Not Another Bike Map by UTAS_ARCH_CHAU

Not Another Bike Map: Cartographic Conceptions of Cycle Space in Launceston

Not Another Bike Map: Research Report 2013

Research Supervisors: Dr Ceridwen Owen & Dr Steven Fleming Students: Hakim Ahmat James Ho Sik Pong Stuart Robinson Lim Chau Hin Brian Wong Jackson Chiong Tan Jin Shan Salma HZ Benjamin Thang Peter Kempa Jacqueline Tay

Photograph courtesy of Benjamin Thang

Introduction & Overview Written by Research Supervisors: Dr Ceridwen Owen & Dr Steven Fleming Many people, especially those involved in bicycle advocacy, hold a quaint misconception that travel mode choices are made voluntarily. They suppose that whole cities will swap cars for bikes when they have their awakenings. However, travel mode share of any city is not a matter of cultural practice. Mode shares are built. No city opens our eyes to this fact better than Rotterdam. In most Dutch cities the highest mode share belongs to the bike. Rotterdam is the exception, with car trips outnumbering bike trips by a factor of 4. How can there be such a difference between Rotterdam and somewhere like Amsterdam for example, when both have the same cycling heritage, the same â&#x20AC;&#x153;strict liabilityâ&#x20AC;? laws to make drivers go slow around bikes, the same flat terrain that aids cycling everywhere, the same

public transport and the same world beating bike infrastructure? It is the presence of structures built to serve driving which means Rotterdam has twice as many car trips, and half as many bike trips, compared to a Postwar reconstruction meant Rotterdam was able to build motorways discharging cars near the heart of the city as well as multi-storey car parking stations to store them. It is the motorways and parking that makes this a car city. Outside of Northern Europe, most cities are car cities in the sense that Rotterdam is a car city. Most have major roads aimed squarely at town centres where car parking stations are built to receive them. We can see the design decisions flowing from car access in any car city. In this report we reveal how car dependence has been built into the fabric of the city of Launceston, Tasmania. While the street grid dates to the age of walking and horses, it

Photograph courtesy of Steven Fleming

has been systematically inscribed with the tell-tale signs of car dependence for the past 60 years. These include: surface treatments that tell drivers they have right of way when crossing the footpath; new buildings with internal access garaging; traffic engineering that prioritises high speed traffic flows rather than bike or pedestrian safety; door-zone bike lanes that are known to cause death and injury; a dearth of bike racks outside of shops; on-street car parking at the expense of street trees or protected bike infrastructure; mid block car parking at the expense of any greenery; and footpaths built in the 1930s and 40s beside roads that meet latest standards. Launceston has not been chosen because issues here are unique, but because they are universal. It also happens to be the city where our team of researchers is based – a group of final year Master of Architecture students in the School of Architecture & Design at the University of Tasmania.

The research employs a range of cartographic methods. Cartographic representations are a familiar component of the architect’s toolkit. They are typically one of the first devices through which we seek to understand the physical characteristics of the ‘site’ and the broader terrain. From Giambattista Nolli’s familiar abstractions of public space highlighting figure and ground to the seminal work of Kevin Lynch on mental maps, or the more peculiar mathematical orientations of Hillier and Hanson’s spatial syntax, numerous mapping practices have become part of the lexicon of architecture as a means to explore the texture of the urban landscape. Here, cartography is employed as a lens to view the constructed and psychological landscape of cycle space in Launceston. Chapter 1 investigates the permeability of the urban centre of Launceston through figure-ground mapping – layering

Source: http://alexautindotcom.wordpress.com/2013/02/06/images-nasas-earth-observatory/ Source: http://www.telegraph.co.uk/news/worldnews/europe/germany/10003467/Berlin-satellite-image-reveals-stark-east-west-divisions.html

the physical terrain with experiential and political dimensions to reveal the extent to which cycle space is restricted for the majority of ‘risk averse’ cyclists. In ‘The View from the Bike’, the emphasis shifts towards the psychological terrain, using both cognitive and GPS mapping to reveal the diversity of cycling experiences and preferred routes through the city. ‘From Brownfields to Bike fields’ maps the extent of urban voids, formed from remnants of Launceston’s industrial infrastructure, and their opportunities as a network of cycleoriented development. Chapter 4, ‘The Great Australian Vision’ turns to politics and maps the Launceston 2020 vision against visionary planning documentation from the Netherlands, Denmark and New York. The final chapter focuses on the experience of international students at the University of Tasmania, extending and challenging normative ideas about the provision of ‘appropriate’ cycle infrastructure when viewed from a broader cultural perspective.

Context : Australia , Tasmania , Launceston

Contents

Intro & Overview

Brief Intro to All Projects

RESEARCH PROJECTS

112

148

Urban Permeability

Greenways to Brownfields

180

Cultural Diversity

The View From The Bike

The Great Australian Vision?

PROJECTS ‘Urban permeability’ investigates the permeability of the urban

centre of Launceston through figure-ground mapping – layering the physical terrain with experiential and political dimensions to reveal the extent to which cycle space is restricted for the majority of ‘risk averse cyclists.

‘The View from the Bike’ challenges the singular conception of the cyclist by revealing the diversity of cycling experiences and preferred routes through the city of Launceston through the use of cognitive and GPS mapping.

‘From Brownfields to Bike fields’ maps the extent of urban

voids, formed from remnants of Launceston’s industrial infrastructure, and their opportunities as a network of cycle-oriented development.

‘The Great Australian Vision?’ compares and contrasts history,

ideology and culture across The Netherlands, Denmark, New York and Launceston and speculates on the opportunities of visionary planning documentation for rebuilding urban cycle space.

‘Cultural Diversity’ focuses on the experience of international

students at the University of Tasmania, extending and challenging normative ideas about the provision of ‘appropriate’ cycle infrastructure when viewed from a broader cultural perspective.

The bubble diagram, opposite, illustrates the relationships between the research teams and examines the commonalities identified between the different research groups.

ISSUES

PHYSICAL BARRIERS

CARS

PUBLIC HEALTH

BICYCLES

INFRASTRUCTURE

CYCLISTS

STUDENTS

PERCEPTION

CARS

CRIME

SAFETY

COUNCIL INFLUENCE

URBAN PERMEABILITY

THE VIEW FROM THE BIKE

STUART HAKIM CHAU JAMES

SALMA JACKSON BRIAN JIN SHAN

GPS MAPPING

SPATIAL SYNTAX

CARTOGRAPHIC APPROACHES

Figure 1. Bubble Diagram (Stuart Robinson)

FIGURE GROUND MAPPING

CULTURAL DIVERSITY

THE GREAT AUSTRALIAN VISION?

JACQUELINE

PETER

NARRATIVE POLITICS

COGNITIVE MAPPING

FROM BROWNFIELDS TO BIKE FIELDS BEN

STRUCTURAL INTERVIEWS

DESIGN APPROACH

Urban Permeability

Hakim Ahmat James Ho Sik Pong Stuart Robinson Lim Chau Hin

[ Urban Permeability ]

Permeability The era of industrialisation and the subsequent explosions in population within urban and suburban zones has resulted in an ever increasing dependence on private motor vehicles over pedestrian, cycle and mass/public modes of transport. This is most clearly illustrated in the evolution of street patterns from the ‘gridiron’ network typical of urban centres of the nineteenth century to the cul-de-sac or ‘lollipops on a stick’ formations of suburban centres in the latter decades of the twentieth century (see Figure 1. top right) A key consequence of this shift is a substantive reduction in the accessibility or permeability of contemporary urban environments for pedestrians and cyclists. “Permeability describes the relative connectivity of a city, or “the degree to which transportation networks such as streets, walking and cycling paths, connect people to their destinations” (Moroney 2009, pp 11-15).

Although commonly employed in urban design discourse, the term ‘permeability’ is used somewhat loosely to describe a series of pedestrian friendly qualities. Marshall, for example, is careful to distinguish between ‘permeability’ as a ‘compositional property’ of distance and area, and ‘connectivity’ as a ‘configurational property’ of networked links (Marshall 2005, pp.88-89). The extent to which an environment allows people a choice of access through it, from place to place, can be defined as the quality of permeability. Permeability can affect where people can go and where they cannot (Bently et al. 1985). Only places which can offer people a choice of one or more routes through a space are considered to have a degree of permeability. The layout of a street pattern plays an important role in determining the permeability of any one route. For instance, in figure 3 (bottom right), the layout on the left has a greater choice of routes, thus offer greater permeability than the layout on the right.

Figure 2. Evolution of street patterns since 1900 showing gradual adaptation to the car (Southworth 1997, p.115)

Figure 3. ‘Gridiron’ and ‘Lollipops and Sticks’(Bently et al 1985, p.10)

[ Urban Permeability ]

Distinctions can also be made between ‘physical’ and ‘visual’ permeability, the former referring to the actual networks of links and the latter to the visibility or ‘legibility’ of these routes (Bently et al 1985). The difference between the two depends on the segregation of public and private space. We also need to consider the permeability of a city from the perspective of different modes of transport as the experience of permeability will change depending on the user group. As discussed in the introduction to this respect, we should look at the experience as perceived by the pedestrian, cyclist and user of public transport as well as that of the motorist. We must recognise that within these user groups, there exists ‘sub-groups’ mainly depending on each user’s confidence with their selected mode of transport and the environment in which they are moving through.

The perception of permeability can vary depending on many factors. The permeability of a laneway, for example, to a pedestrian can vary if the space is shared with other modes of transport, or even with the difference between daytime and after hours, relating to the personal confidence of the pedestrian. We can identify cyclists as well, depending on their level of confidence, ranging from those that will ride on the road with motor traffic (Figure 4), to those that choose to avoid the road altogether (Figure 5). Studies carried out in Portland, Oregon, USA indicate that the percentage of ‘strong and fearless’ cyclists (equivalent to our ‘brave cyclist’ in Launceston) are less than 1% of the population, and those considered ‘interested but concerned’ cyclists (Launceston’s ‘risk averse cyclist’) constitute 60% of the US city population. (Geller 2006).

Figure 4. Cyclists on Road

Figure 5. Cycling on designated cycling paths

Figure 6. http://arch112marian.files.wordpress.com/2012/03/nollilarge.jpg

[ Urban Permeability ]

Cartographic Approach The two most common methods used to analyse and illustrate permeability are figure-ground mapping and spatial syntax analysis.

Nolli was able to bring out these dialectical relationships through his attention to details in the renderings of streets, piazzas and buildings.

In urban design and planning, the figure-ground mapping technique is one of the key methods for examining permeability. The earliest advocate of its use in urban analysis was Giambattista Nolli (1701-1756). Nolli’s map of Rome (Nolli Map) produced in 1748, showed the relationship between built form and publicly accessible space by rendering solids as black and voids as white (Tice 2005). Solids were publicly inaccessible space like residential buildings, whereas voids are publicly accessible spaces including streets, outdoor piazzas and churches. The Nolli map foregrounds the relationship between the ‘inside and outside’ and between ‘building and place’. This was demonstrated at both the scale of the building and the scale of the city as a whole.

Figure-ground maps, though interpretative, provide factual information of an urban area. They enable map viewers to discern building block sizes and length. Important for studying permeability because shorter block length and smaller building block sizes increases connectivity by providing more intersections, shorter travel distances and a greater choice of routes between different locations (Dill 2004, p.2).

Figure 6. Nolli Map detail circa 1748. http://nolli.uoregon.edu/urbanTheory.html

[ Urban Permeability ]

Other urban characteristics, which are important for examining the permeability of an area, can also be revealed using figure-ground mapping. For example, as figureground maps are usually drawn to scale and depict the built and unbuilt space of an urban area, street density and block density, which is based on the amount of area they occupy, can then be calculated. Figure-ground maps clearly illustrate the compositional properties of a place through the articulation of the proportion of built/inaccessible to open/accessible space. Conversely, spatial syntax emphasises the configurational properties of a place.

Spatial Syntax is a method that is used to analyse the relationship between urban spaces and buildings. These relationships are known as “the layout” (Klarqvist 1993, p.11). The spatial structure of a layout can be represented through three types of syntactic maps, those being ‘convex’, ‘axial’ and ‘isovist’ maps. Convex mapping is used to describe spatial configuration. The convex spaces are identified with nodes and the accessible connection between those spaces are linked with lines (Bafna 2003, p.23). Thus, it can characterise cyclists’ and pedestrians’ route choice. Axial mapping is a method that shows the connectivity of all the void spaces by drawing straight lines (sight lines). The measurement of the transitions from one space to another space and the study of the continuous open spaces can help to predict and understand bicycle movement and also provide more useful references for future bike planning (McCahill & Garrick 2008, p.46).

Isovist mapping is a method to analyse the volume of space and visual permeability from any given point that helps to know the form of space in a place or city. Route choice of cyclists, defining the total cycle volume of a space, is strongly related to the configurational variables such as safety issues, travel distance and street connectivity. Therefore, in spatial syntax, rather than measuring travel distance in metres, the experience of transition from one space to another is measured instead. According to Raford, the route choice of cyclists in London is based on the experience of journey in the city, not by the fastest and/or shortest route. (Raford, Chiaradia & Gil 2007). This kind of mapping technique illustrates the configuration of urban connectivity and the important spaces through analysing the number of connection points along the streets in the city. Thus, it emphasises the quality of cyclistsâ&#x20AC;&#x2122; transition space.

Spatial syntax illustrates the configuration of a space by the use of a combination of lines. It is different from the traditional mapping analysis as it would not need a map in the background for referencing and presents the information by showing the lines. As lines become the key component in spatial syntax, the color and thickness of the lines affects the information communicated. From the theory of spatial syntax, one of the important factors that will affect the result of mapping is angular minimisation (Raford et al 2007, p.13). The treatment of angles between two streets could be inaccurate since the method of street analysis only uses an approximated angle for measuring direction. The length of a trip in spatial syntax mapping is represented by the number of connections between spaces. Therefore, the actual distance and travel time might not be shown clearly in spatial syntax.

[ Urban Permeability ]

Figure 7. Example of a space syntax street study http://www.edwards.nl/cms/uploads/Inleiding-Space-Syntax-04.jpg

Between these two methods, figureground mapping was ultimately chosen as the principle cartographic tool for this research because of its visual immediacy. The concept of permeability, as a whole, is difficult to communicate. Therefore, it is more appropriate to choose a method that can most directly convey the intended ideas in the shortest time possible. Spatial syntax are much more abstract requiring viewers to read into the map to understand represented meanings. Somebody that is not accustomed to map reading or diagrammatic representations will not be able to discern information easily. This requires a longer attention span and increased concentration on the map. Figure-ground mapping shows the capacity of the connections of space whereas spatial syntax is only capable of showing the connections.

Nevertheless, there are several limitations to figure-ground mapping that must also be considered in the context of this research. First, in distilling information down to the duality of ‘black’ or ‘white’, the complexity of variations between public and private, accessible and inaccessible are erased. For example, when composing his map, Nolli assumed that public buildings (e.g churches) were always accessible to the public. Second, figure-ground mapping also tends not to differentiate between varied levels of accessibility between different user groups and modes of transport. Some spaces that will be shown as accessible to certain groups (eg: car-parks for motorists) may be privately owned and not accessible to the general population of motorists, in the same way that Nolli’s church spaces were assumed to be open to the public at all times.

[ Urban Permeability ]

Furthermore, figure-ground maps illustrate the space available but do not include dimensions of perception or experience. By dismissing the relevance of perception we do not take into account the ‘ownership’ of space. Figure-ground diagrams may provide an image of the city that suggests it is more permeable for cyclists than it is in reality. This is principally due to the idea that cartographic maps do not provide a complete range of information but rather they limit themselves to illustrate those pieces of information that the map’s author(s) has selected in order to direct the viewer’s focus towards the specific topic.

Figure 8. Smythe’s Map of Launceston circa 1835, illustrating the ‘gridiron’ plan. (Courtesy: Launceston City Council)

[ Urban Permeability ]

In our research, we investigated the perceived permeability of Launceston City through figure-ground mapping. This investigation contains an overlay of experiential and political factors that affect the permeability of a city. The experiential aspect is based on assumptions about the perceived experience from the different modes of transport including physical or mental barriers. The political aspect includes consideration of traffic rules and regulations that are applicable to Launceston City’s motorists, cyclists and pedestrians. Urban settings for the different modes of transport have changed from the 1800’s until the present day and they have affected the permeability of the city and instigated the shift from a pedestrian-friendly city to that of the car-centric city.

Although Launceston has maintained the gridiron pattern, the implementation of one-way streets and systems that facilitate the use of the motor vehicles by improving motor traffic flow has simultaneously discouraged the use of cycling. This is because one way streets and traffic systems that support motor vehicles increases the distance required to travel from one point to another along those same streets. Currently, Launceston City has more spaces dedicated for outdoor car parking and more one-way streets. Although Launceston’s city centre visually remains unchanged on the map, more cul-de-sacs and smaller building block sizes in the outer lying suburbs of Launceston demonstrate the “lollipop and sticks” form that favours the car. In that research we will focus on how, through the use of figureground mapping we can reveal the impremeability of the city for cyclists - particularly those who are more riskaverse. We are trying to shift the idea of Launceston as a car-centric city to become that of a more bicyclefriendly city.

Department of Infrastructure, Energy & Resources Figure 9: The department of tasmania services. The department in charge of Launcestonâ&#x20AC;&#x2122;s traffic rules and regulations

[ Urban Permeability ]

Research Method In our research, in terms of mapping permeability, we looked at what can be considered as ‘physical barriers’ (figure) or ‘physical connections’ (ground) from the perspective of four different modes of transport. ‘Physical barriers’ are inaccessible space while ‘physical connections’ are accessible spaces for the particular mode of transport. The four modes of transport considered are the pedestrian, motorist and two groups of cyclist, the brave cyclist and the risk-averse cyclist. As discussed earlier, we can align the two cyclist groups with those from the Portland study (Geller 2006) which identified the city’s cycling demographic. Launceston’s ‘brave cyclist’ can be considered equivalent to Geller’s ‘enthused and confident’ cyclist. We will assume that they represent less than one percent of the population. Our ‘risk averse cyclist’ aligns with Geller’s ‘interested but concerned’ cyclist, making up 60% of the population. By selecting these two groups we will be able to identify the current perceived experience of cycling in Launceston and speculate

on initiatives that may be undertaken to provide a safe and inviting infrastructure as seen from the perspective of the risk averse cyclist. In the process of distilling information down to the black/white framework of the figure-ground map, several assumptions were made for each mode of transport. 1) For the pedestrian, driveways and roads are seen as ‘physical barriers’. Driveways are dangerous because they are normally not texturally differentiated from the footpath. Also, for driveways that are connected to buildings, the walls adjacent to the driveway often create blind spots which cut visual connection between drivers of vehicles exiting the driveways and pedestrians who are crossing the driveway. Additionally, as observed, motorists are not aware that they are required to give way to pedestrians when crossing over footpaths in Launceston.

2) Pathways and internal passageways, within or between buildings, that lead from one street to another are seen as ‘physical connections’ for pedestrians. We are assuming that these routes are common knowledge. This experience relates well to the difference between physical and visual connectedness. Irrelevant to the mode of transport used, a laneway that has a physical connection through to a neighbouring street, but not visual, is far less likely to be used, than a laneway with a visual connection to the other street or destination unless prior knowledge of the connection exists. 3) For the motorist, pavements, buildings without car-parking, traffic lights and raised platforms are seen as ‘physical barriers’ while roads, open space car-parks or buildings with driveways and car-parking are definitely ‘available space’ for them.

