CITY ROAD MASTER PLAN - TRANSFORMING CITY ROAD INTO A SAFE AND WELCOMING PLACE FOR EVERYONE 2016-2023 - CITY OF MELBOURNE
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City Road Master Plan transforming City Road into a safe and welcoming place for everyone 2016-2023 melbourne.vic.gov.au/cityroad
A connected city We manage movement in and around our growing city to help people trade, meet, participate and move about safely and easily, enabling our community to access all the services and opportunities the municipality offers. melbourne.vic.gov.au/cityroad
CONTENTS
Master Plan snapshot 4 Part Three: Master Plan actions 39
Action 1 40
Transform City Road West
Part One: Master Plan overview 7
into a great central city street
1. Introduction 8
Action 2 56
2. Master Plan actions 14 Reimagine Kings Way Undercroft
as a community space
Action 3 66
Part Two: What makes a great street? 25 Upgrade City Road East to be
safer and easier to get around
3. A connection to the past 26
Action 4 76
4. Meeting the needs of the future 32
Connect City Road to the
Arts Centre and Yarra River
5. Balancing priorities in a limited space 34
Action 5 86
Connect the gardens
Action 6 90
Expand the bicycle network
within Southbank
Part Four: Next steps 93
6. How could the Master Plan be delivered? 94
Issue 9 - City Road Master Plan
(Incorporating minor edits following Future Melbourne Committee)
July 2016
Disclaimer
This report is provided for information and it does not purport to be complete. While care has been taken
to ensure the content in the report is accurate, we cannot guarantee that the report is without flaw of any
kind. There may be errors and omissions or it may not be wholly appropriate for your particular purposes. In
addition, the publication is a snapshot in time based on historic information which is liable to change. The City
of Melbourne accepts no responsibility and disclaims all liability for any error, loss or other consequence which
may arise from you relying on any information contained in this report.
To find out how you can participate in the decision-making process for City of Melbourne’s current and future initiatives, visit
melbourne.vic.gov.au/getinvolved
Master Plan Snapshot
Why do we need a City Road What does the Master Plan aim What does the Master Plan
Master Plan? to achieve? propose?
The need to improve City Road is now The City Road Master Plan aims to The master plan includes six actions
more important than ever. transform City Road into a safe and to deliver improvements to the road
welcoming place for everyone. and adjacent spaces over a seven year
As Southbank transforms into a high period.
density central city neighbourhood, the It addresses ways to better balance
role of City Road needs to change to the road’s two primary roles – as an
Master Plan actions
ensure that it is a pleasant place to be, important transport corridor for various
as well as a street that is easy and safe modes, and a place that supports local 1. Transform City Road West into a
to get around. street life that is people-friendly for all great central city street.
the residents, workers and visitors who
Positive use City Road. 2. Reimagine Kings Way undercroft as
Experiences a community space.
It includes ways of making City Road
10 more environmentally sustainable,
contributing to a liveable and resilient
3. Upgrade City Road East to be safer
and easier to get around.
city.
4. Connect City Road to the Arts
Centre and Yarra River.
% 5. Connect the gardens.
6. Expand the bicycle network within
90
Southbank.
Negative
Experiences
Figure 0.1: Percentage of positive and
negative experiences shared online
Source: Community Engagement 2014
Alexa
s t ndra N
E a Avenu
St
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Roa
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ild
Stree
aR
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NGV Ave
oa
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idge
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South
bank Lin
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Cla
St
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ren
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ad
Boyd
on d
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Stre
Ki
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ng
Cit
te
s
W
ay
Figure 0.2: City Road Master Plan study area
4 melbourne.vic.gov.au/cityroad
What will be the benefits and Detailed traffic modelling has been How has the Master Plan been
impacts of the proposal? undertaken to develop and understand prepared?
the impact of the actions in the master
The benefits of the proposed plan.
The master plan has been informed by
improvements to City Road are two rounds of community engagement,
significant and will deliver a street Whilst there will be some minor
increases in vehicle journey times (see detailed analysis, stakeholder
that is safer, enjoyable to be in, more discussions and ongoing involvement
sustainable and distinctive. part one and part three for more detail)
the various benefits of the proposals are from key project stakeholders.
considered to outweigh these impacts.
safe and easy to get environmentally a great place to be
around sustainable
700 98 9085
metres of safe separated new street trees square metres of potential new
bicycle lanes on City Road public open space
6 30% 1280
slip lanes removed for of public space to be water square metres of new footpath
improved safety and increased permeable surfaces space
pedestrian space
3
3 40% new signalised pedestrian
upgraded bus and tram stops tree canopy cover target crossings at Clarke Street,
and improved public transport Balston Street and Alexandra
priority Avenue
70
metres reduced walking
distance between pedestrian N
crossings (from 240m to 170m) R
A RIVE ALE
YARR XAN
DRA
ST AV
EA
impacts AD
T
GE S
RO
ST
AV
TY OW
.KI
CI G
ITH
BRID
LD
1:37
L
LIN
A
SOU
THBA
RD
ENS
NK B
CLA
minute increase to an average VD
car journey from Cecil Street to pm PEAK eaST BOUND
QUE
REN
PO
Linlithgow Avenue in PM peak W
ER +1:31
DO
from 7:27 to 9:04 minutes ST
+0:00
NS
T
ES
+0:06
1:51
W
T
am PEAK weST BOUND
D
A
TOTAL +1:37m
RO
minute increase to an average +0:42
CE
TY
car journey from Linlithgow +0:29
CI
CI
L
Avenue to Cecil Street in AM +0:40
ST
peak from 5:29 to 7:20 minutes
TOTAL +1:51m
40
P on-street car parking spaces
removed
Figure 0.3: Potential increases in journey times in minutes between Cecil Street
and Linlithgow Avenue, showing the two routes most impacted by the proposals
Source: GHD Traffic Modelling Report, July 2015
City Road Master Plan 5
Part one master plan overview In this part you will find out: • Why we have produced a Master Plan • How the community were involved • A summary of the Master Plan actions
1. Introduction
Why do we need a Master Plan than walking and cycling throughout the This means balancing the various
for City Road? Southbank neighbourhood. transport modes and ensuring it enables
people to get where they need to go
Southbank is part of the rapidly growing It is a difficult street to cross, unsafe, whether they are walking, cycling,
central city. It has transformed since the noisy and poorly landscaped. While driving or catching public transport.
