Moreland Bicycle Strategy 2011-2021
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Moreland Bicycle Strategy
2011–2021
Mayoral Foreword
Riding a bicycle is healthy, environmentally friendly and most importantly good
fun. Council encourages more people to ride and sees an important role for
cycling as a way to address the many transport challenges facing the City of
Moreland.
Our city faces some considerable transport challenges including climate
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choices also affect community health, our local economy and opportunities for
social inclusion. How we manage these challenges will ultimately affect the
way our City evolves.
The Moreland Council Plan and Integrated Transport Strategy commit Council
to create a healthier city where sustainable travel options – walking riding,
riding a bicycle and catching public transport – are the preferred ways of
getting around. These travel options create opportunities for exercise and
social interaction, help address climate change and allow more people to move
safely around our city.
The Moreland Bicycle Strategy 2011-2021 shows how Council will promote
sustainable travel by making the City of Moreland a better place to ride a bike.
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Cr John Kavanagh
Create an attractive bicycle network that is safe, direct, comfortable,
Mayor continuous and legible;
Connect bicycle routes to vibrant local destinations including shops and
schools;
Link bicycle and public transport routes to create a sustainable travel
network;
Encourage riding and help people to develop the skills to ride with
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and to;
Measure our progress and report the results to the community.
To deliver these actions Council will need to work closely with our community
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of Moreland – and empowers Council to advocate for these upgrades.
Thank you to those who contributed to the development of this strategy.
We look forward to working with our community and partners to deliver an
accessible, reliable and equitable cycling network.
Cr John Kavanagh
Mayor, Moreland City Council
Contents
Executive summary ....................................................................................................5
CURRENT STATE OF CYCLING IN MORELAND (2011) ...........................................6
WITHIN THE NEXT TEN YEARS (BEFORE 2021) .....................................................8
WITHIN OUR GENERATION (BEFORE 2041)..........................................................10
1 Introduction – background ...................................................................................12
1.1 CYCLING IN MORELAND TODAY.................................................................................................................. 12
Cycling is becoming an inner-city lifestyle choice ........................................................................................... 13
Cycling is a response to peak oil and climate change ..................................................................................... 13
Cycling is also a sport ......................................................................................................................................... 13
Bicycles are changing to serve new cycling patterns ...................................................................................... 14
1.2 EXISTING CYCLING FACILITIES ................................................................................................................... 15
Limitations of the existing network .................................................................................................................... 17
1.3 POLICY CONTEXT .......................................................................................................................................... 18
The Transport Integration Act and cycling in Moreland ................................................................................... 18
Council’s response to the Victorian Cycling Strategy ...................................................................................... 19
Bicycle planning in regard to other Council policies ....................................................................................... 20
2 Vision, goals and targets ......................................................................................21
2.1 BUILD ON COMMUNITY STRENGTH ............................................................................................................ 21
2.2 SUPPORT THE DECISION TO RIDE .............................................................................................................. 21
2.3 BUILD AND MAINTAIN BETTER NETWORKS FOR ALL.............................................................................. 21
2.4 MEASURE AND CELEBRATE OUR ACHIEVEMENTS ................................................................................. 22
3 Funding bicycle projects ......................................................................................23
3.1 COUNCIL FUNDED BICYCLE PROJECTS .................................................................................................... 23
3.2 PARTNERSHIP PROJECTS ........................................................................................................................... 24
Partnerships with other levels of government .................................................................................................. 24
Partnerships with the private sector .................................................................................................................. 25
Internal partnerships – providing cycling facilities when delivering other Council objectives. .................. 25
4 Creating a bicycle network ...................................................................................26
4.1 PRINCIPAL BICYCLE ROUTES ..................................................................................................................... 27
4.2 SECONDARY BICYCLE ROUTES .................................................................................................................. 28
4.3 RECREATIONAL CYCLING ROUTES WITHIN THE NETWORK .................................................................. 29
4.4 EXPAND THE BICYCLE NETWORK AS OPPORTUNITIES ARISE. ............................................................. 30
4.5 CYCLING ON ROADS OUTSIDE THE BICYCLE NETWORK ....................................................................... 31
4.6 RIDING ON FOOTPATHS OUTSIDE THE BICYCLE NETWORK .................................................................. 31
5 Using good design to create great bike routes ..................................................32
5.1 DESIGN TO SUPPORT PEDAL POWERED CARGO TRANSPORT VEHICLES .......................................... 33
5.2 DESIGN INTERSECTIONS FOR BICYCLE AND PEDESTRIAN PRIORITY ................................................. 33
Addressing on-road bicycle lanes that disappear at intersections................................................................. 33
Roundabouts ........................................................................................................................................................ 34
Off-road shared path intersections with roads ................................................................................................. 34
Off-road shared path intersections with railway lines ...................................................................................... 35
Crossing lights ..................................................................................................................................................... 35
5.3 DESIGN ON-ROAD BICYCLE LANES TO SEPARATE CYCLISTS AND CARS ........................................... 35
5.4 USE TRAFFIC CALMING TO IMPROVE ON-ROAD CYCLIST COMFORT .................................................. 36
Contents (continued)
5.5 DESIGN OFF-STREET PATHS WITH CAPACITY FOR GROWTH ................................................................ 36