4) For the brave cyclist, nothing is perceived as a ‘physical barrier’ except for those places and buildings forbade by law for cyclists. The brave cyclist views every pavement or road as a physical ‘connection’ too. 5) The risk-averse cyclist perceives almost everything as a physical ‘barrier’. The only ‘physical connection’ they see as safe to cycle along are the pavements that they share with the pedestrians.

[ Urban Permeability ]

Figure 9. Council signage: Corner of George St (Photo courtesy of Stuart Robinson)

Figure 10. Council Signage: Civic Square, Launceston. Brisbane St. (Photo courtesy of Stuart Robinson)

The research was carried out by doing some fieldwork in the City of Launceston focusing on the CBD area. We identified places in which people can or cannot cycle. We also looked out for internal passageways within and between buildings that can lead from one street to another. Location of car-parking areas and walking pavements were also noted down. Then, depending on the mode of transport, we assigned what is considered as a physical ‘barrier’ (figure) or ‘connection’ (ground) and drew up a figure-ground map for each transport mode.

Figure-Ground Maps

[ Urban Permeability ]

Figure Ground map of Launceston City District experienced by a brave cyclist following local cycling laws. The brave cyclist is considered confident enough to share those areas used by both pedestrians and motorists (footpaths and roads).

Figure 11. (courtesy Permeability research group)

[ Urban Permeability ]

Figure Ground map of Launceston City District experienced by a motorist following road laws. White areas on the map indicate all roads, both single and multi level car parking areas, those zones on private property that are accessible for public use (drive through services such as petrol stations, bottle shops etc.) and driveway zones over footpaths. Note: One-way streets and restrictions (such as â&#x20AC;&#x153;No Right Turnâ&#x20AC;?) have not been identified in this map.

Figure 12. (courtesy Permeability research group)

[ Urban Permeability ]

Figure Ground map of Launceston City District experienced by pedestrians, including footpaths, public parks, squares, arcades, pedestrian malls and those sections of roadway where motorists are required by law to stop for pedestrians such as zebra crossings and crossings at those intersections with traffic lights.

Figure 13. (courtesy Permeability research group)

[ Urban Permeability ]

Figure Ground map of Launceston City District experienced by a risk averse cyclist. Explain as per previous example(barriers + available space).

Figure 14. (courtesy Permeability research group)

[ Urban Permeability ]

Discussion From the figure-ground maps, we determined that there are, ultimately, more physical connections for the motorists in Launceston city than there are for the risk-averse cyclists. There are also very few, if any, shared spaces that can be used by the cyclists, motorists and pedestrians together. The city centre, in particular, is not accessible for risk averse cyclists at all as is apparent in figure 17 (right). We can identify the white space on each map as a percentage of the total map area to compare the amenity experienced by each user group. This ranges from 41% for the brave cyclist, 31% for the motorist, 14% for the pedestrian and 8% for the risk averse cyclist. However, it is the poor connectivity of the white spaces for the pedestrian and the risk averse cyclist in particular that should be taken into account when assessing the experience perceived by these two user groups.

The calculation of the percentage between white (ground) spaces and black (figure) spaces does not completely explain the state of permeability of Launceston. In order to get a fuller picture of the cycle permeability of Launceston city, spatial syntax mapping could be employed to examine the connectivity of Launceston i.e the number of connections that llink from one street to another. These figure-ground mapping diagrams may provide an exaggerated image of Launceston as being less permeable to the risk averse cyclist than it is in reality. To the uninitiated cyclist (the risk averse cyclist) and those bodies that are determining requirements to modify the cityâ&#x20AC;&#x2122;s cycling infrastructure, and are looking to be informed by this research, there is a danger that they might be misled by what they perceive through figure-ground mapping. It is for this reason that understanding the

Figure 16. Figure-ground image for motorists. (Image courtesy of Permeability Research Group)

Figure 17. Figure ground image for risk-averse cyclists. (Image courtesy of Permeability Research Group)

[ Urban Permeability ]

permeability of Launceston through figure-ground mapping does not provide all the outcomes for this research but serves only to start a conversation about the current practices of cycling specific to Launceston. Future research could include the creation of a map that is a hybrid between spatial syntax diagrams together with figure-ground mapping to show the actual permeability for cycling compared to other modes of transport. Experimentation with a modified form of the traditional figureground map may include additions of a more qualitative sense of space which would also be missed by spatial syntax diagrams. For example, figure-ground maps do not portray the topography of the city which is considered important for cycling. A steep slope (up or down) could be considered a barrier to the risk averse cyclist. We could make use of different gradients of hatching to indicate changes in the topographical levels within the figure-ground map. Similarly, the inclusion of hatching,

shading and colours could be used to identify different surface treatments that may promote or discourage cycling in any given space. As identified in the limitations of figure-ground mapping, experiential qualities or the ownership of space are not recognised in the figureground. This “experiential “ quality of space will be addressed under the heading ‘Cognitive Mapping’ in the following chapter. This becomes more apparent when identifying the different experiential qualities for the ‘risk averse cyclist’ against the ‘brave cyclist’.

References Bafna, S 2008, ‘Space Syntax: A Brief Introduction to Its Logic and Analytical Techniques’, Environment and Behavior, Jan. 2003, vol.35, no.1, pp.17-29. viewed 7 May 2013 <http://eab.sagepub.com/content/35/1/17.full.pdf+html>. Bently, I. Alcock, A. Murrain, P. McGlynn, S. Smith, G. 1985, Responsive Environments, Architectural Press, Oxford, UK. Available from : EBL Patron University of Tasmania. viewed 25 May 2013 <http://UTAS.eblib.com.au/patron/FullRecord.aspx?p=1047091>. Cosgrove, D 2006. ‘Carto-City’, in Abrams, J & Hall, P (eds), Else/Where: Mapping New Cartographies of Networks and Territories, University of Minnesota Press, Minnesota. Crampton, JW 2009, ‘Cartography: performative, participatory, political’, Progress in Human Geography, vol. 33, no. 6, pp.840-848. Dill, J 2004, Measuring network connectivity for bicycling and walking, Paper presented at the Joint Congress of ACSP-AESOP. p.2. viewed 28 May 2013 <http://reconnectingamerica.org/assets/Uploads/TRB2004-001550.pdf>. Geller, R 2006, ‘Four Types of Cyclists’, Portland Bureau of Transportation, Portland, OR,. http://www. portlandoregon.gov/transportation/article/264746, Accessed 21/05/2013. Kitchen, R, Perkins, C, & Dodge, M 2009, ‘Thinking about maps’, Rethinking Maps: New Frontiers of Cartographic Theory, Routledge, London. Klarqvist, B 1993, ‘A Space Syntax Glossary’, Nordisk Arkitekturforskning, vol. 2, pp.11-12. viewed 11 June 2013 <https://dspace.ist.utl.pt/bitstream/2295/630855/1/glossarySS.pdf>. Kullmann, K 2012, ‘Green-Networks: Integrating Alternative Circulation Systems into Post-Industrial Cities’, Journal of Urban Design, vol.18, no.1, pp.36-58. Ljungberg, C 2009, ‘Cartographies of the Future: Julie Mehretu’s Dynamic Charting of Fluid Spaces’, The Cartographic Journal, vol. 46, no. 4, pp.308-315. viewed 12 May 2013 <http://dx.doi.org/10.1179/000870409X12538748663496>.

[ Urban Permeability ]

Images Figure 1: Robinson, S. 2013 “Bubble Diagram” Figure 2: Southward, 1997 “Evolution of street patterns since 1900 showing gradual adaptation to the car”, p.115 Figure 3: Bently et al, 1985 “Gridiron’ and ‘Lollipop and Sticks”, p.10 Figure 4: viewed 6 June 2013 <http://www.porhomme.com/tag/milan/page/4/>. Figure 5: viewed 6 June 2013 <http://www.northnorfolknews.co.uk_630/1516137182.jpg>. Figure 6: “Background Image”, viewed 28 July 2013 <http://arch112marian.files.wordpress.com/2012/03/ nollilarge.jpg> Figure 7: “Nolli Map detail circa 1748”, viewed 9 June 2013 <http://nolli.uoregon.edu>. Figure 8: “Spatial Syntax Map” viewed 11 June 2013 <http://www.edwards.nl/cms/uploads/InleidingSpace-Syntax-04.jpg>. Figure 9: Launceston City Council. 1835, “Smythe’s Map of Launceston circa 1835, illustrating the ‘gridiron’ plan.” Figure 10: “Tasmania Services Department of Infrastructure, Energy and Resources”, view 3 Sep 2013 <https://www.bicyclenetwork.com.au/media/vanilla/image/DIER%20logo%20for%20web.jpg> Figure 11: Robinson, S 2013 “Photo of council signage, corner George & Brisbane Streets, Launceston” Figure 12: Robinson, S 2013 “Photo of council signage, Civic Square, Launceston” Figure 13: Ahmat, H, Ho, J, Chaules, C & Robinson, S 2013. Figure-ground map. Launceston City for a brave cyclist. Figure 14: Ahmat, H, Ho, J, Chaules, C & Robinson, S 2013. Figure-ground map. Launceston City for a motorist. Figure 15: Ahmat, H, Ho, J, Chaules, C & Robinson, S 2013. Figure-ground map. Launceston City for a pedestrian. Figure 16: Ahmat, H, Ho, J, Chaules, C & Robinson, S 2013. Figure-ground map. Launceston City for a risk averse cyclist.

Report 1 END

The ‘View’ From The Bike

Brian Wong Jackson Chiong Tan Jin Shan Salma HZ

[ The View From The Bike ]

Introduction “We are not simply observers of this spectacle, but are ourselves a part of it, on the stage with the other participants. Most often, our perception of the city is not sustained, but rather partial, fragmentary, mixed with other concerns.” Lynch, 1960, p2

With the quote by Lynch, every individual’s perception on the spatial context varies from another. This is why Lynch implies that the participation of users is just as important in the design and planning of facilities as the city planners. In the context of the cycling community, it could be argued that cyclists are more engaged in their spatial setting compared to the other modes of transport. By taking into account the multiple views from the bike, planned bicycle facilities can accommodate the more diverse cyclist groups with different priorities to their cycling experience preferences. This could lead to an increased interest in the use of this mode of transport by a greater part of the community. Forsyth and Krizek say there’s a distinct view from the cyclist, different to the driver or the pedestrian (Forsyth and Krizek, 2011, p. 534). However, there is a danger that we generalise the ‘view from the bike’. Traffic and safety management requires that driving should be a similar experience for most drivers.

As Reyner Banham has written, driving demands ‘acquiescence in an incredibly demanding man/ machine system’ (Banham, 1971, p. 217). Similarly, the speed of walking determines that it too be a consistent experience for all physically able pedestrians. Discourse on cycling also considers cyclists as a single generic group. Policies and infrastructure integrate cyclists as a whole based on the assumption that the cycling experience is fundamentally the same. This contrasts with research undertaken by Geller which classifies cyclists into four distinct types: the strong and the fearless, the enthused and confident, the interested but concerned and no way no how (Geller, 2006, p. 1). Geller describes that the interested but concerned are more willing to ride if cars are slower or streets quieter with a bicycle path made for cyclists only (Geller, 2006, p. 3). Thus based on Geller’s grouping, current infrastructure and policies may have little effect on the strong and fearless or the no way no how

cyclist but may have great effect on the other two groups. Forsyth and Krizek also differentiate cyclists according to different skills and needs (Forsyth and Krizek, 2011, p. 534). To fulfill the access and travel needs of every potential user, cyclists may be provided with more than one option. While it can be difficult to accommodate even one type of cyclist, Forsyth and Krizek argue that it may be useful to have more than one type of cycling environment in a given place (Forsyth and Krizek, 2011, p. 539).

[ The View From The Bike ]

Urban design interventions disregard the need to include a more diverse bicycle environment that embraces different cyclist groups (Pucher and Buehler, 2008, p.508). Designing an urban environment for cyclists is different than designing for other users as the cyclistâ&#x20AC;&#x2122;s mind and behaviour on the road is completely different to most other users of transport (Fleming, 2012, p.167). Cycling is a mode of travel which can offer opportunities to enjoy many different experiences; however this requires the designer to consider the many habits of different cyclist who cycle for different reasons and who require different facilities from other users of the urban space. This research will document the different views from the bike and the route preferred, depending on the user, and compiles data that would contribute towards the planning of bicycle facilities. The research is carried out by exploring experiences of cycling compared with walking and driving in Launceston.

The cartographic techniques (cognitive and GPS mapping) are used to investigate the diversity of individual experiences.

Mapping Tools Cognitive Mapping The methodology of cognitive mapping was first developed in the early 1960s by Kevin Lynch as a means to explore how people perceive and navigate the urban environment. In his seminal book, ‘The image of the City’ (1960), Lynch presented information from a study undertaken in three American cities where he studied the visual quality of the mental images held by the citizens. Lynch revealed the theory of legibility based on five elements comprising districts, edges, landmarks, nodes and paths which together create the sequences of movement which pattern together to create a route from one point to another. He used cognitive mapping to investigate people’s perception and experience on how they navigate their spatial environment in their everyday life and lead him to reveal the theory. People’s memory is generated by the spatial elements that stored in their memory when

they experienced travelling in the city and other places. (Lynch, 1960, Kitchin, 1996). In this research, cognitive mapping is used to identify the urban elements and different travel behaviour influenced by the different travel mode choices having by traveller. Chorus and Timmermans state that people’s image of the city is based on travel mode choice. Thus the cognitive mapping is important to get a picture of an individual’s knowledge and thought towards the environment by their route chosen that may vary for different travellers. Every individual may give different perspectives based on different modes of transportation they navigate in the city. For example, some individual may choose the shortest route while others may choose a more scenic and leisure route.

[ The View From The Bike ]

A cognitive map is a mental construct based on individual thought, feeling and ideas generated from the past experience that allows the understanding of future situations (Kitchin, 1996). In this research, a mental map will generate ideas on how the travellers express their thinking , conjecturing the journey of their past travelling experience in the city. It also shows the dimension of peopleâ&#x20AC;&#x2122;s preferences based on the travellerâ&#x20AC;&#x2122;s memory, familiarity and how they navigate the city. The image provided leads to implicit information about how people perceive their urban space and lead to route choice in their urban experience as well as to show how various modes of travel impact diversity of traveller behaviour.

GPS Mapping Global Positioning System (GPS) mapping techniques have been widely used as navigation tools in transportation systems in the last decade. According to Van der Spek and Van Schaick (2009,p.19), there are some known studies into spatial tracking, however it is limited to motorised transportation. This is because one of the limitations of introducing tracking technologies into other field was the possibility of influencing peopleâ&#x20AC;&#x2122;s spatial behaviour. However, with the recent advancement of GPS tools becoming increasingly portable and the integration of GPS into handheld devices such as smartphones, GPS can now be used more efficiently in the research of cyclist movement patterns. As Van der Spek et. al. illustrate, this new technology also

opens up to a whole new possibility of using the tracking data in the policy making of transportation systems. (Van der Spek et. al. 2008, p.25). This can also be seen in a research study in Charlottesville, USA, using a GPS app tool on a smartphone suggesting how the data gained from GPS can be included in the planning for bicycle infrastructure (Rhodes, 2012, p.28). GPS technology is without doubt the missing link to better understand human behaviour or movement in relation to the spatial context that they are in, (Van Langelaar et. al. 2010, p.1). This leads to better facilities planning and design attracting more users; in this case the cyclists. GPS is normally employed as a navigation device to calculate the shortest distance possible between two points. It is apparent that the ‘preferences’ of the users are generalized, prioritising the fastest/ shortest possible route.

A quick look into the most used GPS navigation tool today, Google Maps, reveals that the choice of routes for cyclists are based on the ‘generalisation’ of preferences in transportation systems, which is to find the shortest/fastest route possible. The environment and topography along the route has greater influence on a cyclist’s behavioural pattern (safety, fatigue, etc) rather than the distance travelled when compared to drivers and pedestrians. For instance, a cyclist travelling on a shorter, steep route with slopes might need a better level of fitness and/or expertise compared with a longer route over flat land, or a cyclist on a shorter route requiring higher confidence as the route shares the same space with other motorists compared with a longer route with separate cycle space. These factors may be seen to discourage the “interested but concerned’ group of cyclists away from cycling altogether.

[ The View From The Bike ]

Precise quantitative data, can be collected through GPS tracking technology to reveal a better understanding into the diverse preferences and factors among different groups of cyclists. Recorded GPS data which is usually limited to just metric unit (time and distance) can be paired with qualitative data such as photo views and experiences gathered while using a route from using the route. City planners can then exploit this data as a tool for their future planning. The mapping can also be used to assist the community by allowing them to view several choices of routes between destinations made from a diverse range of preferences that are analysed from the collected data, prior to setting out along any route.

Figure 1. Method of GPS tracking technique uses for cycling to get the data of route choice, distance, speed and time.

Figure 2. Example of how quantitative and qualitative data in GPS mapping can lead to better understanding of the route, for both the city planners and users.

[ The View From The Bike ]

Research Approach This research sets out by determining two strategic points in Launceston’s CBD with various urban settings and topographic conditions to investigate the differences in views among a range of diverse cyclists. With this in mind, the route from City Park to Royal Park was chosen. This research is undertaken by four “travellers” which are Brian, Jin Shan, Jackson and Salma in this research to experience and experiment three modes of transportations in the city. Then the data were collected using both cognitive and GPS mapping techniques. Cognitive mapping is the perceived map of our preferred road to arrive from one point to the destination, relying on the users’ knowledge and memory of a given route, therefore discrepancies may happen. Our memory might recall different roads which may be accessible for us to arrive safely and comfortably to destination. Some of the road is not accessible for cyclists during the field experiment, but one user has ignored it for the sake of shorter travel distance. Hence, GPS

mapping is needed to record the actual movement behaviour or pattern. We first drew a mental map from memory based on an imagined journey using three modes of transports – cycling, driving and walking between these two points. We were then required to travel on a route of our choice using the three modes of transport again on a field experiment. Our preferred routes were mapped using a GPS tracking app, MotionXGPS. All of our field experiments were undertaken separately so as to minimize the influence of others on the decision-making process of which route to take. Immediately following the exercise we drew a mental map of our journey accompanied by photos and a short description of our experience. Quantitative data collected from the GPS mapping serve as a complement to the qualitative cognitive mapping.

Each of the individual journeys is also compared to the Google Map suggested routes.

Figure 3. Selected points in the CBD to carry out the field experiment

[ The View From The Bike ]

Routes As Suggested By Google Maps

Figure 4. For the Cyclists

Figure 5. For the Walkers

Figure 6. For the Drivers

[ The View From The Bike ]

Users - Their attitudes on Cycling Brian

Jackson

Brian thinks relaxation is an important factor when choosing his cycling route. He is a scenic cyclist, preferring to take his own time to relax and enjoy the natural surroundings along the journey. With his knowledge of the city’s layout, he takes the waterway trails unknown to most people, minimizing contact with pedestrians and drivers. The route he chose was 40% longer than the shortest ride, according to length, but time-wise was only 15% longer than the shortest ride. For him, the travel distance and time duration are not his priority. In Roger Geller’s taxonomy he might be described as “Enthused and Confident”.

