Stonnington
cycling
strategy
2013–2018
Stonnington Cycling Strategy 2013-2018
Table of contents
1
Introduction ......................................................................................................................... 1
2
Background .......................................................................................................................... 4
2.1
3
Providers of cycling in Stonnington ........................................................................................ 7
Key factors informing the Cycling Strategy........................................................................... 10
3.1
Policy context ........................................................................................................................ 10
3.2
Participation trends and other drivers of participation ........................................................ 12
3.2.1 Travel patterns and behaviours ........................................................................................ 12
3.2.2 Cycling related incidents and accidents............................................................................ 15
3.3
Community profile and population change .......................................................................... 17
3.4
Land use and development ................................................................................................... 18
3.5
Appraisal of the cycling network .......................................................................................... 19
3.5.1 Trail network audits.......................................................................................................... 20
4
Key issues and directions .................................................................................................... 21
5
Opportunities for cycling..................................................................................................... 22
5.1
5.2
5.3
5.4
6
Supporting access to activity centres ................................................................................... 23
Supporting access to education ............................................................................................ 24
Supporting access to green open space................................................................................ 25
Supporting access to rail services ......................................................................................... 26
The Cycling Strategy Framework ......................................................................................... 27
The Strategy Framework ....................................................................................................... 27
6.1
7
Application of the Framework – actions and implementation plan ....................................... 29
7.1
Summary of key actions ........................................................................................................ 30
7.2
Delivering the Strategy ......................................................................................................... 31
7.3
Monitoring implementation of the Strategy ........................................................................ 31
7.3.1 Reporting .......................................................................................................................... 32
Acknowledgements:
Two key background documents have informed and support the Strategy. These include:
•
Cycling Discussion Paper, CDM Research (March 2012), and
•
A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD (April 2013)
Stonnington Cycling Strategy 2013-2018
Executive Summary
Vision for cycling
Council’s vision for cycling in Stonnington is that;
Cycling will be widely undertaken in Stonnington, whether for fun, fitness or travel –
providing health, economic, social and environmental benefits to the community.
Participation will be encouraged by facilities, programs and services.
Travel throughout Stonnington by bicycle will be easy and safe, supported by a
comprehensive network of accessible and convenient paths, laneways and trails that are
accompanied by facilities that provide for resting and storing / securing bicycles. It will be
particularly easy to access local facilities and gathering places.
Cycling is an activity commonly undertaken by people of all ages and levels of ability. People
undertake cycling for a range of purposes and benefits, including; sport (eg. various forms of road
racing, mountain bike riding), fitness, recreational enjoyment or as a form of transportation (eg. riding
to work / school). The majority of cyclists fit within the latter two categories of cyclists (ie. recreational
riders and commuters).
The Stonnington Cycling Strategy 2013-2018 aims to enhance the physical and social environments
in order to support more people to cycle, and people to cycle more often. The Strategy addresses all
cycling facilities in Stonnington, including trails, shared paths, on road bike lanes and associated
infrastructure (such as signage, resting places and parking facilities), as well as programs and
services to promote and encourage participation. In particular, the Strategy focuses on ensuring good
access to key local destinations, such as shopping, education, recreation and employment locations.
Two background documents have informed and support the Strategy. These include, the Cycling
Discussion Paper, CDM Research (March 2012), and A New Future for Cycling in Stonnington 20132023 and Beyond, GHD (April 2013).
The strategic framework
The strategic framework used for determining Council’s priorities for cycling improvements has been
informed by the current key issues facing the development of cycling, including a review of current
cycling conditions and community trends.
Intrapersonal
factors
Physical
environment
Strategic
directions
Social
factors
Green
open
space
Activity
centres
V
Strategic
goals
I
S
I
Strategic
goals
Rail
stations
O
N
Education
Strategic
directions
Policy &
regulation
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Stonnington Cycling Strategy 2013-2018
Strategic goals
In achieving its vision for cycling, Council aims to:
•
Increase participation in cycling to influence positive health and social benefits to the
community, and environmental benefits to the City.
•
Influence the development of a safe cycling environment through encouraging greater
awareness and tolerance between cyclists, motorists and pedestrians.
•
Create conditions (physical, social and motivational) to overcome individual and social barriers
to cycling, to support people make the decision to cycle;
•
Develop, facilitate, promote and deliver initiatives that provide opportunities for people to
develop their skills and confidence in cycling; and to
•
Reduce travel by vehicle for short local trips made by residents to help alleviate road
congestion and provide environmental benefits to the City.
Strategic directions
Five strategic directions capture the intent of the Vision and Goals and address the key issues
impacting on the development of cycling in Stonnington. They guide the development of actions to
improve conditions for cycling in accordance with the strategic framework. The strategies are:
•
Encourage participation in cycling through promoting and marketing cycling broadly, and
advocating for the development of cycling in Stonnington. Specifically consider the needs of
groups that have lower participation rates (such as women, families, children, older adults,
culturally and linguistically diverse communities and lower socio-economic groups) to increase
their participation.
•
Facilitate the development of safe, accessible, legible, functional and appropriate cycling
options and initiatives to encourage participation in cycling and a culture of sharing space.
•
Continue to develop and improve the cycling network and associated facilities to provide
access to local places of congregation and prioritising the VicRoads designated Priority Bicycle
Corridors.
•
Support people at their destinations through enhancing the end-of-trip experience.
•
Champion the creation of a thriving and diverse local cycling culture in Stonnington.
Strategic approach
The strategic framework is based on the physical, social, individual and political factors that combine
to influence a person’s decision to cycle. These elements are described, and the inter-relationship
between them is illustrated following:
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Stonnington Cycling Strategy 2013-2018
Factors that are specific to us as
individuals (eg. our self-confidence in
our ability to ride a bicycle)
Factors specific to societies (eg. the
influence of friends, family and
colleagues)
The built and natural environment (eg.
bicycle routes and end-of-trip
facilities)
The influence of wider government
policy and regulation (eg. enforcement
of road rules)
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
This Strategy provides the blueprint to guide Council in achieving the Vision for cycling, as shaped by
the Strategic goals and Strategic directions, and influenced by the four behavioural elements.
The basis of the Strategy is to provide the conditions that encourage residents to cycle as an
everyday or normalised activity. As such, short local trips based around key places of congregation
are the focus, including; activity centres, education, green open space and rail stations. This is not to
the exclusion of broader travel by bicycle to destinations outside of Stonnington, which will
complement the successful functionality of the ‘internal’ network.
Cycling in Stonnington
The existing ‘designated’ cycling network in Stonnington covers approximately 22 kilometres of offroad trails, and 29 kilometres of on-road bicycle lanes (not including kilometres of other streets also
used by cyclists not formally designated as cycling routes) providing a range of opportunities to cycle
within and through the City.
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Stonnington Cycling Strategy 2013-2018
Existing on-road and off-road Stonnington cycle network
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
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Stonnington Cycling Strategy 2013-2018
Cycling in Stonnington is provided via a range of avenues by various stakeholders, including:
•
Shared trails (off-road); paths and trails shared between cyclists and pedestrians in parks and
open spaces. The main off-road trails in Stonnington are; Capital City Trail and Main Yarra
Trail (running along the Yarra River), the Gardiner’s Creek Trail (running along Gardiner’s
Creek and providing a critical connection to the Capital City Trail), and the Scotchman’s Creek
Trail.
This infrastructure is primarily the responsibility of Council (where Council is owner of the land).
•
On-road bike lanes; exclusive bike lanes, clearway bike lanes, shared car parking and bicycle
lanes, and bicycle headstart (storage) boxes.
Council and VicRoads are the key organisations responsible for infrastructure on roads, with
VicRoads having responsibility for many of the major roads in Stonnington;
•
Ancillary infrastructure; such as signage (regulatory, warning, guidance), parking facilities and
storage boxes.
Responsibility for these items rests with the authority responsible for the road infrastructure
which will be either Council or VicRoads;
•
Programs and services, such as riding tuition, cycling adventures and events, maps and
information.
Council is one of a number of service providers, including community groups and community
organisations; and
•
Promotion and information – this is provided by Council, other agencies, community groups and
businesses.
The City of Stonnington is one of a few key stakeholders with a role in planning, providing, managing
and promoting cycling opportunities in Stonnington. There are a number of other partners relevant to
the provision of cycling opportunities. These include; the Stonnington community, schools and
community groups; State government; neighbouring councils; Bicycle Network Victoria, and other
working groups and networks (such as the Road Safety Action Group of inner Melbourne councils),
and the Inner Melbourne Action Plan (IMAP). Council works with all of these partners and
stakeholders (as relevant) when improving opportunities for cycling.
