0 F2 CBD 01

AUGUST 2007
Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Part 2 Appendices Dr John Grant J.A.Grant & Associates ...........................................................www.jagrant.com.au Bruce Herbes Visualvoice .......................................................................www.visualvoice.com.au Making places more walkable, legible & liveable
Part 2 Appendices Table of Contents

APPENDIX 1. 3 THE POLICY FRAMEWORK - FEDERAL, STATE AND REGIONAL SUPPORT FOR WALKING 1. 2. 3. 4. 5. 6. Introduction Education, information and programs Infrastructure Growth area planning new standards Integrated transport Conclusions
APPENDIX 2. .29 BEST PRACTICE IN PROVIDING FOR WALKING. 1. 2. 3. 4. Best practice in providing for walking. Best practice information, education and programs. Infrastructure Best practice planning for activity centres.
APPENDIX 3. .43 BEST PRACTICE IN PEDESTRIAN WAYFINDING WITHIN URBAN AREAS 1. 2. 3. 4. 5. 6. 7. Best practice in pedestrian wayfinding within urban areas Best practice design principles What constitutes a best practice wayfinding system? Best practice signage requires a multi-faceted approach Best practice information design and content Best practive in sign placement Best practice outcomes
APPENDIX 4. .62 DATA ANALYSIS 1. 2. 3. Census data analysis Mobility and signage questionnaire Questionnaire analysis results
APPENDIX 5. .69 PEDESTRIAN ENVIRONMENT AND WAYFINDING AUDIT 1. 2. 3. 4. 5. 6. Introduction Wayfinding issues Connectivity issues Convenience issues Comfort issues Conviviality issues
APPENDIX 1. THE POLICY FRAMEWORK - FEDERAL, STATE AND REGIONAL SUPPORT FOR WALKING
1. 2. 3. 4. 5. 6. INTRODUCTION EDUCATION, INFORMATION AND PROGRAMS INFRASTRUCTURE GROWTH AREA PLANNING NEW STANDARDS INTEGRATED TRANSPORT CONCLUSIONS 2 2 12 20 25 26
THE POLICY FRAMEWORK - FEDERAL, STATE AND REGIONAL SUPPORT FOR WALKING 1. INTRODUCTION
The issue of Walking has only relatively recently emerged onto the policy agenda for most levels of Government and other organisations in Australia. The recognition that encouraging and supporting walking has wide ranging benefits is still developing, in spite of the fact that it is the most popular form of recreation, a major element in promoting physical activity for health and the most efficient and emission-free form of transport. Developing walking is a relatively low-cost activity which is currently supported by a number of program and policy initiatives.
2.
2.1
EDUCATION, INFORMATION AND PROGRAMS

Federal Government support for walking
The Department of Environment and Heritage (DEH) has committed to providing funding for travel behaviour change programs under the Greenhouse Gas Abatement Program (GGAP). This program is a $400 million Australian Government initiative designed to reduce Australia's net greenhouse gas emissions by supporting activities that are likely to result in substantial emission reductions. The travel behaviour change project will involve more than 186,000 households participating in four States and Territories over five years. It is estimated that it will result in a reduction of more than 3.85 billion vehicle kilometres traveled and a reduction of 1.23 million tonnes of carbon dioxide equivalent (CO2-e). The DEH believes that a sustainable approach to transport is vital to Australia's future because the transport sector accounts for around 76 million tonnes or 14 per cent of Australia's total net greenhouse gas emissions. (See www.travelsmart.gov.au ) Victoria is one of the main recipients of Commonwealth Grants from this program. It will receive a total of $2m over 4 years to 2006/7. The State contribution has recently risen from $3.8m over 4 years to $30m over the next 10 years.
2.2 a.
Victorian State Government support and programs for walking Introduction
An interest in walking at the State level has existed for many years. However, for much of that time the dominant perspective was based on a concern for safety of road users. The Safe Routes to School and concerns for the road safety of the elderly through Walk with Care have been long-standing programs. However, one focus of these types of programs was on warning people of the dangers of walking, while another was on discouraging risky behaviour such as crossing roads in the wrong places. Often this resulted in the creation of barriers to walking. Most road safety strategies effectively blamed the pedestrians for their own deaths or injuries. Over the last 20 years of the 20th Century rates of walking (to school, to local shops and to public transport) declined dramatically. Between 1970 and 1994 walking to Appendix 1 2
education institutions in Melbourne declined from 50% to 20%. (See: Tolley. R Providing for Pedestrians DOI 2001 ) Walking to work, shopping and public transport also appears to be declining. In part this has been due to the reduced cost of owning and running cars and the motorisation of society as well as planning and transport policies that focused almost exclusively on car use. However, the walking policies of the time also contributed to this decline. Within this broader context there are a number of trends and issues to which the current State Government (and governments in most developed countries) is paying increased attention. They include: urban sprawl, car dependency, traffic congestion and insufficient choice in more sustainable modes of transport air pollution, greenhouse gas emissions and climate change increasing health problems (including obesity) in the community an ageing population equity implications of current development patterns and transport systems.
Policy has begun to shift. The introduction of the 50km default speed limit and the 40km speed limits near schools and in some retail areas, demonstrate the Governments acceptance that traffic speed is a major safety issue. Streets can, and should be made safer for pedestrians (the 50km limit has reduced pedestrian accidents by 22% in Melbourne since its introduction in 2001).(See: Review Of Victorian Speed Limits. VicRoads 2005). The State Government was the major sponsor of the recent (October 2006) Melbourne Walk21 Walking Conference The Next Steps. As a contribution to the conference the Departments of Infrastructure and Victorian Communities published A State of Walking a document summarising the Governments vision and aspirations for walking, identifying a range of successful case studies on the improvement of the walking environment and outlining the state the policy context. This is the first major State-level publication on walking in Victoria. (See: www.goforyourlife.vic.gov.au/)
b.
Improved Information and Education
The Department of Infrastructure TravelSmart In addition there are a range of State funded information and public education programs, including the Department of Infrastructures: TravelSmart Education for schools and higher education establishments. School Travel Planning is now incorporated in this area; TravelSmart Communities which will be rolled out, eventually, to over 500,000 households in central/inner Melbourne; TravelSmart Workplaces providing advice on Staff Travel Planning; A range of programs to support public transport to schools (which usually includes more walking) e.g. Travel On, Get on Board. 3
Appendix 1
These public education programs (and those listed below) provide people with information on the benefits of choosing to use more active travel modes and give advice on how to access non-car modes. None of them are directly involved in improving infrastructure. The links to these programs include: www.tdmcentral.net/ and www.travelsmart.vic.gov.au/ These two State websites provide up-to-date information on the available information and education resources for Councils and other involved in travel behaviour change and travel demand management, and mode shift towards active transport including walking. The Department of Victorian Communities - Go For Your Life A further change in state policy was announced in November 2004. The government commenced an intensive public awareness campaign (Go For Your Life) which is a $22 million State Government strategy aiming to get Victorians actively involved in their local communities. The strategy contains initiatives across a range of Government areas, including health, sport and recreation, community building, seniors and education. The $22 million in funding includes: $10 million to prevent obesity and diabetes $10 million to promote physical activity and $1.9 million to promote healthy and active living for senior Victorians.
As part of this campaign the Minister for Sport and Recreation announced a new grants program including the Go For Your Life Walking Grants and 'Go For Your Life Physical Activity Grants. The program, administered by Sport and Recreation Victoria, encourages increased participation in walking and broader physical activity by all Victorians, particularly those that are currently inactive or disconnected from their communities. The Go for your life Community Walking Grants program, encourages participation in one of the most accessible forms of physical activity, walking, and contributes to the Governments community strengthening goals. The program has been developed to increase walking participation in local areas through grants of up to $10,000 which have been made available to Primary Care Partnerships to undertake 12 month walking projects. The Minister has now approved funding for the majority of the 21 Primary Care Partnerships in the state to undertake community walking projects as part of Phase 1 and Phase 2 of the Community Walking Grants program. The broader Go For Your Life Physical Activity Grants provide funding of up to $30,000 per year, for up to two years (maximum grant $60,000), and are available to incorporated, not-for-profit community organisations and Local Government Authorities. A total grant pool of $1.13 million is available for the period to June 2007. (see: www.goforyourlife.vic.gov.au/ ) Health and Active Living Projects Appendix 1 4
In addition, Health and Active Living for Seniors (HALS) projects have been funded by the Office of Senior Victorians (now located in the Department of Victorian Communities) through Primary Care Partnerships. The funding aims to increase the capacity of professional organisations and community groups to provide appropriate, accessible and attractive programs to keep older people involved socially and physically. The broad objectives are to: Address barriers to participation and improve older persons access to active living programs. Build networks which involve older people and enhance links between the health, sport and recreation and community sectors. Improve referral and support for older people to participate in active living programs, especially those with a physical activity focus. Advocate for supportive environments that promote active living by older persons. Support for walking is an important component in many of these initiatives.
2.3.
Other Organisations involved in providing support and information on walking
The Heart Foundation The Heart Foundations Healthy by Design: a planners guide to environments for active living (2004) is a guidebook that won the PIA National Award for Planning, and provides a comprehensive listing of the issues that need to be addressed to design (or re-design) environments for healthy, active living, especially the needs of pedestrians. They include: Design considerations for safe, stimulating, accessible walking and cycling routes. Creating a legible street network, including safe places to cross roads, clear and direct routes to destinations, and providing amenities for comfort and convenience seating, toilets, lighting, shade, signage, low fencing for passive surveillance, etc. There is a relatively simple matrix of guidelines for the design of features for most issues such as lighting, signage, seating, etc. The document concludes with a number of case study examples from around Victoria where improvements have been made. VicHealth VicHealth has a number of programs, with funding attached to them. The best known is support for the Walking School Bus (WSB). Many Councils and schools have used their WSB program to expand into the wider School Travel Planning process. The Greenlight Project has examined the factors affecting peoples decision to walk or not to walk to school. By investigating six signalised crossings in the municipalities of Port Phillip, Bayside and Greater Dandenong on major roads used by the WSB groups, the project found that time allocated at signalised crossings for pedestrians to get across the road safely and comfortably at the lights was inadequate. The project put forward a number of recommendations concerning Appendix 1 5
pedestrian priority at signal crossings on major roads as a means to encourage and support safer and increased active transport to school, and more walking in the community generally. The recommendations include: The adoption of a pedestrian crossing speed of 0.7 metres per second to determine the crossing time at pedestrian crossings on major roads used by school travel groups Automatic call-up at the pedestrian phase as part of the signal cycle operation. Where automatic call up is not appropriate, the introductions of a two-second early green- advance for pedestrians over vehicles performing turn movements across the cross walk to allow pedestrians to establish crossing priority Continue to eliminate staged pedestrian crossings Continue the presence of crossing supervisors at school crossings on major roads for all signalised crossing locations on WSB routes. (The Greenlight Project report, City of Port Phillip March 2005) Kinect Australia (incorporating VICFIT in Victoria) The Active Script program has been one of Kinect Australias major programs and is aimed at increasing the number of Victorian General Practitioners who deliver physical activity advice to their patients often involving more walking. The Active Script Program was conceived out of a need to involve General Practitioners in promoting and supporting increased physical activity levels in Victorians. The program was jointly funded by the Commonwealth Department of Health and Ageing and the Department of Human Services until June 2006, and has since been incorporated into a broader Lifescripts project funded by The Commonwealth Department of Health & Ageing and currently being rolled out through General Practice Divisions in Victoria. Lifescripts encompass five major risk factors including physical activity, but also weight management, smoking, alcohol and nutrition. General Practitioners are encouraged and supported to work with their patients around these risk factors as a means to prevent illness and improve health. Councils can still support this broader program by informing local residents of its availability and encouraging them and local doctors to participate in it. By working with local Divisions of General Practice, Community Health Services and Primary Care Partnerships, Councils can ensure that information about walking opportunities such as trails, walking groups, or more generally about the facilities in the local environment which support walking behaviour, is made available. The Neighbourhood Walk & Talk program, while not currently receiving funding, is Victoria's largest free walking program and is a model being used in the development of walking groups across the state. The program provided resources and support to 80 Walk & Talk Coordinators who were encouraging and motivating 4,000 men and women to be active everyday. Of significance is that it primarily promoted participation in one of the most accessible forms of exercise, walking, along with other appropriate physical activity. In addition, it introduced a support structure for participants to foster continued involvement. Some established Walk & Talk groups continue to function independently, and many Councils or communitybased organisations promote the development of walking groups in their communities based on the Walk and Talk model. Appendix 1 6
More recently Kinect Australia has begun the production of a monthly electronic publication (Active Media) which brings together published information on the benefits of active lifestyles. This publication and its archived resources is arguably the best source of information on published research and press articles on the benefits of walking, cycling and other active lifestyle pursuits. Using the Kinect Australia resources, and other information, it has been possible to produce a comprehensive overview report on the many benefits of walking. (see: www.kinectaustralia.org.au )
THE CASE FOR WALKING THE BENEFITS OF ACTIVE TRANSPORT COMMUNITIES
1.
1.1
The Personal Benefits of Walking (and cycling)