Jackson thinks that safety and leisure are important when planning his route. He likes to cycle and portrays himself as a passionate participant-observer. He has deliberately expressed his pursuit of leisure pleasure; however he is very cautious about his personal safety and prefers to cycle within his comfort zone which is away from vehicular hazard. This proves that he is not comfortable sharing his cycle space with motor vehicles. In term of time, the route that he selects was 145% slower than the fastest ride, however lengthwise, the route is only 33% longer than the shortest route. As shown, the travel distance and time duration are not his main concerns. He is engaging the “flâneur” attitude; who prefers to cycle for recreation purposes instead of transportation. In Roger Geller’s taxonomy he might be described as “The Interested but Concerned”.

Jin Shan

Salma

Jin Shan thinks that conservation of time is his main factor in determining his route. For him, the urban city characteristic does not influence his decision when choosing the route. He is comfortable with sharing the same space together with pedestrians and vehicular traffic, thus he took the shortest distance possible to the destination. For him, he sees cycling as a transportation tool just like walking and driving. He is also the fastest participant to reach Royal Park during the study. In Roger Geller’s taxonomy he might be described as “Strong and the Fearless”

For Salma, her personal safety and physical fitness are her main concerns. She has no experience cycling in Launceston. She is excited to use the bicycle as a means of transportation in the city yet concerned with her safety. She is alert with the distraction caused by motorists; therefore she is unlikely to cycle on the road. She used a different route during the field experiment as she discovered that cycling on pedestrian paths are safer and more comfortable compared to her route given in her mental map of using the car. She chose to cycle the shortest distance available due to her concern about stamina. She finds a route that was 10% longer than the shortest ride, however time wise it was 90% slower than the fastest ride. As shown, the duration is not her main concern. In fact, she likes to use the waiting time at traffic lights to rest. In Roger Geller’s taxonomy, she might be described as “Interested but Concerned”.

Preferred Routes

[ The View From The Bike ]

Cycling - Brian I would like to avoid â&#x20AC;&#x2DC;contactâ&#x20AC;&#x2122; with pedestrians as much as possible whenever I am riding my bicycle. I wanted to feel as much freedom as possible to enjoy my cycling. For me, cycling is a form of relaxation in addition to getting myself to destinations. This reminds me of the scenic view of the river, encouraging me to take a detour from a shorter route as I do not mind the extra distance and time. I am not rushing. --- Brian

Cycling is a form of relaxation and recreation for me. When I cycle, I tend to look for routes that are free from the busy city, not to mention the number of stops that traffic lights cause me. Besides that, in Launceston, the sharing of cyclist and pedestrian paths always makes me feel uncomfortable; looking at a group of pedestrians and I am the only cyclist. Because of this, I would rather choose a longer route and enjoy the journey. Using the route that I have chosen to get to Royal Park from City Park, I get to cycle in relaxation and enjoy a great view while journeying to my destination. --- Brian

Figure 7. Brian’s mental map for cycling

Figure 8. Brian’s GPS map and data for cycling

[ The View From The Bike ]

Cycling - Jackson I usually cycle in Launceston city for exercise and relaxation purposes. Normally I would love to pass by Brisbane mall, looking for coffee shops and other general shops. This is because there are a lot of people and motor vehicles are prohibited in Brisbane mall. It makes me feel safe and comfortable. The shops along the road act as symbols for guidance that give most impression for me getting to my desired destination. --- Jackson

I am cycling through a safe and quiet green lane with lots of trees. The experience makes me very relaxed. Upon reaching the city near the Grand Chancellor Hotel the road and pathway with very little bicycles and cars made me feel safe and secure. The green network works well for comfort. Once I reach Brisbane mall I step off of my bicycle as there are a lot of people and push through the mall. Although it is very busy it makes me feel happy and comfortable. Once I reach the road with heavy and busy traffic I feel pressured and stressed because I have to be alert to cars. The motor roads also make me uncomfortable due to danger from the heavy traffic. After I have arrived at Royal Park I feel safe again due to the quiet and green environment. --- Jackson

Figure 9. Jackson’s mental map for cycling

Figure 10. Jackson’s GPS map and data for cycling

[ The View From The Bike ]

Cycling - Jin Shan I would imagine myself cycling to Royal Park using the usual route which I cycle around the city, passing between buildings, vehicles and people. I would categorize myself as an efficient cyclist, emphasising time and distance; so I would prefer to select the most effective (shortest) route to reach a destination as soon as possible. --- Jin Shan

I know where Royal Park is located since I always cycle around the city. My intention is to reach the destination as fast as possible without taking a long route. Throughout the journey, most of the time I cycle along the pathway. I often look around and enjoy the cityâ&#x20AC;&#x2122;s atmosphere (people, vehicles, buildings). I appreciate the lively, exciting city life. At the same time I have to pay attention to keep an eye on pedestrians as well as vehicles. The awkward moment is when the traffic light turns green; ethically as a cyclist I should allow pedestrians to cross the road first; but the pedestrians insisted that I cycle first because they are afraid that I might accidentally hit them. When I passed through Civic Square, I was uncertain of my actions because I was not sure whether cycling is allowed in the square. Eventually I did it because there was no one around at that time. Near the Polytechnic school, I chose to cycle on road because there were many students hanging around on the pedestrian path. Although cycling could be more tiring than walking or driving, I enjoy the adrenaline rush of cycling as well the experiences that it gives me. --- Jin Shan

Figure 11. Jin Shan’s mental map for cycling

Figure 12. Jin Shan’s GPS map and data for cycling

Preferred Routes

[ The View From The Bike ]

Cycling - Salma I have zero experience of cycling in the city which leads me to think from a driver’s perspective for this cycling study. I am sure there are several ways to reach the destination but this is the only way I could think of. --- Salma This is my first time cycling in Launceston City, the issue that makes me anxious is my personal safety and my physical fitness level. I have decided to choose a short route with less cars and pedestrian traffic. I chose to ride on the pedestrian footpath as I am not confident to cycle on the road. I am worried that the car’s horn will distract me. During the journey, I discovered plenty of new things. Along the route I saw several signs that made me remember the name of the building. Apart from that, I also saw buildings that I am familiar with as I often go to those shops or drive through the area. There is also a landscape element that creates memory from my journey. In terms of geography, I found some flat roads that allowed me to continue my journey without cycling through the hilly area. There was one building that I remembered the most because of its modern façade that creates visibility of the buildings in the area. Lastly, along the journey to Royal Park, I was stopped by traffic lights five times which I conclude brings both advantage and disadvantage. The advantage is I could use the waiting time to recharge myself, but it will cost me a longer time to arrive. --- Salma

Figure 13. Salma’s mental map for cycling

Figure 14. Salma’s GPS map and data for cycling

[ The View From The Bike ]

Users - Their attitudes on Walking Brian

Jackson

Brian thinks that walking is very permeable and flexible. For him, walking is a mode of transportation just to get him from one point to another. His main priority for walking is the distance instead of the experience he will get. He chose to use a straightforward route to reach his destination, passing through the city in a straight linear direction. He shows his wider understanding of his own city’s permeability, and its pedestrian networks, to find a shortest route he could. He describes walking in the city is more convenient without concerns about the liability issue such as bicycle or car parking.

Jackson thinks that when he is walking, his personal safety and leisure is the main priority in order to select a route. He prefers to walk along busy pedestrian streets which are full of visual contact from public to ensure his safety, making him feel comfortable and safe. Other than that, as he is engaging a “flâneur” attitude; he blends into the crowds and enjoys the moment at his own pace, thus he chose to pass through Brisbane St Mall which is the most crowded and active area in Launceston city.

Jin Shan

Salma

Jin Shan thinks that flexibility and speed are the main advantages of walking. Time and distance seem to be his main determinants in walking route choices. He enjoys walking around the city without worrying about issues such as bicycle or car parking. He just uses whatever road he sees and does not mind which route he is using as long as it connects to the destination in a short distance. He chose to use a straightforward route to reach his destination, passing through the city in a linear direction.

Salma thinks that distance and physical fitness are the main priorities when choosing her walking route. For her, she does not consider walking for recreation and will only walk if it is within a short distance. She does not care about the experiences she will get along the journey, thus she chose the most straightforward route to reach her destination. She passed through the city as directly as possible, hoping to reach the destination as fast as possible as she is worried about her physical fitness.

Preferred Routes

[ The View From The Bike ]

Walking - Brian Walking through to the destination is as ‘straight’ as possible because walking for me is very flexible, it can ‘punch’ through almost any road making the journey to the destination as easy as it can be. --- Brian

Walking from City Park to Royal Park takes around 1.5km. Because of this, I chose the shortest route possible as I try not to tire myself. Walking to the destination is almost a straight path because as a pedestrian we can walk through almost any place available. Walking also has a slower speed so I get to notice the surrounding and sometimes, see things that I usually would not see if I am in a car, or when cycling. I also can stop at places without worrying where to park my transport (bike/car) first before getting off. --- Brian

Figure 15. Brianâ&#x20AC;&#x2122;s mental map for walking

Figure 16. Brianâ&#x20AC;&#x2122;s GPS map and data for walking

[ The View From The Bike ]

Walking - Jackson I would choose to walk in/through the popular areas with a lot of people in Launceston city, particularly around the Brisbane mall. I would not prefer to walk through small lanes with less people because it makes me feel unsafe. Walking through hectic and busy pedestrian traffic makes my journey to the specific destination feel safer. --- Jackson

When I started from City Park, there are two tall buildings in front of me, which are the Grand Chancellor Hotel and the church. After that, I walk to the Brisbane Mall. As I pass through the mall, there are a lot of food, bookshops, and awesome coffee shops with a wonderful environment. That is the reason why I walk through there. As I donâ&#x20AC;&#x2122;t like heavy traffic areas, I chose the path from the Tasmanian Polytechnic and directly to Royal Park. --- Jackson

Figure 17. Jacksonâ&#x20AC;&#x2122;s mental map for walking

Figure 18. Jacksonâ&#x20AC;&#x2122;s GPS map and data for walking

[ The View From The Bike ]

Walking - Jin Shan I would prefer to walk if I have extra free time. I am very casual as if I could imagine myself to walk through Brisbane mall as I usually love to hang around that area due to the crowded atmosphere, I might follow my whim and go to other streets. I go wherever I want to. --- Jin Shan

There were not many people in the city on that day. I have taken my time to explore the city. There are some new things I have discovered along the journey which I have not noticed previously: the ANZAC war memorial monument sitting beside the polytechnic school, slightly further the steel bridge which is partly covered by foliage; I can see the Tamar highway from above. I even walked in the Kingâ&#x20AC;&#x2122;s park to experience the man-made landscape. Walking is slower compared to cycling or driving, but it definitely worth it. --- Jin Shan

Figure 19. Jin Shanâ&#x20AC;&#x2122;s mental map for walking

Figure 20. Jin Shanâ&#x20AC;&#x2122;s GPS map and data for walking

[ The View From The Bike ]

Walking - Salma I usually walk around in the city centre for shopping, dining or to settle bank stuff in the nearby Brisbane St mall; which I think it is the only hectic place to go. The corner shops also give the most impression for me to remember which route I should go. I seldom choose to walk along the road that provides good views and scenery which eventually distracts me during my journey. --- Salma

I like to walk where I could see things that interest me like food, flower and accessories. However, I would choose the route that is less tiring as my physical fitness is not great. Starting from City Park to Royal Park, basically Iâ&#x20AC;&#x2122;m already sure where Royal Park and start walking along Cameron St as I found that is the shortest route to arrive to Royal Park. During my journey, I saw a few taller building that attracts my view. I saw interesting building structure that is different from other. When I reach to Civic Square, I felt very lively with the landscape surround the area. Along my journey, I also heard the bell of the postoffice clock tower at the route that I choose. When I arrived at the Wellington St, I saw cars and that made me cautious. Then I arrived at Royal Park, I saw an interesting statue when I saw few people surround the statue and put flower on the ground. Besides that, I saw nice view from the park to the road underneath which I didnâ&#x20AC;&#x2122;t realize there is a road underneath until I pass the bridge. In conclusion, when I walk I tend to appreciate more landscape and architecture. --- Salma

Figure 21. Salmaâ&#x20AC;&#x2122;s mental map for walking

Figure 22. Salmaâ&#x20AC;&#x2122;s GPS map and data for walking

[ The View From The Bike ]

Users - Their attitudes on Driving Brian

Jackson

Brian thinks driving is a â&#x20AC;&#x2DC;heavyâ&#x20AC;&#x2122; task, pointing out his lack of desire to drive in the city. For him, he will only consider driving if the distance is too far to cycle, seeing car just as a tool to get from one place to another, thus distance and time play a big factor to him. He has the general driverâ&#x20AC;&#x2122;s perception: choosing the shortest and fastest route to reach the destination, as he is also consciously aware about saving cost when using this mode of transport. Besides that he also shows his safety concerns while driving on the road which is similar to the other participants. He acknowledges that driving requires him to pay full attention on the road.

Jackson thinks distance is the most important issue because he is trying to reach the destination as fast as possible, to save fuel and to avoid traffic jam. He can also be described as the typical driver. Therefore, he chose to use the most efficient route to Royal Park, going as straight as possible towards the destination. He is well aware of the practicality of the car as a mode of transportation.

Jin Shan

Salma

Jin Shan thinks distance is an important factor when choosing his driving route. He expresses that he will only choose driving as an option when he has to go further distances. To him, driving in the city is nerve-wracking: the unfamiliar city road, the pressure caused by other motor vehicles as well as the restricted regulations. Just like Brian and Jackson, he used the shortest and fastest route to reach Royal Park.

Salma demonstrates her confidence driving in the city due to her consistency of driving. She shows no problem dealing with the pressure caused by other motor vehicles. Although she does not know how to get around the city well, she discovered her own method by using Wellington Street as a way finding point whenever she got lost. During the study, Salma chose the route that she was most confident with, which is Wellington Street, the shortest road to the destination. Just like her other three friends, distance and time is the main concern.

Preferred Routes

[ The View From The Bike ]

Driving - Brian Driving is a â&#x20AC;&#x2DC;heavyâ&#x20AC;&#x2122; task where we need to be aware of the surroundings. This awareness always influences my mind map of using the car to be congested with the road system and number of traffic lights along the route. I always choose the shortest route and sometimes the route with fewer traffic lights to avoid unnecessary waiting time. --- Brian

A car is meant as a transportation device that gets you from point A to B. I will always choose the shortest and easiest route to reach my destination, saving petrol and time. Driving also focuses my attention towards the road in the front and alertness about road safety. Thus, I did not notice anything along the route. The only thing that I can remember is the road itself and less on the buildings/surroundings. --- Brian

Figure 23. Brianâ&#x20AC;&#x2122;s mental map for driving

Figure 24. Brianâ&#x20AC;&#x2122;s GPS map and data for driving

[ The View From The Bike ]

Driving - Jackson I will choose the easiest and shortest route to arrive to the destination as soon as possible; as it is more efficient as well as petrol saving; and also, I will try to avoid the traffic light and traffic congestion as it will save a lot of time by not having to wait. --- Jackson From City Park I drive straight and I think it is a more efficient route to arrive at Royal Park. After I have passed by the Launceston Police Headquarter, I turn right. This is because I want to avoid the highway due to the heavy traffic. Then, I drive through the Tasmanian Polytechnic. Finally I arrived at Royal Park. --- Jackson

Figure 25. Jacksonâ&#x20AC;&#x2122;s mental map for driving

Figure 26. Jacksonâ&#x20AC;&#x2122;s GPS map and data for driving

[ The View From The Bike ]

Driving - Jin Shan I seldom drive in Launceston. I do not know the exact road to Royal Park, but I would follow the landmarks as well as signboards to reach Wellington Highway then proceed to the destination according to cycling/walking route. --- Jin Shan

There is not much time to look around. The only free moment is while waiting for traffic light at several points. While driving, I keep checking the road speed limit sign board and other vehicles that are trying to cut the line etc. I seldom drive in Australia; therefore I was nervous and tried not to break any law. I agree driving does save a lot of time; still I prefer to cycle or walk because I am more comfortable with the speed and experience. --- Jin Shan

Figure 27. Jin Shanâ&#x20AC;&#x2122;s mental map for driving

Figure 28. Jin Shanâ&#x20AC;&#x2122;s GPS map and data for driving

[ The View From The Bike ]

Driving - Salma I am very confident to travel by car which is my common mode of transportation in the city. I will probably choose Wellington Street as the best route to the city as the road is wider and not busy with pedestrians. In my mind, I know there are only two roads that will lead into the city centre; however I could only remember Wellington Street since it is the most frequent road I use for travelling and it is a straight highway. It has plenty of road signage, which provides me with a clear direction to the place that I wanted to go. The only landmarks that I remember are the Myers Building with the huge parking area where I park my car. When I got lost and unclear which road I should follow, I will definitely go back to Wellington Street to find my way. --- Salma I often experience driving in the city. Driving is making me feel confident to travel in the city and I have been to Royal Park before. I prefer driving in the city because the distance from my house is quite far and I find traffic in Launceston city is not that bad. Driving also became my habit due to my culture in my country where I travel everywhere by car because the environment and driving behaviour in Malaysia wouldn’t welcome the cyclist. Normally I am a fast driver in my country but when I came here, I had to become a slow driver due to the rules of speed limit and to beware of police officers who would follow when you are being targeted. Before starting the journey, I don’t know which route is the shortest way, so I just followed my instinct and stated my focus to the landmark that I need to go to is Wellington Street and find the Polytechnic. I have my principle as long as I didn’t find any sign stating where I should turn, I will follow the straight road. From City Park to Royal Park, I am driving along Cimitiere street until I reach at the last junction to Wellington street. At Wellington street, the moment that I can remember most is when I’m a bit confused whether I should turn right at the first junction or second junction. My experience there, I think the road is quite challenging as I couldn’t even see any signage of the Polytechnic. I am just aware of the car behind me as I need to go to the right lane. I’ve tried as well to remember any building when I passed through, thus I familiarised the Spotlight building due to my regular visit, its vibrant colour and big signage and the green building beside it but I forgot the name of the building. It happens when I stop at the traffic light. The rest I am only remember the colour of brick and the pale wall.--- Salma

Figure 29. Salmaâ&#x20AC;&#x2122;s mental map for driving

Figure 30. Salmaâ&#x20AC;&#x2122;s GPS map and data for driving

[ The View From The Bike ]

Discussion This research highlights the problem that exists in the design and urban planning of bicycle facilities. The focus of this research is using car, bicycle and walking as transportation and to determine the possible differences such as our skills, fitness and confidence levels that would affect the choice of the route taken. Navigating the city using three different modes of transport reveals dissimilar yet interesting results. User preferences are inevitable given that each participant have different needs and views. Because of the limited cross section of necessary data, planners usually design based on assumptions that time and distance are the main factors when planning a route. From the maps undertaken in our research, we can identify a distinctive pattern in the cognitive mapping. The drivers and pedestrians have a tendency to take their surrounding (what they see and remember) into account when drawing and described a mental map but when it comes to data mapped from the

GPS, the routes demonstrate an almost ‘linear approach’, getting to the destination with the shortest distance or fastest time. As cyclists the maps reveal inclinations towards ‘selfparticipation’ with the surroundings, displayed in both the cognitive and GPS mapping. For example, the scenic cyclist (Brian) likes beautiful and relaxing scenery along the journey whereas the flaneur cyclist (Jackson) likes to stroll through the shopping mall taking his own sweet time getting to the destination. The calculation of the percentage difference from the data collected from the GPS mapping to complement the cognitive mapping also provides us with some real and accurate data. From this data, it is further revealed that drivers and pedestrians are generally bound to ‘generalised’ preferences compared to cyclists. For example, the percentage difference of time and distance taken to get from City Park to Royal Park for drivers and pedestrians are marginally different,

while for cyclists, it is the opposite. As cyclists we each took our own preferred route resulting in the great difference between as shown in Figure 30 and 31 below. users

Brian Jin Shan Salma Jackson

walking

cycling

driving

dist (km)

difference

dist (km)

difference

dist (km)

difference

1.91 1.36 1.50 1.81

0.55 0.14 0.45

40 10 33

1.40 1.33 1.39 1.42

0.07 0.06 0.09

5.2 4.5 6.8

1.53 1.56 1.54 1.57

0.03 0.01 0.04

2.0 0.65 2.6

Figure 31. Percentage difference between distance compared with the shortest route recorded.

users

Brian Jin Shan Salma Jackson

walking

cycling

driving

time (min)

difference

time (min)

difference

time (min)

difference

11.5 10 19 24.5

1.5 9 14.5

15 90 145

17.5 12.5 17.5 18

5 5 5.1

40 40 41

5 4.4 5 5

0.2 0.2 0.2

4.5 4.5 4.5

Figure 32. Percentage difference between time compared with the fastest route recorded.