Within Council, cycling is a cross-departmental responsibility requiring multiple departments to work
together to ensure that cycling initiatives are planned for and developed in a coordinated way. Overall
coordination of Council’s activities in cycling provision is undertaken by the Sustainable Transport
Planner.
As the custodian of many roads in Stonnington, the State Government (through VicRoads) is
responsible for the development of cycling infrastructure on these roads. VicRoads categorises
cycling pathways according to a hierarchy of roads, and has a program for implementing cycling
infrastructure improvements. Council advocates to VicRoads regarding cycling infrastructure priorities
and applies for infrastructure projects to be funded, but the priority and implementation of these
projects is ultimately at the discretion of VicRoads and its funding parameters.
Key issues relevant to cycling in Stonnington
Key issues identified through the background research that have informed the directions of the
Strategy include:
•
Participation - There are many benefits to be gained through building on the increasing rates
of cycling participation – for individuals and the community. To grow participation further,
cycling facilities, programs and services need to be safe, appealing, easy to access and
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Stonnington Cycling Strategy 2013-2018
appropriately targeted. There is an opportunity to focus on particular target groups to
encourage participation in cycling, especially those that have lower levels of participation (such
as females, who have a significantly lower participation rate than males).
•
Physical layout and accessibility - There are benefits and constraints for cycling associated
with the urban form of Stonnington. In particular, the medium to high density style of residential
living and close proximity of key services is a characteristic that supports travel by bicycle; the
layout of the road network in Stonnington provides for permeable travel north-south and eastwest, and the large amounts of linear open space provide opportunities for corridors that
support bicycle travel, make the City easy to access by bike. However the narrowness of
roads, and heavy traffic, makes on-road provision for cycling challenging. Regardless of these
challenges, opportunities to facilitate local bicycle travel need to be pursued.
•
Optimising existing infrastructure - There is already an extensive network of cycling trails
(on and off road). This system should be regarded as the foundation for the cycling system,
and projects that address the connections, missing links, maintenance and other infrastructure
needs of these facilities should be prioritised.
•
Shared use of space - Safety is a paramount consideration in the planning, design,
construction and management of cycling infrastructure, given the high levels of use of parks
and roads by vehicles, trams, pedestrians, as well as cyclists. There is a need to influence a
culture of sharing, so as to create as safe an environment as possible for all users, and attempt
to reduce the potential for conflict.
•
Partnerships - As Council is not the only stakeholder responsible for cycling provision, it must
work in partnership with other key stakeholders (such as the community, Metro Trains, Police,
traders), but particularly VicRoads. This requires alignment of priorities and funding for projects
which are often led by VicRoads. There is an opportunity to work towards strengthening this
partnership by Council taking a more active role in the foundation planning of VicRoads
projects to establish a sound business case to advocate strongly for improvement works to be
funded.
•
Resourcing – Council’s resourcing of cycling has supported the delivery of a range of
infrastructural and behavioural initiatives. The distribution of responsibility for cycling across
multiple work areas at Council requires inter-departmental coordination to ensure integration
and consistency in the delivery of cycling initiatives. A cross-departmental working group has
been convened to ensure this coordination is achieved to optimise outcomes. The opportunity
exists for the working group to continue to work together on implementation of the Cycling
Strategy actions.
The Stonnington cycling network – towards the future
The following map illustrates the aspirational cycling network in the City of Stonnington, which brings
the vision and goals to life. The envisioned network addresses all desired links and connections
within a five year lifespan.
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Stonnington Cycling Strategy 2013-2018
Five-year aspirational Stonnington cycle network
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
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Stonnington Cycling Strategy 2013-2018
Summary of key actions
A range of infrastructural, behavioural, promotional and leadership actions are proposed to
comprehensively enact the Strategy’s vision and goals and achieve the aspirational cycle network.
Annual implementation plans will be prepared based on the priorities outlined in the five year action
plan complete with a more accurate estimation of cost. The key actions to be achieved in the five
years from 2013 to 2018 are summarised following:
Planning
•
Conduct an audit of all way-finding and signage for the on and off road trails with the aim of
updating / installing signage as relevant and removing outdated signs.
•
Pursue amendments to the Stonnington Planning Scheme to incorporate a greater provision of
bicycle parking and end-of-trip facilities in private developments.
•
Encourage MetroTrains to explore the need and opportunity for the installation of long-stay
bicycle parking facilities at all rail stations in Stonnington.
•
Undertake an audit of all City of Stonnington workplaces for infrastructure to support travel by
bicycle for work and to/from work (such as end-of-trip facilities including parking, change and
shower facilities, and storage).
•
Prepare design guidelines for informing the development of off-road cycling infrastructure
designed and built by Council including a standard treatment for constricted or reduced width
areas on shared paths.
•
In preparation for a following Strategy, conduct an audit of the cycling network to review for
improvement works that address functionality, safety and compliance needs.
Leadership actions
•
Work with the development proposal for Chadstone Shopping Centre to improve cycling access
into / out of, around (eg. Castlebar Road and Capon Street) and through the Shopping Centre
site, including provision of bicycle parking facilities.
•
Continue to advocate for the resolution of the development of an off-road north-south shared
trail between the Cremorne rail bridge / Yarra River and Windsor station (generally following the
Sandringham rail corridor) to present an alternative route to Chapel Street. Please refer to the
Appendix of this document for a possible route alignment as proposed in the Chapel Revision
Structure Plan 2013-2030.
•
Investigate the potential to address gaps and enhance connections in the off-road cycling
network through strategies such as land acquisition and utilisation of rail corridors, as
opportunities are identified and needs arise, and advocate for these outcomes as desired.
Behavioural actions
•
Produce user-friendly information promoting the Stonnington cycling network, including local
places of interest and destinations to residents and visitors, through material such as maps or
other technologically based methods such as a smart phone application.
•
Develop, promote and deliver programs to encourage participation in cycling with the aim of
increasing confidence in cycling (including the Cycle With Confidence program and Ride 2
School program).
•
Investigate developing a Sustainable Travel Plan for all City of Stonnington staff to encourage
staff to travel for work via sustainable transport methods (including cycling) - in conjunction with
the implementation of the Sustainability Strategy.
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Stonnington Cycling Strategy 2013-2018
•
Investigate the establishment of a bicycle pool for staff to use for work trips including the
availability of loan equipment and plan out safe and convenient cycling routes between regular
work site destinations.
•
Investigate providing parking for cyclists at all appropriate Council events.
•
Use imagery of bicyclists that are friendly and encouraging and have regard to safety (eg.
demonstrate use of safety equipment, helmets, reflective gear etc) in relevant communications
on cycling.
Infrastructural actions
•
Liaise with VicRoads (as appropriate) regarding the potential for new or upgraded bicycle
routes and other infrastructure to support on-road trails (such as headstart boxes etc),
including; Chapel Street, Toorak Road, Malvern Road, High Street, Orrong Road, Glenferrie
Road, Waverley Road, along Dandenong Road.
•
Investigate opportunities to provide and enhance safe cycling options on select Councilresponsible roads including Grange Road, Quentin Road, Hornby Street, Chadstone Road,
Kooyong Road, Ivanhoe Grove and Brixton Rise.
•
Undertake improvements to off-road shared trails (such as line marking, solar lighting, path
widening, signage) to enhance functionality, and complete connections at the following
locations; High Street underpass; beside Warrigal Road, Warrigal Road to East Malvern
station; Gardiner’s Creek trail at Glen Iris Park and Dunlop pavilion, and realignment of the trail
at Sir Zelman Cowen Reserve including a new bridge crossing; Sir Zelman Cowen Reserve
shared trail; Tooronga shared trail; Main Yarra Trail; and linking facilities within open spaces
such as TH King pavilion.
•
Design and construct a shared trail connecting the East Malvern station to Hughesdale station
(in the City of Glen Eira) from Scotchman’s Creek to Dandenong Road in consultation with
VicRoads.
•
Install bicycle parking facilities, with a particular focus on activity centres, leisure and recreation
facilities and other key activity / congregation points.
•
Trial the installation of a bicycle corral facility in a key activity centre (to be determined) in
partnership with the trader association and businesses; review and consider implementing at
other locations.
