A long-awaited transformation of a former industrial site in Holroyd has been given the green light, with the NSW Government approving the $1.2 billion Crescent Parklands masterplan that will deliver more than 1,200 new homes just south of Parramatta.

The State Significant Development approval clears the way for a large-scale mixed-use precinct at <a href="https://www.apartments.com.au/new-apartments/1-crescent-street-holroyd-nsw-2142">1 Crescent Street</a>, replacing an underutilised site with a coordinated residential community anchored by new open space, retail, and commercial uses.

Designed by <a href="https://www.apartments.com.au/architects/woods-bagot">Woods Bagot</a> for WA-based developer Tiberius, the approved scheme comprises seven buildings arranged across two precincts. In total, the development will deliver 1,227 apartments, including 201 allocated as affordable housing, alongside approximately 2,500 sqm of retail and 5,000 sqm of commercial space within a mixed-use podium.

<img alt="Tiberius’ Crescent Parklands to deliver 1,200+ homes in major Holroyd transformation" data-entity-type="file" data-entity-uuid="1cc82dd2-8184-4b86-8665-90653147820d" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Crescent%20buildings.png?VersionId=2ZmVDc_Rfc4AzQ6ShzZJlvdZnACLerVM" />

The project is structured as a masterplanned precinct rather than a standalone tower. Buildings 1 to 4 will rise from a shared podium with shop-top housing, while Buildings 5 to 7 are positioned closer to the northern park interface as residential flat buildings. The built form has been carefully modulated to balance density with amenity, with the design resolving building separation, solar access, and wind impacts at a precinct scale.

A significant focus of the design is the activation of Crescent Street and the integration of public domain. The submission notes that “individual townhouses [were] removed for community based functions to Crescent Street to increase activation and surveillance,” reinforcing a more urban and publicly engaged street edge. Retail, commercial tenancies, and resident amenity spaces are concentrated along this frontage and within the podium to support day-to-day activity.

The landscape strategy underpins the project’s identity, with a network of pedestrian connections, landscaped corridors, and open spaces linking the site internally and to its surroundings. The design prioritises permeability, delivering “increased uninterrupted flow between spaces for pedestrian access” and improved connections through to the adjoining parklands.

<img alt="Tiberius’ Crescent Parklands to deliver 1,200+ homes in major Holroyd transformation" data-entity-type="file" data-entity-uuid="19282454-ab2f-4e2c-866f-4b35cf4283d4" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Crescent%20masterplan.png?VersionId=JQdWGYI5B5R1lzmK4omYOp_8KLPkT4Bv" />

Buildings within the western precinct are oriented toward the park, shaping a residential offering defined by proximity to open space. The design describes this approach as creating apartments “immersed in nature with apartments facing the park,” positioning the landscape as a central organising element of the masterplan.

The broader architectural response addresses both infrastructure and context, with taller elements capturing long-range views toward Parramatta while setbacks and separation distances mitigate impacts on surrounding residential areas. Sustainability initiatives, including solar optimisation, cross-ventilation, and integrated landscape systems, are embedded across the scheme.

Located approximately one kilometre south of Parramatta CBD, the 3.6-hectare site is bounded by Crescent Street, Woodville Road, and Holroyd Sportsground. It benefits from strong access to public transport, including nearby bus routes and train stations, and sits within a rapidly evolving corridor earmarked for increased residential density. The design also strengthens connections between surrounding green spaces, including Holroyd Sportsground and Parramatta Parklands.

The approval follows several years of planning, including a rezoning process that enabled significant uplift in height and density across the site. With determination now secured, Crescent Parklands is positioned to play a major role in delivering new housing supply within Greater Parramatta’s growth area.

Joel Robinson

Tiberius’ Crescent Parklands to deliver over 1,200 homes in major Holroyd transformation

A new State Significant Development application has been lodged over land at <a href="https://www.apartments.com.au/new-apartments/33-43-marion-street-parramatta-nsw-2150">33–43 Marion Street</a>, Parramatta, proposing a high-rise mixed-use tower that leverages planning incentives to deliver a substantial pipeline of new housing, including a dedicated affordable component.

The scheme, currently on exhibition, combines a shop-top housing development with a concurrent rezoning, positioning the site for a significant uplift in density within Parramatta’s evolving southern CBD fringe.

The proposal, designed by <a href="https://www.apartments.com.au/architects/fuse-architecture-0">Fuse Architects</a> for CN Marion, would replace the existing buildings with a 37-storey mixed-use tower, delivering 296 apartments above a retail podium with six basement levels on the 2,376 sqm site.

The residential mix comprises 58 one-bedroom, 207 two-bedroom, and 31 three-bedroom apartments, with communal facilities located on the second level and the rooftop. Ground-level activation is driven by retail and food and beverage tenancies, alongside a publicly accessible through-site link designed to improve pedestrian permeability.

The project includes 194 car spaces, five motorcycle spaces, and 348 bicycle spaces, reflecting a transit-oriented approach in a location directly adjacent to the rail corridor and within walking distance of Harris Park Station.

<img alt="First Look: Plans lodged for 37-storey mixed-use tower with affordable housing at 33–43 Marion Street, Parramatta" data-entity-type="file" data-entity-uuid="3db873ea-62f0-437b-8a6a-eeda154d2dee" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Marion%20building.png?VersionId=YwzBv8OVHwyRnMLGX4slU7QyhTyMZeOX" />

The design adopts a podium-and-tower composition, with a three-storey street wall addressing Marion Street and a reduced two-storey interface responding to adjoining heritage cottages.

A key component of the proposal is the integration of affordable housing under the NSW Government’s in-fill affordable housing pathway, with units to be retained for a minimum of 15 years. This is paired with a broader public domain strategy that emphasises permeability, deep soil planting, and a landscaped through-site link.

“The strategy prioritises a permeable, well-activated public realm and supports a compact tower form to minimise the building’s footprint while enhancing the quality of the ground-level experience,” the design report states.

The proposal includes a central landscaped courtyard, rooftop communal areas, and planting strategies aligned with local environmental conditions and cultural narratives.

<img alt="First Look: Plans lodged for 37-storey mixed-use tower with affordable housing at 33–43 Marion Street, Parramatta" data-entity-type="file" data-entity-uuid="f0e6c165-9967-4d20-9216-e5b8357c85ba" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Marion%20site.png?VersionId=SRod222LwgDmGZJmJY0wTbK39UrWZLSD" />

The site occupies a prominent corner of Marion and Station streets, roughly 100 metres from Harris Park Station, within a precinct earmarked for significant intensification. While the immediate context is characterised by low- to mid-rise buildings and heritage dwellings, planning controls and recent proposals point to a transition toward high-density development.

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Parramatta has been starved of new apartment supply in recent years. Builder-developers Deicorp and Coronation are the only two currently progressing projects in the suburb. Coronation is nearing completion of <a href="https://www.apartments.com.au/new-apartments/8-phillip-street-2-10-phillip-street-parramatta">8 Phillip Street</a>, which will be the tallest building in Western Sydney once finished, while Deicorp is delivering <a href="https://www.apartments.com.au/new-apartments/cosmopolitan-by-deicorp-parramatta-34-hassall-street-parramatta-nsw-2150">Cosmopolitan</a>, a development comprising over 600 apartments.
</section>

First Look: Plans lodged for 37-storey mixed-use tower in Parramatta

A substantial uplift in height and density is being tested in Lane Cove, with a 225-apartment scheme at 300 Burns Bay Road now on public exhibition as a State Significant Development alongside a concurrent rezoning.

The proposal by <a href="https://www.apartments.com.au/developers/level-33">Level 33</a> would see the demolition of an existing commercial building and associated structures, replaced by a residential development ranging from seven to 15 storeys.&nbsp;

The scheme delivers 225 apartments, including 34 designated as affordable housing, positioning it within the NSW Government’s accelerated Housing Delivery Authority pathway.

The development is arranged as three interconnected residential flat buildings, a response to the site’s long, narrow configuration and sloping topography.&nbsp;

<img alt="First look: 225-apartment Lane Cove tower proposal enters exhibition under State Significant pathway" data-entity-type="file" data-entity-uuid="c325d40c-ead5-45f4-9d77-5a446b23acc0" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Lane%20Cove%20pers.png?VersionId=hsCJxT5hj.5kzA6AMInyan1x8mcHeRez" />

<a href="https://www.apartments.com.au/architects/pbd-architects">PBD Architects</a>, the project’s designer, describe a built form that is “divided into three sections, each connected by intermediate infill slots which are recessed to establish greater setbacks and further articulate the development.”

Across the scheme, apartments are supported by communal amenity at ground and rooftop levels, including landscaped open space and a rooftop pool. Basement and lower ground levels accommodate parking, storage, and building services, while a new public park is proposed along the eastern edge of the site, replacing part of the existing built form.

The architectural response has been shaped by the site’s pronounced fall towards the Lane Cove River, with building heights stepping down from west to east to reduce visual bulk and respond to adjoining bushland.&nbsp;

The design report notes that “the development has been carefully designed to integrate with the existing topography with the placement of massing and floor levels adjusted respecting the site’s inherent characteristics.”

<img alt="First look: 225-apartment Lane Cove tower proposal enters exhibition under State Significant pathway" data-entity-type="file" data-entity-uuid="31cc13a5-bc8b-4dc3-b9b1-07c6ec33a82b" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Lane%20cove%20site.png?VersionId=NiyH3LimQwiHsE6Q7I5g4Grpr5fRdZaX" />

The project is being advanced through a concurrent rezoning process, seeking to increase the permissible height and floor space ratio beyond current Lane Cove LEP controls of 21 metres. Under the proposal, height would reach up to 54.5 metres, reflecting a shift toward higher-density outcomes in well-located urban areas.

Located on a 7,595 sqm site, the development sits within an established high-density residential pocket characterised by mid-rise apartment buildings set within a bushland setting. The site is within close proximity to Burns Bay Reserve, the Lane Cove River, and an extensive network of open space, reinforcing its strategic positioning for increased housing supply.

Level 33 is doing through the Housing Delivery Authority to try and get its Homebush project of <a href="https://www.apartments.com.au/news/nsw/level-33-adds-to-2-000-unit-pipeline-with-new-two-tower-homebush-plans">more than 300 apartments approved</a>.

The developer has over 2,000 apartments in the pipeline, predominantly in Wollongong.

