Transport Strategy Review 2011 Draft

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melbourne.vic.gov.au/futuregrowth

Transport Strategy Update 2011

PLANNING FOR FUTURE GROWTH

Attachment 2 Agenda Item 5.5

Future Melbourne Committee

10 May 2011



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AcknowledgmentsThe City of Melbourne would like to thank the representatives of:

Department of Transport

Department of Planning and Community Development

VicRoads

The City of Melbourne would also like to thank all representatives who contributed to the TransportStakeholder consultation workshops.

The Transport Strategy Update has been prepared by the City of Melbourne.

DisclaimerThis report is provided for information and it does not purport to be complete. While care has beentaken to ensure the content in the report is accurate, we cannot guarantee that the report is without

flaw of any kind, there may be errors and omissions or may not be wholly appropriate for your particular purposes. In addition, the publication is a snapshot in time based on historic information which is liableto change. The City of Melbourne accepts no responsibility and disclaims all liability for any error, lossor other consequence which may arise from you relying on any information contained in this report.

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Contents

1 Executive summary 1

2 Planning for future growth 9

3 Introduction 11

4 Making Melbourne a Connected City 14

5 Effective and integrated public transport 23

6 Cycling city 47

7 Walking city 53

8 Innovative urban freight logistics 59

9 Smart city driving 62

10 Regional and global transport connections 70

11 Appendices 72

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FiguresFig 1.1 Areas of high publictransport accessibility now andin 2030 pg 2

Fig 1.2 Flinders St Station pg 3

Fig 1.3 High Mobility Streets,2030 pg 4

Fig 1.4 Rathdowne Street bikelanes pg 5

Fig 1.6 Lygon Court bikeparking corral pg 5

Fig 1.5 Bike Share station pg 5

Fig 1.7 Swanston Streetredevelopment artist’s

impression pg 5

Fig 1.8 Cargo bicycles arealready improving the way weundertake the last km freighttask pg 6

Fig 1.9 Mode of travel to theCity of Melbourne, now and atarget mode share for 2030 pg 7

Fig 3.1 Municipal StrategicStatement pg 10

Fig 3.2 Moving People andFreight 2006-2020 (2006) pg 12

Fig 4.1 Public TransportPatronage and totalemployment in City of Melbourne 1980 - 2020 pg 14

Fig 4.2 Effective Jobs DensitySource: SGS Economics pg 15

Fig 4.3 Future inner Melbournebuild out scenario pg 16

Fig 4.4 Areas which havecentral city land use, activityand mobility characteristics pg

17

Fig 5.1 Federation Square TramStop pg 23

Fig 5.2 Public Transport Accessibility Index mapping2010 and a possible 2030scenario pg 24

Fig 5.3 Possible Train NetworkConcept 2030 pg 29

Fig 5.4 Train NetworkConfiguration 2011 pg 29

Fig 5.5 Artists Impression,Swanston Street redevelopmentat Little Lonsdale St pg 30

Fig 5.6 Level access tram stopin Fitzroy Street, St Kilda pg 31

Fig 5.7 Level access tram stopshowing permeable access tofootpath pg 31

Fig 5.8 Tram congestion onSwanston Street pg 32

Fig 5.9 Trams to the west of the central city and additionalroutes pg 32

Fig 5.10 Two tram routes movedto the west of the central city; &additional tracks pg 33

Fig 5.11 New tracks and routeson Dynon Rd, in Fishermans

Bend, and along Grattan andElgin Streets pg 33

Fig 5.13 Daily Bus Volumesin the Central City, Source:Department of Transport pg 36

Fig 5.12 Bus Patronagesince 2001-02 Source: Bus Association of Victoria pg 37

Fig 5.13 Proposed changesto bus services in FishermansBend & North Melbourne pg 39

Fig 5.14 Proposed changes tobus routes 216 and 220. pg 39

Fig 5.15 Taxis play a vitalrole in the City of Melbourne,particularly at night pg 41

Fig 5.17 Behaviour Changeoutcomes for Car Sharemembers in Melbourne pg 41

Fig 5.16 Car ownership patternsafter joining car share pg 41

Fig 5.18 Melbourne Bike ShareStation, Swanston Street pg 42

Fig 6.1 Bicycle Volumes in the AM peak pg 44

Fig 6.2 IMAP Bicycle Networkand 2011-2016 constructionpriorities pg 47

Fig 6.3 Bicycle Volumes inthe AM peak, Source: City of Melbourne pg 47

Fig 6.5 Rathdowne Street bikelanes, Carlton pg 48

Fig 6.6 Lygon Street bikeparking corral, Carlton pg 48

Fig 6.4 RiderLog GPS BicycleTrip Mapping Source: BicycleVictoria pg 50

Fig 7.1 Pedestrians in Spencer Street at Southern CrossStation pg 52

Fig 7.2 Pedestrian growth in theCentral City pg 54

Fig 7.4 Existing and proposedtemporary street closures pg 55

Fig 7.3 Pedestrian NetworkMapping Concept pg 55

Fig 7.5 Future pedestrianactivity around public transport2030 pg 57

Fig 8.1 Cargo bicycles arealready improving the way weundertake the last km freighttask pg 60

Fig 9.1 Space ef ficiency of various modes of personaltransport pg 62

Fig 9.2 Total Monthly PetrolSales from 2001-2009 Source:VicRoads pg 63

Fig 9.3 WestLink, a link to theeastern freeway and proximityto the Central City pg 64

Fig 9.4 Melbourne Road Traf ficVolumes pg 65

Fig 9.5 Police Enforcement of traf fic in the Central City hasthe potential to improve PublicTransport Operation pg 68

Fig 12.1 ImplementationProgram Table pg 72

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1 Executive summary

This is an update of the City of Melbourne’stransport strategy, Moving People and Freight 2006-2020 . It sets new key directions andpolicy targets which take into account significantchanges in transport policy and strong growth inpublic transport use, cycling and walking since2006.

The key directions are:

Go anywhere, anytime public transport for inner Melbourne

Support public transport, walking and cyclingas the dominant modes of transport in inner Melbourne

Develop high-mobility pedestrian and public

transport streets in the Central City Make Melbourne a true cycling city

Foster innovative low-impact freight anddelivery in central Melbourne.

The strategy update contains an implementationprogram, which will be coordinated with the StateGovernment to ensure that projects such as newtram stops and rail tunnels also contribute tocreating great streets.

An annual implementation report will bepresented to Melbourne City Council to track thestrategy’s achievements. The strategy will bereviewed again in 2016.

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1.1 Key direction 1Go anywhere, anytime publictransport for inner Melbourne

The City of Melbourne will foster the capacity andintegration of the public transport system (rail,tram and bus). This will provide more businessesand residents of inner Melbourne with a levelof mobility that becomes competitive with thatprovided by the private car. It will also support thecontinued shift from private car to public transportand help reduce road congestion.

The service provided by Melbourne’s publictransport needs to be significantly improved, inorder to support the expansion of the Central Cityarea, job growth, the intensification of the city andthe growing trend towards using public transportin preference to driving.

Public transport patronage is growing at about sixper cent per year.

The most important public transport initiatives are:

Untangling the train network

Adding new lines, including the MelbourneMetro train tunnel, to double train capacity tothe Central City and improve accessibility andcapacity throughout the network

Speeding up the tram and bus networks;increasing capacity, frequency and the qualityof stops.

Walking is an integral part of public transport journeys. The City of Melbourne will give greater priority to pedestrianisation for routes to publictransport nodes.

St Kilda

PortMelbourne

Heidelberg

Footscray

Camberwell

Toorak

Caufeld

Footscray

Cambe well

Caufeld

Fig 1.1 Areas of high public transport accessibility now (dark green) and in 2030 (light green)

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1.2 Key direction 2Optimise the transporteffectiveness of inner Melbourne’s

roadsThe City of Melbourne will support growth inpublic transport, walking and cycling as thedominant modes of transport in inner Melbourne.This includes redesigning road space allocation,traf fic signalling, containing the provision of off-street parking and improving taxi and car shareoptions.

This will help address the problems of congestion,road trauma, urban pollution and greenhouseemissions and inef ficient use of valuable space inthe city.

The City of Melbourne will work with the State

Government to develop a new network operatingplan for the city’s streets which will encouragethrough traf fic to use roads designed to cater for bypass traf fic on the perimeter of the city, andwill give priority at traf fic signals to high-capacitypublic transport vehicles, pedestrians and cyclists.

Fig 1.2 Flinders Street Station




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1.3 Key direction 3Develop high-mobility, pedestrianand public transport streets in the

Central CityThe City of Melbourne will progressively upgradethe mobility provided by Melbourne’s Central Citystreets by prioritising public transport, walkingand cycling. This will be coordinated with tramand bus route upgrades, using a whole-of-streetapproach to integrate infrastructure changessuch as new level access stops into a high qualitypublic realm.

Functional objectives for these streets include:

A pedestrian-oriented streetscape

High quality connections between activitycentres and transport interchanges

Street trees, water sensitive urban designprinciples and other sustainable designelements.

Improved streetscapes will be synchronised,with improved priority for high capacity publictransport vehicles at traf fic signals, as part of theimprovement of public transport routes such astram route 96.

Fig 1.3 High Mobility Streets, 2030




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1.4 Key direction 4Make Melbourne a true cycling cityMake Melbourne a true cycling city, in the inner

and central areas, with infrastructure suchas separated lanes and road managementimprovements. The safety, convenience andattractiveness of cycling on inner and CentralCity roads will tap Melbourne’s significant latentcycling potential. Such a shift to cycling will helpreduce congestion on road and and on publictransport.

Other initiatives that will boost cycling includeconstructing more on-street bicycle parking, andchanging planning rules so that more bicycleparking is constructed in new buildings.

The City of Melbourne will work to improve and

expand Melbourne Bike Share, to increase its useand better integrate the system into Melbourne’stransport networks.

Fig 1.6 Lygon Court bike parking corral Fig 1.7 Swanston Street redevelopment artist’s impression

Fig 1.5 Bike Share station Fig 1.4 Rathdowne Street bike lanes




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1.5 Key direction 5Foster innovative low-impactfreight and delivery in central

MelbourneThe City of Melbourne will foster more ef ficientand lower impact freight and delivery to theCentral City. An ef ficient freight delivery systemis vital to the city. Freight deliveries provideeverything that is consumed in the city, includingstock for shops, food for restaurants and of ficesupplies.

The last kilometre of these supply chains has themost impact on the Central City and it is wherethere are the most opportunities for improvementsin ef ficiency.

Future streetscape developments will give priority

access to freight delivery and service vehiclesover general traf fic. The City of Melbournewill encourage innovative, low-impact deliverysystems such as low-emission and hand-operatedvehicles and freight consolidation centres.

It will use the opportunity of new developmentsto investigate the provision of innovative deliverysolutions.

Fig 1.8 Cargo bicycles are already improving the way we undertake the last km freight task




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1.6 Purpose of the strategyThe purpose of the strategy has five elements:

To coordinate the City of Melbourne’s

transport initiatives – plans, programs,research and five-year capital works program

To coordinate the City of Melbourne’sstrategic land use development policy

To advocate the City of Melbourne’s positionon transport and related land use policy toState Government

To enable alignment between City of Melbourne and State Governmentinvestment in transport infrastructure, serviceimprovements, programs and research

To enable alignment between the Cityof Melbourne and its many stakeholdersincluding traders, businesses, universities

and neighbours.

1.7 Reason for the updateThis Transport Strategy Update has beenprepared because of:

Significant change in the state of transportactivity and policy

Changes in the City of Melbourne’s positionon various aspects of transport policy

Changes in the City of Melbourne’s strategicland use policy

The need to coordinate with StateGovernment’s new metropolitan strategy on

transport and land use

The need to refresh the priorities for the nextfour years.

1.8 High level policy targets

By 2020 90 per cent of all commuter trips to the CBD

will be by public transport, cycling, walking —the 2006 journey to work census figure was72 per cent.

By 2030 80 per cent of all trips to the City of

Melbourne will be by public transport, cyclingand walking — the latest Victorian Integrated Survey of Travel and Activity (VISTA) 2007figure is 54 per cent.

95 per cent of all trips within the municipalitywill be by public transport cycling and walking— the latest VISTA 2007 figure is 84 per cent.

1.9 Policy targetsBy 2016 (the term of the 2012-16Melbourne City Council)Bicycles Bicycles account for six per cent of trips to

the municipality (VISTA 2007 figure was four per cent) and six per cent of all trips withinthe municipality — the latest VISTA 2007figure is four per cent.

Planning scheme is amended to increaseprovision of off-street bicycle parking in inner Melbourne.

20 on-street parking corrals are installed.

Two fully-connected east-west and twonorth-south separated bicycle routes areconstructed in the Hoddle Grid.

2007 Travel to the City of Melbourne

Car

46%

Public

Transport

46%

Walking

4%

Bicycle

4%

2030 Travel to the City of Melbourne

Car 20%

Walking

8%

Public

Transport60%

Bicycle

12%

Fig 1.9 Mode of travel to the City of Melbourne, now and a target mode share for 2030




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A map of the quality of the inner Melbournebicycle network is published regularly.

Pedestrians

Pedestrians account for six per cent of tripsto the municipality — the VISTA 2007 figurewas four per cent — and 80 per cent of alltrips within the municipality — the Vista 2007figure was 69 per cent.

Master plans are completed to maximisepedestrian access to key public transportnodes including all City Loop and MelbourneMetro 1 stations and key trams stops.

Pedestrians are given priority in traf fic signaloperation at all key intersections in theCentral City.

Pedestrian death or major trauma from roadaccidents is reduced by 25 per cent.

Cars Maximum off-street parking rate for all land-

uses in the municipality is implemented via aplanning scheme amendment.

300 on-street car share spaces are installedin the City of Melbourne, of which 50 are inthe Hoddle Grid.

40 km per hour is implemented as the speedlimit in central Melbourne.

New network operating plan is approvedand 50 per cent of Hoddle Grid signalsare changed to prioritise ef ficient transportmodes.

A major State Government study into road

pricing in Melbourne is complete.

Trains Construction has commenced on the

Melbourne Metro line.

Regional Rail Link is complete and operating.

Peak hour (peak direction) train frequency isincreased by more than 50 per cent from thecurrent 115 services.

Trams 90 per cent of tram stops in the municipality

are level access stops.

Average tram speeds in the municipality areincreased by 20 per cent and reliability is

improved due to signal priority, level accessstops and tram lanes.

Tram frequency is increased to a minimumof 10 minute frequencies, where these levelsare not currently met.

Buses Queen Street and Lonsdale Street are

optimised to reduce bus travel times by 30per cent in the city and improve reliability.

Blue Orbital (inner metropolitan) SmartBusroute is operating.

Governance Transport and land use systems in central

Melbourne are being planned and managed

in a transparent and integrated manner, withthe participation of key agencies includingthe Department of Transport, Department

of Planning and Community Development,VicRoads, the City of Melbourne and others.

A program of enforcement is improving the

operation of on-road public transport inMelbourne.

Data A Melbourne Transport Account is

published regularly, indicating progresstowards strategic transport goals for centralMelbourne.

Communications A coordinated communications campaign is

informing travellers about appropriate travelchoices and behaviours in Melbourne.

1.10 The majorimplementation actionsfor 2011-2016

The City of Melbourne’s implementation plan todeliver this strategy is at appendix 12.1. Theseactions include planning and design, capitalworks, advocacy, communications and reporting.Some key actions are:

Reconstructing high-mobility streets inMelbourne to maximise access to the cityby public transport, walking and cycling,especially through the construction of newintegrated tram stops.

Constructing separated bicycle lanes on key

north-south and east-west streets (Latrobe,Collins, Exhibition, Swanston, William) intoand through the Hoddle Grid.

Master planning key pedestrian and publictransport nodes including the intersection of Flinders and Swanston Streets and SouthernCross station.




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2 Planning for futuregrowth

Urban growthThe growth surge which began in the late 1980swill see the number of residents and workers inthe City of Melbourne double by 2030. As citiesgrow, they use resources more ef ficiently; their wealth, creativity and innovation increases, and,for businesses and residents alike, there aregreater opportunities and improvements in thequality and range of services available. But thisgrowth must be carefully planned, designed andmanaged to ensure the future city will also besafe and enjoyable.

The Central CityThirty years ago, Melbourne was a city of manufacturing. Today, it is Australia’s mostproductive city in terms of a knowledge economy.The dense and diverse Central City, whereknowledge is created, exchanged and tradedacross Australia, and indeed the globe, is thebase for this new industry. The continued growthand expansion of the Central City is important for the future prosperity of Melbourne.

Central City expansionUntil the 1980s, the traditional Central BusinessDistrict (CBD) expanded and developed withinthe Hoddle Grid and along St Kilda Road. In the

1980s, housing and other non-commercial usesgrew in the CBD and transformed it into a Central Activities District (CAD) which also expandedacross the Yarra River into Southbank. Thisexpanded CAD, now known as the Central City,grew west into Docklands in the 1990s. In thelast decade, the Central City has expanded intoSouthbank, Docklands and north of the HoddleGrid. Over the next 20 years, the capacity for Central City growth will extend to E-Gate and Arden.

Connected cityPeople in a dense, vibrant and prosperous

knowledge economy city need convenient,effective and reliable ways of moving around,and to be highly connected to the surroundingmetropolitan regions. Some 800,000 workers,students and visitors come into the city each day.This number will grow to 1.1 million by 2030.Since the 1960s, the private car has been theprimary means of transport, but this is changing.In 1990, 65 per cent of all trips were by car. By2007, the figure was 35 per cent, and in 2030 only10 per cent of trips will be by car, with 90 per centby train, tram, bus, walking, cycling and taxi.

Urban renewalThe transition from manufacturing to a

knowledge-based economy has left inner Melbourne with expanses of underutilisedindustrial land. This land, located adjacent to,

and within the Central City, accounts for 13 per cent (476 hectares) of the municipal area andcreates a significant advantage for Melbourne.Through urban renewal, there is the opportunityto turn this into well-planned, well-serviced, highdensity residential and business accommodation.

Resource efficient and climatechange adaptedUrban renewal of underutilised industrial landwill require significant upgrading or wholesalerenewal of the energy, water and waste utilitiesinfrastructure. New, integrated, local energy,water and waste systems can provide significantlymore ef ficient services to homes and businesses.

Experts predict that Melbourne’s future climatewill be hotter and drier but with more intensiverainfall events and a rise in the sea level. This

could put 50 per cent (200 hectares) of the city’surban renewal areas at risk of flooding. The citymust be future-proofed against these climaticchanges.

IdentityMelburnians in the inner and central part of thecity have a great quality of life. Social and culturalexperiences are highly valued, and the City of Melbourne has the opportunity to extend thesebenefits to people living and working in the newparts of the city.




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Fig 3.1 Municipal Strategic Statement Growth Framework

210

Municipal Boundary

Public Open Space

Stable Areas

Ongoing Change Areas

Urban Renewal Areas

Land Not Governed By The City of Melbourne

Note : Urban Renewal Areas are indicative only and will be subject to further study:

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STONNINGTON

Racecourse

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3 Introduction

3.1 The Vision for aConnected City

Future Melbourne is the community’s plan for Melbourne to grow as a global city — one of thetop ten most liveable and sustainable cities inthe world. The measure of success will be theachievement of six goals for making Melbourne:

A city for people

A creative city

A prosperous city

A city of knowledge

An eco-city

A connected city.Future Melbourne ’s connected city goal is for all people to be able to move about freely, tocommunicate and trade, locally, regionally andglobally, without sacrificing essential social or ecological values.