The indicative costs for implementation of the action plan by year follow:
TOTAL
(CoS and VicRoads)
Year 1
Year 2
Year 3
Year 4
Year 5
$9,835,400
$930,000
$3,057,600
$1,703,200
$2,147,000
$1,997,600
TOTAL
(CoS only)
Year 1
Year 2
Year 3
Year 4
Year 5
$4,470,400
$680,000
$777,600
$957,600
$952,600
$1,097,600
The action plan and associated costs include initiatives that are the responsibility of Council and
VicRoads.
A strong partnership between Council and VicRoads is key to the successful
implementation of the Strategy and a significantly enhanced cycling network:
•
Funding for the Council-responsible projects will be directed towards; maintaining and
enhancing the existing cycling trail network for which Council is responsible (off-road and some
on-road); scoping of some projects on non-Council owned land (ie. VicRoads roads) to assist
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Stonnington Cycling Strategy 2013-2018
with the development of business cases to inform applications for funding; implementing
behavioural initiatives; and promotional and educational activities.
•
External funding for the VicRoads-responsible projects is required for the development of onroad cycle lane treatments on VicRoads responsible roads. These projects (and funding of) are
critical to the successful achievement of the aspired Stonnington cycling network.
Monitoring implementation of the Strategy
For monitoring Council’s impact on increasing participation in cycling, various surveys have been
implemented in the past which establish participation rates and set a benchmark for measuring
change. These surveys (or a combination of) should be implemented annually to continue to
measure change, including; the Sustainable Transport Survey, the Stonnington Active Travel Survey
(implemented through the Ride 2 School program), ‘Super Tuesday’ counts, the Staff Sustainable
Transport (cycling) Survey, automatic / manual counters, data from the Australian Census of
Population and Housing on transport modes and destination for the journey to work.
A cross departmental group of Council Officers with a role in planning and providing for cycling has
been formed to ensure that cycling projects are appropriately coordinated. This group will continue to
meet periodically to plan budgets, coordinate capital works projects and program annual
implementation plans.
The Stonnington Cycling Reference Group was formed in 2013. This Group comprises residents,
Councillors and Council Officers with the aim of working together to consider cycling issues and
opportunities. The Group will provide a sounding board for implementation of the Cycling Strategy,
including preparation of the annual implementation plans, revision of priorities and review of issues
and outcomes.
A status report providing an update on progress of implementation of the Strategy will be prepared
annually and presented to the Stonnington Cycling Reference Group and Council.
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Stonnington Cycling Strategy 2013-2018
1
Introduction
This document presents the vision, strategic directions and actions for implementation to improve
opportunities for cycling in Stonnington over the next five years (2013 to 2018).
The Stonnington Cycling Strategy aims to... enhance the physical and social environments to
support people to cycle. The strategic framework addresses all cycling facilities, including paths,
roads and cycle ways and associated infrastructure (such as signage, resting places and parking
facilities), as well as programs and services to promote and encourage participation. In particular, the
Strategy focuses on ensuring good access to key local destinations in Stonnington (such as shopping,
education, recreation and employment locations) and cycling safety.
The objectives driving development of the Strategy are:
•
To address all elements of cycling; including on and off-road cycling infrastructure and facilities,
programs and services.
•
To review the on and off-road cycling network for connectedness, functionality, quality and
ancillary infrastructure.
•
To review relevant literature to ensure the Cycling Strategy is correctly set within the current
policy context and reflects relevant Council priorities and commitments.
•
To review participation patterns of the community with respect to cycling behaviour, and, and
the impact on cycling participation of population trends and forecasts.
•
To define the stakeholders with a role in cycling provision and promotion in Stonnington, and
particularly to outline the role of Council.
•
To apply a behaviour change philosophy to the Cycling Strategy as the foundation informing
the strategic approach taken to cycling provision and development.
•
To consider environmental sustainability as a desired outcome of Council’s approach to the
development of opportunities for cycling.
•
To incorporate safety as a major objective for all cycling improvement initiatives.
•
To develop a strategic framework for encouraging more Stonnington residents to cycle, and
those who already cycle to do so more often.
•
To prepare a detailed five-year action plan designed to achieve implementation of the strategic
intent of the Strategy, with an associated estimation of cost.
This Strategy coincides with the release of the Victorian Government’s strategic direction for cycling
through the ‘Cycling Into the Future 2013-2023’ strategy, which aims to make it easier for more
people to cycle, and make it safer for people who already ride.
The strategic framework and directions discussed in this report have been developed based on
detailed analysis and investigation into the range of factors that impact on cycling. In particular, two
background documents have been prepared which have informed and support this report. These
include:
Cycling Discussion Paper, CDM Research, March 2012 – this study provides a detailed
assessment of the existing on and off road cycling networks, cites case studies of methods
used by other land managers for providing for safe and accessible cycling.
A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD, April 2013 –
this report combines all previous research to provide a strategically focussed appraisal of
conditions for cycling and opportunities for improving the cycling system, facilities and
infrastructure. This report has been formative in the development of this Cycling Strategy
2013-2018.
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Stonnington Cycling Strategy 2013-2018
These studies have undertaken detailed reviews of relevant literature, involved consultation with
Council staff with a role in planning, developing and managing on and off road cycling infrastructure,
and reviewed data pertaining to cycling participation. Various methods for providing for safe cycling
have been considered and new initiatives in cycling infrastructure are also explored in the reports.
This document draws on the key issues and strategic intent of these documents to provide a succinct,
achievable five-year strategic direction and development program, as presented in this report.
1.1
The approach
The Strategy is based on an holistic approach which considers the physical, social, individual and
political factors that combine to influence a person’s decision to cycle. Accordingly, the Strategy
seeks to address each of these elements within the Stonnington context, taking account of local
demographic characteristics, land-use (including existing cycling infrastructure and networks), and
cultural factors. The elements are described following, and the inter-relationship between these
elements is illustrated in Figure 1:
•
Intrapersonal factors – these are factors which are specific to us as individuals (eg. our self
confidence in our ability to ride a bicycle).
•
Social factors – these factors are specific to societies (eg. the influence of friends, family and
colleagues).
•
Policy and regulation – refers to the influence of wider government policy and regulation (eg.
enforcement of road rules).
•
Physical environment – this is both the built and natural environment (eg. bicycle routes and
end-of-trip facilities).
FIGURE 1. BEHAVIOUR CHANGE FRAMEWORK GUIDING PREPARATION OF THE CYCLING STRATEGY
Factors that are specific to us as
individuals (eg. our self-confidence in
our ability to ride a bicycle)
The built and natural environment (eg.
bicycle routes and end-of-trip
facilities)
Factors specific to societies (eg. the
influence of friends, family and
colleagues)
The influence of wider government
policy and regulation (eg. enforcement
of road rules)
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
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Stonnington Cycling Strategy 2013-2018
1.2
Vision for cycling in Stonnington
Council’s vision for cycling in Stonnington is that;
Cycling will be widely undertaken in Stonnington, whether for fun, fitness or travel – providing
health, economic, social and environmental benefits to the community. Participation will be
encouraged by facilities, programs and services.
Travel throughout Stonnington by bicycle will be easy and safe, supported by a
comprehensive network of accessible and convenient paths, laneways and trails that are
accompanied by facilities that provide for resting and storing / securing bicycles. It will be
particularly easy to access local facilities and gathering places.
This Strategy sets out the ‘road map’ to guide Council in working towards achieving its vision. In
particular, the Strategic Goals and Strategic Directions discussed in Section 6 define how the vision
mixes with the four behavioural elements discussed previously to arrive at recommendations for
action.
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Stonnington Cycling Strategy 2013-2018
2
Background
Cycling is an activity commonly undertaken by people of all ages and levels of ability. People
undertake cycling for a range of purposes and benefits, including; sport (eg. various forms of road
racing, mountain bike riding), fitness, recreational enjoyment or as a form of transportation (eg. riding
to work / school). The majority of cyclists fit within the latter two categories of cyclists (ie. recreational
riders and commuters).
Cycling in Stonnington is provided via a range of avenues by various stakeholders, including:
•
Shared trails (off-road); paths and trails shared between cyclists and pedestrians in parks and
open spaces – these are primarily the responsibility of Council (where Council is owner of the
land). The main off-road trails in Stonnington are; Capital City Trail and Main Yarra Trail
(running along the Yarra River), the Gardiner’s Creek Trail (running along Gardiner’s Creek and
providing a critical connection to the Capital City Trail), and the Scotchman’s Creek Trail.
