Green paint (in places) is all that will join two of Melbourne’s rare protected bike lanes, and only during peak hours.
Failing to learn from the part time, part way, paint only, parked in bike “lanes” in Exhibition St, The City of Melbourne has announced similar poor quality provision between the protected lanes in Latrobe Street and Albert Street. This is a lost opportunity to connect two (Melbourne only has three) protected bike lanes and link them with a facility of similar high standard.
Eastbound, going up Latrobe St will require a right turn into Exhibition, then a block of Little Lonsdale St, which is not wide enough to accommodate a bicycle and a car – so you will need to hold up the traffic and ride up the middle of the street. Then make another right turn, into Spring St.
Coming into the city will be a peak hour only clearway bike lane – we know from Exhibition Street how well that works. Then a right turn into Spring St and another part time unprotected lane.
If you are coming in from Fitzroy you will have to go out of your way to reach this excellent facility because Vicroads determined that Victoria Parade is not for bicycles (too narrow presumably), then come back up to La Trobe St, or else if you are turning left at Nicholson Street, risk the dangerously narrow car-door bike lane to get to Spring St. It’s a dangerous door-zone lane because the City of Melbourne is unwilling to remove four car parking spaces.
This is not the way to make cycling an attractive option for the average person. It is a way to ensure cycling stays a small niche of the transport system.
The City of Melbourne is consulting on its renewal of Vic Markets. This could potentially have a large impact of the bike-friendliness of the whole area.
Make your submission here.
For inspiration, read Melbourne BUG’s submission, below:
Melbourne BUG – Submission on Queen Victoria Market renewal proposal
In addition to car parking spaces, we would like to see secure bicycle parking in this area as well. This secure parking should cater for QVM employees as well as customers who request additional security, for example because they ride an expensive e-bike that they would not want to park using the standard above-ground facilities. We think the secure bicycle parking area should therefore be split into two parts. One part for employees only, accessible by swipe key and including end-of-trip facilities, and the other part for customers using bike lockers (http://www.cora.com.au/bikelockers/cyclesafebicyclelockers/ for example). The entry to/exit from the secure bicycle parking should be separate from the car entry, so that bicycles will not have to navigate a queue of cars lining up to enter the garage or swerve around access poles.
We feel that the QVM infrastructure and surrounding area should be inviting people to walk or ride their bicycle to the market, and doing so should be rewarded. This reward can come in many flavours, most importantly a sense of safety and comfort relative to using a car. The ‘inviting infrastructure’ consists of several elements in our view.
Firstly, being able to safely access the new QVM by foot or bike will be paramount to its success in our opinion. With car ownership and use being actively discouraged with new developments in the CBD, many of the CBD residents will come to market as pedestrians. At the same time, the trend in surrounding suburbs is quite clear as well: bicycle use for everyday transport is on the rise and this will continue into the future as more and more people realize the convenience of riding a bike in and around the city. The City of Melbourne Transport Strategy states: “We are a walking and cycling city, and Council provides infrastructure to improve the safety and convenience of cyclists and pedestrians” (p4).
Assets that help to provide bicycle access to the QVM are the separated bike lanes on La Trobe St and part of Elizabeth St north, and the improved bike lanes planned for William St . However, the Elizabeth St lanes do not reach all the way to Victoria St/Therry St, and the William St lanes need to continue the length of Peel St, being the continuation of William St immediately adjacent to the QVM. The City of Melbourne Bicycle Plan 2012-16 states “Investigate options for a separated or quality route from Dudley Street to Royal Parade and Flemington Road. This route will also service the Queen Victoria Market and Flagstaff Gardens.” (p20).
In addition, the redesign of Franklin St provides an opportunity for council to equip it with protected bike lanes and a safe crossing at the new Franklin-Peel-Dudley intersection. Elimination of roundabouts at Peel/Dudley and Queen/Franklin will improve access and safety for pedestrians and cyclists. Franklin Street currently provides four traffic lanes plus parking which is excessive relative to its local function, and this should be reduced to two traffic lanes to provide safe space for bicycles and more pedestrian space. Retaining four lanes in Franklin St and creating a new four lane road on the market’s southern boundary will create and perpetuate a barrier between the market and the City: as stated in the Summary of Proposals: “The streets around the Market form barriers to the local area and make it difficult to walk around”. Safe bicycle lanes in Franklin St will improve access to the Market by connecting to other bike routes such as William St and Swanston St.
We also feel that the connection to QVM from Cobden St and/or O’Connell St should be improved for bicycle access to/from Queensberry St which would be the preferred route for most of North Melbourne and Kensington. We strongly encourage council to design a “Bicycle Access Plan” for QVM which integrates the above points and potentially other routes, as well as traffic management around the entry/exit points of the car park, to limit the danger to cyclists of cars queuing on street or doing right hand turns to enter/exit the car park. This is particularly important for those routes that are part of the Principal Bike Network like Peel Street. The Bicycle Access Plan should be included in the QVM masterplan.
Another important element to create the inviting atmosphere is the provision of bicycle parking facilities. In addition to the secure bicycle parking in the car park area, we feel there should be ample bicycle parking available at various strategic locations around the QVM making it easy to park your bike close to where you need to go. These locations need to relate to the bicycle access routes shown in the “Bicycle Access Plan”.One can even think about “shopping carts” to be supplied at the bicycle parks to make it easier for people to carry their purchases around and back to the bike. It’s easy to carry 5-10kgs of fresh produce on your bike in a pannier or basket, but it’s much less fun to carry it around while shopping. Well positioned parking and innovations such as “shopping carts” will also encourage cyclists to use the parking facilities provided and avoid bicycle clutter at other locations.
- Media: Courier Mail
Date: 4th December 2013
Headline: Cyclists backpedal on bad behaviour so State Government passes new safety legislation
Journalist: Damien Stannard Brittany VonowYet another article that purports to talk about cycling but only references sport cycling. As if that were the definition of what cycling is. Reading this article, you would assume that riding a bike is soley for the purpose of sport – racing and training.Cycling is a wonderful sport, but that type of riding isn’t what is going to save our cities from gridlock and air pollution, save the earth from carbon dioxide pollution (global warming) and save us all time and money getting around. Changing the laws is, or should be, all about getting more people to use the bicycle to get around – safely.So much else is wrong with this article. The strong implication is that cyclists only deserve respect if they “clean up their act” and “show respect”. How about similar calls for motorists to respect the people they regularly kill and injure? How about recognising that cyclists are given a road system and set of laws designed only to facilitate motor traffic, that doesn’t meet cyclists’ needs? How about discussing the fact that because of this dangerous and unfair system of roads, it’s often safer to break the law than to follow it?