As a connected city, Melbourne will have mobilityinfrastructure that supports its prosperity,liveability and sustainability. An integratedand affordable network of public transport,roads and paths for pedestrians, bicycles andmotor vehicles will enable its people to accesscommerce and services. This mobility is essentialto the life of the city.

The six connected city goals are:

Effective and integrated public transport

Cycling city

Walking city

Innovative urban freight logistics

Smart city driving

Regional and global transport connections.




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3.2 The need to reviewMoving People and Freight 2006 ?

The City of Melbourne’s previous transportstrategy, Moving People and Freight 2006-2020, published in 2006, established a vision of anintegrated and sustainable transport system for Melbourne with a focus on ‘Getting to the city’,‘Getting around the city,’ and ‘Freight andcommercial travel’.

This update of Moving People and Freight 2006- 2020 extends the horizon of the strategy to 2030and aligns with the City of Melbourne’s land usestrategy in the Municipal Strategic Statement andstructure plans.

Achievements since 2006Moving People and Freight 2006-2020 wassuccessful in several ways. It proposed major projects which have won State and FederalGovernment support, such as an early versionof the Melbourne Metro rail tunnel and theMelbourne Bike Share scheme. It launchedplanning and capital works activities by the City of Melbourne which have resulted in improvementsto the transport system. These include newbus lanes on Queen and Lonsdale Streets, anamendment to the planning scheme to remove arequirement for minimum parking provision in newresidential developments, expanded car sharingservices, improved cycle times for pedestrians at

traf fic signals in the CBD and new bicycle lanes.

The vision of Moving People and Freight 2006- 2020 and most of its strategic directions remainrelevant today. However, there has been stronger than expected growth in public transport use,walking and cycling. The economic impacts of road and public transport congestion are growingalarmingly. There is a new State Governmentstrategy and transport legislation, and major new transport projects are being planned anddelivered.

The Changed Policy EnvironmentCity of Melbourne Policy

Future Melbourne In 2008, the City of Melbourne adopted visionaryFuture Melbourne connected city (transport)goals. The overarching goal for Future Melbourne ’s connected city goal is for 90 per centof people working in the Melbourne CBD to arriveby public transport, cycling or walking in 2020 —up from 72 per cent in 2006.

Municipal Strategic Statement

The City of Melbourne’s new Municipal Strategic Statement sets out a vision for urban renewal andCentral City growth based around improved publictransport services, especially train services linkingto other Central Activities Districts.

Important directions since 2006 Zero Net Emissions

Council Plan 2009-2013

Southbank Structure Plan

Planning scheme amendment C133(maximum parking rates)

Swanston Street redesign

City North Structure Plan

Arden-Macaulay Structure Plan

Inner Melbourne Action Plan The Inner Melbourne Action Plan was adoptedby its members (the Cities of Melbourne, Yarra,Port Phillip and Stonnington and VicUrban) in2005, with a 10 year plan to make Melbournemore liveable. Its strategies include linking andimproving transport routes, minimising traf ficcongestion and increasing public transport

use, supporting planned residential growthand housing choice, developing the inner city’sdistinctive activity centres, business investmentand tourism, and linking regional open spaces.

State Policy and LegislationThe State Government has launched severalmajor transport projects, including plans for theMelbourne Metro and the Regional Rail Link, bothof which will deliver major benefits to the transportsystem. Land use planning at the State level hasalso progressed since 2006 with the Melbourne @ 5 million strategy update released in 2008. A new metropolitan strategy is scheduled to bereleased in November 2012.

Transport Integration Act (2010)

The new Transport Integration Act (2010) requiresthat the transport system should be planned asa single system performing multiple tasks rather than as separate transport modes. Its core focusis integration and sustainability.

The City of Melbourne is required to have regardfor the objectives and decision-making principlesof the Act.

The transport system objectives of the Act are:

Social and economic inclusion

Economic prosperity Environmental sustainability

Integration of transport and land use

F i g 3 . 2

M o v i n g P e o p l e a n d F r e i g h t 2 0 0 6 - 2 0 2 0 ( 2 0 0 6 )




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Ef ficiency, coordination and reliability

Safety, health and wellbeing.

The decision-making principles of the Act are:

Integrated decision-making Triple bottom line assessment

Equity

The transport system user perspective

The precautionary principle

Stakeholder engagement and communityparticipation

Transparency.

The principles and objectives of the Act are instrong alignment with the City of Melbourne’stransport and land use policies and strategies andthe City of Melbourne will use them when makingtransport and land use decisions.

Federal policy

The Federal Government has formedInfrastructure Australia, as well as the Major Cities Unit, and outlined requirements for transport and land use planning projects thatseek federal funding. Urban congestion and theef ficiency of cities are becoming more important.The annual cost of congestion in Melbourneis $3 billion (rising to $6.1 billion by 2020) and Australia’s congestion costs per unit of grossdomesic product are 30 per cent higher thanthe Organisation for Economic Co-operationand Development (OECD) average. Australia’snational economic well-being is increasinglydependent on its capital cities, with 61 per cent of Australia’s economic activity in 2006 occurring inSydney, Melbourne, Brisbane and Perth.

These policy and behavioural changes occurringsince 2006 have informed the 2011 update of Moving People and Freight .

3.3 The structure of thisstrategy

The structure of this strategy broadly follows thatof Future Melbourne. Section four covers some of the main issues that will challenge the transport

system in the future including strong growth of thecity, environmental and fuel issues and equity of access to transport.

The key directions synthesise the most importantaspects of the strategy and represent the areasin which the City of Melbourne’s advocacy andactions will be concentrated. The remainingchapters are based around the transport modesas outlined in Future Melbourne. They cover thecontext, issues, objectives and actions proposedby the City of Melbourne for each of the modes.




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4 Making Melbourne aConnected City

4.1 GrowthPeople come to cities to live, work, visit, dobusiness and conduct a myriad of other activitiesbecause they want and need to be close to other people. This density of activity is what makesour cities vibrant and ef ficient places. It createseconomic growth and cultural life. This densityrequires a transport system that makes the mostef ficient possible use of space and time.

The different elements of the transport systemneed to be coordinated so people can usethe most appropriate modes or technologies

at different times of the day and for differenttransport tasks.

To enable the growth of InnerMelbourne

Economic growthMelbourne is an international hub for trade,business, retail, education, science, arts, culture,and industry. The Central City is also the State’smain retail centre. Melbourne is Victoria’scapital city and its primary business and activitydestination. Twenty one per cent of all of Victorian jobs are located in the city and 40 per cent arelocated in inner Melbourne.

In 2008, the City of Melbourne occupied 0.4per cent of the land area in the MelbourneStatistical Division but its gross local product, atan estimated $45 billion, was approximately 24per cent of the gross state product (GSP) of theMelbourne Statistical Division and 18.5 per centof Victoria’s GSP.

In 2006, there were more than 366,000 peopleemployed in the municipality. By 2030 an extra110,000 jobs will be created in the city. The rateof employment growth in Melbourne has been3.3 per cent per year since 2002, faster than theState average of three per cent.

Increasing Central City intensity is a key driver of labour productivity. Increasing Melbourne’sproductivity is vital to creating a prosperouseconomic future for the city, the wider metropolitan region and the rest of the State.

Jobs growth in central Melbourne up to 2030 willbe significant, with the strongest growth expectedin the sectors of finance and insurance, personalservices and property and business services.However, this job growth relies on a well-connected transport network to allow workers toreach their jobs and to allow knowledge workersto interact with other firms.

Efffective Job Density (EJD) measures the abilityof firms to use the transport network to accessthe services they need, including businessservices and workers. The higher the EJD, thegreater their access to other firms and workers.

EJD is highest in central Melbourne. A highEJD is associated with greater productivity and

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1980 1985 1990 1995 2000 2005 2010 2015

PT patronage (millions)

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300000

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Fig 4.1 Public Transport Patronage and total employment in City of Melbourne 1980 - 2020




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Effective Jobs Density (SGS)

Inner City, All Transport Modes

Very High High Moderate Low Very Low


Inner City, Public Transport Only



Metropolitan All Transport Modes


Fig 4.2 Effective Jobs Density Source: SGS Economics




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prosperity. Currently, the private vehicle networkmakes a significant contribution to Melbourne’sEJD. However, as Melbourne’s density increasesand congestion grows, space ef ficient modes of transport will need to provide better services tomaintain and increase Melbourne’s EJD.

A high-capacity transport system supportsMelbourne’s role as a job centre. Compact,city centre-style development, served by highquality public transport, especially trains, leadsto increases in productivity, creativity andsynergy amongst related businesses becauseof proximity benefits. This stimulates innovationand specialisation, as specialist firms have goodaccess to a wider variety of clients. High-capacitypublic transport systems deliver economicbenefits through this agglomeration.

By contrast, an overcrowded train system cansuppress jobs growth. It has been calculatedthat for every 10 per cent of overcrowding onMelbourne’s trains, the city misses out on creatingbetween 1600 and 2600 jobs (Currie, 2011). Thepeak rail capacity of Melbourne’s train system iscurrently approximately 40 per cent overloadedand this is projected to go as high as 44 per centby 2015 even with current planned improvementsin place.

Residential growthThe City of Melbourne is working to attract newresidents. We anticipate that the city’s populationof 88,000 in 2008 could increase to 208,000 by

2030. Most of these people will live in higher-density, mixed use developments, close toshopping, jobs, recreation and other attractions.The most suitable modes of transport for manyof these trips will be walking, cycling and publictransport, with car use for some trips. Already 69per cent of trips within the city are on foot and thiswill increase. To attract these residents to live inMelbourne, a well-connected network of publictransport, walking and cycling facilities will bevital.

Visitor growthThe number of weekday visitors to the city isexpected to grow from 690,000 per day in 2006to one million per day by 2020. Visitors travelto Melbourne for a variety of reasons, includingaccess to employment, professional services,recreation, education, social, and other needs.

An ef ficient and well-connected transport systemis essential to meet visitor growth targets.Growing visitor numbers will put more pressureon the transport network and will increase theneed for the City of Melbourne to provide spaceef ficient transport.

Urban RenewalThe Municipal Strategic Statement (MSS) setsout an integrated transport and land-use strategyto encourage growth. It shows that most of thedevelopment in Melbourne will occur in the urbanrenewal areas, with some in the areas of ongoingchange (see MSS map). As the city grows (both

2010 2020 2030 2040

Transport Infrastructure

Port of Melbourne grows to capacity

Melbourne Metro

RRL

Melbourne Freight Terminal

Arden Central develops

City North develops

Docklands built out

E-Gate developed

Fishermand Bend Developed

Dynon precinct developed

Central city jobs capacity

Arden Macaulay North develops

Urban Renewal Areas (See MSS Map)

Fig 4.3 Future inner Melbourne land renewal build out scenario






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spatially and in intensity), the access and mobilityneeds of people living, working and visiting thecity will change. The space ef ficient modes of walking, cycling and public transport will becomemore important.

The availability of land for development closeto the centre of Melbourne is one of the city’skey advantages, because this land is in an ideallocation for new, high-value jobs. The growth of the city from the Hoddle Grid into Southbank andDocklands have been key factors in expandingthe number of high-value jobs in close proximityto each other, promoting business to businessinteraction, job creation and business innovation.

By 2030, the Central City area of the municipality,which has historically been defined by the HoddleGrid, will grow to the south (Southbank), west(Docklands and E-Gate) and north (City Northarea). This will be high density growth, madeup of mixed land uses. By 2025, developmentwithin the Hoddle Grid, Southbank and Docklandsis expected to be well advanced and newopportunities will be needed to create spacefor further high-value job expansion. At thispoint, areas in the inner west such as the Ardenand Dynon precincts are likely to offer goodopportunity for expansion.

An expanded Central City means that Central Citytransport characteristics will need to be replicatedin the new areas. This means excellent qualitypedestrian networks, including wide footpaths,

shading, plentiful crossing opportunities, shortwaiting times and less intrusive motor vehicletraf fic. It also means high quality public transport— especially surface transport for access anddistribution and trains with the appropriatecapacity — with frequent services to a widevariety of destinations. This involves designingattractive communities based around highquality public transport services, a walkableneighbourhood, reduced car parking provision,car sharing, and high quality bicycle networks.

Much of the land in the city’s inner west sits closeto existing and planned high quality transportlinks such as rail lines and freeways. There is

an opportunity to connect these areas to thetransport network.

Transport Emissions

Emissions from transport represent approximately15 per cent of all greenhouse gas emissions in Australia, equating to about 80 mega-tonnes of CO2 emissions annually. Eighty five per cent of these emissions are from road transport, includingover 40 mega tonnes from passenger car travelalone. This substantial environmental impact mustbe reduced.

The 2008 Garnaut Climate Change Review acknowledged the urgency of this challenge, and

called for governments to plan for compact cities,and invest in a shift from high-emission modesof transport to rail, public transport, walking and

cycling. The City of Melbourne has aligned itstransport and land use planning policies with thisobjective, and will continue to implement andadvocate for other government bodies to invest inthis shift.

Vulnerability to energy price rises

CSIRO predictions of oil price rises indicate thatpetrol prices in Australia could be between $2and $8 per litre if there is a near-term peak ininternational oil production, resulting in decliningfuture oil supplies. Australia is exposed to theeffects of depleting global oil supplies, giventhat national oil reserves are only 0.3 per cent of global reserves.

A significant factor behind the surge in publictransport patronage during 2006 and 2008was the rise in petrol prices. Concerns aboutoil vulnerability support the City of Melbourne’spolicy of encouraging public transport use, cyclingand walking.

The cost of electric cars is currently prohibitive tosignificant uptake in Australia. This high cost willlikely reduce as new technologies and re-chargingprocesses become more main-stream, however the cost of electricity is likely to rise in comingyears, influencing the cost of private and publictransport.

Equitable access

Approximately 18 per cent of the Victorianpopulation has some form of disability, and with

an ageing population ease of access is importantto us all. The City of Melbourne maintains aprogram of works to ensure access for all abilitiesto its spaces and places, including progressivelyimproving access to public transport stops. TheCity of Melbourne’s Children’s Plan aims for highquality, accessible transport services to meet theneeds of children and families and to promoteindependent mobility for children.

4.2 Connecting the currentand future Melbourne

The emerging transport task

GrowthMelbourne has an extensive and well-usedtransport network that includes roads, trains,trams, buses, bicycle lanes, taxis, andother components. This transport networkhas underpinned Melbourne’s growth anddevelopment until now. However, there are manyindications that show the transport network is notsuf ficient for the current and future transport task.Metropolitan Melbourne and the city are growingand the transport task will increase significantly.By 2036, Metropolitan Melbourne’s population is




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predicted to grow by 1.8 million people, from its2006 population of 3.7 million, to 5.5 million.

Public TransportThe train system brings more people into theCity of Melbourne than any other mode. Duringpeak times it is about 40 per cent overloaded.On current predictions, this is expected toworsen by 2015. The system has been affectedby maintenance problems. The tram systemis also frequently overcrowded and slow tramspeeds and lack of reliability reduce its capacityto move people. In the city centre, tram stopsare frequently overcrowded. Buses are similarlyaffected in central areas. Parts of the publictransport network are not yet accessible to peopleof all abilities.

RoadPublic transport is not yet a realistic alternative toprivate vehicle ownership, except for a relativelyfew Melburnians in central areas. Motor vehiclesare the dominant mode of transport throughoutmetropolitan Melbourne, but increased fuel costswill put an economic strain on many families.Traf fic congestion is having a major negativeimpact on the road system and it is growing.Delays to public and private transport currentlycost the Melbourne economy about $3 billionannually. Road trauma, especially affectingpedestrians and cyclists in central Melbourne,remains a problem.

WalkingMelbourne has an extensive network of pedestrian facilities including wide footpaths androad crossings, laneways and paths. However,growth in the use of public transport and visitationto the city mean that some footpaths andcrossings are often overcrowded and pedestriansare forced to walk on the road, wait too long tocross roads or cross illegally. There are manygood quality bicycle facilities in Melbourne butthese are not adequately connected to create acomprehensive network, nor are they suf ficientlyseparated from motor vehicles to encourage their use by a wide variety of people.

Melbourne needs to improve the quality of itstransport network to achieve the vision of being aconnected city. This strategy describes the City of Melbourne’s plans to achieve that vision.

Freight and DeliveriesThe freight task at the Port of Melbourne isgrowing and expected to quadruple from its 2008volumes to eight million twenty-foot equivalentunits by 2035. Only eight per cent of total freightmovement in Victoria is on rail. Road freightis significantly affected by congestion as thecost of operating commercial vehicles rangesfrom $32 per hour for light vehicles up to about$75 per hour for B-doubles compared to about$20 per hour for a standard passenger vehicle.Improvements to the rail network across Victoriacould have a real impact on road congestion. Around 200,000 containers of goods are currentlyshipped by rail to and from Melbourne each year.

This saves around 130,000 truck trips. Lightcommercial vehicles, which deliver much of thefreight consumed in the City of Melbourne, makeup 70% of the delivery fleet and deliver 10% of the freight. Increasing the ef ficiency of thesevehicles could make an impact on congestion andimprove the amenity of the Central City wherespace is a scarce resource.

Key Directions of this StrategyThe key directions synthesise the most importantaspects of this strategy and represent the areasin which the City of Melbourne’s advocacy andactions will be concentrated. The first three keydirections cover initiatives that pertain to severalmodes and require an approach that is stronglyintegrated. Action on these will require strongcooperation by the City of Melbourne, StateGovernment agencies and others.

1 Improve public transport for travel anywhereanytime in inner MelbourneMelbourne’s public transport system requiressignificant improvement in order for Melbourneto continue growing as a global city and to reachits goals as a city for people, a prosperous andcreative city, a city of knowledge and an eco-city.

This key direction brings together many of theproposed actions and policies in the strategy.These include expanding the capacity of thepublic transport system to provide for job growthand peak demands, improving the performanceof the system so that it is reliable and journey

times are not affected by delays, improvingaccess so that services are frequent and connecttravellers with jobs and destinations so that ininner Melbourne the system provides the type of mobility which is competitive or better than thatprovided by the private car.

Walking is a key part of public transport journeysincluding walking between services or walkingto final destinations. Chapter 4 details thestrategy’s actions and policies on public transport.Some of the most important include supportfor converting the suburban rail system into ahigh-service metro system and constructing newmetro lines, improving the speed of tram travel

through traf fic signal priority, expanding the tramsystem to serve developing parts of the city andmasterplanning city train stations such as FlindersStreet to provide for significant public transportpatronage growth by creating a high-qualitypedestrian environment. Appendix 1 is a draftimplementation plan which provides indicativetiming for some key projects.