•
On-road bike lanes; exclusive bike lanes, clearway bike lanes, shared car parking and bicycle
lanes, exclusive bicycle lanes, and bicycle headstart (storage) boxes – Council and VicRoads
are the key organisations responsible for infrastructure on roads;
•
Ancillary infrastructure; such as signage (regulatory, warning, guidance), parking facilities and
storage boxes – responsibility for these items rests with the authority responsible for the road
infrastructure which will be either Council or VicRoads;
•
Programs and services, such as riding tuition, cycling adventures and events, maps and
information (such as the TravelSmart map) – Council is one of a number of service providers,
including community groups and community organisations; and
•
Promotion and information – this is provided by Council, other agencies, community groups and
businesses.
Shared paths & trails
On-road bike lanes
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Stonnington Cycling Strategy 2013-2018
Ancillary infrastructure
The existing ‘designated’ cycling network in Stonnington covers an estimated 22 kilometres of off-road
trails, and 29 kilometres of on-road bike lanes (not including kilometres of other streets also used by
cyclists not formally designated as cycling routes) providing a range of opportunities to cycle within
and through the City.
The following diagram (Figure 2) shows the current cycling network in Stonnington, including on and
off road trails under the responsibility of Council and other stakeholders.
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Stonnington Cycling Strategy 2013-2018
FIGURE 2. EXISTING ON AND OFF ROAD BICYCLE NETWORK BY FACILITY TYPOLOGY (COUNCIL AND NON-COUNCIL RESPONSIBILITY)
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
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Stonnington Cycling Strategy 2013-2018
2.1
Providers of cycling in Stonnington
The City of Stonnington is one of a few key stakeholders with a role in planning, providing, managing
and promoting cycling opportunities in Stonnington. The roles of Council and other providers are
discussed in this Section.
The City of Stonnington
Cycling is a cross-departmental responsibility of Council, with a number of work areas contributing to
planning, developing, providing and managing cycling facilities and services for Council-responsible
infrastructure. These work areas and their roles include:
Department
Transport and
Parking
Public Spaces and
Capital Works
Physical
Operations
Strategic Planning
Leisure and
Recreation
Communications
and Community
Planning
Roles
Planning, scoping and coordination of improvements on on-road and offroad cycling infrastructure and investigation of community requests relating
to usage of on-road and off-road paths
Liaison with VicRoads regarding cycle ways on Declared Roads
Auditing and monitoring of cycling infrastructure
Coordination and management of the Stonnington Cycling Reference Group
Design of public spaces
Design and construction of public open space and off-road shared trails
Maintenance of on-road and off-road cycling infrastructure
Future planning of land uses, including activity centres and identification of
opportunities to acquire land
Advocate to and educate the community on cycling behaviour and cycling
opportunities in Stonnington
Provision of programs and services that encourage participation in cycling
Promotion of cycling
Responsible for the Municipal Public Health and Wellbeing Plan
Community safety
Overall coordination of Council’s activities in cycling provision is undertaken by the Sustainable
Transport Planner.
An important factor to increase bike riding in Stonnington will be the creation of a ‘bike – aware –
culture’ among Council officers and community. It is a different way of thinking about bike planning.
Developing a bike consciousness means changing how Council staff operate in their day-to-day
business and how they will seek out opportunities to improve bike riding as an important part of
providing transport infrastructure.
The objectives of the Stonnington Bicycle Strategy of promoting and increasing bike use will be
realised by Councillors, Council staff and the Stonnington bike community working closely together.
Other key providers
There are a number of other partners relevant to the provision of cycling opportunities. These
include; the Stonnington community, schools and community groups; State government; neighbouring
councils; Bicycle Network Victoria, and other working groups and networks (such as the Road Safety
Action Group of inner Melbourne councils). Council works with all of these partners and stakeholders
(as relevant) when improving opportunities for cycling.
Page |7
Stonnington Cycling Strategy 2013-2018
The City of Stonnington’s participation and role in the Inner Melbourne Action Plan (IMAP) also
provides a platform for working more collaboratively with adjoining inner Melbourne municipalities to
improve cycling trail connections that provide for seamless travel by bike across Melbourne.
VicRoads
As owner of public land (reserves and road ways) and the custodian of many roads, the State
Government (through VicRoads) is also a major provider of cycling infrastructure, along with Council.
VicRoads works to a hierarchy of on-road cycling trails to guide prioritisation of cycling connections
and infrastructure works. The VicRoads hierarchy involves:
•
Principal Bicycle Network (PBN) - is a network of bicycle routes providing access to major
destinations in the Melbourne metropolitan area.
These locations include; Alexandra Avenue, Toorak Road, Malvern Road, High Street,
Dandenong Road, Wattletree Road, Waverley Road, Punt Road, Chapel Street, Williams Road,
Orrong Road, Kooyong Road, Glenferrie Road, Tooronga Road, Burke Road, Darling Road,
Belgrave Road, Chadstone Road, Warrigal Road, Grange Road.
•
Bicycle Priority Routes (BPRs) - subsets of the PBN, based on the VicRoads hierarchy ofo roads and
road use (the SmartRoads Road User Hierarchy).
These locations include; Alexandra Avenue, Toorak Road, Malvern Road, High Street, Wattletree
Road, Waverley Road, Chapel Street, Orrong Road, Kooyong Road, Glenferrie Road, Tooronga
Road, Darling Road, Belgrave Road, Chadstone Road, Grange Road.
•
Strategic Cycling Corridors (SCCs) - The Department of Transport Planning and Local
Infrastructure (DTPLI), working with VicRoads and municipal councils in the metropolitan
central subregion (including the City of Stonnington), have identified a network of strategic
cycling corridors that aim to provide cyclists with safe and separated cycling access.
The following diagram (Figure 3) maps the VicRoads-responsible on-road cycle path network in
Stonnington. The map shows the expanse of this network which incorporates most major north-south
and east-west roadways across the municipality.
The map also differentiates between those on-road cycleways that are existing, and those which form
part of the proposed network but are not yet in existence (the dotted lines).
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Stonnington Cycling Strategy 2013-2018
FIGURE 3. EXISTING AND PROPOSED STRATEGIC ON-ROAD BICYCLE NETWORK (VICROADS RESPONSIBILITY)
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
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Stonnington Cycling Strategy 2013-2018
3
Key factors informing the Cycling Strategy
3.1
Policy context
Council’s major plans that set the overall strategic direction of Council’s activities are the
Council Plan, followed by the Municipal Strategic Statement and Municipal Public Health and
Wellbeing Plan. The main elements of these documents that influence the development of the
Cycling Strategy are summarised following:
Council Plan 2013-2017
The Council Plan 2013-2017 is the key guiding document for Council. It categorises Council’s
operations into four areas of focus; Community, Environment, Liveability and Prosperity. Each
area of focus has a key strategic objective, strategies and strategic indicators. A series of
budget activities are nominated for each strategy. The following diagram shows the relevance
of the Council Plan to the Cycling Strategy:
Municipal Public Health and Wellbeing Plan 2013-2017 (MPHWP)
The MPHWP identifies actual and potential public health issues affecting the community, and
outlines strategies to achieve improved health status of residents. The Plan is based around
five pillars; Active and Healthy Lifestyle, Alcohol and Tobacco, Health Equity, Mental Health,
and Safe Community.
Cycling is relevant to the strategies within the Active and Healthy Lifestyle pillar. In particular,
the MPHWP will work towards:
•
Promoting and providing for active transport such as walking and cycling;
•
Continuing to develop partnerships to increase sport and active recreation opportunities;
and
•
Increase participation in physical activity, across all age groups, by providing safe,
inclusive and accessible environments.
Municipal Strategic Statement (MSS)
The MSS contains the strategic objectives for land use and development throughout the City
and the strategies for achieving them. It provides the basis for the use of zones and other land
use controls within the planning scheme and makes provision for any changes in land use to fit
Council and the community’s objectives. In relation to cycling, the MSS plans for public open
space and the provision of land to support the community to engage in physical activity.
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Stonnington Cycling Strategy 2013-2018
Other relevant strategic plans
There are a number of other key strategic documents that have relevance to cycling planning,
provision and management. These, and a summary of the key areas of consideration for the
Cycling Strategy is provided following:
•
Stonnington Sustainable Transport Policy and Background Paper - These
documents outline Council’s position on transport, for both Council staff and external
stakeholders, with the aim of achieving a hierarchy that prioritises more sustainable
modes of transport, according to the following; walking, cycling, public transport,
commercial vehicles serving local businesses and institutions, multiple occupancy
vehicles, and single occupancy vehicles.
