PLAN10002 Introduction to Urban Design final report

A livable Carlton Support a well-connected transport future - URBAN PLANNING FINAL REPORT

FIG 1: Melbourne transportation Source: metrocount (2016)

Contents Introduction

3-4

Location of the main issues

5

Main issues

6-9

Vision statement

10

Objective 1

11-15

Objective 2

16-20

Objective 3

21-25

Conclusion

26

Reference list

27

2

Introduction Transportation can be the cornerstone of how people interact, communicate, live and connect. Not only the way to move, but transportation also needs to satisfy people daily needs by increasing connectivity with services and facilities, underpin a liveable city with the consideration of safety and sustainability. It should allow the economy and businesses in the area to thrive, providing great accessibility between home, services and shops, connecting people to work and moving goods and people efficiently. Transportation also needs to satisfy people’s need for physical activity to shape people’s health, allow better levels of physical activity by increased cycling and walking mode. This transport strategy aims to sow the seed for transportation in the investigation area to flourish in the future.

Based on the research done by the government, approximately 15,000 people are working in Carlton with 87% of those workforces living outside of Carlton and need to use some forms of transport to get to work. 36% of workers would like to choose some forms of public transport, and cars were driven by 45% of employees and bicycles used by 6% of workers (City of Melbourne 2013). Moreover, according to the University of Melbourne annual report, the total student enrollments of the university is 50,270 in 2017, which suggests that large numbers of students need to travel to and from their places of study (The University of Melbourne 2017).

Purpose and aim of the report: The increased competition of public transport, on-street car parks, places for commercial purposes and socialising will be seen in the future. It is essential to ensure that the study area can adapt to population growth and increased congestion while provide prioritising effective and impartial access to different transportation modes and enhance livability and safety.

To achieve better transport mode, the existing barriers of public transport, walking and cycling need to be removed.

FIG 2: People working in Carlton. (Figure created by author.)

3

Introduction Site location and justification for site boundary: The investigation area is located at the east of Carlton and the north of Melbourne CBD. Public transportation, private cars, walking are the dominant transport modes in this area.

SWOT analysis Strengths: ● ● ●

● ●

The availability of public transport High proximity to CBD Mix land use - restaurants, residential area and proximity to universities Existing bike rental services Existing bike lanes

Weaknesses: ● ● ● ● ● ●

● ● ● ● FIG 3: Geographical context map (Figure created by author.)

Threats: ●

Themes to discuss: A completely connected place

A sustainable place

A liveable and people-friendly place

A safer and healthier place

Unconnected cycling network Unsatisfied laneway network and design Traffic congestion On-street parking spaces Reliance on cars Bus stops frequency on Grattan Street and Lygon Street Lake pedestrian priority Lack of consideration of pedestrian and cyclists safety Lack of well-planned places for social activities Unsatisfied footpath design

● ●

Rapid population growth will put pressure on transportation and parking management Reliance on motor vehicles Greenhouse gas emissions

Opportunities: Melbourne is experiencing the most critical investment in the transportation network and public transport services in several decades, which is a ‘once-in-a-generation city shaping program’ that can create opportunities for Carlton to benefit communities (City of Port Phillip 2018).

It can be done by: ● Changing: ○ Shifting the design of road priority to pedestrian movement rather than cars. ○ Travelling by using new transport options and new technology ○ Making more environmentally-friendly community ○ Catering to the rapid population growth ● Enhancing: ○ Providing the community with more efficient and safer travel options ○ Enhancing livability of the community ● Improving: ○ Supporting a well-connected transportation future ● Partnering: ○ Working with Victoria Government for delivering public transport services and managing the arterial road networK ○ Building research partnerships

A prosperous place

4

Location of main issues ● ●

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The waiting times for traffic signals at some critical nodes in this area are too long for pedestrians.

