Victoria Cycling Strategy Update Council Submission

February 2016

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Council Submission - Key Messages Cycling targets to drive measureable outcomes and benefits

Targets help to drive year on year efforts to fufill the vision and aspiration for cycling within the State of Victoria and respond to broader drivers for this vision including traffic congestion and lost productivity, growing costs-of-living, adult obesity and inactivity with children. As with the current Cycling Strategy, without targets, the need to invest and create changes in cycling participation for transport and recreation purposes becomes negotiable and the Strategy ineffective. Further details are included within Section 3 of this submission.

Delivery: The Strategy and its action plans need to deliver meaningful, positive changes across:

A network of high quality, high capacity cycling routes, particularly within inner-Melbourne, that make cycling safe, convenient and attractive

Promotion and marketing the benefits of cycling and other people using our roads and streets to the broader community

Providing people with the knowledge, skills and confidence to ride a bike, interact with other people using our streets and paths, for transport and recreation purposes

Policy and regulatory reform, including integrating and prioritising cycling within new developments and urban renewal areas;

Further details are included within Section 4 of this submission.

Funding: Coupled with delivery of positive changes, Local governments can play a significant role in supporting the Victorian Government in fulfilling the vision and targets for cycling both in terms of network implementation and working with our community to increase ridership. This needs to be a priority for investment by the Victorian and Federal governments. Without this Council will continue to be constrained financially with the cumulative impacts of:

Rate capping on local governments

Continued population growth in Port Phillip and Melbourne

Congestion Levy (the Levy) being applied to Council’s off-street car parking spaces as result of the expansion of the area of the municipality covered by the levy. This equates to an annual liability of approximately $1 million.

Greater investment is required from Victorian Government as a result in order to unlock the benefits of cycling for the community. We note that funds generated from the levy within the municipality have been directed to consolidated Victorian Government revenue since the introduction of the Levy in 2006. Consistent with the endorsed position of April 2014 and the purpose of the Levy, Council seeks the redirection of revenue generated by the Levy to the City of Port Phillip to fund the implementation of walking and cycling networks and initiatives to improve the range of quality travel choices available to our community. Further details on Council’s priority corridors for Victorian Government funding are included within Section 4 of this submission.

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Given the experience of Local Government, Council welcomes further opportunities to provide feedback and shape the updated Cycling Strategy and action plans prior to finalisation.

1.0 Setting the Context for the City of Port Phillip The City of Port Phillip Policies and Targets 1.1. The City of Port Phillip’s Sustainable Transport Strategy provides a unifying vision for transport

within our city and is used to guide decision making to realise Council’s vision for the city as a

connected and liveable City, where residents, visitors and workers can live and travel car free by

improving the convenience, safety, accessibility and range of sustainable travel choices across

our City.

1.2. This vision is supported by mode shift targets, which centre on a 50% reduction in the

community’s greenhouse gas emissions from transport. As car trips are the highest source of

emissions, the targets focus on the distance travelled (not # of trips) with a change in travel

choices, based on distance travelled:

Reduce private vehicle travel from 78% to 53%

Increase travel by walking and bike riding from 9% to 20%

Increase travel by catching public transport from 13% to 28%

The respective shifts in transport mode have been derived based on the city’s travel habits and the distance travelled. In summary the target shown includes:

For short trips (less than 5km):

o 15% increase in public transport trips

o 35% increase in walking or bike riding trips

For middle distance trips (5-15kms)

o 35% increase in public transport trips

o 15% increase in walking or bike riding trips

For longer trips (those beyond 15kms)

o 20% increase in public transport trips to adjoining municipalities

o 10% increase in public transport trips to further places

1.3. The City of Port Phillip includes half of the Fishermans Bend Urban Renewal Area (FBURA). This

area is predicted to be the home to 80,000 people and workplace for 60,000 by 2051. FBURA’s

impact will more than double the population of the City of Port Phillip in a small area of land

(205 ha). The current limited and congested road network surrounding FBURA means that

current mode splits of the City of Port Phillip will not be appropriate or manageable into the long

term. In recognition of its role as an extension to the central city, coupled with the intensity of

development the target is for private vehicle mode share to be less than 20%, with bike riding

having to cater for more than 20% of trips undertaken by both residents and employees. In

order to achieve this step change in bike riding significant investment and planning policy will be

required.