2 Optimise the transport effectiveness of innerMelbourne’s roadsThe level of activity in the City of Melbourne isgrowing strongly but the amount of road spacein the City is not. This means that the transportnetwork needs to use the available space in the

most ef ficient way possible, to allow movementand travel for a greater number of people for a wide variety of reasons. As has happened in




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many cities around the world, intensification of the central city means a greater role for spaceef ficient travel such as public transport, walkingand cycling.

A key part of this key direction is working withVicRoads, the Department of Transport andthe Department of Planning and CommunityDevelopment to develop a plan for how theroads will be operated today and into the future.This plan will include giving high priority to moreef ficient modes at intersections and providingdedicated roadspace where this will improveef ficiency.

This key direction clearly involves integratingall modes of transport in the city. It will alsoprovide transparency about which modes aregiven priority at different locations, why, and whatcontribution this makes to the ef ficiency andperformance of the overall transport system. Itis expected that the plan will be able to deliver significant transport benefits simply by beingsmarter about managing the road infrastructurein which the community has already invested.The plan will also help inform land developmentby providing clearer information about how roadsand transport corridors are planned in the city andhow development can respond to this planning.

3 Create a network of pedestrian friendly,high-mobility streetsThe way that on-road public transport movesthrough the city’s streets and links pedestriansbetween public transport nodes and betweenfootpaths and public transport stops is a vitalpart of creating a high quality public transportsystem. Melbourne’s public transport streets willneed to be progressively upgraded to handlethe increases in public transport patronage,more frequent services, larger vehicles, DDAcompliance, the need for faster loading and morepermeable pedestrian access to public transportvehicles. These high mobility streets will alsoprovide improved access for bicycles and cater for delivery vehicles (see Key direction 5).

This key direction builds on the need for animproved public transport system (Key direction1), especially on-road public transport, the Cityof Melbourne’s role as the manager of roads onwhich public transport operates and the legislativerequirement for the public transport system tobecome DDA compliant.

Many of the actions in the strategy contributeto this key direction as do many of the projectsand programs in the implementation program(see appendix 1). For example, one of the mostimportant actions will be re-designing tram stopsto make them more permeable to pedestrians andable to cater for larger trams. Creating a networkof pedestrian-friendly, high-mobility streets willbe coordinated with actions that come from key

direction two, especially providing high levels of priority for on-road public transport.

4 Develop inner Melbourne as a cycling cityCycling is growing quickly in Melbourne. Cyclingactivity is concentrated on inner Melbourne andespecially the City of Melbourne which is the mostpopular destination for cycle trips to work in themetropolitan area.

A significant mode shift to cycling has thepotential to help reduce congestion on road andon public transport. It can also complement thepublic transport system by providing access toand from the public transport system. Cyclingalso has other benefits for the city. It is healthy,environmentally benign, cheap, space ef ficientand socially stimulating.

The most important factor in achieving a

significant mode shift is the construction of a safeand attractive bicycle network that is separatedfrom general traf fic. The City of Melbourne hassome high-quality separated bicycle facilitiesbut gaps in the bicycle network will need to beaddressed and the overall quality of the networkwill need to improve so that it provides a muchhigher level of safety and attracts more people touse cycling as a mode of transport to and fromwork and for other trips.

This strategy details several actions to achievea higher quality bicycle network (see Chapter 5) and other aspects of a cycling city. This keydirection recognises that the City of Melbourne

manages many of the roads on which bicyclefacilities will be constructed. It is also linked tothe need to provide for cycling as part of creatinghigh-mobility streets (see Key direction 3).

5 Foster innovative low-impact central cityfreight and delivery An ef ficient delivery system is vital to the city.Freight deliveries provide everything that isconsumed in the city including stock for shops,food for restaurants and of fice supplies.

Future streetscape developments will give priorityaccess to freight and service delivery vehiclesover general traf fic. Council will encourage

innovative, low-impact delivery systems such aslow-emission and hand-operated vehicles andconsolidation centres.

The freight task at the Port of Melbourne isprojected to grow strongly to 2035. The challengefor the city is to maintain economic growth byfacilitating the movement of goods withoutnegatively impacting on the amenity of the city.

The Innovative Freight and Logistics chapter outlines the City of Melbourne’s priorities for this sector including encouraging more freightonto the rail system and identifying ef ficientapproaches to last-kilometre freight when new

developments are proposed.




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5 Effective andintegrated public

transportGoal

Public transport will be the most attractive way totravel around the municipality and metropolitanMelbourne. An integrated system of rail, tram andbus will be affordable, responsive to customer needs and fully coordinated with the municipality’scycling and walking paths.

It will be possible to live or operate a business ininner Melbourne comfortably without needing acar.

IntegrationThe public transport system is made up of a suiteof different modes that offer a variety of mobilityoptions across Melbourne. Integrating thesemodes is vital to achieving a seamless publictransport system which people can use easily for a range of different trips.

All of the modes that make up the public transportsystem need to be managed as one system, sothat services are coordinated, connect to oneanother, do not impede each other, and offer aseamless experience for users. Marketing andcommunication of the system also requires anintegrated approach. Other cities around the

world have been successful in integrating themanagement and promotion of public transportmodes, such as Transport for London and theNew York City Department of Transport.

The locations where public transport modesmeet must be designed and managed to linkconveniently and logically, and facilitate easy andsafe walking connections. The management of the public realm– in many cases, the road andfootpath space between stops and stations –must be integrated with decisions that affect thepublic transport system, such as stop design,station entrances, etc.

The Transport Integration Act sets out agovernance and decision making framework for achieving this. The City of Melbourne supportsthe objectives and principles of the TransportIntegration Act, and will work with transportagencies and the State Government to ensurethe Act is effective in integrating transport – publictransport especially – in Melbourne.

CapacityPrior to 2004, public transport patronage waspredicted to grow at four per cent per year or less.Since then, annual growth rates have been muchstronger. In 2008/9, bus patronage grew by nine

per cent, tram patronage grew by 12.5 per centand train patronage grew by 6.3 per cent. Currentestimates are that public transport patronage will

continue growing at about six per cent per year,with train growth at more than seven per cent.

Many parts of the pedestrian infrastructure arenow are at capacity during peak times. Morethan 153,000 people currently use FlindersStreet station on a regular weekday and 36,000people use the tram stop between the station andFederation Square (a total of 189,000). Twelveyears of six per cent growth would see this figuremore than double, to 380,000.

The walking component of public transport journeys, and the environment provided for walking, will become increasingly important in theCentral City as public transport usage increases.

In order to serve this growth, the capacity of thesystem will need to be significantly upgraded,including new separated train lines, new rolling

stock, tram and bus priority, new tram routes andpedestrian improvements around public transportaccess points.

A significantly improved public transport systemis needed to improve access and mobility to,from and within central Melbourne today. Theforecast growth of metropolitan Melbourne, andspecifically the capital city which provides somuch of Victoria’s economic and social activity,will amplify the need for effective and integratedpublic transport.

The City of Melbourne will strongly advocate for significant improvements to train, tram and bus

services. The City of Melbourne will work towardsthese improvements, where it is within its remit todo so, for example streetscape improvement or traf fic engineering treatments.

The capacity of the network requires major enhancement to relieve current pressures,especially at peak times, as well as to meet thenew challenges of continuing city growth.

The accessibility of the whole public transportsystem requires a major improvement, in order for Melbourne to advance its liveability and economicperformance. Better accessibility is achieved byproviding more frequent services, improved travel

speeds, 24/7 travel options, integration of differentmodes of transport and routes, and extensions tothe network.

ReliabilityReliability is sometimes cited by public transportusers as being more important in their decisionabout whether to use public transport than overall journey time. In order to plan their activities,passengers need to know when a service willdepart and when it will arrive at its destination.If the service is not reliable the planning of other activities is thrown into uncertainty. Two keyelements of reliability are service delivery (the

provision of advertised services) and punctuality(adhering to timetables).

Fig 5.1 Federation Square Tram Stop Transport Strategy Update 2011 Draft | Page 23



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illiamstown

St Kilda

Prahran

Richmond

Glenerrie

Cliton

Hill

Footscray

Carlton

Fitzroy

Brunswick Northcote

Toorak

South

Yarra

Essendon

Coburg Preston

Heidel-

berg

Kew

Malvern

Very Good (20-25 points)

Good (17.5-20 points)

Very good (25 - 32 points)

Melbourne Status Quo (2010)Composite Public Transport Accessibility Index

Average (12.5-15 points)

Below Average (10-12.5 points)

Above Average (15-17.5 points)

Minimal (5.5-7.5 points)

Urbanised areas without minimal service

Poor (7.5-10 points)

Excellent (25-32.9 points)

Average: 14.5

Caulfeld

Williamstown

St Kilda

PortMelbourne

Coburg

Heidelberg

Essendon

Footscray

Camberwell

ClitonHill

Toorak

Caulfeld

Very Good (22.5-25 points)

Good (20-22.5 points)


2030 ScenarioComposite Public Transport Accessibility Index

Average (15-17.5 points)

Below Average (12.5-15 points)

Above Average (17.5-20 points)

Minimal (6.3-10 points)


Poor (10-12.5 points)


Average: 19.7

Very Good (20-25 points)

Good (17.5-20 points)


Melbourne Status Quo (2010)Composite Public Transport Accessibility Index

Average (12.5-15 points)

Below Average (10-12.5 points)

Above Average (15-17.5 points)

Minimal (5.5-7.5 points)


Poor (7.5-10 points)


Average: 14.5

Werribee

AltonaWilliamstown

St Kilda

Brighton

Sandringham

Mordialloc

Chelsea

Frankston

Craigieburn

Epping

Sydenham

Eltham

Ringwood

Dandenong

AirportWest

Sunshine

Doncaster

Knox

Very Good (22.5-25 points)


2030 ScenarioComposite Public Transport Accessibility Index


Good (20-22.5 points)

Average (15-17.5 points)

Below Average (12.5-15 points)

Above Average (17.5-20 points)

Minimal (6.3-10 points)


Poor (10-12.5 points)

Average: 19.7

Werribee

Williamstown

Brighton

Mordialloc

Chelsea

Frankston

Dandenong

Mernda

Eltham

Sunbury

CarolineSprings

St Kilda

Sunshine

Ringwood

Fig 5.2 Public Transport Accessibility Index mapping 2010 and a possible 2030 scenario, Source: RMIT




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Factors that affect reliability include the quality of maintenance, design that isolates breakdowns tosmall parts of the system, overcrowding leadingto long boarding times and the ability of public

transport vehicles to move through traf fic withoutbeing unexpectedly held up by traf fic congestion.

The reliability of Melbourne’s tram and bussystems can be significantly affected by traf ficcongestion. For example, Skybus travel timesfrom Melbourne Airport to Southern CrossStation can vary from 20 minutes to 40 minutesdepending on traf fic congestion. Train reliabilityhas been affected by mechanical breakdownsand other factors. In March 2011 punctuality was83.3 per cent (compared to a target of 88 per cent) while service delivery was 98.9 per centcompared to a target of 98 per cent.

AccessibilityThe City of Melbourne assessed the level of accessibility of the existing public transportsystem and the scale of improvement that can beachieved by a variety of initiatives or scenarios.The analysis integrates transport and land use bygiving a higher weighting to the transport system’sability to move people to places where there aremany residents and jobs.

The assessment breaks the public transportnetwork into 176 activity nodes and measures thelevel of accessibility of travel between all thesenodes. The nodes include higher-order activitycentres across metropolitan Melbourne and major

public transport network transfer points.

The assessment is based on the level of serviceoffered during the inter-peak (between themorning and evening peak hours). This meansit is focused on how well public transport canserve non-commuting travel such as businessto business travel and access to personal andbusiness services. Thus it is an indicator of howeasy it is to live or operate a business without theneed for a motor vehicle. The minimum servicestandard to be included in the assessment is adeparture frequency of 20 minutes on weekdaysand 30 minutes on weekends.

Accessibility indicatorsThe level of accessibility is an amalgam of sixdetailed accessibility indicators. These are:

Ease of movement – How easy is to move aroundthe public transport network in terms of speed andservice frequency?

Directness of journeys – How many transfersbetween public transport services are required tomove around the network?

Access to destinations – How many jobs andresidents are within the walkable catchmentof nodes that can be reached by a 30-minute

journey from all other nodes?

Speed competitiveness with private vehicles –How competitive is the public transport journeycompared to the same journey by car from allnodes to all other nodes?

Travel opportunities – How rich are the travelopportunities between nodes?

Nodal connectivity – How suitable are activitynodes for making transfers or journey breaks withminimum disruption to the flow of travel?

The maps demonstrate the current level of publictransport accessibility, and the scale of benefitthat can be achieved by improving certain aspectsof the system.

It is clear from this analysis that public transportaccessibility is very good in the inner city andlarge portions of the inner east.

As distance increases away from these areas,accessibility declines, with parts of Melbournerecording below the minimum service level usedin the analysis.

The 2030 scenario includes many changes to thepublic transport system both within and outside of the City of Melbourne, including;

a significant boost in speed and frequency of the tram and bus systems

route extensions, realignments andinterchange improvements, to improveconnectedness and the coverage of the

network, and new infrastructure, (Regional Rail Link,

completed Melbourne Metro train tunnel, andother heavy rail projects)

ConclusionThe key conclusions from the scenarios were:

Improving the service frequency providesthe greatest accessibility benefit for the effortrequired

There is a need to improve existinginfrastructure to allow for increasedfrequencies on the rail and tram networks.This includes un-cluttering rail operations and

upgrading signalling and track infrastructure. Melbourne needs new public transport

infrastructure to achieve a multi-directional‘lattice-shaped’ tram and bus network, toimprove current accessibility and to meet theneeds of the growing, consolidating city.

New rail infrastructure can improveaccessibility, but will have a more obviousand tangible benefits to capacity - which isimportant for Melbourne given the capacityconstraints on the rail network.

The analysis does not assess the demandfor transport or the capacity of the service todeliver that demand.




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A go anywhere, anytime public transportnetwork for inner MelbourneMelbourne requires a public transport systemthat provides high levels of access across themetropolitan area. This can be thought of as ago anywhere, anytime public transport system,with residents and business owners not needinga motor vehicle to live or operate in centralMelbourne.

The characteristics of this accessible systemare high-frequency, speedy services, connectingtransport and activity nodes throughoutMelbourne. The City of Melbourne’s proposalfor improving public transport access is basedaround:

Improving the performance of the existingtram, train and bus network

Introducing new connections within theexisting system

Adding new services to improve links andenhance interchange nodes.

Key aspects of this proposition include:

Constructing the Melbourne Metro tunnel

Separating the train network into a modernmetro system, with separated lines

Improving travel times on the existing publictransport network by 25 per cent

Increasing the frequency of services to noless than every 10 minutes, by adding newvehicles

Redeploying services away from areas of over-concentration, to activate under servedparts of the city (such as moving some tramsfrom Swanston Street to William and Spencer Streets)

Adding new services and links.

This proposal would lead to a significantimprovement in the quality of public transport.Several areas in Melbourne would achieve publictransport ratings which are classed as excellentand would be competitive with some of theworld’s best public transport systems.

In the parts of the city where the public

transport system is providing excellent levels of accessibility it has the ability to provide muchmore than just servicing the peak commuter loads. It can also service the much wider range of trips that need to be taken in all of theinterpeak periods for business, school, leisure,entertainment and visiting. In this way, andfor those parts of the city, the public transportsystem can begin to provide a similar degreeof responsiveness and mobility that we seek byusing the private car

This analysis of the accessibility shows that alarge area of the inner metropolitan area hasgood – excellent accessibility and that under the

improvements modelled in the 2030 scenariothis degree of accessibility could be significantlyfurther improved so that large corridors of inner

Melbourne and most of the City of Melbournewould have excellent accessibility.

Late night transportMelbourne is becoming a 24-hour city and needsits public transport system to reflect this. TheCity of Melbourne’s 24-Hour City Policy calls for ‘improved services, including more effective nighttime public transport and pedestrian access’.

On Friday and Saturday nights (between 7pmand 7am), up to 336,000 people are in the city.This is nearly half the daytime population. Thosewho leave between 1.30am and 5am haveno standard public transport and rely on theNightRider bus, taxis, private vehicles, walkingand cycling.

The use of NightRider buses, which mostlydepart from near the intersection of Swanston

and Flinders Streets has been growing strongly.Buses are well suited to late night operation. Theyare flexible (services can be quickly increasedor rerouted to take account of demand), runfrom ‘kerb-to-kerb’ and can run on infrastructurethat already operates 24 hours a day (the roadnetwork).

NightRider patronage doubled to about 4,300patrons per weekend after 2008, when standardfares were applied.

The City of Melbourne has been working withMetLink on a study of late night transportdemand. Key issues will be expanding the

existing services, consideration of regular latenight tram operation, and introducing new pick-uppoints around Melbourne.

Action: The City of Melbourne will workwith the State Government and transportproviders to create a transport system toserve a 24-hour city.




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5.1 Rail

ContextThe Melbourne train system carries about

400,000 people each day on a network of 830kilometres of track using 180 six-carriage trains.

Recent changes to the train timetable and trainrouting have increased the number of servicesin peak times. The State Government has beenplanning a new separated, high-service line for the train system called the Melbourne Metro traintunnel which is planned to run from Footscray toCaulfield This line will be a key step in convertingthe existing suburban train network into ametro system. This new line is similar to the railline proposed in the City of Melbourne’s 2006transport strategy.

IssuesThe suburban rail system is inadequate forinner MelbourneMelbourne has a large suburban rail system.Suburban rail systems operate on main linetracks unsegregated from other rail traf fic suchas regional passenger rail and freight services.This means that the train traf fic is more complex,headways are longer, average speeds slower andservice frequencies are lower.

As the density of activity in Melbourne’s inner metropolitan region has grown over the last20-30 years our suburban system has becomeincreasingly ill-suited to meet the rail serviceneeds of these parts of the city.

The dense inner metropolitan regions of mostlarge advanced cities across the world have (or are installing) a metro rail system to meet themore intensive passenger rail task. Unlike asuburban rail system a metro (or rapid transit)rail system is a network of dedicated linessegregated from each other and other rail traf ficand running back and forth along the one line.Passengers wanting to traverse the network makeinterchanges at hub stations where two or morelines pass by each other.

Because the traf fic on a metro rail line issimplified it is possible to run services at higher frequencies and average speeds and with greater reliability. Metro systems usually run so frequentlya timetable is not required. The Metro network isusually complimented by a suburban rail serviceto the outer metropolitan areas.

The costs of congestion on trainsOvercrowding on our train network makes accessto the City of Melbourne dif ficult for some peopleacross the metropolitan area, and some regionalcentres. This can be especially problematic inpeak times, when many people rely on the railnetwork to get to jobs. Further overcrowdingon our trains has the potential to suppress jobsgrowth in inner Melbourne. Overcrowding isexacerbated by the configuration of the suburbantrain network in which complex train paths require

trains to cross lines (forcing other services towait) and tracks are shared with freight trains.This reduces the number of services that can beprovided to address overcrowding.

Poor customer pedestrian connections andinterchangesThe pedestrian safety and convenience of railcustomers moving to and from stations to their final destinations and at modal interchanges withtrams, buses and taxis and bikes is often poor.Poor pedestrian connections for customers at andaround modal interchanges is undermining theability of the public transport system to function asan integrated multi modal system

Some of these precincts such as the modalinterchange at Swanston Street at Flinders StreetStation or the Spring Street exits for Parliamentstation have not been designed for current peakcapacity and will only continue to worsen aspatronage grows.