Cycling

[ The View From The Bike ]

Brian

Figure 33. The various diverse route formed from different view from the bike showed in cognitive maps.

Figure 34. The various diverse â&#x20AC;&#x2DC;silhouetteâ&#x20AC;&#x2122; of route formed from different view from the bike.

Jackson

Jin Shan

Salma

Walking

[ The View From The Bike ]

Brian

Figure 35. The almost similar of route formed from walking which is straight and shortest route.

Figure 36. The almost similar â&#x20AC;&#x2DC;silhouetteâ&#x20AC;&#x2122; of route formed from walking.

Jackson

Jin Shan

Salma

100

Driving

[ The View From The Bike ]

Brian

Figure 37. The similar of route formed from driving which is straightforward route.

Figure 38. The similar â&#x20AC;&#x2DC;silhouetteâ&#x20AC;&#x2122; of route formed from driving.

Jackson

101

Jin Shan

Salma

[ The View From The Bike ]

102

The figures above are ‘stamped’ from the cognitive mapping and GPS mapping comparing the result of cognitive map and ‘silhouette’ formed from the preferred routes. The cognitive maps showed the dissimilar route of interest from different cyclists personal prioritiesis figure out based on their preferred route choice. As can be seen clearly from the silhouette figures, the GPS mapping illustrates the actual route choice of cycling and concludes that cycling creates diversity as it show forms between participants while walking and driving only create slight dissimilarity. Also, as revealed by the demographic below, driving and walking has the time and distance as the general determinant as the selection of routes.

103

Figure 39. Determinants or preferences in route choices between all the three modes

[ The View From The Bike ]

104

As mentioned earlier, designing for cyclists are differs from the other modes of transport. It is evident from our study that cycling offers more opportunities for the user to interact with their environment. Of all the recorded trips and analysed data from the field experiment, it is clear that walking and driving are modes of transportation that share the same preferences whereas cycling exhibits much greater diversity. Drivers and pedestrians are more likely to choose routes that have shorter travel distance. Drivers also prefer to choose routes that are more convenient (as straight as possible) and have faster travel time. While for the cyclists, this further proves that the ‘generalised’ preferences of just using distance and time as factors are not applicable as they are not the only, or even the most important, factors when it comes to cycling preferences.

With the ever-improving technology in our modern age, these cartographic tools can prove to be useful in the policy-making of urban design and spatial planning of transportation systems. Demonstrated through the experiments, the GPS mapped out the diverse choice of routes preferred by cyclists in comparison with the ‘poorly assumed’ generalised bicycle routes and the cognitive map showed the involvement of diverse range of preferences in the planning of a route. Research like this can be used to help make Launceston into a bike-friendly city, as a case study. Future research could include a much larger sample group that is more representative of the broader Launceston community, subsequently leading to a more accurate body of data. However, even from the limited range of data recorded in our research study, we have already established that there is substantial diversity among cyclists.

105

106

References

[ The View From The Bike ]

Banham, R 1971, Los Angeles: The Architecture of Four Ecologies, London. viewed 29 May 2013 Caspar G. Chorus, Harry J. P. Timmermans, 2010, Determinants of Stated and Revealed Mental Map Quality: An Empirical Study. Journal of Urban Design, Vol. 15. No. 2, 211–226 CROW. (2006). Design manual for bicycle traffic. Available: http://www.vtpi.org/tdm/tdm93.htm. Last accessed 13th June 2013. Fleming, S 2012, “Cycle Space: Architecture and Urban Design in the Age of the Bicycle”, nai010. viewed 18 May 2013 Forsyth, A & Krizek, K 2011, “Urban Design: Is there a Distinctive View from the Bicycle?”, Journal of Urban Design, 16:4, 531-549. viewed 30 May 2013 <http://www.tandfonline.com/doi/pdf/10.1080/13574809.2011.586239> Geller, R 2006, “Four Types of Cyclists, Portland Bureau of Transportation, Portland”. viewed 29 May 2013 <http://www.portlandoregon.gov/transportation/article/264746> Lusk, AC, Morency, P, Miranda-Moreno, LF, Willett, WC, Dennerlein, JT . (2013). Bicycle Guidelines and Crash Rates on Cycle Tracks in the United States. American Journal of Public Health. 103 (7), p1240-1248. Lynch, K 1960, “The Image of the City, MIT Press, Cambridge Massachusetts”, viewed 4th April 2013, <http://interactive.usc.edu/blog-old/wp-content/uploads/2010/08/Image_of_the_City.pdf> Marshall, WE; Garrick, NW. (2011). Evidence on Why Bike-Friendly Cities Are Safer for All Road Users. Environmental Practice. 13 (1), p16-27. Pucher, J & Buehler, R 2008, ‘Making Cycling Irresistible: Lessons from The Netherlands, Denmark and Germany’, Transport Reviews, 28:4, 495-528. viewed 30 May 2013 <http://policy.rutgers.edu/faculty/ pucher/irresistible.pdf> Rhodes, S 2012, ‘Ride then Decide: A Virginia MPO is tracking today’s bicyclists to determine their future needs’, Planning Practice, December, pp 28-29 Robert M. Kitchin, 1994, Cognitive Maps: What are they and why study them? Journal of Environmental Psychology, 14, 1-19 Van der Spek, S & Van Schaick, J 2008, Urbanism on Track: application of tracking technologies in urbanism, IOS Press, Amsterdam.

107

Van Langelaar, T, & Ven der Spek, S 2010, ‘Visualizing pedestrian flows using GPS-tracking to improve innercity quality’, Walk21 viewed 2nd April 2013, <http://www.walk21.com/papers/506A%202Tine%20van%20 Langelaar%20Visualizing%20pedestrian%20flows%20of%20usi.pdf> Wachtel, A, Lewiston, D. 1994. “Risk Factors for Bicycle-Motor Vehicle Collisions at Intersections”. viewed 9 June 2013 <http://www.bicyclinglife.com/Library/riskfactors.htm. Last accessed 30th May 2013>.

Images Figure 1. Method of GPS tracking technique uses for cycling to get the data of route choice, distance, speed and time, viewed 2 July 2013 <www.coolhunting.com/tech/biologic-bike-m.php> Figure 2. Example of how quantitative and qualitative data in GPS mapping can lead to better understanding of the route, for both the city planners and users from MotionX-GPS, viewed 2 July 2013 <http://news.motionx.com/category/motionx-gps/> Figure 3. Selected points in the CBD to carry out the field experiment from Google Maps, viewed 6th June 2013 <http://maps.google.com.au/> Figure 4. For the Cyclists from Google Maps, viewed 6th June 2013 <http://maps.google.com.au/> Figure 5. For the Walkers from Google Maps, viewed 6th June 2013 <http://maps.google.com.au/> Figure 6. For the Drivers from Google Maps, viewed 6th June 2013 <http://maps.google.com.au/> Figure 7. Wong, B, 2013, Brian’s mental map for cycling Figure 8. Wong, B 2013. Brian’s GPS map and data for cycling from MotionX-GPS Figure 9. Chiong, J, 2013, Jackson’s mental map for cycling Figure 10. Chiong, J , 2013. Jackson’s GPS map and data for cycling from MotionX-GPS

108

Images Figure 11. Tan, JS. 2013, Jin Shan’s mental map for cycling

[ The View From The Bike ]

Figure 12. Tan, JS. 2013. Jin Shan’s GPS map and data for cycling from MotionX-GPS Figure 13. Salma, 2013, Salma’s mental map for cycling Figure 14. Salma, 2013. Salma’s GPS map and data for cycling from MotionX-GPS Figure 15. Wong, B, 2013, Brian’s mental map for walking Figure 16. Wong, B, 2013. Brian’s GPS map and data for walking from MotionX-GPS Figure 17. Chiong, J, 2013, Jackson’s mental map for walking Figure 18. Chiong, J. 2013. Jackson’s GPS map and data for walking from MotionX-GPS Figure 19. Tan, JS. 2013, Jin Shan’s mental map for walking Figure 20. Tan, JS. 2013 Jin Shan’s GPS map and data for walking from MotionX-GPS Figure 21. Salma, 2013, Salma’s mental map for walking Figure 22. Salma. 2013. Salma’s GPS map and data for walking from MotionX-GPS Figure 23. Wong, B, 2013, Brian’s mental map for driving Figure 24. Wong, B, 2013. Brian’s GPS map and data for driving from MotionX-GPS Figure 25. Chiong, J, 2013, Jackson’s mental map for driving Figure 26. Chiong, J. 2013. Jackson’s GPS map and data for driving from MotionX-GPS Figure 27. Tan, JS, 2013, Jin Shan’s mental map for driving Figure 28. Tan JS, 2013. Jin Shan’s GPS map and data for driving from MotionX-GPS Figure 29. Salma, 2013, Salma’s mental map for driving

109 Figure 30. Salma, 2013 Salma’s GPS map and data for driving from MotionX-GPS Figure 31. Wong, B, Chiong, J, Tan, JS, & Salma, 2013, Percentage difference between distances compared with the shortest route recorded Figure 32. Wong, B, Chiong, J, Tan, JS, & Salma, 2013,Percentage difference between time compared with the shortest route recorded Figure 33. Wong, B, Chiong, J, Tan, JS, & Salma, 2013, The various diverse route formed from different view from the bike showed in cognitive maps Figure 34. Wong, B, Chiong, J, Tan, JS, & Salma, 2013,The various diverse ‘silhouette’ of route formed from different view from the bike Figure 35. Wong, B, Chiong, J, Tan, JS, & Salma, 2013, The almost similar of route formed from walking which is straight and shortest route Figure 36. Wong, B, Chiong, J, Tan, JS, & Salma, 2013, The almost similar ‘silhouette’ of route formed from walking Figure 37. Wong, B, Chiong, J, Tan, JS, & Salma, 2013, The similar of route formed from driving which is straightforward route Figure 38. Wong, B, Chiong, J, Tan, JS, & Salma, 2013, The similar ‘silhouette’ of route formed from driving Figure 39. Wong, B, Chiong, J, Tan, JS, & Salma, 2013, Determinants or preferences in route choices between all the three modes

*For figures 10, 12 14, 16, 18, 20, 22, 24, 26, 28, 30. They are all screenshots taken from the mobile apllication named “MotionX-GPS”.

[ The View From The Bike ] 110

111

Report 2 END

112

113

Brownfields to Bikefields

Benjamin Thang

[ From Brownfields to Bikefields ]

114

Introduction Discourse around bicycle planning has focused on the role played by the grey network of road infrastructure. As this is the network that takes drivers and bus riders to work, school and shops, it is naturally the one people first think of in the context of transport. However, as Kullmann (2012, pg.38) has argued, post-industrial cities (such as Launceston) “are laced with readymade spaces in the form of webs of linear voids that often result from industrial era infrastructure.” Kullmann is less concerned with the active transport potential of these networks of voids, at one point lauding greenways filled with so many gardens and tennis courts that through-passage is totally blocked. He describes this as a relief from the “mono-culture” of bike use on other greenways. For Kullman, the grey network is for transport. Greenways are an escape.

While Kullmann makes a valuable contribution to thinking about greenways, as sites for placemaking with activities for multiple users, he overlooks the importance of greenways for cyclists, whose needs are habitually ignored by politicians and planners who continue to design the road network for cars. Greenways give bicycle transport a foothold in cities with no political will to reengineer the grey network for cycling. They also have the potential to unlock underutilised industrial land flanking waterways and rail routes, for active transport oriented redevelopment while reaping environmental and social benefits. (Nicholls and Cromptom, 2005, pg.321)

“Post-industrial cities are laced with ready-made spaces in the form of webs of linear voids that often result from industrial era infrastructure.” - Karl Kullmann

115

This research aims to fill in the gap with references to literature on greenways and economics to create a series of speculations for brownfield sites around Launceston. There are currently no studies with economic data trends showing increase of land value with successful conversion of industrial brownfield sites with greenways. This research leverages on studies of quantifiable data in Austin and the benefits that greenways bring to brownfield sites to come up with speculations on estimated land value increase for suitable areas surrounding Launceston. There are many sites by the river that used to house major activities that contributed to the growth of the city. However; these buildings have diminished to become unimportant secondary portions of the city. By looking at the introduction of this infrastructure and how the city

evolved around it while incorporating literature references/precedents, a better understanding of the effect of brownfield sites have a huge potential to contribute to the city once again. These series of speculations promote community and connection via urban commuting. In particular, the study asks if rail-trail and waterway greenway investment, can unlock poorly utilised industrial land in Launceston for activetransport-oriented redevelopment. With successful revitalisation of these sites, it would bring about other changes ranging from physical (better transportation and healthier lifestyle) to socio-economic benefits and human interaction with the river. The study area encompasses Launceston city and its surrounding suburbs as shown in Figure 1 below.

[ From Brownfields to Bikefields ]

116

Figure 1, Study area of the research (Benjamin Thang)

Methodology This research will have two major components. In part one, the context of Launceston will be introduced to look at old brownfield areas around Launceston that can be remediated. Following which, part two focuses on two precedent cases on the greenway network in Austin, Texas; and the potential that come later with land value. The advantages of greenways are easy to describe but they are difficult to quantify.

117

At the same time, the economic effects of household income, supply and demand trend of houses within Launceston and land values from the speculation are examined. Through methods of understanding, tracing and analysis of historic maps (Qvistrom, 2011, pg.273) against current maps to find linear voids, diagrams with proposals would be presented.

118

Launceston Context

[ From Brownfields to Bikefields ]

Past Context Launcestonâ&#x20AC;&#x2122;s location served as the centre of Tasmaniaâ&#x20AC;&#x2122;s transport network. Shipping activities were critical to its prosperity in the nineteenth century and this led to a demand for port facilities across the mouth of the North Esk River. Railways were constructed to support the transport of goods and mining materials in Launceston. At the same time, these railways competed with steamers operating on the Tamar River in the 1820s (LCC, 2002, pg. 22) Launcestonâ&#x20AC;&#x2122;s port activities declined with economics shifted to Bells Bay and buildings along the mouth of North Esk River faded in a similar manner. The Launceston City tram network commenced in 1913 as a solution for housing shortages within Launceston to open up cheap land for residential purposes . The tram service remained in operation until 1952 when buses took over the transport network of Launceston.

119

Figure 2, Launceston railway and tram in 1931 (Tasmania Library, State Library of Tasmania)

120

[ From Brownfields to Bikefields ]

Current Context In figure 3, Launceston is shown flanked by the North Esk River and Tamar River. The city and its surrounding suburbs, Invermay are flood plains, hence levee walls are created along these rivers to mitigate the problem of flooding. At the same time, Launceston developed adjacent to the river areas. As the population surged from the 1800s to the current context, most of that growth occured in urban areas, and so the need to renew and revitalize old industrial site is needed as it allows under utilized areas of the city to be put to good use for various purposes ranging from commercial to residential activities. Greenway tourism that preserves heritage is valuable (Alker and Stone, 2005, pg.27) as shown in the UK study by Alkers and Stone.

121

Figure 3. Launceston in 2013 (Benjamin Thang)

122

[ From Brownfields to Bikefields ]

Modes of Transport As mentioned in Gehlâ&#x20AC;&#x2122;s analysis report (Gehl, 2011 pg.12), Launceston has a huge number of parking spaces within the city center and these parking spaces downgrade the general experience of walking within the city. Launceston transformed as public life changed over the century. In figure 4 (right), 44.8% of Launcestonâ&#x20AC;&#x2122;s population is shown to commute with vehicle while a much smaller 28.9% of the population walks to work. This trend shows the high dependency on the car as a mean of transport. Public transport bypasses previous booming sites along the river and this leads to continual decay of business along the river, which subsequently effects land values. Historical usage of sites (split into four main zones) will be analysed for future speculation. The main solution of greenways along the levee walls of the North Esk River would be an attractive solution to reverse the trend of car domination within the city with its close proximity to the city center and to increase the land values along the river. The train tracks in Launceston are now part of a forgotten transportation network sparsely used by occasional pedestrians and cyclists.

123 employed people aged 15 years and over travel to work, top responses

Launceston

Tasmania

Australia

698 450 92 22 16

44.8 28.9 5.9 1.4 1

137,139 10,849 14,797 5,507 1,370

63.1 5 6.8 2.5 0.6

6,059,972 377,043 537,638 301,187 103,914

60.2 3.7 5.3 3 1

people who travelled to work by public transport

1.4

6,868

3.2

1,046,721

10.4

people who travelled to work by car (driver or passenger)

788

50.6

152,618

70.2

6,620,840

65.8

car, as driver car, as passenger walked only bus bicycle

Figure 4, Car domination within Launceston City (Australian Bureau of Statistics).

Figure 5 (left), 44.8% of Launcestonâ&#x20AC;&#x2122;s population is shown to commute with vehicle while a much smaller 28.9% of the population walks to work. This trend indicates the high dependency on the car as a means of transport.

car

walking

bus bicycle

Figure 5, Modes of Transport as a graphic of their percentage usage.

[ From Brownfields to Bikefields ]

124

Zoning of Brownfield Sites From analysis of old maps we find the network of voids. There are four old industrial brownfield sites around Launceston (Figure 5) that were served by rail trails namely: 1. Trevallyn, Kings Wharf, Seaport 2. Esplanade, Lindsay Street 3. Boland Street 4. Inveresk, Invermay

125

Figure 6, Brownfield site zoning (Benjamin Thang)

126

[ From Brownfields to Bikefields ]

Design Vision Economic Effects (Austin, Texas) A study (Nicholls and Cromptom, 2005) of the impact of greenways on the economic effects in the similarly car-focused city of Austin, Texas, revealed declining property value as distance from greenways increased to a certain extent and a prevailing trend where nearby land values increased by between 5.4 and 12.2 percent. Another finding is the significance of distance to downtown as users like easy access due to limitation of travel distance by walking and biking. This increase in land values means economic returns for the state government in their greenway investment. The precedent of the greenway effects could be applied to Launceston in a similar way to drive up property prices too. Economic Effects (Launceston, Tasmania) Around Launceston, the possibility of increasing property values is even more significant with the smaller scale of Launceston compared to Austin, Teaxs, generally flat topography and existing developments/amenities close to proposed greenway routes identified in figure 3 previously. Although currently car-centric, its proximity to Launcestonâ&#x20AC;&#x2122;s CBD lends itself to the possibility of residents utilising cycle and pedestrians modes of transport as a viable alternative to the car. With a leisure commuting infrastructure to the nearby gorge. As compared to the land value prices along other relatively poorly utilized areas along the river such as Kings Wharf, Lindsay Street and Boland Street in Figure 7 and Figure 8 (Zone 1,2,3,4), the data shows a fivefold land value difference of the Seaport as compared to these brownfield areas. In Figure 7 (right), the land value sits within the bracket of above $700,000 to above $1,000,000 for Seaport and is used as a control to compare against other brownfield sites of Launceston.

