Moreland Bicycle Strategy

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1 Moreland Bicycle Strategy

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3 Mayoral Foreword Riding a bicycle is healthy, environmentally friendly and most importantly good fun. Council encourages more people to ride and sees an important role for cycling as a way to address the many transport challenges facing the City of Moreland. Our city faces some considerable transport challenges including climate choices also affect community health, our local economy and opportunities for social inclusion. How we manage these challenges will ultimately affect the way our City evolves. The Moreland Council Plan and Integrated Transport Strategy commit Council to create a healthier city where sustainable travel options walking riding, riding a bicycle and catching public transport are the preferred ways of getting around. These travel options create opportunities for exercise and social interaction, help address climate change and allow more people to move safely around our city. The Moreland Bicycle Strategy shows how Council will promote sustainable travel by making the City of Moreland a better place to ride a bike. Cr John Kavanagh Mayor Create an attractive bicycle network that is safe, direct, comfortable, continuous and legible; Connect bicycle routes to vibrant local destinations including shops and schools; Link bicycle and public transport routes to create a sustainable travel network; Encourage riding and help people to develop the skills to ride with and to; Measure our progress and report the results to the community. To deliver these actions Council will need to work closely with our community of Moreland and empowers Council to advocate for these upgrades. Thank you to those who contributed to the development of this strategy. We look forward to working with our community and partners to deliver an accessible, reliable and equitable cycling network. Cr John Kavanagh Mayor, Moreland City Council

4 Contents Executive summary...5 CURRENT STATE OF CYCLING IN MORELAND (2011)...6 WITHIN THE NEXT TEN YEARS (BEFORE 2021)...8 WITHIN OUR GENERATION (BEFORE 2041) Introduction background CYCLING IN MORELAND TODAY Cycling is becoming an inner-city lifestyle choice Cycling is a response to peak oil and climate change Cycling is also a sport Bicycles are changing to serve new cycling patterns EXISTING CYCLING FACILITIES Limitations of the existing network POLICY CONTEXT The Transport Integration Act and cycling in Moreland Council s response to the Victorian Cycling Strategy Bicycle planning in regard to other Council policies Vision, goals and targets BUILD ON COMMUNITY STRENGTH SUPPORT THE DECISION TO RIDE BUILD AND MAINTAIN BETTER NETWORKS FOR ALL MEASURE AND CELEBRATE OUR ACHIEVEMENTS Funding bicycle projects COUNCIL FUNDED BICYCLE PROJECTS PARTNERSHIP PROJECTS Partnerships with other levels of government Partnerships with the private sector Internal partnerships providing cycling facilities when delivering other Council objectives Creating a bicycle network PRINCIPAL BICYCLE ROUTES SECONDARY BICYCLE ROUTES RECREATIONAL CYCLING ROUTES WITHIN THE NETWORK EXPAND THE BICYCLE NETWORK AS OPPORTUNITIES ARISE CYCLING ON ROADS OUTSIDE THE BICYCLE NETWORK RIDING ON FOOTPATHS OUTSIDE THE BICYCLE NETWORK Using good design to create great bike routes DESIGN TO SUPPORT PEDAL POWERED CARGO TRANSPORT VEHICLES DESIGN INTERSECTIONS FOR BICYCLE AND PEDESTRIAN PRIORITY Addressing on-road bicycle lanes that disappear at intersections Roundabouts Off-road shared path intersections with roads Off-road shared path intersections with railway lines Crossing lights DESIGN ON-ROAD BICYCLE LANES TO SEPARATE CYCLISTS AND CARS USE TRAFFIC CALMING TO IMPROVE ON-ROAD CYCLIST COMFORT... 36

5 Contents (continued) 5.5 DESIGN OFF-STREET PATHS WITH CAPACITY FOR GROWTH DESIGN OFF-STREET PATHS TO ADDRESS FEAR OF CRIME CONCERNS DESIGN OFF-STREET PATHS TO SUPPORT REGULAR PATH MAINTENANCE Provide maintenance access without creating a cycling hazard DESIGN OFF-STREET PATHS WITH APPEALING SURFACES DESIGN OFF-STREET PATH LANDSCAPES TO CREATE ATTRACTIVE PLACES DESIGN OFF-STREET PATHS AS VIBRANT PARTS OF THE URBAN FABRIC PROVIDE A PLACE TO STORE THE BIKE AT THE END OF THE JOURNEY Maintain bike routes to keep them in top shape MONITOR AND MAINTAIN BIKE PATHS TO EXTEND ASSET LIFE MANAGE GLASS, WEEDS AND VEGETATION HAZARDS PROVIDE A PROCESS FOR PATH USERS TO REPORT FAULTS Make the bicycle network easy to navigate INSTALL DIRECTION SIGNS INSTALL SIGNS THAT INFORM USERS OF DIFFICULT ROUTES USE SIGNS TO LINK THE PUBLIC TRANSPORT AND BICYCLE NETWORKS INFORM USERS OF NETWORK CHANGES AND TEMPORARY CLOSURES DISTRIBUTE MAPS OF THE BICYCLE AND PUBLIC TRANSPORT NETWORKS Link the bicycle network to other transport networks Promoting cycling COMMUNITY ENGAGEMENT Festivals and events Arts and culture activities Working with schools Cycling skills training Using town planning to make a bike friendly city Creating safety with education and advocacy Conclusion...50 We aim to make the City of Moreland a great place to ride a bicycle a place that is attractive and inviting and offers a riding experience superior to driving a car