1980s from an industrial suburb into a footpaths are generous in some
thriving inner city neighbourhood. It is locations, at intersections they The local community are strongly in
home to 18,250 residents, almost 900 frequently become narrow, congested support of improving City Road. The
businesses with 33,600 workers and is and feel unsafe. There is no room for resounding opinion of the community
the centre of a globally recognised arts cyclists in the street and public transport during our engagement activity in
precinct. stops are in poor condition. February to March 2014 was that City
Road needs to be significantly improved
City Road has been the main street of The City Road Master Plan aims to to meet people’s needs and aspirations.
this suburb since European settlement balance the road’s two primary roles – as
when it was established as the original an important transport corridor and as a The road has to transform from being
route connecting settlers to Port Phillip place that supports local street life, that an unwelcoming, unsafe and unpleasant
Bay. It is now the central spine of one is people-friendly and safe for all the traffic corridor, into a place that people
of Melbourne’s most densely populated residents, workers and visitors who use choose to be.
central city neighbourhoods, which City Road. It also considers how to make
central Melbourne more environmentally Community engagement on the draft
continues to grow with an additional
sustainable, contributing to a more master plan in September to October
7000 people expected to call Southbank
liveable and resilient city. 2015 revealed a high level of support for
home by 2021.
proposals in the draft master plan with
Southbank has changed dramatically, This master plan aims to create a 21st close to three quarters of responses
but the design of City Road has not century street; a street that locals can be being supportive of all or most of it.
kept up with this change and the street proud of, a street that is comfortable to
This project delivers a key action from
fails to meet the needs of the local be in as a pedestrian, safe to cross, with
the Southbank Structure Plan 2010, and
community. welcoming and generous footpaths. A
responds directly to the feedback about
street that is characterised by beautiful
The design of the street reflects its how the road is experienced from the
trees and an active street life enabled
more recent industrial past, prioritising initial community engagement in 2014.
through the provision of generous
east-west vehicular movements rather pedestrian space.
aUTUMN Wewinter
are here spring
june 2016 2016
2014 Winter
20152015 2015
Community draft Community Final Implement
Engagement cITY rOAD Engagement city road City Road
Master plan master plan Master plan
Figure 1.1: City Road Master Plan project timeline
8 melbourne.vic.gov.au/cityroad
How has the Master Plan been • Community Engagement Summaries Each section of the road presents
prepared? (phase one and phase two) different opportunities for improvement.
• Issues and Opportunities Report The public spaces near the Boyd
The master plan has been informed by
community feedback, detailed traffic • Traffic Modelling Report Community Hub have also been
modelling throughout Southbank, as addressed in this study area. These
well as ongoing discussions with key Which parts of City Road does include the Kings Way Undercroft and
City Road Park on the corner of Queens
stakeholders such as VicRoads, the the Master Plan affect? Bridge Street and City Road.
management authority for the road
carriageway and project partner. The study area extends from Clarendon
The lowering of City Road in the 1970s
Street in the west to St Kilda Road in the
The design proposals consider traffic severed the historic connection of
east and includes Alexandra Avenue to
capacity requirements, arterial route City Road to St Kilda Road, making it
the intersection with Linlithgow Avenue.
functions and limitations presented by more difficult to access the city from
In total, the study area is approximately
the need to fit multiple functions into Southbank. The connections between
two kilometres long (see figure 1.2).
the 30 metre wide reserve of City Road. City Road and St Kilda Road (at the
The master plan presents the preferred The master plan considers the road in Arts Centre) have therefore also been
response to different parts of the road. three sections: reviewed.
For further detail on background • City Road West - Clarendon Street Any upgrades to City Road west of
material used to inform this master plan, to Power Street. Clarendon Street will be developed in
please refer to the following documents future coordination with the City of Port
• City Road East - Power Street to the Phillip.
available online:
St Kilda Road.
• City Road Draft Master Plan • Alexandra Avenue - St Kilda Road to
(September 2015) Linlithgow Avenue.
• Transport and Access Report
Alexa
ndra N
ast Avenu
dE
St
e
Roa
Kil
et
e Stre
aR d
u e
NGV ven
oa
w A
Bridg
go
y
d
lith
Cit
South
bank Lin
Boule
vard
ns
Quee
Po
st
w
Clar
er
We
St
re
end
et
ad
Boyd
on S
Ro
tree
Ki
y
ng
Cit
t
s
W
ay
Figure 1.2: City Road Master Plan study area
City Road Master Plan 9
How can we achieve In order to ensure that the master plan The Master Plan is supported by the
improvements in City Road? is grounded and deliverable in a realistic decision makers.
time frame, the master plan has been
The master plan is a seven year plan for influenced by the following drivers: Proposed changes to the road need
delivering improvements within the road to be supported by both authorities
reserve (the traffic lanes and footpaths) that manage it – City of Melbourne
The Master Plan can happen.
and some public spaces adjacent to the and VicRoads. That is why the City of
road. It is important to ensure that the master Melbourne has worked closely with
plan is both aspirational but realistic and VicRoads, the key project partner, to
It proposes improvements to the layout deliverable, subject to potential funding deliver the master plan.
and design of the road to better balance decisions, within the next seven years.
the priorities given to different transport The project requires partnership with
modes - walking, cycling, driving and City Road will continue to play an other key organisations who are either
public transport as well as improvements important role in Melbourne’s road responsible for the way the road is
to the character and enjoyment of the transport network. In particular, City designed and functions or are directly
street, through footpath widening, Road east of Power Street provides impacted by the road design. These
tree planting, new paving and street a bypass from the Burnley Tunnel for include:
furniture. oversized or placarded vehicles (trucks
• Public Transport Victoria
carrying goods that are not allowed
through the tunnel). • Arts Centre Melbourne
VicRoads, the management authority • City of Port Phillip
for the road carriageway, has confirmed
that this function will remain for the • Victorian Government
foreseeable future. As this master plan is
a seven year plan, it provides solutions • Yarra Trams and bus operators
that retain this placarded vehicle access
while still improving the performance of The Master Plan is supported by the
the street. community.