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1.4. There are strong synergies between the proposed update and our own Bike Plan 2011-2020

which has the following four goals and 11 strategies:

2.0 The Transport Challenges in the City of Port Phillip 2.1 The City of Port Phillip expects its population to more than double by 2051 and have 50,000 new

jobs created. It will not be physically possible for the existing road network to accommodate the

additional trips that will be generated through the existing mode share of 50% of trips by car.

2.2 In recognition of the challenges of growth to our City, on 8 December 2015, Council adopted the

following recommendation to:

“Endorse the commencement of an Integrated Transport Strategy for the City of Port Phillip, which

considers the relationship between ‘movement and place’, including a municipal review of Council’s

paid parking policy, to better understand and quantify the challenges of a growing city”.

2.3 Encouragingly there is a trend for increasing number of people riding a bike (in the City of Port

Phillip 22% increase on weekdays between 2012 and 2014) which points to cycling as a vital part

of moving people in the future. A network based approach focussed on improving the travel

choices available to our community will position the City of Port Phillip (and metropolitan

Melbourne) for the future.

2.4 Much of the bicycle infrastructure that has been built in recent years has been constructed by

local governments. However, rate capping will reduce the ability of Councils to fund the design

and construction of bicycle facilities in the future. Partnership funding with the Victorian

Government will be required to broaden the range of travel choices available to our community.

Potentially need to significantly accelerate the construction of Port Phillip’s Bike Network. This

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would have implications for capital funding, staff resources and operating project funding for

project development.

2.5 The City of Melbourne and portions of the Cities of Port Phillip, Yarra, Stonnington, are subject

to a congestion levy. The stated intention of this levy is to “to reduce congestion and encourage

increased use of public transport in the Melbourne CBD”.

2.6 Currently funds generated from the Levy within the municipality have been directed to

consolidated Victorian Government revenue since the introduction of the Levy in 2006, with

Council’s own liability being approximately $1 million per annum.

2.7 Consistent with Council’s endorsed position of April 2015 and the purpose of the Levy, Council

seeks the redirection of revenue generated by the Levy to the City of Port Phillip to fund the

implementation of walking and cycling networks and initiatives to improve the range of quality

travel choices available to our community City of Port Phillip.

PORT PHILLIP’S CHALLENGES OF GROWTH IN NUMBERS:

By 2021:

20,000 more residents in next 5 years (2014: 91,526 to 111,898)

10,000 more privately owned cars stored in Port Phillip (2014: 44,848 to 54,831 cars)

62,000 more trips by our residents (2014: 312,000 to 374,000 trips)

By 2046 (compared to 2014):

112,975 more residents

50,000 more workers

538,500 extra trips happening each day to/ from/ around CoPP

If we don’t address our problems of car parking and travel, by investing to improve the range of travel choices available to our community (by shifting car trips to walking bike riding and PT, increasing safety of walking bike riding and PT and making car ownership a choice not a necessity) then it means:

55,358 EXTRA privately owned vehicles stored in our city = 100,206 resident cars in CoPP (that’s 1.9

cars for every on-street car space we currently have)

21,500 EXTRA cars driven to and from our city by our city’s workers and parked all day.

If we attempted to cater for this growth in residents and workers by car travel, we would need the

equivalent of 6 Kings Ways (approx. 30 car traffic lanes)

If we attempted to cater for this growth by…tram travel:

This number of trips is equal to the total number of trips currently done each day on the tram

networks 24 services (3.5 million trips/ week).

3.0 Why update the Victorian Cycling Strategy? 3.1. We are heartened to see the proposed broadening of the strategy to consider the triple-bottom

line benefits of people riding bikes through the inclusion of these strategic directions:

Promoting the health benefits of cycling, and

Highlighting the environmental benefits of cycling

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3.2 Consistent with advice provided within the development of Cycling Strategy in 2013? In order to

be successful in achieving more people riding there needs to be a clear rationale for why there is a

strategy as part of a ‘story’ to underpin an investment program by the Victorian Government. The

questions that need to be answered by the Department of Economic Development, Jobs, Transport

and Resources (DEDJTR) in updating the strategy are detailed below:

Updating Victorian Cycling Strategy 2013-2023

Key questions that the Updated Strategy needs to answer:

What is the response to each question for the different purposes for riding a bike (NB: These may overlap when responding to the what)

Transport Recreation

Why? Why have a cycling Strategy for Victoria?

What problem/s will cycling help to solve in Victoria?

What’s the vision for cycling in Victoria?