Urban renewal areas will require new trainservicesMajor urban renewal areas such as City Northand Adren Macaulay will require new rail servicesto provide excellent accessibility and highpassenger capacity to serve what will be highintensity, mixed use areas very similar to thecurrent Central City.

Greenhouse emissions and energy costMelbourne’s train network currently relies onelectricity generated by brown coal. This is

very greenhouse gas intensive. Fuel costs areexpected to rise in the future including the cost of electricity to run the train network.

A metro systemMelbourne’s existing suburban train systemneeds to be converted into a modern metrosystem which can carry significantly more people.This is the most important public transport issuefor the city. A metro system is one in which linesare separated from each other, and modernsignalling and simpler train routes allow longer trains to run more frequently.

This has many benefits. Breakdowns on one line

do not cause the entire system to slow or stop.Lines can be upgraded independently of other lines to take different trains (higher capacity,longer trains) or to take new signalling systemsthat allow trains to travel closer together andprovide more frequent services. Interchangingbetween lines becomes quicker and easier.

Creating a metro system could increase thecapacity of the train network from approximately135 trains in the morning peak hour to about 256trains.




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Objectives and actionsReengineer the suburban rail system toprovide a metro serviceThe suburban train system needs to be converted

into a metro train service to cater for the largenumber of users and to serve the growth andintensity of development in inner Melbourne. Keyactions in this process are to:

Through-route trains – The most ef ficientway for trains to operate is to travel from oneside of the metropolitan area to the other,running through the Central City. This meansthey spend as little time as possible in themost congested part of the network which inMelbourne is the City Loop.

Separate lines – When lines are separatedthey can be upgraded independently(including larger train sets and new signalling)and breakdowns are isolated to a single line.Washing and repair facilities are providedfor each line so trains do not travel on thenetwork to access servicing. Trains can berun more simply and frequently becausecomplex timetabling and track sharing isavoided.

New routes – As Melbourne grows, new trainlines will be needed. The first of these willbe the Melbourne Metro Rail Tunnel . Other future extensions to Melbourne Airport andDoncaster can add significant capacity.

The most important new line is the MelbourneMetro rail tunnel. This new service, planned to be

operating by around 2020, was initially proposedby the East West Link Needs Assessment (theEddington Report ) and is similar to the North-South Underground Rail Line proposed in theCity of Melbourne’s previous transport strategy(Moving People and Freight 2006-2020 ).

Stage one of the project is a high-capacityunderground train running from Footscray, vianew stations at Arden-Macaulay, Parkville, CityNorth and City South, to a new station at Domain.Stage two of the project would link the line toCaulfield station.

City of Melbourne supports the Melbourne

Metro project, and will partner with the StateGovernment in the detailed design of stationprecincts.

Action: The City of Melbourne willadvocate for significant investment in railto convert it to a metro system.

Improve customer pedestrian interchangesand connectionsThe design of the public realm around existingand proposed stations needs to optimise thepedestrian priority, safety and convenience of railcustomers as they move between the station andtheir final destination

Action: The City of Melbourne will workwith the Department of Transport and trainoperators to ensure that areas around

train stations provide excellent pedestrianaccess.

Coordinate land use intensification withexisting and new rail stationsThe developing of land around new rail stationsshould be planned to maximise the benefit of the accessibility provided by the train networkand coordinated to ensure that public transportis available as the area grows. Higher density,mixed-use development should be located closestto stations. Tram, bus, bicycle and pedestriannetworks should link seamlessly with trains.

Action: The City of Melbourne will workwith the State Government to ensurethat planning for new rail stations andprecincts integrates land-use planningwith the transport network

Greenhouse emissions and energy costThe issue of greenhouse emissions from trainswill need to be considered. Research for the Cityof Melbourne found that the most effective way tomitigate transport emissions in Melbourne was todecarbonise the fuel supply.

Action: The City of Melbourne supportsefforts to increase the use of renewableenergy in powering Melbourne’s publictransport system, specifically movingaway from the use of brown coal for theelectric rail and tram systems.




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Williamstown

Laverton

Wyndham Vale

Melton

Sunbury

Bendigo

Ballarat

Geelong

Newport

Footscray

Southern Cross

North

Melbourne

M e l b o u r n e

C e n t r a l

Parliament

Flinders St

Richmond

South Yarra

Parkville

Eltham

South Morang

Alamein

Glen Waverly

Doncaster

CamberwellBurnley

Lilydale

Belgrave

Cranbourne EastBaxter

Sandringham

Pakenham

Traralgon

TullamarineCraigieburn

Seymour

Fig 5.3 Possible Train Network Concept 2030 showing new lines with less convergence

Williamstown

LavertonWerribbee

Baccus Marsh

Sunbury

Bendigo

Ballarat

Geelong

Newport

Footscray

Southern Cross

North

Melbourne

M e l b o u r n e C e n t r a l

Parliament

Flinders St

Richmond

South Yarra

Eltham

South Morang

Alamein

Ringwood

Glen Waverly

CamberwellBurnley

Lilydale

Belgrave

Cranbourne EastFrankston

Sandringham

Pakenham

Traralgon

Craigieburn

Seymour

Fig 5.4 Train Network Con fi guration 2011 showing pressure on Flinders Street




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5.2 Tram

ContextTrams serve approximately 600,000 people every

day in Melbourne’s inner metropolitan areas,on a 247 km network that is worth between $10billion and $15 billion. Trams can move more than10,000 people per hour in a single arterial traf ficlane that could otherwise move only 800 cars.The tram network is one of Melbourne’s mostimportant strategic assets.

Trams provide high quality, on-street publictransport that does not require passengers totravel underground to access it. They link together many nodes throughout the city because of therelatively short stop spacing compared to trainsystems.

IssuesSlow average running speedsMelbourne’s trams are among the slowest inthe world, running at around 16 km per hour throughout the system and 10 km per hour in thecity.

The low average running speeds are caused by:

Sharing tramways with general road traf fic – This means trams are being stalled inroad congestion and stopped by traf ficmanoeuvres crossing the rails such as carsturning right.

Only limited priority at signalised intersectionsalong tram routes – Trams receive some levelof priority at traf fic lights but this could besignificantly increased.

Tram stops are too frequent – Melbourne’stram stops are very closely spaced comparedto tram and light rail systems overseas. Thismeans frequent stopping which slows downtravel times.

Tram stop design is inef ficient for passenger boarding – Many tram stop designs areinef ficient. These include stops yet to beconverted to level access, stops wherepassengers have to wait for vehicles to stopand then cross traf fic lanes.

Between 1994 and 2004, the city of Munichimproved its tram speeds from about 16 km per hour to 21 km per hour, as well as improving

reliability, patronage, and punctuality. This wasthrough prioritisation at traf fic lights, optimisingstops, and separation from traf fic. Melbourne isfollowing a similar program but more needs to bedone.

These impediments to average runningspeeds have a significant effect of the qualityand ef ficiency of the tram service. There arecumulative knock on effects that can resultin major delays, cancellations and overallreductions in reliability. Slower speeds reducethe attractiveness of the service to customers. A slower system requires more trams and is

Fig 5.5 Artists Impression, Swanston Street redevelopment at Little Lonsdale St facing North




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therefore more costly to run. It also has a lower capacity.

Network imbalances and gapsThe emerging and future urban renewal areaswill need to be serviced by extensions to the tramnetwork to deliver excellent accessibility.

The tram network in the city is currently verydependent on the St Kilda Road-Swanston Streetcorridor. The number of routes that feed into thiscorridor means that even a slight problem canhave a major impact on tram operations andpeople’s travel time.

The ageing tram fleetThe age of Melbourne’s tram fleet needs to beaddressed. Many trams will reach the end of their design life during the next decade. The lead-intime to buy new trams is three years. The system

requires a long-term commitment to managingand expanding the capacity of the tram fleet.Trams are often overcrowded, partly becausemany vehicles are too small: 147 of the fleet’s 486trams are Z class, which carry only 70 people,compared with the Bumblebee (C2 class), whichcarries 140 people.

Stop planning and designThe Disability Discrimination Act requires that90 per cent of the public transport system beDDA compliant by 2017. This will ensure thosewith physical disabilities can access trams andimproves the ease and safety of access for all customers. Many tram stops in the City of

Melbourne and outside it are not currently DDAcompliant.

Tram stop designs need significant improvement.Level access stops have improved the speedof loading, improved safety and amenity, andin some cases calmed traf fic in high pedestrianareas. However, some are now overcrowded andrequire staff to maintain passenger safety andef ficient movement. Tram patronage is growingstrongly. Maintaining traf fic lanes with 50 kmper hour speed limits adjacent to tram stopshas meant the need for extensive fencing andvery low permeability for pedestrians. Differentlocations will require different design solutions.

In some cases, level access stops have beeninserted as a standard design into a streetscapewithout considering the whole pedestrian journey for customers in and along the streetImprovements to the tram network will mean areduction in the number of stops, including inthe city centre. Stop designs need to be better integrated into an overall streetscape whichprovides high levels of pedestrian priority andaccess for cyclists.

Overcrowding on tramsOvercrowding on the tram network slows downservices, results in poor quality of service for

customers, and deters people from using trams.Recent patronage growth has meant Melbourne’strams are becoming overcrowded more often.

This is exacerbated by the small size of trams,lack of traf fic priority and slow boarding.

ReliabilityDelays caused by sharing tramways with generalroad traf fic causes unpredictable delays andeven cancellations of services. Consequentlythe service becomes less reliable in running totimetable which deters customers from using theservice.

Interchange planning and designInterchanges between tram routes and betweentrams and train stations and bus stops areoften not designed to prioritise the pedestriancomfort, convenience and safety of customers.Examples of this include the Flinders StreetStation connection to the Federation Squaretram stop and the interchange between SouthernCross Station, the tram network and the city’snetwork of footpaths. Issues at these locations

Fig 5.6 Level access tram stop in Fitzroy Street, St Kilda

Fig 5.7 Level access tram stop showing permeable access to footpath




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include crowding on footpaths, lack of pedestrianpermability, and low priority at traf fic signals.

Integration of tram services with Land useThe land use corridors along tram routes aresometimes underdeveloped and fail to capitaliseon the high-quality public transport serviceprovided by the tram. In tram corridors wherethere has been some land use intensificationthere is evidence of lower rates of car ownershipand use and higher rates of public transport andactive transport use.

Objectives and ActionsIncrease tram running speedsIncreasing tram speeds will reduce trip times for customers, increase capacity and reduce thenumber of vehicles required in the fleet. To dothis, the tram system needs:

Greater segregation of tramways fromgeneral road traf fic

Better priority for trams at all signalisedintersections

Reduction in the frequency of tram stops

New stop designs that minimise dwell times

Better enforcement of infringements on tramrights of way

The City of Melbourne’s analysis of accessibilityshowed that increasing tram speeds by 25% hada significant effect on the accessibility providedby the public transport network.

Action: The City of Melbourne willwork with the Department of Transport,VicRoads and Yarra Trams to improve therunning speed of trams.

Increase service frequencyProgressively increase the service frequencyacross the network to increase the accessibilityprovided by the service. The City of Melbourne’sanalysis of accessibility showed that increasingservice frequency was a key part of improving theoverall public transport accessibility. Frequenciescan be increased by implementing actions toimprove running speed as well as adding morevehicles to the tram system.

Action: The City of Melbourne willwork with the Department of Transport,VicRoads and Yarra Trams to improvetram frequency.

Signal priorityOn average, Melbourne’s trams spend 17per cent of their journey time waiting at traf ficsignals. Analysis by Yarra Trams shows thatchanging signal operation to give trams dynamicpriority (signals responding to arriving trams)on Swanston Street could result in delays beingreduced by up to 33 per cent. Giving greater priority to trams on east-west streets (Flinders,

Collins, Bourke, Latrobe and buses on Lonsdale),at streets such as King Street, would alsosignificantly reduce tram delays. The Department

Tram Network

Route Configuration 2011(Colours used for clarity only)

Fig 5.8 Tram congestion on Swanston Street

Proposed Tram NetworkRoute Configuration 2030(Colours used for clarity only)

Fig 5.9 Trams to the west of the central city and additional routes




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of Transport plans a test of ‘absolute priority’ for tram routes 96 and 109, which would reduceto zero the delays trams experience at traf ficsignals.

Action: The City of Melbourne will workwith VicRoads to improve significantlytraffic signalling, to prioritise trammovements.

Balance and optimise the networkTrams to the west of the Central CityThere is an opportunity to redirect some of thetrams currently using St Kilda Road to the westof the city. This will help activate developmentin the west of the CBD and reduce pressure onthe Swanston Street-St Kilda Road spine. Thiswould be coordinated with the construction of anew tram interchange at Domain as part of theMelbourne Metro Domain station. The MelbourneMetro will also service some of the current tripson the Swanston Street corridor.

A north-south tram alignment running throughthe Haymarket roundabout will also improve tramaccessibility to the west of the Central City. Thiswill link the Royal Parade corridor with the Peel-William Street tram lines.

These options can be implemented in the shortterm, between 2011 and 2016.

Victoria Parade, eGate and HaymarketThe redevelopment of the eGate site will requirehigh quality public transport links into Docklands

and the Central City. A tram link via FootscrayRoad, and pedestrian access to the NorthMelbourne train station, will provide this.

Other initiatives here include connecting thetwo sections of tram track on Victoria Parade,between Swanston Street and Carlton Gardens,and linking the Errol Street service with theSpencer Street corridor.

These initiatives can be implemented in themedium term, between 2020 and 2030.

Dynon Road, Fishermans Bend, Grattan andElgin Streets

These tram route improvements will be requiredin the long term to ensure Melbourne’s inner citygrows in a sustainable and ef ficient way.

Dynon Road will become a key corridor of activitylinking central Melbourne with the growing activityin Footscray. A tram line will stimulate activityand deliver high quality access and mobility for commercial and residential developments alongthis route.

Fishermans Bend is currently poorly servedby public transport. Any future mixed usedevelopment of this precinct must beaccompanied by public transport services.

Grattan Street is likely to become an active andexciting centre of Carlton. Linking the FlemingtonRoad corridor with Swanston Street through

E - G a t e

Proposed Short Term

Tram Network Changes

Fig 5.10 Two tram routes moved to the west of the central city; additional tracks at Victoria Parade, eGate and Haymarket

Fisher mans Bend T r a m

Dy no n Rd T r am

Jo hnst o n St T r am

Proposed Tram Network 2030

Fig 5.11 New tracks and routes on Dynon Rd, in Fishermans Bend, and along Grattan and Elgin Streets




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the university precinct will deliver considerablebenefits for inner north Melbourne and Carlton.The City of Melbourne is planning for significantintensification of land use in this key knowledgeprecinct. This map also indicates the potentialtram route extending on the Elgin-Johnson Streetalignment. This is recommended to replace thematuring bus service, to help promote sustainableurban development in this area.

Action: The City of Melbourne willadvocate for changes to the tram networkas identified on the proposed tramnetwork changes maps.

Integrate level access stops into a designedwhole of street upgradeConstructing new level access stops for trams willbe one of the most important parts of developinghigh-mobility public transport and pedestrianstreets. These should be constructed to providepedestrian priority access and high levels of pedestrian permeability.

Action: The City of Melbourne will workwith the Department of Transport andVicRoads to develop a four-year strategicplan to construct level access stops inthe city and to plan and design stops as awhole of streetscape renewal.

DDA compliance of stops

Providing access to trams and buses for peopleof all abilities is important for access. By 2017, the

Disability Discrimination Act (DDA) requires that90 per cent of the public transport system (stopsand vehicles) must be DDA compliant. Providingfully accessible stops improves capacity on thetram and bus network by speeding up boardingand alighting, and allowing vehicles to reduce journey times.

This will also be important to prevent the build-upof passengers waiting at stops and interchangingbetween services. The number of trampassengers on some stops, such as at FederationSquare, already frequently exceeds the capacityof the stops.

The high cost of new stops and the need to

reduce tram delays means that the overallnumber of stops will be reduced in the city. Newstops will be designed to integrate much moreeasily into the surrounding footpath network andprovide better access for cyclists. The City of Melbourne’s plans for Swanston Street and theexisting stop at Cleve Plaza (Fitzroy Street, StKilda) are examples.

This will mean greater permeability for pedestrians, reduced fencing, lower traf fic speedsand better bicycle access. The need to buildmuch larger stops to cater for two 30-plus metretrams means new stops in the Hoddle Grid will, insome cases, take up most of the length of a smallcity block.

Action: The City of Melbourne will workwith the Department of Transport andVicRoads on the construction of levelaccess stops in the municipality to meetthe requirements of the DDA. This willrequire the removal of some stops andthe positioning of new stops in mid-blocklocations.

Action: The City of Melbourne will designtram stops that are integrated into thecity’s footpath network and have betterpedestrian permeability.

Cutting through congestionIf trams were not held up by traf fic congestion,the tram network could provide the same levelof service today, with approximately 100 fewer trams. (Melbourne has 486 trams, including 37historic W class vehicles). Achieving this requireson-road public transport to be given significantlygreater priority over general traf fic in theallocation of road space and time at traf fic signals.

During peak hour on key routes into the city,trams already move more people than motor vehicles. For example, they move 56 per cent of the people travelling on Nicholson Street, Carlton,and 54 per cent of the people on Bridge Road,Richmond.

Enforcement of road rules that ensure tram (andbus) priority is an important part of maintaining anef ficient system.

Action: The City of Melbourne willwork with Victoria Police, VicRoads,the Department of Transport and theDepartment of Justice to develop aprogram of enforcement to reduce delaysto trams and buses.

Action: The City of Melbourne will workwith the Department of Transport toreduce tram and bus delays by providingdedicated public transport rights of way.

New tramsMelbourne needs a transparent, ongoing assetmanagement program of phasing out old trams,

introducing new ones and expanding the tramfleet to cope with strong patronage growth.

The arrival of 50 new E class trams in Melbournebetween 2012 and 2017 is welcome. Despite this,tram overcrowding will worsen over that time dueto growth in passenger numbers.

As new trams are deployed on high performingtram routes, the routes should be upgraded toprovide the highest possible level of tram priority,high quality stops and route separation. Newtrams will go on routes 96, 109, 19 and 112, inthat order. This is an opportunity to master planthe streets on which these trams run, to ensure

new transport infrastructure is integrated withhigh quality street design, pedestrian and public




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transport priority, and new, more permeablestops.

Action: The City of Melbourne will workwith the Department of Transport tomaster plan streets in preparation for theintroduction of new E class trams.

Whole of route upgrades

The City of Melbourne has been working withthe Department of Transport, the Departmentof Planning and Community Development andadjacent municipalities to develop tram routes 96and 109 as examples of integrated transport andland use planning.

Tram route 96 is already one of the most

successful, and the third most patronised,tram route in Melbourne. However, currentrunning times between Spencer Street andEast Brunswick are 40 per cent slower thanin 1950 (28 minutes today compared with 20minutes in 1950). Route 96 trams spend 33 per cent of their journey time stationary. This is inaddition to the 17 per cent of the journey spentloading passengers. This is a poor use of publicinvestment in the tram system.

