Tarneit Cycling for Transport Strategy 2030 Strategic Plan Making University of Melbourne
By Akla Nanayakkara 633943
Table of Contents I.
Introduction...................................................................... 2
II.
Timeline and community and stakeholder engagement ..................................................................... 4
III.
Identification of problems .......................................... 8
IV.
Existing plans and strategies in place ..................12
V.
Vision ................................................................................14
VI.
Actions ..............................................................................15
VII.
Conclusion ......................................................................23
VIII. References.......................................................................25 IX.
Appendix .........................................................................28
Introduction Nanayakkara et al., (2018a) identify the dilemma of Tarneit’s poorly integrated transport network while Nanayakkara et al., (2018b) recognise the role performed by the suburb’s poor approach to encourage walking and cycling within the suburb. This plan aims to explore and identify the potential role of cycling for the purpose of transport within the suburb. The primary audience this plan is intended for are Wyndham City Council and the Victoria State Government as a plan shaped by the Tarneit community and an independent body to identify how cycling for transport can be made conducive and possible within the suburb to achieve the goal of majority of Tarneit residents travelling within the suburb by bicycle for everyday needs by 2050. This paper focuses on cycling for transport as its use as a mode of transport for travel is limited within Tarneit based on the journey to work data for the suburb (Profile.id, 2016) and observations made during the site visit (Nanayakkara et al., 2018a). For the purpose of this plan, ‘cycling for transport/travel’ is understood as cycling for commuter trips for everyday needs such from home to a workplace or education, the station and local shops; commonly within 45 min of travel (Transport for Victoria, 2017). It aims to build a Tarneit which is conducive to cycling for travel for the residents ‘interested but concerned’ with cycling in Tarneit. This is based on the findings of Geller who identified that the majority (60% of Portland, Oregon’s population) are interested but concerned cyclists in his classification of four types of cyclists based on their attitudes to cycling (Pucher et al., 2010). This plan intends to encourage the ‘interested but concerned’ population of Tarneit to cycle for journeys up to 45 minutes using soft and hard measures such as education and policy and physical infrastructure. Forsyth and Krizek (2010) identify that combined strategies such as education and physical infrastructure or pricing and infrastructure are the most effective means to increasing cycling in a neighbourhood other than for provision of infrastructure. This plan adopts a multipronged approach to go beyond addressing the primary need of the ‘interested but concerned’ which is the provision of separate and secure infrastructure to help them feel comfortable to cycle. Some of the key reasons why this strategy is needed: •
•
•
The use of cycling to travel and journey short trips such as to the station has the potential to significantly reduce the burden placed on the roads for travel, particularly in the face of the rapid population growth occurring in the suburb. It can provide a more efficient and healthier alternative to travel by car and cater to local travel needs not sufficiently provided for by the local bus services (See Nanayakkara et al., 2018a) and further support the local economy. It addresses the Tarneit specific concerns and input provided by the community on the Draft Cycling Strategy for Wyndham and relevant state and local policies.
The layout of the plan is summarised in Figure 1.
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Figure 1 Structure of the Tarneit Cycling for Transport Strategy (TCTS)
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Timeline and community and stakeholder engagement Table 1 identifies the timeline for the strategy outlining the different stages involved with creating and implementing the plan and the level of community engagement involved at each stage based on the IAP2 Spectrum (International Association of Public Participation, 2014). The Wyndham Cycle Strategy Cyclist Feedback (WCSCF) of 2017 compiles the input and feedback from the community identifying their concerns and needs regarding cycling in the municipality including Tarneit. It is assumed to be the product of the first stage for the purpose of this plan to benefit from the community engagement recently conducted by City of Wyndham. This plan is currently at Stage 2 of the process identified below where the outcomes from the community consultation have been identified and the plan is at the draft stage waiting on council approval. The total time duration expected for the completion of the plan is 3 years (7 months remaining as at October 2018). The short time frame for the roll out of the plan and beginning of implementation is due to the urgent need to pre plan the physical infrastructure needed in the face of the rapidly growing Tarneit North and Tarneit West. Tarneit is one of the top 3 rapidly growing suburbs in the municipality based on the total number of buildings permits received by City of Wyndham to date (City of Wyndham, 2018a). This strategy is an attempt at proactive planning to have essential cycling infrastructure in place prior to residents occupying their lots and foster a cycling culture in a growth area which is unlikely to be serviced by bus services until providers are satisfied with the potential number of patrons that may be captured (See Bus Association Victoria, 2011; Jacks, 2018). Overall it aims to provide means for convenient, safe and healthy means of travel to local destinations necessary for day to day life such as the Tarneit Station, the shopping centres and library. The strategy is expected to be completed and have implementation begun by May 2019. The time duration for each stage was adapted from City of Melbourne’s community consultation plan for its 2016-2020 Bicycle Plan (City of Melbourne, 2018) to draw on a precedent and have a realistic and practical timeline.
