Reduce CBD through traffic 4.3 Improve local area traffic management

5Parking 5.1 Provide real time parking information 5.2 Develop local area parking plans 5.3 Review CBD parking

6 Freight/commercial 6.1 Facilitate improved Port access 6.2 Manage truck impacts in sensitive areas 6.3 Facilitate delivery and service vehicle access

7 Asset management 7.1 Maintain and rehabilitate infrastructure

www.melbourne.vic.gov.au Transport Program 15 6 Program contents

Introduction - Themes 64. The Transport Program includes initiatives that will improve accessibility and reduce congestion. All modes of transport will benefit from these measures. At the same time, the Transport Program recognises that pedestrians are the ‘lifeblood’ of the municipality and therefore the program has a primary focus on this mode. In this Chapter we discuss the issues that the Transport Program will need to address to meet its goals. Pedestrians 65. At some stage all users of the City’s facilities become pedestrians. Walking as a mode of transport reduces environmental impacts and offers increased physical activity resulting in health benefits for the community. A high quality of street environment, pedestrian safety and comfort are critical to the community’s positive perception of the municipality. Travel within central Melbourne occurs primarily on foot, with walking accounting for 87% of all trips within the CBD. The central city has also become a popular residential address with the CBD at the epicentre of a shift to residential redevelopment in Melbourne’s inner suburbs. The growing population of residents in the CBD will ensure there will be an even greater number of walking trips in the area. Walking is the main means of access to and from other transport modes, especially public transport. Walking by commuters, for business and for recreation generates high levels of pedestrian activity throughout the municipality, especially in the CBD and adjacent areas. 66. There is a need for more defined pedestrian links to recreational areas such as Federation Square, Southbank, Docklands, Sports & Entertainment area and the Yarra River. This requires both further planning and infrastructure improvements. City of Melbourne’s Retail Core Strategy provides a physical framework and process for the quality integration and linkage of the retail core districts, streets, arcades and laneways including a framework for urban design improvements. This includes the integration of the developing Queen Victoria Village into the retail core district. 67. Safety and amenity improvements for pedestrians will include: 67.1 implementation of signage and information system for pedestrians, 67.2 review of alert systems for pedestrians at traffic signals, 67.3 implementation of pedestrian priority treatments (ie. further footpath widenings) and improved pedestrian environments at key locations, 67.4 development of a procedure to ensure pedestrian accident sites are quickly identified and audited, 67.5 continued participation in educational and promotional walking programs, 67.6 improved signage and facilities for people with special needs. 68. The Program identifies a number of important links for improvement, subject to further study, to develop specific proposals and prioritise them. The City of Melbourne is also developing a Walking Strategy (a subset of the City of Melbourne’s proposed Urban Design Strategy), this will also align with the Transport Program. In particular, the Walking Strategy will focus on pedestrian flows, radial walking routes in the city and improved pedestrian signage. Both the Retail Core Strategy and the proposed Walking Strategy will inform the Transport Program especially in pedestrian improvements.