5.6 DESIGN OFF-STREET PATHS TO ADDRESS ‘FEAR OF CRIME’ CONCERNS .......................................... 37
5.7 DESIGN OFF-STREET PATHS TO SUPPORT REGULAR PATH MAINTENANCE ...................................... 37
Provide maintenance access without creating a cycling hazard .................................................................... 38
5.8 DESIGN OFF-STREET PATHS WITH APPEALING SURFACES................................................................... 40
5.9 DESIGN OFF-STREET PATH LANDSCAPES TO CREATE ATTRACTIVE PLACES ................................... 40
5.10 DESIGN OFF-STREET PATHS AS VIBRANT PARTS OF THE URBAN FABRIC ....................................... 40
5.11 PROVIDE A PLACE TO STORE THE BIKE AT THE END OF THE JOURNEY ........................................... 41
6 Maintain bike routes to keep them in top shape ................................................42
6.1 MONITOR AND MAINTAIN BIKE PATHS TO EXTEND ASSET LIFE ............................................................ 42
6.2 MANAGE GLASS, WEEDS AND VEGETATION HAZARDS.......................................................................... 42
6.3 PROVIDE A PROCESS FOR PATH USERS TO REPORT FAULTS .............................................................. 42
7 Make the bicycle network easy to navigate ........................................................43
7.1 INSTALL DIRECTION SIGNS ......................................................................................................................... 43
7.2 INSTALL SIGNS THAT INFORM USERS OF DIFFICULT ROUTES .............................................................. 43
7.3 USE SIGNS TO LINK THE PUBLIC TRANSPORT AND BICYCLE NETWORKS ......................................... 43
7.4 INFORM USERS OF NETWORK CHANGES AND TEMPORARY CLOSURES ............................................ 44
7.5 DISTRIBUTE MAPS OF THE BICYCLE AND PUBLIC TRANSPORT NETWORKS. .................................... 44
8 Link the bicycle network to other transport networks .......................................45
9 Promoting cycling .................................................................................................46
9.1 COMMUNITY ENGAGEMENT ........................................................................................................................ 46
Festivals and events ............................................................................................................................................ 46
Arts and culture activities ................................................................................................................................... 47
Working with schools .......................................................................................................................................... 47
Cycling skills training .......................................................................................................................................... 47
10 Using town planning to make a bike friendly city ............................................48
11 Creating safety with education and advocacy ..................................................49
12 Conclusion ...........................................................................................................50
We aim to ‘make the City of Moreland
a great place to ride a bicycle –
a place that is attractive and inviting
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and offers a riding experience
superior to driving a car’
Executive Summary
The Moreland Integrated Transport StrategyLGHQWL¿HVZDONLQJDQGF\FOLQJDVSULPDU\DQGSUHIHUUHGWUDYHORSWLRQVIRU
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VRFLDOLVHORFDOO\DFLW\ZKHUHDFDUDQGDKLJKLQFRPHDUHQRWQHFHVVDU\IRUDULFKDQGUHZDUGLQJTXDOLW\RIOLIH
Council encourages more residents to take advantage of healthy and environmentally friendly ways of getting around
including riding a bike.
Many residents already regularly cycle and bicycle counts are showing continued and rapid growth in cycling rates.
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Cycling is now so popular in some areas that some routes are congested during the morning commuter peak.
In other areas, potential cyclists are choosing not to ride because they lack access to user friendly off-street cycling
facilities.
Some of Moreland’s older cycling facilities need major upgrades to meet community expectations of public safety.
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why people choose not to ride and not to encourage their children to join ride-to-school programs.
To meet these challenges and build a better, stronger cycling culture in Moreland, Council needs a new bicycle strategy –
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This strategy was developed in consultation with stakeholders (see Appendix 1) and replaces the Moreland Bike Plan
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Upgrade bicycle infrastructure, constructing new on-road and off-street paths that extend the bicycle network
further north and into the City of Hume.
Design for a broader range of bicycles and build places to ride that feel safe, comfortable, attractive and easy to
navigate.
Work with others to create an integrated, sustainable transport network, which includes bicycle routes, end-of-trip
facilities, and transfer stations – places where people can easily swap between a bike ride and public transport trip.
Engage in community development activities to make riding a bike more appealing to people who don’t think of
themselves as cyclists.
Amend the Moreland Planning Scheme to encourage developers to improve bicycle access, provide additional bike
parking and contribute to bicycle infrastructure upgrades that improve the value of their development.
Executive Summary
Current state of cycling in Moreland (2011)
About one third of Moreland residents cycle regularly (once a month or more).
About 5000 Moreland residents1 ride to work daily – either riding all the way or using a combination of bike and
public transport.
Getting around by bike is a popular transport option for many residents in Brunswick and Coburg.
Moreland’s bicycle network includes a looping off-street bicycle route around the municipality. The loop runs via
Merri Creek, Western Ring Road, Moonee Ponds Creek and Capital City Trails.
The bicycle network provides clearly marked routes to the Coburg Activity Centre.
The bicycle network provides high quality links to Melbourne CBD, Brunswick and Coburg Activity Centres.
1 Estimate based on a 8% bicycle mode share and a working population of 62,000 people
Executive Summary
Within the next ten years (before 2021)
More than half of Moreland residents ride regularly (once a month or more).
About 10,000 Moreland residents2 ride to work daily – either riding all the way or by using a combination of bike and
public transport.
Getting around by bike is a popular transport option for residents throughout Moreland.
Bicycle network includes several looping off-street cycling routes. These routes are accessible by train and have
attractive rest areas.
Bicycle network has clearly marked routes to many local destinations including schools, shops in Brunswick,
Coburg, Glenroy, Fawkner, Oak Park, Pascoe Vale and Gowanbrae.
Bicycle network includes high quality routes to regionally important destinations, such as Preston Market, High
Street in Thornbury, Puckle Street in Moonee Ponds, Essendon, the CBD, and Broadmeadows business and
employment districts.
2 Estimate based on a 15% bicycle mode share and an projected working population of 70,000 people .
Executive Summary
Within our generation (before 2041)
Most (70% or more) residents ride regularly (once a month or more).
Making transport trips by bike is a way Moreland residents have adapted to address the twin challenges of climate
change and higher motoring costs.
Every Moreland resident has an attractive place to ride that is easily accessible and less than 300 metres from
where they live.
The bicycle network provides attractive places to ride and is easy to navigate. It connects people to destinations
within Moreland, in neighbouring municipalities and throughout Melbourne.