6 Executive Summary The Moreland Integrated Transport Strategy Council encourages more residents to take advantage of healthy and environmentally friendly ways of getting around including riding a bike. Many residents already regularly cycle and bicycle counts are showing continued and rapid growth in cycling rates. Cycling is now so popular in some areas that some routes are congested during the morning commuter peak. In other areas, potential cyclists are choosing not to ride because they lack access to user friendly off-street cycling facilities. Some of Moreland s older cycling facilities need major upgrades to meet community expectations of public safety. why people choose not to ride and not to encourage their children to join ride-to-school programs. To meet these challenges and build a better, stronger cycling culture in Moreland, Council needs a new bicycle strategy This strategy was developed in consultation with stakeholders (see Appendix 1) and replaces the Moreland Bike Plan 2000 Upgrade bicycle infrastructure, constructing new on-road and off-street paths that extend the bicycle network further north and into the City of Hume. Design for a broader range of bicycles and build places to ride that feel safe, comfortable, attractive and easy to navigate. Work with others to create an integrated, sustainable transport network, which includes bicycle routes, end-of-trip facilities, and transfer stations places where people can easily swap between a bike ride and public transport trip. Engage in community development activities to make riding a bike more appealing to people who don t think of themselves as cyclists. Amend the Moreland Planning Scheme to encourage developers to improve bicycle access, provide additional bike parking and contribute to bicycle infrastructure upgrades that improve the value of their development.

7 Executive Summary Current state of cycling in Moreland (2011) About one third of Moreland residents cycle regularly (once a month or more). About 5000 Moreland residents 1 ride to work daily either riding all the way or using a combination of bike and public transport. Getting around by bike is a popular transport option for many residents in Brunswick and Coburg. Moreland s bicycle network includes a looping off-street bicycle route around the municipality. The loop runs via Merri Creek, Western Ring Road, Moonee Ponds Creek and Capital City Trails. The bicycle network provides clearly marked routes to the Coburg Activity Centre. The bicycle network provides high quality links to Melbourne CBD, Brunswick and Coburg Activity Centres. 1 Estimate based on a 8% bicycle mode share and a working population of 62,000 people

8 Executive Summary Within the next ten years (before 2021) More than half of Moreland residents ride regularly (once a month or more). About 10,000 Moreland residents 2 ride to work daily either riding all the way or by using a combination of bike and public transport. Getting around by bike is a popular transport option for residents throughout Moreland. Bicycle network includes several looping off-street cycling routes. These routes are accessible by train and have attractive rest areas. Bicycle network has clearly marked routes to many local destinations including schools, shops in Brunswick, Coburg, Glenroy, Fawkner, Oak Park, Pascoe Vale and Gowanbrae. Bicycle network includes high quality routes to regionally important destinations, such as Preston Market, High Street in Thornbury, Puckle Street in Moonee Ponds, Essendon, the CBD, and Broadmeadows business and employment districts. 2 Estimate based on a 15% bicycle mode share and an projected working population of 70,000 people.

9 Executive Summary Within our generation (before 2041) Most (70% or more) residents ride regularly (once a month or more). Making transport trips by bike is a way Moreland residents have adapted to address the twin challenges of climate change and higher motoring costs. Every Moreland resident has an attractive place to ride that is easily accessible and less than 300 metres from where they live. The bicycle network provides attractive places to ride and is easy to navigate. It connects people to destinations within Moreland, in neighbouring municipalities and throughout Melbourne.

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11 Moreland Bicycle Strategy Introduction 11

12 12 Moreland Bicycle Strategy

13 Introduction - Background Moreland Bicycle Strategy Cycling in Moreland today About 45,000 Moreland residents (or one third of the population) own a bike and regularly use it to go shopping, for visiting or for recreational riding 3 Around 7500 Moreland residents ride daily. is a large and active cycling community. The Moreland Bicycle Users Group (MorelandBUG) and Brunswick Cycling Club have more than 250 members each. The number of people choosing to ride is growing. Regular bike counts are recording annual growth rates of about 10% and, in emerging cycling hot spots, these counts are measuring annual growth rates in excess of 20%. CBD, and the vibrancy of its street life make cycling a popular transport choice for residents and visitors alike. The people who ride most often live in the southern and middle suburbs of Moreland. Residents of Brunswick and Coburg have many opportunities to ride. They live within cycling distance of the CBD and vibrant activity areas. They can also take advantage of an established bicycle the south east of Moreland are among the highest in average. Council actions to upgrade existing facilities will ensure cycling remains a pleasant way of getting around as the city grows. The people who live in Gowanbrae, Glenroy, Oak Park, Pascoe Vale and Fawkner have cycling rates that are a little lower than the Melbourne average. They do have and enjoy opportunities for recreational riding, but are less likely to use a bike for transport to work, school and the shops. Steep hills and busier roads make riding in these suburbs more challenging than in the south of the municipality. Creating more appealing cycling routes to parks, schools and local shopping centres will enable more people to choose cycling as their travel preference. Across Melbourne, adult men tend to ride more frequently than both women and children. Council wants the broadest range of cyclists possible and will prioritise actions that create a more attractive cycling environment for women, children and older residents. Making cycling a fun activity accessible to the whole community provides opportunities People who are socially excluded to become more mobile and become better connected to the community; People who are sedentary to improve their health by becoming more active, and People with high transport costs to improve their standard of living by using a low cost alternative to access local community facilities. For more details about cycling trends in Moreland, see 3 Estimate derived from Municipal Public Health Survey 2009, a phone survey of 613 Moreland Residents. 13