16 Transport Program City of Melbourne Hotline 9658 9658 Cyclists 69. The City of Melbourne Bike Plan 2002 - 2007, released in May 2002 underpins the Transport Program. It contains a comprehensive range of proposals to improve facilities and promote cycling throughout the municipality. 70. Route connectivity for cyclists has been improved considerably in recent years, notwithstanding the Bike Plan identifies a number of further improvements needed to complete the network, including services in developing areas. There are currently no bicycle lanes in the CBD although the City of Melbourne is currently reviewing the feasibility of installing bicycle lanes in selected main CBD streets. A report is being prepared on this initiative that will be complete by December 2003. 71. Improved safety for cyclists is an important component of the Bike Plan, not only through improvements to infrastructure but also through behavioural and educational programs for cyclists and other road users alike. 72. The Bike Plan also identifies a range of initiatives that will encourage more cycling. One important item is regular updating of the municipality’s Bicycle Facilities Map to reflect changes as they are implemented. Public transport - trains and trams 73. Section Two of the Transport Program is linked to the Victorian Government’s Melbourne 2030 Strategy. Melbourne 2030 foreshadows significant investment in Melbourne’s public transport for the next 20-30 years. The need for renewal of Melbourne’s ageing but well-established tram system will need to be confronted. The City of Melbourne will work with the State Government to direct funding priorities and advise on improvements to the public transport system (eg. development of tram ‘superstops’). The City of Melbourne will make a more direct contribution by improving access and safety for public transport patrons. Issues relating to specific authority to manage different aspects of the public highway also need to be addressed. 74. During peak periods, footpaths in the vicinity of rail stations have difficulty coping with the number of pedestrians. Access to and from Flinders Street, Spencer Street, Parliament, Melbourne Central and Flagstaff stations will continue to need upgrading. It is intended that the implementation of Melbourne 2030 will lead to increased levels of public transport patronage. This would make continued investment in infrastructure improvements in this area a greater imperative. In particular, pedestrian access capacity and safety will need improvement. The City’s bluestone paving and ‘little streets’ (eg. Little Collins, Little Bourke, Little Lonsdale) upgrade programs will be undertaken with these particular issues as priorities within the existing bluestone paving 5 year plan. 75. The City of Melbourne will work with the State Government to improve interchange points between transport modes wherever possible. In particular the role of trams as an inner city distribution system should not be underestimated. Train/tram transfers are significant at Flinders and Spencer Street stations in particular, but are also important for Parliament, Melbourne Central and Flagstaff. At these locations and others (e.g. tram stops in Elizabeth Street), pedestrian access to trams needs improvement for safety and amenity. A further example is the Swanston Street tram which provides access to and from Melbourne University, and particularly large numbers of students use these services to access rail in the CBD (mainly via Flinders Street Station, but also Melbourne Central).

www.melbourne.vic.gov.au Transport Program 17 Public transport - buses 76. Unlike trains and trams, buses are dependent upon the road network to deliver patrons to their destination. They compete with vehicular traffic and their efficiency can be severely impacted upon by road congestion. The City of Melbourne needs to work with bus companies to identify route improvements and improve bus access to the central city. This may include bus priority at certain intersections. As part of the State Government’s Melbourne 2010 policy, a ‘Bus Plan’ will be prepared. The City of Melbourne will work with the State Government to implement relevant sections of the proposed Bus Plan. The development of a CBD bus terminus and interchange at Spencer Street (or some other site that interfaces with the rail network) is vital for the integration of public transport in the city. The City of Melbourne will discuss this priority with the State Government as part of the broader development of the public transport network. Public transport - developing areas 77. As further inner city regeneration takes place it will be important to plan and develop adequate public transport systems. Inner city areas are ideally placed for investment in public transport because of their relatively high development densities, and their proximity to the central city and its high quality public transport. As well as the completion of Docklands public transport, the City of Melbourne and the State Government need to plan for further public transport extensions into the Fisherman’s Bend area. The continued regeneration of this area will make improved public transport a greater imperative and deliver further economic benefit to the area. One option is to make public transport access at Fisherman’s Bend more direct by supporting the construction of a public transport and pedestrian bridge over the Yarra River. The opportunity exists to convert the disused railway line (subject to future status) along the south bank of the Yarra River into a light rail route, which could be taken across the Yarra in line with Collins Street or Bourke Street at Docklands to provide direct access into the heart of the City. The City of Melbourne acknowledges some stakeholder concern with these types of proposals. These relate to the possible impact on river transport. 78. Another significant challenge is to provide public transport improvements for the Commonwealth Games village in Parkville, suited to its subsequent use as housing. This should provide an opportunity to improve east-west public transport in the inner north at the same time. This needs to be taken account of in City of Melbourne’s transport planning and its dealings with the State Government. Public transport Advocating for wider improvements 79. The City of Melbourne will continue to advocate for wider public transport improvements throughout the municipality to provide increased transport choice and to reduce dependency on private vehicles. The municipality stands to benefit from effective advocacy, because as congestion increases on roads, more people will be making public transport their first choice for travel. Develop river transport systems 80. As more development occurs that makes use of the Yarra River frontage, river transport will become more relevant. The growth in ferry activity at Southbank is an example of this. River transport will be encouraged through planning for appropriate riverside facilities (wharves, ferry docks) at key locations, including the Sports and Entertainment Area, Southbank (both sides of the river), Docklands and Fisherman’s Bend. This issue is under active consideration.