The needs and aspirations of the
community are intrinsic to the delivery
of the master plan and is why it has been
informed by two rounds of community
engagement, at the beginning of the
project and at the draft master plan
stage.
Boyd Community Hub, City RoadThe Master Plan aligns with other • Bicycle Plan 2016-2020 VicRoads is currently developing a
projects, plans and strategies to ‘Movement and Place Transport Planning
improve Southbank. • Motorcycle Plan 2015-2018 Framework’. The framework highlights
the importance of roads and streets in
The master plan vision aligns with other • Open Space Strategy 2012 not only providing for the efficient and
significant projects being undertaken safe movement of people, goods and
in the vicinity of City Road, such as • Places for People 2015
services, but also providing great places
Transforming Southbank Boulevard, that contribute to the look, feel and
• Total Watermark 2014
Boyd Park and the Arts Blueprint (Arts reputation of Victoria.
Victoria) (see figure 1.3).
• Transport Strategy 2012-2030
This master plan demonstrates principles
The master plan also aims to deliver that align with the framework, aiming to
• Urban Forest Strategy 2012-2032
on the goals and objectives of existing respond to the changing needs of City
City of Melbourne strategies and plans, • Walking Plan 2014-2017 Road as both a movement corridor and
including: a place for people along the different
• Zero Net Emissions by 2020 parts of the road.
NORTH QUEEN CARLTON
MELBOURNE VICTORIA GARDENS
STATION MARKET N
MELBOURNE
CENTRAL
FLAGSTAFF
GARDENS
MELBOURNE
METRO FITZROY
HODDLE GARDENS
GRID
KIN
FLINDERS
SPE
G ST
STREET
NCE
SOUTHERN
REE
STATION
R ST
CROSS
T
STATION
REE
DOCKLANDS
ALEXA
T
N
AVENU DRA
MCG
E MELBOURNE
A D
RO
PARK
ST K
Y
CIT
ILDA
YARRA RIVER southba Domain
bouleva nk
ROA
rd parklands
D
BOYD master plan
WEST Park
T
STREE
GATE
FREEW
AY
ROYAL
STURT
KI
fishermans bend
NG
CLA
BOTANIC
SW
urban renewal GARDENS
REN
ARTS
AY
area
DON
PRECINCT
BLUEPRINT
STR
SOUTH
expanded CENTRAL DOMAIN
EET
MELBOURNE ROAD
CITY area MARKET
Figure 1.3: City Road and related projects within the wider central city context
T
EE
ALBERT City Road Master Plan 11
TR
YS
PARK
BA
FAWKNERHow did the community get The purpose of the community
relaxed
involved? engagement was to:
happy hopeful
• Raise awareness of the City Road
Sad Unsafe
43
Two phases of community engagement
Master Plan Project.
8
were undertaken in developing the
master plan. The first phase took place • Develop an understanding of the
Angry
37
at the beginning of the project before
any proposals were established, to get
community’s experiences of City
Road. 12
a better understanding of the existing
conditions of City Road. • Gather qualitative data to feed into
%
A second phase of community
the development of the draft master
plan. Other 14
Neutral
23
engagement tested how supportive the
community were of the draft master plan Nearly all of the experiences shared
proposals. These are explained below. by the community were negative, with
many feeling unsafe and frustrated (see Frustrated
Phase 1 Engagement figure 1.5).
Figure 1.5: Experience of
The first phase of community A clear sense of the issues and concerns City Road shared online
engagement was held from 17 February along the road was captured through Source: Community Engagement 2014
to 16 March 2014, when the community the placement of comments on the
was asked to share their experience of interactive map.
City Road through an interactive map
on Participate Melbourne and ‘drop-in
sessions’ at the Boyd Hub (see figure
1.4).
r a R i v e r
Yar Al exand N
ra Av
enue
oad
St
R
ity
Kild
t
S t ree
C
aR
oad
idge
South
ns Br
bank
Boule
vard
Quee
t
Stree
Po
w
er
Cla
St
Sturt
ren
don
ad
Ro
Str
y
Cit
eet
ay
re ew
a te F
st G
We
Figure 1.4: Positive and negative experiences of City Road shared online
Source: Community Engagement 2014
12 melbourne.vic.gov.au/cityroadPhase 2 Engagement • Provide the community with an do not Do not support
opportunity to discuss the draft support most it at all
The second phase of community master plan with City of Melbourne parts of it
engagement was held from 9 September
5 4
staff and learn more about it
to 21 October 2015. The community was through face to face engagement.
asked how supportive they were of the Support
proposals outlined in the draft master • Gather qualitative and quantitative some
plan via an interactive master plan on data from the community on the parts 19
Participate Melbourne. draft master plan to help inform the
development of a final master plan.
of it
but not % 43
Participants were able to comment on others
the overall master plan and/or individual Results revealed a high level of support
actions. This was supported by a number for the draft master plan, with close to
of face to face events including walking three quarters of the 211 responses on
Support
29
tours, drop-in sessions at Boyd and pop- Participate Melbourne being supportive
most parts
up spaces in the Kings Way undercroft. (see figure 1.6).
of it strongly
support
The purpose of the community The responses captured during the it all
engagement was to: community engagement helped to refine
the master plan and are discussed in
• Present the draft master plan to the each action in part three. Figure 1.6: Combined feedback
community and seek their feedback results for the overall draft
on the overall master plan and its master plan and six actions
six actions. Source: Community Engagement 2015
Pop-up event in the Kings Way Undercroft as part of
the community engagement on the draft master plan,
October 2015
132. Master plan Actions
What are the Master Plan What are the transport priorities This includes improvements at existing
actions? and requirements? intersections to minimise crossing
distances as well as providing new
The street improvements outlined in crossing points along the road in
The master plan consists of the following
the master plan respond to different targeted locations where there is
six key actions to improve the road
transport requirements along City Road existing or likely to be future demand.
design and layout. These actions
respond to the changing conditions and Alexandra Avenue.