14 Moreland Bicycle Strategy Cycling is becoming an inner-city lifestyle choice public transport during peak periods can also experience crowded trains and trams. Riding a bike is often the easiest and fastest way to get around, especially for trips just a few kilometres beyond comfortable walking distance. Cycling in the inner-city is not just a practical way of getting around, it s becoming a symbol of a more sustainable way of living. People who ride regularly are creating a vibrant culture, which includes regular events, websites, as part of what makes living in Moreland great. Some shopkeepers and property developers have recognised this cycling community and are keen to support it. Businesses are starting to locate near key cycling attract passing cyclists. Property developers have noticed that providing bicycle parking instead of car parking can lead to more valuable and sustainable housing options. Council will work with the cycling and development cycling. Tools to achieve these goals include the Moreland Planning Scheme (including advocacy to increase bike parking rates), urban design, provision of bicycle parking and promotion of cultural activities with a cycling focus. 14 Cycling is a response to peak oil and climate change Many residents are concerned about climate change and the potential that oil may become scarce and expensive within our lifetime. They are looking for ways to be more sustainable by reducing their water and energy consumption. One way to reduce Greenhouse Gas emissions and Many car trips can easily be replaced with low emission alternatives such as walking, cycling or catching public transport. By supporting the decision to ride instead of driving, Council is helping the community to live sustainably. Council will support this choice by building a better city to ride in. Council will work in partnership with infrastructure providers to build cycling routes that connect people with their friends, jobs and schools. Council will work with community groups and schools to help people to will promote cycling as an inviting and fun way to get around. These simple local actions provide practical and empowering solutions to complex global issues. Cycling is also a sport People also use bikes for a variety of sporting activities, including velodrome track racing, mountain bike racing, BMX stunt-riding and bicycle polo. These sports cycling activities require dedicated facilities located off the road network.

15 Moreland Bicycle Strategy Current sports cycling facilities in the City of Moreland The Brunswick Velodrome in Harrison Street, Brunswick East; The Coburg Velodrome in Richards Reserve, Coburg North, and The skate park in Harmony Park, Coburg North. There is no dedicated mountain bike racing facility some cyclists are using undeveloped open space areas, such as the part of the Edgars Creek Corridor, as informal mountain bike tracks. This informal use has the potential to adversely impact on river systems and disturb areas of Existing velodrome facilities are more than 20 years old and do not offer the quality riding experience available at facilities, such as the Darebin International Sports Centre, in neighbouring municipalities. To better ensure Council s sports cycling facilities meet the needs of cyclists in our region, Council will conduct a Identify popular cycling sports Identify gaps in cycle sports infrastructure in the northern metropolitan region, and Develop an investment program to deliver new assessment. This study will be conducted by Council s Youth and Leisure team as part of Council s Active Moreland sport and leisure strategy. Bicycles are changing to serve new cycling patterns As more people are looking to cycling as a transport alternative, they are choosing to ride a wider range of bicycles. The traditional upright bicycle cannot carry passengers and has a limited luggage capacity but a bike with a trailer, or a specialised cargo bike, can do this job. Cargo bikes and bikes with trailers are popular among families with young children. Similarly, people with mobility get around. The term bike now covers a wide range of humanpowered and electric assist vehicles. These diverse bikes provide a transport option for a broader section of the community. This reality challenges current assumptions about how to design and manage good cycling facilities. Council actions to widen bike paths and stopover refuge areas on busy roads will better accommodate these larger bikes, and help support cycling in all its diverse forms. 15