First look: Level 33 proposes 225-apartment Lane Cove tower

Following the completion of its debut Palm Beach apartment development EVA on Tenth, local Gold Coast developer Chippendale Group has launched its latest project in the in demand area.

Chippendale Group, led by fifth-generation Palm Beach local Daniel Chippendale, has kicked off sales at&nbsp;<a data-saferedirecturl="https://www.google.com/url?q=https://www.apartments.com.au/new-apartments/elise-palm-beach-3-twenty-fifth-avenue-palm-beach-qld-4221&amp;source=gmail&amp;ust=1775884443343000&amp;usg=AOvVaw2GyxnGQKU2XXwTzQ8_VHgi" href="https://www.apartments.com.au/new-apartments/elise-palm-beach-3-twenty-fifth-avenue-palm-beach-qld-4221" target="_blank">ELISE</a>, 68 coastal-infused apartments just 40 metres from the sand on Twenty Fifth Avenue.

[smartcode_project:default project_id=150992 project_image_fid=366023]

Construction is already well underway, a signal of confidence to buyers, following the demolition of the two-storey walk-up and 1990s built house that sat on two sites that have been amalgamated to create a prime corner block.

There are a mix of two- and three-bedroom apartments on offer, starting from $1.4 million.

[smartcode_project:default project_id=150992 project_image_fid=366024]

Designed by <a href="https://www.apartments.com.au/architects/bda-architecture">BDA Architecture</a>, Elise responds to its coastal setting through a horizontal architectural form with recessed glazing and layered landscaping. The design aims to balance light, shade and sea breezes while creating a defined presence along the streetscape.&nbsp;

Residences have been planned with an emphasis on outdoor living suited to the Gold Coast climate, including large balconies designed as usable outdoor rooms. Interiors will feature a selection of European appliances and natural materials, including New Zealand wool carpets.&nbsp;

[smartcode_project:default project_id=150992 project_image_fid=366033]

Resident amenities are centred around a wellness-focused ground-level precinct. There will be private access to a heated swimming pool, sauna, cold plunge and gym, alongside a residents’ lounge with dining and entertaining space.&nbsp;

<a href="https://www.apartments.com.au/new-apartments/elise-palm-beach-3-twenty-fifth-avenue-palm-beach-qld-4221">ELISE</a> is located towards the northern end of Palm Beach, which puts it just a short walk to Tallebudgera and Currumbin Creeks. At the end of the street is the newly extended Oceanway, a 36-kilometre pathway that runs up and down the Gold Coast.

Chippendale is targeting a late 2027 completion date for <a href="https://www.apartments.com.au/new-apartments/elise-palm-beach-3-twenty-fifth-avenue-palm-beach-qld-4221">ELISE</a>.

[smartcode_project_cta:default project_id=150992]

Chippendale Group launches Elise, 40 metres from the Palm Beach sand

Sydney developer <a href="https://www.apartments.com.au/new-apartments/31-41-o-hara-street-marrickville-nsw-2204">Third.i</a>&nbsp;has announced a new transport-oriented development in one of Sydney Inner West’s most sought-after metropolitan locations, delivering much needed housing within steps of world-class public transport and vibrant village life.

Located at&nbsp;31-41 O’Hara St,&nbsp;Marrickville, the proposed mixed-use development will include around 300 apartments, with up to 17 per cent dedicated to affordable housing, reinforcing Third.i’s commitment to creating inclusive, well-connected communities that support a diverse mix of residents who keep Sydney’s neighbourhoods thriving.

Located just 100 metres from the new Metro station, the development places residents within minutes of the CBD while offering seamless access to the Inner West’s cafés, retail, and local services. Anchored within a thriving local centre, the project supports everyday living without reliance on cars, while also delivering new public open space for the local community, including a new park and landscaped green areas, alongside high-quality private resident amenities.

Florian Caillon, Head of Acquisitions for Third.i Group, said the project builds on the company’s ongoing work alongside the NSW Government to deliver housing and amenity alongside major transport infrastructure. Amenity includes an activated pedestrianise retail strip that connects Illawarra Road down to the pocket park, and health and wellness facilities.&nbsp;

“Delivering housing of this scale within an established village is a rare opportunity, and few companies have achieved residential outcomes of this size at a village centre," Caillon said.

"We are excited to set a new standard for urban living in the heart of Marrickville,” he said.&nbsp;

The inclusion of affordable housing has been welcomed by frontline workers.

“We are supportive of developments which will allow essential workers like nurses, midwives and carers, the opportunity to live in the communities they care for," said&nbsp;Michael Whaites, General Secretary of the NSW Nurses and Midwives’ Association..

“Many healthcare workers tell us they would like to live closer to where they work, but are being priced out of the market, forcing them to move further away.&nbsp;

“Dedicated apartments for essential workers will support recruitment and retention in local hospitals and aged care facilities, helping to strengthen our health system.”

The project has been declared State Significant Development (SSD) by the Housing Delivery Authority (HDA).

Third.i to deliver 300 apartments in Marrickville TOD precinct

Cycling

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GUEST OBSERVER
What do <a href="https://bicyclensw.org.au/wp-content/uploads/2020/05/966-0320-Summary-of-Principles-for-Good-Bike-Infrastructure-070520.pdf">bike paths</a> and <a href="https://theconversation.com/city-temperatures-and-city-economics-a-hidden-relationship-between-sun-and-wind-and-profits-116064">walk-friendly streets</a> have to do with economic recovery from a pandemic-induced <a href="https://theconversation.com/how-will-the-coronavirus-recession-compare-with-the-worst-in-australias-history-136379">recession</a>? How could removing a car parking space <a href="https://www.bloomberg.com/news/articles/2015-03-13/every-study-ever-conducted-on-the-impact-converting-street-parking-into-bike-lanes-has-on-businesses">benefit a local business</a>? Instead of considering such questions, <a href="https://doi.org/10.1016/j.erss.2020.101486">building roads for cars</a> is often seen as the obvious answer to “kick-start” the economy.
In this article, we explain how cycling and walking infrastructure is a better investment for recovery. Every kilometre walked or cycled has an <a href="https://doi.org/10.1016/j.tranpol.2008.11.001">economic</a> <a href="https://www.atap.gov.au/mode-specific-guidance/active-travel/5-estimation-of-benefits">benefit</a> by reducing traffic congestion and vehicle operating costs, improving health and the environment, and saving on infrastructure spending. It’s <a href="https://www.euro.who.int/en/health-topics/disease-prevention/physical-activity/publications/2008/economic-analyses-of-transport-infrastructure-and-policies-including-health-effects-related-to-cycling-and-walking-a-systematic-review">estimated</a> every dollar invested in cycling infrastructure may reap up to five dollars’ worth of benefits.
In Australia, however, walking and cycling only receive between <a href="https://bicyclensw.org.au/lagging-behind-the-pack-correction/">0.1%</a> and <a href="https://theconversation.com/cycling-and-walking-are-short-changed-when-it-comes-to-transport-funding-in-australia-92574">2%</a> of transport budgets.
A sustained lack of investment is one reason only <a href="https://www.abs.gov.au/ausstats/abs@.nsf/mediareleasesbyReleaseDate/7DD5DC715B608612CA2581BF001F8404?OpenDocument">5% of trips to work</a> in Australia are by foot or bicycle. Yet the majority of city journeys are <a href="https://www.vichealth.vic.gov.au/-/media/ProgramsandProjects/PlanningHealthyEnvironments/Attachments/vhtransch3.pdf?la=en&amp;hash=BD49C15BA932B97CF11275C5EE7CEA85A17176F3">short enough to walk or cycle</a> for most people.
With <a href="https://theconversation.com/cars-rule-as-coronavirus-shakes-up-travel-trends-in-our-cities-142175">people now shunning public transport</a>, our roads are becoming even more congested. In a win-win scenario, walk-friendly and bike-friendly <a href="https://healthyactivebydesign.com.au/design-features/movement-networks">design</a> can improve driving conditions, because fewer vehicles clog the roads. So instead of just building roads, is now not the time also to invest in <a href="https://healthyactivebydesign.com.au/design-features/movement-networks">proper</a> walking and cycling infrastructure?
 
Road building versus path building
Road building is typically <a href="https://doi.org/10.1016/j.erss.2020.101486">depoliticised</a> and so is widely <a href="https://doi.org/10.1016/j.erss.2020.101486">seen as a legitimate way</a> to stimulate economic growth. But simply building more roads may not reduce traffic or speed up journey times in the long term.
Road building leads to more traffic through <a href="https://theconversation.com/do-more-roads-really-mean-less-congestion-for-commuters-39508">induced car use</a> and <a href="https://doi.org/10.1016/j.erss.2020.101486">car dependence</a>. If the default option for short journeys is driving, <a href="https://theconversation.com/rethinking-traffic-congestion-to-make-our-cities-more-like-the-places-we-want-them-to-be-111614">congestion ultimately gets worse</a> as the population grows.
Australians make <a href="https://www.abs.gov.au/ausstats/abs@.nsf/mediareleasesbyreleasedate/7DD5DC715B608612CA2581BF001F8404?OpenDocument">three-quarters</a> of all trips to work by car. Most have no passengers.
Yet more than half of car journeys in cities are <a href="https://www.vichealth.vic.gov.au/-/media/ProgramsandProjects/PlanningHealthyEnvironments/Attachments/vhtransch3.pdf?la=en&amp;hash=BD49C15BA932B97CF11275C5EE7CEA85A17176F3">shorter than 5km</a>. These trips would be <a href="https://www.atap.gov.au/mode-specific-guidance/active-travel/5-estimation-of-benefits">well suited to walking and cycling</a>. <a href="https://healthyactivebydesign.com.au/design-features/movement-networks">Safe and enticing</a> walkable streets and cycling paths are key to inducing this swap.
Australia has already committed billions of dollars to <a href="https://www.smh.com.au/national/nsw/first-look-inside-sydney-s-3-billion-northconnex-tunnel-20200622-p554zh">road-building</a> projects as well as community infrastructure to “<a href="https://www.facebook.com/watch/live/?v=301290454378292&amp;ref=watch_permalink">grow out of the COVID-19 recession</a>”. Ultimately, though, if we want less traffic, we need to invest more of this money in walkable streetscapes and safe separated bike paths.
This investment will increase walking and cycling, leading to the many benefits that flow from these behaviours. And enticing people out of their <a href="https://theconversation.com/to-get-people-out-of-cars-we-need-to-know-why-they-drive-27279">comfy cars</a> for short journeys will result in fewer trips by car.
 