Personal Health and Wellbeing
The benefits of physical activity are significant in terms of personal health. There is now evidence to indicate that physical activity is of clear benefit in a number of national and state health priorities such as cardiovascular disease prevention, prevention and control of diabetes, prevention of some cancers (particularly colon), injury prevention, obesity prevention and the promotion of mental health (Bauman et al 2002). 1.2 Walking
This evidence provides a strong rationale for efforts to increase the currently low numbers of Australians who are sufficiently active for health - and walking has been suggested as a particularly important type of physical activity to promote and support in these efforts (Lumsdon et al 1999). Walking is currently the most common adult physical activity behaviour in Australia (ABS 2002) and walking in local neighbourhoods is a significant contributor to most adults overall physical activity levels. Walking is the most natural form of physical activity and has been described as the nearest activity to perfect exercise. It can be enjoyed by people of most physical conditions and ages, and requires little in the way of skill or specialist equipment. Evidence indicates that regular walking contributes to reductions in heart disease, diabetes, osteoporosis, colon cancer, obesity and depression. It is now central to health promotion activity in Australia, not least because - being easy to incorporate into daily lives and split into bite-sized chunks - it is actually more likely to be taken up by people and maintained. 2. The Public Benefits of Walking
Appendix 1
In many ways the major benefits of more people walking (and cycling) are experienced by the rest of the population. Public Health Firstly, more walking (at the expense of car use) would significantly improve air quality for everyone and reduce greenhouse gas emissions. Up to 5000 vulnerable people die prematurely each year in Australia and similar numbers are admitted to hospital, because of exposure to air pollution from particulates, ozone, and sulphur dioxide, most of which is related to road traffic. Road Danger Reduction A second public benefit advantage is reduced risk of road traffic injury. A disproportionate number of victims of crashes are pedestrians and cyclists. This is frequently interpreted as meaning that these are 'dangerous' modes, which need therefore to be reduced if we are to have greater 'safety'. However, even in the currently poor general environment for walking in Australia, the benefits from regular walking in terms of life years gained through improved fitness outweigh the life years lost in pedestrian crashes - and the ratio may be as high as 20:1 (Bauman et al 2002). Thus in contrast to received wisdom, the riskiness of active modes, such as walking and cycling is inversely related to the level of activity. For example, the three European countries with the most cycling (Sweden, Denmark and the Netherlands) have fatality rates for cyclists per 100 km ranging from 1.6 to 2.3. In the countries with the least cycling (Britain, Italy and Austria) they range from 6.0 to 11.0. Clearly, as the amount of cycling increases to a critical mass, traffic arrangements have to be made to accommodate it and car drivers have to adapt their behaviour to share the space with cyclists, producing not only more cycling safety, but more safety for motorised modes too. In other words, proper planning for cycling and walking is a catalyst for road safety. Social Connectedness More walking (and cycling) can lead to greater social interaction and improves social capital, a concept being linked increasingly to health. Busy streets sever communities and discourage children from playing and from walking and cycling to school. By contrast, liveable streets filled with people on foot or two wheels encourage social interaction, build social capital and diminish the fear of crime. As Bauman (2002) argues, these broader benefits of walking and cycling should not be underestimated: "What use is it to have reduced our risk of death from heart disease and extended our longevity through exercise only to be too scared to walk out of our front doors?" Access to Local Services By increasing the ease by which all population groups, regardless of age, income or physical ability can move around their local environment, neighbourhoods which support walking and cycling create people-filled streets which encourage social Appendix 1 8
interaction and strengthen sense of community. People can more easily access local services and shops, meet up with friends, and generally enjoy their living streets. Reduced Impact of Traffic Living streets or quality walking and cycling environments also reduce the impact of traffic on local roads, as people feel safe and supported to choose active or public modes of transportation over cars. By designing local and high-use pedestrian streets and dedicated bike lanes for cyclists, traffic speeds are reduced in people places and road and community safety is improved for pedestrians, riders and drivers. Environmental Benefits As walking (and cycling and public transport) replace short car trips, motor vehicle emissions which are a significant contributor to air pollution can be reduced. Approximately 60% of the pollution created by motor vehicle emissions happens in the first few minutes of operation, before pollution control devices can work effectively. Since "cold starts" create high levels of emissions, shorter car trips are more polluting on a per-kilometre basis than longer trips (Pedestrian & Bicycle Information Centre, US). In metropolitan Melbourne, about 40% of all car trips are less than 3kms (VATS Data), and many of these could be substituted by walking or cycling trips, with significant environmental benefit. While it is true that cars are much cleaner today than they were in earlier years, if total traffic continues to grow, overall air quality will deteriorate. Economic Development As neighbourhood qualities encourage increased pedestrian (and cyclist) access to services and shops, local economies reap the benefits. In many metropolitan areas it has been found that the majority of turnover in retail/activity centres comes from local residents and workers. The cost of providing infrastructure to create quality walking environments and programs that encourage people to walk are considerably less expensive to Local and State Government, as well as private providers, than building and maintaining roads and car parking spaces. Bike parking facilities in comparison to car parking spaces, are very cheap and can often be located in areas that cannot be used for car parking. There is evidence from around the world that more walking leads to economic benefits. For example, the organisation representing Councils in London (Transport for London) has produced research into city centre vitality, and it concludes that: On balance, schemes which support pedestrian improvements in town and city centres generate value for retail businesses. Following a possible adjustment period of up to 12 months following any pedestrian schemes, there is an upturn in turnover and town centre economic vitality Transport for London has also carried out a study of public realm improvements in 5 UK cities and found: Appendix 1 9
In all of the case studies the city centres position in terms of UK retail demand have remained high or improved Prime retail rents in all of the case studies have remained steady or improved Clear and objective evidence that pedestrian and public realm schemes work Office rents have shown significant improvements in all case study cities Overwhelmingly positive benefits to city centres in the UK A successful town centre and economic growth can co-exist with severe car restraint A good physical environment is a good economic environment
The benefits of town centre pedestrian and public realm schemes (Transport for London, 2002) One of the case studies concerns recent urban design improvements in central Birmingham, aimed in part at improving pedestrian connections across the inner ring road. It offers a good example of the impact of good urban design on walking levels and urban regeneration: It is now possible to walk from Birmingham New Street Station to Brindley Place (a distance of around 700 yards) through an attractive sequence of car-free streets and spaces. Birmingham City Council has estimated that footfall in the first part of this sequence (along New Street to Victoria Square) has increased by 50% since pedestrianisation and that shop owners in New Street have reported increased trade. Reports of economic benefits from encouraging walking are also available from the USA One report profiling connections between the physical design of communities and dynamic elements of the new knowledge-driven, service-oriented economy found that: Walkable downtowns, with a mix of restaurants, offices and housing promote interaction. Interaction is the key since the new economy thrives on accessibility, networking and creativity (Collaborative Economics, a Silicon Valley think tank, 1998) There is also emerging evidence of the importance of walking to a strip shopping centre in Melbourne. The Acland Street Traders Association, in response to the Councils wish to remove some parking spaces and extend the footpath, commissioned its own market research study in June 2003. It found that: Walking to the precinct is important and popular of visitors interviewed, over 50% walked to Acland Street. All walked within Acland Street. Local residents comprise over 50% of all visitors and account for over 85% of the total expenditure 57.2% of expenditure is walked to Acland Street and a further 16% from cycling / public transport. Only 26% of total expenditure share emanates from those driving to Acland Street.
As a consequence, the Association withdrew its opposition to the Council proposals, which have since been carried out. Appendix 1 10
In summary, walking is essential to the success of revitalisation strategies. Streets, laneways and squares that are dirty, dangerous and unattractive discourage walking and reduce the quality of urban life. This is not just about walking as a means of getting from A to B. It is also about sitting, talking, meeting neighbours, helping strangers and allowing children to play. If centres are not connected to surrounding residential areas and public transport, pedestrian volumes will fall. Poor urban design will have the same effect. People feel safest in places that are busy with others going about their ordinary business, so falling numbers of pedestrians becomes a vicious circle. Reduced footfall inevitably means reduced turnover for retail and other businesses, a reduction in the quality of the retail offer and further abandonment of the centre. It is no exaggeration to say that high quality pedestrian conditions are absolutely the key to retail and business success in Activity Centres. Supporting Public Transport Walking is involved in over 60% of all journeys where the principal mode is public transport in Melbourne. Public transport policies need to treat the walk element as an integral element, otherwise they may fail to provide an overall journey experience that is as satisfactory as possible and offers a realistic alternative to car travel. Evidence from the UK (London Transport) suggests that there is a direct link between the level of bus patronage and the quality of pedestrian access to the bus stops.
Appendix 1
11
3.
3.1
INFRASTRUCTURE
Melbourne 2030 Planning for Sustainable Growth
The change in State policy towards walking was first articulated in Melbourne 2030 released in October 2002. (Melbourne 2030 Planning for Sustainable Growth. DOI 2002) This document acknowledged the importance of walking as a mode of travel and sought to improve the quality of the environment so that it encouraged and assisted pedestrians, people with prams and those with impaired mobility. Most of the M2030 policies, urban densification, concentration, the development of Activity Centres and Transit Cities, urban growth management, fairness and equity and a better physical environment, depend on increasing the share of walking and active transport in Melbourne. It articulated the view that this shift will require new and different infrastructure priorities. In the transport field these have been slow to emerge, but there has been an accelerated rate of change in recent years.
3.2
The Metropolitan Transport Plan Linking Melbourne
The Metropolitan Transport Plan Linking Melbourne (DOI 2005), acknowledged the need to improve the safety of pedestrians and cyclists because safety for users of these modes is fundamental to increasing transport choice and to fostering a more sustainable transport system (MTP p. 15). Strategy 1.2 is aimed at improving both safety and access for pedestrians and cyclists and at increasing the number of people walking and cycling, through improved road management of existing road space and the provision of more off-road paths. The list of Metropolitan Transport Plan (MTP) priority actions for pedestrians is included below. They include: 1. Introduce more appropriate speed limits in shopping strips. 2. Encourage through-traffic to avoid shopping strips and to use alternative routes where feasible. 3. Improve the amenity of areas of intense pedestrian activity alongside arterial roads. 4. Improve safety and provide more equitable access for pedestrians in high-use areas such as Transit Cities and multi-modal facilities via the Walk Safe program and other innovative and cost-effective measures. 5. Establish a program to provide greater priority for pedestrian access across busy arterial roads which sever community activities. Other Strategies in the MTP also include a number of infrastructure suggestions, such as: 1. Improve the safety of people at and around bus stops, through road improvements. Appendix 1 12
2. Provide comparative travel time information on congested routes that offer efficient public transport alternatives, to encourage a shift in mode. Finally, the MTP states that: The Victorian Government aims to encourage people to use public transport, walk or cycle rather than use the car, where this is practicable. This will require a significant shift in travel behaviour. Travel demand management is any measure that is aimed at modifying travel behaviour to reduce or redistribute travel demand. Although people generally recognise the environmental benefits of travel by public transport or non-motorised modes, they are more likely to modify their travel behaviour when there are direct personal benefits such as cost savings or a healthier lifestyle. The TravelSmart program helps people to explore and assess their transport options. In the future, it will be increasingly important for regulatory structures, including pricing, to reflect the full economic, social and environmental costs of transport. Around the world, a number of pricing initiatives have been introduced to manage car travel in congested or sensitive areas. These initiatives will be monitored, and their implications for Melbourne examined. Initiatives in car sharing will also be monitored with interest and encouragement given to local government to assist such schemes.
3.3
Meeting our Transport Challenges - The Transport and Liveability Statement.
The Transport and Liveabilty Statement (Meeting our Transport Challenges DOI 2006) identified a wide range of new infrastructure and related expenditure projects aimed at increasing the use of active transport modes, including walking. They are: Funding to DOI for TravelSmart projects $30M over 4 years to be allocated to: Local Government Grants Projects. Workplace Green Transport Plans School Travel Plans
Funding will commencement in 2006/7 Funding for VicRoads extend and improve cycling and walking routes, including $70M new and $40M existing funding = $110M, over 10 years to be allocated to: Development of Principal Bicycle Network. Increased pedestrian signals Refuge islands Fencing walkways and pedestrian facilities. 13
Appendix 1
Funding will commence in 2006/7. The focus of this funding will be on the Arterial Road network and cycling/walking on and crossing arterials.
Funding to DOI for the new Local Area Access Program. This was initially for $15M over 4 years, but has been increased to $135 over 10 years. Funding is for both walking and cycling infrastructure and has already commenced. The focus is on funding to Councils (on a shared basis) to improve access to activity centres, community facilities, schools and other people destinations. In addition there is also funding for: Making Public Transport more accessible - $250M over 10 years. The Public transport Access Program has a strong DDA focus, including installing superstops for trams etc. This does help ordinary pedestrians, but work is concentrated around the stations/stops and not on the routes to them. Improving Metropolitan interchanges - $130M over 10 years. This may improve facilities for pedestrians changing modes but may only affect the short distances between the modes/stops. The Transit Cities Program - $170M over 10 years. Epping is one of the listed transit Cities.
The program will help link people to services, opportunities and each other by locating activities and development around frequent and convenient public transport. In each Transit City, the available public transport comprises a major railway station, supplemented by bus, taxi and/or light rail services. The Transit City Program aims to reduce congestion by providing an urban environment that encourages a variety of sustainable transport modes and delivers better social, economic and environmental outcomes to the community. The Government will provide substantial additional funding to upgrade public transport facilities to meet Transit City objectives, including improving facilities at train stations, providing or improving bus interchanges, installing DDA compliant access stops and improving pedestrian links between these facilities and with surrounding developments. Pedestrian facilities should also comply with the Commonwealth Disability Discrimination Act A new road safety strategy to replace Arrive Alive - $600M. (From a pedestrian perspective it should have a Road Danger Reduction focus reduced traffic speed in people locations, better road crossings, a mode shift to safe active transport modes and reduced car use, and improved driver behaviour i.e. a focus on structural change to the road use system, in addition to the normal blackspot program which focuses mainly on specific dangerous locations)
3.4
TRANSIT CITY AND ACTIVITY CENTRE PLANNING