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17 Moreland Bicycle Strategy Existing cycling facilities The City of Moreland currently has 88 km of cycling routes supported by public assets and infrastructure. These space parkland or rail reservation corridors (e.g. existing roads (e.g. OHea Street path), and In addition to these formal routes, there are 121 km of as preferred ways of getting around using back streets. TravelSmart map. These unsigned, informal routes are depicted in the map below in light blue. Limitations of the existing network The formal bicycle routes in Moreland provide inviting places to ride, but they have shortcomings which limit their ability to function as a cycling network. These Limited access in the north and west of the such as the Glenroy Activity Centre, neighbourhood employment areas within the neighbouring City of Hume. Most routes run east-west. There are limited options for people wishing to travel north-south, and this contributes to congestion along routes such as the Busy roads, such as Bell Street, Pascoe Vale Road and the Western Ring Road, create barriers for potential cyclists. There are limited opportunities to safely cross these barriers and this restricts cycling access to destinations in (or just outside of) the municipality. There are limited navigation aids (other than the quiet back streets around busy roads and hills. Council will address limitations of the existing bicycle Constructing new routes so more residents can access cycling facilities; Extending existing routes to important destinations, such as schools, activity centres and neighbourhood shops; Creating new routes that run north-south, linking existing east-west routes and creating new routes corridor; Building new ways to cross Bell Street and the Western Ring Road, and to bypass steep hills in the west of the municipality; Installing direction signs to make it easier for people destination using the most comfortable route. 1.3 Policy context The Moreland Bicycle Strategy replaces the Moreland Bike Plan 2000, and provides additional detail to state and local government policies as shown overleaf. Both Council and the state government, through VicRoads and other agencies, have responsibilities to provide bicycle infrastructure in the City of Moreland. This strategy coordinates these responsibilities. The Transport Integration Act and cycling in Moreland The state government recently passed the Transport Integration Act 2010, which requires sustainable transport planning principles to be considered as a part of all Victorian transport decisions. Additional information about policies affecting the bicycle strategy is included in The road network To comply with this new legislative requirement, VicRoads have developed SmartRoads a road management system that includes priority routes for pedestrians, cyclists and public transport vehicles. The SmartRoads Network Operating Plan will replace the Principal Bicycle Network (PBN), and bicycle network planning will become a mainstream part of state-wide road management. SmartRoads bicycle priority routes will be favoured by the state government for infrastructure upgrades. At the time its Road User Hierarchy, and bicycle priority routes were under review. accessible super stops and improve tram running times. Council will work with VicRoads and tram operators to ensure these changes have regard to the needs of cyclists bikes to depart an intersection before cars, and Tram super stops that retain road space for bike lanes and provide bike parking for people intending to transfer between bike and tram. Planners considering major road projects, such as 17

18 Moreland Bicycle Strategy National Strategy State Government Strategies Transport Integration Act 2010 Local Government Strategies Council Plan Municipal Public Health Plan Municipal Strategic Statement Moreland Active Women and Girls Later Years Strategy Moreland Integrated Transport Strategy Structure Plans (Coburg, Brunswick & Glenroy) Open Space Strategy Climate Action Plan Pedestrian Strategy Moreland Bike Plan Road Safety Strategy Parking Strategy Merri Creek and Environs Strategy Moonee Ponds Creek Strategic Plan 18

19 Moreland Bicycle Strategy changes to the Western Ring Road, now have a responsibility to consider a sustainable travel component. Council will advocate the state government and the operators of CityLink to seek upgrades to the Moreland bicycle network as part of major transport corridors upgrades. Rail corridors The Transport Integration Act requires rail operators and rail land managers to consider railway lines as transport corridors that can support more than one mode of travel. This creates opportunities for Council to consider extensions to the bicycle network in the Craigieburn rail corridor, but it also requires Council to have regard for planned extensions to the rail network as part of its bicycle planning. managed by VicTrack and held in reserve for a third rail Shared Path may need to be closed or relocated to functions as the main north-south spine of the bicycle network, so any closures along the route will have a During the life of this strategy, Council will develop additional north-south bike routes to reduce reliance on impacts of future railway upgrades on the bicycle network. Council will also work with the State Government Department of Transport, VicTrack, and rail operators to ensure proposed works and land sales within rail corridors bicycle transport route. Council s bicycle planning actions will also have regard Path to access railway stations. Council will implement physical changes and community education programs to encourage all path users to be aware of and respect fellow users. Council s response to the Victorian Cycling Strategy The Victorian Cycling Strategy is the state government s peak bicycle planning document. It commits the state government to build a network of bicycle routes to activity centres throughout Melbourne. Construction of these overcrowding, and promote more environmentally sustainable ways of getting around Melbourne. Create vibrant local activity centres that people can get to by walking or a short bike trip instead of driving across town to access shops and community services. Improve public health by creating opportunities for people to add physical activity to their daily routine. The Victorian Cycling Strategy projects within 10 km of the Melbourne CBD as being of the highest priority. Council supports these general policy directions but expresses concern about the 10 km priority area. The state government has chosen to upgrade facilities in areas where cycling rates are already high, at the expense of providing facilities in middle and outer Melbourne. This is likely to have adverse social justice outcomes. People living within 10 km of the Melbourne CBD have access to a range of transport options, which includes regular public transport and a network of bicycle paths. People living more than 10 km from the Melbourne CBD tend to have fewer transport options with many considering driving as the only practical transport choice available to them. People living more than 10 km from the CBD are transport disadvantaged compared to inner city residents. This limits their ability to participate fully in society and places them at risk of social exclusion. A truly sustainable city has low greenhouse gas emissions, and is fair. A policy that upgrades cycling facilities within 10 km of the CBD at the expense of other projects in middle to outer suburbs is not truly sustainable because it does not address the problem of transport disadvantage. Creating new bicycle routes for people living more than 10 km from the CBD creates a fairer transport system by offering new transport choices to people who are already transport disadvantaged. Council intends to extend the bicycle network to encompass the entire municipality, not just suburbs within the 10 km of the CBD. This will include new routes to the Glenroy Activity Centre, and better connections to jobs in the City of Hume. Bicycle planning in regard to other Council policies Planning a city that is an attractive and inviting place to ride a bike involves integrating bicycle planning objectives Transport management plans; Urban and economic development plans (e.g. The Coburg Initiative), and Open space management and street landscaping policies. Council will seek to balance the sometimes competing objectives of these policy areas to ensure the best ommunity outcomes. 19

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21 2Vision, goals and targets