To improve these routes, the following measuresare required:

Optimising the performance of the tram tosignificantly increase reliability, reduce delaysto a minimum, reduce end-to-end journeytime, provide the highest possible level of priority to trams at traf fic signals, and improveboarding and safety using level access stops.

Introducing new high-capacity, high servicetrams.

Facilitating more intense development alongthe tram route, where this is appropriate.

Improving the public realm to create highquality, attractive places and destinationsalong the tram route.

Enhancing connections to other publictransport services.

Strengthening the link between tram travel,economic developments and activity alongthe route.

Action: The City of Melbourne will supportthe route 96 and 109 projects, includingensuring that the network operating plangives good signal priority through the city.

Coordinate land use intensification withexisting and new tram routesCorridors along tram routes should provideopportunities for intensification where appropriateand development of land uses which areintegrated with the Principal Public TransportNetwork.

Action: The City of Melbourne will provideplanning scheme controls to enableintensification and a mix of residential andemployment uses along public transportcorridors.

Road network operating planThe road network operating plan to be developedby the City of Melbourne in cooperation withthe Department of Transport and VicRoads willinclude the highest level of priority for tramsto ensure fast running times, reduced tramcrowding, better reliability and a better customer experience.

Action: The City of Melbourne will workwith the Department of Transport andVicRoads to ensure that the networkoperating plan for Melbourne provides ahigh level of priority to trams.




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5.3 Bus

Context

Melbourne’s bus network is experiencing similar growth to other public transport modes, and thisgrowth is forecast to continue. In inner Melbournebuses are a complementary component of thepublic transport network, in many cases fillinggaps in the train and tram networks and feedingor extending these rail routes.

Buses currently link the Central City with theDoncaster area, Fishermans Bend, linking theParkville precinct to North Melbourne train station,and offering late night transport options, for example, NightRider.

The City of Melbourne’s key CBD bus corridors

are Lonsdale Street (serving the Doncaster AreaRapid Transit and other services) and QueenStreet. In its busiest section, Lonsdale Streetcarries more than 1200 buses per weekday.Queen Street carries nearly 750 buses. Bus laneshave been installed on both sides of LonsdaleStreet and on one side of Queen Street. Theseprojects were proposed in Moving People and Freight 2006-2020.

In the long term, the Doncaster Area RapidTransit should become a rail link. Bringing aDoncaster line into the city is likely to require anew line or tunnel into the Central City. It would

be able to be shared with other services, possiblyfrom Epping, and run via Clifton Hill station,underground to Parkville, Flagstaff and Southern

Cross.

IssuesReliability and travel timesBuses in the Central City are often delayed or obstructed by general traf fic, both legally andillegally. Traf fic using dedicated bus lanes, leftturning vehicles which block bus lanes, andgeneral congestion, affect bus travel speeds,reliability and the frequency of services.

FrequencyThe infrequency of services is a major issue for Melbourne’s bus network. Some routes operateas little as once or twice per hour, and often do

not offer late night or weekend service. This isnot a frequency level that the City of Melbourneregards as a minimum standard.

Stop designMany bus stops are too short to cater for high-service bus routes and may need to belengthened, requiring the removal of some on-street parking.

Network imbalances and gapsIn 2010 the Department of Transport initiated abus service review for the Melbourne, Port Phillipand Yarra areas. This review contains many

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Fig 5.13 Daily Bus Volumes in the Central City, Source: Department of Transport




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recommendations for improving bus servicesacross the region.

Objectives and actions

Balance and optimise the networkThe initiatives proposed in the bus service reviewshould be implemented. Some of the networkchanges and additional bus network alterationsare:

North Melbourne and Arden

Fishermans Bend

Lonsdale Street

North Melbourne and ArdenBuses in North Melbourne should be diverted tointegrate with the Errol Street precinct.

The developing urban renewal area around

Arden-Macaulay will require excellent publictransport. The details of the transport networkin this area will be developed in the future. TheCity of Melbourne supports a bus link fromRacecourse Road to North Melbourne trainstation, to serve the land use development in thisarea. This bus route may mature over time andeventually demand a tram service.

Fishermans BendBuses in Fishermans Bend can be rationalised soas to benefit travel times and untangle the CentralCity components of these routes. By terminatingbus services at the western end of the CentralCity and integrating these with the train, tram and

other trunk bus routes, significant ef

ficiencies can

be gained without any great loss in conveniencefor passengers.

Lonsdale StreetThere is scope to use the Lonsdale Streetcorridor for routes that enter the Central City fromthe south and north, such as routes 216 and220. This realignment will use the establishedLonsdale Street bus lanes and stops.

Action: The City of Melbourne willadvocate for the implementation of thebus service review recommendations.

Action: The City of Melbourne will work toinstall north bound bus lanes on QueenStreet in the Central City.

Increase service frequencyThe City of Melbourne’s analysis of the

accessibility of the bus network found thatincreasing bus speeds and service frequencyto a minimum of every 10 minutes significantlyimproved the service provided by the publictransport network.

Action: City of Melbourne will work withthe Department of Transport, VicRoadsand bus operators to improve the servicefrequency of buses to contribute todelivering a go-anywhere anytime publictransport network.

Increase running speed A bus system that is not impacted by traf fic

congestion requires dedicated bus lanes, traf ficsignal priority, safe and ef ficient stops andinterchanges. The system also needs to be

Fig 5.12 Bus Patronage since 2001-02 Source: Bus Association of Victoria




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managed in a way that reduces the impact of general traf fic on bus operations. For example,dedicated bus lanes require enforcement, andother traf fic impacts such as left turning vehiclesblocking bus lanes need to be closely monitoredand avoided where possible.

Action: The City of Melbourne willadvocate for separate rights of way forbuses and other measures to reducedelays to buses.

Better stops and interchangesThe main bus interchange in the city is atLonsdale Street, near Spencer Street. Thisstop and link with Southern Cross station areimportant for the legibility and convenience of thepublic transport network as a whole. Pedestriansat this location, and at other major bus stops,such as Lonsdale Street near Swanston Street,require the highest possible pedestrian amenityand safety. Many bus stops may need to belengthened to allow buses to move easily into andout of them.

Action: The City of Melbourne will extendbus stops where necessary by removingon-street parking or other measures.

Action: The City of Melbourne willwork with the Department of Transportto assess the need to improve businterchanges.

Coordinate land use intensification with

existing and new bus routesCorridors along bus routes should provideopportunities for intensification where appropriateand development of land uses which areintegrated with the Principal Public TransportNetwork.

Action: The City of Melbourne will provideplanning scheme controls to enableintensification and a mix of residential andemployment uses along public transportcorridors.

As the frequency of buses increases on keyCentral City routes, the impact of buses on the

amenity of the footpath will increase. Buses runat a frequency of one per minute on LonsdaleStreet. Many bus rapid transit systems aroundthe world run buses in the centre of the road ina similar way to how Melbourne’s trams operate.This removes the buses from kerbside conflictssuch as turning vehicles and reduces their impacton footpath amenity. It also provides certainty topedestrians about the position of buses on theroad.

Action: The City of Melbourne willinvestigate designing centre of the roadbus operation on high-frequency routes inthe city.




DRAFTFig 5.13 Proposed changes to bus services in Fishermans Bend and North Melbourne

Fig 5.14 Proposed changes to bus routes 216 and 220

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5.4 Taxi

Context

Taxis are a form of public transport, offering 24-

hour service, door-to-door delivery, services for special needs, responsiveness to demand andflexibility in destination. Taxis also play a vital rolein welcoming and guiding visitors to Melbourne.

Visitors from interstate and overseas are theprimary users of taxis in the city. They accountfor 59 per cent of weekday trips and 79 per centof weekend trips. Visitors from other parts of Melbourne account for four per cent of weekdaytaxi trips and seven per cent of weekend taxi trips,while business travel is 31 per cent of travel onweekdays and virtually zero on weekends.

Taxis are the main public transport service

operating on Saturdays from 4.30am to 5am, andon Sundays from midnight to 1.30 am and from5.30am to 7am. These are times when there arestill significant numbers of people in the city.

The City of Melbourne allocates kerbside spacefor taxi ranks at locations throughout the CBD, tomake it easier for people to find taxis and reducethe need for taxis to drive around looking for fares.

IssuesLack of knowledge about the detailedtransport role of taxis

There is currently no data available on origins and

destinations for taxi trips, numbers of patrons for each trip, or taxi availability at any particular time.

The changing role of taxis

The role of taxis is likely to change in the future. As the city becomes more pedestrianised andpublic transport use increases, demand for taxismay increase and taxi ranks may need to bemoved.Improved public transport to the airportand information technology may reduce the roleof taxis at the airport.

Objectives and actionsThe State Government has announced aninquiry into the taxi industry including the currentand potential role of taxis, and other demand-responsive transport services in an integratedtransport system.

Action: The City of Melbourne willparticipate in the State Government taxiinquiry.

Action: The City of Melbourne will workclosely with the taxi industry, mobilitygroups and other stakeholders to reviewthe locations and availability of taxiparking zones and to understand betterthe role that taxis play in Melbourne.

Action: The City of Melbourne will workwith the Department of Transport, Metlink,the taxi industry and other stakeholdersto understand better the demand for late




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night transport and the role that taxis doand could play in this.

5.5 Car shareContext

Car sharing is a proven catalyst for movingpeople from a lifestyle of regular car use to one of mostly using public transport, walking and cycling,with occasional use of shared cars for specifictrips for which the other modes of transportare poorly suited. The process works for bothresidential and business users. Car sharing alsosupports policies that reduce the provision of car parking in new buildings such as amendmentC133 to the Melbourne Planning Scheme .

The growth of car sharing internationally shows

that people are changing the way they access anexpensive asset such as a car. For many peopleliving and working in inner urban areas, owninga car is both expensive and inflexible, and is asignificant over-investment in one transport mode.For this reason, car sharing is becoming morepopular, and cities benefit as private car traveland parking stress decline.

IssuesMinimum profitable fleet sizeCar sharing in Melbourne is a commercialoperation. Its success relies in part on having afleet that is large enough to generate suf ficient car sharing activity to cover its costs. Costs include

purchase and management of cars, bookingoperations and marketing. Inner Melbourne hasabout 130 car share cars provided by three car sharing firms. Expanding the car share fleetwill provide greater certainty for the car sharing

industry as well as a more comprehensive servicefor users.

A strategic policy

To support car sharing, the City of Melbourneallocates on-street parking spaces for use by car share operators, in a similar way to the allocationof taxi parking spaces. This use of public spacemust occur in a way that is sympathetic to thelocal area and surrounding land uses.

Objectives and actionsIn 2010, the City of Melbourne expanded itssupport for car sharing to propose a trial of 20 on-street spaces in the Hoddle Grid and to increasethe number of spaces outside the Hoddle Grid tomore than 60.

Assisting car sharing to flourish in Melbourne

is directly aligned with the City of Melbourne’stransport policies. The City of Melbourne willcontinue to support car sharing by providing on-

Before After

Fig 5.17 Behaviour Change outcomes for Car Share members in Melbourne, Source: GHD

Fig 5.16 Car ownership patterns after joining car share

Remained car free55.8%

Sold only car 19.3%

Sold second car 5.8%

Sold third car 0.6%

No change18.4%

Fig 5.15 Taxis play a vital role in the City of Melbourne, particularly at night Transport Strategy Update 2011 Draft | Page 41



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and off-street spaces as appropriate throughoutthe municipality.

The role of local government in supportingcar sharing can also extend to marketing and

communications channels, and providinginformation about the benefits of car sharing tothe community.

Action: The City of Melbourne willcontinue to work with car share operatorsin allocating on-street parking space tocar sharing.

Target: By 2016, there will be 300 carshare spaces on streets in the City ofMelbourne. Fifty of these will be in theCentral City.

Action: The City of Melbourne will develop

a policy on car sharing to direct itsactivity towards this target. The policy willaddress:

A process for allocating parkingspaces

The City of Melbourne’scommunications activity in support ofthe growth of car sharing

Revenue implications of allocating on-street space to car sharing

Rules for operation

Planning scheme opportunities toencourage off-street car share parking.

New forms of car sharing are being developed,including DriveNow, where a car does not have

to be parked at a ‘home pod’ and can be used for one-way journeys. These may offer new mobilitychoices and further encourage sustainabletransport choices.

Action: The City of Melbourne will monitornew developments and update its carsharing policy to cater for innovations,where these would produce transportbenefits.

Encourage expansion of car share

Prepare a strategic policy.

Fig 5.18 Melbourne Bike Share Station in Swanston Street




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5.6 Bike share

ContextMoving People and Freight 2006-2020 (2006)

supported the establishment of Melbourne BikeShare. The scheme was launched by RACV onbehalf of the State Government in May 2010. TheCity of Melbourne provided considerable supportin selecting and providing locations for bikestations on City of Melbourne land. The schemeincludes over 400 bicycles and 50 stations, mostlyin the municipality. There have been no major accidents reported.

IssuesLimited take upMelbourne Bike Share has been operatingsuccessfully, but use of the scheme has lagged

behind some other bike share schemes aroundthe world. There has been fewer than one use per day per bike compared with up to 10 uses per dayin more successful schemes.

Integration with public transportThere is an opportunity for the scheme to play agreater role as part of the public transport system,providing an option for people who need to travelfrom a public transport node (particularly citytrain stations) to their final destination. Bicycle journeys can be a low cost option, especiallycompared with the cost of building new tram or bus infrastructure.

Location of stationsGrowing pedestrian volumes on the city’s streetswill mean that some existing or new bike sharestations may need to be located on the roadrather than on footpaths. Lower city speed limitsand redesigned, high-mobility streets will helpreduce any safety concerns about bike stationson roads. There are opportunities to improve thelocation and visibility of existing bike stations andpromote their use more strongly as an integralpart of public transport journeys as well as ensurekey public transport nodes are appropriatelyserved by bike share stations.

Cyclists perceptions of safety on central city

streetsOne of the key barriers to cycling is theperception that the road environment is not safeenough for many people to ride. This is likely tobe a factor affecting take up of Melbourne BikeShare, especially as many of the stations areconcentrated in the Hoddle Grid where there arefew separated bicycle lanes.

Objectives and actionsReview Melbourne Bike ShareThere is an opportunity for a comprehensivereview of Melbourne Bike Share involving all keystakeholders.

Action: the City of Melbourne will workwith VicRoads, RACV, Bicycle Victoriaand the Department of Transport to review

the operation of Melbourne Bike Shareand develop joint strategies to increaseits use. This will include reviewing thelocation of bike stations.

Improve central city cycling conditionsImprovement in cycling conditions in the centreof Melbourne is likely to help boost the use of the scheme. Separated bicycle lanes and lower speed limits will contribute to this.

Action: the City of Melbourne willconstruct key separated bicycle routes(see chapter 6) and advocate for slowertraffic speeds in the Central City.

Expand and improve Melbourne Bike Share Action: The City of Melbourne will

continue to support Melbourne Bike Shareand advocate for its expansion within the

city and to neighbouring municipalities.

5.7 Integrated publictransport customerinterfaces

IssuesComprehensive integrated customer paymentsystemsPersonalised customer oriented informationThe City of Melbourne supports an integratedticketing system for the Melbourne publictransport system.

The Victorian Government launched the MYKIsmart card ticketing system in 2010.

The data generated by MYKI will be a significantbenefit to the day-to-day management, and longterm planning of Melbourne’s public transportnetwork. Also, despite its problems, the cardallows seamless and cashless use of all publictransport systems.

There is also great potential in rolling out theMYKI platform to other modes of transport andother aspects of city life that may require aticket, or instant payment. Services that could be

included in the MYKI system include MelbourneBike Share, bicycle parking at train stations,SkyBus, car sharing, parking and other non-transport services. This integration will makecar-free mobility easier and more flexible inMelbourne, which will allow it to compete better with private car use

Objectives and actions Investigate merging customer payment

systems

Investigate development of personalisedcustomer information




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5.8 Open transport dataThe data the City of Melbourne collects relatingto the transport system presents significantopportunities to improve the planning, operationand user experience of the whole system.

There are increasingly new ways of collecting andanalysing data which can help improve the waysin which people move around the city. The rateof innovation in this field is likely to continue asnew technologies are developed, new collectionmethods are forged and our internationalcommunity becomes more and more advancedin their use and understanding information.Melbourne is a knowledge city. A key way toadvance knowledge is to acknowledge the talentof creative people and engage their expertise andcreativity by making transport data open to thepublic.

Open data has benefits for governmenttransparency and will also improve accountability.

Action: The City of Melbourne will publishtransport data and open information forthe community to use where possible, andwill encourage other agencies to do thesame.

Fig 6.1 Bicycle Volumes in the AM peak, Source: Bicycle Victoria Super Tuesday 2010




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IMAP Bicycle Network

IMAP Bicycle Network

IMAP Priority RouteIMAP Economy Route

2011-2016 Construction




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Fig 6.2 IMAP Bicycle Network and 2011-2016 construction priorities

6 Cycling city

Goal

Melbourne will be a cycling city. The municipality’sentire road network will be safe and attractivefor cyclists of all ages. Bikes will become themode of choice for private transport trips in themunicipality, including for work, school, businessand recreation.

ContextCycling is a cheap, healthy, environmentallybenign, space ef ficient and socially stimulatingform of private mobility. It can also reduce loadingon public transport services, especially trams.Infrastructure for cycling is generally relativelycheap to implement.

Melbourne already attracts the largest number of cyclists of any local government area in Victoria.Data from VISTA shows that in 2007, four per cent of trips to the city for all purposes were bybicycle. There have been significant increases inbicycle use since then. The City of Melbourne’sregular traf fic cordon counts show that up to 10per cent of private vehicles on the road in themorning peak hour are bicycles, mostly headinginto central Melbourne. Cycling is Melbourne’sfastest growing transport mode. Growth in cyclingis due to several factors including the sharp risesin petrol price in 2006 and 2008, congestion onroad and public transport and improvements

in bicycle infrastructure. On some routes intothe city, such as Princes Bridge and MacArthur Street, bicycle traf fic in peak times is comparablewith motor vehicle traf fic.

The City of Melbourne is at the heart of Melbourne’s bicycle network and has someexcellent bicycle facilities. These includeseparated bicycle lanes on Swanston Streetand Albert Street, rumble strips (raised profileedge line treatments) on Rathdowne Street, and

widened bicycle separation lines on QueensberryStreet and paths such as the Main Yarra Trail.These designs have played a role in increasingcycling numbers.

The City of Melbourne has a direct role inplanning and constructing bicycle networks.

The average distance cycled to and from the cityis just under eight kilometres, and within the city, just over five kilometres. As Melbourne intensifies,cycling will play a greater role as more people livewithin easy cycling distance to their destinations.The experience of international cities shows thatthe potential in Melbourne for cycling to cater for short trips is significant, if the cycling networkis safe, direct, convenient, attractive and wellconnected.