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Table 1 Timeline for the implementation of the strategy and the identification of community involvement at each stage based on the IAP2 Spectrum (Table adapted from the Wyndham Community Engagement Framework 20182021)
How the stages identified above meet City of Wyndham’s community engagement principles (City of Wyndham 2017a) is outlined below (Table 2).
Principle
Relevant stage
Response to principle
Confirm the engagement purpose and scope
1
The scope of the plan was decided by the Council prior to engaging with the community: the suburb in focus is Tarneit and the focus of the plan is cycling for travel.
1-5
Know the community and stakeholders’ interests, values and opportunities for engagement
1
Comments
Level of engagement by the community
Inform
The different levels of engagement and their purposes are identified in Table 1 Residents: 9-5 workers, cyclists, children, immigrants, senior citizens, indigenous Australians, youth Others: Vicroads, Public Transport Victoria, Victrack, Bicycle Victoria, schools, shopping centres, traders, town centre property owners, community groups (e.g. Tarneit Cycling Club)
Different means of engagement were adopted to give everyone a voice: - an online survey incentivised by prizes shared via the Council website, Facebook page and Twitter – reaches youth, 9-5 workers, immigrants - community engagement stations at popular destinations such as the shopping centres, station, community centre, and community not-for-profit such as
Tarneit Cycling for Transport Strategy
Consult
5
Salvation Army to have direct engagement with the community and people of varied ages, interests and diverse backgrounds – to learn of their interests, values in relation to cycling and receive feedback for improvement. - reach out to the other stakeholders. Such as visiting schools to talk to teachers and students to identify interests, needs and concerns.
Design a tailored engagement approach
1,3 and 5
In the survey it allowed Community mapping, photo respondents to identify if elicitation, games and other tools interested in further were adopted to help the engagement and if yes, how community effectively engage they would like to be with the project and provide engaged over the course of feedback. The different tools the project. allow those who have difficulty with English engage with the A range of tools allowing for different types and levels of questions inquired and provide engagement are used and their thoughts and ideas. It also helps children and others to translators were on hand at engage with the project more the engagement stations. easily. A hackathon is to be held at Stage 3 for the community to work collaboratively with planners to address issues and concerns identified.
Engage in a respectful and genuine manner
1-5
Sufficient time is provided for community feedback, and the role of the community and their influence at each stage will be identified explicitly and also informed to the community at all engagement events.
Consult
Involve Collaborate
Involve
Different means of engagement at different times are adopted to provide all with the opportunity to provide their input. Hard to reach groups such as the homeless and elderly are reached through engagement with key stakeholders such as Salvation Army and engaged via means they prefer.
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Analyse and interpret the engagement information
2
The data collected will be analysed to identify themes, preferences and priorities
None
Close the loop on the engagement process, project outcomes and decisions
3
Share the findings with the public and be explicit with how the findings shaped the plan and associated outcomes. Invite feedback on the engagement process.
Inform
Evaluate the effectiveness of the engagement
5
Assess the feedback received on the engagement process and conduct the council’s own assessment of the quality of the feedback (e.g. did we reach hard to reach groups?)
Consult None
Table 2 How the plan meets City of Wyndham’s community engagement principles (City of Wyndham 2017a)
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Identification of problems This section looks at identifying the problems which relate to cycling in Tarneit by drawing on the community input received from Stage 1 and field observations. The assessment of the input and site visit findings against Forsyth and Krizek’s (2010) matrix on the efficacy of different strategies at increasing cycling in a neighbourhood (Table 3) identifies the performance of Tarneit overall in its strategies of community design, infrastructure availability and quality, programs, pricing and convenience and combined strategies as ‘low’ or poor.