22 Moreland Bicycle Strategy Vision, goals and targets Make the City of Moreland a great place to ride a bicycle a place that is Council will implement this vision using the following principles 2.1 Build on community strength Moreland has a diverse and active cycling community, with a number of cycling clubs, volunteer bicycle mechanic groups and an active bicycle user group (BUG). Council s engagement with this community recognises Moreland s strong cycling culture. The Moreland cycling community values riding bikes as a fun and healthy way of getting around. Council will support and work with cycling groups to help share this positive view of cycling with the broader Moreland community. 2.2 Support the decision to ride Council recognises the importance of creating a strong support culture to underpin a growing, diverse cycling Running dedicated programs to encourage children time; Encouraging people who operate venues and workplaces to provide change rooms and other facilities to help people freshen up after a ride, and create a culture where riding a bicycle is valued as an important contributor to social well-being and bicycle infrastructure is a standard feature needed to attract people to developments. to clearly identify shared use zones, where pedestrians, cyclists and motorists negotiate right of way in a lowspeed environment. This requires everyone to be aware of and create safe conditions for others. Council education campaigns can help encourage appropriate behaviour in shared use zones and improve road and shared path safety. Council will use its open space management and asset maintenance programs to ensure bicycle routes are attractive places to ride, where the chance of encountering hazards, such as potholes, broken glass or obscuring vegetation, is low. 2.4 Measure and celebrate our achievements Council will measure its performance in the following categories and provide an annual report to the Moreland community via the Council website. 2.3 Build and maintain better networks for all A high quality bicycle network provides a comfortable riding experience by avoiding hazards and providing direct off-street paths and back streets as the best places to ride. These routes are seen as safer because the chance of meeting a car travelling at high speed is low and they avoid crowds of pedestrians. However, routes that go to useful places are also usually popular with motorists and pedestrians. Creating a good bicycle network requires innovative designs to separate 22

23 Moreland Bicycle Strategy Goal Measure More people riding trips. work. Greater diversity of cyclists Improved cycling safety More people happy with Moreland s cycling facilities kilometres travelled. A vibrant cycling community A healthier, more sustainable city women s and masters categories. gas emissions by taking more trips by bike instead of car. Council will also celebrate its achievements with the cycling community through special events, such as new path openings and the annual Ride to Work Day. These events provide an opportunity to celebrate recent achievements and seek community feedback for priority projects for coming years. 23

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25 Funding bicycle projects 3

26 Moreland Bicycle Strategy Funding bicycle projects 3.1 Council funded bicycle projects In the period to Council spent, on average, $4.43 per resident per year on cycling-related expenditure. In , Council spent $5 per resident a commitment of around $800,000. Capital Works Appendices(Appendices 6 24) a recurring cost of about $210,000 pa, and in the Capital Works Appendices projects worth $5.8 million, to be delivered over the next 10 years. To deliver these projects Council will need to increase funding commitments beyond historic levels and commit to increasing bicycle expenditure in response to growth in Council considers the following activities to qualify as Design, construction and maintenance of off-road shared paths; Line marking and installation of signs to support onroad bicycle lanes; changes where they are implemented to improve cycling conditions along a key on-road bike route; Installation of bicycle parking in public locations, including Council swimming pools and libraries; Construction and maintenance of cycling-related recreation facilities, such as velodromes and BMX skate parks; Community engagement and development activities, as outlined in this strategy, including programs to encourage students to use physically active ways of getting to school, such as cycling; Advocacy activities, including actions within the Council workplace, to demonstrate leadership in promoting cycling; events, to promote cycling within the Moreland community; Support for cycling clubs and cycling-related community groups, and Data collection and reporting activities, as outlined in this strategy. 3.2 Partnership projects works projects that Council intends to complete over the next 30 years. These projects will be delivered using a combination of rate funds and by identifying external funding partners. Identifying and securing the support of external partners is vital to the success of this strategy. Projects to be funded Capital Works Appendices as medium and long term projects. This strategy is not just an outline of what Council will do itself to improve cycling, it is a strategy for cycling related projects throughout the Moreland Local Government Area regardless of who delivers them. Cycling is emerging as a state and federal government infrastructure priority. Council expects that over the life of the strategy new cycling infrastructure opportunities will emerge. By identifying priority partnership projects this strategy supports future grant applications to secure this funding. Property developers are using their building s proximity to cycling infrastructure as a feature to attract buyers and occupants. Good quality facilities improve private property values. Council will develop tools (such as a development contribution scheme) that may allow developers to fast track Partnerships with other levels of government Council will approach neighbouring municipalities to form partnerships to construct bridges across municipal boundaries and links throughout metropolitan Melbourne. Council anticipates the upcoming SmartRoads Network Operating Plan will identify bicycle routes of state allocations to construct these routes. Council also expects future opportunities to work with other levels of government to deliver cycling infrastructure. Transport infrastructure projects, such as rail and freeway upgrades that include a bicycle infrastructure upgrade component; State and federally funded programs to improve public health by encouraging physical activity; State and federally funded programs to minimise greenhouse gas emissions; Federally funded infrastructure development programs. 26