IssuesGaps in the inner Melbourne cycling networkThe most important issue for cycling is providing ahigh quality bicycle network. The bicycle networkin inner Melbourne has some excellent facilitiesbut has many gaps and is of variable quality.Entry points to the city from the south and bicyclefacilities within the Hoddle Grid are two of the keymissing links. Fewer people cycle to work fromvarious parts of Port Phillip than do from areas tothe north, such as the southern parts of Morelandand Darebin and the northern end of Yarra. Oneof the reasons is poor cycling links from the southinto the Hoddle Grid.

Insufficient secure parking on and off street A lack of bicycle parking on the street and inworkplaces and destinations deters people fromcycling and results in bicycles cluttering footpathswhich are needed by growing numbers of pedestrians.

Poor traffic data on inner city cyclingThere is a need for more knowledge about cyclingin Melbourne, including where cyclists are riding,reasons for people choosing to ride or not to

Number of inbound cyclists on cycling arteria ls in morning peak

0

200

400

600

800

1000

1200

1400

Swanston St South Albert St Footscray Rd Canning St Yarra River North Bank

2006 2007 2008 2009 2010

Fig 6.3 Bicycle Volumes in the AM peak, Source: City of Melbourne




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ride, the number of cyclists on roads and paths,and new road, path and other traf fic designs toencourage the most cycling.

Lack of promotion of a central city cyclingcultureEncouragement, marketing campaigns andbehaviour change programs such as Ride toWork Day, TravelSmart and Darebin’s CycleConfidence Training, offer significant opportunitiesto boost cycling.

Perceived risks deterring cyclingOne of the main factors deterring people fromcycling in the inner city is the perceived safetyrisk of cycling amongst motor vehicle traf ficincluding cars, trucks and vans. The lack of acomplete network of separated bicycle facilitiesexacerbates this problem.

Objectives and actionsA complete arterial bicycle networkThe City of Melbourne has been working withthe other Inner Melbourne Action Plan (IMAP)

councils (Port Phillip, Stonnington and Yarra) toplan and construct an arterial bicycle networkfor inner Melbourne. This was an input to arecent review by the State Government of the‘Principal Bicycle Network’ as well as the StateGovernment’s Victorian Cycling Strategy .

The key direction of the IMAP work was thatinner Melbourne needs an arterial network of bicycle facilities that are physically separatedfrom traf fic. This network would be augmentedby local bicycle routes, including bicycle lanes,and a traf fic environment characterised by slower vehicle speeds that is much more amenable tocycling.

Among the highest priority routes for planningand construction are Swanston Street, ExhibitionStreet, Latrobe Street (including a link to AlbertStreet), Elizabeth Street, William Street, the southend of Rathdowne Street, Whiteman Street tothe north bank of the Yarra River (linking to CecilStreet), St Kilda Road at the Domain interchangeand a master plan for an east-west route throughSouthbank as a high-service alternative to theSouthbank promenade connecting the Main YarraTrail to Docklands and Princes Bridge.

Action: The City of Melbourne will preparea new bicycle plan to replace the Bicycle

Plan 2007-2011 , which will developdesigns for these routes and a plan toconstruct them over the next five years.

Action: The City of Melbourne will publisha map showing the quality of existingbicycle routes in Melbourne and plans toimprove the network.

The Municipal Strategic Statement highlights theneed for a fully separated bicycle route to link theinner north western suburbs to the Central City,specifically the Hoddle Grid. This bicycle routewill form a key component of the urban renewalplanned for the Docklands, eGate and Dynon

precincts, in addition to the continuing growthof the Footscray Central Activities District. Thisbicycle facility should be separated from the streetnetwork, and operate in a similar way to the bikereserve alongside the Upfield rail line.

Action: The City of Melbourne willwork with the State Government toensure future land use and transportinfrastructure developments in thiscorridor incorporate a bicycle link.

Improving cycling conditions on other streetsCycling facilities, both for moving and for parking,will be provided on high-mobility streets. Some

high-mobility streets will warrant separated bikelanes that allow for significant numbers of cyclists.Some others will warrant on-road bike lanes thatare clearly marked and are treated to allow for

Fig 6.6 Lygon Street bike parking corral, Carlton

Fig 6.5 Rathdowne Street bike lanes, Carlton




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safe cycling. Secondary streets, such as the ‘little’streets in the Hoddle Grid, will also be cyclingstreets. Solutions to assist cyclists may includeallowing cyclists to travel in two directions on one-way streets, providing early starts at traf fic signalsor installing shared zones.

Action: The update of the City ofMelbourne’s bicycle plan will includemeasures to improve the cyclingenvironment in secondary streets andlanes and provide for a program of minorworks to supplement major projects.

Action: As part of the review of theoperation of traffic signals, The City ofMelbourne will work with VicRoads toexamine the feasibility of early startsfor cyclists (along with pedestrians andpublic transport vehicles). This enablescyclists to ride in the clear field of view ofdrivers, improving safety.

Action: The City of Melbourne willcontinue to consider the installation orimprovement of bicycle facilities as part ofall traffic works in the municipality.

A Road Network operating planThe road network operating plan to be developedby the City of Melbourne in cooperation withthe Department of Transport and VicRoads willinclude a high level of priority for cyclists. Thiswill include provision of separated bicycle lanes,bicycle lanterns and advanced starts at traf fic

signals.

Action: The City of Melbourne will workwith the Department of Transport andVicRoads to ensure that the networkoperating plan for Melbourne provides ahigh level of priority to cyclists

Bicycle safetyFor cycling to grow as a transport mode of choicein Melbourne, the street and path network mustbe safer. This requires more people using it, andso it needs to be more attractive.

There are many measures that the City of

Melbourne will undertake to reduce car-bikeconflict and encourage cycling. Among the mosteffective will be the construction of high qualitybike lanes, and a reduction in the traf fic speedlimit in the Central City to a 40 km per hour maximum.

The City of Melbourne’s policies aim to create acalmed transport environment in which cyclingand walking will be inherently safe activities.

Action: The City of Melbourne willcontinue to work with VicRoads to achievesignificant improvement to cyclist andpedestrian safety.

Action: The City of Melbourne willcontinue to prioritise vulnerable roadusers, especially cyclists and pedestrians,

when it updates its road safety strategy,including a focus on accident blackspots.

On-street bicycle parkingBy providing on-street bike parking throughout themunicipality, the City of Melbourne can play a keyrole in supporting cycling as a convenient modeof transport. Easy to find and easy to use bikeparking will help to increase the number of peopleriding bikes.

In 2008, the City of Melbourne converted two car parking spaces on Lygon Street to 16 bike parkingspaces (eight hoops). This project has beenextremely successful. A review in 2010 foundstrong community and local business support.Retail spending generated by the parking spaceincreased significantly when it was convertedfrom motor vehicle to bicycle parking.

For the City of Melbourne to continue providingparking for cyclists, as well as enhancing thepedestrian and open space network of centralMelbourne, more car parking will be convertedto bike parking. The use of footpath space for bike parking is not preferred in parts of themunicipality, due to high pedestrian numbers andother, preferred uses (such as kerb-side diningand open space).

Action: The City of Melbourne willimplement a program of delivering on-street bicycle parking corrals at highdemand locations.

Off-street bicycle parkingIt is important for Melbourne that new and existingdevelopments provide good quality bicycleparking for long-stay users such as employees,along with showers and change facilities.

Current bicycle parking rates for newdevelopments, as determined by the Planning Scheme , are the same throughout the State,despite significant variations in population andemployment density, and transport mode choice.For example, the amount of bicycle parkingrequired in a new development in the city is thesame as that required in outer suburban or ruralareas, where cycling rates are much lower.

The City of Melbourne has been working toincrease bicycle parking provision in new studentaccomodation. Bicycle parking cages at suburbantrain stations provide a cost-effective and spaceef ficient way of providing access to trains. On anaverage weekday, 100 car spaces a day acrossthe rail network are freed up by people who haveconverted from driving to the station to riding andusing bicycle parking cages.

Action: The City of Melbourne willwork with the State Government toreview bicycle parking rates for newdevelopments in inner Melbourne.




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Action: The City of Melbourne will workwith bicycle advocacy groups, transportmanagement associations, employers andothers to encourage the installation ofhigh quality end of trip facilities.

Action: The City of Melbourne supportsbicycle parking at train stations as a veryspace efficient way of providing trainaccess.

Fig 6.4 RiderLog GPS Bicycle Trip Mapping Source: Bicycle Victoria




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Cycling data and informationThe City of Melbourne has limited data onbicycle movements in the municipality. There arenine permanent loop counters installed acrossthe city and the City of Melbourne carries outmanual counts three times a year including‘Super Tuesday’. This number needs to increaseand more information should be made availablefrom these counters. ‘Bicycle barometers’ arepublic displays of information such as numbersof cyclists on a particular route. They help focusattention on the role cycling plays in the transporttask.

Action: The City of Melbourne will workwith VicRoads to increase the numberof counters to 20 by 2016 and for thecounters to supply real time data availableto the public via a website. The City of

Melbourne will trial the use of a ‘bikebarometer’ or similar device to displaybicycle use and other statistics to thepublic.

The City of Melbourne can greatly improvethe transport data it collects by tapping intoexisting mobile and online applications, and alsodeveloping new tools that specifically fill gapsin its knowledge. The Bicycle Victoria RiderLogis an example of how mobile applications cancontribute to the planning of the bicycle network,and, ultimately, inform the City of Melbourneinvestment in cycling.

Action: The City of Melbourne supportsthe development of innovative mobileand online platforms that help illustratetransport patterns and assist planning andinvestment.

Expanding the Melbourne Bicycle Account In 2007, the City of Melbourne initiated theMelbourne Bicycle Account . This publicationis essentially a progress report for bike usagetrends, and forms a regular update on the City of Melbourne’s progress on projects set out in theBicycle Plan .

One way to enhance this format is to broadenit to be a Melbourne Transport Account . The

report will act as a complete resource of CentralCity transport data, provide an analysis of thedata, and help educate the public on the actualtransport trends relevant to the city.

Items that could go into the Melbourne Transport Report are:

VISTA statistics about mode shares

Bicycle statistics from cordon counts, BicycleVictoria’s ‘Super Tuesday’ count, the number of bicycle racks both on- and off-street.

Pedestrian count data

Volumes of traf fic on key roads

Volumes of vehicles on key arterials andother roads

Numbers of car parking spaces on- and off-street

Volumes of people catching public transportat key locations

Action: The City of Melbourne will workwith the Department of Transport todevelop a Melbourne Transport Account .

InnovationIntroducing new bicycle facilities may involvetrade-offs, such as the removal of parking baysor motor vehicle lanes. Despite the best possibleplanning, the final impact of a new design maybe dif ficult to predict. One way to introduce newconcepts is to run them as a trial, with robustpre- and post-installation evaluations. Thecost of a trial may be cheaper than other waysof assessing the likely outcome of a design,such as traf fic modelling, which can be very

expensive. A trial will also usually produce clear evidence of success or failure and guidance onimprovements. Some jurisdictions in the worldwhich are well-known for innovative work intransport frequently use trials. Recent examplesinclude bicycle lanes on the Burrard Bridge, inVancouver, and the pedestrianisation of TimesSquare, in New York.

Action: The City of Melbourne will makegreater use of trials to test bicycle designsand other innovative transport projects.

Promoting a city cycling culturePublic engagement regarding significant changes

to the transport environment in Melbourne willbe crucial to achieving appropriate transportoutcomes.

A good example of this has been the extensivepublic engagement process undertaken by theCity of Melbourne during the development of thenew plan for Swanston Street. The engagementprocess included an on-line poll on seven designoptions, submissions, public discussion andextensive promotion.

Other examples include:

The City of Sydney has an ongoing publicity

program to encourage people to cycle inSydney.

The cities of San Francisco and New Yorkrun a ‘parking day’ during which communitygroups are able to convert parking spacesto a huge variety of other uses includingtemporary parks, children’s gyms, poetryreading zones, hairdressing, massage, areasfor watching television.

The city of Bogota employed MarcelMarceau-like ‘traf fic mimes’ to encouragemore civil behaviour by people using allmodes of traf fic, to address alarming roadsafety problems, congestion and a lack of civility in the city.

Action: The City of Melbourne will workwith key stakeholders on developingcreative ways to engage the public in




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the ongoing discussion of Melbourne’stransport future. Opportunities includepermanent public art, performance artists,publication of data, public displays orvisualisations of transport data, traditionalbehaviour change programs, publicdiscussions and lectures, and otheractivities.

Action: The City of Melbourne willcommunicate and promote all transport-related capital works projects as acoordinated suite of projects that stemfrom the Future Melbourne Community Plan and Moving People and Freight . Thisconsistent approach to why and how theCity of Melbourne is implementing itspolicies, and the effect these will have onthe built environment, are important to

ensure the community understands theseprojects.

Fig 7.1 Pedestrians in Spencer Street at Southern Cross Station Page 52 | Transport Strategy Update 2011 Draft



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7 Walking city

Goal

Melbourne will be one of the world’s great walkingcities, where residents, workers and touristshave easy access to the many activities availablewithin the municipality. Walking will be easy andattractive, and a primary way for anyone andeveryone to get around their local area. As wellas being a very effective form of mobility, walkingwill also provide personal and public health,environmental and cultural benefits.

A connected city gives top priority to walking,providing a comprehensive, fine-grained andgood quality pedestrian network. Walking plays akey role as the access mode for public transportservices. This role will expand as Melbourne

improves its public transport system.

ContextMelbourne is already known internationally asan excellent walking city. Pedestrians are thelifeblood and the movement economy of the city.Melbourne’s international reputation, its liveabilityand its ability to attract business, visitors andshoppers depends to a significant degree on thequality of its pedestrian environment. The city isknown for its laneway culture and the walkabilityof its centre, the pedestrianisation of spaces suchas Swanston Street, the Bourke Street Mall, andthe Yarra River promenades.

The City of Melbourne has improved thepedestrian environment and created a city for people over the last 20 years. This has been doneby widening footpaths, reducing traf fic signalcycle times and extending ‘green man’ phases,building attractive pedestrian spaces, attractingresidents to the central city and supporting publictransport. The number of people walking hasrisen as the number of visitors to the city hasincreased. VISTA 2007 data shows that, for tripswithin the city, walking is the mode of travel for 69 per cent of all journeys. Australian Bureau of Statistics data shows that 49 per cent of peoplewho live in Southbank walk to work.

Walking is also the most space and cost ef ficientway to travel around the city and it is a key part of any public transport journey.

The City of Melbourne has taken actions toreduce pedestrian casualty crashes. It has alsoapplied to reduce the speed limit in the CentralCity to 40 km per hour. It has introduced sharedzones which give pedestrians priority over motor vehicles and reduce speed limits to 10 km per hour. Level access trams stops, with zebracrossings, have improved access to stops,slowed vehicles and provided staging points for pedestrians to cross busy roads. Other initiativesinclude 40 km per hour zones, median islands,traf fic calming and pedestrian signals.

IssuesFootpaths and crossing opportunities

Whilst the City of Melbourne’s pedestrian networkhas developed in the Central City to be a fine-grain, permeable and active environment, thereare many locations throughout the municipalitythat are poorly designed for pedestrians.Problems include footpaths too narrow for thevolume of people walking, long waits at sometraf fic signals, lack of crossing opportunities andconstricted links between public transport nodessuch as stations and tram stops.

Inadequate walking amenity to and frompublic transportPolicies aimed at significantly increasing publictransport access will require a significant

enhancement of the pedestrian environmentaround public transport nodes. As the cityintensifies, walking will become a more importanttransport mode.

Pedestrian fatalities and serious injuriesRoad safety for pedestrians is a key concern for the City of Melbourne. Its Road Safety Plan hasa specific pedestrian safety action plan. In themunicipality, 23 per cent of road casualties arepedestrians and in the CBD the figure is 27 per




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cent. These are much higher rates than in other parts of Melbourne.

Conflicts with cyclists in shared areasThe growth in popularity of cycling, especiallyon paths which are shared with pedestrians butseparated from motor vehicle traf fic, has led tosome conflicts between cyclists moving at higher speeds and pedestrians.

Objectives and actionsPedestrian planWhile the City of Melbourne has maintained thewalkability of the city through the delivery of manydifferent projects and initiatives over time, it hasnot had a specific pedestrian action plan focussedon walking as a mode of transport.

Action: The City of Melbourne will develop

a pedestrian plan, similar to its Bicycle Plan , to guide its planning and capitalworks programs that affect the pedestrianenvironment.

The most important part of the pedestrian planwill be improving pedestrian access and priorityaround public transport nodes and other keyattractors where significant growth in pedestriannumbers will occur.

Other high priority areas of the plan will be:

Assessing levels of crowding throughoutthe municipality and developing appropriate

measures to address this. Reducing waiting times at signals, introducing

early starts, all-walk phases, and longer pedestrian phases.

Providing greater crossing opportunities.

The plan will also include:

Identifying the pedestrian network for Melbourne and providing guidance on hownew developments can improve this networkand how this network is integrated with other transport networks, including public transport,cycling and general traf fic.

Navigational signs and way finding.

Design solutions for bike and pedestrianshared areas.

Counting pedestrians.

Assessing the overall level of serviceprovided to pedestrians including delays,directness of routes, crowding, crossingwidths, shading, active frontages, streetfurniture, crossovers and other aspects.

Publishing regular assessments of the quality

of the walking environment via maps. Developing alternate street layouts for

‘little streets’, including shared space andexpanded space for pedestrians.

Developing a base plan of the roads andlanes in the city which offer different levelsof pedestrian connectivity to inform futurepedestrian planning.

Expanding and developing lunchtime andtemporary street closures including weekend‘ciclovia’ style street closures.

Action: The City of Melbourne willregularly evaluate the quality of thewalking network using an appropriate

tool. The results of this will be publishedas a map to indicate how the pedestriannetwork has been improved year on year.

Fig 7.2 Pedestrian growth in the Central City

Average November Weekday Pedestrians counted at selected locations in Melbourne CBD

80,000

85,000

90,000

95,000

100,000

105,000

110,000

115,000

120,000

2006 2007 2008 2009 2010




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High mobility streetsProviding excellent service for pedestrians willbe an important part of designing high mobilitystreets (see Key Direction three). Pedestriansshould be able to move seamlessly fromfootpaths to access permeable level accesspublic transport stops or move between publictransport services. A high-quality public realm,including shade trees, high-quality materials andpublic spaces should also be provided.

Action: the City of Melbourne will designhigh-mobility streets to provide excellentservice to pedestrians.

Temporary road closures at times of highpedestrian activityThe city of Melbourne has had lunchtime road

closures of Little Collins and other streets for many years. These are very successful. Thecity’s retail core (now called the high-activity core)has expanded. There may be opportunities for further retail or dining related closures. There isa range of other closures in place across the cityfor various purposes including special events,outdoor dining, theatre access and others. Other opportunities for temporary closures include for street markets, regular physical activities such asciclovias and sporting events.

Fig 7.3 Pedestrian Network Mapping Concept

Shared Zones

Full Time Part TimeProposed Investigate

Fig 7.4 Existing and proposed temporary street closures




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Action: City of Melbourne will implementproposed street closures and investigatefurther opportunities to give greaterpedestrian priority at appropriate times.