Strategy
Community design
Ability to increase cycling Medium
Overall performance
Land use: limited mix- limited local destinations, long distances to shops/activities (Nanayakkara et al., 2018ab)
Low
Urban design: limited consideration of the human scale experience (Figure 2)
overall design or layout of the neighbourhood
Infrastructure availability
Performance of Tarneit đ&#x;˜Šđ&#x;˜Š High, medium and low ☚
Street network: disconnected cycling network (Figure 3), long and winding routes and presence of cul-de-sacs. Need direct and short routes especially to the station (City of Wyndham 2017d; Figure 3)
High
such as the availability of cycling and pedestrian paths
Disconnected cycle network (Figure 3) and absence of bicycle lanes at roundabouts
Low
Need toilets and drinking fountains along major routes and well-lit routes (City of Wyndham, 2017d) Need secure bike parking (City of Wyndham, 2017bd) Need greater connectivity – a connected bicycle network (City of Wyndham, 2017bd)
Infrastructure of high quality
Medium
design and attractiveness of the infrastructure
Programs
activities such as education and marketing
Basic infrastructure provided such as bicycle lanes demarcated by paint and no real separation from motorised traffic lanes.
Low
Improve shared paths – wider path, clearly identifying that path is shared (City of Wyndham, 2017d) Need safe routes to destinations and work (City of Wyndham, 2017d)
Insufficient robust evaluations
Ride2School initiative and Active Travel Schools Program aim to encourage children to use active transport to commute to and from school (City of Wyndham, 2017b)
Low
Maps for cycling and walking are available (City of Wyndham, 2016a) Need programs on how to cycle safely and courteously (City of Wyndham, 2017d) “Enforcing bike lanes are NOT for parking� (City of Wyndham, 2017d p14) “Education program for cyclists, pedestrians, vehicles to understand each other and encourage sharing� (City of Wyndham, 2017d p14)
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Pricing and convenience
Low
Cycling is inconvenient. Pricing may tempt the low income and younger people to cycle. Based on observations and journey to work data the preferred mode of travel however is the car (Profile.id, 2016).
Low
High
Bicycle lanes, related signage and bicycle racks were observed.
Low
time and monetary costs associated with the mode of travel Combined strategies
combination of multiple approaches (e.g. pricing, infrastructure provision and education)
Need signs ‘keep left’ signs to encourage pedestrians on shared paths to stay left, reduce speed signs and signs reminding pedestrians and motorists of existing cycle way (City of Wyndham, 2017d)
Table 3: An assessment of the cycleability of Tarneit using an adaptation of Forsyth and Krizek’s (2010) matrix on the efficacy of different strategies at increasing cycling using site visit observations and feedback received from local cyclists (See City of Wyndham, 2017bd)
Figure 2 Feedback from Wyndham cyclists and observations which gauge the extent to which the urban design caters to cycling in Tarneit (City of Wyndham, 2017d)
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Figure 3 Tarneit’s existing bicycle network and specific problems identified by the community (City of Wyndham, 2016a; City of Wyndham, 2017d)
Figure 4 Community needs regarding the street network, layout and design of the neighbourhood relevant to Tarneit (City of Wyndham, 2017d)
Figure 5 Community needs related to infrastructure availability and quality (City of Wyndham, 2017d)
Based on field observations and community input received from local cyclists the following can be identified as the key barriers to cycling for transport in Tarneit: Tarneit Cycling for Transport Strategy
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• • • • • •
Limited diversity and mix in uses and provision of local destinations to travel to for everyday needs. Disconnected bicycle network making cycling inconvenient and unsafe. Direct routes to local destinations are needed such as Tarneit Station and neighbouring suburbs. Bicycle lanes along major roads are needed and the improvement of difficult intersections. Improvement of bicycle paths is needed and additional consideration for the safety and amenity of cyclists. Additional bicycle parking is needed at destinations such as the shopping centre. Need education programs to teach pedestrians, cyclists and motorists how to share the road and travel safely.
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Existing plans and strategies in place This section aims to place this strategy and the problems and barriers identified within the larger contexts of local, state and national policies. It helps draw connections with and build on existing plans and strategies allowing for the horizontal and vertical integration of the Tarneit Cycling for Transport Strategy (Lowe et al., 2017).