What? TARGETS: Mode Shift/ Bike kms travelled for physical activity: What is the potential fo cycling for transport and the role cycling can play in responding to the problems?

BENEFITS: Based on the targets what are the triple bottom line benefits cycling will provide for transport trips and recreation trips to Victoria?

A. Strategic Direction 3: Promoting the health benefits of cycling.

B. Strategic Direction 4: Highlighting the environmental benefits of cycling.

C. NEW: Valuing the economic contribution of cycling.

How? Strategic Direction 6: Strategically planning networks and prioritising investment

Strategic Direction 2: Improve cyclist safety

Strategic Direction 1: Encourage cycling participation

Strategic Direction 5: Grow the cycling economy

3.2. We urge the Victorian Government not to abandon the directions from Cycling into the Future

that that have not been included as specific directions in this consultation:

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Build evidence

Enhance governance and streamline processes

Rather it is recommended that these be integrated within relevant sections of the updated strategy

and actions.

3.3. The proposed directions are consistent with the City of Port Phillip’s Council Plan objectives for

an engaged, health, resilient and vibrant city as well as Council’s vision for Port Phillip as a connected

and liveable city and the guiding principles detailed within its Sustainable Transport Strategy, of:

Increase priority;

Ensure integration;

Improve safety and accessibility;

Raise the profile.

3.4. The Victorian Cycling Strategy can contribute to the directions of Plan Melbourne Refresh which

are supported by the City of Port Phillip:

Promoting more sustainable travel – public transport, walking and bike riding.

Better connecting people with jobs and opportunities within a polycentric city, including the

CBD

Creating a city of ’20-minute neighbourhoods’, to enable people to live locally

Delivering new infrastructure to support housing and job growth.

Critical for the successful delivery of the Victorian Cycling Strategy and Plan Melbourne 2016 will be

integrated land use and transport planning that considers future growth in a holistic manner.

3.5 Enhanced travel choices and networks, particularly for cycling and walking which support the 20

minute neighbourhood in Plan Melbourne 2016 should include:

Increasing bike parking requirements for residents and workers embedded in the planning

scheme for residential, business and mixed use developments

Identifying areas within 20-minute neighbourhoods where car parking can be reduced

(including rates) or car free developments with developer contribution for local walking and

cycling infrastructure improvements.

Requiring green travel plans and monitoring their effectiveness.

A clear fund and mechanism for local government to access to implement strategic bike

riding networks as outlined in Plan Melbourne and detailed within the Victorian Cycling

Strategy Update.

3.6 There is a need to consider in major renewal and growth areas how we can lock in bike riding as

a preferred travel choice for residents and employees. Behaviour change evidence suggests the best

time to influence journey behaviour is when a change occurs in a person’s life and therefore moving

into a new home or taking a new job is an important time to try and drive change. The

redevelopment of Fishermans Bend and the limited road capacity in place suggests that focusing

investment in this location could deliver real quantified benefits.

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4.0 Actions to be included in the action plans 4.1 The City of Port Phillip supports the intention to update the Victoria Cycling Strategy 2013-2023

to provide guidance to Active Transport Victoria to invest in projects and programs that increase

participation in cycling across Victoria.

4.1. Encouraging cycling participation Cycling into the Future identifies Encouraging Cycling as a direction but does not commit to

behaviour change campaigns. We would like to see a commitment to collaborate with local

government on behaviour change and promotional programs as well as events to increase

consistency of messages and impact. Building behaviour change campaigns to complement the

construction of bicycle facilities is likely to provide synergies. Some examples behaviour change

campaigns could include:

Co-existence campaigns including for on-street as well as shared paths;

Anti-car dooring campaigns;

Active transport for schools including support for Bike Ed; and

Recruiting workplaces for Ride 2 Work Day.

Workplace travel plans

A state-wide one-in-five campaign based on the Bendigo model (commuters are encouraged

to use active travel for one in five of their trips)

Tailored new resident travel planning sessions especially combined with new infrastructure

or areas in change such as FBURA

Regular closures of roads such as Beach Road for Cyclovia programs to increase physical

activity by bike riders, runners and skaters.

4.2 Improving cyclists’ safety

To increase safety for all road users including those who choose to ride a bike the Victorian

Government can lead in lowering speed limits including introducing 30 kph zones and making it

easier to establish shared zones. Targets could be set for the proportion of roads with speed zones

of 40 kph and 30 kph and shared zones.