127

Sales history for Home Point Parade, Launceston, TAS 7250 contract date

address

Price

Floor area

Property purpose

30/10/2012

4 Home Point Parade

$1,300,000

737m2

Residential

16/05/2002

8 Home Point Parade

$750,000

3349m2

01/06/2012

unit 1/6 Home Point Parade

$715,000

386m2

Conjoined unit

10/12/2011

unit 2/6 Home Point Parade

$700,000

375m2

Conjoined unit

Manufacturing workshop

Figure 7, Land value of Seaport (http://www.allhomes.com.au/ah/tas/property-research/home-point-parade-launcestontas-7250/1950143312/sale-history).

128 Sales history for Boland Street, Launceston, TAS 7250

[ From Brownfields to Bikefields ]

contract date 16/11/2001 21/01/1992 29/11/1994 25/02/1989 02/03/1994 30/10/1991 15/10/2004 25/02/1989 29/11/1994 18/04/2006 01/05/2001 27/06/2006 17/05/2011 11/12/1990 11/12/1990 23/04/1991 20/09/1991 01/05/1991 12/04/1989 21/07/1997 17/11/1995 04/08/2000 23/10/1991 20/10/2003 18/04/1994

address 49 Boland Street 28 Boland Street 36 Boland Street 30 Boland Street 30 Boland Street 30 Boland Street 72 Boland Street 34 Boland Street 34 Boland Street 69 Boland Street 63 Boland Street 43 Boland Street 63 Boland Street 22 Boland Street 24 Boland Street 20 Boland Street 26 Boland Street 59 Boland Street 41 Boland Street 43 Boland Street 61 Boland Street 67 Boland Street 53 Boland Street 41 Boland Street 61 Boland Street

Price $125,000 $52,000 $75,000 $39,000 $80,000 $63,600 $125,000 $41,000 $70,000 $325,000 $600,000 $1,765,000 $1,400,000 $100,000 $100,000 $56,000 $60,000 $38,665 $92,500 $185,000 $1,020,000 $240,000 $350,000 $500,000 $300,000

Land area (m2) 605,700 280 766 604 604 604 948 610 610 860 4,621 3,635 4,621 176 188 206 183 3,904 2,695 3,635 4,285 3,579 3,787 2,695 4,285

Property purpose Pastoral - not irrigated House and flat/s House or cottage House or cottage House or cottage House or cottage House or cottage House or cottage House or cottage Manufacturing workshop Showroom/store Showroom/store Showroom/store Unit/s Unit/s Unit/s Unit/s Vacant/industrial Vacant/industrial Vacant/industrial Warehouse Warehouse Warehouse Warehouse Warehouse

Figure 8. Land value of Boland Street (http://www.allhomes.com.au/ah/tas/property-research/boland-street-launcestontas-7250/1918952712/sale-history)

129

In Figure 8, there are many sites within the $50,000 to $100,000 bracket which stand vacant purposes while house prices were generally below $100,000. This is approximately seven times lower than the land value of Seaport. It can also be observed that there are many vacant industrial plots that are not utilized properly. If these lands are redeveloped, the land values would increase 100% based on estimations.

130 Sales history for Lindsay Street, Invermay, TAS 7248

[ From Brownfields to Bikefields ]

contract date 23/12/1991 01/07/2004 21/08/1995 13/01/2003 18/02/2005 24/01/2001 18/02/2005 14/12/1990 14/10/1998 17/11/1992 07/04/1995 26/01/2006 19/09/2004 26/01/2006 19/09/2004 27/06/2001 11/07/1997 13/11/1995 14/01/1992 30/03/1995 05/03/2002 16/08/1993 12/05/2005 27/02/2007 26/05/1995 16/06/2000 24/04/1998 12/03/1997 01/04/1989 24/04/1997

address 23 Lindsay Street 18 Lindsay Street 60 Lindsay Street 22 Lindsay Street 26 Lindsay Street 28 Lindsay Street 28 Lindsay Street 18 Lindsay Street 60 Lindsay Street 60 Lindsay Street 18 Lindsay Street 69 Lindsay Street 87 Lindsay Street 87 Lindsay Street 69 Lindsay Street 58 Lindsay Street 58 Lindsay Street 30 Lindsay Street 81 Lindsay Street 20 Lindsay Street 20 Lindsay Street 20 Lindsay Street 20 Lindsay Street 20 Lindsay Street 23 Lindsay Street 81 Lindsay Street 85a Lindsay Street 85a Lindsay Street 15 Lindsay Street 17 Lindsay Street

Price $552,000 $147,500 $44,000 $54,000 $43,000 $43,000 $43,000 $38,000 $58,000 $8,500 $45,500 $2,600,000 $2,100,000 $2,600,000 $2,100,000 $36,500 $36,500 $95,000 $56,000 $104,065 $144,200 $100,000 $470,000 $520,000 $449,000 $225,000 $23,430 $11,000 $40,000 $170,000

Land area (m2)

Property purpose

6,787 200 385 220 334 254 254 200 385 385 200 2,074 3,023 3,023 2,074 455 455 250 1,988 600 600 600 600 600 5,678 1,988 1,670 2,922 689 687

Commercial Converted house House or cottage House or cottage House or cottage House or cottage House or cottage House or cottage House or cottage House or cottage House or cottage Industrial Industrial Industrial Industrail Manufacturing Manufacturing Manufacturing Manufacturing Media Private Hotel Private Hotel Private Hotel Private Hotel Petrol Station Showroom Vacant industrial Vacant industrial Warehouse Warehouse

Figure 9, Land value of Lindsay Street (http://www.allhomes.com.au/ah/tas/property-research/lindsay-streetinvermay-tas-7248/1918906412/sale-history)

131

In Figure 9, it can also be observed that there are many vacant industrial lots dating back to the 1980s which have not been utilized since or land lots that are classified as vacant industrial lands. It can also be found that industrial sites, which have been utilized properly, fetched very high land value (highlighted yellow). The two vacant industrial plots within Lindsay Street would fetch approximately an extra $4,000,000 in revenue if redeveloped. Therefore it is important to note that if a greenway is to be inserted along these proposed streets, the benefits that come with it will it will be very attractive to residents living along the track.

average price per square metre ($)

[ From Brownfields to Bikefields ]

132

800 700

714.88

600 500 400

341.87

300

209.64

200 100 0 Seaport

Figure 10. Graph (Benjamin Thang)

Boland St

Lindsay St

133

In summary: - Seaport is more developed in greenway infrastructure to connect users to Trevallyn. - Large empty undeveloped industrial lands in Boland and Lindsay if developed properly, will generate greater return, partly in turn due to itâ&#x20AC;&#x2122;s proximity to a greenway.

[ From Brownfields to Bikefields ]

134

Supply and Demand Trend The introduction of the greenway along industrial brownfields takes a sustainable approach along these areas to be remediated and opened up for commercial and residential use to accommodate the growing population. Data obtained from the 2011 census survey, Figure 6, reveals Launceston and its surrounding areas faces housing shortage issue. Creation of high density housing along greenway overcomes housing shortage problems while helping to drive up land prices at the same time. This allows more residents to be situated near the city which reduces travelling time and fuel expenses.

number of people looking per property

135

40 35 30 25 20 15 10 5 0 Jul 2012

Sep 2012

Nov 2012

Jan 2013

Figure 11, this graph shows the average demand ratio for properties in Launceston, over time. This number represents the number of people viewing the details of each property, on average. (http://www.rs.realestate.com.au/cgi-bin/ rsearch?a=sp&s=tas&u=launceston)

[ From Brownfields to Bikefields ]

136

Speculation

Shown earlier in Figure 5, the different zones of brownfield are analysed with greenway routes and brownfield redevelopment areas introduced. 1. Trevallyn, Kings Wharf, Seaport 2. Esplanade, Lindsay Street 3. Boland Street 4. Inveresk, Invermay The Seaport area is well developed while a large swath of vacant land sits along Trevallyn undeveloped. In Zone 1, the introduction of links across rivers across Trevallyn provides better connectivity to encourage cycling and walking. This would make it attractive for users due to a new commuting infrastructure to the city between the two suburbs; therefore, would increase the land values. Kings Wharf has large vacant lands, which currently has a limited usage of partial industrial activities. If these lands within the suburb could be redeveloped, its massive size would prove to be extremely attractive for landowners. The Kings Wharf industrial area has better potential to be zone for residential and recreational activities.

137

Figure 12, Trevallyn, Kings Wharf, Seaport (Benjamin Thang)

[ From Brownfields to Bikefields ]

138

Similarly, Zone 2 contains warehouses fronting the river while there are several heritage land lots such as the Launcesston Gasworks, which is currently abandoned. The Esplanade area should focus on adaptive reuse of past industrial sites as there are many buildings left over time. At the same time, there are many buildings fronts in Zone 2 orientated towards existing road infrastructure; this leads to spaces previously used by industries to be neglected. With the creation of a greenway, it would reactivate these ready made spaces once again and therefore unlocking the land value of these sites.

139

Figure 13, Esplanade, Lindsay Street (Benjamin Thang)

[ From Brownfields to Bikefields ]

140

Zone 3 is close to amenities that users of Launceston frequently utilise. It is similar to Zone 2 in terms of industrial characteristics. There are many vacant land lots, which can be utilised to create dwellings so as to further support commercial activities happening in this area. However, it is to be noted that there are many empty plots of land along the disused train tracks. New development within this zone is highly recommended, as there are many important amenities such as Kmart and Coles around the area that users of Launceston frequently utilise. At the same time, it is within walking distance to the city while cycling duration would take an approximate five minutes for transit.

141

Figure 14, Boland Street (Benjamin Thang)

[ From Brownfields to Bikefields ]

142

The Inveresk zone can be developed along these past existing tracks to form a connection to Mowbray. The stretch of linear void was not utilised since the train tracks were put in place. With elevated ground and good drainage in the area, it is attractive for property developers to put possible student housing in place to accommodate for the nearby University of Tasmania student population, as there is currently no on-site accommodation for the Inveresk campus.

143

Figure 15, Inveresk, Invermay (Benjamin Thang)

[ From Brownfields to Bikefields ]

144

Conclusion

Although there is not enough definitive studies on land values increases within brownfield sites, a certain conclusion can be draw and supported by the quantifiable study on the effect of greenway on surrounding land value in Austin and Launceston’s Seaport land value data. The overall commercial and residential benefits allows the subsequent speculation that Launceston’s riverside, laced with past industrial voids that offers a huge potential for redevelopments as it has contributing factors such as city center, generally flat topography and existing developments/amenities close to proposed greenway routes. Therefore, it can be speculated that land value can rise in between Austin’s study of 12.2 percent and this precedent if applied in Launceston which has many existing positive factor would have an even greater yield on land values. Regardless of the exact estimates, this study has shown the overall benefit of greenways on surrounding ‘linear voids’ while relying on property data to support the speculations land values would go up if they were rezoned for high-density housing. This encourages people to live in these proposed areas instead of moving to other suburbs and driving to town while creating a healthier, cleaner and better quality of life of Tasmanians.

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References 1. Alker, S. and C. Stone 2005. “Tourism and leisure development on brownfield sites: an opportunity to enhance urban sustainability.” Tourism and Hospitality Planning & Development 2(1): 27-38. 2. Kullmann, K. 2012. “Green-Networks: Integrating Alternative Circulation Systems into Post-industrial Cities.” Journal of Urban Design 18(1): 36-58. 3. Qvistrom, M. 2011. “Network Ruins and Green Structure Development: An Attempt to Trace Relational Spaces of a Railway Ruin.” Landscape Research 37(3): 257-275. 4. Nicholls, S., and Crompton, J.L. 2005. The impact of greenways on property values: Evidence from Austin, Texas. Journal of Leisure Research, 37(3), 321–341. 5. Terry. I and Servant. N. 2002. “Launceston Heritage Study.” Launceston City Council

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Images Figure 1: Thang. B. 2013. “Launceston Context Map Study Area” From Brownfields to Bike Field. Figure 2: Tasmania Library, State Library of Tasmania (2002). “Map of Launceston circa 1931 showing Railway and Tram Network” Figure 3: Thang. B. 2013. “Launceston 2013 Context” From Brownfields to Bike Field.

[ From Brownfields to Bikefields ]

Figure 4: Australian Bureau of Statistics, “Mode of Transport: Launceston”, viewed 13th June 2013 < http://www.censusdata.abs.gov.au/census_services/getproduct/census/2011/quickstat/ SSC60186?opendocument&navpos=220> Figure 5: Thang, B 2013. “Pie Chart: Modes of Transport” From Brownfields to Bike Field. Figure 6: Thang. B. 2013. “Brownfield zones” From Brownfields to Bike Field. Figure 7: www.allhomes.com.au, “Home Point Parade TAS 7250 Past Sales and Records”, viewed 13th June 2013 < http://www.allhomes.com.au/ah/tas/property-research/home-point-parade-launcestontas-7250/1950143312/sale-history> Figure 8: www.allhomes.com.au, “Boland Street TAS 7250 Past Sales and Records”, viewed 13th June 2013 < http://www.allhomes.com.au/ah/tas/property-research/boland-street-launceston-tas-7250/1918952712/ sale-history> Figure 9: www.allhomes.com.au, “Lindsay Street TAS 7248 Past Sales and Records”, viewed 13th June 2013 < http://www.allhomes.com.au/ah/tas/property-research/lindsay-street-invermay-tas-7248/1918906412/ sale-history> Figure 10: Thang. B. 2013. “Price per square metre” From Brownfields to Bike Field Figure 11: www.realestates.com.au, “Demand Ratio of Houses in Launceston”, viewed 13th June 2013 <http://www.rs.realestate.com.au/cgi-bin/rsearch?a=sp&s=tas&u=launceston> Figure 12: Thang. B. 2013. “Zone 1: Launceston Greenway Routes and Brownfield Redevelopment” From Brownfields to Bike Field. Figure 13: Thang. B. 2013. “Zone 2: Launceston Greenway Routes and Brownfield Redevelopment” From Brownfields to Bike Field. Figure 14: Thang. B. 2013. “Zone 3: Launceston Greenway Routes and Brownfield Redevelopment” From Brownfields to Bike Field. Figure 15: Thang. B. 2013. “Zone 4: Launceston Greenway Routes and Brownfield Redevelopment” From

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The “Great” Australian Vision ?

Peter Kempa

[ The â&#x20AC;&#x2DC;Greatâ&#x20AC;&#x2122; Australian Vision? ]

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Abstract The automobile has been the most dominant and the most preferred mode of transport in Australia since the end of WWII. Considered a luxurious necessity in response to transportation, governments, councils and the public have become firmly fixated on its importance to society. At the beginning of the 21st century it is difficult to imagine other methods of transportation like the bicycle, public transport and pedestrianisation becoming as dominant as the automobile. The bicycle is not having the impact within Australian regional cities as it is in countries like the Netherlands and Denmark, however parental nations like the United States of America have acknowledged the impact the bicycle can have on society, infrastructure and the environment. New York City is leading the revolution with strategic public reports, infrastructure changes and economic automobile infrastructure relief, however these benefits are not being acknowledged by Australian regional cities with politics and society failing to inherit these cultural changes as it has in the past.

With Australia wasting its opportunity to explore bicycle infrastructure, current communications methods like visionary documentation provide an opportunity to research international precedents, identify problems and strategise realistic directions for bicycle infrastructure to change transportation networks within Australian regional cities. Acknowledging that society and governments cannot change their mentality towards transportation immediately, this essay crossreferences significant cultural shifts since the end of WWII and visionary documentation strategies with the Netherlands, Denmark and the USA to identify how Australian regional cities can change their approach to problem identification, and strategise future transportation developments that are supporting bicycle infrastructure and cultures.

The “Great” Australian Vision? Since the conclusion of WWII, the automobile has been the dominant, and most desired mode of transport for the whole nation of Australia, making it is difficult to conceive of an alternative mode of transport. However since the turn of the millennium the environment, greenhouse gases (mainly CO2 emissions) and activity-related health benefits have become highly publicised by politicians, concerning governments and the media. With such a realisation, governments have failed to invest in these issues ignoring simple solutions like pedestrianisation, public transport and the bicycle. Urban sprawl is considered the leading issue that has minimised opportunities for a multi-transportation network, strengthening the position the automobile has on transportation networks and user mentality. Beyond Australia’s borders, nations like the Netherlands and Denmark have been internally focused on issues like ‘quality of life’, public transport,

pedestrianisation, alternate energy solutions and urban cycling visions and planning creating a catalyst for other nations to follow. New York City in particular is a recent example that has observed the infrastructure and ideology of these two countries, mimicking aspects within a structured redevelopment of transportation, cycling planning and energy within the city. By using the Netherlands, Denmark and New York City as key international precedents in public transport, pedestrianisation and urban cycle planning /development; this essay cross-references and explores history, ideology, culture and visionary documentation. The intention of this process is to create a research platform that identifies the problems with Australia’s transport network, and proposes strategies that could be applied to future developments and visionary documentation.

