Flexible and adaptable private transport CITY OF MELBOURNE - TRANSPORT - 2012 STRATEGY

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CITY OF MELBOURNE, TRANSPORT - 2012 STRATEGY

31 CITY OF MELBOURNE > TRANSPORT STRATEGY 3 Flexible and adaptable private transport

Overview mode, catering for trips that Goal cannot be undertaken by public Government, and particularly transport, walking or cycling. The city’s private local government, has a transport networks will signifi cant role in developing, The impact of decades of maintaining and operating investment in private car transport complement the public the road and path network for on urban form is evident in transport system, and pedestrians, cyclists and drivers. metropolitan Melbourne. Urban sprawl has been exaggerated by will enable people to Pedestrians and cyclists are the the creation of a road network that move easily around the most vulnerable road users and allows people who own cars to safety is a critical factor for them. municipality. Walking travel vast distances in relatively They also need routes that require short times. The limitations of and cycling will less eff ort – the most direct this network and this behaviour develop as and the fl attest. For this reason are becoming more and more walking and cycling should have obvious, and costly. It is now widely predominant local as wide an access as possible to understood that continuing to modes of inner urban the whole road and path network invest in infrastructure dedicated to travel, while the role of and that network needs to be daily long distance car travel may fi ne grain. Walking and cycling threaten Melbourne’s long term the car will change to a take people from door-to-door. competitiveness and liveability. niche mode for specifi c Walking is part of any public transport trip. Together, walking Walking in conjunction with journeys. and public transport account for public transport the majority of all weekday trips Making the city’s walking into and within the municipality, and public transport systems and this is targeted to increase as balanced and supportive of priority is given to both. Cycling is each other will be a major focus also a good complement to public for the City of Melbourne’s transport. It can signifi cantly extend investment and advocacy. The the catchment of rail stations need for seamless pedestrian when combined with a rail trip. links between public transport For trips into the municipality, stops and stations and the land walking is and will remain a uses on, and abutting, the street marginal mode. Cycling is likely network, will become increasingly to grow as the safe cycling important considering the forecast network is expanded around growth in urban activity. and within the municipality. Walking is sensitive to distance, Driving is predicted to continue to amenity and safety, and therefore decline as a proportion of weekday requires signifi cant support, trips as improved public transport especially from local government. increases its share. Further decline The City of Melbourne has a is anticipated as the tram and strong history of designing and bus networks to and through the creating places for people, and municipality are provided with this approach will be continued optimum road priority for their and advanced to link with the vehicles and optimum pedestrian public transport network. access to their stops. Driving into and within the municipality will increasingly develop as CITY OF MELBOURNE - TRANSPORT - 2012 STRATEGY an important complementary 32

A complementary role for private car transport The private car will continue to serve a unique role in the City of Melbourne’s transport mix. This strategy proposes cars be managed in a way that they complement the service provided by other modes, and do not detract from the effi ciency, amenity or safety of more important modes. Transport by private car cannot accommodate the current demand for peak travel, and will not be able to support the city’s growth. It is imperative that cars are accommodated on our streets, but are managed in a way that enables the city to continue to grow as a liveable and vibrant place. Increased cycling in the central city Bicycle transport will be reinforced as a mode of choice for moving around the central city through measures which increase safety and convenience. The past fi ve years have seen the City of Melbourne progress cycling infrastructure on many streets leading into the central city. Now it is time to provide high quality bicycle facilities on streets within the Hoddle Grid, so as to encourage everyday bicycle use in the city of Melbourne as well as make other innovative changes to make the city’s entire road network much more bicycle friendly. CITY OF MELBOURNE, TRANSPORT - 2012 STRATEGY

33 CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT 3 Walking city

The grand streets and hidden Goal Context laneway of the Hoddle Grid and the In a connected city, walking broad promenades of Swanston The City of Melbourne has top priority over other Street, Bourke Street and the will create an excellent modes of urban mobility. Yarra River, enhance the city’s and safe walking Walking accounts for 66 per cent of liveability, attracting businesses, environment for all trips within the municipality. This visitors and shoppers alike. is projected to grow to 69 per cent Twenty years ago, the City of residents, workers and by 2030. With the number of daily Melbourne set about transforming visitors, with seamless city users predicted to increase the municipality’s walking high-priority links from 800,000 today to over environment. Guided by the 1,200,000 by 2030, this will mean Places for People studies in 1994 between the city’s an increase of 64 per cent in the and 2004, the City of Melbourne public spaces and the absolute numbers of walking trips. began by widening footpaths, public transport Walking is the primary mode laying good quality pavements, for short trips up to 1 km, but encouraging outdoor dining, system. walking also starts and fi nishes reducing traffi c signal cycle times trips made by all the other modes. and building interesting pedestrian Walking trips are important for spaces to attract more residents the economy, with 36 per cent of to the central city and to support walking trips being for business improvements to public transport. purposes, and it is the primary Over this time the city has mode for shopping, tourism and increased actual and perceived city visitors. Walking has also pedestrian safety with: grown as more people have come • level access trams stops to live in the municipality – 49 per cent of Southbank residents • zebra crossings and 34 per cent of Docklands • safe staging points for residents walk to work.1 pedestrians to cross busy Walking is an essential part of roads eff ective public transport. Patrons • shared zones which give walk to and from the stations pedestrians priority over motor and stops and to make their vehicles and reduce speed connections between services. limits to 10 kph Safe, easy and disability compliant • 30 kph and 40 kph speed limits access to public transport vehicles in key pedestrian streets at the stations and stops is critical The City of Melbourne has for the eff ective operation of applied to reduce the speed limit the public transport system. in the central city to 40 kph. The economic value of walking to cities has been described Issues as the walking economy. Growth in walking There is a direct link between the city’s economic prosperity The number of walking trips in and the safety and convenience the municipality will continue of the pedestrian experience. to grow and these will require an increased share of the fi xed road space in the city. 1 ABS (2006) Journey to Work CITY OF MELBOURNE - TRANSPORT - 2012 STRATEGY

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Footpath congestion and poor Pedestrian counts, Melbourne CBD crossing opportunities Average total at all counter locations, May 2006-11 The design and capacity of many 280,000 streets footpaths is not meeting the 260,000 current and predicted volumes of pedestrians, resulting in congestion 240,000 Weekday at the pedestrian peak times: the 220,000 start and fi nish of the working day, lunchtimes and late night. 200,000

180,000 Movement priority On many streets, pedestrian 160,000 Weekend movement has been constrained 140,000 by low priority at traffi c signals and a lack of safe road 120,000 crossing opportunities. 100,000 2006 2007 2008 2009 2010 2011 Sub standard walking Fig 3.1 Pedestrian activity growth in the central city conditions to and from public transport number of crashes causing serious in the network, which makes Current public transport use is injury to pedestrians in Victoria. accessing destinations diffi cult. In not being matched with provision some cases crossing opportunities of a safe, comfortable and Confl icts with cyclists in shared have been removed or relocated easy pedestrian access at and areas to improve private vehicle between stations and stops. Many cyclists fi nd on-road cycling traffi c fl ow. Many city blocks dangerous and so choose off - do not allow pedestrian access Increase the rate of disability road paths, where they come into through or between buildings. access compliance to and from confl ict with pedestrians. A road In recent cases like Goldsbrough public transport network that is safer for cyclists Lane and QV, developers have The City of Melbourne has a will attract them to on-road included pedestrian access through high demand for pedestrian routes. Where mixing of cyclists redeveloped areas. This has access to public transport. The and pedestrians is inevitable or benefi tted both the development upgrade of stations and stops appropriate, adequate space needs and the broader walking network in the municipality is therefore to be allocated and the mix needs across the city. More pedestrian a priority, particularly to meet to be well designed and managed. crossings have also been added the disability access compliance to address locally specifi c issues, An interesting and pleasant target of 90 per cent by 2017. where the opportunity has arisen. urban environment Through increasing the frequency Pedestrian fatalities and serious City streets and laneways should of links through city blocks and injuries be suitable for the effi cient road crossing opportunities, The city’s roads need to be safer movement of people. Consideration the walkability of the overall for pedestrians. Pedestrians of the need for stopping, dwelling, network will be improved. account for the greatest number sitting, interacting and socialising of journeys in the municipality and will improve the overall quality Better network legibility they are the most vulnerable road of the walking environment. Parts of central Melbourne are users. They suff er 23 per cent of diffi cult to navigate, particularly Better network permeability the municipality’s road casualties, for visitors, due to lack of signage increasing to 27 per cent in the Some parts of the city are or mixed messages from various Hoddle Grid area. The City of unattractive for walking because agencies. Public Transport Victoria CITY OF MELBOURNE, TRANSPORT - 2012 STRATEGY Melbourne also has the highest there are not enough connections has improved public transport