14
Appendix 1
Aims and benefits Transit Cities Melbourne is growing. In the next 25 years, there will be around 800,000 more people living in 540,000 more households. Most will be one or two person households, increasing the need for higher-density housing. New development is happening further away from established centres. Many people don't have easy access to services or jobs through public transport. Over the next 25 years, Transit Cities will help to create affordable housing close to transport and give people more ways to get around. Aims Transit Cities aims to: Improve the use of public transport and the integration of public transport services Develop high-density housing near transport centres Provide a range of housing options, including affordable housing Provide opportunities for private investment and business innovation Build communities that offer fair access for all to services and employment opportunities Improve the overall quality of the Transit Cities and encourage sustainable development
Benefits The benefits of Transit Cities will be realised over many years. They include: Better, safer and well-connected rail and bus stations, services and facilities Less traffic congestion, noise and pollution and more use of public transport, walking and cycling More local retail stores, so most shopping can be done locally More jobs for local residents More housing options, many right near the local city and transport centres Centrally located health centres, child-care and education facilities and community halls all easily accessible A better range of recreational facilities and activities, bringing local residents together A greater 'sense of place' or community A better place to live (see: www.dse.vic.gov.au/transitcities ) Following the publication of Melbourne 2030 the DSE has produced a set of Activity Centre Design Guidelines (ACDG - DSE 2004) and the complementary Safer Design Guidelines (SDG - DSE 2005) The ACDG have the following introduction and outline:
Appendix 1
15
They are heavily focused on encouraging the development of the walkability of Activity Centres and Transit Cities, because all of the above aims are the essential criteria by which walkability is usually measured a good public environment, streetbased activity, safety, connectivity, pedestrian amenity, and accessibility, etc. An essential message is that:
An important example of how the guidelines direct developers and Councils to consider the design of new Centre environments, and the redesign of existing Centres includes the concept that street are for people :
Appendix 1
16
The Safer Design Guidelines reinforce the message that places that are walkable, safe, have surveillance, are well signed and have good lighting, and are designed for people, will be consistent with State Policy. The following extract defines the purpose of the Guidelines and their role in planning schemes.
Appendix 1
17
While all of the objectives and Design Suggestions are focused on improving the safety and walkability of both existing and new areas, the following objectives raise issues of particular importance the need to audit for pedestrian safety, poor crossing facilities, the problems caused to pedestrians by roundabouts and inadequate footpaths.
Appendix 1
18
Clearly there is substantial guidance provided to all developers, Councils and individuals on the design focus and standards that are expected to be met in Transit Cities and Activity Centres.
Appendix 1
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4.
GROWTH AREA PLANNING NEW STANDARDS
Growth area planning policy is defined in the new Clause 56 of the Planning Scheme which came into effect on 9th October 2006. The most important section in relation to walking, cycling, public transport, vehicle speed and the overall walkability of new residential areas is contained in Clause 56.06 Access and Mobility management. Important parts of this clause are reproduced below:
The standards that are now required to be met in the new growth areas are, in our view, standards that should be applied to the redesign of existing areas. The Appendix 1 20
objectives listed below are relevant to the quality of the environment in the inner suburbs, as well as the new areas.
Appendix 1
21
The achievement of Standards 15, 17, and 18 will ensure that the growth areas are eminently walkable, safe and sustainable, in transport terms.
Appendix 1
22
Attached to Clause 56 is Table C1, which identifies the three major types of Streets (Access - levels 1 & 2. Connector levels 1 & 2, and Arterials). For each street type the table identifies anticipated vehicle volumes and target speeds, and carriageway, verge, kerb, footpath and cycle path widths. There is an emphasis on slow vehicle speeds for most of the access and connector streets and very slow speeds near schools and crossing places, the provision of 1.5 2.0m wide footpaths and the integration of cycling facilities within the carriageway.
Appendix 1
23
Appendix 1
24
5.
INTEGRATED TRANSPORT
Integrated transport planning involves the concepts of making the transport system more sustainable, ecologically and financially, of ensuring the integration of transport with land use and producing the optimal mix of modes to ensure sufficient movement and access is possible. However, another component of Integrated transport is to make all transport modes as seamless as possible. The road system is almost seamless and ubiquitous people can drive on all roads and reach almost any destination by the shortest route. However, much of the new transport, infrastructure and design policy discussed above is focused on making the walking, cycling and public transport systems as ubiquitous and seamless as possible. The DOI has recently released draft Public Transport Guidelines for Land use Development. The targets for the scale of the system are written largely in terms of the walking distance of people to services. Once again this emphasises the importance of walkability as the prerequisite of an integrated transport - public transport/walk system
Finally, it is now accepted that Integrated Transport needs to become a corporate as well as a civic responsibility. The DOI is in the process of producing Integrated Transport Planning Guidelines to assist with the implementation of the new Clause 12.08-2, which requires that Integrated Transport plans be prepared for all new developments or ongoing developments of major sites. The SPP requirement is a restatement of the requirement under M2030 Initiative 8.3.1; that for new major developments, integrated transport plans are a "planning" requirement. It is up to the responsible authority - the municipality or the Minister for Planning to determine when one is required (when a development is major) and what needs to be in one, but an ITP must "emphasise sustainable transport outcomes" and include modal targets. The implementation/pursuit of this requirement has never been dependent on guidelines. Appendix 1 25
6.
CONCLUSIONS
The policy shift towards the promotion and support for walking, and making places more walkable has been significant over the past decade. It has occurred in response to a range of emerging problems in the health, transport, environment and planning sectors. People are increasingly recognising that designing or reengineering places to make them walkable also produces the types of places that most people want to live in places that are safe and convenient, have lower operating costs, are liveable for people with a disability and are supportive of local business and services.
Appendix 1
26
APPENDIX 2. BEST PRACTICE IN PROVIDING FOR WALKING.

1. 2. 3. 4. BEST PRACTICE IN PROVIDING FOR WALKING. BEST PRACTICE INFORMATION, EDUCATION AND PROGRAMS. INFRASTRUCTURE BEST PRACTICE PLANNING FOR ACTIVITY CENTRES. 2 6 7 8
1.
1.1
BEST PRACTICE IN PROVIDING FOR WALKING.