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[ The ‘Great’ Australian Vision? ]

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The Netherlands, Denmark + Copehagen Since 1865 the Netherlands and Denmark have had bicycle infrastructure as part of their transportation network, however it has not always been the dominant mode of transportation (Joyce J, 2013). The introduction of the automobile in the early 1900s was slow to progress due to WWI, the great depression and a lack of infrastructure. With the devastating effects of WWII, large parts of both nations were rebuilt prioritising the automobile and parking yards for temporary and long term vehicle storage. The average income rose 222% from 1948-1970 spiking the purchase of automobiles especially in the late 1950s (Davies, A, 2012). The impact of automobile insertion and infrastructure development led to mass public demonstrations and outrage across both countries as architecture and culture were being destroyed. Within the Netherlands, in 1971 3300 lives (400 children) were lost due to bicycle and car collisions. This added further outrage to the growing number of politically motivated protests involving culture, architecture,

automobiles, second wave feminism and racism (Davies and Larsen, 2012). In 1974 the ‘Opec Oil Crisis’ (OOC) hit the whole world. While it had different effects for different continents, both nations were hit extremely hard. The shortage of energy and the lack of fuel led to automobile highways being abandoned while many buildings were left powerless. The country was in crisis as the price of crude oil rose from $3 -$12 within three months (Zaleski, P, A, 1992). Due to the heavy pressures of public outrage and protests in the Netherlands, high volumes of deaths amongst children and people, and the crippling effects of the ‘OOC’, Prime Minister Joop den Uyl vowed to ensure that such events would never happen again, and that the ‘quality of life’ would have to be relinquished from the luxurious automobiles and energy supply while new transportation and energy methods would have to be explored (Davies and NNDB, 2012). This gave the bicycle a re-born life. Prime Minister Poul Hartling from

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Denmark followed in a similar vein, stating that Denmark would have to change its way of life (Davies, A, 2012). Although the numbers of bicycle and vehicle fatalities were less than the Netherlands, similar protests and the oil crisis affected the nation in the same way. The overall change in lifestyle was copied allowing policy changes to prioritise bicycle infrastructure and to promote bicycle riding. Such policies included ‘Car free Sundays’, public awareness marketing and extreme automobile and fuel taxes. Over the last 40 years Copenhagen (the capital city of Denmark) has been developing its bicycle network and culture across a densely populated low-rise city. With the physical construction of the infrastructure happening between the years 1980-2009, now 570km of bicycle infrastructure spans across Copenhagen. However between the years 1975-1992, there were issues which hindered the progression of Copenhagen’s bicycle culture. Air pollution, related health issues, and

head on bicycle and vehicle fatalities were still being encountered due to poor junction infrastructure and automobiles having priority over bicycles (Nelson, A, Valle, S, 2006). This again led to new policies being introduced to amend these issues, and now whilst most Danes do still own a car, the bicycle is the dominant mode of transport. These policy inclusions and revisions have promoted 99% of Danes to use the bicycle as a method of transportation throughout the city, not because it is beneficial for the environment, but because it is a cheap and quick solution to transport promoting an efficient and healthy lifestyle (Jensen, N, 2009). The average speed of the bicycle is 15km/h, while the automobile contrasts at 27km/h (Nelson, A, Valle, S, 2006). These figures do differentiate in peak hour traffic as priority is given to bicycle infrastructure forcing the automobile traffic to slow down.

[ The â&#x20AC;&#x2DC;Greatâ&#x20AC;&#x2122; Australian Vision? ]

The Netherlands

Denmark

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Protests:

- Architecture

- Automobiles

- Culture

- Racism

- Second Wave Feminism

- Second Wave Feminism 1971 - 3300 Vehicle + Bicycle Related Deaths - 400 Children

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By reducing the number of automobiles on the road, air pollution, including CO2 emissions levels, have reduced providing benefits for the public and the environment. Vehicle traffic congestion has also decreased while installation and maintenance costs of road infrastructure are lower due to the reduction of vehicle traffic. However the bicycle is not the only answer to traffic and environmental issues. Public transport methods including trams, trains, metro, subways and investment in pedestrianisation have had vast impacts on infrastructure and ‘quality of life’ (Sustania 2012). It took 40 years for Copenhagen, the rest of Denmark and the Netherlands to establish their bicycle networks and cultures, but now they are world leaders in alternate energy reliance and bicycle dominant multi-transport systems (Jensen, N, 2009). ‘Guide to Copenhagen 2025’ is a visionary document with the sub title “Sustania” created by the local government with an emphasis on producing an environmentally sustainable Copenhagen (Sustania 2012). Within the section dedicated

to bicycles, a narrative explaining the journey one can encounter by joining local commuters on their way to work in peak hour is documented as a thrill. “Practice a facial expression mixing lenience and slight annoyance for when people step in front of you on the bike lane without looking,” states the visionary document (Sustania 2012, pp 45). Life expectancy increase, quality of life, reduction of noise, traffic jams, costs and improved air quality are promoted as the potential benefits of riding a bicycle in Copenhagen in order to expand the percentage of bicycle trips made per year by 20% by the year 2025 (Sustania 2012). The narrative also emphasises making people happy, and improving the ‘quality of life’ of visitors and citizens, an aspect that Poul Hartling stated would be lost in reducing the reliance on luxuries in the mid 1970’s. Additions such as bicycle lanes, green zones, water orientation, socialisation and flexibility (being able to access a variety of retail opportunities and transport goods on a bicycle) are influences that can change lifestyles making people happier.

January

December

November

October

[ The ‘Great’ Australian Vision? ] 156

1973-1974 Opec Oil Crisis

$ 15

$ 12

Figure 1.

The United States of America + New York City Post WWII, the United States of America (USA) stabilised as a nation and endured a large period of economic growth due to internal economics and industrial development. World trade, the baby boom and the post war housing boom expanded the market while nuclear energy, aviation, electronics and automobile production became the four major leaders in industrial growth (Mintz and McNeil, 2013). The automobile was not just seen as a luxury; however it became the symbol of the ‘American dream’, a fashionable image for celebrity status, and spawned a popular society of vehicle racing triggered by formula one. The automobile was embedded in American culture, and while the 1960s brought mass demonstrations fuelled by the “Hippie movement” on drugs, racism, African American prejudice, violence, second wave feminism and the Vietnam War, no automobile related demonstrations were held on the impact the automobile was having on society (Mintz and McNeil, 2013). While New York suffered the effect of the ‘OOC’, it remained a functional

city expanding in economical and populated growth. This was due to its commitment to nuclear energy, coal, independent oil refineries and the overall wealth of the nation. In 1978 Mayor Lewis Mumford travelled to China and immediately fell in love with their use of the bicycle. Mumford believed this could be the solution to traffic congestion within New York, and hence in 1979 had bicycle lanes installed throughout parks and along roads within the city (Millard, B, 2011). “Forget the damned motor car and build cities for lovers and friends,” argued Mumford (Millard, B, 2011, p30). However, local motorists were not educated in the bicycle system, commonly ignoring their purpose, while pedestrians used them as an alternative method of getting from A-B. This led to many accidents and deaths occurring on the new infrastructure. Within 6 months of high media coverage, public and political pressure influenced Mumford to retract his initiative and within 2 years all bicycle paths were laid over by

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[ The ‘Great’ Australian Vision? ]

park land or roads in their appropriate habitat (Shaer, M, 2011). In 2006, with the reality that New York would be populated with 9.1 million people (3 million more than the current over populated and congested city), Commissioner Janette Sadik-Khan of the Department of Transport (DOT) initiated the introduction of a bicycle network similar to Copenhagen’s. This has led to 644km of bicycle lanes being laid within city parks and along roads allowing bicycle culture to develop (Shaer, M, 2011). This situation has led to constant pressure from opposing political parties, media and a stubborn demographic of the community very set in the luxury of the automobile. However, the DOT has been strong and stuck by their investments expanding the networks, providing temporary storage facilities and analysing junctions to increase the amount of options and safety for bicycle riders (Shaer, M, 2011). While New York has been investing in bicycle infrastructure, the city is also intent on improving the public transport network including barge,

metro, train, plane, bus, and subway systems. Pedestrianisation is also becoming a major factor; Times Square has now been transferred into a large pedestrian orientated development, leading to the square becoming one of the top ten retail destinations in the world (Millard, B, 2011). The New York City local government identified current and possible future key issues. These were addressed in a document titled the ‘plaNYC 2030’ (STUDIOS 2011). This document is divided into sections addressing water, energy, air, climate, parks, housing and transportation. Produced in 2007 as a visionary document of the future, already a second addition in April 2011 has been released demonstrating how immediate structured development is to be seen within New York by December 31st 2013 in all categories. This structured development consists of 20 pages at the end of the visionary document and are mandatory law; hence unless unforeseeable catastrophic events intervene; they shall all be completed by 1st January 2014 (STUDIOS 2011).

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Figure 2

Protests: - African American Prejudice

Figure 3

- Drugs - â&#x20AC;&#x153;Hippie Movementâ&#x20AC;? - Second Wave Feminism - The Vietnam War - Violence Figure 4

[ The ‘Great’ Australian Vision? ]

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In terms of transportation, the ‘plaNYC’ emphasises the expansion of the current public transport system, improving pedestrianisation in dense urban and regional areas, further expanding and improving the quality of bicycle infrastructure, and initiatives to convince people that bicycles are a quick, easy, healthy and cheap alternative to transport that reduces vehicle congestion (STUDIOS 2011). While learning many lessons in bicycle infrastructure from cities like Copenhagen, the DOT has realised that roads would have to be divided into sections, some prioritising cars and vehicle parking, while the rest would prioritise bicycles and temporary storage for them (Millard, B, 2011). This was because unlike Denmark and the Netherlands in the 1950s, the adaptive reuse of building space to provide zones for bicycle infrastructure is not an option due to expense and issues surrounding high-rise destruction (removing buildings to provide space for bicycle infrastructure). While the conversion of city streets and installation of bicycle infrastructure has cost $11 million over a four year period from 2007-2011, $1.5 billion is

spent annually repairing city streets damaged by trucks and automobiles (Shaer, M, 2011). Therefore the further introduction of bicycle lanes into roads not only provides opportunities for bicycle riders to travel the city, it is about saving money, improving air quality and reducing greenhouse gases. These aspects along with the expanded initiatives of pedestrianisation and public transport improve ‘quality of life’ for citizens and visitors to the city.

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Air Quality

Climate Change

Energy

Housing + Neighbour-

Parks + Public Space

Waterways + Supply Figure 5.

Transportation

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Australia and Launceston

[ The ‘Great’ Australian Vision? ]

Colonised in 1788 and constituted in 1901 as an independent nation and part of the Commonwealth, Australia is a very young nation. Dominated by influence from the United Kingdom and the United States of America, Australia has inherited politics, architecture, culture, technologies and transportation infrastructure ideologies from their parental nations. By the end of WWII, unlike Denmark and the Netherlands who were severely damaged by warfare, Darwin was the only capital city within the nation which suffered the destruction of the war. As the war concluded however, the notion of ‘The American Dream’ was adopted by Australia titled ‘The Great Australian Dream’, with the belief that if you owned a house, this would lead to improved ‘quality of life’ (Moran, A, 2006). With the image of the ‘Great Australian Dream’, urban sprawl became the norm with suburbanisation spreading out across the Nation with the automobile being the dominant mode of transportation. Mass transit solutions, like trams and trains, only

existed within densely populated areas while the bus became the only means of public transport within regional cities (Moran, A, (2006). In the 1970’s some similarities can be drawn between Australia and the Netherlands. Both were growing countries, Australia has a population of 12.8 million, while the Netherlands had 13 million. The Netherlands sustained 3300 bicycle + road fatalities while Australia suffered 3590 road fatalities, this figure was largely dominated by vehicle user deaths, not deaths caused by vehicle + bicycle or pedestrian death (Davies, A, 2012). These statistics led to civil riots and protests due to the amount of road fatality deaths while other nationwide mass demonstrations consisted of Second Wave Feminism, Aboriginal Treatment and Australia’s involvement in the Vietnam War. The vehicledeath related riots however led to an examination of safety within the automobile industry, not a review of how the automobile impacted transportation, city typologies and life. Safety restrictions and policies were

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introduced for vehicles, the roads and the people who drove them. These initiatives led to Victoria being one of the first jurisdictions to introduce a policy making the ‘seat belt’ mandatory in all cars and to be worn by all drivers and passengers (DIT, 2013)

volunteers and council representatives interested in improving ‘quality of life’ within the city and documenting it. Initiatives include: reduce traffic congestion, improving green spaces, river orientation, air quality, infrastructure, and respecting the environment (Council, L, C, 2006).

When the ‘OOC’ hit Australia in 1974, the Bass Strait oil refinery helped subsidise the production of crude oil across Australia, while hydro and coal were major contributors to energy sources across the country, therefore the effect of the crisis was shielded (Davies, A, 2012). Australia’s visionary documents are driven by a quest to improve ‘quality of life’ amongst its citizens. This theme is visioned by both regional and urban cities.

The concluding statements of the ‘Launceston 2020 Vision’ suggest that the solution to many of the issues discussed within the visionary document is community awareness and involvement. The emphasis to walk to work or use public transport is specified as well as communications with neighbours, becoming involved in committees, developing new skills through education, carpooling and utilising energy efficient design etc (Council, L, C, 2006).

The City of Launceston is a typical regional city within Australia. With a greater spread population of 100,000 it comprises a central CBD surrounded by suburbs dominated by roads and automobiles (Council, L, C, 2006). The ‘Launceston 2020 Vision’ was designed in 2006 by a group of local

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Australia

Parental Nations United States of America

[ The â&#x20AC;&#x2DC;Greatâ&#x20AC;&#x2122; Australian Vision? ]

England

Protests: - Aboriginal Treatment - Automobiles: Safety - Racism - Second Wave Feminism - Vietnam War

Influences: - Archtecture - Culture - Politics - Technologies - Transportation

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Cross-Anaylsis By combining Post WWII history of the Netherlands, Denmark, the USA and Australia significant points in history can be identified which have affected individual or all nations. Trends can also be cross-analysed with alternate nations discovering why some might have invested in environmentally conscious infrastructure while others did not. While the ‘OOC’ of 1974 was the breaking point for the Netherlands and Denmark, the USA and Australia were not as heavily affected. Focusing on Australia, while alternate energy resources and the Bass Strait Oil Refinery held the economy together, geographical isolation from the rest of the world appears to have shielded the nation from major issues which have arisen over the last century. While the Australian army battled in the northern pacific in WWII, very little damage happened on Australian soil meaning that excluding Darwin, cities did not need to be rebuilt. The ‘OOC’ was a difficult period for Australia however the economy and luxurious

lifestyles survived. The most current dominant worldwide issue in the Global Financial Crisis (GFC) has had very little impact within Australia compared to Europe and the USA. Inevitably it appears that no matter what the crisis happening in distant parts of the world, Australia will always be shielded from the worst of the effects because of its distant location in the Pacific Ocean. Another aspect that can be taken from Figure 1 is the similarity in issues surrounding the USA and Australia. Because of its youth as an independent nation, Australia quickly adopted habits and ideologies from the USA and the UK. While this was beneficial for the country’s economic growth, it has meant that within politics, governments and councils, Australia lacks the vision to invest in its own creative ideas, instead waiting for its parent nations to test new technologies and initiatives before they are inherited and or investigated and developed.

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The impact of second wave feminism was a key issue of public debate within all the acknowledged nations; however its impact within the Netherlands and Denmark was the most commanding. Females were the majority of the citizens protesting about culture, the impact of the automobile against architecture, bicycles and child related deaths. Since these demonstrations, while the rest of the world has experienced third and fourth wave feminism, Denmark and the Netherlands are still benefiting from the impact second wave feminism had on their society. Without the strength of women in these nations, Denmark and the Netherlands would most probably be in a similar situation as the USA and Australia, which is a fear to commit to new initiatives and cultural ideology. Therefore the impact of women, mass public demonstrations, vehicle related death and a lack of protection from an energy crisis combined to form a

creative and explorative ideology supporting alternate means of energy, pedestrainisation, public transport and bicycle network infrastructure. Because of such cultural differences and the strong relationship Australia has with the UK and the USA, it is extremely unlikely that Australia would break away from the Commonwealth and stop inheriting cultural values from the UK and the USA. However waiting for the USA and UK to adapt, invest and explore bicycle infrastructure, alternate energy and environmental sustainability before it can be inherited by Australia is a mistake the nation cannot continue to pursue. As an isolated country from damaging world issues and a relatively robust economy, Australia has a fantastic opportunity to break away from the normative values of its predecessors and research, explore and invest in alternate transportation, energy sources and environmental values.

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The ‘Great Australian Dream’ led to Australia’s Urban

Figure 6

Emphasis: - Air Quality - Environment - Green Spaces - Infrastructure - River Orientation - Traffic Congestion Figure 7

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[ The ‘Great’ Australian Vision? ]

Launceston – Not another “2020” vision As a medium scale regional city within Australia, Launceston is in a commanding position to break away from the strong normative mentality and research other alternative transportation infrastructure. The ‘Launceston 2020 Vision’ and other regional city visionary documents are undervalued cogs which could be a definitive starting point in changing transportation infrastructure and introducing environmentally and economically conscious bicycle networks. The major issue with the ‘Launceston 2020 Vision’ and other regional city visions within Australia is that they are very good at stating internal problems, however very poor at investigating why these issues have occurred, and then progressively the best way to address. In comparison to the city visionary documents of Copenhagen and New York there are vast differences in the structure of the ‘Launceston 2020 Vision’. A ‘Guide to Copenhagen 2025’ is a visionary narrative of the future. As the structural framework

of documentation and infrastructure were explored and invested in forty years ago, Copenhagen no longer needs strong documentation directing radical changes for the future to strengthen their communities and infrastructure. However, the information within the document has been heavily researched within their respective fields; with architecture relating to most of the sub-headings within the document including people and culture, history, transportation, economy, environment and architecture. The objective ideology behind architectural strategies appears to have a constant presence directing the best pathways for Copenhagen to invest. Therefore while the aspiration of becoming a worldwide catalyst in alternate transportation infrastructure and environmental sustainable sources is a concept far too advanced for Australian city visionary documents, the process of creating a visionary document as a research based user observed narrative is an element that Launceston and other regional cities could adapt. This could be a useful

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Denmark + The Netherlands

USA - New York

Australia

WWII

Post War Reconstruction

Post War Expansion

Automobile Impact

Mass Public Demonstrations (1950’s - 1980’s) Automobile Culture Racism Second Wave Feminism

Bicycle + Vehicle Related Deaths (1960’s - 1970’s) High Volumes Adult High Volumes Children

Opec Oil Crisis (1973-1974)

Automobile Impact Economy Industry Real Estate ‘The American Dream’

Automobile Impact Baby Boom Manufactoring ‘The Great Australian Dream’ Urban Sprawl

Mass Public Demonstrations (1960’s - 1970’s)

Opec Oil Crisis (1973-1974)

African American Prejudice Drugs Second Wave Feminism Vietnam War

Aboriginal Prejudice Automobile Safety Second Wave Feminism Vietnam War

Energy Shortage

Congestion + Population Risk (2006)

Safety Regulations (1970’s)

Breaking Point

Present

Solution

Issues

Bicycle Infrastructure + Awareness

Vehicle Congestion

Public Transport Alternatives

Lack of Investment

Pedestrianisation

Governments, Councils, Society

Energy Shortage

Breaking Point Solution

Bicycle Infrastructure + Awareness

Future Related Research Populated Crisis

Penalties Seat Belts

[ The ‘Great’ Australian Vision? ]

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tool in creating user-friendly visionary documents that the community can understand and relate to, helping the user to see the vision of the future, while also stating government initiatives which are going to help such a vision be achieved. Correspondence with local architects and other field related industries to objectively strategise and create reasonable futuristic visions strengthens the ideas within the document.

‘plaNYC’ is a visionary document, it is also an influential document for the local councils and governments from where transportation planning schemes are developed. While industry related sources are not referenced, the depth in research and identified problem solutions demonstrate an amount of knowledge that could only have been explored with the collaboration of field related professionals.

The structure of the ‘plaNYC 2030’ is a refreshing document with which to contrast the ‘Launceston 2020 Vision’. New York City authority bodies have identified key issues and conducted a wide variety of research. Precedents were explored across the globe to find solutions to their issues, while a well-structured document was drawn up showing short and long term future radical development, with the shortterm solutions being mandatory. Continually updating the document on a tri-yearly basis allows experience to be gained from short-term mandatory investment influencing the design of new proposed systems to be installed by 2030. Therefore although the

The ‘plaNYC 2030’s’ approach of problem identification, research, precedent analysis / critique, mandatory short-term investment, long-term investment, tri-yearly updated editions and industry related collaboration is a valuable strategy which Launceston and other regional Australian cities can harness when developing future visionary documents. A strategy missing from the ‘plaNYC’ however are simple or detailed diagrams demonstrating how new transportation infrastructure should be used. In regards to bicycle infrastructure, such a tool would be a beneficial strategy of communication

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describing to the public how bicycle lanes, bike boxes, bicycle sharing and other initiatives work for bicycle users, pedestrians and automobile users. By being able to visually understand how new transportation infrastructure works could reduce the amount of issues experienced by users, while also avoiding public outrage experienced in the late 1970â&#x20AC;&#x2122;s and 2006 â&#x20AC;&#x201C; 2012.