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The width of the pedestrian way can lead to crowding during dinner time, and the lack of accessibility for pedestrians can affect the business condition of restaurants along the street.

lake of bicycle pathways on Lygon St, Grattan St, Pelham St, Argyle place south and north

An oversupply of on-street parking bays during off-peak periods on-street parking bays and off-street parking places approach saturation levels during peak periods

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unsatisfied traffic signals and zebra crossings

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The bus stops are too frequent on Grattan Street and Lygon Street

Site boundary

FIG 4: LOCATION OF MAIN ISSUES (Figure created by author.)

5

Main issues

Issue 1: Population growth and reliance on cars Based on the research done by the City of Melbourne, the population in Carlton can be expected to reach approximately 25,000 by 2037, which is 15.37% higher than the population of Carlton in 2017 (City of Melbourne 2018). The investigation area has a relatively young population with a median age of 25, and the reason can be the number of universities located within or adjacent to the Carlton area (City of Melbourne 2013). The population is projected to grow by 25 per cent by 2037, placing considerable strain on already well-used transportation mode (City of Melbourne 2018). Furthermore, motor vehicles can be regarded as the most dominant transport mode for employees travelling in Carlton, and this can be seen in the figure 4.

The increasing population require a deliberate decline in reliance on private vehicles and change in the way people travel since the limited land needs to be efficiently used. In the long run, public transport, cycling and walking need to be the major component of travel choices in order to use the land more efficiently instead of being occupied by car parking spaces and associated infrastructure such as ramps and aisles. Carlton is expected to grow by an extra 18,116 dwellings with an average number of 1.7 residents living in one inhabited dwelling by 2037 (City of Melbourne 2018). It can be said that there will be approximately an additional 24,000 vehicles, which will require more than 17 MCGs worth of car parking spaces (Moreland City Council 2018). Recently, the use of private cars can cause 14% greenhouse gas emissions in Melbourne, and this circumstance will increase in the future because of the reliance on car travel (City of Port Phillip 2018).

The usage of motor vehicles needs to be reduced by encouraging other transport modes so that the person who has the highest requirement to drive can use the limited parking and road resources.

FIG 4: CARLTON POPULATION STRUCTURE ANALYSIS. source: Moreland City Council (2018).

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Main issues Issue 3: unsatisfied traffic signals and zebra crossings In the investigation field area, some roads are busy during daily high peak times with relative large traffic volumes. However, the requirements of traffic signals and zebra crossings cannot meet the demand. For example, there is no zebra crossing or traffic signal on the Cardigan street while the speed limit is 50 kph, which can be dangerous to pedestrians, drivers and passengers.

Figure 5: vacant parking spaces on Cardigan Street. (Photo taken by author).

Figure 6: vacant parking spaces on Argyle Place N. (Photo taken by author).

Figure 7: Cardigan Street. (Photo taken by author).

Issue 2: Parking management issue An oversupply of on-street parking bays during off-peak periods occurs in the investigation area. There is evidence to suggest that the supply of on-street parking space during daytime exceeds the demand, with vacancy rates up to 30% (City of Melbourne 2012). However, on-street parking bays and off-street parking places approach saturation levels during peak periods in the study area (City of Melbourne 2018). The commercial off-street parking and on-street parking bays are not available during weekdays for most of Carlton, while only the parking bays on the Lygon Street spine can be highly used and available during weekdays and evenings (City of Melbourne 2018).

Figure 8: The missing zebra crossing and traffic signal on Cardigan Street. (Photo taken by 7 author).

Main issues Figure 9: Walking radius map for public transport study. (Figure created by author).

Issue 4: bus stops frequency The bus stops are too frequent on Grattan Street and Lygon Street in the investigation area. It can increase travelling time along these routes. The future planning task could be re-arranging the bus stops along Grattan Street and Lygon Street in this area by considering the 150-metre walking radius. According to the walking radius map (figure 9), the distance between two bus stops on Grattan Street in the study area should be farther away.