INTRODUCTION.
Identifying and defining the very best practice in the world is a difficult task. This section will focus on what we consider to be the best practice that can or could be undertaken to improve walkability and increase walking in Victorian context, and is based largely on what is being done elsewhere in Australia, New Zealand and other developed, western economies. In parts of Europe many cities that had streets dominated by the car and were highly car-dependent in the 1960s and 1970s adopted policies that improved public transport, reduced car access and parking and made their streets safe for pedestrians and cyclists. In some European cities non-motorised transport (walking and cycling) provides for up to 40% of all urban trips, more than double the rate found in the most walkable suburbs of Melbourne. Implementing best practice for walking can produce mode shift from car travel to noncar travel. The results of Melbournes TravelSmart programs, School Travel Planning and the Walking School Bus show that each of them can produce mode shift, albeit in moderately small numbers and in a limited number of locations. However, the impact of these programs would be significantly enhanced if they were all applied across all of Melbourne to every school, higher education campus, workplace, activity centre and the like. It has been shown in a number of reports and most recently in Smarter choices changing the way we travel (Department for Transport, UK, 2004) that a range of soft measures coupled with infrastructure improvements can change travel behaviour and reduce urban peak period traffic volumes by between 11-21%. The UK Department for Transport report observes: These projected changes in traffic levels are quite large, and would produce substantial reductions in congestion. However, this would tend to attract more car use, by other people, which could offset the impact of those who reduce their car use unless there are measures in place to prevent this. Therefore, those experienced in the implementation of soft factors locally usually emphasise that success depends on some or all of such supportive policies as reallocation of road capacity and other measures to improve public transport service levels, parking control, traffic calming, pedestrianisation, cycle networks, congestion charging or other traffic restraint, other use of transport prices and fares, speed regulation, or stronger legal enforcement levels. In broad terms Best Practice in providing for walking will focus on overcoming the barriers to walking. There are four major barriers to walking: Appendix 2 2
1.2
The benefits of walking are not well understood.
It is critical to understand that even if top quality infrastructure for walking is developed this will not, on its own, increase levels of walking without the 'software' of attitude shifting and behaviour change. For example, the low social status accorded by many people to those who walk has been identified as a major dissuasive factor to walking. Walkers are often seen as people who cannot afford to own and drive a car. While the benefits of walking are numerous and strong and cover a range of sectors and issues, the fact remains that the data and models that demonstrate the benefitcost of improving walking facilities and increasing the mode share for pedestrians has not yet been developed and popularised to the level that is required. We are still a car-based culture, although that is changing. A best practice Council will need to be involved in broad public, corporate and civic education and information campaigns to put walking into the mainstream of awareness. This is very closely related to the second barrier
1.3
Walking is not sufficiently encouraged.
In general there has been limited investment in the promotion of walking, compared, for example, with the daily television and print media and attention given to the sale of cars and other information for motorists (e.g. drive-time slots on most radio stations). There is limited: Promotion of walking as a transport activity. Although a number of organisations and agencies are promoting the individual and community benefits of active transport the scale of the promotional effort is still small. There is limited information available for walkers. The quantity and quality of signage for pedestrians (and cyclists) is poor and there are few pedestrian and cyclist maps available. While the latter is being remedied by the Department of Infrastructure TravelSmart Maps, mainly focused on the inner suburbs, much remains to be done. There is little, if any, formal training available for people who wish to develop skills in planning for pedestrians, although cycling has achieved a higher profile than walking over recent years. As result, few agencies and Councils have sections or individuals devoted to promoting the interests of both modes. This situation has changed recently with the creation of the new DOI Walking and cycling branch.
A best-practice Council will be involved in numerous programs to encourage walking and provide good walking resources. Staff will have expertise in walking.
Appendix 2
1.4
Walking may not be possible.
In general there has been limited investment in facilities for pedestrians and cyclists. In many Cities the generic barriers to walking and cycling are similar. Often there are: Few pathways and routes that lead directly to or between destinations such as shops, schools and public transport stops. Some streets have no, or narrow, poorly maintained footpaths, or have footpaths that are blocked by traders or cars, while the number of shared pathways is limited. Basic walking (and cycling) infrastructure is essential. Few safe places for people to walk. Even if pathways are available it is necessary to cross intersecting roads. High traffic volumes often result in unsafe crossing places, where pedestrian crossings are not marked on the roads, where the responsiveness of the signals to pedestrians is slow or where traffic speeds are too high. People may perceive that crossing the more major roads is dangerous, inconvenient and time consuming and this deters them from walking and cycling. Personal safety and the perception of safety - is also important, especially amongst the young, the old and females. Graffiti, rubbish, poor maintenance, dark laneways or underpasses suggest that little attention has been paid to the needs of walkers and cyclists and this encourages perceptions of danger, whether the data support this view or not. Few stimulating and attractive routes for pedestrians. Walking requires the traveler to use the public realm at a human scale. The journey needs to be enjoyable and thus requires the inclusion of items such as landscaping, trees, attractive and interesting street frontages (not blank walls) and, where possible, good art and design. Possibly the most important ingredient is other people walking as it is they that add much to the attractiveness, and safety, of a walk or cycle trip. Few amenities for comfort and convenience and end-of-trip facilities. Cyclists need bicycle parking facilities, which are now mandatory for most new developments. Pedestrians (and cyclists walking at their destination) need seating, the availability of public toilets, good lighting (especially if a route or area is used after sunset) drinking fountains, green spaces and shade. Many modern shopping centres provide excellent internal walking conditions, but have poor external access, especially when surrounded by broadacre car parking.
A best practice Council will devote sufficient resources to creating a quality walking environment.
1.5
Walking is usually a low priority for Governments.
Appendix 2
Providing for the needs of pedestrians is usually planned out when major land use, transport infrastructure and employment projects are initially developed. This is for a number of reasons. Walking is invisible. Even though walking already accounts for a large proportion of mode share, particularly for short journeys, it is still often overlooked in policy and in planning. Walking is 'hidden' even though it is basic to all planning and transport activities, and so undemanding in terms of government finance, that it somehow slips through the net in strategy formulation. Walking does not attract big budgets and championing pedestrian issues does not normally further peoples careers. This lack of professional focus is compounded by the failure of the public to bring the problems walking faces to the attention of planners and politicians. At the national level the Pedestrian Council of Australia has had little influence on government policy. At the State level the situation is improving, but it is still the case that few people see themselves as 'pedestrians' (compared to those who identify as being 'drivers' or 'cyclists'). Pedestrian groups are small, sparsely scattered and lack influence. Transport officers in local authorities cannot justify to their committees the expense of providing for walking, as they do not have the active and well informed allies on the outside who will help to demonstrate that the public actually wants money spent on facilities for pedestrians. This lack of really powerful lobby or advocacy groups thereby compounds the problem of the invisibility of walking. There is little or no data collected on walking. Most Transport Plans include large volumes of data on roads and traffic volumes, followed by public transport, then cycling, and finally walking. Data collection and understanding the issues is a vital prerequisite to good planning for walking. This is further compounded by the problem of land use planning and the location of facilities. Most walking trips are very short, but distances between homes, shops and schools have increased as development densities have decreased. There is a growing tendency to focus more destinations into larger Centres and the neighbourhood and local facilities tend to get forgotten. Finally, in most of the transport planning literature there is constant reference to vehicles and traffic and the assumption that little can be done to change vehicle volume, flow and traffic behaviour based on mathematical models. The use of the terms vehicles and traffic ignores the fact that all vehicles are driven by people, and that there is the capacity to influence when, where and how fast people drive their cars.
A best practice Council will make providing for pedestrians a high priority and consider their interests and needs when considering other Strategies, investment decisions and development proposals. (See: Tolley R Providing for Pedestrians DOI 2001)
Appendix 2
2. BEST PRACTICE INFORMATION, EDUCATION AND PROGRAMS.

2.1. Information Collection.
It is valuable to collect data on the numbers of pedestrians and pedestrian activity, the number of road crossings where warrants for crossings exist but no crossing provided, footfall at Centres, the value of the Walk-in $ and a number of other related pedestrian data sets. Guidance on data collection for pedestrians is available from the as-yet-unpublished New Zealand Land Transport Safety Authority (LTSA) Pedestrian Network and Facilities Design Guide due to be published in 2007.
2.2
Information Dissemination.
It is important to use the information collected to develop community-wide promotion of walking as a health, recreation and transport activity. This will reduce stigma attached to people who walk and promote benefits to all sectors personal, community, retail, education, other commercial etc. A number of programs have been developed in Victoria, including in Port Phillip and elsewhere in Melbourne, often in association with TravelSmart campaigns
2.3
Implement Programs appropriate to different settings.
The Victorian TravelSmart program is considered best practice. Its major weakness is the limited scale of its implementation. There are 3 components: Community/Residential, Workplace and Education
Appendix 2
3.
INFRASTRUCTURE
The DSE Activity Centre Design Guidelines, the Safer Design Guidelines, Clause 56 of the VPPs and the DOI Accessible Public transport funding guidelines provide numerous Design Suggestions and/or refer to statutory design requirements. However, they do not frequently identify best practice. For the identification of what we consider best practice two publications are essential. 1. The DDA Australian Standard 1428; and 2. The as-yet-unpublished New Zealand Land Transport Safety Authority (LTSA) Pedestrian Network and Facilities Design Guide. The introduction is provided below.
Both the DDA Standard (of 4 Volumes) and the LTSA document (of over 300 pages), are very lengthy documents which contain world-class design detail for the construction of infrastructure to enable people with a disability and able-bodied pedestrians to fully utilise the built environment.
Appendix 2
4.
4.1
BEST PRACTICE PLANNING FOR ACTIVITY CENTRES.