4.3. Promoting the health benefits of cycling 4.3.1. The most recent DHHS Health Status Report, identifies physical inactivity as one of four key

lifestyle behaviours contributing to chronic disease State Government of Victoria 2015a:5). As a risk

factor, physical inactivity accounted for 4.6% of total burden of disease (Australia 2010).

4.3.2. Protective factors such as accessible and affordable transport can reduce the likelihood of a

person suffering a disease or experiencing an injury and/or enhance their response to the disease or

injury should it occur (State Government of Victoria 2015b:6)

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4.3.3. Approximately one-third of the total burden of disease is associated with factors that can

potentially be modified through changes in behaviour or environments (State Government of

Victoria 2015a:6) but this requires an integrated and multilevel approach to public health and

wellbeing, working across community (home, schools, workplaces), tiers of and departments within

government.

4.3.4. Improving levels of physical activity will contribute to physical health, mental health, social

connectedness and reducing the risk of osteoporosis, and may assist in reducing or delaying

dementia.

4.3.5. The City of Port Phillip supports the VPHWP strategic direction to: Encourage and support

people to be as physically active as often as possible throughout their lives. Strategies may include

active transport (such as walking or cycling to work), neighbourhood design that promotes activity

and social connectedness and participation in sport and recreation (State Government of Victoria

2015b:31-32).

4.3.6. The inclusion of ‘Promoting the health benefits of cycling’ is in line with the Victorian Public

Health and Wellbeing Plan 2015–2019' priority of ‘Healthier eating and active living’ . Transport and

mobility is a priority of the City of Port Phillip Municipal Public Health and Wellbeing Plan 2013 –

2017 (MPHWP) and reflects community desire for more active and sustainable forms of transport

(MPHWP 2013 – 2017 community consultation).

4.3.7. Council’s Sport and Recreation Strategy 2015-2024 recognises the importance of non-club

based opportunities for physical activity. There is an opportunity to adapt to the changing trends in

sport and recreation participation ( with walking and bike riding the top one and two recreational

activities within our city) and increase its provision of non-organised recreational assets, recreation-

based services (such as health and wellbeing programs) and support to lifestyle and adventure sport

pursuits (such as skate, BMX and water-based activities), to ensure the future needs of our local

community is met now and in the future.

4.3.8. To increase health benefits of cycling the Victorian Government can require Healthy by Design

be applied especially in growth and renewal areas. Set targets for active travel to school (this was

previously included in the national census and it would be valuable advocate to have it included

again) and work (ABS data) and short and middle distance trips by bike (measured by VISTA).

4.3.9. Behaviour change campaigns could be designed and implement in conjunction with LGAs

around Ride2School and Ride2Work which will probably be most successful if they focus on fun and

social aspects of riding a bike rather than heath.

4.3.10. WHO (World Health Organization 2015b) attributes current levels of physical inactivity to

increasing sedentariness of domestic and occupational activities, insufficient leisure-time physical

activity, increasing use of passive modes of transport and increased urbanisation (State Government

of Victoria 2015b:20

4.3.11. Workplaces can encourage active travel, physical activity and reduce sedentary behaviour.

Workplaces also have influence in the broader community, and many can support prevention

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through the programs, products and services they deliver, and the partnerships they undertake.

(State Government of Victoria 2015b:45).

4.4. Highlighting the environmental benefits of cycling Research shows that environmental benefits don't get people cycling however, there may be value in demonstrating that road space is being better used. Encouraging sustainable transport could focus on the ease of getting around with a bike rather than a car - easier to park, faster and more enjoyable for short trips.

4.5. Growing cycling tourism in regional Victoria

The City of Port Phillip suggests that “Growing the cycling economy” does not need to be qualified

by “particularly cycle tourism and regional development” but could be expanded to include design

and construction of cycling facilities and services such as providing skill training to businesses and

workplace travel planning in parallel with implementation of strategic cycling corridors.

4.6. Planning networks and prioritising investment 4.6.1. We seek a commitment backed with targets for building a high-quality network not just

planning it. We call on the Victorian Government to fund the design the implementation of routes

within the strategic cycling network, starting with the CBD and inner city, including orbital/cross city

routes (circular as well as radial connections). Funding from the Victorian Government is critical to

the City of Port Phillip being successful in achieving these goals and targets and its vision for the city.

