Victorian State Election: candidate survey

We have an election coming up in November!

Port Phillip BUG has sent a survey to our local candidates (seats of Albert Park, Brighton, and Prahran, and the upper house Southern Metropolitan division). The questions are:

• Separated cycles lanes are the safest option for cyclists. Will you (and your party) support separated cycle lanes on St Kilda Rd and prioritise installation by 2021?

• There are many VicRoads controlled roads that are part of the Principal Bicycle Network. Will you (and your party) support VicRoads upgrading the routes in your seat to separated bicycle lanes?

• Please provide a link to your cycling policy.

• If you gain office, are there any actions you plan to take, in addition to your party policy, to get more people cycling, more often, and more safely? (Incumbents: you may include actions you've taken over the last term of office).

We’ll post responses here as we receive them. (If you are a candidate and haven’t received a survey, email portphillipbug@gmail.com and we’ll send you the link).

Port Phillip Council's new Transport Strategy: a massive leap forward

The Move Connect Live Integrated Transport Strategy rightly emphasises Active Transport, and backs this up with strategic and ambitions plans for action.

At the heart of the cycling strategy is a plan to build separated cycle lanes along 11 cycling corridors, with plans for 3 more after 2028.   

Proposed cycling corridors. Original map here.

This is excellent:  we've seen cycling strategies come and go with mealy-mouthed "action items" focussing on "encouraging behaviour change"  but study after study has shown that the single best way to substantially increase the number of people cycling is to protect them from heavier vehicles.

In the absence of protected lanes, the proportion of trips taken by bike is likely to remain under 3%, undertaken mainly by committed enthusiasts.       By building a network of separated lanes, cities like Seville and London have massively boosted their cycling rates.   Separated lanes also result in higher cycling rates among women, children, and the elderly.

The network proposed is reasonably comprehensive, although Fisherman's Bend seems rather under-served.   

Of course the success of this policy will be in the implementation, but comparing this strategy to our neighbouring councils shows that City of Port Phillip is light years ahead:  Glen Eira's recent Integrated Transport Strategy could come up with no better than to "plan and design a pilot cycle corridor improvement project with a protected cycleway to encourage an increase in cycling"; similarly, Stonnington's cycling strategy has a lot of auditing, liaising, encouraging participation, and "investigating opportunities", but the only plan for actual provision of safe cycling routes is improving some existing off-road trails.  Well done CoPP!

The strategy is not perfect.   Omissions include:

• Fisherman's Bend needs to be included in the cycle network.

• The following roads should be included in the network, for construction post-2028 if necessary: Glen Huntly Road; Glen Eira Rd east of Brighton Rd.

• The signalised crossing of the Elwood Canal with Glen Huntly Road has already been supported by Council, and should appear on either in the pedestrian or cycling section of the plan.

• The off-road shared/cycle paths form important commuter links, and should be included in the map to give a full picture. These include the cycle lanes in Albert Park, the Sandridge cycle trail, and the Elwood Canal. (The Bay trail is included.)

• Route 9, labelled as Acland St/Mitford St/Beach St, seems to be mapped to Selwyn Avenue, rather than Beach St.

• Route 7, Sandringham Line/ Westbury St - Ripponlea to Windsor, should include connection to Glen Eira. There is already a well used route to Glen Huntly Rd on both sides of the railway line east of the railway line, but there needs to be a safe crossing of Hotham St. This route could include a contraflow lane on Lyndon St, which is currently one-way.

Otherwise, an excellent step forward.   

I encourage filling in the survey (before 30th July) to show your support (and identify any other gaps).

Councillors' tour of the Lake Ward

On Tuesday 12th June we took Port Phillip Councillors Katherine Copsey, Andrew Bond, David Brand, Dick Gross and Ogy Simic on a tour of some interesting sites in the Lake Ward in Port Phillip. (Councillor Tim Baxter and Albert Park MP Martin Foley sent their apologies.)  Lake Ward covers St Kilda, Albert Park, and Middle Park.   The handout with the route is here. I've added some of the extra things we noticed on the ride to the map below (in purple).

11 km. Route taken by Councillors Ride, Lake Ward, June 2018.

We started at St Kilda Town Hall.   The first thing we observed was the time it took for us to walk across the pedestrian crossing at Brighton Road.   These crossings seem optimised for cars, rather than pedestrians.    (A recent article describes this problem.)

We headed up towards the Junction.   We briefly stopped at Inkerman St, where a single car parking place creates a pinch point in a merging zone.

Going up the hill, we looked at how the St Kilda Rd separated bicycle lanes project can be fairly easily implemented as a Copenhagen lane on the edge of the road.   By contrast, the challenge of fitting protected lanes into the Junction are considerable.   However creating a safe way for people on bikes to get through this intersection will be crucial.

We then headed down the bidirectional path on Fitzroy St.  This has been identified as one of the place where cyclists feel most unsafe in surveys by BikeSpot and VicRoads.   There is a protected lane for cyclists, but because drivers do not expect cyclists to be moving in a counterflow direction, they often fail to yield at intersections.   