Cyclists
along the length of the study area.
Due to changing conditions and space
limitations along the road, not all The City of Melbourne is committed to
1. Transform City Road West into a becoming a cycling city with safe and
great central city street. transport modes can be accommodated
in each section. Figure 1.7 shows the connected bicycle routes. This involves
existing major routes for each mode, delivering a connected cycling network,
2. Reimagine Kings Way undercroft as
illustrating how different users of the building high quality routes for local
a community space.
street connect into and through City cycling trips, increasing participation in
3. Upgrade City Road East to be safer Road and Alexandra Avenue. cycling and making cycling safer (Bicycle
and easier to get around. Plan 2016-20, City of Melbourne).
A summary of how transport modes are
4. Connect City Road to the Arts accommodated in the master plan is There is currently very limited bicycle
Centre and Yarra River. noted below. access within and through Southbank
other than the Yarra Promenade which is
5. Connect the gardens. Pedestrians shared with pedestrians. The master plan
recognises the importance of providing
6. Expand the bicycle network within Walking is the predominant mode safe bicycle access for the Southbank
Southbank. of transport for all trips in central community, as well as the need to
Melbourne, in the order of 86 per cent connect Southbank to surrounding areas
A summary of these actions is provided (Walking Plan, City of Melbourne 2014). and key routes.
on the following pages (see figure
1.8). The full details of each action are The City of Melbourne seeks to deliver Due to competing transport needs, it is
contained in part three of this document, an environment in which pedestrians not possible to continue bike lanes along
followed by next steps in part four. are prioritised and supported by a the full length of City Road at this time.
safe, attractive and engaging urban
environment (Road Safety Plan 2013- Instead, a bicycle route is proposed via
2017, City of Melbourne). City Road, Balston Street, Kavanagh
Street and Southbank Boulevard (see
Pedestrian amenity and safety is the Action 6 for further details).
highest priority along the full length of
City Road. The City of Melbourne Bicycle Plan
aims to upgrade Southbank Boulevard,
Generally the footpaths are of sufficient Kavanagh Street, Balston Street, and
width. Opportunities to improve access investigate connections on City Road
and safety for pedestrians are focused and Clarendon Street in the medium
on making it safer and easier to cross term (two to five years).
City Road and Alexandra Avenue.
14 melbourne.vic.gov.au/cityroadPublic Transport The master plan does not propose Cars
changes to the existing public transport
The importance of public transport in network but aims to maintain or Car access will be maintained for the
Southbank will increase as development increase public transport priority. full length of the study area. Proposed
intensifies, resident and worker Pedestrian access for public transport changes aim to minimise impact to
populations grow and Fishermans Bend passengers has been a focus for street vehicle capacity and journey time.
is developed as part of the expanded improvements. Access to all private car parks will be
central city. maintained.
By 2026, it is expected that Queens Trucks
Bridge Street and Clarendon Street will
have more tram routes and services Access for placarded vehicles and over
to provide greater connectivity to the dimensional vehicles will be maintained
proposed Domain Metro station and the east of Power Street as an alternative
western section of the Hoddle Grid. route to the Burnley Tunnel in line with
VicRoads’ requirements. The master plan
aims to mitigate the impact of these
vehicles on other road users where
possible.
N
Hoddle
River
Grid Yarra
ALE
XAN
DRA A
VEN
UE
AD
RO
ST
TY
CI
K
ILD
OW
HG
AR
IT
L UE
LIN EN
OA
AV
D
ET
SOUT
H
BOUL BANK
KING’S
STRE
EVAR
D DOMAIN
D
T
IDGE
A
EE
RO
R
ST
NS BR
TY
H
G
CI
P
A
ST OW
N
VA
QUEE
RE ER
KA
ET NEL
TUN
CLA
Y
R NLE
BU
REN
B
ST AL
RE ST
D
ET ON
ON
Bicycle route
STR
EET
Bus route
Car route
KI
N
G
Large truck route
S
W
D
AY
A
Tram route
RO
TY
CI
Figure 1.7: Existing transport routes on City Road and Alexandra Avenue in the broader Southbank context
City Road Master Plan 15SW
master plan Actions
EE T
STR
3.
E
RK
UpgradeBO City Road
U
Purpose: To transform City Road into a safe and East to be safer and
welcoming PLACE for everyone easier to get around
EET
ST R
NS
LL I
CO
1. Transform City Road West
into a great central city
street
WI
LLI
AM
STR
EET
SPE
See page 66
NC
ER
STR
EET
See page 40 CI
TY
RO
T
S
T REE
B
GE S
BRID
D
2.
A
ENS
RO
Reimagine Kings Way
TY
QUE
PO
CLA
H
CI
Undercroft as a
ST W
G
RE ER
A
RE
N
ET
ET
A
community space
ND
V
RE
KA
ST
ON
BOYD BA
STR
ST LS
RE TO
EET
ET N
AY
EW
FRE
ATE
KI
G
ST
N
WE
G
S
CLA
W
MO
A
Y
RKE
RA
YS
STR
TRE
EET
ET
New pedestrian crossing
Legend
See page 56 Cycling improvement Public transport upgrade
CEC
New street trees New open space
IL S
T RE
N Pedestrian improvement Water sensitive design
ET
16 melbourne.vic.gov.au/cityroadWA
NS
EX
TO
HIB
5.
NS
ITIO
Connect the gardens
TR
NS
EET
TR
FEDERATION EET
SQUARE
FLINDERS
STREET
STATION
YARRA RIVER
ATE
HAMER
HALL
See page 86
THG
SOU ENUE
AV
ALE
XAN
DRA
AVE
NUE
ST
ARTS
KIL
G
CENTRE
ET
NUE
T
FANNIN
D AVE
STREE
DA
OA
E
W
GO
T STR
TH
RO
LI
N
NATIONAL
AD
STUR
LI
SOUT GALLERY OF
HBAN
6.