27 Moreland Bicycle Strategy Partnerships with the private sector Council will also explore opportunities that enable property developers to contribute to community cycling infrastructure projects that improve local land values. bicycle infrastructure projects. Working with Council via the planning process to help deliver new bicycle and pedestrian access ways when land is redeveloped. Internal partnerships providing cycling facilities when delivering other Council objectives. Council has developed detailed structure plans for Coburg (The Coburg Initiative), Brunswick and Glenroy. These plans outline Council actions and provide strategic planning guidance for private developers. A key goal for all these structure plans is to develop a sustainable transport network that encourages people to get to, and move, through the centre. Council actions to deliver vibrant activity centres with local services and jobs will also deliver new walking and cycling routes. Council teams will work together to form internal partnerships to identify opportunities to further Bicycle Strategy goals as part of all major projects. 27

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29 Creating a bicycle network 4

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31 Creating a bicycle network Moreland Bicycle Strategy The projects outlined in the Capital Works Appendices, expand the bicycle network through the City of Moreland as depicted in the map below. 31

32 Moreland Bicycle Strategy Principal bicycle routes Provide fast, direct routes to key destinations in Moreland, the inner north and the Melbourne CBD, and Link to secondary bicycle routes that provide connections to a wide variety of destinations. Bicycle Route Sydney Road Reason A popular off-road shared path providing a direct north-south link through Moreland. This route is reaching capacity, and needs extensions and upgrades to meet expected growth. This road attracts more cyclists than any other in Moreland. Moonee Ponds Creek Trail Craigieburn Express Western Ring Road Trail Glenroy - Coburg East West Link High Street to Puckle Street The southern sections of the Moonee Ponds Creek Trail in particular the highly Future upgrades to create short cuts linking this section to Pascoe Vale Station will improve the value of this path as a commuter route for residents in the west of the municipality. Link streets that run parallel to the railway and create an off-street route within the rail corridor, will provide an attractive link to the Broadmeadows central activities district. When combined with upgrades to Moonee Ponds Creek Trail, this will also ensure a direct commuter route into the CBD for residents of Oak Park and Glenroy, as well as cyclists from the City of Hume. Trail, and can improve Moreland residents access to facilities in Hume, as well as the Broadmeadows Activity Centre and the inner north industrial employment nodes. This route creates a link between Coburg and Glenroy Activity Centres. At its northern end, the Craigieburn Express will link this route to Broadmeadows Central Activity District, while the eastern end of this route connects via a backstreet route to Preston Activity Centre. This route also links several local shopping centres and schools in This route seeks to provide an east-west link across Brunswick to activity and entertainment precincts on High Street at Northcote, CERES, Sydney Road at Brunswick, and Puckle Street, Moonee Ponds. It would encourage east-west bicycle movements in this area to overcome the limitations of public transport links. 32

33 Moreland Bicycle Strategy Secondary bicycle routes Provide links to local destinations, such as schools and shopping strips; Bicycle Route Broadmeadows to CBD East Brunswick Shimmy Lygon Street Westbreen Creek Fawkner Loop Glenroy Fawkner East West Link Reason other employment centres. It also provides a back street shimmy route into the CBD for residents of Pascoe Vale and Brunswick West, and is an alternative north-south route This route links to Coburg Activity Centre and the CBD via the back streets of East Brunswick. The northern end links to the Glenroy-Coburg route and the southern end links to the Canning Street path to the CBD. This popular cycling route has been the scene of several car versus bicycle crashes, and clashes. Council actions in this corridor are seeking to reduce hazards to cyclists and improve safety. railway station. At the northern end, it connects to the Coburg-Glenroy east-west link (near Pascoe Vale Girls High School). At the south-western end, it connects to the Craigieburn Express and Moonee Ponds Creek Trail. This route will provide bicycle links to activity areas in Fawkner that connect to activity areas to the north (Broadmeadows) and south (Coburg). Construction of this route is expected to address car dependence in a suburb with limited public transport access. This route links the residents of Fawkner to the Glenroy Activity Centre with a cycle facility running roughly parallel to Hilton street. 4.3 Recreational cycling routes within the network transport network. Cyclists using these routes will share these paths with walkers, dogs (on leads) and other passive recreation users. High speed cycling in such areas is discouraged. Bicycle Route Merri Creek Trail Edgars Creek and Elizabeth Street Merlynston Creek Moonee Ponds Creek Trail Reason This popular recreational cycling and walking path route is valued for its open space safety. This proposed route improves access to open space for future residents of the former Kodak site, and links to open space areas surrounding Edwardes Lake. This open space corridor provides a potential new recreational cycling route to service Street rail crossing. The northern section of the Moonee Ponds Creek trail particularly the sections in Glenroy and Gowanbrae will remain a high value recreational walking and cycling route. 33