18 Transport Program City of Melbourne Hotline 9658 9658 Travel Demand Management 81. The purpose of Travel Demand Management is to reduce the number of vehicles using the road system while providing a wide variety of mobility options to those who wish to travel. Successful implementation of Travel Demand Management initiatives is based on the premise that a more sustainable transport network will prevail when travel costs and pollution from fossil fuels are reduced and where community health and access to services are improved. 82. There is a range of initiatives to implement Travel Demand Management related to: 82.1 land use planning, 82.2 travel behaviour modifications programs such as TravelSMART developed by the State Government, 82.3 on-street and off-street parking strategies, 82.4 complementary transport infrastructure improvement. 83. The City of Melbourne is already involved in many of these areas including: 83.1 urban renewal projects such as Docklands and Southbank which result in residential accommodation being brought within walking distances of places of work and services, 83.2 facilitating the rollout of the State Government’s ‘TravelSMART Work’ program, 83.3 development of an Access and Parking Management Framework to set down specific criteria to assist the planning function, and, 83.4 implementation of the City of Melbourne Bike Plan to improve the bicycle network within the City and encourage bicycle use. 84. Due to the importance of improving the sustainability of Melbourne’s transport system, the continuation of the City of Melbourne’s involvement in the development of Travel Demand Management initiatives is an important part of the implementation of the Transport Program. Vehicular traffic - a transport model 85. A transport model is under development for the CBD and immediate surrounds by VicRoads and the Department of Infrastructure in consultation with the City of Melbourne and other stakeholders. The model should be capable of assessing all movements within, to/from and through the CBD by all modes of transport. The existing (MITM and Zenith2) models of the metropolitan area are not detailed enough to model the Central City, but should be used to provide overall indications of mode share to and from the area. Use of the model will assist with the development of future Transport Program initiatives. 2The Melbourne Integrated Transport Model (MTM) is developed by the Department of Infrastructure, whilst Zenith has been developed by Veitch Lister Consulting. 86. The model will take account a combination of traditional ‘four-step’ modelling procedures (primarily for modelling overall demand levels, and choice between modes) and micro-simulation (to provide more sophisticated and dynamic means of assessing interaction between movements on city streets and route choice). The City of Melbourne’s involvement will aim to ensure that the model will provide the means to assess the following key issues: 86.1 route choices for through traffic and development of city bypass routes, 86.2 road capacity assessment, 86.3 considered assessment of through and access traffic issues including further development of the street classification system, 86.4 mode choice, 86.5 public transport priority measures in the CBD, and, 86.6 pedestrian flows and their interaction with other transport modes.

www.melbourne.vic.gov.au Transport Program 19 Vehicular traffic - traffic through the CBD 87. CBD through traffic movement remains significant, despite the construction of City Link. Some changes have been made to manage traffic on city streets to take advantage of (and reinforce the use of) City Link. In Council’s view, City Link and Wurundjeri Way should provide more of a through traffic role, relieving King and Spencer Streets where through traffic is causing avoidable difficulties for pedestrian and public transport cross - movements and is significantly affecting the amenity of the area. Moreover, King Street’s traffic signal settings favour north-south movement at the expense of east-west travel, including many tram routes, which experience large delays in crossing this street. Signal settings require changing. One of the difficulties with downgrading the road status of Spencer and King Streets is that part of the alternative involves use of a ‘toll’ road and this is undesirable for some stakeholders. These issues require further discussions with bodies such as the RACV and VicRoads. 88. Redevelopment of Spencer Street Station offers the prospect of change and rejuvenation of the western end of the CBD and immediate surrounds. The severance effect of the large volumes of traffic on King and Spencer Streets needs to be reduced to maximise the benefits of the development and link it more efficiently to the rest of the City - particularly for pedestrians and public transport users. 89. A City Bypass route exists (see Attachment One) but is not well signposted or publicised. It relies on static signage and does not necessarily offer the best route for through movements under present traffic conditions and route management. The bypass route is compatible with the street classification shown in Attachment Two. 90. One important feature of the City Bypass is the identification of significant ‘gateways’ where route guidance information can be given (eg. directional information and real-time travel times). These gateways form an outer cordon around the CBD. An inner cordon of key directional points provides the main locations for secondary reinforcement of route choices. Directional information within this inner cordon should point to parking availability and the most efficient city access routes. A study will be undertaken to formally review the City By-Pass routes and recommend changes. The study will be undertaken in conjunction with State Government agencies. Local area traffic management 91. The process of improving local area traffic management to minimise the adverse effects of through traffic on local areas throughout the City of Melbourne and adjacent areas must continue. Some particular priorities include: 91.1 further reduction of through traffic in all areas, especially large trucks in the North and West Melbourne, Kensington and Parkville areas, in conjunction with development of the Port of Melbourne and Dynon areas under the State Government’s Freight and Logistics Strategy now being prepared, 91.2 protection of residential areas throughout the City, including established areas under continued pressure (such as Kensington) and developing areas (primarily Docklands and Southbank), and, 91.3 improved route definition in the Southbank and South Melbourne areas, where significant changes have occurred and the street layout departs significantly from the grid layout that most Melburnians are familiar with. 92. Some other important traffic initiatives include continuation of road safety programs in conjunction with VicRoads (eg. Walksafe), and transport planning for the Commonwealth Games (including proper consideration of transport for longer-term uses of Games-related developments such as the athletes’ village).