What transport budgets tell us
Comparing Australian budgets to other countries’ investment in active transport modes, we’re not doing well. Budgets would have to increase at least tenfold to achieve the United Nations recommendation that <a href="https://europa.eu/capacity4dev/file/31600/download?token=jJbDKsE3">20% of the transport budget</a> be invested in “non-motorised transport”.
And many countries have moved rapidly to commit major investments to cycling and walking since COVID-19. For example, <a href="https://static.rasset.ie/documents/news/2020/06/draft-programme-for-govt.pdf">Ireland</a> recently committed <a href="https://www.forbes.com/sites/carltonreid/2020/06/15/former-bike-shop-owner-soon-to-be-irelands-prime-minister-secures-1-million-a-day-for-5-years-boost-for-walking-and-cycling/#bd04c8a5c012">billions of euros</a> to walking and cycling infrastructure, equivalent to 20% of its transport budget.
Considering our lack of investment, it’s easy to see why Australia is car-dependent. This is despite Australia having both great <a href="https://www.sciencedirect.com/science/article/pii/S0966692314001951">weather</a> and <a href="https://bicyclensw.org.au/big-country-wider-car-lanes/">wide roads</a> to accommodate increased space for cycling and walking.
An equity issue
<a href="https://profile.id.com.au/australia/car-ownership">Many</a> Australians, for reasons of disadvantage, disability or age, may not have access to a car. The typical cost of owning a car is <a href="https://www.savings.com.au/car-loans/ongoing-car-costs">A$300 per week</a>. Increasing spending on walking and cycling infrastructure will therefore improve equity by helping low-income earners and others who need inexpensive mobility.
Poor active transport infrastructure disproportionately disadvantages women. They cycle less than men and report a need for the safety of separated cycleways among other infrastructure.
Poor infrastructure also <a href="https://aifs.gov.au/cfca/publications/relationship-between-transport-and-disadvantage-austr">limits</a> children, older adults and people living with a disability from accessing the services they need. Many older Australians depend on public transport and on the quality of the walking environment around their homes and their most common destinations.
On average, <a href="https://www.budgetdirect.com.au/car-insurance/research/car-accident-statistics">three people a day die</a> on Australian roads. Fewer car trips would help reduce the road toll. Similarly, increased investments in separated spaces for cycling and walking, as well as lower speeds on local streets, will reduce collisions between cars and bikes, as well as pedestrian-motorist conflicts.
COVID-19 provides a unique opportunity
COVID-19 has led to a <a href="https://www.theguardian.com/lifeandstyle/2020/apr/22/bicycles-are-the-new-toilet-paper-bike-sales-boom-as-coronavirus-lockdown-residents-crave-exercise">boom</a> in bicycle sales, <a href="https://t.co/uzUch4mVEH?amp=1">reduced</a> speed limits, wider footpaths, <a href="https://www.transport.nsw.gov.au/news-and-events/media-releases/new-pop-up-cycleways-to-help-us-get-back-to-work-and-school">pop-up</a> bicycle <a href="https://www.theage.com.au/national/victoria/car-parks-out-footpaths-and-cycling-lanes-in-as-city-prepares-for-post-covid-commuters-20200507-p54qrp">lanes</a>, increased walking and <a href="https://doi.org/10.32866/001c.13405">new cyclists</a>. Some of this has come about following <a href="https://www.newcastleherald.com.au/story/6736341/why-city-needs-to-be-put-on-a-road-diet/?cs=4464">calls</a> <a href="https://drive.google.com/file/d/1-dBhS2mhOX6y8aH6MWYfg1J483Bz8o8j/view">for</a> “<a href="https://www.spaceforhealth.org/">Space For Health</a>”.
We should “<a href="https://www.facebook.com/watch/live/?v=301290454378292&amp;ref=watch_permalink">grow out of the COVID-19 recession</a>” by building back better through investment to sustain this increase in walking and cycling. Our call to action is therefore:
<img src="https://images.theconversation.com/files/347548/original/file-20200715-27-3i49wz.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="A call to action for COVID-19 Walking and Cycling Infrastructure Investment"> 
While Australia’s cities have invested in walking and cycling during the COVID-19 pandemic, it’s less than some <a href="https://www.forbes.com/sites/carltonreid/2020/02/10/prime-minister-boris-johnson-pledges-5-billion-in-new-cash-for-buses-and-bicycle-infrastructure/#8b1ff706df6f">other</a> countries have invested. For example, Paris has accelerated the installation of <a href="https://www.forbes.com/sites/carltonreid/2020/04/22/paris-to-create-650-kilometers-of-pop-up-corona-cycleways-for-post-lockdown-travel/#13d8daa654d4">650km</a> of cycleways by removing <a href="https://www.forbes.com/sites/carltonreid/2020/04/22/paris-to-create-650-kilometers-of-pop-up-corona-cycleways-for-post-lockdown-travel/#13d8daa654d4">72% of its on-street parking</a>. Scotland is proposing to “<a href="https://www.livingstreets.org.uk/media/5413/walk-back-better-national-walking-strategy-delivery-forum-statement.pdf">Walk Back Better</a>” from COVID-19
It is good to see investment in Australian cities increasing. But now is the time to help kick-start our COVID-19 recovery by investing more in walking and cycling, and to reap the many benefits for the Australian community.<img src="https://counter.theconversation.com/content/142176/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;">
<a href="https://theconversation.com/profiles/matthew-mclaughlin-346591">Matthew Mclaughlin</a>, PhD Candidate, School of Medicine and Public Health, <a href="https://theconversation.com/institutions/university-of-newcastle-1060">University of Newcastle</a> and <a href="https://theconversation.com/profiles/trevor-shilton-306978">Trevor Shilton</a>, Adjunct Professor, School of Public Health, <a href="https://theconversation.com/institutions/curtin-university-873">Curtin University</a>
This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/cycling-and-walking-can-help-drive-australias-recovery-but-not-with-less-than-2-of-transport-budgets-142176">original article</a>.
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j.ballantyne1990-6AQqhLzZaK

Cycling and walking can help drive Australia's recovery

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GUEST OBSERVER
The coronavirus pandemic has dramatically shifted our lives and the ways we move about our cities. Despite tight restrictions on non-essential work and outings, and on social gatherings in every state and territory, governments have listed exercise as one of four essential activities. As a result, we have seen increases in the number of people walking and cycling, including children.
Physical activities such as walking and cycling are perfectly compatible with physical distancing – but only with the right infrastructure. More than 100 Australian health and transport experts have signed an <a href="https://drive.google.com/file/d/1-dBhS2mhOX6y8aH6MWYfg1J483Bz8o8j/view">open letter</a> calling on governments to enact urgent measures to support safe walking and cycling and social distancing during the COVID-19 pandemic.
Increased numbers lead to crowding
If you have walked or ridden around your neighbourhood, you have probably noticed more people on footpaths and shared walking and cycling paths. This increase in numbers is exposing much of our walking and cycling infrastructure as inadequate. It simply doesn’t provide enough space to follow physical distancing rules, leading to <a href="https://www.theage.com.au/national/victoria/too-close-for-comfort-when-a-walk-in-the-park-is-no-walk-in-the-park-20200415-p54k46">reports</a> of overcrowding on these paths.
The pandemic has highlighted the volume of street space given to motor vehicles, at the cost of space for people to walk and cycle. Given the <a href="https://www.arrb.com.au/latest-research/data-sheds-new-light-on-covid-19-effects?fbclid=IwAR2C37MlfBfz_qB6Ip6xfb2Tu5pTeYGj6baIXvKqlHA3NsMd8szdgPlmExk">far lower traffic volumes</a> on roads, cities across the globe have been reallocating road space to enable people to walk and cycle safely while adhering to physical distancing. Australian cities appear to have lagged behind.
The pandemic has highlighted the <a href="https://theconversation.com/coronavirus-reminds-us-how-liveable-neighbourhoods-matter-for-our-well-being-135806">importance of our local neighbourhoods</a> and the need to provide safe space locally for walking and riding, particularly for our children. As many Australians are staying home, most of our physical activity occurs on the streets and paths around our homes.
Therefore, we must focus our efforts on our neighbourhoods, local streets and shopping centres, where residents need safe and easy opportunities to be active. This includes providing safe routes to children’s schools, activity centres and other hubs.
Experts call for action
The call by more than 100 health and transport experts for infrastructure to enable safer walking and cycling has been supported by key organisations including the Heart Foundation, Public Health Association of Australia, the Australasian College for Emergency Medicine, the Australasian College of Road Safety, the Royal Australasian College of Surgeons Trauma Committee, Kidsafe, the Australasian Injury Prevention Network, Doctors for the Environment Australia, The Committee for Sydney and The Committee for Adelaide.
Across the world we see many examples of the rapid roll-out of social distancing infrastructure to support cycling and walking during the COVID-19 pandemic:
<ul>
<li>
<a href="https://www.forbes.com/sites/carltonreid/2020/04/22/paris-to-create-650-kilometers-of-pop-up-corona-cycleways-for-post-lockdown-travel/#995399754d40">Paris</a> is rolling out 650km of emergency bicycle lanes
</li>
<li>
<a href="https://www.theguardian.com/world/2020/apr/21/milan-seeks-to-prevent-post-crisis-return-of-traffic-pollution">Milan</a> has announced 35km of streets will be transformed for walking and cycling
</li>
<li>
<a href="https://www.theguardian.com/world/2020/apr/10/oakland-california-slow-streets-coronavirus-us">Oakland</a> is allocating 10% of the city’s streets for walking and cycling
</li>
<li>
<a href="https://www.forbes.com/sites/carltonreid/2020/04/13/new-zealand-first-country-to-fund-pop-up-bike-lanes-widened-sidewalks-during-lockdown/#5aad1f07546e">New Zealand</a> has announced significant funding to help councils create more people-friendly spaces in towns and cities.
</li>
</ul>
These are just a few examples. We must also consider lowering the default urban speed limit to 30km/h and reducing traffic on residential streets and around local business areas.
Australia lagging behind
Despite the urgent need for connected networks of walking and cycling infrastructure in Australia, we have not seen a similar response from federal, state and territory governments.
At the moment, local councils often don’t have the authority to make changes locally or take road space without the approval of the state or territory government. We need these governments to recognise the need for rapid action and provide temporary delegation powers to local councils to enable quick infrastructure changes to support safe walking and cycling. This has happened in New Zealand and the UK.
The roll-out of this infrastructure will also be critical in reactivating the economy when physical-distancing measures are relaxed.
Financial and planning experts have <a href="https://www.theage.com.au/politics/victoria/the-road-to-recovery-are-victoria-s-mega-projects-still-worth-it-20200423-p54mja">recommended against investing in major road projects</a>. Instead, they recommend smaller-scale projects that focus on sustainable modes of transport. Such projects will enable people to travel to work and school using transport modes that are both safe and healthy.
A turning point for our cities
Public transport typically <a href="https://www.infrastructure.gov.au/infrastructure/pab/soac/files/2015_SoAC_full_report.pdf">moves up to half of all people</a> travelling to work in some city centres. However, physical distancing is often a challenge on public transport. As restrictions are eased, shifting even a proportion of these passengers to walking or cycling trips will have infection-control advantages that limit transmission.
If there is not a significant shift to cycling or walking, private car use is likely to increase. The results will be increased congestion and pollution and reduced community amenity.
Never before have we seen such a shift to active modes as our population has sought to stay healthy and active during the COVID-19 pandemic. Our immediate priority must be to tackle the inadequacies of current walking and cycling infrastructure to enable physical distancing.
Beyond this, we must look to the future. To promote active transport, we need more space that encourages these modes. We need space for health.
This is one moment in time to undo the wrongs of past transport policies that promoted the use of private cars and harmed population health and the environment. We must use this opportunity to future-proof our cities, invest in active modes of transport and ensure we provide safe and equitable mobility solutions for people today and for generations to come.<img src="https://counter.theconversation.com/content/137374/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;">
<a href="https://theconversation.com/profiles/ben-beck-54">Ben Beck</a>, Senior Research Fellow, School of Public Health and Preventive Medicine, <a href="https://theconversation.com/institutions/monash-university-1065">Monash University</a>; <a href="https://theconversation.com/profiles/billie-giles-corti-4363">Billie Giles-Corti</a>, Distinguished Professor and Director, Urban Futures Enabling Capability Platform, and Director, Healthy Liveable Cities Group, <a href="https://theconversation.com/institutions/rmit-university-1063">RMIT University</a>, and <a href="https://theconversation.com/profiles/rebecca-ivers-137088">Rebecca Ivers</a>, Professor of Public Health; Head of School, Public Health and Community Medicine, <a href="https://theconversation.com/institutions/unsw-1414">UNSW</a>
This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/physical-distancing-is-here-for-a-while-over-100-experts-call-for-more-safe-walking-and-cycling-space-137374">original article</a>.
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Over 100 experts are calling for more safe walking and cycling space