Figure 6 Summary of the timelines of existing plans and strategies and their relevance to the Tarneit Cycling for Transport Strategy.
Analysis of the plans and strategies revealed the following • • •
Many broad goals and strategies with limited follow up on implementation: how the goals can be achieved. Limited funding available for cycling in the annual budget of the local government but additional opportunities to source funds. Many overlapping elements and goals and a shared interest in promoting cycling for transport.
Key ways the TCTS intends to build on the relevant policies: • •
By addressing key concerns and goals identified. Having a clear implementation plan and budget to identify how the proposed actions will be implemented and how funds are sourced and allocated. Tarneit Cycling for Transport Strategy
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•
Proposing a performance review of the TCTS every 5 years.
Please refer to the Appendix if seeking detailed analysis which contributed the conclusions above.
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Vision Based on the identification of why we need this plan, the problems identified for cycling in Tarneit and the policy analysis identified below is the vision for the TCTS.
“This plan aims to create an environment welcoming and conducive to cycling for transport in Tarneit for convenient and inclusive access to everyday needs and living locally to build a well-connected, heathy and sustainable community ” Why To encourage cycling for travel by creating an environment welcoming and conducive to cycling for convenience and inclusive access based on income and age. It will encourage residents to live and shop locally and build a healthy and sustainable community facilitated by using the bicycle for everyday journeys as opposed to the car.
Goal By 2050 majority of Tarneit residents will be travelling within the suburb by bicycle for everyday needs.
Strategies • • • • •
Use cycling to help create 20-minute neighbourhoods in Tarneit. Identify and establish the role of cycling in creating an integrated transport network in Tarneit. Adopt a proactive approach to encouraging cycling in Tarneit. Use this document and community support to receive funding from the State Government to implement the actions proposed. Identify costs and funds needed to achieve set goals.
Actions for the implementation of the proposed strategies are presented below.
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Actions Plan Melbourne speaks of creating neighbourhoods where everyday needs can be reached within 20 min of walking cycling or transit (Victoria State Government, 2017). Based on the approximation that the average cyclist takes 4 min to cycle 1km it is possible to approximate that the average cyclist should be able to reach anywhere within Tarneit within a maximum of 40min and central Tarneit within 20 min of cycling based on distance alone (See Figure 7).
Figure 7 The existing cycling network of Tarneit (City of Wyndham, 2016a)
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Figure 8 Cycling network for Tarneit proposed by existing policies (Bicycle network proposed by Plan Melbourne’s Strategic Cycling Corridor, the metropolitan Principal Bicycle Network Plan and the Tarneit North Precinct Structure Plan (Vicroads, 2018; VPA 2014; Victorian State Government, 2017)).
Figure 7 reveals that the existing bicycle network though largely disconnected caters predominantly to central and southern Tarneit with no connections to the north and west. The cycling network proposed by existing policies (Figure 8) reveals that the principal bicycle network (PBN) which guides the State government’s investment in cycling to provide access to key destinations in metropolitan Melbourne caters to north-south connections and less so to east-west connections for Tarneit. The Strategic Cycling Corridor (SCC) identified in Plan Melbourne which aims to create cycling links for work across Melbourne does not provide efficient and direct links to work for Tarneit residents because direct links to the station are not provided. Direct connections to the station are necessary as more Tarneit residents work in Tarneit Cycling for Transport Strategy
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healthcare and social assistance compared to any other industry (Profile.id, 2016) and based on the zoning, employment opportunities for this industry within the suburb itself are very limited. The need for connections to the station are further supported by the preferred mode for travel to work being the car and train for Tarneit residents (Profile.id, 2016). Cycling can reduce the dependence on cars and provide a healthy alternative to accessing the station. Building on this understanding and barriers to cycling previously identified key actions proposed for the creating a ’20 minute neighbourhood’ and addressing the other strategies are mentioned below.
Provide a well-connected bicycle network with a focus on direct links to the station and other local destinations (Figure 9; Table 4).
Figure 9 Proposed Priority 1 and Priority 2 routes to provide direct links to local destinations.
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Table 4: Timeline and budget for Priority 1 and 2 routes
Cater to cyclist safety (Figure 10; Table 4) To address concerns for safety the bicycle lanes will be physically separated from motor traffic similar to St Kilda Rd, Melbourne (Figure 10) to address the primary concern of those who are ‘interested but concerned’ in cycling (See Pucher et al., 2010). The relevant timeline and budget is provided in Table 4.