Moreland Bicycle Strategy 2011–2021
Introduction
1 11Moreland Bicycle Strategy 2011–2021 12
Introduction - Background Moreland Bicycle Strategy 2011–2021
1.1 Cycling in Moreland today
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About 45,000 Moreland residents (or one third of the population) own a bike and regularly use it
to go shopping, for visiting or for recreational riding3 Around 7500 Moreland residents ride daily.
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is a large and active cycling community. The Moreland Bicycle Users Group (MorelandBUG) and
Brunswick Cycling Club have more than 250 members each.
The number of people choosing to ride is growing. Regular the shops. Steep hills and busier roads make riding in
bike counts are recording annual growth rates of about these suburbs more challenging than in the south of the
10% – and, in emerging cycling hot spots, these counts municipality. Creating more appealing cycling routes to
are measuring annual growth rates in excess of 20%. parks, schools and local shopping centres will enable more
people to choose cycling as their travel preference.
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CBD, and the vibrancy of its street life make cycling a
popular transport choice for residents and visitors alike. Across Melbourne, adult men tend to ride more frequently
than both women and children. Council wants the broadest
The people who ride most often live in the southern and range of cyclists possible and will prioritise actions that
middle suburbs of Moreland. Residents of Brunswick and create a more attractive cycling environment for women,
Coburg have many opportunities to ride. They live within children and older residents. Making cycling a fun activity
cycling distance of the CBD and vibrant activity areas. accessible to the whole community provides opportunities
They can also take advantage of an established bicycle IRU
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People who are socially excluded to become
the south east of Moreland are among the highest in
more mobile and become better connected to the
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community;
average. Council actions to upgrade existing facilities will
ensure cycling remains a pleasant way of getting around People who are sedentary to improve their health by
as the city grows. becoming more active, and
People with high transport costs to improve their
The people who live in Gowanbrae, Glenroy, Oak Park,
standard of living by using a low cost alternative to
Pascoe Vale and Fawkner have cycling rates that are a
access local community facilities.
little lower than the Melbourne average. They do have
and enjoy opportunities for recreational riding, but are For more details about cycling trends in Moreland, see
less likely to use a bike for transport to work, school and $SSHQGL[
3 Estimate derived from Municipal Public Health Survey 2009, a phone survey of 613 Moreland Residents.
13Moreland Bicycle Strategy 2011–2021
Cycling is becoming an inner-city lifestyle choice Cycling is a response to peak oil and climate change
,QLQQHUFLW\DUHDVFDUWUDYHOLVUHVWULFWHGE\WUDI¿F Many residents are concerned about climate change and
FRQJHVWLRQDQGSDUNLQJGLI¿FXOWLHV7UDYHOOHUVXVLQJ the potential that oil may become scarce and expensive
public transport during peak periods can also experience within our lifetime. They are looking for ways to be
crowded trains and trams. Riding a bike is often the more sustainable by reducing their water and energy
easiest and fastest way to get around, especially for trips consumption.
just a few kilometres beyond comfortable walking distance.
One way to reduce Greenhouse Gas emissions and
Cycling in the inner-city is not just a practical way of getting UHOLDQFHRQ¿QLWHRLOVXSSOLHVLVWRGULYHOHVVIUHTXHQWO\
around, it’s becoming a symbol of a more sustainable Many car trips can easily be replaced with low emission
way of living. People who ride regularly are creating a alternatives such as walking, cycling or catching public
vibrant culture, which includes regular events, websites, transport. By supporting the decision to ride instead
PDJD]LQHVDQG¿OPIHVWLYDOV&\FOLQJLVEHLQJFHOHEUDWHG of driving, Council is helping the community to live
as part of what makes living in Moreland great. sustainably.
Some shopkeepers and property developers have Council will support this choice by building a better city to
recognised this cycling community and are keen to support ride in. Council will work in partnership with infrastructure
it. Businesses are starting to locate near key cycling providers to build cycling routes that connect people
URXWHVVXFKWKH&DSLWDO&LW\7UDLODQGWKH8S¿HOG3DWKWR with their friends, jobs and schools. Council will work
attract passing cyclists. Property developers have noticed with community groups and schools to help people to
that providing bicycle parking instead of car parking can JDLQWKHVNLOOVWRULGHZLWKFRQ¿GHQFHDQG¿QDOO\&RXQFLO
lead to more valuable and sustainable housing options. will promote cycling as an inviting and fun way to get
around. These simple local actions provide practical and
Council will work with the cycling and development empowering solutions to complex global issues.
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cycling. Tools to achieve these goals include the Moreland Cycling is also a sport
Planning Scheme (including advocacy to increase bike
parking rates), urban design, provision of bicycle parking People also use bikes for a variety of sporting activities,
and promotion of cultural activities with a cycling focus. including velodrome track racing, mountain bike racing,
BMX stunt-riding and bicycle polo. These sports cycling
activities require dedicated facilities located off the road
network.
14Moreland Bicycle Strategy 2011–2021
Current sports cycling facilities in the City of Moreland This study will be conducted by Council’s Youth and
FRPSULVH Leisure team as part of Council’s Active Moreland sport
and leisure strategy.