34 Moreland Bicycle Strategy Expand the bicycle network as opportunities arise. As part of the Transport Integration Act 2010, Council has responsibilities to manage local road networks to support sustainable, alternative transport modes. As part of its road maintenance program, Council will explore opportunities to extend the on-road bicycle network in accordance with the table below. Road use and kerb-to-kerb pavement width Tram routes along roads of 20.8m or more Road capacity Roads can accommodate a dedicated each direction and have more than 7.5m available for bike lanes and onstreet car parking. includes bicycle lanes 2 x 3.25m wide tram lanes 2 x 1.5m wide bicycle lanes 2 x 2.3m wide car parking area Tram routes along roads of 20.7m 15.7m wide to provide on-street car parking and dedicated lanes for each road user type. Investigate options to change lane the day to match road user travel demand. 2 x 3.25m shared fairway 2 x 2.3m wide bicycle lanes, (being a 1.5m wide riding area and a 0.8m wide car door buffer zone) 2 x 2.3m wide car parking area OR 2 x 3.25m wide tram lanes 2 x 1.5m wide bicycle lanes Non-tram routes of 13.8m or wider lanes, with more than 7.5m available to share between bike lanes and onstreet car parking uses. 2 x 1.5m wide bicycle lanes 2 x 2.3m wide car parking area 13.7m 11.5m wide lanes with 7.5m 5.3m available to share between bike lanes and onstreet car parking uses. 2 x 1.5m bicycle lanes 1 x 2.3m wide car parking area 11.4m 9.2m wide lanes with 5.2m 3m available to share between bike lanes and onstreet car parking uses. Investigate options to change lane of day to match cyclist travel and parking demand. 2 x 1.5m bicycle lanes OR 1 x 1.5m one way bicycle lane 1 x 2.3m wide car parking area Roads less than 9.1m wide lanes. create low speed, shared use zones. 34

35 Moreland Bicycle Strategy Cycling on roads outside the bicycle network Council s promotion and infrastructure improvement efforts seek to create a space where new riders can have a riders. It is not intended to create a dedicated bicycle network that cyclists will choose to ride on busy arterial roads for the same reasons motorists choose to use them because they provide fast, direct and safe links to key destinations. Roads are public thoroughfares and are available to people who ride bicycles as they are to people who drive. With the exception of some freeways where cycling is forbidden, Council views every road as a cycling road. All road users should expect to encounter cyclists on any Moreland road, and all road users need to modify their behaviour accordingly. 4.6 Riding on footpaths outside the bicycle network Children under 12 years old, along with their adult supervisors, are allowed to ride on footpaths. Victorian Road rules currently prevent other people from riding on any footpath. Council will promote road regulations to parents and primary schools as part of its program to encourage more children to ride to school. Council will work with VicRoads to investigate opportunities to convert existing footpaths where adult cycling is prohibited, into shared paths where cycling is permitted. These changes will involve upgrades to widen and resurface existing paths, and the installation of shared responsibility that can only be approved by VicRoads. Council will identify suitable routes and advocate to proceed. Reconstruction works associated with path 35

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37 Using good design to create great bike routes 5

38 38 Moreland Bicycle Strategy

39 Using good design to create great bike routes When designing bicycle routes Council will seek to build in the following qualities. Network quality Action Safe priority to cyclists. and motorists to safely share the road. and identify an on-road alternative for cyclists if space constraints limit path widening opportunities. barrier fencing where needed and improving intersections to minimise potential crash hazards. there are high levels of activity. Direct walking and slower recreational cycling but are unsuitable for faster commuter cycling. creek corridors. more direct than car routes. Comfortable Continuous Legible for cyclists. Council will be informed by national and state design guidelines when upgrading or extending the bicycle network. These standards provide a consistent approach to bicycle infrastructure that makes the whole metropolitan network more legible and visible. 39

40 Moreland Bicycle Strategy Design to support pedal powered cargo transport vehicles Cargo bikes, bikes with trailers even rickshaws are increasingly found on Melbourne roads and bike paths, and Council supports this trend. However, most bicycle facilities are designed to accommodate traditional twowheel bicycles, with wheelbases of less than two metres. Bikes designed to carry cargo and passengers tend to be Passing gate structures to access the shared path network; On narrow corners (e.g. switchbacks); Crossing busy roads with narrow pedestrian refuge islands; Passing other wide bikes and wheel chairs on narrow shared paths, and Using routes with steep gradients. To address these constraints and to ensure the Moreland bike path network caters for riders of all abilities, Council will review features of the existing bicycle network that limit access for larger bikes, and progressively remove these bottlenecks. Future path upgrades will be designed to accommodate larger bicycles where possible. 5.2 Design intersections for bicycle and pedestrian priority The Moreland Integrated Transport Strategy walking and cycling as preferred modes of transport and deserving highest priority. Currently, this priority is not Addressing on-road bicycle lanes that disappear at intersections lanes one lane for continuing vehicles, and another that allows turning vehicles to wait for an opportunity to turn. This design increases the number of vehicles that can pass through an intersection but usually does so at the expense of road space for bicycles. On many roads with bicycle lanes, the bicycle lane ends on the approach to intersections. This design does not demonstrate bicycle priority. To address this, Council will advocate for on-street bicycle lanes to be extended to the intersection stop line the VicRoads SmartRoads Network Operating Plan. Roundabouts There are about 75 roundabouts within the City of Moreland, many located on local roads, and many include tree plantings that are part of street landscaping. Installing roundabouts reduces the frequency and severity of car versus car crashes. Roundabouts can also improve made at the expense of people who walk and ride near roundabouts. Crash history shows roundabouts to be hotspots for bike versus car and pedestrian versus car crashes. Roundabouts can also cause problems for public transport around a small roundabout. Roundabouts remain an impact on more sustainable transport options mean management choice. However, roundabouts provide an opportunity for street landscaping and many existing roundabouts contain established street trees that are highly valued by the Moreland community. To help balance the needs of minimising cyclist and pedestrian crash risk with street landscaping objectives Conduct a review of existing roundabouts to identify locations where alternative treatments, such as give way signs, would improve cyclist safety without the loss of established street trees Council will progressively install alternative treatments. 40