Issue 5: the waiting times for traffic signals The waiting times for traffic signals at some critical nodes in this area are too long for pedestrians. For instance, according to the data counting by the author, there are approximately 70 people per minutes waiting for the traffic signal during off-peak hours at the crossroad while there are only 20 cars on each side of the street go through. The waiting time of the traffic signal for pedestrians is 60 seconds, which is lengthy and unnecessary for pedestrians during off-peak hours.

Figure 10: Tram stop during off-peak hours.

(Photo taken by author).

8

Main issues

Site boundary

1.8 metres 5.5 metres

Figure 11: The measurement of footpath on Lygon Street. (Photo taken by author).

Figure 12: The lack of bike lanes (Photo created by author).

Issue 6: the suitability of the pedestrian footpath

Issue 7: lake of bicycle pathways

According to the measurement by the author, although the width of the footpath on Lygon Street is 5.5 metres, the width of exact pedestrian way can be 1.8 metres for people to pass through since restaurants along the street have occupied the rest of place. The width of the pedestrian way can lead to crowding during dinner time, and the lack of accessibility for pedestrians can affect the business condition of restaurants along the street.

There is no bicycle pathway on Lygon Street. It is dangerous to ride on the road so many cyclists choose to ride on the off-road path, which could create the conflict between pedestrians and cyclists.

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VISION STATEMENT Connecting the place through an integrated transport network that is safe, sustainable and liveable

The vision is supported by five aims, which illustrate what needs to be achieved to fulfil the vision.

A completely connected place

●

●

An integrated transport network connecting places and services Making it easy to move around

A liveable and people-friendly place

● ●

A place reduces local vehicle traffic The places and streets are designed for people

A sustainable place

●

A well-planned transportation future with limited gas emissions

A safer and healthier place

● ●

A place guarantee pedestrian safety A place promote a healthy community with facilities and cleaner air

A prosperous place

● ●

A place can promote economic growing A place can cater for population growth

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Objective 1

A liveable and people-friendly place

A sustainable place

Objective 1: To become a sustainable and pedestrian-friendly place and achieve inclusiveness The community expected to see enhanced enforcement of on-street parking restrictions and a reducing number of motor vehicles accessing to, from and within this area. There is a need to reduce the reliance on motor cars to make a sustainable and pedestrian-friendly environment and cater for growing community to provide spaces for walking, socialising and play.

Figure 13: MELBOURNE TRAFFIC (SOURCE: DOMAIN).

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Actions

CASE STUDY: BEIJING

Figure 14: Traffic and congestion.

(SOURCE: The star).

Action 1.1: using driving restriction and road charges to reduce driving and greenhouse gas emissions Traffic and congestion cost can alleviate congestion by encouraging people to drive at different times, choose other modes of transportation. According to the report (Leslie 2017), it can be found that road charges that vary by times of the day or location can reduce driving and congestion successfully, drivers are constrained by the high cost of driving during peak periods while reducing the trips by 10 per cent. In the long run, the population of this area also need to be considered. Using driving restriction can be an effective way to reduce the use of motor cars.

Figure 15: Serious air pollutant in Beijing before driving restriction (SOURCE: independent).

BEFORE AFTER Figure 16: reduction of air pollutant in Beijing after driving restriction (SOURCE: independent).

Case study: This can be seen in Beijing where used driving restriction to reduce air pollutant significantly and encourage people to travel using public transport successfully (Fu 2013).

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Actions Figure 17: PARKING SPACES IN INVESTIGATION AREA

Action 1.2: reducing on-street parking and limiting parking on the street in order to reduce the reliance on cars ●

Recommendation 1.2.1: reducing unauthorised long-term parking in high use area.

As mentioned before, the study area experiences high levels on-street parking places occupy during peak hours. The improvement of enforcement and surveillance can be a proper way to ameliorate parking condition. There is evidence that cars which are owned by non-residents are often overstaying the permitted time limits in the study area (City of Melbourne 2018). Installing parking meters can be recommended as a way to restrict non-permit holders parking in high-use and residential areas.