4.6.2. To ensure success of building a network of bike routes is taking an ‘end-to-end journey’

approach to cycling infrastructure design and construction, which not only includes the

implementation of bike parking along key corridors on-street, but also incorporating cycling as

integral to the transport network through Public Transport Victoria and the operators enabling

bicycles to carried on buses and trams, as well as the implementation of additional bike parking as

part of tram stop upgrades to reflect that in many locations, including in Port Phillip these stops have

the potential to be multi-modal interchanges and should be designed as such.

4.6.3. In Cycling into the Future the “Building New Communities Fund” is identified as a potential

source of funding for bike paths. In the Fishermans Bend Urban Renewal Area this fund will be

completely inadequate to purchase land for community infrastructure let alone fund its

construction.

4.6.4. The City of Port Phillip has concerns that TAC funding provided through Active Transport

Victoria will be tied to locations where a significant number of crashes have occurred. We would like

to see funding of corridors that will attract new riders and may include stretches where no crashes

have been recorded. We suggest that developing a method for estimating the number of riders

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likely to be attracted to new infrastructure and a way of putting value on this may help to prioritise

projects.

4.6.5. Critical to the implementation of the Victorian Cycling Strategy is that actions be a well-

defined, long term and “bipartisan” strategic planning tool. We hope that the establishment of

Active Transport Victoria will help achieve this certainty. The Strategy should aim to see that the

Transport Integration Act is implemented.

The strategic cycling corridors that Port Phillip would like to see prioritised are described (and

identified on the map that follows) below:

1 St Kilda Road Protected Bike Lanes – bicycles represent a high proportion of vehicles on St

Kilda Rd and it is included as a bike priority route in SmartRoads; however, the current painted

bike lanes provide a low level of service to people riding a bike and result in an unacceptable

number of car doorings and other collisions. We request a specific commitment to installing

protected bike lanes and pursuing lower speed limits for this road.

2 Completing the Cecil Street separated bike route

Cecil St is a key link between the south of the municipality to the city. It links the bike paths in

Albert Park in the south to the light rail path to the north and so, having a separated route here

is likely to attract less confident riders. For more confident riders, the route also connects to

recent works carried out by the City of Melbourne on Whiteman St and Clarendon St and

connects with Canterbury Rd bike lanes.

There is currently a separated bike route in place on Cecil St, between Whiteman St and

Coventry St. Between Coventry St and Albert Rd, bike lanes are of insufficient width, and much

of the length is adjacent to angle parking. Connections at Park St and Albert Rd also need

improvement to ensure continuity of the route and sufficient priority and safety for people

riding along Cecil Street.

3 Albert Road and Kerferd Road bike route

Albert Rd is a missing link for bike riders between Beaconsfield Parade and St Kilda Road. There

are currently 1.5m bike lanes on Kerferd Rd, adjacent to parked cars, although these facilities are

discontinued at intersections. There are no bike facilities on Albert Rd, between Canterbury

Road and Kings Way.

It is a logical linking route towards to city; it is likely that riders avoid this section due to the lack

of bike facilities.

The St Kilda Road Employment precinct is a growing centre for employment within Melbourne

and will continue to attract higher numbers of workers. Providing linkages from the west,

connecting the Bay Trail and Beach Road to the St Kilda Road cycling corridor and future Domain

Melbourne Metro Station at the eastern end of Albert Road is critical to ensuring that increased

share of commuting is completed by people riding a bike rather than people travelling by car.

4 Beach Road inbound bike route

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This is a busy commuter route and an extremely busy recreational and training route for all

types of bike riders.

There are limited on-road bike facilities on Beach Rd (includes Marine Pde, Jacka Blvd,

Beaconsfield Pde, and Beach St) between Glen Huntly Rd and Cavell St and northwest of Fitzroy

St. There is an existing off-road bike path (a shared path at some points) which is unsuitable for

commuter or training cyclists or for the number of recreational cyclists wishing to use the path.

5 Bay St to City bike route – Continuation of route to central city from Buckhurst St through

Normanby Rd and Spencer St. This route links to the Fishermans Bend Urban Renewal Area. The

DEDJTR are currently leading on this project. This has identified as a Strategic Cycling Corridor

within Plan Melbourne 2014.

6 Dorcas St – Long-term commitment from DEDJTR and VicRoads for implementation of this

strategic cycling corridor, including a crossing over Kings Way, as identified in Plan Melbourne

2014. This would provide improved access to key destinations including South Melbourne

Market and the new Domain Station linking into future improvements within Fishermans Bend;

We request that the investigations within the planned action plan include option identification

and preliminary analysis for how a shared walking and bike riding crossing of Kings Way could be

achieved. Council officers would be open to being involved in this work and provide initial

concepts developed as part of the early stages of Fishermans Bend Urban Renewal Area network

planning.