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Figure 10 Lessons from St Kilda Road, Melbourne
Provide a greater mix in uses in central Tarneit – a location accessible by all residents within 20min by bicycle (Figure 12; Table 5). There is potential for central Tarneit to be rezoned to cater to a greater variety of uses beyond residential use (Figure 12) to provide additional local employment opportunities and simultaneously create more local destinations which cater to everyday needs, encouraging further travel within the suburb itself. A greater mix of uses can also be provided around Tarneit station.
Figure 12 Areas supporting a mix of uses
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Table 5 Timeline and budget for providing a mix of uses in central Tarneit and land surrounding the station
Cycling supporting the development of an integrated transport network in Tarneit (Tables 6 & 7) The Priority 1 and 2 routes, safe separated lanes and diverse mix of uses proposed within central Tarneit and the surrounding the station make cycling convenient, safe and appealing to all residents including children. It also helps cycling function as one of the feeder modes which connect residents with the station and buses which are essential in an integrated transport system (See Hull, 2005; Mees, 2014). Additional means for modal integration is the provision of secure bicycle parking at local destinations which was also raised in the community engagement (City of Wyndham, 2017d) and providing bike share options.
Table 6 Timeline and budget for secure parking
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Table 7 Timeline and budget for bike share facilities
Figure 13 Melbourne bike share station on St Kilda Rd
Adopt a proactive approach to encouraging cycling in Tarneit (Table 8) The priority routes proposed take a proactive approach to encouraging cycling in Tarneit as it is proposed in areas which are largely unoccupied at the moment. Whilst the provided actions cater to the ‘hard measures’ to encourage cycling another proactive means for encouraging cycling is through soft measures such as education (Forsyth and Krizek, 2010) which is one of the key means alongside provision of safe cycling routes in making it so that majority of Tarneit residents cycle for everyday needs by 2050.
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Table 8 Timeline and budget for events and activities
Figure 14 Fun education initiatives to help children familiarise themselves with road rules and how to cycle in a safe environment (Fogelson, 2017)
Other potential actions include a greening strategy to green the priority routes similar to St Kilda Rd (Figure 8) and providing improved way finding signage (Figure 15). All actions explored above are the primary actions in response to the strategies proposed to address concerns identified from the community, site analysis and policies analysed.
Figure 15 Wayfinding signage from City of Adelaide (Studio Binocular, 2015) Tarneit Cycling for Transport Strategy
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Conclusion
Figure 16 The implementation plan for the proposed actions under the Tarneit Cycling for Transport Strategy
The specifics regarding the implementation are explored under Actions. Figure 16 identifies how the actions will be implemented over time and places TCTS within the longterm plans for cycling for transport in Tarneit. The success in fulfilling the identified actions will be assessed as per below (Table 9). Following the annual review of actions and goals, measures for improving performance will be adopted.
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Action/goal
Associated indicators/measures
Performance (yes/no) Time bound
2050: Majority of Tarneit residents cycling to everyday needs
Annual survey – number of residents who cycle on a regular basis to fulfil everyday needs
2025 & 2030: Construction of Priority 1 and 2 routes
Progress review of construction
2019/2020 onwards: promoting mixed use in key areas
Development applications/permits for mixed use development in specified locations
2019/2020 onwards: provision of secure bicycle parking at specified destinations
No. of existing and proposed developments which provide secure parking
Y
Progress achieved (to be assessed)
Comments
Within budget
Y
Annual assessment to assess effectiveness of TCTS and reaching the primary goal of TCTS
Annual assessment of effectiveness of completing priority routes.
NA
Annual review of number of mixed use developments occurring in proposed areas.