35 CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > WALKING CITY

information by combining the Objectives and actions walking, including seating and signage for trains, trams and drinking fountains. buses in a single system and the A comprehensive transport • Reduce the rate of pedestrian city also now features clearer oriented walking network in fatalities and serious injuries representations of landmarks urban renewal areas from motor vehicle collisions. and the surrounding area. The Municipal Strategic Statement • Enhance the legibility and Better integration in planning sets out the areas for long-term navigability of the network transport systems will help urban renewal in the municipality. through way-fi nding to ensure that streets, roads, This off ers a unique and important technologies. footpaths and the public transport opportunity to ensure that • Provide safe and practical network is presented in a more walking is given a high priority integrated and legible way. solutions for bike and throughout the planning and pedestrian shared areas. development process. In particular, Recreational spaces for central • Audit and report on the overall city residents consideration should be given to the optimisation of the walking level of service the city’s The central city residential network to improve access to pedestrian network provides. population has grown from almost the public transport network. • Expand the program of zero to 30,000 residents in 20 opening designated streets to years and for many residents A city pedestrian plan temporary pedestrianisation. the streets and lanes are the In the last 20 years, the City of • Create a pedestrian-oriented only local recreational places. Melbourne has progressively fully-accessible streetscape. Planning for walking as a bona and successfully improved the • Ensure pedestrian access and fi de mode of mobility city’s walkability through various movement is not unduly initiatives. It does not however have Traditional road transport aff ected by the use of footpath a comprehensive and coordinated space for trading, dining, planning has treated walking plan to meet the predicted demand trips as incidental to road traffi c. motorcycle parking and other for walking in the municipality, activities. In inner and central Melbourne particularly the demands from walking is the dominant mode the growth of public transport • Utilise the state-level principal of mobility on the road network. use. Such a plan would aim to: pedestrian network This needs to be recognised methodology to identify and and factored into network • Improve pedestrian movement develop pedestrian networks. operating plans more strongly. around public transport nodes high movement areas. • Form a Pedestrian Advisory Committee to assist with the Use of footpath space for • Focus on the pedestrian development and trading, dining, parking and network in urban renewal areas implementation of the plan. other uses to optimise access and provide • Investigate and trial locations Valuable footpath space is the most direct access to for shared zones to provide an increasingly used for outdoor public transport. enhanced public realm, better dining, street trading, motorcycle • Relieve and avoid pedestrian pedestrian service and two- parking, bicycle parking congestion in areas of current way bicycle access. and other uses. Maintaining and predicted high activity. • Research and gather data on pedestrian access is important • Improve pedestrian priority at as competition for this space pedestrian activity in the city road crossings with signals to including the value of the increases. Where appropriate, reduce walking delays. kerbs may be extended, certain walking economy. uses may be restricted or • Improve permeability with new pedestrian network links and 1. Priority Action: Develop a specifi cally accommodated municipal Pedestrian Plan. in other parts of the street. crossing opportunities.

CITY OF MELBOURNE - TRANSPORT - 2012 STRATEGY • Improve city amenity for

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High mobility streets Victoria St High mobility streets have high frequency tram and priority bus services and excellent pedestrian Elizabeth St access to and around stops. These Swanston St streets will generally have highest density and diversity of destinations Lonsdale Exhibition St St Spring St along them (see key direction 4). La Trobe St On these streets, the infrastructure and signalling will enable William St Bourke St

Queen St pedestrians to move safely and Spencer St King St seamlessly from footpaths to Collins St public transport stops, providing level access to trams and buses, interchanges between public transport services and along the StKilda Rd approaches to the stops. They will Pedestrian Zones Flinders St have a high quality streetscape Existing Proposed Full Time including shade trees, good Yarra River pedestrian lighting, street furniture Part Time and materials and comply with the Disability Discrimination Act. Fig 3.2 Existing and proposed intermittent street closures High mobility streets will provide excellent pedestrian thoroughfares and also provide high quality Wellington Pde spaces for stationary activities.

Major event closure for 2. Priority Action: Work with tram & pedestrian priority the Department of Transport, VicRoads and Yarra Trams to design and build the Yarra Park municipality’s network of high- mobility streets. Brunton Av Opening streets for temporary MCG pedestrianisation. The City of Melbourne has Pedestrian Zones successfully opened streets Existing Proposed Hoddle St such as Little Collins Street for Part Time temporary pedestrianisation during peak pedestrian activity. The number of locations and Fig 3.3 Existing and proposed intermittent street closures duration of times continue to Pedestrian priority at stations and interchanges is critical for grow and spread throughout and public transport providing an accessible, high the central city as the demand interchanges quality public transport service. from the residential population Strong growth in the use of public and special events increases. Walking is an essential component of all public transport journeys transport means more people will 3. Action: Expand the program of and providing an excellent be walking to access the network. opening streets for temporary walking environment around CITY OF MELBOURNE, TRANSPORT - 2012 STRATEGY pedestrianisation. public transport stops, stations

37 CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > WALKING CITY

4. Priority Action: Work with 7. Action: Update the Road the Department of Transport Safety Plan to strengthen to provide excellent quality the commitment to reducing pedestrian access to all public pedestrian death and serious transport stops, stations and injury without reducing interchanges. pedestrian access to the road network. 5. Priority Action: Prepare pedestrian accessibility plans Accessible transport for the precincts around The City of Melbourne’s Disability Flinders Street Station and Southern Cross Station. Action Plan 2010-2013 outlines the vision for Melbourne to be a An inner city Road Network barrier-free city, where people Operating Plan with a disability can access and participate in all aspects of life The inner and central city road with dignity and independence. network is unique for the intensity of local land uses it services Twenty per cent of the Victorian and the growing dominance of population and 15 per cent of the network by trams, buses, the resident population of the pedestrians and bicycles. The City of Melbourne experience Road Network Operating Plan some form of a disability. to be developed VicRoads, the The Disability Discrimination Department of Transport and Act makes it unlawful to the City of Melbourne needs discriminate against a person to incorporate high level of on the grounds of a disability in priority for pedestrians trips. regard to work, accommodation, public transport and access to 6. Priority Action: Work with premises. Currently many people the Department of Transport, Department of Planning and with a disability experience Community Development and barriers to accessing and utilising VicRoads to ensure that the Melbourne transport system. municipality’s Road Network Operating Plan provides a high 8. Priority Action: Work with level of priority to pedestrian State Government to reduce trips information and infrastructure barriers to universal access in Safety for pedestrians the public transport system In the municipality, walking, public 9. Action: Work with other tiers transport and cycling trips are of government to advocate predicted to grow, while private for universal transport motor vehicle trips diminish. The accessibility municipality’s roads need to be made safer to reduce collisions between motorised vehicles and pedestrians of all ages. A high quality walking environment can also reduce the risk of pedestrian injuries occurring from falls and other accidents. CITY OF MELBOURNE - TRANSPORT - 2012 STRATEGY

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Public transport and pedestrian priority High mobility streets Intensive interchange Other interchange Train stations CITY OF MELBOURNE, TRANSPORT - 2012 STRATEGY Proposed train stations Urban renewal areas 39 Fig 3.4 CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT 4 Cycling city