The Brunswick Velodrome in Harrison Street,
Brunswick East;
Bicycles are changing to serve new cycling patterns
The Coburg Velodrome in Richards Reserve,
Coburg North, and As more people are looking to cycling as a transport
alternative, they are choosing to ride a wider range of
The skate park in Harmony Park, Coburg North.
bicycles. The traditional upright bicycle cannot carry
There is no dedicated mountain bike racing facility – some passengers and has a limited luggage capacity – but a
cyclists are using undeveloped open space areas, such bike with a trailer, or a specialised cargo bike, can do this
as the part of the Edgars Creek Corridor, as informal job.
mountain bike tracks. This informal use has the potential
to adversely impact on river systems and disturb areas of Cargo bikes and bikes with trailers are popular among
$ERULJLQDOFXOWXUHDQGKDELWDWVLJQL¿FDQFH families with young children. Similarly, people with mobility
RUPHGLFDOFRQVWUDLQWVFDQ¿QGULGLQJDWUDGLWLRQDOELNH
Existing velodrome facilities are more than 20 years old GLI¿FXOWDUHORRNLQJWRUHFXPEHQWWULNHVDQGKDQGF\FOHVWR
and do not offer the quality riding experience available at get around.
facilities, such as the Darebin International Sports Centre,
in neighbouring municipalities. The term ‘bike’ now covers a wide range of human-
powered and electric assist vehicles. These diverse bikes
To better ensure Council’s sports cycling facilities meet provide a transport option for a broader section of the
the needs of cyclists in our region, Council will conduct a community. This reality challenges current assumptions
VSRUWVF\FOLQJQHHGVDVVHVVPHQWWKDWZLOO about how to design and manage good cycling facilities.
Identify popular cycling sports
Council actions to widen bike paths and stopover refuge
Identify gaps in cycle sports infrastructure in the areas on busy roads will better accommodate these larger
northern metropolitan region, and bikes, and help support cycling in all its diverse forms.
Develop an investment program to deliver new
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assessment.
15Moreland Bicycle Strategy 2011–2021 16
Moreland Bicycle Strategy 2011–2021
1.2 Existing cycling facilities WRWKH&%'DQGSURYLGLQJDOWHUQDWLYHVWRWKH8S¿HOG
corridor;
The City of Moreland currently has 88 km of cycling routes
supported by public assets and infrastructure. These Building new ways to cross Bell Street and the
URXWHVFRPSULVH Western Ring Road, and to bypass steep hills in the
west of the municipality;
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space parkland or rail reservation corridors (e.g. Installing direction signs to make it easier for people
0HUULDQG8S¿HOGSDWKV ULGLQJELNHVWR¿QGWKHLUZD\DURXQGDQGJHWWRWKHLU
destination using the most comfortable route.
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existing roads (e.g. OHea Street path), and
1.3 Policy context
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In addition to these formal routes, there are 121 km of The Moreland Bicycle Strategy 2011–2021 replaces the
LQIRUPDOELF\FOHURXWHVLGHQWL¿HGE\0RUHODQGF\FOLVWV Moreland Bike Plan 2000, and provides additional detail to
as preferred ways of getting around using back streets. state and local government policies as shown overleaf.
6RPHRIWKHVHURXWHVDUHLGHQWL¿HGZLWKGLUHFWLRQVLJQV
IRUELF\FOHVWKHUHPDLQGHUDUHLGHQWL¿HGRQWKH0RUHODQG Both Council and the state government, through VicRoads
TravelSmart map. These unsigned, informal routes are and other agencies, have responsibilities to provide bicycle
depicted in the map below in light blue. infrastructure in the City of Moreland. This strategy co-
ordinates these responsibilities.
Limitations of the existing network
The Transport Integration Act and cycling in Moreland
The formal bicycle routes in Moreland provide inviting
places to ride, but they have shortcomings which limit The state government recently passed the Transport
their ability to function as a cycling network. These Integration Act 2010, which requires sustainable transport
VKRUWFRPLQJVLQFOXGH planning principles to be considered as a part of all
Victorian transport decisions. Additional information
Limited access in the north and west of the
about policies affecting the bicycle strategy is included in
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$SSHQGL[
such as the Glenroy Activity Centre, neighbourhood
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The road network
employment areas within the neighbouring City of
Hume.
To comply with this new legislative requirement, VicRoads
Most routes run east-west. There are limited options have developed SmartRoads – a road management
for people wishing to travel north-south, and this system that includes priority routes for pedestrians,
contributes to congestion along routes such as the cyclists and public transport vehicles. The SmartRoads
8S¿HOG6KDUHG3DWK Network Operating Plan will replace the Principal Bicycle
Network (PBN), and bicycle network planning will become
Busy roads, such as Bell Street, Pascoe Vale Road
a mainstream part of state-wide road management.
and the Western Ring Road, create barriers for
SmartRoads bicycle priority routes will be favoured by the
potential cyclists. There are limited opportunities to
state government for infrastructure upgrades. At the time
safely cross these barriers and this restricts cycling
RI¿QDOLVLQJWKLVVWUDWHJ\9LF5RDGVKDGQRWFRPSOHWHG
access to destinations in (or just outside of) the
its Road User Hierarchy, and bicycle priority routes were
municipality.
under review.
There are limited navigation aids (other than the
7UDYHO6PDUWPDS WRKHOSDEHJLQQHUF\FOLVW¿QG 5RDGVWKDWDUHDOVRWUDPURXWHVZLOOEHPRGL¿HGWRVXSSRUW
quiet back streets around busy roads and hills. accessible super stops and improve tram running times.
Council will work with VicRoads and tram operators to
Council will address limitations of the existing bicycle ensure these changes have regard to the needs of cyclists
QHWZRUNE\ E\DGYRFDWLQJIRU
Constructing new routes so more residents can (DUO\VWDUWWUDI¿FVLJQDOVZKLFKDOORZWUDPVDQG
access cycling facilities; bikes to depart an intersection before cars, and
Extending existing routes to important destinations, Tram super stops that retain road space for bike
such as schools, activity centres and neighbourhood lanes and provide bike parking for people intending
shops; to transfer between bike and tram.