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Choosing a commute that will boost your happiness, fitness and your bank balance seems like a logical option. However, avid cyclist, Christopher Jones believes infrastructure improvement, cyclist safety and storage security are a few areas which need attention before more Australians ditch their cars anytime soon.

<blockquote>
“Politicians and motorists tend to be fearful that by improving cycling infrastructure, it will disadvantage drivers. Instead, safer and convenient cycling infrastructure directly benefits motorists. Not only are there fewer vehicles and less congestion, but the traffic guidance is also clearer and safer for all road users.”
</blockquote>

- Christopher Jones, Bicycle Network Australia Founder

Christopher Jones is the founder and author of Bicycles Network Australia – the country’s leading cycling platform, with 220,000+ monthly readers, and a thriving forum where passionate cyclists can connect and discuss pertinent topics. After noticing a significant trend towards amplified bicycle parking in brand new apartment developments, we reached out to Christopher Jones to find out whether Australian cities are equipped to cater to a reinvigorated cycling movement.

Urban.com.au: Have you noticed a growth in the cycling culture in Australia in recent years? Do you believe this could be due to environmental reasons?

Christopher Jones: Although Australia has a strong heritage in sports cycling, functional cycling is slowly coming back into favour because it can be the most convenient available travel option. The environmental benefits of cycling may still be a secondary benefit for many however consumers who are rethinking their lifestyles in the face of climate change (and taking action to reduce plastic waste or buying local produce), bike riding naturally aligns with the ideals of sustainability. On Bicycles Network Australia, we have recognised an interest in cycling for transport with the interest in the E-bike discussion forum and based on demand to create a new ‘Cargo and Utility Bikes” discussion forum.

U: Do you believe there are sufficient cycle tracks for commuting in Australia?

CJ: The state of cycling infrastructure in Australia is embarrassing when considering the comparatively low costs and wide-reaching benefits. With the exception of Canberra, Australian states/territories allocate <a href="https://theconversation.com/cycling-and-walking-are-short-changed-when-it-comes-to-transport-funding-in-australia-92574">less than 1.5% of their roads budget on cycling infrastructure</a>. In New South Wales the combined budget of cycling and pedestrian infrastructure is about 0.5% of the roads budget and Government doesn’t publicise how the money is actually spent. Without safe and convenient cycling infrastructure and facilities, travel by bike is simply not an option for people and the reliance on private vehicles remains. In Canberra, the spending on bicycle infrastructure is significantly higher than across the rest of the nation and the result is that there is also a higher percentage of people commuting by bike. As there are fewer cars, the roads are less congested and travel across the board (by car, public transport or bike) is more convenient for all. Some municipalities and regions such as Newcastle have however taken initiatives to improve local infrastructure for recreational and commuter bike riders. 

U: What are the best facilities new apartment developments could provide for cyclists?

CJ: Theft is a continuing risk for a bike owner, even when they have access to shared bike-storage rooms or private lockable cages. As a result, security precautions are also important and for apartments, this can include video surveillance, access control (to restrict access), permanent security attachments (such as rings/hoops to which a bike can chain) as well as screen/liners for cages to stop prying eyes from easily seeing personal contents. The adoption of utility bikes is increasing, for example, a family living in a city or town can replace a car with a cargo bike that has space to ferry young children about town and also go shopping. For these type of utility bikes, sufficient parking should be provided. A further consideration is that charging outlets for e-bikes should be provided. Electricity costs are marginal for e-bikes (typically a complete charge for an e-bike is well below 10 cents) so it would be reasonable to provide the e-bike battery charging outlets.

U: Which country do you believe best accommodates cyclists in terms of safety, routes and infrastructure/landscaping?

CJ: Holland and Denmark are world leaders in cycling infrastructure and social integration of cycling. Progressive transport, however, can also be very regional and in the example of San Francisco, the congestion prompted the city to move aggressively towards mixed-modal transport and reduce the reliance on private cars. 

U: You mentioned in an article on <a href="http://bicycles.net.au/" target="_blank">bicycles.net.au</a> that "Infrastructure, and changing driver’s attitudes, are where we think the government needs to begin making a serious effort." What are some changes in government policy and infrastructure improvements that you would like to see made?

CJ: In 2013, the Australian Government published the <a href="https://www.infrastructure.gov.au/infrastructure/pab/active_transport/files/infra1874_mcu_active_travel_report_final.pdf">'Walking, Riding and Access to Public Transport' report</a> which shows that on a federal level they understand the benefits however they have not taken any substantial action.  Most of the transportation infrastructure is guided by State Government policy who traditionally prioritise private vehicles above all else. This needs to shift towards a mixed modal transport focus which is about providing people with accessible, convenient and sustainable transport options. The advantage is that this doesn’t simply take away private cars, rather it introduces other transport options such as improved public transport, pathing the way for electric cars and autonomous cars and building convenient and safe cycling infrastructure. The result is the transport balance is improved and it delivers option and convenience for people travelling.  To accomplish this, State Governments need to significantly increase their budgets for cycling and pedestrian infrastructure. They also need to be accountable and be able to show how the money has been spent. New road developments along with private developments and public facilities need to be evaluated for accessibility and end-of-trip facilities. Local councils need to be supported particularly for creating linked cycling networks the crossed different municipalities. In addition to spending, road user education is a significant challenge as there is a concerning trend of animosity towards bicycle riders; too many drivers do not drive with an awareness of bike riders (e.g. safe passing) and some behave dangerously. Road user education begins with “safe travel” curriculum in schools, continues through to licensing of new drivers and public safety messaging. Law enforcement needs to be improved so that traffic violations can be reported and that the police are proactive in enforcing the laws which protect the safety of bicycle riders. Financial incentives such as tax deductions for bike commuters would also encourage more people to travel by bike. And finally, following the lead of New Zealand, Australia has an untapped potential for cycle recreation and tourism. Increasing the availability and attractiveness of cycling for recreation goes hand-in-hand with functional cycling.

Thank you to Christopher Jones for providing insights and commentary. Lead image credit: Mark Haughton

<hr>
<h2>THE LOW DOWN ON CYCLING</h2>

<ul>
<li>
	The Australian Bicycle Council took a look at the amount spent on cycling per capita in the years 2011 and 2016. They found that while there was no change in NSW, there was a substantial drop in Victoria and rapid increase for Northern Territories and ACT.
	</li>
</ul>
<table border="1" cellpadding="1" cellspacing="1" style="width:500px;"><tbody>
<tr>
<td>STATE</td>
			<td>2011</td>
			<td>2016</td>
		</tr>
<tr>
<td>NSW</td>
			<td>$10</td>
			<td>$10</td>
		</tr>
<tr>
<td>VIC</td>
			<td>$11</td>
			<td>$7</td>
		</tr>
<tr>
<td>QLD</td>
			<td>$15</td>
			<td>$17</td>
		</tr>
<tr>
<td>SA</td>
			<td>$7</td>
			<td>$5</td>
		</tr>
<tr>
<td>WA</td>
			<td>$12</td>
			<td>$14</td>
		</tr>
<tr>
<td>TAS</td>
			<td>$2</td>
			<td>$9</td>
		</tr>
<tr>
<td>NT</td>
			<td>$15</td>
			<td>$36</td>
		</tr>
<tr>
<td>ACT</td>
			<td>$10</td>
			<td>$79</td>
		</tr>
</tbody></table>
Source: <a href="https://theconversation.com/cycling-and-walking-are-short-changed-when-it-comes-to-transport-funding-in-australia-92574">The Conversation</a>

A common reason for a lack of cycling infrastructure investment could be due to the anticipated effort associated with retrofitting our roads to accommodate cycle lanes.

