West melbourne structure plan findings Report

9.3 Implementation

Measures to implement the open space and civic improvement policies include the following:

* Cost and prepare an implementation program for landscaping works including the upgrading of street/lane planting, the greening of local streets and the provision of widened centre-of-road medians and associated traffic calming works etc. The street/lane trees should be consistent with Council's North and West Melbourne Tree Planting Scheme.
* Prepare a detailed design and construct upgrading works in one of the "laneways" in North Melbourne. This will serve as a demonstration project for progressive application to other spaces. Community consultation should sought in terms of the detailed design of the demonstration project.
* Pursue a decision on the location of the local activity centre at the North Melbourne Station and undertake further works to ensure the implementation of the centre.
A detailed design and construction phase should then proceed.
* Following the completion of the open space criteria study, prepare an implementation plan for the provision of open space in the North and West Melbourne area.

10. MOVEMENT

10.1 Introduction

This section identifies more detailed policies and actions in relation to movement throughout the study area.

The objectives in relation to movement are:
To improve public transport, pedestrian and bicycle environment throughout the study area, to improve pedestrian and bicycle links to key destinations such as North Melbourne Station, Errol Street Shopping Precinct, Flagstaff Gardens, Docklands, CAD and recreational open spaces.
To minimise the impact of through traffic on the area and to implement traffic calming measures in local streets.
Figure 10 summarises the movement pattern and initiatives envisaged by the structure plan.
Figure 10: Movement Framework Plan

10.2 Movement Policies

Following is a description of the key policies of the structure plan in relation to movement.

10.2.1 Spencer Street and King Street

Policies:

* Introduce improved landscaping along Spencer Street and King Street to enhance them as a major tree lined main street in West Melbourne, and as attractive secondary gateways to CAD i.e. tree planting, streetscape and road cross-section improvements.
* Introduce new traffic signals in Spencer Street in the vicinity of Stanley Street to the Eades Reserve open space and to Errol St Shopping Precinct. This will improve pedestrian access from West Melbourne across Spencer Street.
* Introduce new pedestrian lights in King Street near the intersection of Jeffcott Street to improve pedestrian access to the Flagstaff Gardens.

Rationale:

* Spencer Street and King Street are declared main roads for which VicRoads is the Highway Authority. They will remain important gateways to Melbourne and retain a considerable traffic role.
* City of Melbourne's transport strategy Transport Program 2003 - 2006 indicates that there is a need for further development and improved management of the inner-city bypass route. Further, that there is a need for continued protection of residential areas from the adverse effects of through traffic. The document includes specific comments to downgrade through routes in the CAD (mainly Spencer and King Street).
* A safety assessment will need to be undertaken before any new pedestrian lights are installed on major roads such as King Street and Spencer Street.

10.2.2 Adderley Street

Policies:

* Downgrade the role of Adderley Street, to the north­west of Dudley Street.
* Manage heavy vehicles from Laurens Street and Dryburgh Street, entering Adderley Street and Hawke Street, subject to a favourable feasibility study that identifies appropriate alternative routes for trucks presently using Adderley Street.

Rationale:

* Adderley Street is the spine of what has the potential to become a high amenity mixed use area with a strong residential element, extending between the railway line and Spencer Street. Considerable traffic management work has already been implemented to downgrade the traffic role of the street and to alleviate heavy vehicle traffic. Heavy vehicles travelling to and from the Laurens Street industrial area and from Dryburgh Street presently impact on the amenity of the area.

10.2.3 Access to Laurens Street Industrial Area

Policies:

* Manage truck traffic entering into the residential areas from the Laurens Street Industrial Area.

Rationale:

* Council has undertaken a preliminary truck traffic study to identify potential options for managing truck traffic from the industrial area at St Laurens Street. Current opportunities include:

- Closure of the slip lane from Spencer Street into Stawell Street.

- Closure of the slip lane from Andersons Street to Railway Place (northbound left turn).

- Closure of Railway Place at Ireland Street (adjacent to the North Melbourne Station).

- Closure of Laurens Street at Railway Place (under the Dynon Road bridge).
* Signalisation of the intersection of Laurens Street and Arden Street.
* The Truck Traffic Study is subject to stakeholder consultations before a decision is made on the most viable options. A local area traffic management plan is also proposed to be undertaken in the North and West Melbourne area to incorporate truck traffic issues.

10.2.4 Public Transport Improvements

Long term options for public transport improvements include:

Introducing a shuttle local bus services linking North Melbourne Station with the Errol Street shopping precinct.
* Introducing new bus routes linking North Melbourne Station to the precinct that includes the Royal Children's Hospital, Royal Melbourne Hospital and Melbourne University-via Dryburgh and Arden Streets.
* Establish a train/bus interchange facility at North Melbourne Station.
The Department of Infrastructure has indicated that it is not feasible to provide additional bus public transport services to North Melbourne Station in the short to medium term, and that this proposal will need to be investigated further in the longer term should there be sufficient demand.