Creating new routes that run north-south, linking
Planners considering major road projects, such as
existing east-west routes and creating new routes
17Moreland Bicycle Strategy 2011–2021
National Strategy
State Government Strategies
Transport
Integration Act
2010
Local Government Strategies
Council Plan
Municipal Public
Municipal Strategic Statement
Health Plan
Moreland Active Later Years Moreland Integrated Structure Plans Open Space Climate Action
Women and Girls Strategy Transport Strategy (Coburg, Brunswick & Glenroy) Strategy Plan
Pedestrian Moreland Road Safety Parking Merri Creek and Moonee Ponds Creek
Strategy Bike Plan Strategy Strategy Environs Strategy Strategic Plan
18Moreland Bicycle Strategy 2011–2021
changes to the Western Ring Road, now have a Improve public health by creating opportunities for
responsibility to consider a sustainable travel component. people to add physical activity to their daily routine.
Council will advocate the state government and the
operators of CityLink to seek upgrades to the Moreland The Victorian Cycling StrategyDOVRLGHQWL¿HVELF\FOH
bicycle network as part of major transport corridors projects within 10 km of the Melbourne CBD as being of
upgrades. the highest priority.
Rail corridors Council supports these general policy directions but
expresses concern about the 10 km priority area. The
The Transport Integration Act requires rail operators and state government has chosen to upgrade facilities in areas
rail land managers to consider railway lines as transport where cycling rates are already high, at the expense of
corridors that can support more than one mode of providing facilities in middle and outer Melbourne. This is
travel. This creates opportunities for Council to consider likely to have adverse social justice outcomes.
extensions to the bicycle network in the Craigieburn rail
corridor, but it also requires Council to have regard for People living within 10 km of the Melbourne CBD have
planned extensions to the rail network as part of its bicycle access to a range of transport options, which includes
planning. regular public transport and a network of bicycle paths.
People living more than 10 km from the Melbourne
3DUWVRIWKH8S¿HOG6KDUHG3DWKUXQWKURXJKODQG CBD tend to have fewer transport options – with many
managed by VicTrack and held in reserve for a third rail considering driving as the only practical transport choice
OLQH,IWKHUDLOOLQHLVFRQVWUXFWHGVHFWLRQVRI8S¿HOG available to them. People living more than 10 km from
Shared Path may need to be closed or relocated to the CBD are transport disadvantaged compared to inner
VXUURXQGLQJVWUHHWV7KH8S¿HOG6KDUHG3DWKFXUUHQWO\ city residents. This limits their ability to participate fully in
functions as the main north-south spine of the bicycle society and places them at risk of social exclusion.
network, so any closures along the route will have a
VLJQL¿FDQWLPSDFWRQWKHZKROHQHWZRUN A truly sustainable city has low greenhouse gas emissions,
and is fair. A policy that upgrades cycling facilities within
During the life of this strategy, Council will develop 10 km of the CBD at the expense of other projects in
additional north-south bike routes to reduce reliance on middle to outer suburbs is not truly sustainable because it
WKH8S¿HOG6KDUHG3DWKDQGPLQLPLVHSRWHQWLDODGYHUVH does not address the problem of transport disadvantage.
impacts of future railway upgrades on the bicycle network. Creating new bicycle routes for people living more than
10 km from the CBD creates a fairer transport system by
Council will also work with the State Government offering new transport choices to people who are already
Department of Transport, VicTrack, and rail operators to transport disadvantaged.
ensure proposed works and land sales within rail corridors
KDYHVXI¿FLHQWUHJDUGWRWKHXVHRIWKHFRUULGRUDVD Council intends to extend the bicycle network to
bicycle transport route. encompass the entire municipality, not just suburbs within
the 10 km of the CBD. This will include new routes to the
Council’s bicycle planning actions will also have regard Glenroy Activity Centre, and better connections to jobs in
IRUSXEOLFWUDQVSRUWSDVVHQJHUVWDNLQJWKH8S¿HOG6KDUHG the City of Hume.
Path to access railway stations. Council will implement
physical changes and community education programs to Bicycle planning in regard to other Council policies
encourage all path users to be aware of and respect fellow
users. Planning a city that is an attractive and inviting place to
ride a bike involves integrating bicycle planning objectives
Council’s response to the Victorian Cycling Strategy ZLWKRWKHU&RXQFLOSROLF\DUHDVVXFKDV
Transport management plans;
The Victorian Cycling Strategy is the state government’s
peak bicycle planning document. It commits the state Urban and economic development plans (e.g. The
government to build a network of bicycle routes to activity Coburg Initiative), and
centres throughout Melbourne. Construction of these
Open space management and street landscaping
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policies.
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Council will seek to balance the sometimes competing
overcrowding, and promote more environmentally
objectives of these policy areas to ensure the best
sustainable ways of getting around Melbourne.
ommunity outcomes.
Create vibrant local activity centres that people can
get to by walking or a short bike trip – instead of
driving across town to access shops and community
services.
19Vision, goals and targets 2
Vision, goals and targets
Moreland Bicycle Strategy 2011–2021
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Make the City of Moreland a great place to ride a bicycle –
a place that is
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Council will implement this vision using the following F\FOLVWVIURPFDUDQGSHGHVWULDQWUDI¿FZKHUHSUDFWLFDODQG
principles to clearly identify shared use zones, where pedestrians,
cyclists and motorists negotiate right of way in a low-
speed environment. This requires everyone to be aware
2.1 Build on community strength of and create safe conditions for others. Council education
Moreland has a diverse and active cycling community, campaigns can help encourage appropriate behaviour
with a number of cycling clubs, volunteer bicycle mechanic in shared use zones and improve road and shared path
groups and an active bicycle user group (BUG). Council’s safety.
engagement with this community recognises Moreland’s
Council will use its open space management and asset
strong cycling culture.
maintenance programs to ensure bicycle routes are
The Moreland cycling community values riding bikes as a attractive places to ride, where the chance of encountering
fun and healthy way of getting around. Council will support hazards, such as potholes, broken glass or obscuring
and work with cycling groups to help share this positive vegetation, is low.
view of cycling with the broader Moreland community.