Context The Zero Net Emissions by Goal 2020 strategy demonstrates Cycling is a low cost, space that transport emissions can The City of Melbourne efficient, low carbon, healthy be further reduced through will be a cycling city, and sociable mode of private improvements in cycling. transport. It is ideal for medium with its entire road distance trips of around 5 km The rates of cycling in inner network safe and to 8 km, and is an effective Melbourne however are low by attractive for cyclists of alternative to driving, trams or global standards, leaving significant bus over the same distance. untapped potential to increase all ages, and cycling cycling. Because bikes are so This strategy is seeking a 400% will increase by 400% space efficient, increased rates of increase in the number of bicycle cycling can significantly increase to account for 12 per trips to, within and from the the carrying capacity of our existing cent of all trips to and City of Melbourne by 2030. inner city road network and a shift The municipality is at the heart of public transport passengers around the city by of Melbourne’s bicycle network onto bicycles would help alleviate 2030. and has the highest rates of overcrowding. In 2010, the cycling in Victoria, comprising Melbourne bike share scheme four per cent of trips to the city was installed in the municipality. for all purposes1. Cycling is the This new way of cycling could city’s fastest growing transport significantly boost the shift to mode. It now comprises around cycling. But the cycling network 11 per cent of private vehicles on must be safe, direct, convenient, roads in the morning peak2 and attractive and well connected. on some main city entry roads the The experience of international number of bikes is comparable cities shows the potential of with the number of cars. cycling3. Cities such as Vienna, Cycling has become increasingly Copenhagen and Amsterdam have attractive when compared with the rates of cycling two or three times congestion, cost and inconvenience higher than inner Melbourne. Many of car driving, the overcrowding of the world’s leading cities now on peak public transport services recognise the value of cycling for and the health benefits of active dense inner urban areas. London transport. Cyclists, however, are and Manhattan have been rolling vulnerable road users and this shift out major road management and has also depended on increasing infrastructure programs to support the safety of the network by cycling. As inner Melbourne introducing reduced traffic speeds continues to intensify, more people on some streets and purpose built will be within easy cycling distance safe on- and off-road bicycle routes. of their destinations and cycling will Cyclists also need to be able to take become an increasingly effective the most direct, least taxing routes. mode in the transport mix.

1 VISTA (2009).

2 City of Melbourne (2012) Inbound 3 The average distance cycled to CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY Morning Peak Period Vehicle Survey and from the city is just under 8 km, at Various Locations (7am to 10am). and within the city, just over 5 km. 40

Proposed Bicycle Network Based on IMAP Network Priority Route Economy Route

Upgrade 2012-2016 CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY New 2012-2016 IMAP Network boundary 41 Fig 4.1 CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > CYCLING CITY

Number of cyclists on bicycle arterials in morning peak

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0 Footscray Rd Canning St Swanston St North Bank South Bank Princes Albert St LaTrobe St LaTrobe St Bicycle Traffic to at LaTrobe St Yarra River Yarra River Bridge West East the City of Melbourne 2007 2008 2009 2010 2011 2012

Fig 4.2 Bicycle volumes 7-9am at selected locations on the first Tuesday in March Source: Bicycle Network, Super Tuesday count.

network where cycling is Issues not permitted deter cyclists Large gaps in the municipality’s because they impose lengthy safe cycling network deter detours. Consideration of these cyclists barriers in the context of the overall network will ensure that The most important issue for cycling through the central city cycling is providing for safe cycling is pleasant and effective. throughout the municipality’s road network. Safe cycling can Insufficient secure parking on- be achieved through separated and off-street cycle lanes and/or making traffic The provision of on- and off-street speeds compatible with average secure bicycle parking has not kept Fig 4.3 Rathdowne Street bike lanes, cycling speeds. The existing pace with the growth in cycling. Carlton safe bicycle network has some This deters people from cycling excellent sections but many gaps. and results in bicycles cluttering The network within the central footpaths which are needed by city and city entry streets from growing numbers of pedestrians. the south are two of the key gaps. Partly because of poor network Poor data on inner city cycling connections, fewer people cycle The available data on inner city to work from the south of the city cycling is patchy. This makes than from the north and east. planning for cycling and allocating Breaks in the network where resources to improvements more cycling is not allowed difficult. Data is needed about where cyclists are riding, reasons Unlike driving, cycling is effort

CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY for people choosing to ride or not sensitive. Breaks in the road Fig 4.4 Lygon Street bike parking corral, to ride, the number of cyclists on Carlton 42

roads and paths, and the evaluation Conflict with pedestrians on for faster cyclists (often on-road). of new network designs to shared paths An example is the Yarra River maximise the cycling opportunities. Rates of cycling and walking corridor where high quality, high have increased throughout the volume cycle connections funnel Promotion of a central city riders into popular pedestrian cycling culture central city in recent years, as have reports of conflict between areas along both banks of the The culture of cycling in and around the two groups. As walking and river through the city. Ideally most the dense central city is relatively cycling continue to grow, pressure cycling in these areas would be new and little is known about how on existing infrastructure will slower, predominantly by tourists cyclists mix with other road users, need to be addressed. More space or families with children. An action The programs to educate road needs to be allocated to paths of the Southbank Structure Plan users about cyclists and cultivate and clearer guidance given to is to convert City Road into a good city cycling etiquette, such cyclists and pedestrians, both pedestrian and bicycle friendly as Ride to Work Day, TravelSmart formally and informally, through high street. This could link to the and Darebin’s Cycle Confidence signage and good design. Main Yarra Trail at Boathouse Training are a good start but need Drive providing an alternative Access to shared paths needs to to be broadened and boosted into route to and through Southbank. be maintained for both user groups a more comprehensive program. but there are often opportunities to investigate alternative routes CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY

43 Fig 4.5 Swanston street redevelopment stage one artists impression CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > CYCLING CITY

Objectives and actions Bicycles entering the Central City 2006-2012 Complete a connected safe as a percentage of all vehicles in the morning peak 12% inner city arterial bicycle 11.4% network 10.1% 10.2% 10% The City of Melbourne is working 9.2% with adjoining municipalities and 7.9% 8.1% the State Government to plan and 8% construct a safe arterial bicycle network for inner Melbourne 6% leading into the municipality. This is

a network of separated bike lanes 4% augmented by local bicycle routes, 4% including bicycle lanes and traffic signal priority. Slower traffic speeds 2% compatible with average cycling

speeds would also complement 0% the safe network. The most critical 2006 2007 2008 2009 2010 2011 2012 gaps in the network are along the southern approaches to the Fig 4.6 Bicycles entering the central city as a percentage of all vehicles in the municipality and in the Hoddle Grid. morning peak, Survey taken on one day in March each year. This figure does not In addition to safety and include public transport vehicles or represent changes in the total number of connectivity, cycling routes must vehicles. Source: City of Melbourne traffic cordon count. also be planned and upgraded with the capacity to cater for 13. Action: Ensure new bicycle level access to trams and buses, routes will meet capacity future growth in cycling. interchanges between public demands when planning and transport services and along the 10. Priority Action: Review and upgrading the bike network. approaches to the stops. Safe update the Bicycle Plan cycling will be integrated, with a 14. Action: Publish a map of the 2007-2011 with a strategy to quality of existing bicycle combination of separated lanes, complete the safe central city routes in Melbourne and the early starts at signals and low bike network over the next five planned improvements to the speed mixed traffic zones. years. network. 15. Priority Action: Work with 11. Action: Investigate key the Department of Transport, corridors and locations where Cycling along high mobility streets VicRoads and Yarra Trams to congestion and conflict design and build safe cycling occurs between pedestrians High mobility streets have high along the high mobility streets. and cyclists with a view to frequency tram and priority bus providing alternative routes services and excellent pedestrian A comprehensive safe cycling attractive to faster cyclists access to and around stops. These network in the municipality’s while maintaining access to streets will generally have the urban renewal areas. shared paths for both user groups. highest density and diversity of The Municipal Strategic Statement destinations along them. They sets out the areas for long term 12. Action: Include initiatives in will provide a primary network for urban renewal in the municipality Bike Plan and other Council cycling within the municipality. and the objective for these areas programs to encourage road On these streets, the infrastructure to be served by a comprehensive sharing by all user groups. and signalling will enable safe cycling network made up pedestrians to move safely and of separated on-road lanes, seamlessly from footpaths to low speed streets and off-road CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY public transport stops, providing paths. These urban renewal 44

areas are an opportunity to build a culture of cycling into the neighbourhood at the outset rather than retrofit it later.