BOUL K VICTORIA
ExPAND the bicycle
EVAR
D
network within
Southbank
4. Connect City Road to
the Arts
Yarra
RN
L E Y
River
TUN
Centre
NE
L and
BU
Y
See page 90
See page 76
Figure 1.8: Summary of proposed actions
(full details contained in part three of the master plan)
City Road Master Plan 17What are the proposed changes
to City Road?
Figure 1.9 shows the changes to City
Road and Alexandra Avenue proposed
in the master plan. These relate to the EET
S TR
road reserve specifically (footpaths and RS
E
ND
carriageway). FLI
The majority of changes are
concentrated in City Road West between
Clarendon Street and Power Street in
response to detailed analysis of existing
traffic conditions (refer to pages 20 and TE
S H WA
21). FRE LACE
P
T
City Road East and Alexandra Avenue
T REE
experience higher traffic volumes due
to their arterial route function which
GE S
is reflected in the level of changes
proposed in these segments of the road.
BRID
ENS
QUE
A
N
A
PO
V
KA
ST W
ST
RE ER
ET
KI
N
G
S
W
A
Y
CLA
BOYD
RE
BA
ND
ST LST
ON
RE O
ET N
MO
STR
RA
EET
YS
EW
FRE
TRE
G ATE
ST
WE
ET
Figure 1.9: Proposed changes to City Road and Alexandra Avenue
18 melbourne.vic.gov.au/cityroadFLINDERS
STREET
STATION
R
YARRA RIVE
N
HAMER
HALL
AT E
THG
SOU
N E
U
AVE
ALE
X
AVEANDRA
NUE
ER
ARTS
CENTRE
ET E
G
T STR
T
FANNIN
AD
STREE
E
RO VENU
WA
ITY O
STUR
C G
TH
LI
N
LI
NATIONAL
GALLERY OF
SOUT VICTORIA
HBAN
BOUL K
EVAR
D
H
ST
G
A
KIL
T
EE
DA
TR
L
NE
UN
RO
LE YT
RN
AD
BU
Pedestrian Access footpath alterations Road alterations
New pedestrian Increase in footpath Removal of slip lane
crossing width (increase in footpath)
Improved pedestrian Increase in footpath Removal of dedicated
connections width in some sections turning lane (turning
movement still
WA
Y
Bicycle Access Minor reduction in
footpath width
possible from alternate
lane)
On road bicycle lane
Removal of left turn
parking alterations into Fanning Street
Removal of all
carparking Planted median strip
Removal of some
carparking
City Road Master Plan 19Existing traffic conditions These variations in traffic volumes
along City Road highlight that there are
Traffic volumes greater opportunities for improvements
west of Power Street in the shorter term.
There is significant variation in traffic
volumes in different segments of City Crashes
Road and Alexandra Avenue, which has
influenced the design proposals in the There have been a number of crashes on
master plan. City Road, particularly at intersections
which are often very large and
Figure 1.10 demonstrates how City confusing. This includes two fatalities as
Road’s arterial route function as a shown in figure 1.11. Improved safety is a
bypass to the Burnley Tunnel results in key driver for the master plan to improve
far greater traffic volumes east of Power safety for all users of City Road.
Street, compared to City Road west of
Power Street. Approximately 45,600
vehicles per day travel along Alexandra
Avenue, compared to 22,500 per day on
City Road West.
42,200 45,600
ET
ET RE
RE ST
ST S
OL
L INS
F LIN
D ER N
C
vehicles per day vehicles per day
45,900 THG
ATE
SOU ENUE
KIN
AV
vehicles per day
G
ALE
ST
XAN
RE
ALE
ST D XAN
ET
HWA
TER RDA
RA A
EA AEV
V N
22,500
FRES LACE UE
P
D ENU
E
ET
AD A
ST
E
RO
STREETG
T STR
KIL
RO
FANNIN
NUE
TY AVE
ITY
CI
DA
W
GO
vehicles per day
STUR
TH
RO
C LI
AD
N
LI
SOUT
ET
HBAN
K
T RE
BOUL
EVAR
28,900
D
ET H
PO P
GE S
RE AG
ST AN
SW
RID
V
O
KA
TR WE
ET R
NS B
D
EE R
T ROA
vehicles per day ST
QUEE
ESCITY
BA
R EE
W
ST LS
RE TO
ET N
T Comparative roads
D
A
Boyd
RO
City Road West = Grattan Street, Carlton
20,000 vehicles per day
TY
CI
KI
YA
Y
N
FRA
EEW
MO
G
EEW
S
TE
W
GA
RA
City Road East = King Street, Hoddle Grid
FWR
EST
A
CLA
Y
YS
TE
GA 45,000 vehicles per day
TRE
RKE
CLA
ST
ET
WE
REN
STR
EET
DO
NS
CEC
TR
IL S
EET
Figure 1.10: VicRoads Traffic Volumes 2013
T RE
ET
Source: GHD Traffic and Access Study, May 2014
20 melbourne.vic.gov.au/cityroadET
ET RE
RE ST
S ST R S
L LIN IN DE
CO FL
N
ATE
THG
SOU ENUE
KIN
AV
G
ST
RE
ALE
XAN
ET
R DRA
TE AVE
HWA NUE
FRES LACE
P
T EE
ST
AD
STREETG
T STR
KIL
RO
FANNIN
TY NUE
CI AVE
DA
W
GO
STUR
RO
TH
LI
AD
N
LI
SOUT
ET
HBAN
K
T RE
BOUL
EVAR
D
ET H
GE S
RE AG
ST AN
P
RID
V
ST OW
KA
RE ER
NS B
D
ET
A
RO
QUEE
TY
CI
BA
ST LS
RE TO
ET N
BOYD
pedestrian fatal
KI
Y
N
WA
cyclist serious
MO
E
G
FRE
S
TE
W
GA
RA
ST
A
WE
CLA
Y
YS
TRE
RKE
CLA
car other
ET
REN
STR
EET
DO
NS
CEC
T RE
IL S
E
T RE
T
ET
Figure 1.11: VicRoads CrashStats 2008-2012 for City Road
Source: GHD Traffic and Access Study, May 2014
City Road Master Plan 21How will the Master Plan affect These may include changes in individual The two routes most impacted by the
traffic? travel behaviour such as shifting to a proposed changes are:
different mode of transport or choosing
Traffic modelling an alternate route. • Travelling east bound in the PM
peak from Cecil Street to Linlithgow
Detailed traffic modelling has been Another limitation to modelling the Avenue which could increase the
undertaken to develop the street layout impacts of proposed changes is the average journey time by 1:37 minutes
proposals presented in the master plan volatility of existing conditions in from 7:27 to 9:04 minutes.