Introduction
Best practice for planning for major activity centres has been the focus of much research in the UK, and the identification of a range of issues that are vital to ensure that these Centres are accessible to pedestrians. People should be encouraged to walk to Centres, walk from public transport stops to Centres, and to walk within Centres, regardless of their purpose or mode of arrival. While the DSE Activity Centre Design Guidelines are very good, but there is a need to look in more detail at a number of broader design aspects not comprehensively covered by the DDA and the New Zealand LTSA documents Three issues are important. They are: 1. Pedestrian network planning around a Centre 2. Integrating transit stops, especially the Station, within or adjacent to a Centre 3. Controlling the volume and location of car parking at a Centre
4.2
Pedestrian network planning for Centres.
The Activity Centre Design Guidelines (ACDG) place a major emphasis on the areas being walkable.
4.2.1 Pedestrian Priority

The biggest barrier to pedestrian movement is the volume and speed of traffic and infrastructural provision for it. Improvements to public transport infrastructure (stations, tram and bus stops and services) will increase access by public transport. The opportunity exists therefore to create a new environment in which active transport priority would be the norm as it should be in a people-dominated environment. In such an environment, people on foot should not have to defer to vehicles. Arrangements need to be made to ensure that vehicles are welcomed, but at speeds and volumes that do not interfere with an unobstructed, safe and convivial pedestrian experience.
4.2.2. Roundabouts
An accepted principle of pedestrian planning is that roundabouts unless treated to provide pedestrian priority, are barriers to pedestrians and should be avoided if possible, in a people-intensive location such as an Activity Centre.
Appendix 2
4.2.3. Design of crossings

Road crossings are of vital importance to pedestrians when they wish to access or move around within Centres. The following, extensive quotation is an excellent example of best-practice thinking on this issue. At present, the road network provides a continuous even surface for wheeled vehicles that are often driven too fast, particularly when speed limits are poorly enforced. On the other hand, pedestrians are provided with a set of footpaths which does not represent a network as it is interrupted at every road intersection and car park crossover. This arrangement results in pedestrians being exposed to greater danger when they cross roads or move along most footpaths. In this traffic environment, pedestrians are obliged to run the gauntlet of moving vehicles when wishing to get from one safe haven of footpath on one side of each road to the other side. Alternatively, usually by making a detour, they may be able to use a zebra or pelican crossing which then reduces the risk of being struck by a motor vehicle. If the priority at road intersections was reversed, rather than the vehicle network being uninterrupted, the pedestrian network, consisting of linked footpaths, would be uninterrupted. To achieve this, two elements of the traffic engineers toolkit need to be integrated the pedestrian crossing and the road hump. Pedestrians then walk across speed tables broad level-topped humps which are the width of conventional crossings, and are paved with similar materials and laid at the same level as the footpath. Likewise, the full square at road intersections is raised and paved at footpath level. The effect of this is to create the continuous pedestrian network and give drivers a distinct visual clue as to who has the priority. Evidence from the UK and the Continent shows that vehicle speeds are reduced sharply when drivers cross road humps and vehicles are driven slowly and considerately on paved areas that are unambiguously the preserve of pedestrians. The pedestrian network would ensure greater convenience for people getting about on foot as they can follow diagonal desire lines if they so wish, as well as, of course, making it much safer for them. (Hillman, M. 2001 A continuous pedestrian network, Proceedings, Australia, Walking the 21st Century conference, Perth, February This concept has merit and in areas of dense pedestrian movement such as an Activity Centre. Such a network would not only be safe on the ground, but would also equitably re-allocate space towards walking. Such networks lend themselves well to representation on maps and give people on foot a real sense of being valued users of public space. There is nothing difficult about the engineering involved and there are thousands of cases around the world where these practices have been successfully adopted, as Figure 4.1. The problem is changing the mind set to one that recognises that in the busy Activity Centres it should be the vehicles that give way where streams of pedestrians cross their path, not the other way round. Appendix 2 9
Figure 4.1 A raised pedestrian platform crossing the main retail street in Nelson, New Zealand
This re-allocation of road space would reduce the speed of motor vehicles thereby incurring a time loss for drivers. However, they would only be delayed for a few seconds by having to slow down at each of these types of locations. On typical journeys, this would represent a very small increase in their overall travel time. In any case, many of the drivers will be about to become pedestrians in the Centre (or have just been) and will appreciate the much higher quality walking environment that such an arrangement would give them. As pedestrians, they would of course save time by not having to stand at the side of the road waiting for permission to cross. In sum, what is required is the creation of a pedestrian network in Centres, connecting all major origins (or arrival points, such as the station, bus stops and car parks) with all major destinations. As with all networks there would be a hierarchy of routes, with the primary arteries having the widest footpaths and the most attention to detail in terms of toilets, seating, planting, artwork and other pedestrian-focused facilities. Where vehicle networks are crossed, priority would be given to pedestrians and reinforced by the provision of pedestrian crossings on speed tables. This network would be the most important conduit for people-movement in a Centre and would be clearly emphasised on all signage provided.
4.3.
Access to buildings in Centres: Sustainable Access Planning
Accessibility is the ease with which an individual can access services and facilities that he or she needs or desires. It encompasses the entire journey chain from the origin to the destination. The aim of Sustainable Access Planning is to plan new developments which have a high level of accessibility. In other words, traveling to the destination by walking, cycling or public transport (or a combination of them) will be simple, pleasant and convenient. When people make journeys to a built destination, their journeys end at the entrance to the building, not at the site boundary. Sustainable access planning tries to link the parts of a journey outside and inside the site so that people have convenient and safe journeys, especially those walking, cycling, and using public transport. It will therefore be necessary for the planning process to be careful that walkability in the public domain is not compromised by new development projects, which may block or change footpaths. Guidance on this topic is now available and it is valuable at least to be aware of it at an early stage. Appendix 2 10
(See: Transport for London, 2005 Improving walkability: good practice guidance on improving pedestrian conditions as part of development opportunities)
4.4.
Access to Centres
The ACDG provides helpful guidance on how to plan for access in Activity Centres. In that document the Aims include: Ensure activity centres are a focus for the entire community, are accessible to all and are physically integrated with the surrounding neighbourhood (p.6) Many Centres are surrounded by busy wide difficult-to-cross roads and there is an island effect. Access to Centres should be via safe crossable roads. The newly walkable Centres should become easily accessible on foot and by bicycle from all surrounding residential areas. This may necessitate new pedestrian/cycle crossings of high standard.
4.5.
Integrating transit stops into the Centre.
High quality public transport services are a necessary component of Activity Centres, but the arrival points clearly have to be integrated with the Centres themselves. The ACDG emphasises not improved links but: interchanges that are integrated with the street and building fabric of the activity centre (p.15). The most comprehensive advice on how to fix this link between a Station or bus interchange as the arrival point and an Activity Centre is provided in Going to town: improving town centre access, (National Retail Planning Forum and LlewellynDavies, 2002) A number of best practice solutions are provided in this document, and a selection of the most relevant is provided below. In each case A is the Arrival point (Station) and TC is the Activity or Town Centre. Removing or reducing road barriers: at grade crossings ideal, with short crossing and waiting times
Appendix 2
11
Going to Town comments that in recent years there has been a move to change the design of such roads to introduce convenient surface crossings. It cites the example of Birmingham UK, where the Ring Road fronting the Station has been downgraded to a shared space and Perth, WA, where a traffic capacity is retained, but a broad pedestrian crossing links the rail Station forecourt to the main shopping area Connecting the link to the wider network: avoid a stub end by connecting into the rest of the walking network to bring extra foot traffic and security
The ACDG supports this option in recommending clear, continuous, direct and attractive pedestrian and cycle routes to stations and transit stops, together with secure end-of-trip cycle storage (p.17). In other words, good planning is about reducing the volume and speed of traffic around public transport stops and proactively designing a new environment which will encourage and focus pedestrian and cycle movements. Improving information: clear, for first time visitors and locals; faces both ways; real time information in town centre for train departures
4.6.
Traffic Calming.
Traffic speeds with Centres should be a low as possible. Reducing speed limits as traffic volumes fall and pedestrian volumes rise is vital to Activity Centres. The various parts of a Centre can only be linked for pedestrians if they are not separated from each other by fast traffic on busy roads. In principle the amount of roadspace in an activity centre should be kept to a minimum, and provide mainly for delivery vehicles, essential private car, public transport and taxis, cyclists and people access. There should be limited, if any, through traffic capacity on roads in an activity centre. (See: Sustrans, 2003, Traffic restraint and retail vitality, Bristol) Appendix 2 12
4.7.
Controlling the volume and location of car parking
The supply of car parking in Centres raises a number of issues. Plenty of parking is usually believed by traders and others to be essential for shops and businesses to thrive. There is often an assumption that almost all customers arrive by car and that they spend more money than any others. If parking is reduced, shopkeepers fear that customers will go elsewhere and they will lose trade. However, there is good evidence to show that retailers overestimate the number of shoppers that arrive by car and underestimate the number that arrive on foot, by bicycle, by public transport or who work nearby and walk in to shop. In well planned Centres, with good public transport and walk access the requirement for car parking should be reduced. This will also be the case if Workplace Travel Plans are developed, for these will also have the effect of reducing the car park requirement for employees in a Centre. For example, in one recent study of Chadstone, it was revealed that each 100 employees absorbed 87 car park spaces. Thus, for a major centre like Chadstone, with a peak employment of around 3,000 staff, some 2,600 spaces were consumed. A comprehensive and effective Staff Travel Plan has the potential to reduce staff demand by up to 25%, resulting in the saving of 600-700 car spaces, available to be used by shoppers (i.e. spenders). An ample (over) supply of car parking can have the effect of drawing large volumes of vehicle traffic into the centre so that roads become heavily congested, thereby reducing the amenity, safety and convenience for pedestrians, cyclists and on-road public transport vehicles. Car parking is expensive to supply, given the fact that each car space needs approximately 25m_ of space (12m_ to park and 12m_ to manoeuvre). In multilevel car parks spaces cost in the order of $20,000-30,000 each. A 1,000 space car park would thus cost $20-30M to construct, plus access works and traffic management costs. There are also ongoing maintenance and operations management costs (up to 5% per annum). It can be anticipated that many local road systems would not be able to cope with the volumes of traffic generated by the scale of development anticipated in significantly expanded Centres if current parking provisions are provided in future. It is anticipated that in future lower parking ratios per m2 of development, than currently exist, will need to be mandated. Finally, car parks act as a barrier to walking. Not only are they and their access roads difficult to cross, but they have the effect of making destinations more distant and therefore less attractive on foot. Multi-level car parking areas additionally produce barrier effects through their bulk and visual obstruction. Decked vehicle parking stations and at grade broadacre parking areas act as a major impediment to pedestrian permeability to and within Centres.
Appendix 2
13
It is a fundamental principle of planning for walkability to and within Centres that car parks, whether decked or surface should not impede pedestrian desire lines. It is also a principle of planning for cycling that bicycle storage areas are placed closer to final destinations than are car parking spaces. Walkability to and within Centres can be achieved when there is the correct balance of access for people and access for vehicles. If vehicle access is encouraged through substantial new car park provision, new road construction and the widening of existing roads, the result will be more traffic rather than an appropriate balance.
Appendix 2
14
APPENDIX 3. BEST PRACTICE IN PEDESTRIAN WAYFINDING WITHIN URBAN AREAS

1. 2. 3. 4. 5. 6. 7. BEST PRACTICE IN PEDESTRIAN WAYFINDING WITHIN URBAN AREAS 2 BEST PRACTICE DESIGN PRINCIPLES WHAT CONSTITUTES A BEST PRACTICE WAYFINDING SYSTEM? 4 6
BEST PRACTICE SIGNAGE REQUIRES A MULTI-FACETED APPROACH 11 BEST PRACTICE INFORMATION DESIGN AND CONTENT BEST PRACTIVE IN SIGN PLACEMENT BEST PRACTICE OUTCOMES 14 17 19
1. BEST PRACTICE IN PEDESTRIAN WAYFINDING WITHIN URBAN AREAS

1.1 WHAT IS PEDESTRIAN WAYFINDING?
Pedestrian wayfinding is about enabling people to navigate (on foot, or using bicycles) through public and private space and maximising their experience by explaining the environment ahead. If the wayfinding system has made the environment legible and it has enhanced the visitors experience and made their trip safe and easy, then it has been successful. The vision of making cities more legible is summarised in the introduction to Building Legible Cities the book describing the evolution of the Bristol Legible City project the city that pioneered modern Wayfinding. It states: Legible cities aim to improve peoples understanding, experience and enjoyment of the city. The concept is simple the right message at the right time. Integrating information, identity (and where appropriate, arts projects), legible cities link users to destinations in a complete movement and information system. Whether a tourist trying to find a hotel, someone with a business appointment to keep, a filmgoer on their way to the cinema, a cyclist going to the shops, or someone stepping off a train or a bus, legible cities aim to take the user into account at every step. Easy information benefits business, transport, culture, tourism and, most importantly, the people of the city. Making connections can also help achieve wider social, economic and cultural benefits and promote civic pride. Bristol Legible City is about cities as communicators of the right information at the right time. It is about creating an integrated message of wayfinding especially in the movement of pedestrians, and better accessibility into the city centre by public transport. It is about making a seamless, integrated trip based on the provision of clear, accurate and quality information, from the home to the arrival point, whenever it is needed. Finally, it is about sustainability and flexibility. All products created are built using the best quality material. They are also adaptable so that future changes to wayfinding can be integrated without requiring new investment in Infrastructure. The development of improved legibility, through the use of signage with an emphasis on the needs of the pedestrian, will lead to more walking within a city.
Why do we need pedestrian wayfinding?