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Recommendation 1.2.2: limiting the growth of parking permits in the study area In figure 18, it shows the population structure in Carlton, given that the residents in Carlton are mostly students and young adults (City of Melbourne 2018). The development of student accommodation will be a dominant land use trend in the Carlton (City of Melbourne 2018). Reducing or waiving parking requirements for the residents of student accommodations can be the way to decrease the number of parking spaces since students have the proximity of the residential area to schools and exceptional access to public transport.

●

Figure 18: POPULATION STRUCTURE IN CARLTON. (SOURCE: CITY OF MELBOURNE)

Recommendation 1.2.3: creating awareness of commercial off-street parking instead of on-street occupying There are two residential body corporate garages in this area, the Lygon Street car park and Cardigan house parking (Figure 17). According to the government documentation, an area of forty on-street parking spaces which can provide access for 480 people per day is equivalent a tram stop which can provide access for 10,000 people per day (City of Melbourne 2012). In partnership with commercial car parks operators and encourage people to use the parking guidance system to create greater awareness of using those two commercial off-street car parks.

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Actions CASE STUDY: Bogota, Colombia

BEFORE

AFTER

Figure 18: re-allocating parking space to public spaces (source: Global designing cities initiative)

Action 1.3: achieving inclusiveness by reducing the number of existing on-street parking bays and re-allocating spaces for more efficient and environmentally friendly land use Reducing the use of on-street parking bays and using the spaces more efficiently can help to make a more sustainable and pedestrian-friendly environment. In order to cater for a growing population, the use of land needs to consider how to provide a place for social activities and interaction.

Figure 20: Lynch analysis - parking bays (Source: https://data.melbourne.vic.gov.au/Transport-Movement/ On-street-Parking-Bays/crvt-b4kt)

Case study: Bogotรก, Colombia. Re-allocating parking space to public space, increasing the safety of the pedestrian footpaths.

Figure 21: vacant parking spaces on Argyle Place N. (Photo taken by author).

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Implementation 1 PLANNING INFORM COMMUNITY

Action 1.1 driving restriction and road charges to reduce pollution

Action 1.2: reducing on-street parking limiting parking on the street Reducing reliance on cars

Action 1.3: re-allocating spaces

PLANNING INFORM COMMUNITY

PLANNING INFORM COMMUNITY

2018

2020

INCREMENTAL STAGES OF IMPLEMENTATION

INCREMENTAL STAGES OF IMPLEMENTATION

COMPLETION 2050

COMPLETION 2050

INCREMENTAL STAGES OF COMPLETION 2040 IMPLEMENTATION

2030

2040

2050

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Objective 2

A completely connected place

Objective 2: To become a completely connected place with an integrated transport network connecting places and services efficiently, and being easy to move around A developing city with an existing transportation network which is at capacity, requires a reconsideration of how more sustainable transportation modes can be utilised. The public transport services in the study area cannot provide enough coverage during evenings and weekends. The accessibility in the east and west direction need improvement. In the investigation area, lack of accessibility to other networks can be identified as the dominating barriers to public transport uptake. To achieve better transport mode, the existing barriers of public transport, walking and cycling need to be removed.

Figure 22: MELBOURNE TRAFFIC (SOURCE: DOMAIN).

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Actions

Action 2.2: re-arranging the bus stops along Grattan Street and Lygon Street in this area by considering the 150-metre walking radius.

The bus stops are too frequent on Grattan Street and Lygon Street in the investigation area. It can increase travelling time along these routes.

Figure 23: traffic signal (SOURCE: steenkr).