Annual review of the no. of existing and proposed developments which provide secure parking
2019/2020 No. of specified destinations onwards: which provide bike sharing Provision of bike facilities. sharing facilities at specified key local destinations
NA
Reviewed annually
2019/2020 onwards: Educational activities and events
NA
Reviewed annually to assess effectiveness both of this action and the effectiveness of separated bicycle lanes
No. of road accidents in Tarneit
No. of children who cycle to school
Table 9 Proposed strategy for evaluating performance
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References Bus Association Victoria. (2011). Public transport backlog builds in growth areas. Retrieved from http://www.busvic.asn.au/images/uploads/public/BusVic_Newsletter_08.11.pdf City of Melbourne. (2018). Help us build a cycling city. Retrieved from https://participate.melbourne.vic.gov.au/draft-bicycle-plan-2016-2020 City of Wyndham. (2016a). Wyndham North Central Bicycle Map. Retrieved from https://www.wyndham.vic.gov.au/sites/default/files/2016-08/NorthernCentral.pdf City of Wyndham. (2016b). Wyndham 2040 Vision. Retrieved from https://www.wyndham.vic.gov.au/sites/default/files/2016-06/Wyndham 2040 Vision - Resource.pdf City of Wyndham. (2016c). Wyndham 2040 – Wyndham Central District Plan – 2015-2019. Retrieved from https://www.wyndham.vic.gov.au/about-council/your-council/plans-policies-strategies/wyndham-2040 City of Wyndham. (2016d). Wyndham Integrated Transport Policy. Retrieved from https://www.wyndham.vic.gov.au/sites/default/files/2016-07/Wyndham Integrated Transport Policy - June 2016.pdf City of Wyndham. (2017a). Community Engagement Framework 2018-21. Retrieved from https://www.wyndham.vic.gov.au/sites/default/files/2018-01/Community Engagement Framework 201821 - DRAFT (1).pdf City of Wyndham. (2017b). Draft Wyndham Cycle Strategy. Retrieved from https://www.wyndham.vic.gov.au/sites/default/files/2017-04/Wyndham Draft Cycle Strategy for Public Consultation - 2017-04-11.pdf City of Wyndham. (2017c). Wyndham City Plan 2017-2021. Retrieved from https://www.wyndham.vic.gov.au/about-council/your-council/plans-policies-strategies/wyndham-cityplan-2017-2021 City of Wyndham. (2017d). Wyndham Cycle Strategy – Cyclist Feedback. Retrieved from https://www.wyndham.vic.gov.au/sites/default/files/2017-04/Wyndham Cycle Strategy - Cyclist Feedback 2017-04-11.pdf City of Wyndham. (2018a). Dwelling Approvals Statistics. Retrieved from https://www.wyndham.vic.gov.au/services/building-planning/buying-selling/dwelling-approvals-statistics City of Wyndham. (2018b). Integrated Plan and Budget 2018-2021. Retrieved from https://www.wyndham.vic.gov.au/sites/default/files/2018-06/Adopted_Budget_2018_19.pdf Department of Environment Land Water and Planning. (2018). Wyndham Planning Scheme. Retrieved from http://planningschemes.delwp.vic.gov.au/__data/assets/pdf_file/0012/463998/Wyndham_PS_Ordinance.pdf
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Fishman, E. (2015). Cycling as transport. Transport Reviews, 36(1), 1-8. doi:10.1080/01441647.2015.1114271 Fogelson, M. (2017). Seattle’s first “traffic garden” is a bike playground where kids can safely practice their cycling skills. Retrieved from https://inhabitat.com/inhabitots/seattles-first-traffic-garden-is-a-bikeplayground-where-kids-can-safely-practice-their-cycling-skills/ Forsyth, A., & Krizek, K. J. (2010). Promoting Walking and Bicycling: Assessing the Evidence to Assist Planners. Built Environment, 36(4), 429-446. doi:10.2148/benv.36.4.429 Hickman, R., & Banister, D. (2014). Transport, climate change and the city. Abingdon: Routledge. Hull, A. (2005). Integrated transport planning in the UK: From concept to reality. Journal of Transport Geography, 13(4), 318-328. doi:10.1016/j.jtrangeo.2004.12.002 International Association of Public Participation. (2014). IAP2's public participation spectrum. Retrieved from https://www.iap2.org.au/Tenant/C0000004/00000001/files/IAP2_Public_Participation_Spectrum.pdf Jacks, T. (2018). The west has Melbourne's worst commutes - four hours a day across town. Retrieved from https://www.theage.com.au/national/victoria/the-west-has-melbourne-s-worst-commutes-four-hours-aday-across-town-20180301-p4z28i.html Lowe, M., Whitzman, C., & Giles-Corti, B. (2017). Health-Promoting