Many cities and urban areas have become fast-paced, complex & divided. In the past buildings and spaces could be far more easily identified. Today buildings can change names, functions and identities quickly. Cities have sprawled and become a series of specialised areas and precincts each with unique characteristics. Wayfinding signage plays a critical role in tying together an increasing number of specialised places or precincts in a coherent way. In addition policy makers have recognised the importance of walkability for transport & planning policy. Melbourne 2030 depends on making Melbourne more walkable. Wayfinding systems will play an important part in the implementation of change which is both needed and wanted. A recent publication (Legible London - A wayfinding study March 2006) made the following statement: Appendix 3 2
Its clear many journeys are walkable but how many people could be persuaded to walk, merely through better information? A study by Research Business International (2002) found that 66% of travellers said they would consider walking instead, after being shown a walking map. (Among tourists its as high as 80%, and even among city wise commuters the figure was 60%.) These findings are supported by a MORI study for the London Borough of Islington, which reported in 2005 that 49% of respondents had seen and used map-based signs, and of these 83% were satisfied that the signs had helped them find their way. Maps had assisted 66% with their journey, with 47% saying that the maps had encouraged them to walk. Only 5% said that they did not find them useful. What this suggests is that an integrated signage and information strategy to support the needs of walkers can be expected to deliver substantial dividends. Although this applied to research in London, there is no reason why similar results could not be expected in Ballarat.
Appendix 3
2.
BEST PRACTICE DESIGN PRINCIPLES
Pedestrian requirements
Most cities and the precincts within them lack sufficient wayfinding information. This can result in recurring problems for pedestrians such as the inability to conceptualise a space, area or precinct as a whole. People become disoriented and often miscalculate the time to reach a destination. Good wayfinding can resolve many of these problems for both visitors and local residents. Pedestrians have different needs, characteristics and desired routes to other users of the street network. Because of their relatively slow travel speed, compared to other modes, they need to know about the most direct and safest routes between origins and destinations, and where it is possible to cross roads, access buildings, link to public transport, and find facilities (e.g. public toilets). Pedestrians need to be able to assess, understand and plan their journeys and find their way about at street level with ease and confidence. Pedestrians need to be able to build up an effective and reliable mental map of an area. As the Bristol experience shows, well designed heads-up style maps are more likely to assist with this process & develop understanding of the pedestrian environment.
Signage strategies
A planned and cohesive Signage Strategy for pedestrians usually reduces the number of signs used. This minimises maintenance costs, clutter, obstruction and visual blight. A signage strategy should be based on locating signs at decision points on the pedestrian network, specifically at: Trip origins, that is, where people join the pedestrian network such as transport interchanges, stops and car parks; Pedestrian trip destinations - once the visit has been made to that location, it will become a trip origin either to another destination or back to the original origin (e.g. the public transport stop). Examples include tourist attractions, community facilities, sporting venues and retail areas; Locations where there is possible ambiguity in the route, including major junctions and open areas; and, On long routes where the pedestrian may be uncertain that they have chosen the correct direction and confirmation is required.
A pedestrian encountering one type of sign is likely to seek signs of a similar style at other points on their journey. Consequently, a best practice signage strategy should, if possible, employ a coherent family or similar types of signs, sign-face designs & colours. Mounting heights should be consistent. This approach also assists in minimising installation, maintenance and replacement costs. The strategy should include signage to all major destinations to which a pedestrian might wish to walk. Once a destination appears on a sign, it must continue to be signed at every subsequent decision point until the destination is reached. Selecting destinations can be contentious, and so a systematic approach is strongly recommended.
Appendix 3
Signs should only be installed where they fulfill a need based upon a judgement of pedestrians expectations. These locations may lie outside the normal road corridor due to the flexibility and diversity of pedestrian routes.
Signage structures
Creating a coordinated range of physical components was the solution to creating a legible city in Bristol, thereby reinforcing the identity and image of the city. The aim was to create a physical presence that makes information obvious and legible, when and where needed, but would not dominate the cityscape. Although unique structural designs can be utilised to fit particular locations, signs should be detailed as a system type product. This gives economies of scale in manufacture whilst ensuring it is easy to update, maintain and replace individual elements. The choice of materials is crucial to delivering a level of quality that will reflect positively on the identity of the area. Using high quality materials ensures longevity and an enduring appearance, which is essential if a positive identity is to be sustained. Durable materials that will also minimise vandalism and offer easy maintenance are essential. The choice of high quality materials may involve a higher than normal capital investment, but delivers sustainability and best value through its life cycle. The long term maintenance and replacement costs are significantly lower, both financially and in use of resources. Even though information will need to be updated from time to time, the main physical structures should have the ability to last for many years.
Design principles summary:
Appendix 3
3. WHAT CONSTITUTES A BEST PRACTICE WAYFINDING SYSTEM?

A successful wayfinding system is based on a series of connected elements, so that it can be delivered in a consistent manner across the urban environment. Major wayfinding projects warrant the development of a signage manual to ensure consistency of signs, content and maintenance. The content for such a manual will typically include: Sign family details, specifying sizes, finishes, branding Supporting media details, look & feel, layout, branding etc A content guide, describing the information for each type of component in the system A legibility guide, setting out graphic standards & DDA compliance A placement policy, detailing the methodology for positioning the signing system A maintenance guide, including a cleaning schedule, repairs & updating program
These major elements are identified below.
Types of signs
A best practice signage system aims to make a complex subject simple for the user. A range of sign types, such as those listed below, can provide the right information at the right place, taking into account the complexity of the environment. Choice of the most appropriate mix of sign types for any given area will depend on the outcomes of a signage strategy.
A.
Information panel signs (These are upright monoliths)
The Bristol system pioneered the development of panels that contained Heads-up based maps. Research shows that map-based signage is superior to all other types of wayfinding signage for pedestrians. The use of Heads-up based maps (where the maps identify the area in front of the viewer) is an intuitive system. Where you are is what you see is a key principle of the mapping system and is considered to be a major improvement over the more traditional system of providing directional arrows pointing to named locations, on information panels. Heads-up maps are also superior to those maps which always have north at the top, regardless of the location of the map and the viewer.
Bristol Information Panel sign, with city-wide reference map showing the viewers location within the city, the current site name, the detailed heads-up map showing the area immediately in front of the viewer & directional signs.
Appendix 3
Map based signs are more easily understood than directional arrow signs on panels. On the latter panels the arrows point to listed destinations. Sometimes the description of the destination may be difficult to interpret (e.g. the name of a new development that the pedestrian has never visited), while the arrows are on a flat plane and cannot indicate anything other than straight-line routes and approximate directions of travel. Often, the pedestrian journey involves numerous deviations to navigate crossings, obstacles and detours.
Example of a one-dimensional direction sign demonstrating difficult to interpret names, poor design flexibility with regard to capacity to easily add destinations (note: bottom destination plate) & arrows pointing in ambiguous directions.
In Bristol, map based signs have reduced street clutter significantly. The City of Bristol installed 180 map based signs and removed over 300 finger posts and other street clutter, a 40% reduction in street furniture. Map based signs have greater potential for absorbing street clutter as they can be designed to incorporate street lights, information kiosks, directional signs and litter bins, etc. Printed maps installed behind transparent protection can be updated, easily and economically. The other benefits of map-based panel signs over panels with directional pointers include: They allow for a greater physical area to be illustrated. They allow for more destinations to be included They allow for the use of symbols to indicate a range of amenities/facilities (e.g. public & accessible toilets, public transport stops, bike parking facilities) They allow walking routes & approximate walking times to be shown. Pedestrian focused maps provide different types of route finding information instead of just the names and approximate directions to destinations. By providing 3D pictures of landmark buildings that are key components in legibility and route finding these maps assist visitors, regardless of their knowledge of the English language, who are usually able to recognise these landmark buildings. Map based panel signs can be developed at a number of different scales and cover any area required.
Detail from a heads-up pedestrian map featuring relevant pedestrian focused information including: walking time contour, pedestrian crossings, precinct amenities & landmark buildings.
Appendix 3
It is recognised in the study of wayfinding in London that the city has a wealth of defined and named areas, from large clusters of neighbourhoods to distinctive localities. These can all form a code for the walker to connect their knowledge. This assessment is applicable to major cities elsewhere (including Melbourne) that they are made up of districts or precincts that are all inter-connected parts of the overall city. The City of Bendigo is in the process of implementing a signage system based on the Bristol model. In this system there are two types of panel maps. In prime locations, such as the exit to the rail station and the pedestrian mall in the town centre a number of Full Area Maps will be installed. These will be heads-up style maps but will show the full extent of the Bendigo CBD. The viewers location will be marked by a You are here icon, and what is physically in front of the viewer will always be above that icon on the map. These Full Area Maps (FAMs) will be supplemented by a series of smaller Information Panel maps which only show the area of the CBD immediately in front of each panel, as viewed by pedestrians.
The Bendigo sign family; Full Area Map sign approx 1 meter wide (left), Information Panel sign (centre), Independent Directional sign (right)
The Information Panel Maps (IPs) can have Directional Signs attached to them, pointing to important off-panel destinations. The IPs are located at important decision points and origins which do not require the larger-scale FAMs. The Full Area Maps need to be created in order to produce the Information Panel Maps, so they are a necessary by-product of the normal Bristol approach. However, once produced the Full Area Maps can be used to produce hand held maps of an area. There is no wastage in the system. The Bendigo Signage Strategy Signage Suite also includes a set of Independent Directional Signs (IDSs) located at important decision points, usually on the periphery of the signage area, to guide people to the major destinations, the FAMs and the IPs.
Appendix 3
The full signage suite (or family) is thus a related and coherent group of signs (and a handheld map), each with their own purpose and function in the hierarchy of appropriate signs for appropriate places
B.
Directional signs
These are thin, finger post signs bearing the name of the major trip destinations and pointing in the direction in which to walk to reach it. Fingers pointing to different destinations can be clustered together on one signpost Additional destinations can easily be added Provides positive directions Intuitive for users Can be seen over 360 degrees Confirmatory signs can be of identical type.
Directional signs are useful supplements to the Full Area and Panel Maps, and are inexpensive and easy to install on a more regular basis.
C.
Trail marker signs
While this system does not provide the comprehensive guidance of a map, it is very easy to use and provides the walker with frequent reassurance that she/he is on the right track. The advantage of the trail system is that it is relatively cheap, it has a consistent, recognisable 'look', and it is easy to maintain. Markers (such as metal studs, coloured or solar-lit tiles or painted markings) can be set directly onto the footpath to create a trail. Alternately trail signs with an icon representing a particular destination or walking route, can be applied to poles and other existing street furniture at close intervals. A pedestrian walking to a given destination need only follow the series of markers. A free handheld map of the walking trail should also designed to provided additional information about the route. Key features of marker trails are: Frequent way marking creates an intuitive method to follow Bold colours and simple symbols for each destination or walking route Walking person symbol with walking times or distances to destinations Detailed Information point signs on-route, support the trail Markers are easily comprehended by the majority of pedestrians Metal stud type markers are easy to install and very difficult to vandalize Can be installed temporarily (for short-term routes to a destination, such as an event).
D.
Identification signs
Pedestrians often have difficulty determining when they have arrived at a particular precinct or destination if the appropriate signage is not provided. Identification signage acts as a marker at the boundary of a precinct or entrance to a destination, for example signs such as street banners communicate arrival for visitors to a precinct. Major destinations should also implement naming signage particularly where a building of facility is not obvious.
Appendix 3
E.
Street naming signs
Pedestrians need to know where they are at regular intervals on their walk trip from an origin to a destination, especially at decision points. Good street name signs are essential at all street intersections. They need to be at the correct height for pedestrians, be clearly visible and show both street names.
Identification sign (left) and best practice street name signs installed in pairs and at a consistent height (right)
Appendix 3
10
4. BEST PRACTICE SIGNAGE REQUIRES A MULTI-FACETED APPROACH