Action 2.1: Reducing traffic signal waiting time for pedestrian during off-peak hours by resetting pedestrian crossing button As mentioned before, the low movement priority on many streets has constrained the pedestrian movement. The waiting times for traffic signals at some important nodes in this area are too long for pedestrians. The studies demonstrated that if people are forced to wait too long to cross the road, it can result in illegal crossings (NewsMail 2018). The pedestrian crossing button commonly used to solve the problem of long waiting time. However, research shows that the crossing buttons are rendered useless between 7 am to 7 pm since the signals have been set to ‘automated pedestrian phases’ (NewsMail 2018). In this case, resetting pedestrian crossing button can be a way to reduce the traffic signal waiting time for pedestrian during off-peak hours.

There is a need to slash the waiting times at intersections in the study area to approximately 40 seconds.

Figure 24: Walking radius map for public transport study. (Figure created by author).

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Action 2.3: creating a connected cycle network for cyclists and designing a comprehensive network of cycle facilities

Actions Figure 25: BIKE LANES ANALYSIS BEFORE CHANGING (Figure created by author)

Figure 26: BIKE LANES ANALYSIS AFTER CHANGING (Figure created by author)

The routes could be based on the existing street network and critical destinations.

Considering the safety, future capacity and connectivity for riders ● Safety: ○ reallocating bike lanes to adjacent to pedestrians walkways ○ using the protected cycle track ○ Providing clear sightlines to see pedestrians and cars ● Connectivity: ○ Allowing to reach destinations (transit stations, schools, parks…) directly ○ Ensuring the cycle facilities are continuous ○ Ensuring the cycle network covers all neighbourhoods ○ Bicycle parking and riding facilities associated with public transport stops ○ Avoiding circuitous routes ● Future capacity ○ Enough cycle parking spaces and bike stands ○ Enough cycle share programs ○ Enough cycle rental services ○ Collective transport infrastructure

CASE STUDY Netherlands: Cycling is a common mode of transport

BEFORE AFTER

Figure 26: CYCLING IN NETHERLANDS. (SOURCE:: Bicycledutch)

Figure 27: the protected cycle track (SOURCE: Global Designing Cities Initiative)

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Actions

Action 2.4: improving access and use of laneways, creating a connected laneway network for the pedestrian and cyclists accessibility â—?

Recommendation 1: parking cannot be permitted in a narrow laneway less than 3.9 metres wide since it can block access for pedestrians and cars (Inner west council 2018).

â—?

Recommendation 2: accessible parking for people with disabilities where appropriate Laneways provide connections to other streets, public transport stations. It also can decrease the travelling time since people can walk through the laneways using shorter time instead of walking around the surrounding buildings.

Figure 28: Laneways in study area

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Implementation 2 INCREMEN TAL STAGES OF IMPLEMEN COMPLETION 2020 TATION

Action 2.1 Reducing traffic signal waiting time

INCREMEN TAL STAGES OF IMPLEMEN COMPLETION 2020 TATION

Action 2.2: re-arranging the bus stops

Action 3.3: creating a connected cycle network

PLANNING INFORM COMMUNITY

INCREMENTAL STAGES OF IMPLEMENTATION

COMPLETION 2050

Action 3.4; creating a connected laneway network

PLANNING INFORM COMMUNITY

INCREMENTAL STAGES OF IMPLEMENTATION

COMPLETION 2050

2018

2020

2030

2040

2050

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Objective 3

A safer and healthier place A prosperous place

Objective 3: To create a safe and healthy transport environment with economic considerations The community needs a safe environment for walking and cycling. Walking and cycling can be an essential part of the efficient public transport. It is the dominant mode for short trips up to one kilometre, and the start and finish of all the other modes. It is also the connection of multiple public transport services. Walking trips can also be an essential part of the economy growing, with 36% of walking being for commercial purposes (City of Melbourne 2012). The convenience and the safety of pedestrian ways contribute to the economic prosperity of this area. Walking and cycling also play an important role in creating a healthy environment due to the reduction of gas emissions.

Figure 29: MELBOURNE TRAFFIC (SOURCE: DOMAIN).