<blockquote>
"Our cities, which have some of the widest roads in the world, are supposedly too difficult to retrofit for walking and cycling. Many older cities overseas have redesigned much narrower streets for active transport."
</blockquote>

- The Conversation, Cycling and walking are short-changed when it comes to transport funding in Australia

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/bicycles-4245347_1920.jpg" rel="gallery-all"><img alt="" class="image-article-full-width-580px" height="386" src="/s3/files/styles/article_full_width_580px/public/pictures/article-images/bicycles-4245347_1920.jpg?itok=FaJAVDce" width="580"></a></figure><ul>
<li>
	Monash University recently embarked on a <a href="https://www.monash.edu/news/articles/more-than-a-stripe-of-paint-needed-to-keep-cyclists-safe">research study</a> which saw 60 cyclists in Melbourne carry a MetreBox while riding to establish how closely motor vehicles would get to them in passing. Results found that one in every 17 passing events came within one metre of the cyclist, and 124 of the 18,500 passed with less than 60cm. In zones with a speed limit greater than 60kmph, almost one in every three passing cars was considered a 'close' pass. 
	</li>
</ul>
<blockquote>
“We know that vehicles driving closely to cyclists increases how unsafe people feel when riding bikes and acts as a strong barrier to increasing cycling participation."
</blockquote>

- Dr Ben Beck, Monash University's Deputy Head of Prehospital, Emergency and Trauma Research and President of the Australasian Injury Prevention Network 

The study concluded that in order to keep cyclists in Australia safe, there would need to be something more substantial installed as opposed to a strip of paint on the road.

<ul>
<li>
	Cycling two abreast (side by side) is currently legal across the country and <a href="https://au.news.yahoo.com/two-abreast-side-by-side-bicycle-rider-road-rule-motorist-rage-230454606?guccounter=1&amp;guce_referrer=aHR0cHM6Ly93d3cuZ29vZ2xlLmNvbS8&amp;guce_referrer_sig=AQAAACVnNJDDZuHewfNvlvkBvZK-anqwhdKNPAM1ej_4qMQcQBKPQCjUU-WDX6_UskxJT7-RcVLWgfr53VUhwZCEuLM1tc1OoO3MCtnmJ14REK4kcljN9XzJ-UZLX2H_s8FFGmxmAA0S4wldynupC7yaTt2UPxzTqHML6ZSm6cToMGNH">encouraged by authorities</a>, despite its controversy.
	</li>
	<li>
	Car spaces within an apartment building can add <a href="https://reiv.com.au/policy-resources/latest-news/car-space-adds-more-than-%24100,000-to-apartment-pri">anywhere up to $100,000</a> to the cost of your apartment. While many people specifically require motorised vehicles for a number of reasons, <a href="https://participate.melbourne.vic.gov.au/transportstrategy/car-parking">recent data</a> shows that parking spaces outnumbered vehicles by approximately 40%, with up to one-third vacant residential parking spots.
	</li>
	<li>
	There has also been a <a href="https://s23705.pcdn.co/wp-content/uploads/2019/04/Bicycle-Network_2019-Federal-election-priority-paper-1.pdf">recent request</a> by Bicycle Network to incentivise cycling to work, through the form of government grants. The request asked that commuters receive a government benefit of $5 for every trip made to work via bicycle.
	</li>
	<li>
	Another <a href="https://thenewdaily.com.au/life/wellbeing/2019/07/05/cycling-walking-work/">recent study</a> conducted found that of the 1,121 employees surveyed (based in Melbourne, Sydney and Brisbane) felt more "relaxed, calm, enthusiastic, and satisfied with their commuting trips, and were more productive".
	</li>
</ul>
<h2>Will we see a shift from car-centric infrastructure to a 'complete streets' which incorporate cycling as a main mode of transport?</h2>

As dialogue regarding the safety and inclusivity of cycling is regularly brought up in the mainstream media, it's clear that there is room for improvement and investment. <a href="https://www.theguardian.com/lifeandstyle/2019/jun/24/making-cycling-safer-and-more-appealing">Newcastle Cycling Campaign Chair Sally Watson commented</a> that she wouldn't let her children cycle in the designated lanes on the roads as they are not safe enough and don't give everyone the option of cycling if they wish to commute this way.

<blockquote>
"We need to design cycling infrastructure that works for everyone, not just the 3% of the population who cycle already."
</blockquote>

- Sally Watson, Newcastle Cycling Campaign Chair

The concept of complete streets is an infrastructure design which provides a safe and efficient way for motorists, cyclists and pedestrians to navigate roads in a harmonious way. A great example of this is the Bondi Junction – Waverley Council in NSW engaged placemaking and urban design firm RobertsDay to design a <a href="https://www.robertsday.com.au/places/bondi-junction/">Bondi Junction Complete Streets Strategy</a> that would transform the area from car-centric to people-centric.

<figure><img alt="" class="image-article_full_width_580px" height="317" src="https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/styles/article_full_width_580px/public/pictures/article-images/robertsday-bondi-junction-complete-streets-nsw-1.jpg?itok=eIoXSsPh" title="Bondi Junction Complete Streets NSW. Credit: RobertsDay" width="580"><figcaption>Bondi Junction Complete Streets NSW. Credit: RobertsDay</figcaption></figure>The strategy involved a 20-year masterplan, however, a pop-up demonstration enabled residents to experience what the transformative project could be like. The trial resulted in 60% of retailers reporting an increase in business in the first 3 months, and the project received overwhelming support from the public. 

What infrastructure upgrades would you like to see made in Australia? Share your opinion in the comments.

Lead image credit: Mark Haughton
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Olivia Round

Bicycles Network Australia's Christopher Jones discusses the future of cycle-culture in Australia

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Brisbane City Council has unveiled plans for a new bikeway that hangs above the Brisbane River in Indooroopilly, in inner south-west Brisbane.

The new bridge will provide cyclists and pedestrians with their own link between the Western Freeway bikeway, the Brisbane River Loop and the University of Queensland / St. Lucia bikeway via a bridge which will hug the western bank of the Brisbane River to the south west of the Indooropilly road, rail and pedestrian bridges.

A second phase bridge would then link the new phase 1 bridge and the existing pathways on the eastern side of the bride complex.

Phase 1 of the council initiative is part of a $100 million investment into cycling infrastructure that is to be spent over the 2016-2020 period in the Queensland capital.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/indro_bikeway_prelim_plan1.png" rel="gallery-all" title="Preliminary design for the new bridge plan - image: Brisbane City Council"><img alt="" class="image-article-full-width-580px" height="355" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/indro_bikeway_prelim_plan1.png?itok=ue4Ed1lc" title="Preliminary design for the new bridge plan - image: Brisbane City Council" width="580"></a>

<figcaption>Preliminary design for the new bridge plan - image: <a href="https://www.brisbane.qld.gov.au/traffic-transport/roads-infrastructure-bikeways/current-bikeway-pathway-projects/indooroopilly-bikeway-radnor-street-stage-1-project-indooroopilly">Brisbane City Council</a></figcaption></figure>According to the council, phase 2  will only happen through a separate funding arrangement.

The council focuses on connectivity in its list of benefits for the project.

<blockquote>
The project will benefit the community by:

<ul>
<li>creating a high quality, connected and accessible recreation and commuter route for residents of the western suburbs of Brisbane</li>
	<li>forming a key between the Western Freeway and The University of Queensland and connecting to the Brisbane River Loop bikeway</li>
	<li>encouraging  commuter and recreational walking and cycling</li>
	<li>enhancing lifestyle and leisure opportunities for residents in the area</li>
	<li>improving safety, connectivity and visibility for cyclists and pedestrians.</li>
</ul>
<a href="https://www.brisbane.qld.gov.au/traffic-transport/roads-infrastructure-bikeways/current-bikeway-pathway-projects/indooroopilly-bikeway-radnor-street-stage-1-project-indooroopilly"><cite>Brisbane City Council</cite></a>
</blockquote>

The preliminary design is now open for community consultation until Sunday 3rd of June.  Submissions can be made on <a href="https://yoursay.brisbane.qld.gov.au/IBS1">yoursay.brisbane.qld.gov.au</a> in writing or emailing the <a href="https://www.brisbane.qld.gov.au/traffic-transport/roads-infrastructure-bikeways/current-bikeway-pathway-projects/indooroopilly-bikeway-radnor-street-stage-1-project-indooroopilly">design team</a>.

Other bikeway projects that are focused on the Brisbane River include the <a href="https://www.brisbane.qld.gov.au/traffic-transport/roads-infrastructure-bikeways/current-bikeway-pathway-projects/botanic-gardens-riverwalk-project-alice-streetedward-street-brisbane-city">Botanic Gardens Riverwalk</a> project and the <a href="https://www.brisbane.qld.gov.au/traffic-transport/roads-infrastructure-bikeways/current-bikeway-pathway-projects/kangaroo-point-bikeway-upgrade-stage-1-goodwill-bridge-veloway-1-south-brisbane">Kangaroo Point Bikeway</a> upgrade.

Both projects aim will improve infrastructure for pedestrians and cyclists and in the case of the Kangaroo Point Bikeway upgrade, the enhancements will provide an expansion in an area the council deems to narrow to carry the high volume of commuting and recreational traffic that already exists.

To see all the Bikeway projects underway or at planning in the Queensland capital, see <a href="https://www.brisbane.qld.gov.au/traffic-transport/roads-infrastructure-bikeways/current-bikeway-pathway-projects">brisbane.qld.gov.au</a>.

Lead image credit: <a href="https://www.propertyobserver.com.au/https://yoursay.brisbane.qld.gov.au/IBS1/photos/44558">Brisbane City Council</a>.
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Alastair Taylor

Brisbane City Council unveils Indooroopilly bikeway project

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Just over a week ago the City of Melbourne released the first two discussion papers as part of its <a href="https://participate.melbourne.vic.gov.au/transportstrategy">Transport Strategy Refresh</a>. These focused on the themes of 'Walking' and 'City Space' with Apartments.com.au providing commentary via <a href="/news/city-of-melbournes-transport-strategy-refresh-should-it-not-apply-to-other-municipalities">this article</a> and during <a href="/guides/weekly-podcast-episode-10-rowville-light-rail-and-melbourne-airport-rail-link">Episode 10 of the Weekly podcast. </a>

The ambitious plan will look to examples from abroad such as Barcelona's proposed "superblock" strategy which creates a series of small neighbourhoods around which traffic will circulate around the perimeter, and in which road space within the interior will be re-purposed into shared public spaces.