•
Stonnington Walking Policy and Background Paper - This document plans for
increased levels of walking and improved pedestrian access within Stonnington. It
focuses on increasing pathway and trail connections, accessibility and crossing points to
achieve a more cohesive and safe network to encourage walking and give people the
choice of walking, cycling or travelling by public transport for most journeys.
•
Road Safety Policy 2008-2017 – The policy aligns with the State government’s road
safety strategy and aims to reduce road related fatalities and serious injuries in the
municipality by 30% from 2008 to 2017. Council utilises the Safe System framework to
deliver this policy. The Safe System includes improving the safety conditions of roads
and roadsides and promoting safe road safety behaviour of road users.
One of the objectives of the policy is to improve the safety of vulnerable road users
including pedestrians and cyclists in Stonnington. Some actions that Council has
undertaken to meet the objective is to reduce vehicle speed to 40 km/h in many of the
local streets in the municipality, to install traffic calming devices (kerb outstands,
roundabouts, speed humps) to reduce vehicle speed, and to implement line marking and
signage for cyclists.
•
The Stonnington Bicycle Parking Implementation Plan provides a basis for
significantly enhancing bicycle parking in Stonnington. The Plan identifies sites
throughout the City appropriate for the installation of bicycle parking infrastructure, of
which activity centres and points of community congregation are priorities, along with
additions to cycle routes.
•
Public Realm Strategy (2010) – The Strategy considers all green and urbanised public
spaces to establish the future direction for the development and management of the
public realm in Stonnington with the aim of enhancing a sense of place, community
wellbeing and accessibility. The Strategy is based around ensuring that the management
of Stonnington’s public realm will protect vital assets and ensure the preservation of the
cornerstone of Stonnington’s unique identity. ‘Linkages’ is one objective of this vision,
with a focus on improving the quality of linkages through providing connections and
providing signage and lighting to enhance use.
•
Building Prosperity: Economic Development Strategy 2012-2016 – The Strategy is
based on four pillars, with ‘Thriving Precincts’ being of most relevance to the Cycling
Strategy. The Strategy supports continued investment in infrastructure to develop
optimum streetscapes, footpaths, street furniture, public toilets and lighting as well as
sculptures and art based initiatives; and advocating and supporting improvements to
sustainable transport and improved public transport services.
A number of additional studies have been considered in the literature review, including:
•
•
•
Chapel Street Cyclist Provision study (2012)
Draft Chapel ReVision Transport Strategy (2014)
Stonnington Road Safety Audits (2012)
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Stonnington Cycling Strategy 2013-2018
•
•
•
•
•
•
•
•
•
Stonnington Bicycle Parking Report (2010)
Bridge Feasibility Study: Gardiners Creel Trail at Glenferrie Road (2010)
Sustainable Urban Transport Survey Report (2012)
BikeScope Online Consultation Survey (2011)
Super Tuesday Bicycle Commuter Survey (2011)
Gardiners Creek Path – Bicycle Safety Review: Elm Road Creek Bridge, Glen Iris (2012)
Submission from the Stonnington Bicycle Users Group (2012)
Regional Shared Trail Cremorne To St Kilda East Strategy Report (2010)
Yarra River Biodiversity Linkages Project (2010)
Implications for the Cycling Strategy:
•
•
•
Participation in cycling should be encouraged as it provides a healthy activity option and
a sustainable form of transport. Both of these attributes can have positive impacts on
residents and the broader community.
There is a need to provide high quality amenity cycling facilities and environments to
encourage use. These must be accessible and perceived as being safe.
Addressing trail connections are also a key imperative to encouraging participation in
cycling.
3.2
Participation trends and other drivers of participation
3.2.1
Travel patterns and behaviours
The 2011 Census of Population and Housing (Australian Bureau of Statistics) provides
information on travel data. A review of this data has been undertaken to identify trends and
behaviours of the Stonnington community. The key statistics and their relevance to planning for
cycling are:
•
Driving a car (46.0%) remained the primary method of travel to work in 2011, but at a
lesser rate from in 2006 (48.5%).
•
The second largest proportion of residents (25.6%) travelled to work by public transport
(train, bus and tram) in 2011 – travel by this mode increased by over 25% between 2006
and 2011.
•
While travel to work by bicycle is still a very low mode of transport for Stonnington
residents, it has increased. The number of Stonnington residents who cycled to work
approximately doubled between 2001 and 2011 (from 607 people to 1,221 people).
•
In 2011, travel to work by bicycle represented 2.4% of all trips to work by Stonnington
residents (refer Figure 4), an increase from 1.8% in 2006. The largest proportions of
residents who travelled to work by bicycle lived in the west of the City (Prahran, Windsor,
South Yarra).
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Stonnington Cycling Strategy 2013-2018
FIGURE 4. VOLUMES OF TRAVEL TO WORK BY BICYCLE BY STONNINGTON RESIDENTS
Source: http://profile.id.com.au/stonnington
•
Figure 5 shows that, in comparison to most surrounding areas, the rate of travel to work
by Stonnington residents is lower than its neighbouring inner city municipalities and
higher than the municipalities further away from the centre of Melbourne. Rates of
residents’ travel to work by bicycle among the councils neighbouring the City of
Stonnington are highest in Yarra, Melbourne and Port Phillip (being 10.5%, 7.1% and
5.0% respectively) as shown in the following table.
Municipality
Yarra
Melbourne
Port Phillip
Stonnington
Boroondara
Glen Eira
Monash
% residents who
cycle to work
10.5
7.1
5.0
3.0
2.4
1.8
1.0
Source: Census 2011
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Stonnington Cycling Strategy 2013-2018
FIGURE 5. TRAVEL TO WORK BY BICYCLE COMPARING STONNINGTON PARTICIPATION RATES TO NEIGHBOURING
MUNICIPALITIES
City of Melbourne
City of
Yarra
City of Boroondara
City of Port
Phillip
City of Stonnington
City of Monash
City of Glen Eira
Source: Census 2011
•
In 2010 the participation rate in cycling for exercise, recreation or sport (according to an
Australian Sports Commission survey) for Victorians aged 15 years and over was 12.7%.
This represented an increase of 14.5% on the participation rate for 2006 and 20% growth
1
between 2001 and 2010.
•
Participation in cycling for exercise, recreation or sport by females was approximately
half the rate of participation by males in 2010. This trend is consistent over the three
survey periods analysed, as far back as 2001.
•
More specific to utilisation of cycling paths and trails in Stonnington, counters in the
Gardiner’s Creek trail to measure cyclist numbers (2010) provide the following data;
5,127 bikes were counted over the 12 months at two separate sites along this trail
(therefore there will be some double up in this number).
•
A survey (Super Tuesday Bike Commuter Survey: IMAP – City of Melbourne, Yarra City
Council, City of Stonnington, City of Port Phillip) conducted by Bicycle Victoria to count
commuter cyclists in Stonnington in March 2012 identified 703 riders at the busiest count
site in Stonnington (the intersection of Chapel Street / Church Street and Alexandra
Avenue). This number placed this site as the eighth busiest Australia-wide. Five of the
six sites with the largest number of riders were located along Chapel Street. Analysis of
the survey results by Bicycle Victoria indicated that the numbers of riders travelling along
High Street increased significantly from 2011 to increase the prevalence of this route as a
1
It is likely that recreational cycling figures are higher than those reported by the Exercise, Recreation and Sport Survey
(ERASS), as this data is (a) unprompted self-reports, (b) based on riding in the past year (c) fails to take into account
those aged under 15.
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Stonnington Cycling Strategy 2013-2018
key east-west route for commuter riders. Chapel Street also remained a key route for
north-south travel.
3.2.2
Cycling related incidents and accidents
A review of cycling-related accident data (as presented in the Cycling Discussion Paper, CDM
Research, 2012) shows that:
•
The number of cycling injuries increased by over one third from 2000 to 2010. This will
be at least partially attributable to the increase in cycling trips (25% between 2006 and
2011).
•
The number of serious injuries remained stable over this period but a significant increase
was shown for minor injuries.