20 Transport Program City of Melbourne Hotline 9658 9658 Parking 93. The City of Melbourne would prefer a different pricing structure within the CBD and immediately surrounding area. This would involve a premium on long stayers such as daily commuters, and more encouragement for short stay visitors for shopping and business visits. The City of Melbourne has only limited influence within this commercially driven area. City of Melbourne owned and managed carparks will continue to include a high number of cheaper short-term parking spaces in response to existing and potential demand. This particular provision is not expected to negatively impact on the balance between vehicle and public transport trips to the CBD. If demand levels lessen in the future due to a greater shift to public transport usage in off-peak periods, the use of the spaces will be re- assessed. 94. The parking demand for the CBD extends into adjacent areas as well, especially Southbank, Docklands and the inner northern and eastern suburbs. Docklands is a good example where significant developer contributions have enabled the extension of tram routes. Parking controls for the CBD will include full consideration of the relationships between these different areas. The State Government has stated it will review parking policy within the central city. The City of Melbourne will work with the State Government when undertaking this review. 95. The City of Melbourne in conjunction with the Motor Riders Association of Australia (MRAA) has also developed centre of road parking for motorcycles specifically designed to accommodate larger bikes. However, dedicated on-street bike spaces for motorcycles are largely on footpaths. As a result, there are areas of conflict between motorcyclists and pedestrians. More on and off-street motorcycle parking needs to be provided, with properly designed layouts. City of Melbourne will continue to liaise with motorcycle groups to develop improved parking conditions. 96. Real-time information relating to parking is an important means of creating efficient use of parking and selecting access points to and out of the city. The parking guidance system will be extended with new developments planned in conjunction with the city bypass and street classification system discussed later in this section of the document. Local Area Parking Plans 97. Parking in local areas (other than the CBD and its immediate surroundings) needs to be reviewed and control arrangements validated. This is particularly relevant in developing areas where opportunities exist to develop more sustainable levels of car use and storage. Residents parking permit schemes need to be more closely related to the availability of kerbside space in residential areas, and off-street residential parking needs to be encouraged for new developments. Developer contributions should be used to encourage sustainable transport choices as well. The City of Melbourne is currently developing a parking precinct plan for Carlton and refining traffic arrangements in Kensington and North Melbourne. Freight and commercial 98. Freight and commercial traffic levels have grown strongly in recent years (generally faster than car traffic. This is closely linked to the level of economic activity) and predictions suggest that this will continue. The State Government is developing a Freight and Logistics Strategy that will provide a context for future freight planning. The City of Melbourne will support this Strategy wherever possible to achieve outcomes. 99. The Port of Melbourne will cater for growing volumes of freight, especially containerised goods. Whilst more goods will be moved by rail to and from the port, the pace of growth and the economics of rail transport means that there will also be substantial increases in truck traffic. Improvements are needed to provide more integration of the Port Melbourne and Dynon areas, and access to and from City Link in particular will be improved wherever possible to encourage trucks to use this route. 100. Truck traffic has decreased in many parts of the municipality since the opening of City Link. North and West Melbourne, Kensington and Parkville are some of the areas that have benefited. With ongoing growth it will be important to continue to manage traffic to provide efficient access without reducing local amenity. Local Area Traffic Management Plans must continue to search for ways to further reduce truck traffic in residential areas.