16. Priority Action: Plan and construct a complete safe cycling network throughout the City’s Urban Renewal Areas.

17. Priority Action: Work with the Department of Transport and the Urban Renewal Authority to develop the cycling network in Docklands including cycle/ pedestrian links across Victoria Harbour and the Yarra. Safe cycling on all city streets Cyclists need safe access to the entire road network (excluding freeways). Therefore the whole network of local streets and lanes needs to be designed for safe cycling. Generally these streets can be low speed mixed traffic streets and, where space permits, include separated lanes. Laneways and the ‘little’ streets in the Hoddle Grid area also need to be cycling streets where walking, cycling and vehicles can mix safely in a Fig 4.7 RiderLog GPS Bicycle trip survey Source: CDM Research & Bicycle Network Victoria low speed environment. As roads are improved, bicycles should be 18. Priority Action: Update the Operating Plan to be developed considered. Careful planning is Bicycle Plan to improve the by VicRoads, the Department of also required to ensure that other connectivity of the bicycle Transport, Department of Planning improvements and changes to network in the local streets and Community Development and streets do not adversely impact and lanes. the City of Melbourne will include on bicycles. In particular, new 19. Action: Install and improve a high level of priority for cyclists, taxi ranks and tram stop designs bicycle facilities as part with the provision of separated must consider bicycles. of all traffic works in the bicycle lanes, bicycle lanterns and The ‘no cycling permitted breaks’ municipality. advanced starts at traffic signals. in the road network deter cycling. 20. Priority Action: Work with These breaks need to be reviewed Cycling in an inner city Road Network Operating Plan the Department of Transport, so cycling can be integrated into Department of Planning and the central city road networks. The inner and central city road Community Development and Possible solutions include network is unique for the intensity VicRoads to provide a high installing contra flow bike lanes of local land uses it services and the level of priority to cycling on one-way streets, providing growing dominance of the network in the municipality’s Road

early starts at traffic signals or by trams, buses, pedestrians Network Operating Plan. CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY designated shared zones. and bicycles. The Road Network 45 CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > CYCLING CITY

21. Action: Work with VicRoads to investigate early starts

6 1 8 for cyclists at signalised 5 intersections (along with 45 3 pedestrians and public 6 199 4 23 4 82 1 8 transport vehicles). 6 0 0 1 9 2 2 9 7 192

2 Improved bicycle safety 4 7 4 3 7 5 4 2 8 5 6 18 0 2

For cycling to grow as a transport 7 87 0 2 18 2 4 3 2 mode of choice in Melbourne, 9 6 3 6 17 5 2

34 7 the street and path network 10 159 20 1 1 1 must be safer. This requires 12 0 29 1 1 9

more people using it, and it 97 164 3 needs to be more attractive. 8 5 3 There are many measures 112 6 that the City of Melbourne will undertake to reduce car-bike Fig 4.8 LaTrobe Street bicycle volumes in the AM peak, Source: Bicycle Victoria conflict and encourage cycling. Super Tuesday 2010 Among the most effective will be the construction of high quality Options include a range of street space-efficient form of ride and bike lanes, and a reduction in the improvements including converting ride access to trains, but more traffic speed limit in the central to a corral of bicycle parking. parking spaces are required. city to a 40 kph maximum. This was done in 2008 in Lygon 25. Priority Action: Work with The City of Melbourne’s Street, where two car park the Department of Planning policies aim to create a calmed spaces were converted into 16 and Community Development transport environment in which bike parks. A review in 2010 to review planning scheme cycling and walking will be found strong community and bicycle parking rates for new inherently safe activities. business support for this, and building developments. retail spending generated by the 22. Action: Update the Road conversion increased significantly. 26. Action: Work with bicycle Safety Strategy to include a advocacy groups, transport focus on accident blackspots 24. Action: Implement a program management associations and for cyclists, including of delivering on-street bicycle employers to encourage the behavioural and other parking corrals at high installation of good workplace approaches to reduce injury demand locations. end of trip facilities. due to car doors being opened in front of cyclists. Off-street bicycle parking Integrating cycling with public transport Workplaces and educational 23. Action: Work with VicRoads institutions need secure bicycle Cycling can effectively complement to achieve a significant public transport services by improvement to cyclist and parking and facilities for long- providing flexible, independent pedestrian safety. stay users. The single state-wide bicycle parking provision rate mobility at either end of a public More on-street bicycle parking is not adequate for the high transport trip. Carrying bicycles on all forms of public transport Provision of easy to find and use employment density, and transport is common in many similar on-street bike parking needs characteristics of the municipality. cities around the world. Given to keep pace with demand. On an average weekday, 100 car Melbourne’s vast geographical In many of the city’s streets, spaces across the rail network spread, there is potential to make demand for pedestrian space are made available by riding cycling more flexible, adaptive and is high. On street car parking in rather than driving to the station. accessible. Catering for bicycles on many locations provides a good Bicycle parking at suburban train CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY public transport vehicles will require opportunity for conversion. stations is a cost-effective and careful planning to ensure any 46

trials are not too limited to create usage trends, and progress on trials and pilots with robust pre useful opportunities. Capacity, the City of Melbourne’s Bicycle and post installation evaluations. loading times and other issues Plan projects. However cycling A trial will produce clear evidence also need to be considered during in the city needs to be better of success or failure and guidance peak times in the central city. understood in the context of on improvements, and may be less other modes of city mobility. expensive than traffic modelling. 27. Action: Work with the The Bicycle Account could be Innovation trials are deployed Department of Transport successfully in cities leading in to increase secure bicycle expanded into a Melbourne their transport infrastructure parking at suburban train Transport Account that reports to stations. stakeholders and the public on all such as Vancouver (for example city mobility trends and progress. the bicycle lanes on the Burrard 28. Action: Work with transport It could report on VISTA statistics Bridge) and New York (Times stakeholders to support about mode shares, the bicycle Square pedestrianisation). trials, research and analysis statistics, the pedestrian counts, to improve the integration 29. Action: Begin a program of cycling with Melbourne’s car traffic counts on key roads, of trials and pilots to public transport system. on- and off-street car parking test innovative bicycle spaces, and usage of tram, bus, infrastructure and traffic Cycling data and information tram, car share and blue bikes. management in inner Melbourne. The scope and currency of data Innovation through pilot on cycling in the municipality is projects insufficient for good planning for, and promotion of, cycling. There The expansion of city cycling will is no comprehensive and coherent require innovation in the traditional strategy for data collection approaches to traffic design and based on current data gathering management. Traffic modelling techniques and methodologies. can be limited as a tool to predict the outcomes of innovations and Data from the existing nine loop should be complemented with counters, manual counts and mobile and online applications such as the Bicycle Victoria Rider Log provide useful but patchy data. Melbourne bike share is a rich source of cycling data which could also be utilised. There is potential to crowd source information and utilise social media to gather quantitative and qualitative insights into the bicycle network. More comprehensive data will enable better planning and development of the bicycle network, and its publication can be used to promote and manage cycling in the city. Expanding the Melbourne Bicycle Account The City of Melbourne’s Melbourne

Bicycle Account reports on bike CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY

47 Fig 4.9 Albert Street CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT 5 City driving

Context amounts of off-street car parking Goal has been constructed around To date the inner and central city the central city (60,000 spaces) Melbourne will has owed its prosperity in large and a partially complete system embrace a culture of measure to excellent driving access. of central city by-pass arterials/ Private car driving will continue to freeways has been constructed. smart city driving. This be an important option for people will improve traffic to access the city, and for residents Since the 1990s the city moved flow, safety and road and businesses in Melbourne to into a new transport phase. Rates of move around. It meets the need driving in Melbourne have levelled use efficiency and for those trips for which there is off since 2003 (figure 5.1 and 5.2) mitigate the degrading no alternative, such as late night despite strong residential and worker population growth. Whereas effects of traffic on travel, some business travel, travel out of town, in bad weather, travel by public transport, cycling urban liveability, safety or for freight and servicing. and walking has increased, and this growth is predicted to continue. and productivity. From the 1950s Melbourne’s metropolitan transport system The future mobility needs of the became car based. While the municipality as a growing high radial tram and train network density city can no longer be met was configured to service the predominantly by driving. The traditional centre of Melbourne, the municipality is now well into a road network allowed car drivers major shift away from car driving to travel anywhere, anytime. to greater use of a combination of train, tram, bus, walking This post-war shift to high levels of and cycling. In this context car driving re-shaped the municipality: driving has become a part of an access to large parts of the road effective mix of modes rather network has been limited to all but than the dominant mode. the most local traffic to protect the amenity of residential streets; large

Melbourne road traffic volumes 130 Compared against 1993-94 volumes

Outer 125

new trend 120 old trend Total

115

110

105 Travel volume index (1993-94 = 100) (1993-94 index volume Travel Inner 100 1993 1995 2000 2005 2009 Data: VicRoads traffic system performance monitor CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY Fig 5.1 Melbourne Road Traffic Volumes 48

Issues Victorian petrol sales Total monthly sales 2001-2010 East-west road travel

The road links connecting the 500 western metropolitan region to the inner and central areas are much less well developed than the 450 comparable links to the east. There is significantly lower capacity, with the Westgate Freeway being the 400 only motorway connection and with roughly half the number of Megalitres arterial east-west connections. 350 The lack of good east west connections is most acute in the inner north where the Hoddle 300

Street, Victoria Street/Dudley/ 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Footscray and the Alexander Parade/Macarthur Road Fig 5.2 Victorian monthly petrol sales 2001-2010 Source: VicRoads corridors are often congested Road Tunnel; to oppose the use the Port of Melbourne truck freight and where the Port of Melbourne of parks for any works associated directly to the West Gate Bridge. road freight is forced to use with the tunnel or road works or In 2011 the Victorian Government the local road network. associated activities; to provide in reviewed and expanded the In response to this issue, the principle support for sustainable Westlink project to subsume it into City of Melbourne transport transport infrastructure to reduce an East-West Link proposal for an strategy, Moving People and congestion across Melbourne; to 18 kilometre inner urban freeway Freight 2006 proposed an inner note the redrafted submission to connecting the Eastern Freeway east-west motorway connecting the EWLNA reflecting this change and the Western Ring Road, with the Eastern Freeway with the along with the prioritisation of key intermediate connections to Western Ring Road via the city’s all public transport initiatives the Tullamarine Freeway, Port of inner north and inner west. This including a higher priority for Melbourne and Geelong Road. Doncaster Rail; to redraft Council’s concept was further developed The State Government’s 2011 transport strategy to reflect these by the State Government in the submission to Infrastructure changes and to call on the State 2008 East West Link Needs Australia seeks $30 million over Government to adequately fund Assessment 2008 (EWLNA). two years to further develop this public transport as an alternative The EWLNA identified the need project. The submission states that transport solution to overcome the to increase access from the west the East West Link, in combination congestion on the road network. to business services and jobs with other transport network in the inner and middle-eastern State Government proposal for initiatives, aims to support the Melbourne, to improve freight an east west freeway link long term sustainable growth and access from the west to the Port development of Melbourne, and Since 2009 the State Government of Melbourne and to reduce truck have state-wide benefits. The State has been planning the Westlink trips on inner west’s local roads. It Government’s project aims are: proposed an inner city motorway freeway to run from the Dynon đƫ Providing an alternative to the connecting the end of the Eastern precinct to West Footscray via a road tunnel (stage one) and on M1 corridor (Monash Freeway – Freeway via a tunnel through to CityLink Tunnels – West Gate CityLink and on to the inner west. to the Western Ring Road by an elevated road (stage two). The plan Bridge – West Gate Freeway) In June of 2008 Council resolved

also includes a ramp connecting đƫ Reducing traffic on CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY to oppose the EWLNA East West Melbourne’s inner urban 49 CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > CITY DRIVING

arterial roads, especially at the The municipality is now developing significantly negatively affected Hoddle Street exit on the high-density, mixed-use areas by congestion. The cost of delays Eastern Freeway. where residential, commercial, is generally higher for commercial đƫ Linking industry in Melbourne’s retailing, educational and vehicles and they usually have north, east and west with entertainment uses co-exist. no alternative but to use roads. national and international In former times the amenity Need for more efficient use of markets via the Port of for residents, pedestrians and the municipality’s road network Melbourne, and Tullamarine users of pavement cafes and and Avalon Airports. restaurants was not a concern but The municipality is served by an now, in streets where residential, established and well-connected đƫ Enhancing urban renewal and commercial and retail users road network, but the roads have commercial development alike value a comfortable, safe limited capacity. Traditionally, opportunities to the north and and attractive streetscape, the traffic growth has been met by west of the CBD. impact of intrusive traffic is allocating more space to cars often The Victorian Government East becoming a significant issue. at the expense of trams, buses, West Link proposal has significant Roads such as Victoria Street and pedestrians and cycling. Many of implications for meeting the City Road which were once city the key roads in the municipality demands for east-west road travel by-pass roads, now run through have gone beyond their capacity across the metropolitan area and the heart of activity precincts and under this approach leading to more locally for the functioning of heavy through traffic disrupts significant congestion which costs public and private transport and the local mobility and amenity. the city’s economy $3 billion a mobility on the road network in year. As the use of land in the city While M1/CityLink provides a by- the municipality’s north and for intensifies and the city grows, pass that takes some through the location and quality of urban its roads will need to move more traffic off the southwest parts of renewal in the municipality. people and goods more efficiently the local road network, east-west to prevent the cost of congestion Intrusive effect of through through traffic in the northern rising to $6 billion by 2020. traffic part of the city is not being well To avoid future congestion, the A significant volume of car, van and provided for by the Hoddle municipality’s road network needs truck traffic uses the municipality Street and Alexander Parade/ to be optimised for the more as a through route accounting for Macarthur Road by-pass links. space-efficient modes, including half of all vehicle traffic on some Priority for freight and service dedicated lanes for trams, bus streets in the Hoddle Grid area. vehicles priority lanes, bicycles lanes, wider This traffic generates congestion, pedestrian footpaths, safer and degrades urban amenity and The municipality, including the Port more comfortable level access impedes public transport, walking of Melbourne, is the single biggest tram stops and significantly better and cycling, without contributing metropolitan origin/destination priority for space efficient vehicles directly to the productive activity for passenger and freight driving at traffic lights especially trams, within the municipality. trips. Road access for these trips has been essential, but the road buses and pedestrians. Road space Traffic congestion on main roads network into the city is reaching its efficiency can also be achieved by leads to widespread filtering capacity and demand will increase lower speed limits, encouraging through residential areas, as with Melbourne’s predicted growth. the use of more compact cars drivers attempt to by-pass peak and vans, and the increased use The Port of Melbourne is reliant traffic queues. Local Area Traffic of motorbikes and scooters. Management (LATM) has been used on efficient freight distribution Work has begun on improving to limit this by discouraging traffic and collection. High quality the efficiency of roads including for all but local users and reducing road and rail connections to trials of tram priority at traffic the intrusive impacts of through and from the port are essential signals, the installation of bus traffic on neighbourhood amenity. for its growing operation. lanes and the integration of trams,

CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY Vehicles servicing the central city including deliveries are also walking and cycling on Swanston 50

Street, but much more needs to sector compared to a 2020 economic patterns of driving, be done. Also, the share of trips business-as-usual emissions such as priority access for delivery on our roads by a combination scenario. This represents an and service vehicles, smaller of space-efficient modes is now increase of 23 per cent on lighter vehicles and car sharing. increasing while the relative share 2006 levels and a nine per cent of trips by car is falling. Improving decrease on the 2020 business- Road safety for vulnerable road efficiency reduces the cost to the as-usual scenario. The emission users community per trip as faster trams reduction targets outlined in the Road crashes cost at least $18 and buses can do more journeys, City of Melbourne’s Zero Net billion in Australia and have moving more people and providing Emissions strategy include: devastating social consequences1. a more frequent service without đƫ a 20 per cent reduction in The City of Melbourne is unique the need to buy new vehicles. public transport emissions by in Victoria for having the most On-road public transport vehicles 2020, and vulnerable road users, pedestrians, cyclists, accounting for large are frequently delayed where đƫ a 100 per cent increase in majority of all road trips made they cross high volume, inner city bicycle use by 2015, to be within the city (69 per cent in 2009 arterials. This occurs in the case maintained to 2020. of both Hoddle Street and Punt increasing to 78 per cent by 2030). Increasing the use of electric Road (for east-west tram and bus The focus on road safety in the vehicles offers the potential to services), and Alexandra Parade municipality therefore needs to be reduce transport emissions, and Victoria Street (for north- on removing the threat from driving especially if vehicles are charged south tram and bus services). Some to these vulnerable road users. with renewable energy. Other reductions in waiting times have The perceived threat of serious advantages of electric vehicles been achieved through changes to injury or death from drivers is include the use of vehicle batteries traffic signal operation such as has also a major deterrent to cycling to store energy to smooth the been demonstrated in recent trial of and a key reason for the low electricity demand profile and full traffic signal priority for north- level of use of this otherwise the quietness and small size south trams on Nicholson Street. attractive and effective mode. of electric vehicles and the Greenhouse gas emissions absence of tailpipe emissions. Excessive provision of off-street The City of Melbourne has been Transport emissions accounted parking trialling its own electric vehicles for 20 per cent of all emissions Drivers need parking spaces and is participating in the State associated with the municipality but inner Melbourne has a Government’s Electric Vehicle Trial. of Melbourne in 2005–06 comparatively high amount of and this is predicted to grow Excessive idling can be a off-street parking, a legacy of by 61 per cent by 2020. significant contributor to transport past policies to support increased emissions and degrade local Passenger transport (road and rail) commuting by car. Parking in amenity, especially idling by large accounts for 12 per cent of total offices and commercial parking diesel-fuelled trucks and buses. emissions, with freight at eight per stations attracts driving into Several jurisdictions overseas cent. The primary way to reduce the heart of the city where have anti-idling laws including passenger transport emissions in it contributes to peak hour 13 US states and the cities of the short to medium term (and congestion and compromises Vancouver and New York. which the City of Melbourne the operation of the tram and bus services. Much of the traffic can reasonably influence) is The rising cost of driving to facilitate a mode shift away on City Road in Southbank is Driving is expensive and it is getting from cars to public transport, accessing local off-street parking. dearer. The purchase, insurance and cycling and pedestrian options. To avoid the costs of basement maintenance of the vehicles and car parking there has also been a Council has set an emissions fuelling them (oil and electricity) reduction target of approximately will continue to grow as a major 1 Bureau of Infrastructure Transport

188 kilotonnes of carbon dioxide CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY business and household cost. This and Regional Economics (2009). Cost from the passenger transport will likely drive a shift to more of road crashes in Australia 2006 51 CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > CITY DRIVING

recent developer trend to provide Increasing demand for Time-space needs per person this off-street parking in multi-level on-street parking above ground. This is resulting The most convenient form of city 1 m2 in developments where up to parking is on-street parking. The Walking the first 10 levels of the building stock of on-street parking has been Cycling are car parking, presenting a falling however, as road space is ‘dead’ frontage to the street and re-allocated for higher efficiency Bus fostering a lifeless streetscape. road uses such as wider pedestrian Many existing and new city paths, bicycle lanes and bicycle residents do not own a car. Much parking and better tram stops. This of the city has good to excellent Car trend will continue as city activity (50km/h) public transport services and many intensifies and expands, and so will dwellings can access shopping the demand for car parking spaces. and fulfil their other needs A new level-access tram stop which easily by walking or cycling. provides access for around 12,000 There is evidence to suggest people per day is equivalent in area that off-street parking in many to 40 on-street parking spaces, residential areas is over-supplied, which provide access for only about Car with vacancy rates in residential 480 people per day. The new stop (100km/h) body corporate garages of up to also increases the speed, reliability 30 per cent. With a cost to build of and comfort of the tram service. approximately $40,000 per space, Other high priority uses will include, parking significantly increases safe taxi ranks, wider footpaths, the cost of city housing. Many bicycle lanes and parking, developers have sought waivers footpath trading places, and Fig 5.4 Space efficiency of various to reduce the rate of provision more street trees to improve the modes of personal transport below the amount prescribed pedestrian comfort of the street. by the planning regulations. The high demand for Central City small vehicles, motor scooters/ In response, the City of Melbourne on-street parking requires active bikes and bicycles are requiring has amended the residential management of these spaces to new and more specialised on- planning controls from requiring service more short stay drivers street parking facilities. a minimum parking provision and to reduce the traffic and In the municipality’s established to making provision of parking congestion from drivers searching residential areas, many of the optional, up to a maximum rate for an on-street parking space. dwellings are heritage buildings of one per dwelling. Many new Access for service and delivery which pre-date car use. They have residential developments now have vehicles is essential for the little or no capacity for on-site low or zero off-street parking. maintenance and operation of the car parking. As car ownership It is critical that, in conjunction with Central City. They need guaranteed in the city has increased, the this trend, the on-street parking and dedicated parking near their City of Melbourne has instituted in the city is tightly managed to destinations to minimise turnaround resident parking permit schemes ensure cars associated with these times. This increasingly conflicts to enable cars associated with new residential developments do with other road space priorities. these established dwellings to park in the local street. not use the on-street parking as a Car sharing for residents and de facto private parking space. businesses is growing and Early versions of these schemes There is an opportunity for new requires dedicated car parking were undermined by a proliferation parking capacity to be constructed space, particularly in the Central of permits being issued to new so it can be converted to other City where it suits the high dwellings associated with higher more productive uses if it is not density and mix of uses. Other density redevelopment or to CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY needed for car parking in the future. growing types of driving such as drivers who no longer lived in the municipality, let alone the street. 52

This meant there were many more permits than available spaces. Current resident parking permit practice is to exclude the additional new dwellings from higher density redevelopment from the scheme. Objectives and actions East West Link