•
The main type of crash for serious injuries was when a cyclist turned right into the path of
an oncoming vehicle. This was followed by motorists opening car doors into the path of
an oncoming cyclist (known as car-dooring) which was also the type of crash that caused
the most minor injuries.
•
A limitation of the CrashStats dataset is that it does not record crashes occurring away
from the road reserve (such as on shared paths) or crashes which are not reported to the
police.
Other issues of note included:
•
Three quarters (74%) of crashes involving cyclists occurred during the day.
•
39% of crashes occurred on a road and not at an intersection. However, 37% occurred
at a t-intersection.
•
63% of crashes occurred at stop-go light traffic controls.
•
64% of crashes occurred on declared (main) road, or at intersections with declared
roads.
•
22% of all crashes occurred on Chapel Street, where car-dooring was the primary crash
type.
These statistics are illustrated in Figures 6 and 7 following which show the prevalence and
dispersal of cycling related accidents and injury types:
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Stonnington Cycling Strategy 2013-2018
FIGURE 6. BICYCLE CRASHES BY SEVERITY
FIGURE 7. BICYCLE CRASHES BY TYPE
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
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Stonnington Cycling Strategy 2013-2018
Implications for the Cycling Strategy:
•
Participation in cycling (recreational and commuter) is increasing.
•
Participation by females is a lot less than males – this presents a target group to
encourage participation.
•
Addressing safety should be a major consideration of future provision for cycling, as
cycling related injuries have increased.
•
The concentration of incidents on Chapel Street highlights this location as an ongoing
priority.
3.3
Community profile and population change
The characteristics of the Stonnington population have been reviewed to identify factors that
relate to cycling and trends that will guide Council’s consideration of provision for cycling.
Based on analysis of data from the Census of Population and Housing (2011), it is concluded
that, demographically, Stonnington (like most inner Melbourne municipalities) has no discerning
issues that might affect participation in cycling.
The key characteristics of note are:
•
The median age of the community was 35 years, which was slightly below the Greater
Melbourne and Australian medians of 36 and 37 years respectively.
•
The City of Stonnington had a lower proportion of pre-schoolers and a higher proportion
of people at post retirement age than Greater Melbourne.
•
Approximately 48.1% of the Stonnington population were male and 51.9% are female.
•
Approximately 95.6% (50,933 people) of Stonnington’s eligible labour force were
employed, slightly above the Greater Melbourne average (94.5%).
•
Approximately two thirds (67%) of the labour force were working full time and 31% part
time.
The implications of these population trends for cycling include:
•
A young and very well educated population provides an ideal foundation for the adoption
of new ideas and behaviours.
•
The increasing proportion of medium to high density housing and mixed-use
development reduces dependence on car ownership and use and promotes journeys by
alternative modes of transport (such as walking, cycling and public transport).
•
Stonnington has a high proportion of young professionals willing to live in higher density
development close to key destinations and who are known to be relatively less car
dependent, and happy to commute to their local destinations by foot, public transport or
by bike.
•
The relatively high proportion of primary school aged children in Stonnington presents an
opportunity to work with this population group to establish good travel habits and cycling
practices (e.g. through the Ride 2 School Program)which are likely to be carried through
to adulthood.
Implications for the Cycling Strategy:
•
The profile of the Stonnington community is well suited to encouraging participation in
cycling
P a g e | 17
Stonnington Cycling Strategy 2013-2018
3.4
Land use and development
With one of the largest populations among inner Melbourne municipalities and a high proportion
of medium to high-density development, Stonnington has an environment that supports short
local trips by bicycle.
•
The total municipal population at 2011 was 93,145 (estimated to be 104,045 in 2013).
There was a population density of 39.3 persons per hectare, ranging from 26.7 people
per hectare in Malvern East to 62.8 people per hectare in Windsor. The local population
is expected to grow by 28,836 (31%) between 2011 and 2031, or 1.55% per annum.
•
Approximately two thirds (64%) of housing stock in Stonnington is medium to high
density compared with 28% for Greater Melbourne and 25% Australia-wide.
•
Stonnington in characterised by a significant number of key land-uses located within 1-2
km catchment of most residential areas, supporting the trend of short local trips which are
well suited to cycling as a form of convenient travel.
•
The municipality has a relatively flat topography with small proportion of gradients over
10%. There are also relatively low levels of rainfall, and high levels of sunshine provides
a climate conducive to cycling.
•
There is also a relatively permeable network of roads and streets although the limited
width of some streets impacts on the ability to provide bicycle lanes / infrastructure.
•
The width of some streets is not sufficient to cater to the range of uses they attract which
can create congestion between users. There are also some streets that are sufficiently
wide enough to accommodate specialised bicycle provision.
•
The east-west spine comprising Scotchman’s Creek, Gardiners Creek and the Capital
City Trail provide an excellent opportunity to access many land-uses (eg. rail stations and
green open space) both within and outside Stonnington (eg. the CBD).
The City of Stonnington boasts a mixture of residential, educational, recreational and economic
land uses that are well serviced by public transport and as such, provide many points of interest
and gathering places (shown in Figure 8).
Implications for the Cycling Strategy:
•
The highly developed nature of Stonnington and close proximity of key services is a
characteristic that supports travel by bicycle.
•
The layout of the road network in Stonnington provides for permeable travel north-south
and east-west.
•
However, the heavily trafficked environment and narrow carriageways create a need for
cycling provision to be safe.
•
The large amounts of linear open space provide opportunities for corridors that support
bicycle travel.
•
The diversity of key services within close proximity to housing provides a clear
opportunity for cycling, whether for commuting or recreation.
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Stonnington Cycling Strategy 2013-2018
FIGURE 8. KEY LAND USES AND DESTINATIONS
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
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Stonnington Cycling Strategy 2013-2018
3.5
Appraisal of the cycling network
Key observations identified from a review of the on and off road network of cycling trails included:
•
The cycling network requires improvements in terms of connectivity, level of development and
supporting infrastructure. Some on-road routes require more specific cycling treatment to make
cycling more accessible and safer.
•
Portions of the network are disjointed, there are missing links and opportunities to connect
better with key sites;
•
Provision for cyclists at intersections could be improved (eg. through headstart boxes);
•
Ancillary bicycle infrastructure (parking facilities, storage facilities etc) is limited;
•
There is an opportunity to improve the way-finding (implicit ability to navigate around, created
through design more than signage) of trails and pathways.
Central to this analysis is the issue of ownership of land and associated responsibility for cycling
infrastructure. Specifically, Council is only responsible for part of the on and off-road cycling trails,
with VicRoads being the other significant land manager. This arrangement has implications on
Council’s ability to readily undertake works on the cycling network, with the prioritisation and funding
of VicRoads-responsible initiatives at the discretion of VicRoads. As a result of this situation, Council
needs to work strongly in partnership with VicRoads, and may even consider taking a more active
leadership role in the initial scoping of priority projects even if they are VicRoads responsibility, to
more actively advocate to VicRoads for development.
3.5.1
Trail network audits
Independent audits conducted of both the off-road shared paths and on-road cycle lanes in 2012 have
recorded condition, opportunities for improvement and maintenance requirements in accordance with
all relevant guidelines and regulations.
The audits have informed a program of works for the cycling network. The audits also reported on
conformance with current Victorian legislation, VicRoads guidelines and best practice.
Implications for the Cycling Strategy:
• The connectivity of off-road shared paths and on-road cycle lanes should be considered as a
priority to optimise existing infrastructure.
•
There is a need to focus on strategies that reduce conflict between cyclists with pedestrians
and vehicle drivers. This could be achieved through improving provision for cyclists at road
intersections, as well as other initiatives.
•
The audit program of works should be incorporated into the overall implementation program for
all cycling initiatives so as to be prioritised, funded and planned for in collaboration with other
improvement initiatives.
•
As land manager for many of the main roadways in Stonnington, the role of VicRoads is crucial
in filling the connections and creating the linkages identified as missing in the cycling network.
As such, it is critical that Council supports VicRoads in prioritising these projects.
3.6
40 km/h speed limits
Council has taken a proactive approach in efforts to reduce vehicle speed in the municipality. Speed
reduction has positive road safety benefits in general and in particular for the vulnerable road user
groups of pedestrians, cyclists and motor cyclists.
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Stonnington Cycling Strategy 2013-2018
40 km/h speed limits are part of an approach that is common to the inner Melbourne local
governments of Yarra, Port Phillip and Melbourne.