On the way we tried to use the council public bike pump outside Woolworths.  Unfortunately it deflated Councillor Bond's tyre!   Liz had a pump that we fixed the problem with.

A faulty bike pump.

Then on through the quiet back streets of West St Kilda to Middle Park shops, where we looked at the suboptimal crossing of Canterbury Rd at Armstrong St.   

From Albert Park, we stopped at the intersection of Albert and Kerferd Rd.   The crossing here is yet another that doesn't allow sufficient time for pedestrians to cross.   There is some new marking for bicycles at this intersection, but the stretch under the tramway (travelling north) is still feels difficult for cyclist.  We looked at the option of converting the pedestrian underpass (just up Ferrars St) to a shared path, giving access to the service road on the north side of Albert Rd.

Looking out of the underpass.

Council is planning to put separated cycle lanes on Kerferd Rd, after a trial in which they reduce the number of lanes to one.   

Kerferd Rd is very wide!

Our last stop was another parking place, outside Donovans on Marine Parade.   This parking place/loading zone forces on-road cyclists to merge with traffic, while creating a little door zone.   We note that as this is an accessible parking place (for people with a disabled permit) it may be of high utility and should be relocated rather than removed.

Thanks to our councillors and council officer Kathleen Kemp for coming along.  Many thanks to Simon for the photographs.

Sandridge Trail

The Sandridge rail trail is a shared use path that connects Station Pier in Port Melbourne and City Road, just south of the CBD.   It's a pleasant and convenient route, but it falls short of being a high quality off-road route. 

Interactive map is here.

This path is well used by people cycling and walking.  

Shared path.   When I rode this path on a sunny morning it was well used by cyclists and people walking, particularly older people.   Shared paths are not ideal.  People walking dislike cyclists riding past at moderate cycling speeds (20km/hr), while enforcing a "code of conduct" for pedestrians (e.g requiring that they stay left at all times, avoid walking in groups, and strictly controlling small children and dogs) destroys the pleasure of the walk.   On the other hand, requiring cyclists to ride at slow speeds while passing pedestrians decreases the utility of this as a transport route.    The best practice here would be to create separate paths for walking and cycling, where space allows.

Path loses priority at Bridge St.

No crossing at Bridge St.   This needs either a zebra crossing (raised) or a signalised crossing with bike/pedestrian priority.   At the very least, it should have a "keep clear" zone to prevent vehicles from blocking the route while queuing (the gates of the tram crossing are just to the left of the view above).

I'm not sure what works are being done here at Ingles St-- hopefully a better crossing!

Rails blocking the path.   At the tram depot, the path is blocked by yellow rails that are supposed to force cyclists to give way to trams leaving the depot.     These rails slow cyclists down and are extremely difficult (if not impossible) for people towing trailers, or riding long wheelbase bikes, or riding trikes.    A better solution would be to have gates that close when trams approach, leaving the path unimpeded at all other times.

At the first tram depot crossing.

At the second depot crossing. This gentleman told me that he'd recently slipped and fell on the tram tracks.

Poor connection to the city.   The trail just ends at City Road, with no clear safe connection across the river to the CBD.

Almost at the city, but not quite!

Addendum November 2020: a cargo bike in difficulties at the chicane.

Canal Ward update

Some good news:  Following our bike tour and Ed Cook's petition, Port Phillip Council has supported a crossing with signals on Glen Huntly Rd.    Moreover, they have contributed $50000 towards the cost.  The remaining cost will need to come from VicRoads, and council has written to the roads minister Luke Donnellan requesting this. 

Furthermore, the list of comments and sites was given to Council's Transport Safety Engineering Team.   Here is the list of their responses.

As we have become accustomed to, VicRoads seems to be the biggest hold up, with many comments along the lines of "We'll ask VicRoads if they can do this".   

It's also worrying that they consider a 1.5m wide bike lane (on Brighton Rd) sufficient to avoid the door zone--- Austroads guidance is that on a 60kph road, there should be a buffer of 1-1.5m between cyclists and passing trucks.   So it seems that we can be buffered from the doors, OR the trucks, but not both!

Thanks to everyone who helped.  The Lake Ward tour will be coming up in June.

Councillors' tour of bike infrastructure in the Canal Ward

On Thursday 8th March we took Councillors Katherine Copsey, Tim Baxter and Dick Gross for a tour around the Canal Ward to look at the infrastructure that makes riding a joy... or a nightmare.  (Handout with map and site descriptions here.)

8.35km

It was a beautiful day for a ride!

We observed the absence of a safe crossing on the Canal path at Glen Huntly Road.

And discussed the promised counter-flow bike lane on Blessington St--- when will this happen?

Thanks to our hard-working councillors Dick, Katherine and Tim, and to Simon for the photos, and to our volunteers Georgie and Rochelle for keeping everyone on track.  