www.melbourne.vic.gov.au Transport Program 21 101. Commercial activity is central to the City of Melbourne’s economic wellbeing. Goods traffic and service vehicles play a vital role in supporting this activity. Delivery and service vehicle access needs management to ensure that commercial viability is maintained without undue impact on other activities. This is particularly important in and around the CBD. Goods vehicle access will be facilitated through the provision of purpose-built loading areas wherever possible, with accesses that do not impinge on other activities. There is still significant demand for on-street loading zones for deliveries and service vehicles and sufficient space and road access will need to be provided throughout commercial areas of the municipality. This can be partly achieved through controlled timing of deliveries, and loading zones can be managed with this in mind. The City of Melbourne must encourage more efficient use of road space. Asset management 102. Transport related infrastructure is a major part of the City of Melbourne’s built form. Ongoing maintenance and rehabilitation is necessary to keep assets in good order and comply with relevant standards, especially safety. 103. There are a number of ongoing programs for asset maintenance and rehabilitation that will be retained in the Transport Program. These primarily include: 103.1 lighting maintenance and upgrading, 103.2 bridge maintenance and rehabilitation, and, 103.3 rehabilitation and maintenance of roads and footways (including work on declared roads, which Council does under an agency agreement with VicRoads). 104. The Program outlined in the Appendix lists the main actions that will be undertaken by the City of Melbourne over the next three years. Other Initiatives 105. Streets in the CBD perform a multitude of functions, many of which are inherently conflicting. Management of movement on CBD streets will be improved by classifying roads according to their primary function. This type of classification will also improve future road planning. In the Transport Program the major CBD roads have been classified according to priority use and transport management: (see Attachment Two). 106. This classification structure is intended as a guide to ongoing management and development of the central city’s transport system. The classification of each street is not to the exclusion of other modes of transport, but shows which modes will be given priority in treatments. For example, if trams are listed as a preferred mode in one major street, the traffic conditions in that street will be altered where possible to reflect that priority. The transport model being developed by VicRoads for the central city will be used to help refine the street classification system. The model will be used to extend the street classification system by defining a secondary preference mode. 107. In Attachment Two, the CBD is marked out as a ‘pedestrian priority’ area. This is meant to reflect the importance of pedestrians to the CBD and to highlight the need for new measures to improve pedestrian safety and amenity within the CBD. In particular, pedestrian priority is afforded to most of the ‘little streets’ for at least some of the day (eg. lunchtime closure of Little Collins Street between Russell and Elizabeth Streets) and most laneways. These support many activities, which encourage and enhance the experience of pedestrian use, such as cafes, boutique shops and areas such as Chinatown. 108. The street classification provides for public transport priority on most of the main streets in the Hoddle Grid, with vehicular traffic priority for King, Queen, Russell, Exhibition and Lonsdale Streets (from which access to the CBD’s main off-street parking stations will be enhanced). A key feature of the road classification is the removal of through traffic functions from all streets in the Hoddle Grid, particularly King and Spencer Streets.

22 Transport Program City of Melbourne Hotline 9658 9658 Other initiatives - traveller information 109. There is a need for improved information to all transport users. Information relating to access routes, event status and parking facilities would enable more informed decisions and generate more efficient use of access routes when travelling to the CBD. A sophisticated Traveller Information System (TIS) can provide a wide range of information. This includes pre-trip information such as journey planning, mode choice and en-route information such as incident locations and impacts, travel times and parking availability. Many travellers are likely to be using more than one mode of travel, so information about intermodal connections and at intermodal interchanges is likely to be particularly important. 110. Information can be provided through a number of mediums or dissemination methods including the use of static signs or maps, real-time information provided through an Advanced Traveller Information System (ATIS), including Internet, telephone using an interactive voice response system and dynamic signs. 111. Delivery of a successful Transport Information System (TIS) will involve information sharing and dissemination between the City of Melbourne, VicRoads, inner metropolitan Councils municipalities, public transport operators and other stakeholders. The City of Melbourne will commence work on developing a TIS in year one of the Transport Program. Future Planning 112. The capital works program for Year 2 and 3 (2004/2005) will be developed each February coinciding with the financial budget. A number of review and study projects outlined in the program of works (2003) will also inform the program of improvements to be developed for 2004/2005.

www.melbourne.vic.gov.au Transport Program 23 7 Appendix - The Transport Program - Major Issues Program of Works - Year One Theme Action Costings (internal/external)