Wayfinding solutions can & should use a variety of media within and beyond signage. Additional media may include pedestrian & tourist walking maps, digital device information and online maps which act as journey planners.
A.
Mapping systems for on-street signs
A series of maps of varying scales is needed to convey the right information for each level of the wayfinding process. Each map in the system has clearly defined content based on it is objective and scale.
Reference maps
At the top of the mapping system hierarchy is the reference map which shows the entire city centre (the whole area to be signed and mapped) and the location of the precincts within it. This enables the viewer to see where the precinct they are currently in is located relative to the surrounding precincts. The reference map is usually a small scale map with minimal information and can be stylised to allow quick understanding.
Precinct maps
The second level in the mapping system shows the city precincts and provides information on how to travel to the adjacent or surrounding precincts by walking, cycling and public transport, The larger scale and level of detail enables pedestrians to see and plan their journey. The level of information expands to include major urban elements such as key destinations and urban features encountered en-route such as open space & parks.
Pedestrian maps
The third level map is a detailed pedestrian map usually at the scale of 1;1000 and is limited to the immediate area ahead. The scale of map allows the infrastructure which pedestrians will encounter such as crossings, steps, lanes and all destinations to be shown. This is a detailed single precinct or local area map.
Illustration showing the different types of map functions and scales: Reference map (left), Precincts map (centre) and the pedestrian map.
Appendix 3
11
B.
Additional information
Walking information
The option exists to incorporate text promoting walking as an activity together with the associated benefits. Motivational messages about health and environmental benefits can help raise awareness and encourage behavioral change.
Precinct information
Every precinct has unique qualities and characteristics which are of interest to visitors. The integration of historical information and or current precinct specialties will further enhance the visitors experience of a precinct. Information can be incorporated with the use of historic and or current photographs and brief descriptions of these features.
C.
Hand-held visitor maps
Free walking maps designed to relate directly to the pedestrian signing system provide more information on how to move around a precinct or city. Hand-held maps should include details of train stations, tram and bus routes, taxi locations, car parks, hospitals and neighbourhoods. In addition, information about travelling on foot or by bike, as well as by public transport. Tourist information advice should also include visitor information centre locations and contact details. These maps should be created using all of the elements of the master wayfinding map (or Full Area Map) to provide continuity with the on-street maps and signs.
Bristol walk map information provided includes: City walking map with walking time grid (left), bike paths and routes map (centre), public transport map (right). All information is presented in a consistent and uniform style related to the on-street sign system.
These free maps should be easily available at a number of outlets including shops and visitor destinations. In addition the map should be made available for official visitor guides to provide consistent communication.
D.
Online maps
Online maps can be included as part of a wayfinding system. However given the need for access to a computer, interactive maps are usually confined to pre-journey planning. Handheld maps should be made available online in a downloadable & easily printable format such as PDF files from visitor centres, council websites and any other city promotional websites.
Appendix 3
12
More sophisticated interactive maps open up the possibility of user customization enabling people to select relevant information of interest. However as with all computer based media, the interface design plays a critical role in the success of such media. Few good examples of interactive maps exist to-date, however it is anticipated that this area will grow in importance as mobile devices capable of displaying quality information become increasingly widespread.
Example of an online interactive map.
Appendix 3
13
5.
BEST PRACTICE INFORMATION DESIGN AND CONTENT
Content
The information that is appropriate for each type of sign varies from location to location. Each sign type needs to be classified according to its function (or multiple functions). There is likely to be a hierarchy of signs from within the total sign family to suit the hierarchy of locations within an area to be signed. The most important arrival points, for example, require information to aid understanding of the total signage area, as well as dispersal and orientation to the surrounding precinct or part of the City and will thus need to contain more layers of information Decision points call for local area knowledge. En-route signs are required to support wayfinding from that location to the indicated destination. Primary destinations need to be found from all appropriate arrival or entry points. There are potentially a very large number of destinations that could be included on the panel and other maps and finger-post signs. The generally accepted rules are that: Private sector buildings are usually excluded, for two reasons. (a) they may change hands and names and make a map redundant/inaccurate, and (b) since all private sector buildings cannot be included then it is difficult to justify giving some the benefit of being signed, and not others. There can be a small number of exceptions, such as historic landmark buildings, where there is a precedent for inclusion. "Iconic" local commercial buildings can be included, if warranted. Where an area has a large concentration of destinations placed close together it is unwieldy to list all of them on separate finger signs, all pointing in the same direction, on one post. In these cases it is advisable to agree on a generic label, such as town centre or recreation facilities and only mention individual destinations when a decision-point is reached and the pedestrian needs to have more precise directions. There are limits to the number of finger signs that can be placed on a pole. Four or five in one direction is the maximum. Generally the finger signs will follow the alignment of the footpaths and will indicate the shortest and best route to a destination which, in a grid pattern area, will not always be a straight line, but around 2 sides of a block.
Appendix 3
14
Pedestrian mapping system content

The following infrastructure, facilities & amenities should be included on pedestrian maps:
Primary information Pedestrian zones: Streets, lanes, alleys: Pedestrian crossings: Pictorial icons: Building footprints: Through routes: Public transport: Public facilities: Walking routes: Description Footpaths & kerbs clearly show safe pedestrian access Labeled & numbered for easy identification Safe pedestrian crossing locations Visual representation of major attractions and landmark buildings Significant buildings identified for reference Pedestrian access through retail centres Tram, tram stops with wheelchair, train stations, and taxi ranks Major bus interchanges & bus stops Toilets, including wheelchair accessible Post offices & Information centers With walking time from sign location
Example of a Pedestrian map showing walking time contour, pedestrian crossings, public transport etc.
Appendix 3
15
Map content should be limited to achieve maximum legibility, however the following secondary information can and should be applied when deemed appropriate.
General: Public facilities: Disability access: Index & grid: Legend: Language: Shared paths (pedestrian & cyclist) Motorcycle and bike parking Public transport routes, walking and cycling routes Seating, private toilets, baby change facilities ATMs, Public telephones Picnic areas, skate areas, drinking fountains, playgrounds Building access ramps, street/footpath gradients, lifts Index of destinations & grid references Key to symbols & colour coding Multilingual labelling
Graphic legibility
To ensure graphic legibility the system requires special attention to each and every component that makes up the system from the sign layout and branding to the map labelling system. This includes the selection of type-faces, colour palettes, style of icons or pictograms and standardisation of repetitive elements such as You are here icons. In addition special needs must be taken into account, following the relevant statutory DDA requirements and current best practice.
Appendix 3
16
6.
BEST PRACTIVE IN SIGN PLACEMENT
Introduction
The introduction of a coherent signage system will tidy up the street environment by replacing inconsistent elements with a coordinated range of useful street furniture. Clear guidelines need to be developed for the height, pavement location, fixing and so forth, and it is also critical that the signs are located where needed using the principle: as few as possible, as many as necessary. The multi-modal or major hubs at which tram, bus & train journeys commence are a good location to encourage the walking option. Information also needs to be provided at the points at which walking commences such as landmarks, tourist attractions, major car parks and public facilities. Getting this selection of starting locations right requires consultation with stakeholders. Journey planning information at the hubs needs to be supplemented by signs en route, using the same principle cited above. Therefore consistent and predictable positioning of signs is essential, with sufficient flexibility to fit in with local circumstances.
Siting signs
Sign-faces should be sited within the normal field of vision for their proposed user. For signs which are intended to be viewed at a close distance, mounting them between 0.9 and 1.5m above the ground provides the most appropriate compromise for those seated and standing. This may be done through mounting them on walls or other structures. Other important issues to consider for siting signs are that: Sign-faces are most easily read if they are perpendicular to the direction of travel. Where this is not possible the approach angle should be within 30 degrees. The immediate area around each sign should be level, even, well-lit and accessible for those with mobility impairments. Signs should not themselves become an obstacle or hazard for pedestrians so they comply with the criteria for protrusions. Free-standing signs should not be placed in the through route. Pedestrians reading the sign should not become an obstruction for other pedestrians, or inadvertently place themselves or other road users in danger.
In common with other signs, a regular program of maintenance is needed to ensure that signs for pedestrians remain in good condition, free from graffiti, unobscured by vegetation and continue to serve a purpose.
Sign frequency
A certain frequency of signs is required for the system to work. Signs need to be placed where they are expected and needed by pedestrians. Missing signs or gaps in the system undermine the overall usefulness of the whole system. It is important to get the right balance between effective placement of walking signs and cluttering up the streets. The aim is to Appendix 3 17
replace inconsistent and untidy signs with a useful, coherent, managed and respected system. The street environment will benefit from a consistent look and placement, and creates a tidier streetscape. Studies suggest the overall number of signs can be reduced.
Sign lighting
The provision of lighting within the sign structure enables the information to be continuously available, not just during the hours of daylight. However there is little point providing lighting if pedestrians cannot orient themselves in the surrounding environment due to low levels of lighting. The additional expense is often not warranted unless the signs are in an area frequently used in the evening. Alternatively signs can be located where street lights or other types of lights already exist and will provide sufficient indirect light.
Appendix 3
18
7.
BEST PRACTICE OUTCOMES
From the viewpoint of pedestrians including local residents, visitors or commuters - it is necessary to implement a coherent signage system; This usually leads to greater walking activity. Reducing clutter is one of the other major benefits that can be achieved by introducing a coherent pedestrian sign system, especially using map-based signs. In addition to the pedestrian signs, traffic advisory signs (i.e. speed reduction) may be needed in some circumstances to calm traffic & alert drivers to the presence of pedestrians in a specific zone. Best practice wayfinding systems represent good value in relation to the other categories of improvements that can be undertaken to improve walkability. The review of Londons wayfinding system concluded with the following comments: The case for coherent signs is far stronger than using separate sign systems in each borough. If we devise new strategies borough-by-borough, without achieving a common system, then our customers (Londoners and visitors alike) will derive little benefit. In other words, reducing the 32 signage systems to 10 would be an improvement but would still create confusion and do little to encourage people to walk significantly more. The end game is to create a unified system that provides pedestrians with a set of measures that helps them to walk with ease and confidence. Providing this kind of support signals that London cares about the people who choose this city as a place to live, work or visit (and is an) important milestone for Londons continued success as a world class place for people and business. The same comments apply to the City of Ballarat. The City of Ballarat and all stakeholders (and other bodies responsible for signage) need to adopt a world best practice pedestrian wayfinding system.
Appendix 3
19
APPENDIX 4. DATA ANALYSIS