2.4 Measure and celebrate our
2.2 Support the decision to ride achievements
Council recognises the importance of creating a strong Council will measure its performance in the following
support culture to underpin a growing, diverse cycling categories and provide an annual report to the Moreland
FRPPXQLW\,WVVXSSRUWLQFOXGHVVXFKDFWLRQVDV community via the Council website.
Running dedicated programs to encourage children
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time;
Encouraging people who operate venues and
workplaces to provide change rooms and other
facilities to help people freshen up after a ride, and
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create a culture where riding a bicycle is valued as
an important contributor to social well-being and
bicycle infrastructure is a standard feature needed
to attract people to developments.
2.3 Build and maintain better
networks for all
A high quality bicycle network provides a comfortable
riding experience by avoiding hazards and providing direct
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off-street paths and back streets as the best places to
ride. These routes are seen as safer because the chance
of meeting a car travelling at high speed is low and they
avoid crowds of pedestrians.
However, routes that go to useful places are also usually
popular with motorists and pedestrians. Creating a good
bicycle network requires innovative designs to separate
22Moreland Bicycle Strategy 2011–2021
Goal Measure
More people riding 0RUHUHVLGHQWVUHSRUWWKDWWKH\RZQDELF\FOHDQGULGHLWUHJXODUO\
7UDYHOVXUYH\VVKRZPRUHSHRSOHXVLQJF\FOLQJDVUHFUHDWLRQDQGIRUVKRSSLQJDQGRWKHU
trips.
7UDYHOVXUYH\VVKRZDQLQFUHDVHLQWKHWRWDONLORPHWUHVWUDYHOOHGE\0RUHODQGF\FOLVWV
%LF\FOHFRXQWVDWVSHFL¿FVLWHVVKRZLQFUHDVHGF\FOLVWQXPEHUV
&HQVXVDQGRWKHUWUDYHOVXUYH\VVKRZDJUHDWHUSHUFHQWDJHRISHRSOHFKRRVLQJWRULGHWR
work.
Greater diversity of cyclists %LF\FOHFRXQWVUHFRUGF\FOLVWVIURPWKURXJKRXWWKHPXQLFLSDOLW\QRWMXVWWKHVRXWK
%LF\FOHFRXQWVVKRZDEDODQFHGJHQGHUPL[
7KHFHQVXVDQGRWKHUWUDYHOVXUYH\VVKRZSHRSOHRIDOODJHVJHWWLQJDURXQGE\ELNH
Improved cycling safety 3HRSOHZKRULGHUHSRUWWKH\IHHOVDIHURQWKHURDGV
&UDVKUHSRUWVVKRZDUHGXFWLRQLQWKHQXPEHURIELF\FOHFUDVKHVRFFXUULQJSHUELF\FOH
kilometres travelled.
More people happy with 5HVLGHQWVUHSRUWWKH\DUHKDSS\ZLWKF\FOLQJIDFLOLWLHVLQWKHLUDUHD
Moreland’s cycling facilities
A vibrant cycling community &\FOLQJFOXEPHPEHUVKLSJURZV
&\FOLQJFOXEPHPEHUVKLSVKRZVJURZWKLQFXUUHQWO\XQGHUUHSUHVHQWHGFDWHJRULHVVXFKDV
women’s and masters categories.
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A healthier, more 7UDYHOGLDULHVDQGRWKHUHVWLPDWHVVKRZSHRSOHUHGXFLQJWKHLUWUDQVSRUWUHODWHGJUHHQKRXVH
sustainable city gas emissions by taking more trips by bike instead of car.
0RUHUHVLGHQWVUHSRUWWKH\DUHSK\VLFDOO\DFWLYHDQGDUHXVLQJELNHVIRUH[HUFLVH
Council will also celebrate its achievements with the cycling community through special events, such as new path
openings and the annual Ride to Work Day. These events provide an opportunity to celebrate recent achievements and
seek community feedback for priority projects for coming years.
23Funding bicycle projects 3
Funding bicycle projects
Moreland Bicycle Strategy 2011–2021
3.1 Council funded bicycle projects 3.2 Partnership projects
In the period 2006-07 to 2010-11 Council spent, on 7KLVVWUDWHJ\LGHQWL¿HVRYHUPLOOLRQZRUWKRIFDSLWDO
average, $4.43 per resident per year on cycling-related works projects that Council intends to complete over the
expenditure. In 2009-10, Council spent $5 per resident – a next 30 years. These projects will be delivered using
commitment of around $800,000. a combination of rate funds and by identifying external
funding partners.
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Identifying and securing the support of external partners is
2QJRLQJDFWLYLWLHVLGHQWL¿HGLQWKHCapital Works
vital to the success of this strategy. Projects to be funded
Appendices(Appendices 6 – 24) – a recurring cost
DVSDUWQHUVKLSSURMHFWVDUHLGHQWL¿HGLQWKHCapital Works
of about $210,000 pa, and
Appendices as medium and long term projects.
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in the Capital Works Appendices – projects worth 7KHVHSDUWQHUVKLSSURMHFWVZHUHLGHQWL¿HGEHFDXVH
$5.8 million, to be delivered over the next 10 years.
This strategy is not just an outline of what Council
will do itself to improve cycling, it is a strategy for
To deliver these projects Council will need to increase
cycling related projects throughout the Moreland
funding commitments beyond historic levels and commit
Local Government Area regardless of who
to increasing bicycle expenditure in response to growth in
delivers them. Cycling is emerging as a state and
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federal government infrastructure priority. Council
expects that over the life of the strategy new
Council considers the following activities to qualify as
cycling infrastructure opportunities will emerge. By
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identifying priority partnership projects this strategy
Design, construction and maintenance of off-road supports future grant applications to secure this
shared paths; funding.