30. Priority Action: Consider the Government’s proposed East West Link when details are known to make sure that it achieves the City of Melbourne’s transport and urban development objectives and is consistent with council’s resolution of June 2008 opposing the use of any parkland for the purposes of any road works or associated activities. Develop an integrated land use and transport plan for access to and through the Central City hub Melbourne has a knowledge/ service employment corridor which runs from the inner south east to the inner west via the Central City. The corridor is characterised by employment with high effective job density (EJD), a measure of business density and connectedness to other jobs and workers. This high EJD is enabled by high quality transport including roads and public transport. This corridor needs to be consolidated and extended further east and west to run from Clayton to beyond Footscray Central Activities Area. We also need to build on the City of Melbourne’s growth as the primary centre of knowledge and services jobs by expanding the footprint of the Central City. This land use CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY proposal builds on Melbourne’s Fig 5.5 Traffic on Victoria Street, 53 CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > CITY DRIVING

existing successful transport over the internal traffic movements. comprehensive and integrated and land use infrastructure and Instead, it should move through the Network Operation Plan for supports many of the objectives city consistent with local conditions. managing the road network that and actions of this strategy. Making The City of Melbourne’s long recognises the municipality’s this corridor a reality will mean standing policy to protect the unique road use profile and providing a comprehensive public established residential streets from needs now and into the future. transport service that integrates through traffic will continue. Traffic The NOP will allocate priority for rail, tram, bus, taxi, car and local access in urban areas nominated time at traffic signals and space bike share to service the full range as stable in land use policies on roads and footpaths, to achieve of peak and off-peak business will continue to be managed the optimum mix of pedestrians, travel needs through the corridor. to minimise intrusive impacts trams, buses, bicycles, and These services will need to be on neighbourhood amenity. passenger and freight driving. complemented along the corridor The municipality’s expanding This will provide the City of by good passenger car, service mixed use neighbourhoods are Melbourne, VicRoads, Department and delivery vehicle access. the new and emerging residential of Transport and the trams and Current planning for major population growth areas. Here, bus companies with a common infrastructure expansion and housing is mixed at high densities basis for coordinated investment upgrade (including Regional Rail with commercial, retail, educational in improving and developing the link, Metro Rail, East-West Link and entertainment uses. All of road network to meet the current proposal) needs to be brought these uses value safe, attractive and agreed future use profile. Each into a common perspective, as an and comfortable streetscapes local government NOP becomes integrated multi-modal transport for the residential liveability, part of VicRoads’ SmartRoads NOP. plan servicing a unified land use business prosperity and visitor The City of Melbourne is working development strategy, which enjoyment. The roads through with VicRoads, the Department includes the development of the these areas will be designed to of Transport and the Department east west employment corridor. minimise the intrusive impact of Planning and Community Such a plan will provide a clear from all modes of traffic. Development to develop the NOP direction for the complementary The Hoddle Street corridor will for all roads in the municipality. roles of the different modes and become increasingly important for the transport infrastructure and Key principles underpinning the as a north-south ‘city bypass’ urban land development priorities. development of the NOP are: for traffic, local freight and bus The planning and management services, and also as a land use đƫ 31. Priority Action: Work with of roads must enable the the Department of Transport corridor. Initiatives to improve the creation of people-oriented and Department of Planning flow of people and goods must be places and an active and and Community Development closely integrated with land use vibrant city. to ensure infrastructure to planning, to ensure the corridor support east-west travel develops as a vibrant place as well đƫ Priority must be given to space considers all transport modes as an efficient through route. efficient modes including and is well integrated with the walking, public transport and city’s land use development 32. Priority Action: Work with the cycling. strategy. Department of Transport and Through motor vehicle traffic Department of Planning and đƫ Progressively reduce the Community Development to must not degrade the amenity intrusion of through traffic develop a network operating of the street life and operation The municipality needs to be plan to reduce the intrusion of of the city. It will be connected to its surroundings through traffic. encouraged to use roads on and to other centres via the road the perimeter of the city. A inner city road Network network and this will always đƫ Motor vehicle traffic will Operating Plan (NOP) generate through traffic, but this continue to access the city in

CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY traffic should not be given priority Many of the issues outlined ways that are compatible with above need to be resolved in a high levels of activity by public 54

transport and vulnerable road the difficulty of travelling to A key issue for the City of users. Docklands on the tram network. Melbourne in considering changes While King Street is a declared to road pricing is maintaining and 33. Priority Action: Work with the arterial road and is likely to retain enhancing access to the city for Department of Transport and a wide variety of trip purposes. VicRoads to ensure that the a traffic function, opportunities municipality’s Road Network to improve its operation for high- Only when capacity issues on Operating Plan provides for priority users will be identified public transport have been driving balanced with the as part of the new NOP. addressed, will Council consider priority for trams, buses, a congestion levy or ‘City Access’ walking and cycling. 35. Priority Action: Apply the charge to manage demand for Network Operating Plan private vehicle access to the 34. Action: Publish, and regularly principles to change the way Central City during peak periods. review the municipality’s King Street traffic signals network operating plan for operate. Recent changes to fringe benefits all roads in the municipality tax arrangements removed including information about Taxation and road pricing milestone-based incentives that traffic signal operation to Some cities have implemented encouraged more driving. However, ensure that the management road pricing systems in an attempt the current system still provides of the network is transparent. to limit car use in central, active tax benefits for driving that are Crossing King Street and dense urban environments. not available for public transport. These can be effective transport The application of the GST and An example of the NOP approach management tools to improve carbon pricing to public transport is the City of Melbourne’s city access, reduce transport but not to private car travel also plan to review traffic signal emissions and to fund transport undermines federal, state and operation on King Street. improvement projects. local policy objectives relating This street currently carries a Congestion pricing schemes to efficient, sustainable travel. significant number of motor in London and Stockholm, There are a number of price levers vehicles, some travelling to the city for example, have delivered in place across the transport sector and some going through. It crosses significant successes. that send mixed messages to users. tram and bus routes at Flinders These include tollway charges, on- Street, Collins Street, Bourke Street, Other reasons for considering road pricing include: and off- street parking charges, Lonsdale Street and Latrobe Street. registration fees, petrol levies and It also crosses pedestrian routes đƫ The Victorian Competition and public transport fares. Most of leading from Southern Cross Efficiency Commission (VCEC) these charges have been separately Station into the Hoddle Grid urged the government in 2006 established to raise revenue or on Collins and Bourke Streets to undertake a comprehensive recover infrastructure investment. as well as on ‘little’ streets. road charging study in There is an opportunity to look Melbourne. Currently, the traffic lights are set at these in a more integrated up to favour motor vehicle traffic on đƫ A 2008 study into the way and consider how they can King Street, forcing public transport emissions impact of the City of work together to achieve a more passengers and pedestrians to Melbourne’s transport balanced transport system. wait for up to 90 seconds. strategies found that road pricing would deliver the single 36. Action: Work with the This signal set-up encourages greatest emissions saving. Department of Transport to traffic to use King Street as a better understand various route through the city and it The Henry Tax Review transport pricing signals and undermines the efficiency of recommended governments the effect that they have on the public transport operation. analyse the potential network- influencing transport choices. This affects all east-west public wide benefits and costs of variable transport travel and exacerbates congestion pricing on existing toll

roads and other heavily congested CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY parts of the road network. 55 CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > CITY DRIVING