and to understand their impact on traffic Southbank. City Road, and Southbank in
• Travelling west bound in the AM
movement. Proposals aim to minimise general, is a heavily trafficked and highly
peak from Linlithgow Avenue to
impacts on traffic movement where congested area where observed journey
Cecil Street which could increase the
possible to retain the key arterial route times vary significantly.
average journey time by 1:51 minutes
from Power Street to the east. from 5:29 to 7:20 minutes.
For example, two runs of the same
One way of understanding the likely route at the same time of day can vary Minor journey time increases are
impact of these proposals is by in duration from three minutes to eight expected in the AM peak east bound (an
measuring the increase or decrease minutes, as demonstrated in figure 1.12. additional 30 seconds to the average
in average (median) journey times. journey) and in the PM peak west bound
Variations in journey times are presented Therefore, a modelled increase to an
(an additional 43 seconds to the average
alongside the corresponding actions in average (median) journey time is, in
journey).
part three of the master plan. reality, likely to be absorbed within
the spectrum of existing journey time
Limitations to traffic modelling variability.
While traffic modelling can be a useful Potential increase in journey times
means of understanding the trade-offs
involved in transforming City Road, its Increases in journey times will be most
limitations need to be recognised. Traffic significant in City Road West as shown
modelling does not account for other in figure 1.13.
likely affects of improvements to City
Road. Variation in travel times
10
7:46
Maximum journey time
Time (minutes)
ST KILDA ROAD UNDERPASS
SOUTHBANK BOULEVARD
QUEENS BRIDGE STREET
5 5:13
Average journey time
SOUTHGATE AVENUE
CLARENDON STREET
POWER STREET
3:19
CECIL STREET
Minimum journey time
0
Distance (kilometres) 1.64
Figure 1.12: Example of the variation in travel times experienced on City Road from Cecil Street to St Kilda Road (PM peak)
Source: GHD Traffic Modelling Report, July 2015
22 melbourne.vic.gov.au/cityroadN
R
RIVE
Y ARRA ALE
XAN
T DRA
E AS AV
AD
T
GE S
RO
ST
Y AV
IT OW
.KI
C G
ITH
BRID
LD
L
LIN
A
SOU
THBA
RD
ENS
NK B
CLA
VD
QUE
REN
PO
W
ER
DO
ST
NS
T
ES
W
T
D
A
RO
CE
TY
CI
CI
L
ST
am PEAK EAST BOUND am PEAK weST BOUND pm PEAK eaST BOUND pm PEAK WEST BOUND
+0:28 +0:42 +1:31 +0:00
+0:01 +0:29 +0:00 +0:27
+0:01 +0:40 +0:06 +0:16
TOTAL +0:30m TOTAL +1:51m TOTAL +1:37m TOTAL +0:43m
Figure 1.13: Potential increases in journey times in minutes as a result of the actions in the master plan (between
Cecil Street and Linlithgow Avenue)
Source: GHD Traffic Modelling Report, July 2015
City Road Master Plan 23Part Two
what makes a great street?
In this part you will find out:
• How Southbank is changing and the story
of where it has come from
• Key priorities to consider for City Road
City Road Master Plan 253. A Connection to the past
The public realm plays an important role 1830s - European Settlement 1850 - 1950 Establishment of industrial
in the way people experience, value and precinct
remember a city. Public spaces have City Road has claims to being the
their own histories and they connect the first ‘street’ in Melbourne. Soon after Throughout this century, Southbank
experience of the place today to its past. European settlement, a walking track (formerly South Melbourne) became
between Port Phillip Bay and the newly an industrial precinct, with City Road
Pre-European Settlement laid Hoddle grid was established along a providing an important connection
dry creek bed, later formalised as City - to the central city. Land uses along
The area that we call Southbank today Sandridge Road. The Sandridge Railway City Road included warehouses,
was inhabited by Aboriginal people for opened in 1854, moving goods to and manufacturing and mechanics’
thousands of years prior to the arrival of from the port (see figure 2.1). workshops (see figure 2.3)
Europeans in 1835.
1840s - Royal Botanic Gardens Alexandra Avenue was constructed
The low lying wetlands south of in 1901, a wide boulevard with four
Birrarung (Yarra River) provided a In the 1840s, land south of the Yarra separate lanes and Alexandra Gardens
rich source of food for the clans of overlooking Melbourne was reserved as were laid out shortly after.
the surrounding region. Due to its parkland. The Royal Botanic Gardens
topography, Southbank is still prone to were set aside in 1846 as parkland and
flooding today. work commenced to transform the
Domain into a public park shortly after.