Line marking and installation of signs to support on- Property developers are using their building’s
road bicycle lanes; proximity to cycling infrastructure as a feature to
attract buyers and occupants. Good quality facilities
3DUWRIWKHFRVWRI/RFDO$UHD7UDI¿F0DQDJHPHQW
improve private property values. Council will
changes – where they are implemented to improve
develop tools (such as a development contribution
cycling conditions along a key on-road bike route;
scheme) that may allow developers to fast track
Installation of bicycle parking in public locations, SURMHFWVWKDWGLUHFWO\EHQH¿WWKHLUGHYHORSPHQW
including Council swimming pools and libraries;
Partnerships with other levels of government
Construction and maintenance of cycling-related
recreation facilities, such as velodromes and BMX
skate parks; Council will approach neighbouring municipalities to
form partnerships to construct bridges across municipal
Community engagement and development activities, boundaries and links throughout metropolitan Melbourne.
as outlined in this strategy, including programs to
encourage students to use physically active ways of Council anticipates the upcoming SmartRoads Network
getting to school, such as cycling; Operating Plan will identify bicycle routes of state
Advocacy activities, including actions within the VLJQL¿FDQFHDQGLQFOXGHVWDWHJRYHUQPHQWEXGJHW
Council workplace, to demonstrate leadership in allocations to construct these routes.
promoting cycling;
Council also expects future opportunities to work with
$FWLYLWLHVDW&RXQFLOIHVWLYDOVDVZHOODVVSHFL¿F other levels of government to deliver cycling infrastructure.
events, to promote cycling within the Moreland 7KHVHZLOOLQFOXGH
community;
Transport infrastructure projects, such as rail
Support for cycling clubs and cycling-related and freeway upgrades that include a bicycle
community groups, and infrastructure upgrade component;
Data collection and reporting activities, as outlined State and federally funded programs to improve
in this strategy. public health by encouraging physical activity;
State and federally funded programs to minimise
greenhouse gas emissions;
Federally funded infrastructure development
programs.
26Moreland Bicycle Strategy 2011–2021
Partnerships with the private sector
Council will also explore opportunities that enable
property developers to contribute to community cycling
infrastructure projects that improve local land values.
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)RUPLQJD¿QDQFLDOSDUWQHUVKLSZLWK&RXQFLOYLDD
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bicycle infrastructure projects.
Working with Council via the planning process to
help deliver new bicycle and pedestrian access
ways when land is redeveloped.
Internal partnerships – providing cycling facilities when
delivering other Council objectives.
Council has developed detailed structure plans for
Coburg (The Coburg Initiative), Brunswick and Glenroy.
These plans outline Council actions and provide strategic
planning guidance for private developers.
A key goal for all these structure plans is to develop a
sustainable transport network that encourages people to
get to, and move, through the centre.
Council actions to deliver vibrant activity centres with local
services and jobs will also deliver new walking and cycling
routes. Council teams will work together to form internal
partnerships to identify opportunities to further Bicycle
Strategy goals as part of all major projects.
27Creating a bicycle network 4
Creating a bicycle network Moreland Bicycle Strategy 2011–2021
The projects outlined in the Capital Works Appendices, expand the bicycle network through the City of Moreland as
depicted in the map below.
31Moreland Bicycle Strategy 2011–2021
4.1 Principal bicycle routes
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Provide fast, direct routes to key destinations in Moreland, the inner north and the Melbourne CBD, and
Link to secondary bicycle routes that provide connections to a wide variety of destinations.
&RXQFLOKDVLGHQWL¿HGWKHIROORZLQJSULQFLSDOELF\FOHURXWHVDVSOD\LQJDNH\UROHLQWKHELF\FOHQHWZRUN
Bicycle Route Reason
A popular off-road shared path providing a direct north-south link through Moreland.
7KH8S¿HOG6KDUHG3DWK This route is reaching capacity, and needs extensions and upgrades to meet expected
growth.
Sydney Road This road attracts more cyclists than any other in Moreland.
Moonee Ponds Creek Trail The southern sections of the Moonee Ponds Creek Trail – in particular the highly
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Future upgrades to create short cuts linking this section to Pascoe Vale Station will
improve the value of this path as a commuter route for residents in the west of the
municipality.
Craigieburn Express Link streets that run parallel to the railway and create an off-street route within the rail
corridor, will provide an attractive link to the Broadmeadows central activities district.
When combined with upgrades to Moonee Ponds Creek Trail, this will also ensure a
direct commuter route into the CBD for residents of Oak Park and Glenroy, as well as
cyclists from the City of Hume.
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Western Ring Road Trail Trail, and can improve Moreland residents’ access to facilities in Hume, as well as the
Broadmeadows Activity Centre and the inner north industrial employment nodes.
This route creates a link between Coburg and Glenroy Activity Centres. At its northern
Glenroy - Coburg East end, the Craigieburn Express will link this route to Broadmeadows Central Activity
West Link District, while the eastern end of this route connects via a backstreet route to Preston
Activity Centre. This route also links several local shopping centres and schools in
3DVFRH9DOHDQG+DG¿HOG
High Street to Puckle This route seeks to provide an east-west link across Brunswick to activity and
Street entertainment precincts on High Street at Northcote, CERES, Sydney Road at
Brunswick, and Puckle Street, Moonee Ponds. It would encourage east-west bicycle
movements in this area to overcome the limitations of public transport links.