41 Moreland Bicycle Strategy o Reduces vehicle speeds to cycling speeds (between 20 and 30 km/h) within the circulation areas of the roundabout; o Includes approaches that encourage cyclists to take a lane when entering and riding through a roundabout; o Improve sightlines on roundabout approaches and exits; o Includes opportunities to improve street landscaping. Off-road shared path intersections with roads At intersections where roads meet an off-road shared path, the road users usually have right of way. However, there is one exception to this rule in Moreland the OHea Street Path in Coburg North The OHea Street Path is an off-street shared path running parallel to OHea Street, which intersects with 11 side streets and many vehicle crossovers. On this route, path users have right of way. Road users approaching the OHea Street path need to slow to give way to shared path users and then again to give way to road users. As part of its road safety education program, Council will conduct campaigns to communicate expected priority behaviour for drivers and path users, using the OHea Street example. Off-road shared path intersections with railway lines It is legal for a person on a bike to ride over railway lines if they are riding on the road. However, if the same person is riding a bike on a shared path, current regulations require them to dismount. To address this inconsistency Council will advocate for the state government to either change the regulations and support riding across rail intersections on shared paths or encourage them to design a bicycle friendly rail crossing suitable for use on off-road shared paths. Crossing lights People using bicycle routes and shared paths often delays detract from the walking and riding experiences and can make using a physically active transport choice less appealing. To improve priority for these preferred modes, Council will Install pedestrian and bicycle crossing lights at intersections where bicycle priority routes intersect in the Capital Works Appendices; Change the warrants to assess whether crossing lights are needed; Upgrade crossing lights to minimise pedestrian and cyclist wait times; lanterns lights that are programmed with shorter wait and crossing times than standard pedestrian crossing lanterns. 5.3 Design on-road bicycle lanes to separate cyclists and cars and bicycle symbol. These routes meet legal standards and provide an acceptable cycling space for experienced riders. However, less experienced cyclists report riding in these lanes intimidating. Council will continue to evaluate bike lane-marking options that provide greater physical and visual separation than the traditional white line bicycle lanes. These treatments Rumble strip line marking a white line paint treatment that creates noise and vibration when driven over currently used as a freeway edge line; Rubber separator lines rubber barriers that advise motorists when they have drifted out of the Copenhagen-style bike lanes a road design that includes wide separator islands between bicycle Swanston Street near Melbourne University, and Green Lane treatments a paint treatment that makes a bicycle lane more visible by colouring the entire lane green currently used at busy intersections, such as Royal Parade and Park Street. Council will use these and other treatment options to enhance bicycle lanes in various locations throughout the municipality, as outlined in Capital Works Appendices. As a part of these works, Council will also review on-street parking regulations to ensure bicycle lanes are available for use during peak bicycle use times. This review will be conducted in accordance with the processes outlined in the Moreland Parking Strategy. road cyclist comfort 41

42 Moreland Bicycle Strategy on local roads. These devices include speed humps, turn restrictions, partial road closures and road reconstruction activities, such as installing kerb outstand extensions. reduce the speed and volume of motorised vehicles on local streets and create a more attractive walking and also create a low speed zone, and support Council efforts to reduce vehicle speeds on local streets. rat-running can also be used to create bicycle priority routes. Turn bans and partial road closures (with bicycles excepted signs) cuts, ensuring vehicle access for local residents. These back streets and create attractive bicycle routes using the existing local roads. Council will design these treatments with care to ensure they do not create hazards for cyclists. Treatments that diminish rider comfort and are no longer a use treatments that re-allocate road space from motorised creating additional hazards. 5.5 Design off-street paths with capacity for growth The Australian Standard (Austroads 14, p83) recommends a three-metre width for off-road shared paths that attract regular commuter riders, although paths of two metres or more are considered acceptable. Much of Moreland s offstreet cycling network is built to this standard and many routes are 2.5m 3m wide. However, as Moreland s shared path network attracts more walkers, cyclists paths are becoming congested. This negatively impacts on both walkers and cyclists. Council needs to upgrade its paths to ensure these travel purpose. paths. This research recommends an ideal path width for a given volume of pedestrians and cyclists. It also suggests on very busy paths the best option to improve safety and the riding experience is to physically separate pedestrians from cyclists with distinct walking and cycling lanes. Council will monitor path use rates and investigate opportunities to widen key commuter cycle routes in accordance with the recommended path widths listed in the table below. Commuter routes where most people travel in the same direction Recommended minimum path width Peak hour capacity Pedestrians (approx) Cyclists (approx) 2.5m shared path m shared path m separated path m separated path Recreational routes where people travel in either direction. Path width Peak hour capacity Pedestrians (approx) Cyclists (approx) 2.5m shared path m shared path m separated path 70+ > m separated path m separated path In areas where space allows, Council will investigate physically separating foot paths and bike paths to reduce Council will use treatments such as different coloured surfaces to delineate cyclist and pedestrian lanes, and encourage path users to stick to their correct lane. 5.6 Design off-street paths to address fear of crime concerns The bicycle arterial routes are intended to be used at night which means they have to feel safe to use at night. Council will design paths that address public safety concerns by including features such as public lighting, clear sightlines and additional exits that create opportunities to escape paths if confronted. Council will work with the state government to improve 42