Spatial Planning: Approaches for Strengthening Urban Policy Integration. Planning Theory & Practice, 19(2), 180-197. doi:10.1080/14649357.2017.1407820 Martin, S., & Den den Hollander, J. (2009). Parkiteer –secure bicycle parking at public transport nodes in Melbourne. Retrieved from http://atrf.info/papers/2009/2009_Martin_denHollander.pdf Mees, P. (2014). TOD and Multi-modal Public Transport. Planning Practice & Research, 29(5), 461-470. doi:10.1080/02697459.2014.977633 Nanayakkara, A., Raras, M., An, R., Shang, L. (2018a). Tarneit Demographic and Site Analysis. Melbourne. Strategic Plan Making. Nanayakkara, A., Raras, M., An, R., Shang, L. (2018b). Tarneit Policy Analysis Report. Melbourne. Strategic Plan Making. Port Phillip City Council. (2014). Separated Bike Lanes – St Kilda Road Cost Benefit Analysis. Retrieved from http://www.portphillip.vic.gov.au/Cost_benefit_analysis_Bike_Lanes.pdf Profile id. (2016). City of Wyndham Method of Travel to Work. Retrieved from https://profile.id.com.au/wyndham/travel-to-work Pucher, J., Greaves, S., & Garrard, J. (2010). Cycling down under: A comparative analysis of bicycling trends and policies in Sydney and Melbourne. Journal of Transport Geography, 19(2), 332–345. doi: 10.1016/j.jtrangeo.2010.02.007
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Studio Binocular. (2015). City of Adelaide: Frome Street Bikeway. Retrieved from https://www.studiobinocular.com/2015/08/city-of-adelaide-frome-street-bikeway/ Transport for Victoria. (2017). Victorian Cycling Strategy 2018-28. Retrieved from https://transport.vic.gov.au/content/docs/Victorian Cycling Strategy 2018-28.PDF Vicroads. (2018). Principal Bicycle Network. Retrieved from https://vicroadsopendatavicroadsmaps.opendata.arcgis.com/datasets/d9066a14ec2d4004afdd113f4a52b8bf_0?geometry=144.599 %2C-37.85%2C144.73%2C-37.827 Victorian Planning Authority. (2014). Tarneit North Precinct Structure Plan Retrieved from https://vpa.vic.gov.au/project/tarneit-north-precinct-structure-plan/ Victoria State Government. (2017). Plan Melbourne 2017-2050. Retrieved from https://www.planmelbourne.vic.gov.au/__data/assets/pdf_file/0007/377206/Plan_Melbourne_20172050_Strategy_.pdf
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Appendix
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Policy
Plan Melbourne (PM)
Degree to which it helps promote cycling for everyday needs (low, medium, high)
Connection to Tarneit Cycling for Transport Strategy (TCTS)
How the TCTS will build on the policy considered
Medium
Supports cycling for commuting: the Strategic Cycling Corridors (SCC) intend to create cycling links across Melbourne for commuting (Policy 3.1.6). As evident from Figure 8 in the context of Tarneit the route proposed is not direct or convenient for commuting within the suburb due to its detached and isolated nature, however it may serve well as a separate cycling route to commute outside the suburb which is the workplace of majority of Tarneit residents (Profile.id, 2016).
Provide for cycling for commuting in the suburb.
Focus is on metropolitan level. unclear how funds filter to suburb level and how the 20-min neighbourhoods are to be implemented
Identify means to implement the 20minute neighbourhood concept within Tarneit.
Reach out to Traffic Accident Commission to see how a portion of the $100 million given by State government to the Safer Cyclists and Pedestrian Fund Supports the creation of a local cycling network can be captured. Same with Active to support local trips (Policy 3.3.2) which strongly Transport Victoria who received $3.3 supports the 20 Minute Neighbourhood concept million to increase participation in however, the implementation plan for the 20walking and cycling with a focus on minute neighbourhood is incomplete and unclear safety. such as how the required mix of uses will be acquired. PM identifies funds allocated funds at metropolitan level however, how these funds translate to the suburb level is unclear.
Victorian Cycling Strategy 2018
Wyndham Vision 2040
Medium
Guides investment and planning for cycling over a decade and provides broad goals and approaches to improving and encouraging cycling are identified. Means on how goals are to be achieved are not fully specified and no discussion on funding and no specific targets provided.