The Superblock strategy will commence with the famous gridded neighbourhood of Eixample where a superblock will comprise nine existing blocks of the grid, in a 3 x 3 formation. Vehicular traffic will then be restricted to just the roads bounding the superblock, and they will only be allowed in the streets in between if they are residents or providing local businesses, and at a greatly reduced speed of 10km/h.

The NYC Department of Transport's (DOT) “Green Light for Midtown” pilot project in 2009 paved the way (pun intended) for the Times Square Reconstruction project, enabling temporary paving and street furniture to close Broadway to vehicular traffic between 42nd and 47th Streets.

This initiative originally intended to improve safety and alleviate traffic conditions but the pilot project's success led to NYC DOT permanently reconsidering the function and layout of Times Square via a three-pronged approach that would upgrade critical utility infrastructure, provide event infrastructure for new and expanded public events, and permanently adopt the temporary improvements that were piloted in 2009. 

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/times-square-before-and-after-dec-2016-1.jpg" rel="gallery-all" title="Before and After December 2016. Image: NYC DOT"><img alt="" class="image-article-full-width-580px" height="359" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/times-square-before-and-after-dec-2016-1.jpg?itok=zy-UdQHZ" title="Before and After December 2016. Image: NYC DOT" width="580"></a>

<figcaption>New York's Times Square before and after December 2016. Image: NYC DOT</figcaption></figure>London too is getting in on the action with plans to pedestrianise large parts of Oxford Street announced last November, with a target date of the end of this year. The plan aims to improve air quality and congestion in the city and is the first of three phases which will transform Oxford Street, to be followed by the stretch between Oxford Circus and Tottenham Court Road and then between Marble Arch and Orchard Street.

All east-west traffic will be stopped but some north-south routes will be maintained, according to the plans. More than four million people visit Oxford Street each week.

In Melbourne, the largest barrier is changing people's attitudes and reliance on travelling into the city via private vehicle. Part of addressing this lies in providing an efficient and reliable public transport system which offers an alternative to the car. Likewise providing safe and walkable city streets which encourage people to walk short distances and dedicated bicycle lanes for cyclists is critical to ensuring a quality public realm.

Melbourne Metro will go some way to addressing some of the issues, however significant bottlenecks exist for pedestrians in and around Southern Cross Station and Flinders Street Station, in morning and evening peak, which is exacerbated when events are on at Etihad Stadium or within Fed Square. 

The recently announced redevelopment of <a href="/news/etihad-stadiums-redevelopment-to-improve-links-to-cbd-and-victoria-harbour">Etihad Stadium</a> and the delivery of the <a href="/news/federal-government-wants-to-tip-5-billion-into-a-melbourne-airport-rail-link">Melbourne Airport Rail Link (MARL)</a> in the next 5-10 years and potential for Metro 2.0 to converge at Southern Cross Station will further reinforce its role as a key interchange node and so providing a safe environment surrounding the station is critical.

Notionally applying Barcelona's "Superblock" approach results in something which looks like this:

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/melbourne_cbd_plan.jpg" rel="gallery-all" title="Notionally applying Barcelona's &quot;Superblock&quot; strategy to Melbourne's CBD"><img alt="" class="image-article-full-width-580px" height="313" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/melbourne_cbd_plan.jpg?itok=uQd0oLM5" title="Notionally applying Barcelona's &quot;Superblock&quot; strategy to Melbourne's CBD" width="580"></a>

<figcaption>Notionally applying Barcelona's "Superblock" strategy to Melbourne's CBD</figcaption></figure>However this doesn't necessarily alleviate the problems described above relating to pedestrian congestion at Flinders Street and Southern Cross Stations and conflict between pedestrians and cars. 

Fundamental to this is understanding and defining the roles and hierarchies of the streets - what is their purpose and how best to manage access and movement for delivery, emergency services, taxis and people with impaired mobility?

Limiting north-south vehicular movement as much as possible allows for improved and safer interchange between heavy and light rail at the city's stations and more pedestrian-focused streets adjacent to the stations.

Additionally, this would create more pedestrian streets with good solar access during the middle of the day. With the CBD short on open space and site acquisition to provide open space costly, the street network offers a potential solution.

One possible outcome might be something like this:

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/melbourne_cbd_plan2.jpg" rel="gallery-all" title='A variation of the "Superblock" with pedestrian zones adjacent to stations.'><img alt="" class="image-article-full-width-580px" height="313" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/melbourne_cbd_plan2.jpg?itok=5t7vNSnd" title='A variation of the "Superblock" with pedestrian zones adjacent to stations.' width="580"></a>

<figcaption>A variation of the "Superblock" with pedestrian zones adjacent to stations.</figcaption></figure>This would include the pedestrianisation of key streets such as:

<ul>
<li>Spencer Street between Lonsdale and Collins Streets</li>
	<li>Bourke Street between Spencer and Spring Streets</li>
	<li>Flinders Street between Swanston and Queen Streets</li>
	<li>LaTrobe Street between Queen and Russell Streets</li>
</ul>
The 'little' streets would serve the purpose of providing servicing and resident vehicle access, with movements primarily occurring in the east-west direction. 

Lead Image: David Lock and Associates
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Laurence Dragomir

City of Melbourne's Transport Strategy refresh. It's time to walk the walk

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GUEST OBSERVER
In cities, people use bicycles for far more than just commuting and recreation. For many people, riding a bike is not just a way to get to work; it is a livelihood necessity and helps sustain urban economies. And for people who rely on a bike to do their job, safe access to city roads is essential.
With increasing urban pollution and poverty around the world, we urgently need to think about how to plan new cities and redesign old cities to accommodate cycling’s varied uses.
Ever-increasing numbers of cars and other vehicles reduce the road space available to cyclists. Where the risks of collisions and injury are high, they are effectively excluded from traffic.
In cities that privilege motor vehicles, cycling slowly is essential for survival. Cyclists who deliver goods and services need to navigate cautiously when sharing limited road space with speeding cars and impatient, unpredictable motorists.
These workers are different from other riders who voluntarily indulge in slow cycling for leisure. Are city experts willing to consider slowness as an occupational necessity? Can traffic planners see how a working class of slow cyclists helps set cities in motion every day?
Different cities, both relying on slow cyclists
My explorations of cargo cyclists in Kolkata, India, and postal and courier cyclists in Parramatta, Sydney, explore the relationship that cycling has with these cities. This work also shows what needs to change to support bicycle workers in our cities.
In Kolkata, cargo cyclists are central to the city’s informal economy. At dawn, the sounds of creaking bicycles fill the streets as heavily greased chains rotate and aluminium containers clank against one another. The riders balance newspapers, milk, gas cylinders and food on their bikes, which are often loaded with more than 150 kilograms of goods.
Later in the morning, the screeching tyres, engines and honking of buses, cars and motorbikes drown out the city’s cycle symphonies. In the afternoon and evening, when the traffic eases, cycle sounds once again resonate through the city’s streets.
<a href="https://images.theconversation.com/files/209641/original/file-20180309-30994-9z2nz5.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/209641/original/file-20180309-30994-9z2nz5.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a>
Cyclists in Kolkata must contend with roads crowded with motor vehicles. Malini Sur, Author provided
Kolkata has one of the highest population densities in the world, with 14.3 million urban residents and is India’s second-most-polluted city.
The ratio of road space to the total city space in Kolkata is just 6% – the lowest in India. Despite a lack of cycling infrastructure and the hazards of crowded roads, the city records 1.68 million cyclists and 2.5 million cycle trips a day.
In the next decade India’s urban population is expected to double to 600 million people. This booming urbanisation – and a growing middle class that wants to own cars – will add to the congestion and pollution. Although bicycles do not add to pollution, urban infrastructure is biased towards motorised traffic.
Unlike Kolkata’s cargo cyclists, Parramatta’s postal cyclists are almost noiseless, but they too have to contend with cars that often refuse to slow down, even on residential streets. The posties’ high-visibility yellow uniforms, measured pace and iconic flag poles distinguish them from the commuter cyclists who whizz by.
Beyond posties, a new set of working cyclists is emerging. As online delivery services like Uber Eats and Deliveroo grow in popularity, more cycling courier jobs are becoming available.
While some people tout the benefits of flexible employment, these cyclists continue to work in dangerous conditions on the roads. Just like other slow cyclists in Australia and India, these gig economy riders have not received enough attention from policymakers.
Authorities make life harder for cyclists
Despite some efforts to encourage urban cycling, official prohibitions and structural roadblocks are widespread. In New South Wales, for instance, the state government has increased cycling penalties and tightened regulations – such as requiring riders to carry ID – in an attempt to curb safety problems.
<img src="https://images.theconversation.com/files/209643/original/file-20180309-30989-1n5mql9.jpeg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=237&amp;fit=clip" alt="">
Stairs are just one of many obstacles delivery cyclists face in Kolkata. Malini Sur, Author provided
In 2017, Kolkata, citing similar issues, prohibited cycling on 70 city roads (despite nonexistent cycle lanes). Here, the traffic police continue to fine cyclists. Corrupt authorities skim money from the penalties and distribute it among themselves.
The need for parking space in both cities means the roadside is sacrificed to permanent parking zones. This ensures that cyclists do not have access to safe roadside space.
These limitations help explain why bicycle trips account for only around 1% of all travel in Australia, despite cycling being the country’s third-most-popular recreational activity. While the Australian government wants to double cycling participation, rates in Sydney remain lower than both the national and NSW averages.
Speed is not the only factor that drives cities into motion. Slow cycling as a response to inadequate infrastructure and poor policy tells us why seemingly very different cities – which have little in common geographically or economically – share the same cycling issues.
<img src="https://counter.theconversation.com/content/92505/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1">By paying attention to slow cyclists, we can begin to plan our cities in ways that recognise and enhance the environmental and economic benefits they deliver.
Malini Sur, Senior Research Fellow, Institute for Culture and Society, Western Sydney University
This article was originally published on <a href="http://theconversation.com" target="_blank">The Conversation</a>. Read the <a href="https://theconversation.com/slow-cycling-isnt-just-for-fun-its-essential-for-many-city-workers-92505" target="_blank">original article</a>.
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Slow cycling isn't just for fun – it's essential for many city workers: Malini Sur

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Docklands based not-for-profit organisation Good Cycles has been running a crowd funding campaign to raise $40,000 for a Bike Community on Harbour Esplanade. Ending on June 27th the campaign has so far generated $24,936.60 in pledges. The initiative has already received support from The Lord Mayor's Charitable Fund and the Bank of Melbourne in addition to Places Victoria's pledge to match every dollar pledged up to $20,000.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/edc02202203b4b3db7896b4f184c99a4-good_cycles.jpg.556x330_q85.jpg" rel="gallery-all" title="Docklands Community Bike Hub. Image courtesy Good Cycles"><img alt="" class="image-article-full-width-580px" height="344" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/edc02202203b4b3db7896b4f184c99a4-good_cycles.jpg.556x330_q85.jpg?itok=46neJX1q" title="Docklands Community Bike Hub. Image courtesy Good Cycles" width="580"></a>

<figcaption>Docklands Community Bike Hub. Image courtesy Good Cycles</figcaption></figure>To be completed in August pending the success of the crowd funding campaign, the new hub will operate as a small bike shop and service centre, while also providing another facility for Good Cycles to conduct a range of social programs. It will be located on Harbour Esplanade just south of the Hortus cafe near the NAB building and just like Hortus, the converted shipping container by artist George Rose, will be a semi-permanent fixture on the waterfront.