Figure 2.1: Melbourne circa 1850s facing north with the wetlands of Southbank visible in the foreground
Source: State Library of Victoria
26 melbourne.vic.gov.au/cityroadFigure 2.2: Alexandra Avenue circa 1940s-1950s
Source: Rose Stereograph Co, State Library of Victoria
Figure 2.3: Draffin Bros electric hot water service at 43-47 City Road (now Opera Australia) circa 1930s
Source: State Library of Victoria
City Road Master Plan 27Figure 2.4: The intersection of City Road and St Kilda Road connecting at grade prior to the lowering of City Road circa 1945 Source: State Library of Victoria Figure 2.5: Arts Centre during construction with St Kilda Road to the left of image circa 1960s Source: Arts Centre Melbourne Performing Arts Collection 28 melbourne.vic.gov.au/cityroad
1950/60s - City Road disconnected Late 20th Century - urban renewal The Southbank Structure Plan 2010
from central city (and former Southbank Plan 2007)
The urban renewal of Southbank from set a vision for the ongoing renewal
Swan Street Bridge opened in the 1950s, an industrial area into a commercial of Southbank as part of Melbourne’s
connecting Alexandra Avenue to the and residential precinct began in the expanded central city which saw the
sports precinct for the 1956 Melbourne 1980s with the opening of the Southgate rezoning of the land to Capital City Zone
Olympic Games. Complex and high rise office towers in 2013.
along the Yarra River. Crown Casino
In the 1960s, as part of the Roy Grounds’ opened in 1997, continuing the trend of The iconic Eureka Tower, at 297
Master Plan for the arts precinct, City development fronting onto the Yarra metres high was completed in 2006
Road was tunnelled below St Kilda Road. River and turning its back to City Road. and is currently the tallest building in
This severed its historic connection with Melbourne. The approved Australia 108
St Kilda Road, Princes Bridge and the 21st Century - booming suburb development to be built on the corner of
Hoddle grid (see figures 2.4 and 2.5). City Road and Southbank Boulevard will
The Arts Centre Precinct opened in the CityLink and the Burnley tunnel soon take over this title at 319 metres
1980s. commenced operation in 2000, high.
establishing City Road East as the
In 1961 the Kings Way overpass opened, alternative route for placarded vehicles
creating a new southern entrance and all vehicles in times of tunnel
to the city and forming a perceived closure.
barrier between Southbank and South
Melbourne.
City road
Figure 2.6: Southbank and City Road circa 1980s
Source: State Library of Victoria
City Road Master Plan 29City Road in 2015: the front door for thousands of residents and workers
City Road as the front door to This influx of residents to the area Improvements to City Road need to
thousands of residents and workers reinforces the importance of City Road be respectful of the past and provide
as a street that must serve the broad opportunities for today’s residents,
In the past decade the number of needs of its local population and act as a visitors and workers to connect to the
residents and workers in Southbank has safe front door to the thousands of new history of the city and the place.
drastically increased, particularly on the homes along its length.
blocks fronting City Road (see figures
2.7 to 2.10). There are now over 6000
homes and over 20,000 jobs.
N N
173 174
120 687
355 1192 531
323 479
286 608
700 1709
2 350
242 245 683
Figure 2.7: Number of homes within the blocks fronting City Figure 2.8: Number of homes within the blocks fronting City
Road in 2005. Source: CLUE 2005 Road in 2015. Source: CLUE 2015
N N
5318 5345
2189 2780
269 318
328 773 1270 6703 912 1428
743 27
365 877
447 14
88 96 75 32
17 120
296 20 232
66 81 52 48
74
47 185
Figure 2.9: Number of jobs within the blocks fronting City Figure 2.10: Number of jobs within the blocks fronting City
Road in 2005. Source: CLUE 2005 Road in 2015. Source: CLUE 2015
City Road Master Plan 314. Meeting the needs of the future
Since urban renewal began in the 1980s, with several significant potential In 2011, 34 per cent of Southbank
Southbank has become the fastest development sites yet to come forward. residents walked to work. A further 24
growing suburb in Melbourne. This has This growth emphasises the need to per cent walked to public transport. This
seen increased numbers of people living, improve the quality of the public realm means that there were approximately
working and visiting the area. and connections through Southbank 4000 people walking around Southbank
and to the Hoddle Grid, which is the key as their primary means of transport
City Road, however, has not transformed destination for most residents. during peak periods.
to meet the needs of these people.
It is still primarily designed to move The growth of Southbank cannot be Trends suggest that the proportion of
vehicles in an east to west direction and looked at in isolation of the Fishermans people travelling by foot and public
continues to act as a significant barrier Bend urban renewal area which is transport is likely to significantly
to north-south movement, effectively connected to Southbank through City increase along with a greater number of
dividing Southbank in two. Road. The 455 hectare site is forecast to workers and visitors to the area.
accommodate a residential population in
Population growth and development the order of 80,000 and approximately
is set to continue at a rapid pace 40,000 jobs.
2008 Eureka
Tower
MCG
Arts
Centre
National Gallery
Crown of Victoria
Towers
Q Stu
ue rtS
en tre
s et
B
rid
Kavan
ge
St
re
agh S
e
ay
t
ew
Cla Kings Way
city road
re
ren
treet
d
eF
on
Str
e
at
et
tG
es
W
ad
Ro
by
an
rm
No
Figure 2.11: The evolution of Southbank from industrial precinct to central city (2008)
32 melbourne.vic.gov.au/cityroadBy 2032, we can expect well over
20,000 people walking around
Southbank and City Road every day
Pedestrians
during the peak morning and evening
4000 20,000+
periods.
City Road will need to accommodate
this significant increase in pedestrians
in order to ensure that people can easily
and safely access their jobs, homes and
2011 2032
other services.
Figure 2.12: Estimated increase in residents walking to work in Southbank
2016 Eureka
Tower
Australia 108
MCG
Prima
Tower
Kavanagh Park
Crown
Towers
Q
ue Stu
en rtS
s tre
Kavan
B et
Crown rid
Metropol ge
agh
St
re
e
ay
Cla t
Street
ren
ew
don Kings Way
re
Str
eet
eF
city road
at
tG
es
W
ad
Developments built or under
Ro
construction in 2012
by
Developments built, under
an
construction or with planning
rm
approval in 2016
No
Figure 2.13: The evolution of Southbank into the densest suburb in Melbourne (2016)
City Road Master Plan 335. Balancing priorities in
a limited space
The role of the street Streets also allow us to get around, Trade-offs must be made in the design
whether it be in a private vehicle, a of any street to find the right balance for
Streets make up the majority of the work vehicle, on foot, by bike or public its particular context.
public spaces in our city, yet we often transport, pushing a stroller or walking
don’t think of them in this way. Typically, a dog. More space for pedestrians and cyclists
streets are regarded as movement may result in less space for parking.
corridors, particularly for private Cities are defined by their streets. Intersections that favour cars may make
vehicles. The reality is that streets Melbourne has some exemplary streets- it more challenging for pedestrians to
perform a far greater role than moving Swanston Street, Lygon Street and cross safely and efficiently.
vehicles. Brunswick Street are all examples of
vibrant streets, each with its own distinct The Transport Strategy (2012) clearly
Streets are destinations as well as character and identity. prioritises walking, cycling and public
journeys. They provide opportunities transport as the dominant transport
to gather, stroll, socialise, perform, modes in the central city.