Integrated land use and 37. Priority Action: Work with the Car pooling Department of Transport and transport network planning Car pooling offers the potential to The Department of Planning The increasing intensity of and Community Development increase significantly the efficiency Melbourne’s Central City and the to develop a coordinated of the smart city driving network. provision of high quality public transport and land use plan for The road use efficiency of a vehicle transport services will require the inner metropolitan east- carrying four people is four times as transport and land use planning to west employment corridor high as a single occupancy vehicle. be better integrated. The NOP will integrating all modes rail, The State Government has been provide guidance on the operation tram, bus, taxi, car and bike investigating a car pooling program. of streets but a higher level share and private car. management tool will be needed 40. Action: Encourage and 38. Priority Action: Work with the facilitate car pooling. to coordinate transport operations Department of Planning and with the way land is used. Community Development and Motorcycles the Department of Transport This integrated transport and Motorcycles, particularly smaller to develop an integrated land land use management tool ones, are a relatively space efficient must be a coordinated initiative use and transport planning approach for the municipality. mode of individual travel. Key issues of the City of Melbourne for motorcyclists are road safety and State Government, with Enforcement and motorcycle parking. In Victoria, participation from key government motorcycles can be legally parked agencies such as VicRoads. This strategy highlights the need for efficiency across the city’s transport on the footpath (unless otherwise This tool will identify how the network. Enforcing rules, such as signed) as long as the motorbike transport network will develop, road rules, is a key component of does not obstruct pedestrians, including where new tram stops, making sure the transport system is delivery vehicles, public train stations, bus routes, bicycle doing what we need it to be doing. transport users or parked cars. lanes, freight routes and so on Many aspects of the While this is beneficial for will be located, as well as the motorcycle riders, it can have priorities for land use development transport system require tougher enforcement: drawbacks in terms of pedestrian adjacent to the transport network. access, safety and amenity in High occupancy vehicle lanes The plan will be able to describe đƫ the CBD. Continuing growth on arterial roads and freeways or illustrate how streets will look in pedestrian numbers will put are used appropriately. in the future, taking into account increased pressure on footpath the demands that adjacent land đƫ Intersections are kept free of parking for motorcycles. uses will place on the transport vehicles blocking the progress The Melbourne Planning Scheme network located along the full of on-road public transport, requires motorcycle parking length of the street. It will also be pedestrians, cyclists and other to be provided in all car park able to inform the design of new traffic. developments based on existing developments at a rate of one đƫ Traffic is kept within speed and future transport plans. space for every 100 car spaces. limits, especially on streets In the CBD, this provides for a This will enable agencies to such as Lygon Street, where motorcycle mode share of 0.2 per plan jointly for a sustainable, the speed limit is 40 kph. cent of all trips. The proportion economically efficient and đƫ Bicycle lanes are kept clear of of workers riding motorcycles socially supportive transport and vehicles. (or scooters) into the CBD more land use system for the city. than doubled (to two per cent 39. Action: Work with Victoria of all workers’ trips) between Police and the Department of 2004 and 2006, although Justice to ensure these aspects motorcycles are only one per cent of the transport network are of all trips to the city, according enforced effectively. to the 2007 VISTA figures. CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY

56

Fig 5.6 Police Enforcement of traffic in the Central City has the potential to improve CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY Public Transport operation. Source: Victoria Police 57 CITY OF MELBOURNE > TRANSPORT STRATEGY > FLEXIBLE AND ADAPTABLE PRIVATE TRANSPORT > CITY DRIVING

41. Action: Consult with 45. Action: Investigate ways to 47. Priority Action: Work with motorcycle user groups when reduce pollution generated by State Government to deploy changes to existing motorcycle vehicles idling including anti- driving speed limits across parking are contemplated and idling laws. the municipality that achieve use VicRoads’ guidelines for mobility objectives of this making provision for on-street 46. Action: Work with the State strategy. motorcycle parking facilities. Government and other stakeholders to assess the Optimise the provision of off- 42. Action: Increase the supply applicability of electric vehicle street parking of motorcycle parking in technologies and other congested areas to reduce the innovations in the city. Melbourne also has a significant need to park on footpaths and supply of off-street parking prohibit motorcycle parking Make the roads safe for which could, in the future, where it obstructs walking, vulnerable users provide short term capacity. or other complementary The city’s vulnerable road users, The City of Melbourne’s current activities. pedestrians and cyclists, account parking policy is to limit provision 43. Priority Action: Amend the for the great majority of trips of parking in residential buildings. planning scheme to require on the roads. So, their safety is In March 2010, the City of motorcycle parking provision critical to maintaining high levels of Melbourne adopted planning at a rate that better matches mobility in the city. Driving speed scheme amendment C133, which the levels of current and is a key factor in the death and applies to Carlton, Southbank and predicted use. serious injury of vulnerable road parts of North Melbourne, West users, with the evidence showing 44. Action: Update the Road Melbourne and East Melbourne. It Safety Strategy to strengthen that injury severity increases allows the provision of zero on-site commitment to reducing significantly when collisions car parking spaces in residential death and serious injury to occur at greater than 30kph. developments over four storeys, motorcyclists as vulnerable On roads where there is pedestrian and places a discretionary limit of road users. and cycling activity, slower one car parking space per dwelling. driving improves overall city This amendment was based on Electric and other alternatively- mobility, creates a safer city and demographic and accessibility fuelled vehicles improves the amenity of the public analysis, which determined that the There are a variety of innovative realm. Reducing speed limits areas affected by the amendment vehicles being tested and on these roads will have little have excellent accessibility to researched which may offer effect on driving travel times. public transport and other facilities. significant benefits to cities. This approach is consistent with Following the success of this These include electric and other the National Road Safety Strategy amendment, the City of Melbourne alternately fuelled vehicles which 2011-2020 and was highlighted in will pursue another amendment are becoming more popular as Moving People and Freight 2006- to the planning scheme to an answer to rising fuel prices 2020. A business case compiled set maximum car parking and environmental concerns. by the City of Melbourne in 2007 rates for other land uses (for Electric motor vehicles can reduce for a 40kph limit in the Central example, offices) throughout the emissions and noise. Electric City demonstrated a benefit/ municipality, and review the area to bicycles offer potentially greater cost ratio of 60:1 for the proposal. which amendment C133 applies. emissions reductions and use There is an immediate need for the less space if they replace cars. 48. Investigate an amendment to 40kph Central City speed limit to Others include the Massachusetts the planning scheme to set be implemented. Following this Institute of Technology’s stackable maximum car parking rates a review will be undertaken to and shareable city car concept. for all land uses throughout examine the feasibility of a 40kph the municipality, and review speed limit across the municipality. the area to which amendment C133 applies. CITY OF MELBOURNE - 2012 - TRANSPORT STRATEGY

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49. Action: Investigate will reduce the number of drivers 53. Priority Action: Review and opportunities for new parking circling in search of a vacant space. update Council’s on-street capacity to be constructed parking strategy so it is so that it can be converted to 52. Action: Implement parking consistent with mobility more productive uses in the systems that allow payment objectives of this strategy. future. without requiring parking machines or meters, that will 54. Action: Increase the allocation 50. Action: Discourage the remotely sense and assess of central city on-street provision of long term parking occupancy. parking to short term parking. commercial parking, It is important for the City of particularly in the Central City, 55. Action: Publish parking data, and encourage conversion of Melbourne to plan proactively including occupancy rates, existing long-term commuter for a declining on-street parking prices, availability and other parking into affordable short supply, especially in the Central information. stay parking or other uses. City. This should include an analysis of potential City of Melbourne 56. Action: Provide an effective 51. Action: Optimise parking revenue loss, acknowledging any resident-only parking permit scheme to established accessibility to meet the needs economic impact to abutting for universal access. dwellings that have little or no businesses, and considering the option for on-site parking. Managing on-street parking social and environmental benefit of more intensively changing car parking to other uses. The transport efficiency and In streets with established effectiveness of some of the dwellings that have limited or no road space currently allocated option for on-site parking, such as to car parking needs to be restrictive heritage controls and increased by re-allocating it to an established history of permit meet the emerging profile of restricted parking on their local city mobility needs, including street, the City of Melbourne will new level-access tram stops, provide a well managed resident bus priority lanes, safe city taxi only parking scheme that matches ranks, car share parking, bike the number of available parking share parking, dedicated bicycle spaces in the street with the lanes, and footpath widening. number of dwellings. The scheme will prevent over-subscription and In addition, other streetscape remove access to the scheme infrastructure that supports the for new, additional dwellings city mobility needs may require which increase the site density. spaces currently allocated to car parking. This re-allocation There is an opportunity to use of parking spaces will result in parking data and information to a reduction in the number of develop user interfaces which on-street car parking spaces. make parking in the city more streamlined. This may lead to In the Central City, where demand more efficient traffic behaviour for on-street parking is very high, by reducing the need to ‘hunt’ the City of Melbourne is introducing for parking, and lead to greater information technology to enable compliance through a better public better active management of these understanding of parking controls spaces to deliver greater public in different areas. To encourage benefit. Higher rates of turnover will innovation in this area, Council can enable more intensive use by short be open with parking information stay drivers. This will mean that and support the development CITY OF MELBOURNE, - 2012 TRANSPORT STRATEGY spaces are regularly vacated, which of user interfaces and tools. 59