The Docklands Community Bike Hub seeks to build on Good Cycles' goal of enriching lives through bicycles by providing a bike workshop, service centre and cycling hub beside the Capital City Trail on the water Docklands. The Community Bike Hub will service the thousands of daily bike commuters using the Harbour Esplanade bike paths and provide a further facility for participants in Good Cycle's social programs to gain invaluable, hands-on industry experience.

The Bike Hub is designed to be a centre for all things cycling: somewhere to meet, learn, share stories and develop a love for bicycle. The Docklands Community Bike Hub's establishment will have an immediate impact on Good Cycles social programs allowing them to transition more of their participants through to employment in the industry.

Beyond this the Bike Hub is all about cycling, promoting its benefits, bringing the community together and getting more people riding. Bikes can address many of the most pressing issues that the broader community are currently confronting: obesity, mental-health, social isolation, youth and long term unemployment and sustainability.

<iframe allowfullscreen="" frameborder="0" height="315" scrolling="no" src="https://www.youtube.com/embed/kBV9sd9MEGg" width="100%"></iframe>

The Hub will also go some way to further activating Harbour Esplanade in the short to medium term in tandem with Hortus, while the master plan for the area is further developed and eventually implemented. Harbour Esplanade is one of the busiest bike routes in Melbourne and will continue to be as Docklands' population grows, its waterfront develops and further bike paths are added to its current network.

<h2>About Good Cycles</h2>

Good Cycles is a Docklands based organisation that operates a retail bike store, a large bicycle servicing center. They are also a social enterprise and a registered charity – all the revenue from their commercial enterprise goes to supporting social programs focused on finding employment pathways, both within and outside the bike industry, for those experiencing significant disadvantage.

Good Cycles also runs workshops in bicycle repair and maintenance and helps deliver bike-based programs for local governments and community organisations.They currently have a large workshop service centre and retail store at 750 Collins Street.

To find out more and to pledge please visit: https://letsact.com.au/projects/the-harbour-esplanade-community-bike-hub/

To learn more about Good Cycles and the work they do please visit: http://www.goodcycles.org/
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Docklands Community Bike Hub hopes to add to the social fabric of Docklands

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<img src="https://counter.theconversation.edu.au/content/57114/count.gif" alt="The Conversation" width="1" height="1">
GUEST OBSERVER
City of Melbourne councillors voted recently to implement the 2016-20 Bicycle Plan.
This followed public consultations that included two phases of community engagement and the release of a draft plan last October. Features of the plan, which has a budget of around A$2 million a year over four years, include:
<ul>
<li>
upgrading busy cycling routes;
</li>
<li>
increasing bicycle parking;
</li>
<li>
improving end-of-trip facilities;
</li>
<li>
conducting safety campaigns; and
</li>
<li>
undertaking research.
</li>
</ul>
Most inner-Melbourne cyclists would likely welcome this renewed commitment to improving the cycling environment. It is important, though, to put this expenditure into perspective.
A A$2 million-per-year plan for the population of about 127,000 who live in the City of Melbourne (about A$16 per person) is a pittance compared to the 20-year, US$600 million Bicycle Plan 2030 in the US city of Portland, Oregon. With a population of about 619,000, the US$30 million-a-year average works out to more than US$48 per person. Portland is mooted as one of the most cycle-friendly cities in the world.
<h2>Criticism of the plan</h2>
Days before the Melbourne councillors voted on the plan, a Herald Sun editorial said:
"Melbourne City Council appears hellbent on turning the city into cyclist heaven … More likely this will soon turn the CBD into an economic wasteland as drivers take their business elsewhere as well as their shopping."
The assertion that installing cycling infrastructure in inner Melbourne will hurt the local economy defies the evidence from a plethora of case studies.
There are numerous international examples where local business-owners have over-estimated the proportion of their customers who travel by car. Consequently, they have considered parking as an overarching issue of primary concern.
They have often resisted anti-car, pro-active transport infrastructure changes – such as removing on-street parking and car lanes, and creating shared paths – on the premise that these will be bad for business.
But such changes have often resulted in increases in retail activity as well as jobs, land value and tourism.
<h2>Economic impact of cycling infrastructure</h2>
In Valencia Street, San Francisco, traffic lanes were slimmed to slow down cars and accommodate other road users. Nearly 40 percent of merchants reported increased sales. More than 60% reported an increase in the number of customers who ride bicycles.
New York implemented a raft of changes across the city including traffic calming, separated and protected bike lanes, and dedicated bicycle signals. These changes resulted in significant rises in retail sales, beating the Manhattan average for the same period and substantially outpacing performance on nearby unaltered streets.
The city’s Department of Transport later released a report presenting and explaining the robust methodology developed for evaluating the economic effects of these “Sustainable Streets” improvements. This report is available for use by other cities and public agencies.
In Bloor Street, Toronto, a study of merchants and patrons found only 10 percent of patrons drove to the area. A majority of merchants believed that a bike lane or widened footpath would increase business and that off-street parking lots would cover the reduction in on-street parking. These findings from Canada demonstrate that local business-owners don’t always oppose improvements in cycling infrastructure at the expense of cars.
There have even been case studies in the City of Melbourne itself revealing the benefits of sacrificing infrastructure for cars to make way for bicycles.
A study of Lygon Street, Carlton, found that while the average cyclist’s retail spending is only $16.20/hr compared to a car driver’s $27.00/hr, six bicycles can park in the space required for one car. Therefore, while one car space equates to $27.00/hr retail spending, six bicycle spaces equate to $97.20/hr.
That puts a new light on the claims by our Herald Sun editorial:
"Motorists will be dismayed to learn that doubling the number of bike racks on city streets will mean fewer carparking spaces … Councillors must surely be aware of the problems they are creating for the thousands of businesses long established in the city."
Previous evidence suggests that inner Melbourne businesses will prosper under a changing transport environment – and not “see their money spent against their business and personal interests”, as the Herald Sun suggests.
On the contrary, improvements in bicycle infrastructure are likely to have a positive economic impact in their own right. That’s before we even consider the other positive effects. Physical inactivity costs Australia $13.8 billion a year when the health impacts were last assessed in 2008. Traffic congestion was estimated to cost Australian capital cities $16.5 billion last year.
The City of Melbourne and advocacy groups should continue pursuing bicycle infrastructure improvements – even at the expense of cars – where feasible.
Jerome N Rachele is research fellow in Social Epidemiology, Institute for Health and Ageing, Australian Catholic University and author for The Conversation. He can be contacted <a href="https://theconversation.com/profiles/jerome-n-rachele-251972" target="_blank">here</a>.
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jchancellor-FAypfDUnLy

Bicycle-friendly changes are good for retail business

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The City of Moreland at August's council's meeting has rejected a proposal to add what has been dubbed "anti-dooring" bike lanes on Sydney Road which would have seen painted bicycle lanes placed either side of the tram lanes. The council has <a href="http://www.theage.com.au/victoria/sydney-road-bike-lane-plan-rejected-amid-calls-to-scrap-onstreet-parking-20150813-giy5ii">reportedly</a> voted to lobby the State government and VicRoads to investigate building separated bike lanes on the road instead.

Perfect timing.

While much of the media focus has been on bikes on Sydney Road - after the recent death of a cyclist after he was 'doored' and then flung out into the middle of the road and into the path of heavy vehicle - I'd argue Sydney Road actually needs a complete root and branch review of all of its uses.

The priority and focus, as with designing any street, should always be on the pedestrian. Sydney Road between Park Street in Brunswick and Bell Street in Coburg could best be characterised as having:

<ul>
<li>narrow footpaths clogged with hodge-podge smatterings of street furniture, parking information polls and inconsistent surfaces</li>
	<li>ugly and inconsistent awnings hanging at various levels above the footpath</li>
	<li>next to zero greenery directly planted in the street</li>
	<li>far too many cars which in turn slows trams down; trams, the very vehicles that will easily carry more passengers (inside and outside of peak) compared to the litany of single-occupant vehicles holding them up.</li>
</ul>
<iframe allowfullscreen="" frameborder="0" height="480" scrolling="no" src="https://www.google.com/maps/embed?pb=!1m0!3m2!1sen!2sau!4v1439456211341!6m8!1m7!1sCwSoLuJ2avb_MyNLw0sDCQ!2m2!1d-37.7688422!2d144.9618176!3f185.99921544484553!4f-1.8187463972808189!5f0.7820865974627469" style="border:0" width="100%"></iframe>

According to a <a href="https://www.bicyclenetwork.com.au/media/vanilla_content/files/Lane%20Widths%20SKM%202010.pdf">bicycle network / SKM report</a>, in 2010 VicRoads installed 80cm wide bike lanes on Sydney Road which resulted in kerbside traffic lanes being reduced to a width of 3 metres. Tram traffic lanes measure 3.3m wide.