Trade-offs
dine, sit, relax or exercise. They provide
important space for nature in the city In order to help improve City Road
In every street a limited amount of space
and offer places of respite from the built we need to ensure that it can perform
is allocated to different, and sometimes
environment. multiple roles. To do this it needs to be:
competing, uses and functions. Outdoor
dining, street trees, vehicles and bicycle • Safe and easy to get around
They are spaces that allow for the lanes all take space.
delivery of goods and people to • Environmentally sustainable
businesses, work places and homes. It was clearly demonstrated in our
2014 community engagement on City • A great place to be
Streets provide the interface between Road that the road is seen by all users - These elements are explained in more
the public and private places in our city. drivers, pedestrians, cyclists - as poorly detail in the following pages
They are the front door and the address performing and in significant need of a
that helps us to navigate and experience redesign (figure 2.14).
the city. They have their own identity, Positive
character and status. Experiences
10
%
90
Negative
Experiences
Figure 2.14: Percentage of positive and
negative experiences shared online
Source: Community Engagement 2014
Pedestrian walking west along City Road, crossing
the tram line at the Kings Way undercroftSafe and easy to get around
The following elements are evident in
streets that are comfortable, connected
and convenient for pedestrians, cyclists,
public transport passengers and drivers.
2
3
1 5
4
Figure 2.15: Street design elements that prioritise the efficient movement of different modes of transport
1 Pedestrian access 3 Bicycle infrastructure 4 Speed limits
• Safe and direct pedestrian access • High quality bicycle lanes that are • Reducing the traffic speed limit can
encourages walking as the primary separated from traffic help create a improve safety and access for all
transport mode. safe and legible network for cyclists road users.
of different abilities.
• Sheltered and well-lit public 5 On-street car parking
transport stops create a safe and • Improving bicycle infrastructure
comfortable place to wait. encourages more people to cycle • On-street car parking improves
and can reduce traffic congestion. access to local businesses,
• Adjusting traffic signals to reduce
residences and services.
pedestrian waiting time minimises • On-street bicycle parking provides
the incentive to cross illegally and a convenient place for cyclists to • On-street parking between cyclists
unsafely. access local businesses, residences and road traffic (with a sufficient
and services. buffer) can improve cyclist safety.
• Medians can help to create
pedestrian refuges to assist in • Parking movements can encourage
crossing the street. slower traffic speeds and make the
street safer for pedestrians.
2 Public transport priority
• Bus and tram priority lanes allow
for a more efficient public transport
network. Encouraging public
transport use can help minimise
traffic congestion.
City Road Master Plan 35Environmentally sustainable
The following elements are evident
in streets that address the changing
climate by harnessing water, reducing
urban heat, increasing vegetation and
prioritising sustainable transport.
2
1
4
3
Figure 2.16: Street design elements that prioritise sustainability and water management
1 Increased tree canopy 3 Water sensitive urban design 4 Sustainable transport modes
(WSUD)
• Increasing the street tree canopy • Prioritising walking, cycling and
helps to reduce the ‘Urban Heat • Increasing permeable surfaces and public transport improves the
Island Effect’, making the city cooler. decreasing the extent of asphalt efficiency of transport on the street
helps mitigate flooding issues and and minimises emissions.
• An increased tree canopy increases
storm water pollution.
the absorption of carbon dioxide,
improving local air quality. • ‘Urban Heat Island Effect’ is reduced
through the use of surfaces such
2 Healthy and diverse trees as grass, ground planting and
permeable paving.
• Improving tree health and increasing
the diversity of species increases the • Natural water filtration improves soil
ecological resilience of our urban quality and tree health and reduces
forest. overall water consumption.
• A healthy and diverse tree canopy
provides a more diverse habitat for
wildlife.
36 melbourne.vic.gov.au/cityroadA great place to be
The following elements are evident in
streets that are lively and attractive with
a variety of activities, shops, residences
and services that draw people to visit
and encourages them to linger.
5
1
4 6 7
2
3
Figure 2.17: Street design elements that prioritise activity and street amenity
1 Active building frontages 3 Wide footpaths 5 Street trees
• Visually interesting building • Wide footpaths reduce crowding • A generous tree canopy provides
frontages with windows and regular and allow for a variety of activities to shade in summer and creates a
entrances encourage active street take place such as on-street dining. pleasant place to meet and socialise.
life.
• Perceived increase in footpath width 6 Street furniture
• Fine grain development allows for a is created by locating cycle lanes and
variety of retailers, hospitality and medians adjacent to the footpath. • High quality street furniture provides
services. places to relax and experience the
• Removing slip lanes will reduce
street life.
• A strong connection between the crossing distances, increase
street and the buildings along it pedestrian visibility and create • Street furniture can include benches,
encourages more ‘eyes on the street’, more spaces for street greening and bicycle parking hoops, drinking
improving safety. amenities. fountains and lighting.
• Awnings along building frontages 4 Street activities 7 Mitigating traffic impacts
provide protection from sun and rain.
• Street vendors, buskers and public • Reducing the speed limit can help to
2 Pedestrian crossings art add to the atmosphere and minimise noise pollution and improve
overall experience of the street. safety and comfort for all road users.
• More frequent crossings improve
safety, walkability and connections. • Different activities along the street • Slowing traffic speeds can promote
encourage people to gather in public on-street activity and local
spaces. businesses.
City Road Master Plan 37You can also read