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Figure 8

Figure 9

Driving aspects for future regional city visionary documents:

- Collaboration of Professionals

- Narrative, User-Friendly

- Precedents + Research

- Objective Visionary Documents

- Updated plaNYC Documents with mandatory developments

- Research into Visionary Direction

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Problem Identification and Structured Documentation Within this essay, the transportation infrastructure within Australian regional cities is identified as a problem, the effects of urban sprawl have emphasised the automobile as the dominant and preferred mode of transport. By looking internally within Australia’s history, by comparing it to other nations like Denmark and the USA, cultural ideology can be challenged identifying fundamental flaws that would not normally be identified as an issue. Whether the subject is the economy, education, communications etc, this method can be related to any industry to identify issues. With the background of cultural methodology understood, it becomes easier to address issues like transportation from a different perspective. This essay states that it is an unrealistic solution to wait for parent nations like the USA and the UK to progress in transportation and environmental methodologies before Australia can inherit them. Waiting for a ‘breaking

point’ in regards to energy, politics, finance and other crippling worldrelated issues is a problematic approach to change. Australia’s geographical isolation within the pacific from major European and American nations has left it shielded from its dire circumstances. The change for the regional cities of Australia must come from internal councils and governments, in particular the development process behind structured documentation. This article cross-analyses the ‘Launceston 2020 Vision’ with other visionary documents from similar and different cultures relevant to the topic of transportation infrastructure as a research method to identify how regional city visionary documentation can be further developed. This essay has also acknowledged that Australian regional city documents should be a collaborative industry approach to identifying problems and providing solutions. With an objective approach to understanding and providing solutions to issues, collaboration with local architectural

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[ The ‘Great’ Australian Vision? ]

firms within Launceston and other regional Australian cities to understand not just architecture, but a greater variety of overlapping industries could be approached when creating future visions. In addition, by presenting visionary documents with more development influence like the ‘plaNYC 2030’, visionary documents are not just community awareness tools for communication, however a structured progress development document for councils and governments to respect and use. Therefore visionary documentation becomes the spine of planning schemes and initiatives, especially if tri-yearly updated editions and short-term mandatory initiatives are developed. While the structure of visionary documentation should provide research (including precedents from foreign cities), progress development and investment around short-term and long-term strategies, this essay supports the theory theory that visionary documentation can accommodate all these aspects while being being

produced as a visually engaging narrative. This ensures that visionary documents are user-friendly documents that the public can comprehend, being educated about changes within a city, political awareness initiatives (like Copenhagen’s ‘Car Free Sunday’ scheme), and why proposed changes benefit the community and individual ‘quality of life’. Although the bicycle is not the only solution to Australia’s transportation networks, its dominance within densely populated low-rise nations like the Netherlands and Denmark have proven their credibility and would be a valuable tool in networking Australian regional cities. Isolated bicycle infrastructure upon city roads reduces maintenance costs of road infrastructure, reduces greenhouse gases, reduces noise pollution, reduces congestion and promotes a healthier lifestyle for local Australians with the possibility of a lengthened life expectancy. If bicycle infrastructure were introduced, as cities like New York have proven, the finances

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Problem Idenfication: Research Platfrom - Collaboration with field related consultants - Investigation of other nations (precedent critical analysis) - Understanding the issue (seeing past the obvious)

Visionary Documentation

- Narrative (User Friendly) - Precedent Research - Tri-Yearly Updates * Objective Outcomes

2016 Update

Councils, Governments 2018 Update

Locals Field Related consultants

Understanding the Issue

2020 Goal Completed Objective Outcomes

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[ The â&#x20AC;&#x2DC;Greatâ&#x20AC;&#x2122; Australian Vision? ]

dedicated to mass road repair throughout regional cities would be reduced, meaning saved funding within transportation could be invested into pedestrianisation and public transport alternatives. Although urban sprawl is currently blamed for a lack of public transit networks and alternate transportation solutions within regional cities and towns of Australia, it appears to be only part of the issue causing the automobile to be the dominant and preferred mode of transport within Australia. The cultural mentality of councils, governments and politicians are blind sighted to the alternate transportation network possibilities within the country. However, if Australian regional cities like Launceston acknowledge their significance at being part of a geographically isolated nation from devastating global issues, with support from the commonwealth, regional cities could begin investing in issues like transportation networking and explore their potential. By adopting a platform based precedent research, problem identification and structured visionary documentation, councils

and governments would have a structured, documented and stable direction to develop transportation networking into a user-friendly system designed for what people need, instead of what they desire.

References Brewer, GA 2011. “Columbus Avenue Redesign Survey, New York City Council”, New York, pp. 1-17, viewed May 2013, <http://www.council.nyc.gov/d6/docs/Press%20Releases/2011%20Releases/CM%20 BREWER%20COLUMBUS%20AVENUE%20REDESIGN%20SURVEY%20OCT%202011.pdf> Chen, LC, 2012. Evaluating the Safety Effects of Bicycle Lanes in New York City, American Journal of Public Health, vol 102, no. 6, pp. 1120-1127. Launceston City Council 2006. “Launceston 2020 Vision, Launceston City Council”, Launceston, vol. 1, pp. 1-15, viewed April, May 2013, <http://www.launceston.tas.gov.au/upfiles/lcc/cont/_council/community_ engagement/strategies_plans_and_reports/vision2020.pdf>. Davies, A 2012. “How come the Dutch got cycle paths and not us? Crikey”, viewed May 2013, < http:// blogs.crikey.com.au/theurbanist/2012/05/07/how-come-the-dutch-got-cycle-paths-and-we-didnt/>. Department of Infrastructure and Transport[DIT] 2013. “Importing vehicles into Australia, Australian Government”, viewed May 2013, < http://www.infrastructure.gov.au/vehicles/imports/>. Egan, S 1999. Copenhagen: The beauty of the bike odyssey, Europe, vol. 384, pp. 45. Jensen, N 2009. “Cycling’s high return on investment in Copenhagen, Copenhagen Together, City of Copenhagen”, viewed May 2013, < http://www.gmfus.org/galleries/cdp-tcn/Jensen__Cyclings_High_ Return_on_Investment.pdf>. Jensen, N 2009. “How Copenhagen became a cycling city, Copenhagen Together”, City of Copenhagen, viewed May 2013, < http://www.gmfus.org/galleries/cdp-tcn/Jensen__How_Copenhagen_ Became_a_Cycling_City.pdf>. Joyce, J, Knowles, E, Simons, N, Sims, C, Weston, P, (2013) “How and why cycling started, Engineering Timelines”, viewed 6th June 2013, < http://www.engineering-timelines.com/why/lowCarbonCopenhagen/ copenhagenCycling_02.asp>. Larsen, J 2012. “The women’s movement in Denmark. KVINFO”, viewed May 2013, < http://www.kvinfo.dk/ side/680/article/3/>. Millard, B 2011. Complete Streets: if only Mumford had lived to see this, Oculus, vol. 73, no. 4, pp. 30-33. Mintz, S, McNeil, S 2013. “Digital History”, Viewed May 2013, < http://www.digitalhistory.uh.edu>. Moran, A 2006. Losing the Great Australian Dream, Institute of Public Affairs, ACT, Australia, pp. 6-19. Nelson, A, Valle, S 2006. “Liveable Copenhagen: The Design of a Bicycle City”, University of Washington, Seattle, viewed May 2013, < http://greenfutures.washington.edu/pdf/Livable_Copenhagen_reduced. pdf>.

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NNDB 2012. “Joop Den Uyl, Soylent Communications”, viewed 10th June 2013, < http://www.nndb.com/ people/091/000164596/>. Shaer, M 2011. “Not Quite Copenhagen, New York”. New York Media, New York City, viewed April, May 2013, <http://search.proquest.com.ezproxy.utas.edu.au/docview/858798047?accountid=14245>. Sustania, 2012. Guide to Copenhagen 2025: Sustania, Sustania, Green Growth Leaders, Copenhagen, Denmark. STUDIOS 2011. “plaNYC: A greener, greater New York, The City of New York”, New York, vol. 2, no. 1, pp. 1-2, 86-100, 178-201, viewed April, May 2013, <http://nytelecom.vo.llnwd.net/o15/agencies/planyc2030/ pdf/planyc_2011_planyc_full_report.pdf>

[ The ‘Great’ Australian Vision? ]

Zaleski, PA 1992. Industry concentration and the transmission of cost-push inflation: Evidence from the 1974 OPEC oil crisis, Journal of Economics and Business, vol. 44, no. 2, pp. 135-141.

Images Figure 1 & 9 : Sustania, 2012. Guide to Copenhagen 2025: Sustania, Sustania, Green Growth Leaders, Copenhagen, Denmark. Figure 2: Ehrlich, J 2012. Classic Celebrity Car Coolness: James Dean, 1955 Porsche 365 Super Speedster, Jakes Car World, viewed 8th August 2013, <http://jakescarworld.blogspot.com.au/2012/11/james-dean. html> Figure 3: Soard, L 2013. How to run a Drive-In Theater, Chron, Demand Media, viewed 8th August 2013, <http://smallbusiness.chron.com/run-drivein-theater-22182.html>. Figure 4: Craven, J 2013. Cape Cod House Plans for 1950s America, About.com, viewed 8th August 2013, <http://architecture.about.com/od/buildingplans/ss/Mid-20th-Century-Cape-Cod-House-Plans.htm>. Figure 5 & 8: STUDIOS 2011. plaNYC: A greener, greater New York, The City of New York, New York, vol. 2, no. 1, pp. 1-2, 86-100, 178-201, viewed April, May 2013, <http://nytelecom.vo.llnwd.net/o15/agencies/ planyc2030/pdf/planyc_2011_planyc_full_report.pdf> Figure 6: Dac & Cities 2012. Perth: Beating Urban Sprawl, Dac & Cities, viewed 8th August 2013, <http:// www.dac.dk/en/dac-cities/sustainable-cities-2/all-cases/transport/perth-beating-urban-sprawl/>. Figure 7: Launceston City Council 2006. “Launceston 2020 Vision, Launceston City Council”, Launceston, vol. 1, pp. 1-15, viewed April, May 2013, <http://www.launceston.tas.gov.au/upfiles/lcc/cont/_council/ community_engagement/strategies_plans_and_reports/vision2020.pdf>.

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*All unlabelled diagrams in â&#x20AC;&#x2DC;The Great Australian Vision?â&#x20AC;&#x2122; report belongs to Peter Kempa unless otherwise stated.

Report 4 END

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Cultural Diversity

Jacqueline Tay

[ Cultural Diversity ]

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Introduction Prior research establishes a link between cultural background and cycling participation in Australia (Law, 2011). It claims that individuals from different cultural and linguistic backgrounds are more likely to change their bicycle riding behaviour after settling in Australia due to various reasons. For example, the participation rate in cycling among Vietnamese groups is found to have significantly decreased after arriving in Australia due to the longer distance of travel from point a to point b , where everything is so far apart in comparison to their home country (Law, 2011). The majority of Japanese and Sri Lankan people also mention that the lack of availability of wider bike paths as well as a clear separation between bike paths and roads in Australia have contributed to their lower rate of participation in cycling than before settling in Australia (Ibid.). Other factors that result in the changing attitudes and cycling participations among culturally diverse individuals in Australia might include changing perception of safety, social status, practicality of cycling, local climate, length of residency, bike affordability

and so on. Therefore, the objective of this research is to provide relevant bodies with a clear assessment of the nature of existing cycling participation in Launceston, among UTAS international students, the reasons for non-participation and how these could be overcome. In summary, the aims are to: 1. investigate the attitudes, values, beliefs and experiences that form cultural barriers 2. identify recommendations to increase cycling among UTAS international students The chapter first provides an overview of cycling participation in Tasmania, particularly among international students. It then focuses on cycling participation among international students at UTAS and concludes by presenting few recommendations to encourage cycling culture among UTAS students.

Background - literature/examples/method More and more Australians are engaging in cycling , whether as a form of transport, as a way to stay healthy and fit and/or as a form of sport recreation, with over 18% of Australians now riding their bicycle in a typical week. (National Cycling Participation Survey, 2011). Although there has been a significant growth in the number of cyclists in Australia over the past decade, the cycling participation rate in Tasmania is still considerably low in comparison to other Australian states such as the Northern Territory, Australian Capital Territory and Western Australia. Around 19% of Tasmanian residents ride in a typical week, in which 36% of them are children aged under 10 , followed by to 39% of children aged 1017, decreasing to 17% of adults aged 18-39 and lastly only 8% of adults aged 40 and over.(the Summary Sheet of National Cycling Participation Survey, 2011). Figure 1 shows that as many as 78% of Tasmanian residents ride their bicycle as a form of recreation in a typical week, which is significantly higher than the national average. One the contrary, only 6% of Tasmanian population ride their bicycle to

educational institutions in a typical week, which is relatively low as compared to other states found in Australia. Based on such statistics, I strongly believe that cycling has the potential to grow even further in Tasmania, particularly in terms of cycling as a form of transport to schools or tertiary institutions.

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Figure 2 : UTAS Students Mode of Transport to University campuses (results from TUU)

71%

78%

100

carpool = 62

cycling = 73

10%

17%

18%

bus = 187

n an vis d/ itin or g re frie la n tiv ds es

tio

% proportion who rode in last 7 days 20

walking = 324

private vehicle = 357

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Tasmania Australia

Figure 1 : Purpose for cycling travel by Tasmanian residents who rode in the past 7 days.

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Other than that, the Tasmanian University Union (TUU) has conducted an online survey between the 3rd of May and 29th of December 2012 on their website, in order to identify the different modes of transportation that students normally use to travel to university (based on all UTAS campuses). The poll results as shown in Figure 2 demonstrate that a total number of 1003 UTAS students took part in this survey, in which 357 of students drive their own vehicles , 324 students walk, 187 students travel by bus, 73 students cycle and 62 students carpool. Although the result does not identify the nation/ cultural background of students who participated in this survey, it clearly shows a relatively small population of UTAS students choosing cycling as their preferred travel mode to university. Recent research has shown the health, financial, environmental and psychological benefits that are gained from participating in cycling. Little research has been conducted on cycling participation among students, particularly international students, who come from different cultural backgrounds. By examining the

factors that contribute to existing low cycling participation rates amongst UTAS international students and exploring a range of strategies that can be implemented within Launceston more international students may be encourage to engage in cycling.

[ Cultural Diversity ]

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Method + Context The research on the impact of diverse cultural backgrounds towards cycling participation rates among UTAS international students was guided by a mixed methodological approach. This includes using direct observation , bike counts and informal peer interviewing sessions. In terms of the direct observational method, it was mainly used to collect a rough estimate of the number of UTAS international students who cycle to and from campuses, identifying the number of male and female cyclists and observing their cycling behaviours. In terms of bike counts, it is mainly used to get an exact number of international and local students who cycle to Inveresk campus , as well as giving a rough comparison between the numbers of cars and bicycles parked at the campus. The informal peer interviewing sessions, more mainly used to identify studentsâ&#x20AC;&#x2122; chosen mode of travel to university and information about participantâ&#x20AC;&#x2122;s perceptions of cycling, safety, religious, cultural, social, personal concerns as well as a comparison to their home country in terms of barriers that involving with cycling.

University of Tasmania (UTAS) has three main geographical locations : Hobart, Launceston and Cradle Coast. As this conducted research is mainly based in Launceston, direct observations and informal interviews focused on students who are currently studying at UTAS in Launceston , particularly focusing on students from the School of Architecture and Design at Inveresk. In general , the total student population of UTAS university is approximately over 26,000 and approximately 3000 international students are currently studying on campus (About UTAS, 2013). The main Launceston UTAS campus is located in the suburb of Newnham, where the majority of faculties, library, student facilities and the Australian Maritime College are located. The Academy of the Arts and the School of Architecture & Design are located at the Inveresk campus.Around 30% of the total student population at School of Architecture and Design is made up of international students (UTAS School of Architecture and Design 2012). Despite that, there is only a small population of international students who cycle to university, particularly

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to the Inveresk campus. Thus, the following report will clearly outline the findings collected from each research method and from there, will propose measures to encourage more international students to ride their bicycle to both Newnham and Inveresk campuses.

Figure 3 : UTAS Hobart Campus, at Sandy Bay

Figure 4: UTAS Launceston campus, at Inveresk

Figure 5 : UTAS Cradle Coast campus

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Research Findings

[ Cultural Diversity ]

Direct Observation In order to have a rough estimate on the participation rate in cycling among UTAS international students, as well as their cycling behaviours, a week of direct observation was carried out from 24th to 31st of May 2013 between 4pm to 6pm, as many of students finish their classes around that period. Throughout the week, I located myself at different points along the Mowbray road, as it is considered one of the primary routes that students cycle along, in order for them to get to nearby supermarkets, to Inveresk campus , to Mowbray or Invermay residential precincts. Based on the findings through a weekâ&#x20AC;&#x2122;s observations, an average of 15 students cycled along the route, 11 of them were male cyclists and 4 of them were female cyclists. Out of the 15 cyclists, five of them were international students ( 3male, 2 female cyclists). In other words, the findings demonstrate the proportional representation of international students at UTAS.

Possible reasons for the small numbers may include the rainy and cold weather during that week; the chances of students using other cycling routes apart from Mowbray route; and the increasing darkness at the time that the research was carried out due to the onset of winter. Although the very small number of collected data does not allow us to draw any conclusion from it, it demonstrates the low cycling participation rates among UTAS students.

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Bike Counts In order to investigate whether or not the diversity of cultural backgrounds among UTAS international students could impact on their selection of modes of transport to university, bike counts were conducted at Inveresk campus on the 21st and 24th of May 2013 between the hours of 8am and 12pm. The reason for choosing Tuesday and Friday to carry out bike counts is based on the school timetable, as more morning classes are held on both days. On both days, I located myself at the main entrance of the School of Architecture and Design, to ensure easier counting on the number of car vehicles and bikes. Based on the first day results, there were approximately 83 car vehicles at the schoolâ&#x20AC;&#x2122;s car park; and approximately 42 bikes were parked at both inside and outside bike parking areas. Out of the total number of cyclists on that day, only 17 were international students. Based on the first day results, there were approximately 83 car vehicles

at the schoolâ&#x20AC;&#x2122;s car park; and approximately 42 bikes were parked at both inside and outside bike parking areas. Out of the total number of cyclists on that day, only 17 were international students. Based on the second day results, there were approximately 89 car vehicles at the schoolâ&#x20AC;&#x2122;s car park; and approximately 39 bikes were parked at both inside and outside bike parking areas. Out of the total number of cyclists on that day, only 12 were international students. In summary, based on findings and observations on both days, it has clearly shown that : 1. relatively low number of students use cycling as a mode of transport to school in comparison to other modes such as by bus, driving their own car vehicle, on foot and carpool; therefore, there is a great potential in increasing number of students to cycling through reasonably strategies.