32Moreland Bicycle Strategy 2011–2021
4.2 Secondary bicycle routes
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Provide links to local destinations, such as schools and shopping strips;
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+HOSWRHDVHFRQJHVWLRQLVVXHVRQPRUHKHDYLO\WUDI¿FNHGELF\FOHURXWHV
&RXQFLOKDVLGHQWL¿HGWKHVHVHFRQGDU\URXWHVDVSOD\LQJDQLPSRUWDQWOLQNLQJUROHLQWKHELF\FOHQHWZRUN
Bicycle Route Reason
Broadmeadows to CBD 7KLVURXWHOLQNV+DG¿HOGUHVLGHQWVWRWKH%URDGPHDGRZV&HQWUDO$FWLYLWLHV'LVWULFWDQG
other employment centres. It also provides a back street shimmy route into the CBD for
residents of Pascoe Vale and Brunswick West, and is an alternative north-south route
WRWKH8S¿HOG6KDUHG3DWKZKLFKKHOSVDGGUHVVFDSDFLW\FRQVWUDLQWVRQWKDWURXWH
This route links to Coburg Activity Centre and the CBD via the back streets of East
East Brunswick Shimmy Brunswick. The northern end links to the Glenroy-Coburg route and the southern end
links to the Canning Street path to the CBD.
This popular cycling route has been the scene of several car versus bicycle crashes,
Lygon Street and clashes. Council actions in this corridor are seeking to reduce hazards to cyclists
and improve safety.
Westbreen Creek 7KLVFRUULGRUSURYLGHVDORZJUDGLHQWURXWHEHWZHHQ+DG¿HOGDQG3DVFRH9DOH
railway station. At the northern end, it connects to the Coburg-Glenroy east-west link
(near Pascoe Vale Girls High School). At the south-western end, it connects to the
Craigieburn Express and Moonee Ponds Creek Trail.
This route will provide bicycle links to activity areas in Fawkner that connect to activity
Fawkner Loop areas to the north (Broadmeadows) and south (Coburg). Construction of this route is
expected to address car dependence in a suburb with limited public transport access.
This route links the residents of Fawkner to the Glenroy Activity Centre with a cycle
Glenroy – Fawkner East
facility running roughly parallel to Hilton street.
West Link
4.3 Recreational cycling routes within the network
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transport network. Cyclists using these routes will share these paths with walkers, dogs (on leads) and other passive
recreation users. High speed cycling in such areas is discouraged.
Bicycle Route Reason
Merri Creek Trail This popular recreational cycling and walking path route is valued for its open space
DPHQLW\3URSRVHGXSJUDGHVWRDGGUHVVÀRRGLQJLVVXHVDLPWRLPSURYHSDWKXVHU
safety.
This proposed route improves access to open space for future residents of the former
Edgars Creek and Kodak site, and links to open space areas surrounding Edwardes Lake.
Elizabeth Street
This open space corridor provides a potential new recreational cycling route to service
Merlynston Creek
+DG¿HOGDQG0HUO\QVWRQDQGLQFOXGHVOLQNVWRWKH8S¿HOG6KDUHG3DWKYLDWKH&KDUOHV
Street rail crossing.
Moonee Ponds Creek Trail The northern section of the Moonee Ponds Creek trail – particularly the sections in
Glenroy and Gowanbrae will remain a high value recreational walking and cycling
route.
33Moreland Bicycle Strategy 2011–2021
4.4 Expand the bicycle network as opportunities arise.
As part of the Transport Integration Act 2010, Council has responsibilities to manage local road networks to support
sustainable, alternative transport modes. As part of its road maintenance program, Council will explore opportunities to
extend the on-road bicycle network in accordance with the table below.
Road use and kerb-to-kerb Road capacity 3RWHQWLDOURDGFRQ¿JXUDWLRQWKDW
pavement width includes bicycle lanes
Tram routes along roads of 20.8m or Roads can accommodate a dedicated 2 x 3.25m wide tram lanes
more WUDPULJKWRIZD\DWUDI¿FODQHLQ [PZLGHWUDI¿FODQHV
each direction and have more than
7.5m available for bike lanes and on- 2 x 1.5m wide bicycle lanes
street car parking. 2 x 2.3m wide car parking area
Tram routes along roads of 20.7m 5RDGVGRQRWSURYLGHVXI¿FLHQWVSDFH 2 x 3.25m shared ‘fairway’
–15.7m wide to provide on-street car parking and 2 x 2.3m wide bicycle lanes, (being
dedicated lanes for each road user a 1.5m wide riding area and a 0.8m
type. wide car door buffer zone)
Investigate options to change lane 2 x 2.3m wide car parking area
FRQ¿JXUDWLRQDWGLIIHUHQWWLPHVRI
the day to match road user travel OR
demand. 2 x 3.25m wide tram lanes
[PZLGHWUDI¿FODQHV
2 x 1.5m wide bicycle lanes
Non-tram routes of 13.8m or wider 5RDGVFDQDFFRPPRGDWHWZRWUDI¿F [PZLGHWUDI¿FODQHV
lanes, with more than 7.5m available 2 x 1.5m wide bicycle lanes
to share between bike lanes and on-
street car parking uses. 2 x 2.3m wide car parking area
13.7m – 11.5m wide 5RDGVFDQDFFRPPRGDWHWZRWUDI¿F [PZLGHWUDI¿FODQHV
lanes with 7.5m–5.3m available to 2 x 1.5m bicycle lanes
share between bike lanes and on-
street car parking uses. 1 x 2.3m wide car parking area
11.4m – 9.2m wide 5RDGVFDQDFFRPPRGDWHWZRWUDI¿F [PZLGHWUDI¿FODQHV
lanes with 5.2m–3m available to 2 x 1.5m bicycle lanes
share between bike lanes and on-
street car parking uses. OR
Investigate options to change lane [PZLGHWUDI¿FODQHV
FRQ¿JXUDWLRQVDWGLIIHUHQWWLPHV 1 x 1.5m one way bicycle lane
of day to match cyclist travel and
1 x 2.3m wide car parking area
parking demand.
Roads less than 9.1m wide ,QVXI¿FLHQWURDGVSDFHWRSK\VLFDOO\ 8VHWUDI¿FFDOPLQJPHDVXUHVWR
VHSDUDWHPRWRULVHGDQGELF\FOHWUDI¿F create low speed, shared use zones.
lanes.
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