The kerbside traffic lanes currently have clearways governing them in both peaks: the southbound kerbside lanes of Sydney road have clearways in the morning peak and the northbound kerbside lanes have clearways in the afternoon peak.

Outside of weekday peak times, the kerbside lanes revert to spaces that allow cars to park on both sides of the street. This on-street parking, of course, is in addition to the enormous amount of off-street car parking as shown by some of the examples in the map below.

<iframe frameborder="0" height="700" scrolling="no" src="https://www.google.com/maps/d/embed?mid=zLzjYwjjDBk0.keWLjDGQRSyA&amp;hl=en" width="100%"></iframe>

The areas which see the greatest economic activity - primarily through retail trade - located at the northern and southern extremities include vast open-air car parks and the precincts in between have a sprinkling of small car parks on both sides of the road.

<h2>A new Sydney Road?</h2>

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/sydney-road_0.png" rel="gallery-all" title="Created using streetmix.net"><img alt="" class="image-article-full-width-580px" height="251" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/sydney-road_0.png?itok=7GTJ8t3J" title="Created using streetmix.net" width="580"></a>

<figcaption>Created using streetmix.net</figcaption></figure>The above was created using <a href="http://streetmix.net/">streetmix.net</a> and is intended to be a cross-section looking south toward the city on Sydney Road. The features, or changes from the current allocation of space, are:

<ul>
<li>Footpaths widened (utilising the 80 cm of space currently used to the quasi bike lanes VicRoads installed in 2010) and trees planted.</li>
	<li>The existing eastern (left side) kerbside lane is converted to a 3m width permanent two-way bike lane, 150cm of space for each direction.
	<ul>
<li>I chose the eastern side of Sydney Road simply because at the Park Street end it would naturally meet the existing shared bike path which runs all the way down to Melbourne University alongside Royal Parade.</li>
	</ul>
</li>
	<li>A short buffer is installed to separate the converted bike lane and the city bound tram/traffic lane.</li>
	<li>The tram lanes are still mixed tram/car traffic lanes and the western (right side) kerbside lane remains a parking and peak clearway much like how it currently operates.</li>
</ul>
This kind of set up would further discourage through traffic on Sydney Road in the morning peak (although, heavens knows why anyone would opt to use Sydney Road as a through route to the city in the first place…) yet still provides extra peak traffic capacity in the afternoon to use the route, functioning as an overflow route for the traffic which turns left from Royal Parade into Park St / Brunswick Rd heading to Citylink.

There's much greater emphasis on space for pedestrians and a proper bike lane set up through the heart of the municipality that would cater for both local cyclists and commuters alike. Commuter cyclists would be encouraged away from the Upfield bike path, which is currently shared with pedestrians.

Likewise the dedicated bike lanes would supercharge both the perception and reality of bike and pedestrian safety on Sydney Road thanks to complete separation of transport uses and coupled with extra bike parking facilities (thanks to the widened footpath) there's a greater incentive for people to travel to the entire strip.

After all, making a stand by turning a car sewer into a more pleasant urban environment will bring more people into the precinct thus creating more economic activity and flowing through to the retailer's bottom lines. Swanston Street, anyone?

<h2>While we're at it…</h2>

If the loss of morning peak traffic carrying capacity is just too much to bear for some (the people who would regularly troll comment threads with "cyclists should be licensed/pay registration"), perhaps implement the reverse on Lygon/Holmes/Nicholson Street; after all, this strip is and will continue to see just as much development density increases over time as Sydney Road.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/lygon-street_0.png" rel="gallery-all" title="Created using streetmix.net"><img alt="" class="image-article-full-width-580px" height="251" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/lygon-street_0.png?itok=OjOkbkBq" title="Created using streetmix.net" width="580"></a>

<figcaption>Created using streetmix.net</figcaption></figure>In this cross-section - the same as the Sydney Road one, we're looking south towards the city - exactly the same allocation of space to different transport modes applies except the converted bike lane is on the western (right) side of Lygon/Holmes/Nicholson Streets thus providing citybound clearways in the morning peak.

It then would fall with City of Melbourne to continue the bike infrastructure through their municipality. Having the two way bike lane on the western side of Royal Parade and the eastern side of Lygon Street would allow for the use of the wide path which skirts around Melbourne General Cemetery and Princes Park (extending the path out to the trees and if necessary reducing the amount of space available to pedestrians) thus funnelling bike traffic on to Swanston Street, which already has Copenhagen lanes.

<h2>Edit: Schooled</h2>

This is how you do a presentation! This is the document that was submitted to Moreland Council, the one Jonathan (first in the comments) is talking about from <a href="http://sydneyroad.org/">sydneyroad.org</a>.

Jonathan also tells me that they polled retailers on Sydney Road and only 30% were opposed to the removal of on-street parking in order to widen footpaths and increase space for dining and displays.

<iframe frameborder="0" height="480" scrolling="no" src="https://drive.google.com/file/d/0ByO18-w-cDzDZDRHUk81cGlvNjA/preview" width="100%"></iframe>

The following is from the July meeting of Moreland council. Also check out Revitalising Sydney Road's facebook <a href="https://www.facebook.com/revitalisesydneyrd">page</a>.

<iframe allowfullscreen="" frameborder="0" height="315" scrolling="no" src="https://www.youtube.com/embed/wh1d5OzRnXA?start=3339" width="100%"></iframe>

<h2>Over to you</h2>

Tell us your ideas for Sydney Road (or the wider area) by posting in the comment section below.
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Toying with ideas to improve Sydney Road

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By <a href="http://theconversation.com/profiles/matthew-burke-1677">Matthew Burke</a>, <a href="http://theconversation.com/institutions/griffith-university">Griffith University</a>.

Australian governments heavily subsidise car, bus and train commuting, but not cycling. Yet a <a href="http://www.heartfoundation.org.au/news-media/Media-Releases-2014/Pages/australian-workers-support-national-ride-work-scheme.aspx">new survey</a> shows many workers would consider riding to work if they got paid for it, and most would even support it if they didn’t participate, because of the wider benefits for cutting road congestion.

The list of existing transport subsidies is long. Fuel tax receipts have fallen so low that they now fail to pay for road-building programs as they once did. Company car concessions remain one of the largest distortions in the Australian tax code and a <a href="https://theconversation.com/closing-the-company-car-tax-loophole-is-an-obvious-budget-winner-26045">severe hit to the federal budget</a>. Many employers provide free car parking at great cost, and few jurisdictions impose parking levies. Fare subsidies on Australian public transport are <a href="https://theconversation.com/public-transport-has-been-let-down-by-our-reluctance-to-pay-for-it-27745">very high</a> relative to other countries, especially considering how poorly our rail networks perform.

The welcome rise of bicycle commuting seen in all our major central business districts over the past two decades is helping save all city workers from congestion on the roads and crushes on trains and buses. Getting more Australians cycling to work provides considerable health, economic and environmental advantages for government, society and the riders themselves, and the infrastructure to provide for it is, relatively speaking, extremely cheap. The question is: how do we get more people to do it?

<h2>Car comforts</h2>

Price factors influence Australians' travel choices. Even though cycling is one of the least expensive ways to travel, the concessions for motoring remain so large that it is hard to convince many Australians to <a href="https://www.bicyclenetwork.com.au/general/programs/178/">ride to work</a> even where high-quality cycling infrastructure exists.

As cycling conditions improve in our cities, and bike parking is provided at more and more workplaces, can small financial incentives help encourage the next wave of increase in bike commuting?

Many places overseas have introduced financial incentives to tilt price signals back towards cycling (although in many cases the subsidies still remain skewed in favour of motoring). France, Belgium and the Netherlands have all introduced small direct subsidy schemes that allow employers to offer <a href="https://theconversation.com/paying-commuters-to-get-on-their-bikes-is-not-enough-28998">tax-free payments to employees</a> worth a few cents for each kilometre of bike commuting.

<a href="http://www.tandfonline.com/doi/abs/10.1080/01441640500184385#.VE3DQ4uUdPQ">Research suggests</a> that financial incentives have played a key role in the relative success of urban cycling in these countries. Meanwhile, in car-dominated America, a small Seattle-based program that gives employees financial incentives for walking or cycling has also <a href="http://www.researchgate.net/publication/256999070_Parking_management_financial_subsidies_to_alternatives_to_drive_alone_and_commute_mode_choices_in_Seattle">encouraged non-motorised commuting</a> in that city.

<h2>Getting Australians on their bikes</h2>

The <a href="http://www.heartfoundation.org.au/Pages/default.aspx">National Heart Foundation</a> and the <a href="http://www.bikeoz.com.au/index.php/cycling-promotion-fund">Cycling Promotion Fund</a> have <a href="http://www.heartfoundation.org.au/news-media/Media-Releases-2014/Pages/australian-workers-support-national-ride-work-scheme.aspx">recently surveyed</a> more than 2,000 Australian workers aged 25-54 who do not currently ride to work, and who live within 15 km of their workplace.

Survey respondents were asked about three types of potential incentive for bicycle commuting: direct subsidies to employees; indirect subsidies via employers; and tax deductions to buy bicycles for commuting purposes.

The results are striking. Around half the respondents said that financial incentives would encourage them to take up bicycle commuting, while 80% said they supported the implementation of such incentives, regardless of whether they rode a bicycle to work themselves.

We must view these figures with some caution – it is one thing to respond to a telephone survey, and quite another to actually go through with it and change your daily behaviour.

But the strength of the response on the impact of very small incentives is extremely encouraging. It suggests incentives could be useful in helping some non-cyclists make the crucial transition from thinking about cycling to work, to doing it on a daily basis.

Yet perhaps an even more obvious policy change for Australia would be to reduce the disproportionate incentives for motoring, which increase proportionally every year as fuel taxes decline. Even shifting from a company car benefit to a scheme that subsidises business travel by any mode would be preferable to the current arrangement.

If that is a political non-starter, as seems the case at the moment, then a very modest scheme to support cycling to work seems prudent. As the Heart Foundation and Cycling Promotion Fund’s data shows, Australians are both ready to respond and supportive of the idea.<img alt="The Conversation" height="1" src="https://counter.theconversation.edu.au/content/33468/count.gif" width="1">

This article was originally published on <a href="http://theconversation.com">The Conversation</a>. Read the <a href="http://theconversation.com/we-subsidise-road-and-rail-commuters-why-not-bikes-too-33468">original article</a>.

Lead image credit: Wikipedia.
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