1. Pedestrians - 1.1 Continue the implementation of the $200,000 improve Traffic & Road Use Management (TRUM) (subject to external pedestrian program funding) amenity 1.2 Extend Walk Safe Program to Elizabeth Street $200,000 (subject to and other locations. This work will include external funding - linemarking and pedestrian refuges. includes $100,000 CoM matching funding) 1.3 Improve the pedestrian environment at $40,000 Elizabeth Street - includes close gaps in safety (subject to external zone panelling and safety zone widening. funding) 1.4 Install median extension at Simpson Street $20,000 at Victoria Parade. 1.5 Install pedestrian refuge at Bellair Street. $20,000 1.6 Install pedestrian refuge at Villiers Street. $40,000

2. Pedestrians - 2.1 Install pedestrian crossing at Faraday $30,000 improve and Cardigan Streets to minimise potential pedestrian links conflict. 2.2 Install footpath widening at Elizabeth $50,000 Street at Pelham Street at existing pedestrian crossing 2.3 Install flashing amber at pedestrian $25,000 crossing at Kavanagh Street. 2.4 Install raised pavement at Little Bourke/ $40,000 Hardware Streets (to facilitate easier crossing at Hardware Street). 2.5 Undertake intersection re-modelling at $80,000 Ingles/ Turner Streets. 2.6 Improve Swanston Street/ Victoria Street $120,000 junction opposite City Baths. 2.7 Assist with the removal of Flinders Street Existing staff overpass to improve grade linkages between resources CBD and the north bank of Yarra River. 2.8 Improve connectivity for pedestrian links $140,000 in the Southbank area. This will include: footpath upgrade at Southbank Boulevard, improved access across Kingsway, connections at Clarendon Street (between and Clarendon Street retail), upgrades to pedestrian environment in City Road. 2.9 Undertake pedestrian study - Sports & $15,000 Entertainment Precinct. 2.10 Undertake pedestrian study - Docklands link $15,000 to CBD 2.11 Undertake pedestrian study - RMIT precinct $15,000 around Victoria and Lygon Streets.

24 Transport Program City of Melbourne Hotline 9658 9658 Program of Works - Year One continued Theme Action Costings (internal/external)

3. Bicycles - 3.1 Complete CBD annual Bicycle counts. $5,000 implement Bike 3.2 Install off road bicycle link along Lygon $15,000 Plan 2002 - 2007 Street Princes to McPherson Streets. (connectivity 3.3 Install bicycle path in Todd Road - Lorimer $15,000 and safety) to Cook Street. 3.4 Install on-road bicycle path in Grattan Street $10,000 to Rathdowne Street. 3.5 Install on-road bicycle path in Park Street, $2,000 west of Royal Parade. 3.6 Install on-road bicycle path in Arden Street, $10,000 between Dryburgh Street and Wreckyn Street. 3.7 Install on-road bicycle path in Curzon Street $20,000 between Harker Street and Haines Street. 3.8 Develop concept for bicycle path at bridge $5,000 works at Arden Street overpass. 3.9 Install on-road bicycle path in Dryburgh Street, Subject to further between Adderley Street and Arden Street. investigation 3.10 Install off-road bicycle path in Royal Park. $100,000 3.11 Complete design and documentation of $30,000 Manningham Street bridge bicycle lane. 3.12 Complete review into the feasibility of Existing staff specific bike lanes within the CBD. resources

4. Bicycles - 4.1 Install Bicycle Storage facilities at CBD and $10,000 Implement Bike within wider municipality. Plan 2002 - 2007 (Undertake other cycling improvements)

5. Public Transport 5.1 Introduce bus stop paving at Anderson Street. $20,000 - improve access 5.2 Review selected bus routes approaching the $10,000 - especially to and CBD and within the CBD and discuss possible from railway route improvements with the Bus Association stations. of Victoria. 5.3 Install new intersection signals at Cardigan Subject to further Street and Elgin Street. investigation 5.4 Review current pedestrian patterns associated $40,000 with Flinders Street Station, Spencer Street Station and loop stations in the CBD area.

6. Public Transport 6.1 Undertake study to investigate the potential $20,000 - improve for a CBD bus station/ interchange. intermodal interchanges.

www.melbourne.vic.gov.au Transport Program 25 Program of Works - Year One continued Theme Action Costings (internal/external)

7. Public Transport 7.1 Advocate to the State Government for Existing staff - support public improved public transport connections in resources transport for developing areas such as Docklands, developing areas Southbank and Fisherman’s Bend.