40 km/h speed limit west of Williams Road consolidates measures that Council has taken over many
years to reduce vehicle speed in local roads. Measures are part of Local Area Traffic Management
(LATM) studies and include a variety of traffic calming devices including line marking, roundabouts,
speed cushions and kerb outstands.
As part of best practice to protect the vulnerable road user, 40 km/h speed limits will continue to be
introduced in other local roads and areas. Examples are Rob Roy Road, Ivanhoe Grove and Quentin
Avenue adjacent to Phoenix Park. This reduced speed environment will complement measures
outlined in this Strategy to encourage cycling.
Implications for the Cycling Strategy:
• 40 km/h speed limits help protect cyclists and other vulnerable road users.
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Stonnington Cycling Strategy 2013-2018
4
Key issues and directions
Key issues identified through the background research that have informed the directions of the
Strategy include:
•
There are many benefits to be gained through encouraging greater participation in cycling – for
individuals and the community. To increase participation, cycling facilities, programs and
services need to be safe, appealing, easy to access and appropriately targeted.
•
There is an opportunity to focus on particular target groups to encourage participation in
cycling, especially those that have lower levels of participation (such as females).
•
There are benefits and constraints associated with the urban form of Stonnington; the medium
to high density living and close proximity of key services and the road network and permeability
through the municipality makes them easily accessible by bike, however the narrowness of
roads and heavy traffic makes on-road provision for cycling challenging. Regardless of these
challenges, opportunities to facilitate local travel need to be pursued.
•
Safety is a paramount consideration, given the high levels of use of parks and roads for
activities other than cycling. There is a need to influence a culture of sharing, so as to create
as safe an environment as possible for commuters, pedestrians and cyclists and attempt to
reduce the potential for conflict.
•
There is already an extensive network of cycling trails (on and off road). This system should be
regarded as the foundation for the cycling system, and projects that address the connections,
missing links, maintenance and other infrastructure needs of these facilities should be
prioritised.
•
As Council is not the only stakeholder responsible for cycling provision, it must work in
partnership with other key stakeholders (such as the community, Metro Trains, Police, traders)
but, particularly VicRoads. This requires alignment of priorities and funding for projects, and
often these are led by VicRoads for Declared Roads. There is an opportunity to work towards
strengthening this partnership by undertaking more foundation planning for VicRoads projects
as sound advocacy for need and lobbying for funding.
•
Analysis of the missing linkages on the on road and off-road cycling network highlights many
on-road cycleway gaps. As these are predominantly the responsibility of VicRoads, there is a
strong need for Council to support VicRoads in making these connections a priority. This may
require Council to take a more active role in scoping some projects.
•
The current level of resourcing for coordination of cycling initiatives limits the breadth of activity
that can be undertaken by Council at any one time. The distribution of responsibility for cycling
across multiple work areas at Council also requires inter-departmental coordination to ensure
integration and consistency. There is the opportunity to integrate the roles and responsibilities
for cycling across the organisation better.
Given all of the above factors, it is deemed appropriate that the Strategy focuses on supporting
cycling in the community as an everyday or normalised activity, to make short local trips, primarily to
activity centres, education, green open space and rail stations. This is not to the exclusion of
supporting commuting and travel to destination outside Stonnington, which will complement the
successful functionality of the ‘internal’ network.
5
Opportunities for cycling in Stonnington
The focus of the Strategy is on supporting travel by bicycle to key local points of community
congregation. Four major settings have been identified that capture this intent, including activity
centres, education facilities, green open space areas, and train stations.
P a g e | 22
Stonnington Cycling Strategy 2013-2018
5.1
Supporting access to activity centres
Activity centres provide the focal point, and
often
the
heart,
of
Stonnington’s
communities, comprising a mix of
important land-uses such as community
services, municipal service centres,
medical centres, shops and restaurants –
making them destinations and places of
congregation.
The majority of Stonnington residents live
within a short distance of an activity centre
yet many trips are still made by car. As
such, traffic congestion is an issue
impacting on the accessibility of activity
centres. A focus of the Strategy is to
provide access to activity centres by bike.
The proposed bicycle access strategy for
activity centres is shown in this map.
Informal bicycle routes that exist within
activity centres will complement the
proposed bicycle network. These routes
are not dedicated bicycle routes, instead
most are located on low speed, low traffic
local streets.
Examples of actions that will support
access to activity centres:
Action 21 - Investigate opportunities to
provide an exclusive on road bike lane on
Chadstone Road.
Action 25 - Trial the installation of a bicycle
corral facility in a key activity centre.
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
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Stonnington Cycling Strategy 2013-2018
5.2
Supporting access to education
Schools are another key community
focal point that provide a focus for
cycling.
Cycling can provide an
alternative for many children living within
a short distance of their respective
school, provided the right conditions are
in place to support safe and convenient
journeys.
This would also help to
alleviate the impact of traffic congestion
created by the “school run”.
This map presents the proposed access
strategy for educational facilities (primary
schools, secondary schools, TAFEs and
universities) across Stonnington. This
includes access to education facilities
that border Stonnington, such as
Monash University in Caulfield and
Holmesglen TAFE in Chadstone.
Examples of actions that will support
access to education:
Action 23 - Design and construct contraflow bicycle lanes at either end of Hornby
Street, Windsor, to support access by
bicycle to both Stonnington Primary
School and Presentation Collage.
Action 17 - Construct a shared path and
shared crossing at Ivanhoe Grove to link
the Scotchman’s Creek Trail with the
Phoenix Park Community Centre and
adjoining Malvern Valley Primary School.
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
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Stonnington Cycling Strategy 2013-2018
5.3
Supporting access to green open space
Stonnington is well located in proximity to
some of the most used off-road trails in the
Metropolitan area. These are provided
along the major linear open spaces in and
adjacent
to
Stonnington,
including
Scotchman’s Creek, Gardiners Creek and
the Yarra River.
The Strategy recognises that these and
other open space environments provide
excellent settings for cycling. Cycling trails
through these spaces can serve as
important corridors for commuting and
local travel with the benefit of being away
from vehicles and roads.
This map presents the proposed cycling
access strategy for green open space.
These routes support access to a
multitude of land-uses and destinations,
including leisure and recreation facilities.
Examples of actions that will support
access to green open space:
Action 13 - Design and construct a shared
trail connecting East Malvern station to
Hughesdale station (in the City of Glen
Eira) from Scotchmans Creek to
Dandenong Road, via O.T Flight reserve.
Action 37 – The reconstruction and
widening of the Scotchman’s Creek shared
path from East Malvern Station to Warrigal
Road.
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
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Stonnington Cycling Strategy 2013-2018
•
Supporting access to rail services
Access to rail services in Stonnington is
relatively good, with three lines running
through the municipality (Sandringham,
Frankston and Glen Waverley) serving 14
different stations.
An opportunity exists to reduce commuting to
work by vehicle through making it easy for
people to access public transport by riding to
train stations. Good bicycle parking / storage
facilities are critical to facilitate this.
To support bicycle journeys to local rail
stations, long-stay bicycle parking facilities are
proposed for all stations with the exception of
South Yarra (considered to be too close to
Melbourne CBD to warrant transition between
transport modes, and likely that commuter
cyclists would cycle directly to work.
Examples of actions that will support access to
rail services:
Action 1 - Prepare advocacy material to
present to Metro Trains to explore the need
and opportunity for the installation of long-stay
bicycle parking facilities at all rail stations in
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
Stonnington.
Action 51 - Advocate to VicRoads to provide
•
signalised crossing points of Waverly and
Dandenong Roads to complete a shared trail
connecting East Malvern station to
Hughesdale station (in the City of Glen Eira),
via O.T Flight reserve.
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Stonnington Cycling Strategy 2013-2018
6
The Cycling Strategy Framework
6.1
The Strategy Framework
The cycling strategy framework sets up the structure which will guide the future focus for cycling. This
framework is made up of:
•
Council’s vision for cycling in Stonnington;
•
The Strategic Goals which articulate and direct how Council will achieve its vision; and
•
The Strategic Directions which reflect the goals and provide a more specific statement of
action.
Intrapersonal
factors
Physical
environment
Strategic
directions
Social
factors
Green
open
space
Activity
centres
V
Strategic
goals
I
S
I
Strategic
goals
Rail
stations
O
N
Education
Strategic
directions
Policy &
regulation
Vision
Cycling will be widely undertaken in Stonnington, whether for fun, fitness or travel – providing health,
economic, social and environmental benefits to the community. Participation will be encouraged by
facilities, programs and services.