Pedestrian priority at stations and publictransport interchangesWalking is a key part of all public transport journeys and providing an excellent walkingenvironment around public transport interchangesis a key part of extending the reach and quality of the public transport network. Strong growth in theuse of public transport means more people will bewalking to access the network.

Action: The City of Melbourne will workwith the Department of Transport andState Government agencies to provideexcellent quality pedestrian access topublic transport interchanges.

Action: The City of Melbourne willcomplete masterplans for Flinders StreetStation and Southern Cross Stationfocusing on providing excellent qualitypedestrian access.

Road network operating planThe road network operating plan to be developedby the City of Melbourne in cooperation withthe Department of Transport and VicRoads willinclude a high level of priority for pedestrians. Insome cases pedestrian access and safety can besignificantly improved by increasing crossing timefor pedestrians, providing advance starts at traf fic

signals and constructing new crossings.

Action: The City of Melbourne will workwith the Department of Transport andVicRoads to ensure that the networkoperating plan for Melbourne provides ahigh level of priority to pedestrians.

Safety for pedestrians As Melbourne increases its emphasis onbecoming a city for people, the role of motor vehicles in the city will be moderated. Motor vehicles will remain a key part of the transportnetwork but the design of streets will ensure their negative impacts are moderated.

Action: The City of Melbourne’s roadsafety plan will be updated, with a strongemphasis on moderating motor vehiclemovement to reduce pedestrian traumaand create a city for people.




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Future Pedestrian Activity

Around Public Transport

High Pedestrian Activity

Intensive InterchangeOther Interchange

Train Stations

Fig 7.5 Future pedestrian activity around public transport 2030




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8 Innovative urbanfreight logistics

Goal

Melbourne will have innovative and ef ficientfreight and logistics infrastructure, optimising theflow of goods locally and globally. Melbourne’sfreight system will strengthen the municipality’seconomy. It will be environmentally sustainable,and freight traf fic will be designed and managedto enhance the municipality’s liveability.

Context

The freight task in Melbourne is growingsignificantly. The carriage of goods through thePort of Melbourne is expected to quadruple

to eight million TEU (20-foot equivalent units)per annum by 2035. This freight is distributedthroughout the State by road and rail haulage,across a network that is extremely important toMelbourne’s economic performance. Melbourne’sroad network has received considerableinvestment over the past 50 years, which hascontributed to the success and growth in portactivity.

The last kilometre freight and delivery task inthe Central City is extremely important to thecity’s economy, the services and businesses thatfunction within it.

IssuesHeavy port freight conflicts with amenity

Freight and logistics associated with the portinvolve large quantities of goods and bulk items.The vehicles carrying these goods need to behigh capacity, which means they are unlikely tobe compatible with inner urban land uses such asthe Central City and residential neighbourhoods,specifically in Melbourne’s inner west. Ef ficiencyin the movement of goods must be optimised soas the externalities of van and truck transport donot damage inner urban amenity.

Emissions from the freight sector are significant,mainly due to Melbourne’s heavy reliance on

road haulage to move goods throughout the cityand interstate. The expected increase in freightactivity in Melbourne will significantly increaseCO2 emissions if current vehicle technology anddistribution methods continue.

Local service and delivery

Despite the significance of the ‘white vans’that deliver goods to the city, there is very littleinformation about how the system is operating, if it is ef ficient, and if and how it may be able to beimproved. There is a gap in understanding of thelast kilometre task, due to the dispersed nature

of deliveries and the wide range of participants inthe industry.

Waste

Transporting waste out of the city will becomea more important task, with the future urbanrenewal and continuing growth of the Central City.Some current arrangements for waste removalare inef ficient and result in a loss of urban quality,especially in some of our active laneways, whichare becoming more people-oriented which hasremoved space traditionally used for wastecollection. These spaces and ‘little streets’ wereoriginally designed to accommodate deliveriesand waste removal, with most buildings’ freightand docking facilities oriented towards them.

The City of Melbourne must ensure that thesestreets and laneways allow for the buildingsabutting them to receive goods and get rid of waste, whilst also supporting the active streetlife and laneway culture for which Melbourne isknown. Innovative and creative approaches to thischallenge will be essential.




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Objectives and actionsMore freight on rail

To accommodate Melbourne’s growing freighttask, more goods will need to be transportedby rail. A switch to rail will have many benefitsfor Melbourne’s transport system, as well assignificant economic and environmental pay-offs:

Environmental benefits – rail goods transportis significantly more ef ficient than roadhaulage.

Reduced road congestion.

Road safety benefits from a reduction in trucktraf fic.

Financial savings from avoided roadconstruction and maintenance, due to fewer trucks using the road and freeway network.

Action: The City of Melbourne supports anincrease in rail freight, especially relatedto container traffic moving to and from thePort of Melbourne.

This increase in rail freight should be achievedwith no adverse impact on the commuter railnetwork. Significant investment will be required to

achieve a balance between these two importantrail functions.

Support the Port of MelbourneThe Port of Melbourne is one of the primaryorigins and/or destinations for freight traf fic inVictoria. Good truck and train access to the port iscrucial to Melbourne’s economic performance.

Action: The City of Melbourne retainsmany of the policies relating to portaccess as defined in the 2006 transportstrategy. In addition, the City of Melbournesupports any investigations into theexpanded use of the Port of Hastings torelieve pressure on the Port of Melbourneand open opportunities for urban renewalof land currently used for freight andlogistics.

Melbourne Metropolitan Freight Terminal Action: The City of Melbourne supports

initiatives to rationalise the Dynon Roadfreight precinct to provide more efficient

Fig 8.1 Cargo bicycles are already improving the way we undertake the last km freight task




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and compact port and logistics functionsin this important area.

Truck action plan Action: The City of Melbourne supports

initiatives to reduce the impact of freightvehicles in inner west.

Webb Dock railThe Municipal Strategic Statement indicates theneed for rail access to Webb Dock, to support thegrowth of this section of the Port of Melbournewhilst growing the share of freight carried by rail.

If the Webb Dock continues to grow, the City of Melbourne supports efforts to improve rail accessto this area, however the potential for land usedevelopment in Fishermans Bend may reducethe growth of Webb Dock’s freight capacity, andtherefore reduce the need for rail freight access.

Action: The City of Melbourne will initiatea structure plan for Fishermans Bend.This work will develop the Webb Dock railconcept further and establish communityand City of Melbourne priorities for thisarea.

Last kilometre freight and deliveryExamples of the types of innovations that mayhelp to improve the ef ficiency of freight delivery,while reducing the negative amenity impacts of freight vehicles, are:

Local delivery and consolidation centres

Environmentally friendly delivery vehicles Changing times for loading zone and delivery

operation

Incentives for shared deliveries.

There is a lack of understanding regarding thelast kilometre delivery task, which makes it moredif ficult for government to support businessesand the delivery industry. To fill this knowledgegap, the City of Melbourne will need to workwith industry to identify opportunities for specificimprovements.

Action: The City of Melbourne will take astreet or precinct approach to identifying

efficient approaches to last kilometrefreight delivery. This will leverage thedesign and consultation opportunitiesassociated with street redevelopmentand structure planning projects toestablish delivery and waste managementopportunities.

During these projects, the City of Melbournewill work with industry stakeholders to discussimprovements to last kilometre freight and takeadvantage of any opportunities for innovativesolutions that lessen the negative impact of

deliveries on the amenity of the city, reducedelivery costs and improve ef ficiency.

Off-street loading facilities Action: The City of Melbourne will assess

the ability of the planning scheme toencourage developments to accommodateloading and delivery space off-street. Thiswill minimise the impact of induced freightand delivery activity on the surroundingstreet network that will result from highdensity land use and activity.

Waste Council will continue to investigate

innovative waste disposal systems thatimprove the efficiency of rubbish removalor remove the need for collection byvehicles using alternate technologies.




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9 Smart city driving

Goal

As a connected city, Melbourne will develop aculture of smart city driving. This means improvingmotor vehicle traf fic flow and running ef ficiencyand fostering smarter, more ef ficient motor vehicle use and simplified road management.Smart city driving also means reducing roadrage, eliminating pedestrian and cyclist deathand serious trauma from collisions, and makingmotoring compatible with these vulnerable roadusers. This will also reduce the degrading effectsof motor vehicle traf fic on general urban amenity.

Motor vehicles are likely to become a much lessdominant presence on the streets of the CentralCity in the future. This is because of the space

ef ficiency of public transport, pedestrian andbicycle travel and the small amount of spaceavailable for mobility in the city. Cars will remainimportant for some trips in the City Centreparticularly those for which the other modes donot yet provide an alternative. These includetravel at less busy times including night time,some business travel, movement of goods andcar share and taxi journeys.

ContextDriving is an important way for people to accessthe city and for residents and businesses inMelbourne to move around. The urban form

of metropolitan Melbourne reflects that of acar- dependant city, with substantial investment

supporting car use and inter- and intra-city freightand logistics.

However, the amount of driving in inner Melbourne has not grown since circa 2003 andthe amount of driving throughout all of Melbournehas been static since that time, despite strongpopulation growth.

The growth in mobility has been by peopletravelling by public transport, cycling and walkingand is predicted to continue to do so.

IssuesNeed for greater space efficiencyCars are flexible and responsive and capable of meeting the widest range of trip needs. However they are large users of space, both when movingand stationary, especially when carrying only oneoccupant. In more and more places throughoutthe city, some of this space will be needed for other, more space ef ficient uses, including wider footpaths for pedestrians, level access tramstops, bus lanes and bicycle lanes.

Cost of congestion Although driving is not increasing in inner Melbourne, existing driving patterns have created

significant congestion which places a $3 billiondrag on Melbourne’s economy. The direct impactof congestion affects not only motorists but

surface public transport vehicles, pedestrians andcyclists. Unless public transport is freed from theimpact of congestion, as more people use publictransport, the economic impact will grow.

Managing central city bypass trafficThere is a significant amount of traf fic thatcurrently goes through the central city but doesnot have a destination there. On some streets inthe Hoddle Grid this is estimated to be as muchas half of all vehicles. This traf fic contributesto congestion in the most densely active partof Melbourne, especially impacting on publictransport vehicles, walking and cycling but doesnot contribute to the productive activity of thecentral city.

Increasing fuel costsPossible future oil and electricity price rises arelikely to put downward pressure on car use in thefuture.

1 m2

Walking

Cycling

Bus

Car

(50km/h)

Car

(100km/h)

Time-Area Requirements Per Commuter

Fig 9.1 Space ef fi ciency of various modes of personal transport




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Meanwhile, some changes are making the car better adapted to city life. These include moreef ficient forms of car ownership such as car sharing, new fuels and quieter and safer vehicles.

Cost of crashesThe costs of an unsafe road environment areenormous. The annual economic cost of roadcrashes in Australia was conservatively estimatedto be at least $18 billion in 2005.

Off-street parkingCar parking is a key component of the transportsystem and has a major influence on transportbehaviour. Despite having clear parking limitationpolicies for many years, by internationalcomparisons, Melbourne has a significant amountof off-street parking — more than 60,000 spaces— in the centre of the city. It is clear that largenumbers of off-street parking bays, many of which are provided for all-day parking, attract alarge number of vehicles into the city during peakhours. This is at the same time as on-road publictransport is trying to move the largest portion of itspassenger load and the demands on the walkingand cycling networks are greatest.

Many of the parking spaces added recently inthe city centre were included in developmentswhere the State Government was the responsibleplanning authority. Some of these were in

locations that are extremely well served by avariety of public transport options.

On-street parkingOn-street parking plays various roles acrossthe municipality. It offers convenient car access,allows people to store their cars on- street if theydo not have off-street parking, enables loadingand deliveries, and acts as a buffer betweenmoving traf fic, the pedestrian footpath and, insome instances, cycling lanes.

Currently, in the CBD there are 4,190 on-streetparking spaces of which 3,077 are metered.

On-street parking represents the City of Melbourne’s decision to use public space toaccommodate cars. Parking meter revenue isalso important for the City of Melbourne, as itfunds many community and capital works projects

undertaken every year.

The ‘smart city driving’ concept also refers tomotorcycles, in recognition of their space andfuel ef ficiency. Issues associated with motorcycleuse in Melbourne relate to parking and the useof footpath space for storage of motor bikes. Asnoted previously, the demands for footpath space

Fig 9.2 Total Monthly Petrol Sales from 2001-2009 Source: VicRoads




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are increasing with the growth in pedestrianactivity.

An east-west road link

The question of whether a road tunnel should bebuilt linking the Eastern Freeway to City Link or the Western Ring Road is an important transportquestion for Melbourne.

In 2008, the East West Link Needs Assessment proposed a freeway standard road linking theEastern Freeway at Hoddle Street, to the WesternRing Road. In 2010, the State Government’sLinking Melbourne Authority began a planningstudy to consider a freeway linking the Port of Melbourne precinct with west Footscray via aroad tunnel under Footscray. The project, knownas WestLink (stage one) has been discussed asa possible first stage of a cross-city tunnel linking

the Eastern Freeway to the Western Ring Road.WestLink stage two would take the road further west to link to the Western Ring Road.

The benefits of WestLink would include;

Relieving streets in Footscray of port andgeneral traf fic

Providing an alternative to the West GateBridge for traf fic crossing the MaribyrnongRiver

Providing extra capacity for port traf ficaccessing the west of Melbourne.

Other impacts of WestLink could include

increased traf fic levels in the westernpart of Melbourne flowing through to localneighbourhoods and the Central City and havinga negative impact on the operation of publictransport, walking and cycling.

Depending on its design, a cross-city tunnellinking the Eastern Freeway to the WesternRing Road or to City Link could have significantbenefits for the city. The major benefit would beremoving east-west through traf fic from surfacestreets across the north of the city, creatingopportunities for improved public transport,walking and cycling provision.

Other impacts of a cross-city tunnel could be:

Increasing overall motor vehicle usein Melbourne, further embedding car dependence.

Stimulating outer suburban developmentand sprawl, rather than encouraging urbanconsolidation.

Key design questions for a cross-city tunnelinclude its capacity and the configuration of its

connections into the existing road network. Exitsto the city centre would be likely to encouragemore traf fic to drive there.

The City of Melbourne’s priority is for investmentin public transport to stimulate growth inMelbourne. Public investment in new roadprojects could draw funding away from moreimportant projects such as Melbourne Metro railtunnel and other public transport upgrades.

Action: The City of Melbourne willconsider any future proposals for newroad links taking into account the issuesdiscussed above.

W e s

t e r n

R ing R o a d

M o n a s h F r ee w a y

Wes t Gate Fr e e w ay

P r

i n c e s

F r e e w a y

E a s tern Freew a y

C i

t y

L i

n k

Segment 2 S e gme n t 1

WestLink

S e g m e

n t 3

Fig 9.3 WestLink segments, a link to the eastern freeway and proximity to the Central City




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Objectives and actionsNetwork operating plan A key way to achieve the most ef ficient andeffective use of streets, to meet the access,

mobility and land use needs of the city, is todevelop a new network operating plan. Theplan allocates priority for the allocation of time(at traf fic signals) and space (on roads andfootpaths) to various modes of transport ondifferent roads. Modes include pedestrians, trams,buses, bicycles, motorcycles, freight and generaltraf fic.

The plan ensures that the City of Melbournemakes the most ef ficient use of the infrastructurein which the community has invested, includingroads, public transport vehicles and traf fic signals.The plan helps guide decisions on which modesof transport receive priority at locations where

roads with different modal priorities intersect.Each local government network operating planbecomes part of VicRoads’ SmartRoads networkoperating plans.

The City of Melbourne is working with VicRoads,the Department of Transport and the Departmentof Planning and Community Development todevelop a network operating plan for all roads inthe municipality.

Key principles underpinning the development of anetwork operating plan are:

The planning and management of roads must

enable the creation of people-oriented placesand an active and vibrant city.

Priority must be given to space ef ficientmodes including walking, public transport andcycling.

Through motor vehicle traf fic must notdegrade the amenity of the street life andoperation of the city. It will be encouraged touse roads on the perimeter of the city.

Motor vehicle traf fic will continue to accessthe city in ways that are compatible withhigh levels of activity by public transport andvulnerable road users.

Action: The City of Melbourne willdevelop, publish, and regularly reviewthe network operating plan for allroads in the municipality. The City ofMelbourne will also publish informationabout traffic signal operation to ensurethat the management of the network istransparent.

Crossing King Street An example of this approach is the City of Melbourne’s plan to review traf fic signal operationon King Street.

This street currently carries a significant number

of motor vehicles, some travelling to the city andsome going through. It crosses tram and busroutes at Flinders Street, Collins Street, BourkeStreet, Lonsdale Street and Latrobe Street.

It also crosses pedestrian routes leading fromSouthern Cross station into the Hoddle Grid onCollins and Bourke Streets as well as on ‘little’streets.

Currently, the traf fic lights are set up to favour motor vehicle traf fic on King Street, forcing publictransport passengers and pedestrians to wait for up to 90 seconds.

This signal set-up encourages traf fic to useKing Street as a route through the city and itundermines the ef ficiency of the public transportoperation. This affects all east-west publictransport travel and exacerbates the dif ficulty of travelling to Docklands on the tram network.

While King Street is a declared arterial road andis likely to retain a traf fic function, opportunitiesto improve its operation for high-priority users will

Fig 9.4 Melbourne Road Traf fi c Volumes




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be identified as part of the new network operatingplan.

Integrated land use and transport networkplanningThe increasing intensity of Melbourne’s CentralCity and the provision of high quality publictransport services will require transport andland use planning to be better integrated. Thenetwork operating plan will provide guidanceon the operation of streets but a higher levelmanagement tool will be needed to coordinatetransport operations with the way land is used.

This integrated transport and land usemanagement tool must be a coordinated initiativeof the City of Melbourne and State Government,with participation from key government agenciessuch as VicRoads.

This tool will identify how the transport networkwill develop, including where new tram stops,train stations, bus routes, bicycle lanes, freightroutes and so on, will be located, as well as thepriorities for land use development adjacent tothe transport network. The plan will be able todescribe or illustrate how streets will look in thefuture, taking into account the demands thatadjacent land uses will place on the transportnetwork located along the full length of the street.It will also be able to inform the design of newdevelopments based on existing and futuretransport plans.

This will enable agencies to plan jointly for a

sustainable, economically ef ficient and sociallysupportive transport and land use system for thecity.

Action: The City of Melbourne will workwith the State Government to developan integrated land use and transportplanning tool.

Managing on-street parkingThe City of Melbourne’s strong emphasis onimproving public transport, walking and cyclingin Melbourne will mean on-street parking plays aless significant role in providing access to the cityin the future.

Redevelopment of high-mobility streets will meanthe conversion of some on-street parking spacesto other uses. For example, the installation of atram level access stop could require the removalof up to 40 on-street parking spaces. Thesespaces could provide access to the city for asmany as 480 people each day. By contrast, busytram stops cater for around 12,000 people per day. Poor quality tram stops reduce city access byslowing trams and contributing to overcrowding.Other uses will include wider footpaths, peoplespaces, bicycle lanes, bicycle parking, footpathtrading, street trees and others.

Melbourne also has a significant supply of off-street parking which could, in the future, provideshort term capacity.