8. Demand 8.1 Develop a Green Travel Plan for the City of Existing staff management Melbourne and commence implementation. resources - green travel 8.2 Resolve feasibility of car sharing schemes Existing staff planning within the City of Melbourne. resources

9. Vehicular traffic 9.1 Engage consultants to undertake traffic 10,000 - enhance CBD study at Haymarket roundabout to outline access options for pedestrian, public transport and traffic improvements. 9.2 Undertake study to determine feasibility of $40,000 real time travel information system installation. 9.3 Complete CBD street classification and $40,000 review by-pass route arrangements. 9.4 Meet with VicRoads to determine Internal staff improvements to access from Westgate resources Freeway to CBD via Lorimer and Power Street, including Latrobe Street.

10.Vehicular traffic 10.1 Install new traffic signals at Faraday Street $140,000 - improve local area and Drummond Street. traffic management 10.2 Undertake implementation of revised $100,000 local area traffic management plans for Kensington and North Melbourne areas. 10.3 Improve signal modification at Epsom and $25,000 Kensington Roads to overcome queues of vehicles and improve motorist safety. 10.4 Undertake road channelisation at intersection $100,000 of Chapman and Abbotsford Streets. 10.5 Undertake pier protection at Kensington $75,000 and Dynon Roads. 10.6 Undertake intersection remodelling at Eades $60,000 Place/Roden/Victoria Streets to improve safety.

11.Parking - review 11.1 Participate in Victorian Government study Existing staff central city parking. to improve management of supply and pricing resources for parking in and around central city.

12. Parking - provide 12.1 Continue to install real time parking $100,000 real time parking information systems into CBD off-street information carparks to connect to existing and proposed parking guidance system.

26 Transport Program City of Melbourne Hotline 9658 9658 Program of Works - Year One continued Theme Action Costings (internal/external)

13. Freight/ 13.1 Undertake specified road and traffic $30,000 commercial work where incursion of through freight - manage truck commercial traffic impacts on sensitive areas. impacts in sensitive 13.2 Seek partnerships with neighbouring Existing staff areas. Councils, State and Federal Governments resources to undertake regional planning to secure AusLink funding. This will be used to improve freight access to Port area and key distribution centres. 13.3 Review transport demands with respect Existing staff to the commercial activities that occur resources in the CBD.

14. Asset 14.1 Undertake capital works directed at Selected asset Management maintenance of existing assets and management works installation of new assets as determined. as per capital works budget

15. Other initiatives 15.1 Participate in State Government Reference Existing staff Groups related to transport and resources Rail Link and VicRoad’s Metropolitan Arterial Road Strategy.

www.melbourne.vic.gov.au Transport Program 27 1 2 3

4 ity 9658 Hotline 9658 of Melbourne C 9 5

6 8 tachment By-Pass City - Existing One Routes 7 At

City Bypass Routes to/from: Copyright Melway Publishing PTY LTD. Reproduced from Melway Edition 30 with permission.

City Link 1. Essendon, Keilor, Airport 6. Glen Iris, Waverley, Dandenong 2. Brunswick, Preston 7. Brighton, Elwood, Frankston

3. Northcote, Reservoir, Epping 8. Altona, Werribee, Geelong 4. Kew, Doncaster 9. Footscray, Sunshine 5. Canterbury, Box Hill, Mitcham 28 Transport Program 8 9 tachmentStreet - CBD Two Classification At

Through Traffic (City Bypass) Copyright Melway Publishing PTY LTD. Reproduced from Melway Edition 30 with permission. Access traffic www.melbourne.vic.gov.au Transport Program 29 Public transport access 6 Central City pedestrian priority area 9280 0716 (Amharic) 9280 0717 (Cantonese 9280 0718 (Greek) 9280 0719 Bahasa Indonesian 9280 0720 Italiano 9280 0721 (Mandarin) 9280 0722 Somali 9280 0723 Español 9280 0724 Türkçe 9280 0725 9280 0726 All other languages 9280 0727 English

©City of Melbourne August 2003 GPO Box 1603M Melbourne Victoria 3001 Hotline 03 9658 9658 TTY 03 9658 9461

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