4.6.6. In addition, Fishermans Bend Urban Renewal Area (FBURA) There is the opportunity for

Active Transport Victoria to become involved in planning and delivering early behaviour change in

this area where it is critical to ensure low levels of car use. For FBURA to develop as a residential

and commercial hub and true extension of the Central City it will need an integrated transport plan

with early transport infrastructure that creates sustainable transport corridors to the CBD and other

critical locations which can support FBURA including South Melbourne, Port Melbourne and Domain.

We seek a commitment to the extension of Collins Street as a green transport corridor to this urban

renewal area including the provision of a new Yarra River crossing which can provide a direct and

safe connection from FBURA to the CBD. Consideration will need to made about how cyclists will

continue to their destinations from Collins Street in and through Docklands.

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5.0 Opportunities to leverage Victorian Government’s Agencies to support Cycling

Victorian Government is in a unique position to take a leadership role in measuring and evaluating

the effectiveness of cycling facilities. For example VicRoads has bicycle counters located throughout

Melbourne. Analysing and making the data from these counters available in a timely way would be

valuable.

5.1. Data Collection and Trend Analysis

VISTA travel surveys have provided valuable data on transport mode and trends. We request a

commitment to continue and expand VISTA surveys and analysis to assist in determining the ability

of new cycling facilities to attract new riders. The Victoria Government may wish to consider

increasing the collection of data around everyday trips as part of the National Cycling Participation

Survey.

5.2. Major Transport Projects

5.2.1. The Victorian Government through PTV and VicRoads is uniquely placed to lead in integration

of cycling with other modes of transport. The Melbourne Metro Rail Project presents opportunities

to provide high capacity and high quality end-of –trip facilities (for up to 5% of station users),

including secure, weather protected bike parking as part of new train stations including Domain

Station.

5.2.2. PTV could make it easier for people to use multi-modal transport by providing designated

carriages on trains with facilities to secure bicycles (and prams) and extending the bikes on buses

trial and rollout. Melbourne Bike Share could also be linked to myki to improve coordination with

public transport.

5.3. Integrating cycling and land use planning

5.3.1. Planning scheme changes to create maximum rather than minimum parking rates for new

developments in inner Melbourne and requirements for quality end-of-trip facilities including higher

bike parking rates and showers and lockers in workplaces. Current planning require 1 bike parking

space per 5 dwellings but we know that nearly (we have a really good stat that something like 100%

of households own one or more bike). This would suggest that we aren’t providing enough space for

bike parking in new developments.

5.3.2. The Victorian government could develop a Bike Design Guide and promote successful case

studies. It could support an interactive map like Bike Spot to identify issues and potential solutions

for people riding a bike.

5.3.3. Victorian Government agencies such as VicRoads, VicTrack, Melbourne Water, Parks Victoria

are all land owners or managers and have a significant influence on the installation of bicycle

facilities including off-road paths.

5.3.4. The Victorian Government is a major landholder and can use this position to support cycling.

For example, the City of Moreland demonstrated the value inviting cycling related businesses to

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lease a building they owned resulting in the creation of a new cycling hub on the Capital City Trail

including Velo Bikes and Green Park cafe.

5.4. Synergies with Walking

5.4.1. Bike corridors are typically attractive to people who are walking. Integrating the installation of

walking and cycling infrastructure will increase return on investment. Major Projects including

Melbourne Metro Rail Project, Level Crossings, Fishermans Bend and funding for local government

bike network routes

5.4.2. Some opportunities that can benefit both people on foot and riding a bike are additional

formal crossings, increasing green light time for walkers and people riding a bike and improving

intersections including roundabouts. The City of Port Phillip (and other Victorian Local Government

areas) has recently adopted a Principal Pedestrian Network (PPN), which influences walking

priorities. The PPN for Port Phillip can be viewed at

http://www.portphillip.vic.gov.au/UDR01_03_PPN_Report__FINAL_Low_Res(1).pdf

References State Government of Victoria (2015a) 'Health and wellbeing status of Victoria: Victorian Public Health and Wellbeing Plan 2015–2019' companion document, Department of Health and Human Services, Melbourne, Australia State Government of Victoria (2015b) Victorian Public Health and Wellbeing Plan 2015–2019' companion document, Department of Health and Human Services, Melbourne, Australia