It is important for the City of Melbourne to planproactively for a declining on-street parkingsupply, especially in the Central City. This shouldinclude an analysis of potential City of Melbournerevenue loss, acknowledging the economicimpact to abutting businesses, and consideringthe social and environmental benefit of changingcar parking to other uses.

Action: The City of Melbourne will updateits on-street parking strategy for themunicipality, detailing the managementof parking in the short and mediumterm, with specific regard to revenue,city access and the balance of publicspace dedicated to car use across themunicipality.

Action: The City of Melbourne willcontinue to allocate the majority of on-street parking to short term parking.

Action: The City of Melbourne willimplement new parking technologysystems that allow payment withoutrequiring parking machines or meters,that will remotely sense and assessparking occupancy.

Action: The City of Melbourne will publishparking data, including occupancy rates,prices, availability and other information.

Limiting off-street parkingIn March 2010, the City of Melbourne adopted

planning scheme amendment C133, whichapplies to Carlton, Southbank and parts of NorthMelbourne, West Melbourne and East Melbourne,and allows the provision of zero on-site car parking spaces in residential developmentsover four storeys, and places a discretionarylimit of one car parking space per dwelling. Thisamendment was based on demographic andaccessibility analysis, which determined that theareas affected by the amendment have excellentaccessibility to public transport and other facilities.

Following the success of this amendment, theCity of Melbourne will pursue another amendmentto the planning scheme to set maximum car

parking rates for other land uses (for example,of fices) throughout the municipality, and reviewthe area to which amendment C133 applies.

Action: The City of Melbourne willcontinue to discourage long termcommercial parking, particularly inthe Central City, and will encourageconversion of long-term commuterparking into affordable short stay parkingor other uses.

Car parking management withinneighbourhoodsThe City of Melbourne introduced the Carlton

Parking and Access Strategy in 2006. Thisstrategy was introduced partly in response torequests from the local community to assist




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residents to obtain parking in their street. Amongother measures, it reduced the number of permitsissued to each address, removed multi-usepermits to prevent abuse and replaced them withvouchers, and removed access to the residentpermit scheme for properties which increaseddensity on any site in the precinct. As a result,there was a significant reduction in the number of parking permits issued in Carlton and permitholders were able to find a parking space moreeasily. A similar system has been extended tonorth and west Melbourne. New schemes willinclude some or all of these measures dependingon community needs.

Action: The City of Melbourne will assessthe need to extend innovative residentparking schemes to other parking areasand will conduct thorough community

engagement as part of any changeproposal.

Road safetyThe Future Melbourne Community Plan clearlydefines a future where there are zero roadfatalities or serious trauma resulting from roadtraf fic in Melbourne. Against the backdrop of significant growth in population, employment andvisitation, this is an ambitious yet important target.

Speed limit reduction improves road safetysignificantly, as was highlighted in the 2006Moving People and Freight Strategy . Slower vehicles create a safer city and improve theamenity of the public realm.

A business case was compiled in 2007 for a 40km per hour speed limit in the Central City. Itfound that the benefits of the proposal outweighedcosts by a ratio of 60:1.

Action: The City of Melbourne willcontinue to lobby the State Government toimplement safe speed limits, with a viewto increasing the use of 30 km per hourzones across the municipality.

Action: The City of Melbourne will updateits road safety strategy with a continuingemphasis on reducing trauma to

vulnerable road users.

Ride sharingRide sharing or car pooling offers the potential toincrease significantly the ef ficiency of the smartcity driving network. The road use ef ficiency of a vehicle carrying four people is four times ashigh as a single occupancy vehicle. The StateGovernment has been investigating a ride sharingprogram.

Action: The City of Melbourne willencourage and facilitate ride sharingwhere possible.

Traffic in local streetsThe City of Melbourne’s policy has for manyyears been to protect local streets from throughtraf fic. Areas nominated as stable in the Cityof Melbourne’s Municipal Strategic Statement – MAP REF – will continue to be managed sothat traf fic does not have an adverse impact onresidential amenity.

Taxation and road pricingSome cities have implemented road pricingsystems in an attempt to limit car use in central,active and dense urban environments. Thesecan be effective transport management tools toimprove city access, reduce transport emissionsand to fund transport improvement projects.

Congestion pricing schemes in London andStockholm, for example, have deliveredsignificant successes.

Other reasons for considering road pricinginclude:

The Victorian Competition and Ef ficiencyCommission (VCEC) urged the governmentin 2006 to undertake a comprehensive roadcharging study in Melbourne.

A 2008 study into the emissions impact of theCity of Melbourne’s transport strategies foundthat road pricing would deliver the singlegreatest emissions saving.

The Henry Tax Review recommendedgovernments analyse the potentialnetwork-wide benefits and costs of variablecongestion pricing on existing toll roads andother heavily congested parts of the roadnetwork.

A key issue for the City of Melbourne inconsidering changes to road pricing is maintainingand enhancing access to the city for a widevariety of trip purposes.

Current FBT arrangements encourage moredriving, reinforce Australia’s culture of car

ownership, and undermine federal, state andlocal policy objectives relating to ef ficient andsustainable travel.

MotorcyclesMotorcycles, particularly smaller ones, are arelatively space ef ficient mode of individual travel.Key issues for motorcycling are road safety andmotorcycle parking. In Victoria, motorcyclescan be legally parked on the footpath (unlessotherwise signed) as long as the motorbike doesnot obstruct pedestrians, delivery vehicles, publictransport users or parked cars.

While this is beneficial for motorcycle riders, it can

have drawbacks in terms of pedestrian access,safety and amenity in the CBD. Continuing growth




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in pedestrian numbers will put increased pressureon footpath parking for motorcycles.

Action: The City of Melbourne will consultwith motorcycle user groups whenchanges to existing motorcycle parkingare contemplated, and it will follow andpromote VicRoads’ guidelines Provision for On-Road Motorcycle Parking whenmaking provision for on-street motorcycleparking facilities.

Action: The City of Melbourne willendeavour to increase supply ofmotorcycle parking in congested areasto reduce the need to park on footpaths,and will prohibit motorcycle parkingin locations where walking, or othercomplementary activities, would beobstructed.

The Melbourne Planning Scheme requiresmotorcycle parking to be provided in all car parkdevelopments at a rate of one space for every100 car spaces. In the CBD, this provides for amotorcycle mode share of 0.2 per cent of all trips.The proportion of workers riding motorcycles (or scooters) into the CBD more than doubled (to twoper cent of all workers’ trips) between 2004 and2006, although motorcycles are only one per centof all trips to the city, according to the 2007 VISTAfigures.

Action: The City of Melbourne willinvestigate amending the planning

scheme to require motorcycle parkingat a rate closer to the current modeshare, or provide motorcycle parking asa proportion of the overall developmentfloor area. Consideration will also begiven to requiring new developments toprovide a certain number of motorcycleparking spaces, regardless of whether ornot car parking spaces are provided.

Electric and other alternatively fuelledvehicles As the price of oil rises, electric and other alternatively fuelled vehicles will become morepopular. However, alternative fuelling does not

change the space ef ficiency of cars in the city.

Action: The City of Melbourne will workwith the State Government to assess theapplicability of these technologies to thecity.

Public engagementPublic engagement with, and support for,significant changes to the transport environmentin Melbourne will be crucial to the success of thisstrategy. This topic is covered on pages 48 and49.

Enforcement

This strategy highlights the need for ef ficiencyacross the city’s transport network. Enforcingrules, such as road rules, is a key component of

making sure the transport system is doing whatwe need it to be doing.

Many aspects of the transport system requiretougher enforcement:

High occupancy vehicle lanes on arterialroads and freeways are used appropriately.

Intersections are kept free of vehiclesblocking the progress of on-road publictransport, pedestrians, cyclists and other traf fic.

Traf fic is kept within speed limits, especiallyon streets such as Lygon Street, where thespeed limit is 40 km per hour.

Bicycle lanes are kept clear of vehicles.

Action: The City of Melbourne will workwith Victoria Police and the Departmentof Justice to ensure these aspects of thetransport network are enforced effectively.

Fig 9.5 Police Enforcement of traf fi c in the Central City has the potential to improve Public Transport Operation Page 68 | Transport Strategy Update 2011 Draft



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10 Regional and globaltransport connections

GoalMelbourne will have fast and direct connectionsto Australia’s network of major cities and globalcities in the Asia-Pacific region and around theworld. Very high speed business and touristpassenger transport will connect Melbourne tothe eastern seaboards region (including Sydney,Brisbane and Canberra). This connectivity isessential for the future prosperity and globalcompetitiveness of Melbourne, Victoria and Australia.

ContextThe number of people travelling to Melbournefrom regional Victoria, interstate and overseas isgrowing significantly, as Victoria continues to actas a major attractor of business and tourism trips.

By 2020, more than 50,000 international visitors,and more than 33,000 interstate visitors willcome to Melbourne daily. This visitation will beprimarily channelled through Victoria’s major airport, Tullamarine. Currently,Tullamarine carriesapproximately 23 million people annually and thisis expected to double by 2027/28.

As the hub of many business and tourism trips toVictoria, Melbourne has an important role to playin accommodating this growth. It is imperative thatthe urban environment and transport systems canhandle significant increases in people accessingthe airports and other regional and interstatecentres. For Melbourne to enhance its role as akey economic unit in the Asia-Pacific region, thecity also needs to be an inviting, vibrant and safeplace for visitors.

Central Melbourne is a major destination for manypeople visiting Australia. Tourism is an important jobs sector for Melbourne, and the City of Melbourne has clear commitments to enhancingthe city experience for tourists. One of the bestways to experience a city like Melbourne is onfoot and by public transport.

The public transport system should be legible andeasy to use for local residents and tourists alike.

Reliance on air travelConnections between Melbourne and other major Australian cities are important for the economicprosperity of the country. The Melbourne-Sydneyair route is the second most travelled domesticair route in the world. Options to relieve air traf ficpresent significant opportunities to improvemobility on the eastern seaboard and reduceemissions.

Melbourne’s airports deliver a substantial number

of people to Victoria every day. The airportslink the city with the rest of the world, contributegreatly to Melbourne’s competitiveness as a

successful business and knowledge city, andfoster high levels of tourism. Melbourne has a lotto gain from improvements to the journey from theCentral City to Tullamarine and Avalon airports.

Airport accessThe airports are primarily accessible by privatecar, taxi, hire car, and some bus services. Thecurrent demand for travel and the projectedgrowth of the airports means that public transportservices to Melbourne and Avalon airports needto improve.

The major change since 2006 has been thegrowth of the SkyBus service. SkyBus nowoperates over 230 services a day betweenMelbourne airport and Southern Cross station,carrying more than 1.7 million people annually.This is a major improvement in public transportprovision.

Objectives and actionsInter-city high speed railCentral City to Central City transport wouldprovide a convenient option for travellers, improvedirectness, and potentially reduce the overalltravel time of the journey.

Developing high speed rail links between Australian cities is essential to maintainingtransport connections in a future of rising oil costsand a lower carbon economy.

Action: The City of Melbourne supports

further investigations into the viability ofhigh speed rail links between Melbourne,Canberra, Sydney and Brisbane. Anyhigh speed rail investigation shouldconsider the potential productivity andagglomeration benefits of linking majoremployment centres of the easternseaboard.

Public transport to Melbourne’s airportsThe City of Melbourne supports the improvementof public transport serving the Melbourne and Avalon airports. The government has announcedplans for rail links to both airports. In the interim,the City of Melbourne supports a significant

upgrade of the network infrastructure on whichSkyBus operates, to reduce travel times, improvereliability and continue to boost patronage.Improvements could include dedicated lanes andpriority at traf fic signals along its route.

Action: The City of Melbourne will workwith the Department of Transport toimprove the reliability of SkyBus traveltimes, increase frequencies, and considerthe introduction of standard publictransport fares to encourage greater




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public transport access to MelbourneAirport.

Better regional connections

Melbourne’s capital city role requires the centralarea to be well connected with regional centres of activity.

Regional Rail Link will make a significantcontribution to improving rail links with Geelong,Bendigo and Ballarat.

Action: The City of Melbourne supportsimproved public transport links withregional centres, in recognition of theneed to link the capital city with residentsand services across the State.

Melbourne city tourist shuttleThe tourist shuttle — a free bus service that

connects many tourist attractions within theCentral City — has been a success. The serviceis used by approximately 800 people every day,and user feedback indicates the service is of great value to the city.

There is potential to integrate the tourist shuttlewith other tourist transport services in the inner city, such as the City Circle tram and river basedvisitor transport services.

By combining these services as a package,the visitor experience in Melbourne could beimproved. The City of Melbourne will work withthe operators of the other relevant transport

services to explore integration and jointpromotion, to offer visitors an easily understoodnetwork of mobility options available to them.

The role of our waterwaysRiver transport presents a great opportunity toimprove connections between the Central Cityand Docklands, and other destinations such asPort Melbourne, St Kilda and Williamstown. Morefrequent and cheaper river links can potentiallyease the burden on road and rail transport byproviding a convenient and attractive alternative.

Integrating river transport with the public transportticketing system would make it more accessible

and easily understood by both the Melbournepublic and visitors to the city.

Action: The City of Melbourne supportsimproved river transport connections,especially to the west of the Central City.

Provide a legible transport network for visitorsMelbourne’s walking environment and publictransport network must be easy to use to createa good experience for visitors. There has been adeliberate focus on a high quality public realm inthe Central City, which has helped to achieve this,however more can be done to make Melbournewelcoming to visitors.

Action: The City of Melbourne supportsa simpler public transport network, witheasily understandable routes and stop

locations to enhance legibility acrossthe system. Integration across modeswill help achieve this – for example,trams approaching intersecting busroutes should advise passengers of theirchoices, and visa-versa.

Action: The City of Melbourne willcontinue to design and manage the publicrealm to promote an ease of movement forpedestrians and to encourage walking.

Urban bicycle tourismBicycle tourism is booming in regional Victoria.Cycling along rail-trails between country towns,wineries and restaurants is becoming a major promotional focus for many regional centres, andthe local economies are benefiting from the newmarkets that this industry is opening. The ‘Pedalto Produce’ initiative in northern Victoria is oneexample of this.

Inner Melbourne hosts some very high qualityfood markets, not to mention the network of excellent food and drink precincts throughout theregion.

The City of Melbourne sees a tourism opportunityto promote cycling to and between theselocations. This would reinforce the City of Melbourne’s support for everyday cycling andalso build on a strong culture of social andrecreational cycling.

Melbourne Bike Share offers an excellent network

of publicly available bikes, perfect for visitors touse. This network could be expanded to cover key destinations, such as the region’s markets.

Action: The City of Melbourne willinvestigate opportunities through IMAPand other collaborative arrangements,to promote bicycle tourism in innerMelbourne.

Bus and coach accessThe City of Melbourne has investigated theconcept of a single bus terminal to cater for tour buses, public transport route buses, interstatecoaches and airport buses in one central

location. The research found that it would bevery dif ficult to find a space large enough toaccommodate the different types of buses andtheir varied requirements. It concluded that all thebuses converging on a single location would beunnecessary and inef ficient.




DRAFT

11 Appendices

11.1 Implementation program


DRAFT - Major Implementation Actions

2011/12 2012/13 2013/14 2014/15 2015/16

Swanston St Redevelopment 4 new plazas - improved tram and ped operation

Flinders St Station Precinct

redevelopment

Includes Station, Fed Sq tram stop, intersection

of Flinders and Swanston, south end of Elizabeth

St, Princes Bridge.

City RoadUpgrade ped and bike amenity and safety as per Southbank Structure Plan

Spencer St Precinct

Improve pedestrian amenity and links to Hoddle

Grid and Docklands.

Improve tram ops and ped amenity.

Streetscape improvements with asset renewal

Victoria Pdebetween Swanston Street and Peel street -

significant ped, tram, bike upgrades.

Footscray Roadto the eGate precinct, including ped crossings

into Docklands, tram link, bike facilities.

Platform stops

Trial of absolute signal priority

Streetscape improvements

Taxis Review taxi parking locations and operation.

Queen St bus lanes

Lonsdale St bus lanes and priority

Trial on street spaces in the CBD

Continue to implement in local areas

Arden Street

Carlton Gardens: Connect Queensberry andGertrude Streets with E-W lanes.

Flinders Lane (bike parking)

LaTrobe St

Exhibition St

William St

North Bank bike path

Expand Melbourne Bike Share stations

Roll out bike parking corrals.

Haymarket Roundabout Redesign

Elizabeth St

Bus network improvements

Car Share

C a p i t a l W o r k s

Tram route 96

- Nicholson Street

- Bourke Street- Spencer Street

- Whiteman Street

Bicycle infrastructure

Plan Design Implement

Confirm with VicRoads

Ongoing

Ongoing

Ongoing

Fig 12.1 Implementation Program Table




DRAFT


DRAFT - Major Implementation Actions

2011/12 2012/13 2013/14 2014/15 2015/16

Plan Design Implement

STALUAG

Bike Plan Update Bike Plan to cover 2011-2016

Cl. 52.06 - Car Parking Apply maximum parking rates to land uses

including Office in the Central city.

CL. 52.34 - Bicycle FacilitiesIncrease the requirement for bicycle parking in

the central city.

MSS Update Principal Streets as proposed bytransport strategy.

Queen Victoria Market

redevelopmentIncludes upgrading of Victoria Pde for

pedestrians, cyclists and tram priority.

Pedestrian PlanSimilar to Bike Plan - for pedestrian networkimprovements

Road Safety Strategy To direct Council initiaties RE road safety.

eGate Urban renewal site NW of Docklands

Dynon Road Structure Plan

Fishermans Bend Structure Plan

Future Melbourne Review

Street closures at for pedestrianamenity.

Targeted to places with high ped volumes, at

various times of day and night.

Central city traffic speed limitreduction CBD and QVM precinct blanket speed limit.

Local area traffic speed limit

reduction As required, 60-50, 50-40, and 40-30 asappropriate.

Residential Parking Permit

SchemesReview schemes and amend as necessary.

Network Operating Plan for CoMWith VicRoads - establish a network operating

plan for all of CoM streets.

Construct tram platform stops on

Principal Streets.Ongoing program of installing tram platform

stops - prioritise CoM Principal Streets.

Alterations to traffic signals in

central cityOngoing review of traffic signals to enhance PT,ped and bike mobility throughout CoM.

Bicycle network "Level of Service"

monitor To help plan and guide future bike networkinvestments.

Pedestrian network "Level of

Service monitor To help plan and guide future pedestrians

network investments.

Develop a cycling promotion

campaignIncludes Council's support for events, media, etc

Publish Melbourne Transport Account

Reporting progress towards Council's transportvision.

Communicate and promote all

Capital Works projects.In the context of Future Melbourne, Transport

Strategy and other Council objectives.

Develop online and mobile

Central City transport apps.Target marketing and communications to online

and mobile platforms.

Develop innovative transport data

collection models.Sensor network, mobile apps (BV Rider Log),ped sensors, etc.

Open Data. Make CoM transport data public. Publish online.

C o m m u n i c a t i o n s

R e s e a r c h

P l a n n i n g

P r o g r a m s

30kph(40 km/h)

Ongoing

Ongoing

Ongoing

Ongoing

Ongoing

Ongoing

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Transport Strategy Review 2011 Draft

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