The core aspects to the plan will be supported as they resonate with the barriers to cycling for transport identified for Tarneit such as addressing the safety of cyclists and integrating cycling with public transport and identifying means to increase participation of underrepresented groups and schools. TCTS will further improve on this plan by identifying specific actions and goals to create a conducive environment for cycling for transport.
Low
Identifies need to support active transport around schools and activity centres. Nothing specific to Tarneit is mentioned however Tarneit is identified as a major activity centre in Plan Melbourne. Active transport is a minor aspiration of the Wyndham Vision.
The actions will identify how it aims to provide for cycling to schools and key destinations within the suburb.
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Wyndham Integrated Transport Strategy 2016 (WITS)
High Involves specific targets and goals and has clear identification of the role of cycling in the provision of integrated transport in Wyndham
Intends to improve health through active transport – Wyndham residents have above average rates of physical inactivity and have higher rates of obesity compared to the Victorian average. “Enable a pedestrian and cycling network that is comfortable, attractive and safer for a broad range of users.” (City of Wyndham, 2016d p10) intends to address transport disadvantage and accessibility through active transport.
WITS has no mention of Tarneit specific interventions. The goals identified are aligned with the barriers to cycling and proposed strategies/actions for Tarneit. All key concerns and goals identified are addressed for Tarneit in TCTS.
Integrate transport and land use to make it so that residents can easily access their day to day needs by walking, cycling and public transport Improve cycling infrastructure wayfinding signage project to deliver consistent well integrated signage for users Goals: “by 2040 Wyndham’s residents can access 90% of their weekly needs within the municipality” (City of Wyndham, 2016d p13) “Reduction of serious injuries and deaths on Wyndham Roads to zero…”(City of Wyndham, 2016d p26) “Proportion of mode share for walking and cycling trips to triple by 2040” (City of Wyndham, 2016d p31) Actions: develop a Wyndham Cycling Strategy and review it every 5 years, collaborate with schools to support active travel
Wyndham Central District Plan 2015-2019
Medium
Avoids bureaucratic top down implementation by taking a participatory approach in working with the community to provide better and more connected transport options within the suburb. Also involves mobilising the community to pressure state and federal governments for better public transport.
Community input is valued and considered in the TCTS. Opportunities for community to be involved in the implementation and identifying solutions too are identified.
Tarneit North Precinct Structure Plan 2014
Medium
Identifies proposed cycling paths and requirements such as the provision of bicycle parking at key destinations, prioritisation of cyclists at intersections of minor and connector roads, street blocks of 240m for a permeable low speed environment for cyclists.
The requirements set out address key concerns identified in Problem Identification. TCTS will build on the structure plan and address a key concern for implementation which is the sourcing of funds.
Tarneit Cycling for Transport Strategy
30
Tarneit West PSP 2008
Low
Draft Cycling Strategy 2017
Integrated Plan and Budget 2018/19
Emphasis is on cycling for recreation based on the bicycle routes proposed. Identifies a preferred layout for collector roads.
The potential for cycling for transport in Tarneit West will be considered taking into account the PSP.
Medium
Key policy items are identified and considered. Actions proposed include completing the missing links in the network, addressing commuter cycling, leading by example in provision of cycling infrastructure, promoting active travel to schools
The draft cycling strategy identifies such actions but has less emphasis on the ‘how’. TCTS builds on this plan and adopts a more integrated approach with specific actions and identification of how the actions are to be implemented.
Low
Identifies funding allocations for cycling for recreation not transport. For the 4 years ending 30 June 2022 for The total allocated for ‘Footpaths and Cycleways” is $1,170K for 2018/2019 (roads have been allocated 37, 117K). Bicycle Plan 2018/2019 implementation cost involves $300K. ‘Shared Path in Reserves’ the only other cycling related cost is allocated 650K
Other than for the allocation of funding for the Bicycle Plan no direct funds have been allocated for the purposes of cycling for transport. The only other cycling related allocation is for ‘shared paths in reserves’ which caters to cycling for recreation not transport. TCTS will identify funding needed for cycling for transport, how it will be spent and sourced.
Table 10 Summary of policies relevant to TCTS and how TCTS intends to build on identified policies
Tarneit Cycling for Transport Strategy
31