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Actions

Action 3.1: creating a safer environment for walking and cycling by using speed limit, creating illuminated laneways and providing safety shared zone/bike lanes. â—? Recommendation 3.1.1: A reduced speed limit needs to be introduced to improve the safety of pedestrians, and some zebra crossings and traffic signals need to be constructed when necessary.

In the shared zone, pedestrians should be given priority over cars and the speed limits should be reduced to 10 kph. The speed limits in the key pedestrian nodes should be 30 - 40 kph (City of Melbourne 2012). â—?

Figure 30: The missing zebra crossing and traffic signal on Cardigan Street.

(Photo taken by author).

Recommendation 3.1.2: increasing the safety of laneway between buildings by creating the illuminated pedestrian-and-cyclist-friendly spaces.

It is vital to ensure the laneways in the study area are well-lit and provide a safe environment for pedestrians and cyclists when going through them. Lighting the laneways can encourage people to use the laneways, which also can reduce the travel time if people would like to walk through laneways rather than go around the surrounding buildings.

Case study: Sydney

Case study: London

Figure 31: laneways in the investigation area without lighting (photo taken by author) Figure 32: laneways design in Sydney.

Source: Independence

Figure 33: laneways design in London.

Source: Independence

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Actions â—?

Recommendation 3.1.4: reallocating bike lanes to adjacent to pedestrians walkways and using protected cycle track.

In the investigation area, the safety of riders cannot be guaranteed since the bike lane is located adjacent to the road. The protected cycle track can protect riders from vehicular traffic by a raised buffer or a parking lane. Bike lanes can also be located adjacent to pedestrians walkways in order to guarantee safety.

Figure 34: The shared zone for pedestrians and riders (SOURCE: Bicycledutch)

â—?

Recommendation 3.1.3: The shared zone of pedestrians and cyclists needs to be well-designed considering multiple uses such as bicycle/motorcycle parking, the accessibility.

Where it is inevitable or necessary to mix bike riders and pedestrians, appropriate space should be allocated, and the way of the mix should be well managed and designed.

Furthermore, the conflict between cyclists and pedestrians in shared areas can be solved by changing the off-road paths into the on-road routes. A safer cycling network can be helpful to attract cyclists to ride on the road.

Figure 36: bike lanes that adjacent to pedestrians walkways (SOURCE: Global Designing Cities Initiative)

Figure 35: the protected cycle track (SOURCE: Global Designing Cities Initiative)

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Actions

Figure 38: the sidewalk cafe (SOURCE: Global Designing Cities Initiative)

Figure 37: outlook of street in Melbourne (SOURCE: Global Designing Cities Initiative 2018)

Action 3.2: Continue to advocate for improvements to achieve commercial development and create economic opportunities by rearranging the street.

Case study: Milan, Italy. The sidewalk cafe animates the street with an aesthetical look

Commercial uses of the street can support local economies, attract people roam on it and make the street more livable. The design of the street should be accommodated formal and informal on-street business activities. As mentioned before, the footpath on Lygon Street has been used for conducting daily business, bicycle/motorcycle parking. The design of the street should incorporate not only the footpath for pedestrians but the spaces for commercial activities.

The sidewalk cafe plays an important role in designing streets for commercial uses. The goods and services extend out onto the sidewalks while the reserved area dose does not interfere with clear pedestrian paths. Using moveable chairs and tables to provide flexibility and ensure wheelchair accessibility. Planters have been used to demarcate the strip and increase aesthetics (figure 39) Figure 39: THE SIDEWALK CAFE (SOURCE: Global Designing Cities Initiative 2018)

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Implementation 3 Action 3.1.1 A reduced speed limit Adding zebra crossings and traffic signals