We'll tour the Lakeside and Gateway wards later this year.

The case for Glen Eira Road/Neerim Road as a "safe cycling route"

... in response to Glen Eira's Draft Integrated Transport Strategy

(This is a little out of our council area, but it's my commute so I thought I'd respond.)

Glen Eira Council is currently seeking community feedback on their Integrated Transport Strategy.

The document has some good aspirations, including a shift to 50% active transport modes (public transport, cycling, walking).  However the proposed actions are too feeble to deliver them.

The most glaring absence to me was the absence of Glen Eira Rd/Neerim Rd from the proposed network of "safe cycling streets". 

Draft "safe cycling streets"

The Glen Eira Rd/Neerim Rd route ought to be included, because:

*There is a very large distance (2.7km) between the nearest east-west routes, Inkerman Rd to the north and Dover St to the south,  which would require a deviation of several kilometres for some cyclists.   Since the most suitable trips for mode switching to cycling are those trips under 5km, this is a large distance.

*This route was part of the Principal Bicycle Network.   It is already a well-used route, as shown by the Strava heat map below, demonstrating the need for a cycling route here.

* Glen Eira road is eminently suited for a main cycling route:  it is very wide, has no tram tracks, and even with fully separated lanes, could still fit a lane of parking along one of the sides of the road.  

* Neerim Rd is currently very narrow, with bikes forced to take the car lane.  Removing parking along this lane to allow a bike lane would increase traffic flow for cars.

* This route has many schools along it (Ripponlea Primary School, Caulfield Grammer, Shelford, Glen Eira, Mt Scopus etc) with poor provision for safe cycling for the students.  It's not clear how the 'Safe School Zones' will work for these schools with no east-west "safe cycling routes" closer than a kilometer away.

*While ideally a completely protected cycling route (as described in the strategy) would be ideal here,  a significant improvement could be made by merely removing parking, or even by removing parking during peak hours.   In this way it would be easy to stage the introduction of improved cycling facilities.  

Make comments on the Glen Eira Integrated Cycling Strategy here. 

This route is well used.

We need a crossing where the canal path meets Glen Huntly Road

At this point, the canal bike path is cut by a busy road, and is difficult for vulnerable users to cross.    There is a crossing 40 or so metres down the road, staffed by a crossing guard during school times.  This is great when it is staffed, but of no use outside those times.   

This problem is recognised by CoPP:  in 2012, the Sustainable Transport Plan stated:

Issue: Elwood Canal is a major attractor of pedestrian movements however there is no formal pedestrian crossing provision at the entrance to Elwood Canal on Glen Huntly Road

Proposed solution:  Design and construct new pedestrian operated signals along Glen Huntly Road near to the entrances to the Elwood Canal path.   

When we met with VicRoads in May 2017, we found that VicRoads "recognises the importance of providing a signalised pedestrian operation near Elwood Canal and Elwood Primary School on Glen Huntly Rd.  In consultation with the City of Port Phillip, VicRoads has developed a proposal to provide a pedestrian operated signal at this location. This proposal will be reviewed for funding consideration in a future program."

We also raised this issue with local MP Martin Foley in August 2017 but have not heard anything from him on this.  

Update 6/3/18:  one of the parents at Elwood Primary School has started a change.org petition to council.

Advocacy success: Union St, crossing of Punt Road

This happened a while ago, but we are very excited that the Union St crossing east of Punt Road (heading westbound) now allows bicycles (only) to continue straight ahead!  This came about from a bike ride we led MP Sam Hibbens (Prahran electorate includes St Kilda East) on.  He took it to the Road Safety Minister and VicRoads made these infrastructure changes.  It enables cyclists from Balaclava, East St Kilda, Windsor and Prahran to ride Westbound along Union Street and directly connect with St Kilda Road – avoiding chaotic St Kilda Junction, one of the worst parts of St Kilda Road.  Tell your friends, and let us know what you think!

Submission on Draft Domain Precinct Plan

Metro Tunnel is asking for comment on the Draft Domain Precinct Plan.

The Port Phillip Bicycle Users Group supports the proposed design for cycle facilities shown in the draft design.   

There are two proposed locations for separated cycle lanes on St Kilda Rd--- either centrally located, or at the edges of the road, Copenhagen style.

There has been no public consultation as yet on these options.

The Bicycle Network supports the centrally located lanes.

However, the Port Phillip BUG would like to see both options fully modelled and go to public consultation.   We are concerned that the central option treats the cycle lanes as a freeway, good for commuters from the suburbs accessing the city, but neglects many people who have midblock destinations along the length of the road.   

The Domain station proposal shows Copenhagen style lanes, but states that the design is also compatible with centrally located lanes.

While the location of the lanes is still uncertain, it would be prudent to make certain that centrally located lanes are compatible, by providing alternate plans showing the central lanes.

We also request that VicRoads not waste any more time and promptly hold consultations on both options.