10.2.5 Hawke Street

Policies:

* Establish Hawke Street as a major pedestrian and bicycle corridor and link to the Errol Street Shopping Centre and the North Melbourne Station.
* Provide a pedestrian and bicycle link route from Hawke Street to link Docklands.

Rationale:

* Hawke Street provides a direct connection through the core of West Melbourne to the Errol Street Shopping Centre in North Melbourne.
* The railway yards provide a major barrier between North and West Melbourne and Docklands Further investigation into a pedestrian/ bicycle route from West Melbourne to link Docklands revealed that a connection at Hawke Street over the rail yards does not achieve a "natural transition" because Hawke Street is a metre below the railway lines. Since the rail infrastructure is vital and cannot be removed. It is therefore recommended to provide an alternative link via Adderley Street and Dudley Street to Docklands.

10.2.6 Cyclist and Pedestrian Access
Policies:

* Install pedestrian lights close to the intersection of Jeffcott Street and King Street, to improve access across King Street to Flagstaff Gardens.

* Install pedestrian lights at the intersection of Spencer Street and Stanley Street, to improve pedestrian access across Spencer Street.
* Provide on-road bicycle routes along Adderley Street, Dryburgh Street south and at Dynon Road bridge.
* Improve pedestrian safety in all streets off arterial roads, by calming traffic movements on those streets through the provision of improved landscaping and widened centre-of-road medians, as described in Section 9 of this report.
* Provide secure bicycle parking at North Melbourne Station.
* Provide pedestrian and bicycle connections between West Melbourne and Docklands by utilising Adderley Street and Dudley Streets to Footscray Road and the wider bicycle network.

Rationale:

* The study area is dissected and bounded by major arterial roads and railway lines that provide barriers to pedestrian and cyclist movement, both within the study area and to surrounding locations/destinations. Key destinations towards which to provide pedestrian and cyclist links should focus on the Errol Street shopping centre, Flagstaff Gardens, North Melbourne Station, the CAD, Docklands, North Melbourne Recreational Reserve and Moonee Ponds Creek. Designated bike lanes, storage locations, and increased connectivity will assist in the bike friendliness of West Melbourne. A walking audit (J A Grant, North Melbourne Station Walking Audit, 2005) undertaken at the vicinity of the North Melbourne Station revealed the need to calm traffic in addition to the provision of traffic pedestrian crossings in the area.

10.2.7 Traffic Calming in Local Streets

Policies:

* Implement traffic calming measures in local streets that have intersections with main arterial road, in conjunction with the program of creating widened centre-of-road medians and kerb extensions and improving landscaping within road reserves, as described in more detail under the heading of open space and civic improvements.

Rationale:

* Extremely high levels of traffic travels through West Melbourne. The levels of congestion experienced have the potential to threaten the amenity of local streets where an open grid street pattern exists. The program of narrowing roads, widening medians and providing landscaped areas within the road reserve of the wider 30 metre wide roads, will have the effect of slowing traffic. Such actions will achieve the joint objectives of increasing the amount of green areas in West Melbourne, as well as traffic calming in local streets.

10.3 West Melbourne parking survey
A car parking survey was undertaken during December 2004 to understand the extent of parking utilisation in West Melbourne. The survey area included seven street sections at Jeffcott, Adderley, Rosslyn, Roden and Hawke streets.
The survey indicated the level of parking occupancy was lower in streets further from the Central Activities District (CAD). Average use of parking spaces at Jeffcott and Batman streets was between 80 per cent and 90 per cent, while the average for Rosslyn and Hawke streets ranged from 50 per cent to 70 per cent.
The survey also revealed that a significant number of vehicles parked for a longer period than permitted and a number parked in prohibited areas. In response, a more rigorous enforcement of parking in this area is proposed. A review of mechanisms to manage commuter parking throughout the City would also occur as part of the Integrated Transport Strategy, being developed by Council.
An investigation of an extension of the initiatives being trialled in Carlton, as part of the Carlton Parking Strategy, is also proposed, including:
* Adopt a maximum of two residential parking permits at an applicant's address, less the available and accessible number of "off-street" parking spaces at that address.
* Adopt a policy of installing parking meters for non-permit holders in high use and residential areas where on-street parking occupancy is greater than 90 per cent and is approaching 100 per cent capacity across significant periods of the day or week; and there is evidence that non-resident vehicles are frequently overstaying the permitted time limits.
* Work with other organisations to confirm the market feasibility for establishing a Car Sharing Program within West Melbourne.
* Investigate extension of operating times on parking signs for resident priority parking spaces (where community support is established) into evening and weekend periods.
Implementation of these initiatives would be subject to further consultation with the community and are subject to the successful trial of initiatives in Carlton resulting from the Carlton Parking Strategy.