Action 3.1.2: Illuminated laneways

PLANNING INFORM COMMUNITY

INCREMENTAL STAGES OF COMPLETION 2040 IMPLEMENTATION

INCREMEN TAL STAGES OF IMPLEMEN COMPLETION 2020 TATION

Action 3.1.3: Improve the safety of shared zone

PLANNING INFORM COMMUNITY

Action 3.1.4; reallocating bike lanes

PLANNING INFORM COMMUNITY

INCREMENTAL STAGES OF IMPLEMENTATION

COMPLETION 2050

Action 3.2: Commercial development of the street

PLANNING INFORM COMMUNITY

INCREMENTAL STAGES OF IMPLEMENTATION

COMPLETION 2050

2018

2020

INCREMENTAL STAGES OF COMPLETION 2040 IMPLEMENTATION

2030

2040

2050

25

Conclusion Vision: connecting the place through an integrated transport network that is safe, sustainable and liveable This transport strategy aims to sow the seed for transportation in the investigation area to flourish in the future. The increased competition of public transport, on-street car parks, places for commercial purposes and socialising will be seen in the future. It is critical to ensure that the study area can adapt to population growth and increased congestion while provide prioritising effective and impartial access to different transportation modes and enhance livability and safety. To achieve better transport mode, the existing barriers of public transport, walking and cycling need to be removed. ●

●

● ●

●

The connectivity can be achieved by: ○ An integrated transport network connecting places and services ○ making it easy to move around ○ An efficient transport network The liveability can be achieved by: ○ A place reduces local vehicle traffic ○ the places and streets are designed for people The sustainability can be achieved by: ○ a well-planned transportation future with limited gas emissions The safety & healthy can be achieved by: ○ A place guarantee pedestrian safety ○ A place promote a healthy community with facilities and cleaner air The prosperity can be achieved by: ○ A place can promote economic growing ○ A place can cater for population growth

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Fu, S 2013, The effect of Beijing's driving restrictions on pollution and economic activity, Xiamen University, Beijing, viewed 23 October 2018, <https://www.sciencedirect.com/science/article/abs/pii/S004727271500016X>.

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Global Designing Cities Initiative, 2018, designing streets, photograph, viewed 23 October 2018, <https://globaldesigningcities.org/publication/global-street-design-guide/designing-streets-people/>.

Rob, F 2016, Ontario scraps fee for mandatory Drive Clean emissions tests on older vehicles, The star, photograph, viewed 23 October 2018, <https://www.thestar.com/news/canada/2016/02/25/ontario-scraps-fee-for-mandatory-drive-clean-emissio ns-tests-on-older-vehicles.html>.

Independent, 2016, Chinese cities restrict number of cars on roads to combat â&#x20AC;&#x2DC;red alertâ&#x20AC;&#x2122; smog crisis, photograph, viewed 23 October 2018, <https://www.google.com.au/url?sa=i&source=images&cd=&ved=2ahUKEwiVvq2y2p_eAhULWX0KHUVICtcQ jhx6BAgBEAM&url=https%3A%2F%2Fwww.independent.co.uk%2Fnews%2Fworld%2Fasia%2Fchina-cities-sm og-red-alert-crisis-beijing-restrict-cars-air-pollution-a7484011.html&psig=AOvVaw2YlAkuuoQPQDCfXDbK-Q2 4&ust=1540492082649501>.

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Bicycledutch, 2010, Cycling in the rain in Netherlands, Youtube, photograph, viewed 23 October 2018, <https://www.youtube.com/watch?v=WkgKYjrNLwg>.

Moreland City Council, 2018, Draft Moreland integrated transport strategy 2018, Moreland, viewed 23 October 2018, <https://www.moreland.vic.gov.au/globalassets/areas/transport/draft-mits.pdf>.

NewsMail, 2018, Does the pedestrian button do anything?, NewsMail, viewed 23 October 2018, <https://www.news-mail.com.au/news/have-you-been-wasting-your-time-by-pushing-the-ped/3510973/>.

Public Transport Victoria 2014, Yarra Trams loads standards survey report, Public Transport Victoria, Victoria, viewed 4 September 2018, <https://transport.vic.gov.au/content/docs/PTV_MACA-Yarra-Trams-Load-Survey-Report-May-2014-Public.PDF>.

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