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2. the percentage of international students who cycle to school is representative; however, the overall cycling participation rates based on both days observations is still considerably lower than other universities within Australia 3. cars become the dominant mode of transportation at UTAS Inveresk campus;

[ Cultural Diversity ]

4. the majority of international student cyclists were male cyclists; 5. the majority of student cyclists prefer to park their bike in the indoor ground floor studioâ&#x20AC;&#x2122;s parking area rather than at the outdoor bike racks

The findings do not clearly identify the possible reasons contributing to low cycling participation rates among international students. A clearer understanding of those factors will only be achieved through the next research method : informal peer interviews.

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Informal Peer Interviews Due to the lack of former research in understanding the possible relation between cultural differences and cycling attitudes, in this research method, I intend to understand more about the diversity of cultural backgrounds among UTAS international students and how these have impacted on their perceptions towards cycling within Launceston, especially in terms of cycling to university campuses. A total number of five informal peer interview sessions were conducted between 26th of April and 10th of May 2013. There was a total number of 20 volunteer respondents, of which 12 are currently studying at the Inveresk Campus and 8 of them are based at the Newnham campus. The respondents involved 13 female and 7 male international students, aged between 22 and 30 years. In order to achieve a broader understanding on international studentsâ&#x20AC;&#x2122; cycling perceptions, informal interviews were done with students who come from different countries, : 10 from Malaysia, 3 from Japan, 3 from Vietnam, 2 from Mainland China

and 2 from Hong Kong. Based on the findings, a total number of 16 international students mentioned that the lack of segregated and safe bike infrastructure is the main factor preventing them from further engaging in cycling. This has become evident when students from Japan and China revealed that they had only cycled not more than three times since they arrived Launceston, whereas back in their home countries, they are active cyclists. Next, a total number of 15 students mentioned that safety issues have restrained them from cycling within Launceston surroundings, to and from campuses , especially during night time. Out of the 15 students, 12 of them revealed that they had encountered some sort of racially based verbal and physical assault when they tried to walk and cycle along the road. They mentioned that such bad personal experience causes them to not engage in cycling anymore, unless there are further actions taken to

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[ Cultural Diversity ]

improve the safety of the surroundings, particularly the route from Newnham to Inveresk campus. A total of 13 students pointed out their concern towards the affordability in purchasing a good quality bike and bike maintenance fees in Australia. Students from China, Vietnam and Japan claimed that cheap bikes and affordable bike maintenance stops along cycling routes are readily available for bike users in their home countries. They also mentioned that it is more worthwhile purchasing a car vehicle, sharing costs for carpooling or using public transportation rather than purchasing a bike in Launceston. Other than these three main factors, students also mentioned some other factors that are preventing them from actively participating in cycling. Such factors include : 1. local weather: approximately 12 students claimed that they are aware of the cold , rainy and windy weather in Launceston, especially during winter months. They would rather choose other modes of

transportation to school if given a chance; 2. lack of bike facilities: around 14 students mentioned that the lack of secure bike parking areas, preferably indoor bike parking areas, changing rooms for cyclist at university and resting points along cycling route; has become another factor that prevents them from cycling. Also, a few students pointed out that due to their poor fitness levels, they find it quite difficult to cycle along the routes without stopping and resting; therefore, they mentioned bike resting hubs at interval distances may benefit certain cyclists. 3. burden in owning a bike: a few students mentioned that they would not like to get t h e m s e l v e s a bike, knowing the fact that they will only be studying at Launceston for a short period of time. By owning a bike, it increases their burden to get rid of it once they finish their studies

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4. Cultural influences: the majority of Malaysian students revealed that due to their own cultural background, some of them believe that riding a bicycle, indirectly represents an individualâ&#x20AC;&#x2122;s lower social and financial status; while some students mentioned that due to their religious and cultural background, it is inconvenient for them to cycle, especially for women 5. Difference in traffic speed and rules: Some students , particularly those from Japan and Vietnamese respondents mentioned that one of the factors restraining them from cycling is the different traffic speed and rules in Launceston. They found that not only is the bike infrastructure not very good, especially along the route from Newnham to Inveresk campus via Mowbray road, they realised that the car speed is a bit too fast and could easily put them in traffic danger.

Despite all the negative factors preventing international students to cycle in Launceston, few respondents (5 Malaysian, 2 Hong Kong) revealed that they are quite happy to cycle around Launceston and to university campuses, due to the nice airy weather, in comparison with Malaysiaâ&#x20AC;&#x2122;s hot humid weather and also the nice views along some cycling routes found within Launceston. However, they are all still concerned about safety issues when cycling, and hope further improvement can be done to allow more active participation in cycling.

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Recommended Strategies

[ Cultural Diversity ]

Based on the findings from above, we can now gain a better understanding of some existing factors that are preventing UTAS international students cycling in Launceston and to university campuses. Thus, the following section will list out some recommendations to promote higher cycling participation rates among UTAS international students by addressing a few of the participantsâ&#x20AC;&#x2122; major concerns: Figure 6 shows the existing cycling routes that allow cyclists to ride from Newnham to Inveresk campus. It is obvious that none of the routes are straight forward or directly linked from Newnham to Inveresk campus. Despite that, findings have shown that the majority of students prefer to ride along Mowbray and Invermay road, due to the slower traffic speed as well as more happenings along the route, in comparison to cycling along the East Tamar Highway. Hence, figure 7 shows the proposed bike route for students connecting both campuses via Mowbray link . In order to promote more students to participate in cycling to campuses, it is important to improve existing bike infrastructure along that

typical route. Figure 8 and 9 shows the examples of bike lanes found along Mowbray road. Although there are bike lanes provided ,the inconsistency of provided bike lanes and also the lack of segregation between car parking, motor vehicle lanes and bike lanes is viewed as a traffic hazard among cyclists, particularly towards first- time cyclist and international student cyclists who are unfamiliar with Launceston. In other word,local government and council should invest money in improving bike infrastructure, especially towards bike routes that connect Newnham to Inveresk campus, in order to ensure the traffic safety of student cyclists. This can be done by referring to Copenhagen style bike lanes which have a clear separation between bike lanes, pedestrian paths and road traffic (as shown in Figure 10, 11 and 12).

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Figure 6 : Existing cycling routes from Newnham to Inveresk precincts

Figure 7 : Red Dotted line -- Proposed cycling route from Newnham to Inveresk campus

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[ Cultural Diversity ]

Figure 8 : The misleading and inconsistency of existing bike lanes provided along Mowbray area

Figure 9 : The lack of segregated bike lanes provided along Mowbray and Newnham areas

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Figure 10 : Copenhagen style bike lanes with clear separation

Figure 11 : A clear , solid kerb separation strip between parked cars and bike lane to prevent traffic hazard

Figure 12 : The Copenhagen style bike lanes cross section along Swanston Street, Melbourne

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[ Cultural Diversity ]

Other than that, adequate amounts of end-of-trip facilities such as male and female changing rooms, shower units, ironing facilities and lockers should be implemented at key cycling destinations as well as at university campuses. As the majority of female students claimed that they are particularly concerned about their dressing and appearance upon arrival to classes, such end-of-trip facilities may benefit them. (Figure 13,14 and15 show end-of-trip facilities example at King George Square Cycle Centre)

Figure 13 : King George Square Cycle Centre lockers

Figure 14 : King George Square Cycle Centre Josta bike racking system

Figure 15 : King George Square Cycle Centre towel and dry cleaning service

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Apart from that, based on the research findings, some students mentioned that it will be better if there are some bike hubs along the cycling route from Newnham to Inveresk campus as well as dispersing within the city centre. As different individuals have different stamina and fitness levels, a bike hub that is situated at interval distance will not only acts as a sheltered resting / gathering point for cyclists, but as a way to support students in engaging in social communities. Figure 16 shows the example of bike hub at Macquarie University. Generally, the bike hub is a standalone structure along a cycling route, a smaller version of end-of trip facilities, providing some bike racks, seating furniture and equipments for quick maintenance. Figure 16: Bike hub facilities, Macquarie University. Provides undercover bike parking for 26 bicycles, 28 lockers and 2 showers cubicles

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Figure 17, 18 and 19 show the Green Pod, another new innovative bike hub idea designed by Penny Farthings company. Despite its small dimension, which is equivalent to a car parking bay (2.4m x 5.4m), it provides the essential needs of cyclists, including showers, personal lockers and secure bicycle racks. It also incorporates a number of sustainable design features such as its exterior design that allows natural lighting and ventilation, operate on 12VDC system via solar panels on roof, motion sensor activated lighting, timed flow shower and an innovative self cleaning systems which all work together to not only provide convenience to cyclists but also cost effective maintenance and operation.

Figure 17: The Green Pod , comes in two configuration; left: 1shower, 1 change room, 10 bicycles, 10 lockers

FIgure 18: 2 showers, 2 change rooms, 28 lockers, 10 bicycle

Figure 19: The Green Pod bicycle storage racking system

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An increase in the amount of secure bike parking should also be introduced in both campuses. Based on interview findings, some students mentioned that they are aware of the increased number of bike thieves in campuses. In order to overcome such issues, the university should not only improve on campus safety but also provide more secure bike parking areas, preferably with visual surveillance from nearby classroom/facilities. In terms of existing bike parking areas at Inveresk campus, some students mentioned that they would like to park their bike indoors to ensure that it will not get stolen and sheltered from the rain. However, they revealed that it is not a wise decision to use part of the ground floor studio as bike parking area, as they claimed that that area is actually a great spot for students to work on projects. Therefore, the school should introduce another bike parking area for the benefit of students.

Figure 20 : One of the bike parking provided at Newnham campus.

Figure 21 : Outdoor bike parking area in front of UTAS School of Architecture & Design

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[ Cultural Diversity ]

Some useful examples of secure bike parking and storage are shown in below figures. The main design concept should include flexibility, cost effective, sheltered from rain, high security to prevent bike thieves and so on.

Figure 22: Modular bike lockers, Bielefeld City Council, Germany.

Figure 23: Modular bike parking zone by Korean designer Hojoon Lim.

Figure 24: The Cyclepod bike storage

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2. Recommendations concern:

safety

Based on conducted research findings, safety concern has become one of the major factors that prevents international students from cycling. One of the possible strategies is to introduce some student housing developments along Mowbray and Invermay road. Figure 25 shows the top most popular areas where most international students are residing. These areas include: Newnham, Mowbray and Invermay districts. However, as most residential housing is located off main roads, this causes the lack of surveillance when individuals cycle along the main road. Therefore, in order to improve the safety of cyclists, especially decreasing encounters of racially based assaults, Figure 26 shows the possible locations for student housing developments. By locating studentsâ&#x20AC;&#x2122; apartment units along main roads, it will not only light up the streets at night, but also provide constant visual surveillance, which helps to reduce the number of assaults and crime rates.

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[ Cultural Diversity ]

Figure 25: Top popular residential areas for students, particularly international students

Figure 26: Proposed student housing facing main road for visual surveillance; blue dots = possible location for bike hub at interval distance

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Another strategy to ensure the safety of cyclists is to introduce a university group cycling programme, that might be held twice or more on each week, to encourage all student cyclists to gather at a location and ride their bike together to campuses. The more people riding together, the less the chance of getting into racially based assaults. However, this may not work too well as each student might have their own class schedule. A similar strategy has been carried out by Stanford University, the first university that is being recognised as a bicycle friendly campus. They have created a Commute Buddy Program which is held twice a month. It aims to encourage experienced student cyclists to pair up with newbies, helping them to get started, showing them the safe routes to school , local traffic rules and access to bike facilities. The following figures show some examples of bike buddy programs held to assist new cyclists in getting to know more about different cycling routes to school or work, road law regulations and also encouraging them to build their own cyclist social network.

Figure 27 : Stanford University , cycling as an alternative transportation

Figure 28: San Diego iCommute, Bike to work buddy program

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[ Cultural Diversity ]

3. Recommendations affordability:

bike

Based on the research findings, the majority of international students mentioned that the difficulties in purchasing a bike and high maintenance fees is one of the reasons that prevents them from cycling to campus. In order to overcome such issues, the University of Tasmania should introduce Bike Share Programs like other universities. It not only provides students an opportunity to rent a quality and affordable bike for a certain period, it also reduces international studentsâ&#x20AC;&#x2122; burden in getting rid of their bike at the end of their stay in Launceston. Other than that, local cycling advocacy group and UTAS can work collaboratively to provide some free road safety awareness seminars, cheap second hand bikes and free maintenance workshops, possibly modelled on the Hobart Bike Kitchen. This will help students to equip themselves with more general skills in fixing their bike, road rules and giving students the opportunity to broaden their social networks.

Figure 29: University of Windsor bike share program; encourage fulltime and part time students, as well as employee to travel around using bicycle for better health, environmental sustainable, cost benefits etc; operated ; only need to present valid ID.

Figure 30: Hobart Bike Kitchen. a non profit volunteer group of people who love bikes, provide assistance and advice on road laws, maintenance skills, sharing tools and sourcing parts; to strongly encourage cycling and bike culture

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References Austroads, 2011, “Monitoring and Evaluation: National Cycling Participation Survey 2011”. Viewed May 2013, < http://www.austroads.com.au/abc/national-cycling-participation-2011>. Austroads, 2011, “ National Cycling Participation Survey 2011: Tasmanian Cycling Participation”. Viewed May 2013, < http://www.austroads.com.au/abc/images/pdf/NCP2011_Tas.pdf>. Australian Bicycle Council, 2011, “Gearing up for active and sustainable communities : National Cycling Strategy 2011-2016”. Viewed May 2013, < http://www.atcouncil.gov.au/documents/files/Australian_ National_Cycling_Strategy_2011-2016.pdf>. Australian Bureau of Statistics , 2006, “Migrants and participation in sport and physical activity”. Viewed May 2013, <http://www.ausport.gov.au/_data/assests/pdf_file/0009/286029/ABS_migrants_participation_sport_ physical_activity.pdf>. Best Colleges Online, 2012, “10 Most Bike-friendly Campuses Across America”. Viewed May 2013, <http:// www.bestcollegesonline.com/blog/2012/05/29/10-most-bike-friendly-campuses-across-america/>. Cycle Helmet, 2011, “Australian Cyclist numbers and population 1985/89-2011”. Viewed May 2013, < http://www.cycle-helmets.com/cycling-1985-2011.html#tas>. Dr Law, S. F, 2011. Social Inclusive Bicycle Riding in Multicultural Australia. Victoria, University of Melbourne, Australia Hobart Bike Kitchen, “About us”. Viewed May 2013, < http://hobartbikekitchen.org/about/>. Launceston City Council, 2010,”Greater Launceston Bicycle Network: project outline”. Viewed May 2013,<http://www.launceston.tas.gov.au/upfiles/lcc/cont/_facilities/recreation/walking_and_cycling_ tracks/greater_launceston_bicycle_network_project_outline_310810.pdf>. Macquarie University, “Staff Benefits : Bike Hub”. Viewed May 2013, < http://staff.mq.edu.au/human_resources/induction/staff_benefits/>. NJ Bicycle & Pedestrian Resource Centre, 2012, “The Top 10 Ways to Encourage Bicycling Among College Students”. Viewed May 2013, < http://njbikeped.org/the-top-10-ways-to-encourage-bicycling-amongcollege-students/>.

208 Souvwe, J.V 2009. Encouraging Walking and Cycling : Focus Group Final Report. Victoria, Melbourne. University of Tasmania, “About the University of Tasmania”. Viewed May 2013, < http://www.international.utas.edu.au/static/aboutUTAS.php>. University of Tasmania, “School of Architecture and Design : About us”. Viewed May 2013, < http://www.utas.edu.au/architecture-design/about>.

Images Figure 1: Tay, J 2013. Graph 1, information gathered from <www.austroads.com.au/abc/images/pdf/APC91-11.pdf> Figure 2: Tay, J 2013. Graphical Chart 2. Figure 3, 4 & 5: University of Tasmania, Campuses, viewed 8 Aug 2013, <http://www.utas.edu.au/openday/> Figure 6 & 7 : Tay, J 2013. Illustrated Maps

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Figure 8 & 9 : Tay J & Salma H, photography of bike lanes in Mowbray and Newnham in Launceston Figure 10: Copenhagen style bike lanes with clear separation, viewed 8 Aug 2013, <http://boroondarabug. org/wiki/Types_of_Bike_Lanes;> Figure 11: A clear, solid kerb separation strip between parked cars and bike lane to prevent traffic hazard, viewed 8 Aug 2013 <http://www.bicyclenetwork.com.au/general/bike-futures/11522/> Figure 12 : The Copenhagen style bike lanes cross section along Swanston Street, Melbourne, viewed 10 Aug 2013 <http://www.bicyclenetwork.com.au/general/change-the-world/11629/> Figure 13, 14, & 15 : King George Square Cycle Centre amenities, viewed 11 Aug 2013 <http://www. healthyplaces.org.au/userfiles/Case%20Study%20-%20King%20George%20Square%20Cycle%20Centre%20 June2009.pdf> Figure 16 : Bike hub facilities, viewed 14 Aug 2013 <http://www.mq.edu.au/about_us/strategy_and_ initiatives/sustainability/areas_of_focus/transport/bicycles/bike_hub/>

209 Figure 17: Green Pod, viewed 14 Aug 2013 <http://cyclingresourcecentre.org.au/post/engineering_ planning/parking_end_of_trip_facilities/green_pod_bike_parking> Figure 18: Green Pod, viewed 14 Aug 2013 <http://www.pushbikeparking.com/green-pod> Figure 19: Green Pod, viewed 14 Aug 2013 <http://www.pushbikeparking.com/green-pod> Figure 21: Salma, H and Tay, J. Bike parking facilities at UTAS newnham and Inveresk campus Figure 22: Modular bike lockers, Bielefeld City Council, Germany. viewed 8 Aug 2013 <http://www.nzta. govt.nz/resources/cycle-network-and-route-planning/chapter3.html> Figure 23: Modular bike parking zone by Korean designer Hojoon Lim. viewed 10 Aug 2013 <http://www. designbuzz.com/10-modular-bicycle-stands-designed-for-better-cities/> Figure 24: The Cyclepod bike storage, viewed 10 Aug 2013 <http://www.brisbane.qld.gov.au/facilitiesrecreation/sports-and-leisure/cycling/bike-parking/> Figure 25 & 26: Tay, J 2013. illustrated Maps 2 Figure 27: Stanford University, cycling as an alternative transportation viewed 13 Aug 2013 <http:// transportation.stanford.edu/alt_transportation/walking-biking-hints.shtml> Figure 28: San Diego iCommute, Bike to work buddy program, viewed 13 Aug 2013 <http://www. icommutesd.com/bike/> Figure 29: University of Windsor bike share program, viewed 12 Aug 2013 <http://www.icommutesd.com/ bike/> Figure 30: Hobart Bike Kitchen Logo, viewed 12 Aug 2013 <http://www.bikecollectives.org/wiki/index. php?title=File:Hobart_Bike_Kitchen-logo.jpg>

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Acknowledgments

The students of â&#x20AC;&#x2DC;Not Another Bike Mapâ&#x20AC;&#x2122; group are very grateful to our research supervisors Ceridwen Owen and Steven Fleming. Hereby, we would like to thank you for sharing your knowledge and giving precious advice to all the projects. Thank you so much!

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Not Another Bike Map

http://notanotherbikemap.wix.com/2013

Advanced Design Research 2 : RESEARCH REPORTS University of Tasmania 2013 http://kaywa.me/6ypCI

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