Travel throughout Stonnington by bicycle will be easy and safe, supported by a comprehensive
network of accessible and convenient paths, laneways and trails that are accompanied by facilities
that provide for resting and storing / securing bicycles. It will be particularly easy to access local
facilities and gathering places.
Strategic Goals
More specifically, Council aims to:
•
Increase participation in cycling to influence positive health and social benefits to the
community, and environmental benefits to the City.
•
Influence the development of a safe cycling environment through encouraging greater
awareness of, and tolerance between cyclists, motorists and pedestrians.
•
Create conditions (physical, social and motivational) to overcome individual and social barriers
to cycling, to support people make the decision to cycle;
•
Develop, facilitate, promote and deliver initiatives that provide opportunities for people to
develop their skills and confidence in cycling; and to,
•
Reduce travel by vehicle for short local trips made by residents to help alleviate road
congestion and provide environmental benefits to the City.
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Stonnington Cycling Strategy 2013-2018
Strategic Directions
Guided by the key issues through the research discussed throughout this report, five strategic
directions capture the intent of the vision and goals. They form the basis for the implementation of the
framework through actions that will be developed under each strategic direction. The strategic
directions are:
•
Encourage participation in cycling through promoting and marketing cycling broadly, and
advocating for the development of cycling in Stonnington. Specifically consider the needs of
groups that have lower participation rates (such as women, families, children, older adults,
culturally and linguistically diverse communities and lower socio-economic groups) to increase
their participation.
•
Facilitate the development of safe, accessible, legible, functional and appropriate cycling
options and initiatives to encourage participation in cycling and a culture of sharing space.
•
Continue to develop and improve the cycling network and associated facilities to provide
access to local places of congregation and prioritising the VicRoads designated Priority Bicycle
Corridors.
•
Support people at their destinations through enhancing the end-of-trip experience.
•
Champion the creation of a thriving and diverse local cycling culture in Stonnington.
6.2
The aspired Stonnington cycling network
Figure 9 illustrates the future Stonnington bicycle network aspired to through the Strategy,
demonstrating all desired links and connections. It includes on and off road trails and associated
infrastructure works (intersection treatments) and has formed the basis for the following actions.
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Stonnington Cycling Strategy 2013-2018
FIGURE 9. PROPOSED BICYCLE NETWORK DEVELOPMENT – FIVE YEAR ASPIRATIONAL NETWORK
Source: A New Future for Cycling in Stonnington 2013-2023 and Beyond, GHD
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Stonnington Cycling Strategy 2013-2018
7
7.1
Application of the Framework – actions and implementation plan
Summary of key actions
A range of planning, behavioural, leadership and infrastructural actions are proposed to
comprehensively achieve the Strategy’s vision and goals. These are described in the attached fiveyear action plan. The actions have been informed by the background documents, ‘A New Future for
Cycling in Stonnington: 2013-2023 and Beyond’ and include indicative resourcing, responsibility,
partnerships, prioritisation and timing. Annual implementation plans will be prepared based on
prioritisation of the five year action plan complete with a more accurate estimation of cost.
All estimated costs that refer to VicRoads as the lead agency are subject to the review and
confirmation of VicRoads.
7.2
Five Year Indicative Action Plan
Refer to the attached Stonnington Strategy 2013- 2018 - Action Plan.
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Stonnington Cycling Strategy 2013-2018
7.3
Delivering the Strategy
Prioritising actions
The background report, ‘A New Future for Cycling in Stonnington: 2013-2023 and Beyond’ provides a
detailed criteria for prioritising actions. A summary of the prioritisation criteria is provided following:
•
Land-use - at the heart of the Strategy is the link between where Stonnington residents live
and where they shop and access services, get educated, access rail services, recreate and
socialise.
Three criteria are applied that relate to the prioritisation of land use; where actions service any
of the four major settings of the strategy framework; actions that are directly adjacent to the key
land-uses (as opposed to locations that require connection via non-bicycle designated routes);
and actions that support future land-use development in Stonnington.
•
Safety – safety is addressed through; addressing crash hot-spot locations (eg. car dooring on
Chapel Street); and actions that have the potential to address locations of safety concern as
identified through consultation with the community.
•
Connectivity - higher scores are awarded to proposals completing a ‘missing link’ in an
existing local or strategic bicycle route.
•
Strategic importance - bicycle infrastructure proposals that are consistent with VicRoads and
IMAP bicycle network development priorities are deemed to have strategic significance.
Bicycle infrastructure proposals on strategic routes are awarded higher scores based on the
following VicRoads hierarchy (in order of priority); Strategic Cycling Corridors; followed by
Bicycle Priority Routes, and Principal Bicycle Network.
•
Level of separation - bicycle infrastructure varies from full to partial to no separation from
motorised traffic. The community has indicated (eg. in the Stonnington BikeScope report) a
preference for greater levels of separation. Therefore actions that provide higher levels of
separation are prioritised. Signage is included in the consideration of route priority.
•
Implementation constraints - three key criteria have been applied as follows; negative scores
are awarded to proposals that result in a loss of car parking in activity centres or residential
parking with no off-street provision; negative scores are also awarded to bicycle infrastructure
proposals where the available width is below the specified standards for the given treatment;
and negative scores are awarded to bicycle infrastructure proposals where the removal of
certain barriers will significantly increase the cost of implementation (eg. street lights) and/or
the removal of trees will be required.
Note:
The prioritisation of end-of-trip facilities has largely been determined by the Stonnington Bicycle Parking
Implementation Plan (2012).
Each bicycle infrastructure proposal is assigned a priority based on score according to the above
criteria – which has been translated into a five-year timeframe as presented in the action plan.
7.4
Monitoring implementation of the Strategy
It is important that Council’s progress in implementing the Strategy is monitored to measure change
and identify opportunities for improvement.
For monitoring the general objective of the Strategy of increasing participation in cycling, Council has
previously implemented various surveys to gauge participation. These surveys should continue to be
implemented annually (as well as others, as appropriate). These may include:
•
Sustainable Transport Survey – this Survey, implemented by Council, collects data on travel
patterns and behaviours. In order to more accurately inform planning for cycling, it is
recommended that the survey includes questions pertaining to:
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Stonnington Cycling Strategy 2013-2018
•
-
Demographics profile of cyclists
-
Cycling participation
-
Attitudes and perceptions
-
Barriers to cycling
-
Motivations for cycling
- Issues impacting on cycling participation
Stonnington Active Travel Survey (currently implemented through the Ride 2 School program)
•
‘Super Tuesday’ counts – these are undertaken by Bicycle Network Victoria in collaboration
with councils. Cyclist numbers are counted and recorded along various routes once per year.
The City of Stonnington participates in Super Tuesday through IMAP. Prior to future surveys,
Council should liaise with Bicycle Network Victoria to ensure that new routes are included.
•
Staff Sustainable Transport (cycling) Survey – investigate interest of Council staff in cycling
including current practice, barriers to use and motivators that would enable cycling for
commuter (to and from work) and work purposes.
Using automatic counters is another method for monitoring participation / use.
conducted using auto counters or manually.
These can be
The Australian Census of Population and Housing is a good source of data on transport modes and
destination for the journey to work and can be used to monitor change over time (between surveys).
Internal coordination group - a group of Council Officers representing the work areas that contribute to
cycling provision across Council have convened to ensure that cycling projects are appropriately
coordinated. This group will meet periodically, to plan budgets, coordinate capital works projects and
program annual implementation plans.
The Stonnington Cycling Reference Group was formed in 2013. This Group comprises residents,
Councillors and Council Officers with the aim of working together to consider cycling issues and
opportunities. The Group meets quarterly and will provide a sounding board for implementation of the
Cycling Strategy, including preparation of the annual implementation plans, revision of priorities and
review of issues and outcomes.
7.3.1
Reporting
An annual report is to be prepared providing an update on progress of implementation of the previous
12 months’ actions. The report should identify the items completed, issues impacting on completion,
and utilisation data (where appropriate). It should also incorporate updated data on cycling
participation (as available) and changes in participation should be monitored from this data.
The report should be presented annually to the Stonnington Cycling Reference Group and to Council.
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Stonnington Cycling Strategy 2013-2018
Appendix
FIGURE 1: CHAPEL STREET PRECINCT MOVEMENT FRAMEWORK PLAN
Source: Chapel Revision Structure Plan 2013-2030
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