1. 2. 3. CENSUS DATA ANALYSIS.............................................................................. 2 MOBILITY AND SIGNAGE QUESTIONNAIRE................................................. 3 QUESTIONNAIRE ANALYSIS RESULTS ........................................................ 5
1.
CENSUS DATA ANALYSIS
Analysis of these data from the pedestrian perspective is revealing. Data from the 2001 ABS census shows that Ballarat had a population of 80,000. Of this population 21,000 were aged 17 years and younger, and thus too young to drive a car and reliant on being driven to destinations or on other means of transport. Approximately 8,000 people were aged 70+ and possibly too old to drive safely. These two groups make up 36% of Ballarats population. There were 30,000 households in Ballarat and 10,000 of these (1/3rd) had incomes of less than $500 per week. Given the costs of car ownership and the rising costs of petrol it must be difficult for them to afford to run cars. Approximately 3000 households (1 in 10) did not have access to a vehicle. Just over 11,000 households had 1 vehicle. If that was used for the journey to work, then the remaining members of those households need to use other transport modes. Based on the numbers of vehicles per household we estimate that in 2001 there were 45,000 vehicles available to the Ballarat population. Travel to work information shows that 22,000 people drove to work. There were 53,000 people not at work or working at home. Thus there were 23,000 vehicles available to those 53,000 people. These data suggest that there is no universal access to motor vehicles in Ballarat. Indeed, large %s of the population will need to rely on walking, public transport, getting others to drive them to destinations. It is also likely that many people will have restricted mobility.
Appendix 4
2.
MOBILITY AND SIGNAGE QUESTIONNAIRE
QAIRE NO SITE/LOCATION OF INTERVIEW Date: ../06/07. TimeWeather Conditions... BACKGROUND INFORMATION (BY OBSERVATION) Interview only 1 person at a time, even if family or couple stop. 1. Gender: M ( ) F ( ). 2. Approx Age Group: 12- 18 ( ) 18-30 ( ) 30-50 ( ) 50-70 ( ) 70+ ( ) 3. Mode of Travel: Walk ( ) Cycle ( ) Other . (Skateboard/Electric Scooter) 4. Any mobility aids or prams? Walker ( ) Pushing Pram ( ) Other QUESTIONS TO BE ASKED. a. b. What is your home postcode/What suburb do you live in?.................... How did you get into central Ballarat today? - Walk ( ) Cycle ( ) Bus ( ) Train ( ) Car driver ( ) Car passenger ( ) Other e.g on electric scooter ( Tick 1 box or write in answer). How often do you come into central Ballarat ( ) days per week [Write in number] Do you have a driving licence and have access to a car? Yes ( ) No ( ) Why did you come to central Ballarat today? Work ( ) Shopping ( ) Services ( )
c. d. e.
Other. ..
f. Where are you going, and what is your reason for this particular walk or cycle trip? (E.g. I am walking/cycling from X to Y in order to) .. g. Why do you walk/cycle in this area? (List up to 3, with the interviewer using prompts if necessary) Health, convenience, saves money, no parking available, etc. 1 2 .. 3 . Appendix 4 3
h.
Do you enjoy walking/cycling in or to this area? Y ( ) N ( )
i. What changes could be made to make walking/cycling easier in this area? (List up to 3 or more if they wish- , with the interviewer using prompts if necessary) This should include particular locations with their attendant problems e.g. there is no ped crossing at X, or the speed of traffic is too high on road Y, there is no signage at Z. 1 . 2 3 . 4 j. If walking was made easier, would you be likely to walk more often? Y()N()
Any further comments to add?............................................................................................................................................ ........................................................................................................................................... Thank you for your assistance.
Appendix 4
3.
QUESTIONNAIRE ANALYSIS RESULTS
A total of 30 Questionnaires were administered and analysed. The Questionnaires were administered at open-air locations around the CBD. This was because: (a) it is not appropriate to interview people inside a shopping centre without management permission, and (b) we wanted to interview people travelling around central Ballarat area who were walking, cycling or travelling in an electric cart etc. Gender, age and origin of sample. It was decided that the questionnaire should be administered to approximately equal numbers of males and females and to people of all age groups in order to obtain a broad spectrum of views and a wide variety in the sample. This is not a statistically representative sample of all users of the area (which itself, may not be known). Questionnaires were not administered to persons under the age of 12 years Males interviewed = 12, females = 18 Age Group No. 12-18yrs 4 19-30yrs 7 31-50yrs 7 51-70yrs 4 71+ yrs 8
Most of the interviewees were in the older age groups, and this reflects the major group of daytime pedestrian users of the CBD. For most of the day younger students and workers are not out on the streets. Home Pcode No. & % Ballarat 3350 21 Surrounding Pcodes (3356, 3355, 3353) 6 Other (Melbourne and non-local) 3
The postcode data show that 70% of the people who were walking within the Ballarat CBD area are local residents from the 3350 Ballarat postcode, and a further 20% are from the adjacent postcodes to the east and south of Ballarat. This area probably represents the main catchment for goods and services purchase in the CBD. QUESTIONNAIRE RESULTS. Reason for coming to the CBD. Work 2 = 7% Shopping 10 = 33% Services 7 = 23% Study 7 = 23% Other (Social/recreation) 4 = 14% All of the interviewees were in interviewed outside buildings, throughout the day. This accounts for the small numbers of workers interviewed (likely to be inside at work for most of the day). However, it shows that most of the people walking from car parks and between buildings are there to shop, to purchase services or on their way to/from study. Some just wanted to get out and enjoy a walk. Method of Travel to CBD Appendix 4 No.& % 5
Car Driver Car passenger Public Transport Bus, train or taxi Walked in
11 = 37% 4 = 13% 8 = 27% 7 = 23%
Our sample was evenly split between those who had travelled into central Ballarat by car, and those who had walked in or caught public transport. Many people who drive into central Ballarat by car park near their work or retail destination and do not do a large amount of walking. Many of the pedestrians seen on the streets are those who have not originally driven into the CBD. Of the total sample 24 (80%) held a driving licence and had access to a vehicle and 20% did not. There were 11 drivers in our sample, showing that 13 people who could have driven came to the CBD either as a car passenger or used an active transport mode. Many people are already choosing an active mode over the private car as their means of access the CBD. Why were people walking at the time of the interview? The purpose of this question was to identify why people were out walking in the CBD (rather than driving between the locations there). People were asked to nominate up to 3 reasons. Some nominated the fact that they had to get from shops to the car park, or to get to services, school and station. However, there were also a large number of more explanatory reasons given. These were: Reason for walk Its convenient to walk from 1 place to another, things are close together, its close to work, public transport, school, university, etc . I do it for health, fitness and fresh air I enjoy walking in this area There are good shops here I have no other option To avoid problems with traffic and parking Other (Want to get out of my house) Total No. of responses 20 11 9 8 4 3 2 57
People clearly recognise the benefits of being able to walk around the CBD it is convenient to walk between the destinations, such as the shops, public transport stops and the education facilities. Many do it for health reasons, and many find it enjoyable to walk in this area. The shops are good, and it is easier to walk than driving and re-parking at each destination. Most people interviewed (80%) had access to a car and licence, and only 4 cited their inability to drive as their reason for walking. Most people enjoyed walking in the area (25/30) and the five who did not cited social behaviour reasons they felt unsafe in some places. Views of the quality of the walking environment. When asked if they would like to comment on or make suggestions for change that could improve the environment for walking and cycling: 24 (80%) said Yes 6 (20%) said No.
Appendix 4
Most of the group who did not wish to comment said they thought the walking environment was OK and did not want to be seen to complain. One overseas student thought it was good in Ballarat and much better than in India. Each person was able to make as many comments as they wished. The most frequently cited areas for comment and recommendations were: Basic topic and rank 1. Pedestrian crossings 2 Footpaths and verandahs 3. Improve seating 4. Cleanliness and maintenance 4. Social/behaviour problems Additional various No. of Mentions 9 Explanatory comments. Need to improve pedestrian crossings of Sturt St at Armstrong St and at Bakery Hill. Ped lights are not responsive and more time needed to make crossings Need to improve footpaths and use of verandahs to provide cover from the elements Insufficient seating near public transport stops most seats inaccessible in middle of Sturt St. The area needs to be cleaned and have better maintenance. Some areas are intimidating and a police presence would be valuable Some streets are steep 3 mentions Poor lighting 2 mentions Insufficient signage 2 mentions Problems for wheelchair users, need better bus services, need shuttle bus, dangerous crossing or rail at Doveton St., driver behaviour is poor, - 1 mention each
7 6 5 5 12
This table is self-explanatory. Many people are dissatisfied with the pedestrian crossing facilities, the poor condition of footpaths and the lack of accessible seating. Maintenance, cleansing and behavioural problems also need to be addressed. The 25 interviewees who made suggestions provided a total of 33 comments. Would people use active transport more often? When asked if they would walk more, if the environment was improved: 21 ( 70%) said Yes 9 (30%) said No Conclusions. The potential to increase walking and the use of active transport modes is significant. Most (70%) said they would walk more if conditions were improved. Most of the recommendations/suggestions focused on the traditional barriers to walking, including delays at crossings, poor footpaths and insufficient seating. There is a view that the CBD needs better maintenance/cleansing.
Appendix 4
APPENDIX 5. PEDESTRIAN ENVIRONMENT AND WAYFINDING AUDIT

1. 2. 3. 4. 5. 6. INTRODUCTION WAYFINDING ISSUES CONNECTIVITY ISSUES CONVENIENCE ISSUES COMFORT ISSUES CONVIVIALITY ISSUES 2 3 9 12 18 19
1.
Introduction
The audit of the Study area has been conducted over a number of days and times of day. The audit focuses on identifying the problems and shortcomings of the pedestrian environment. The shortcomings are identified by comparing the existing environment in the Ballarat CBD area with either the DDA requirements and/or commonly accepted standards for the pedestrian environment. The standards are outlined below. In this table the preferred state of the walking environment broadly defines the standard that should be developed for pedestrians. Table 1
Characteristic Connected Definition The extent to which the pedestrian network or route links to key trip origins and destinations, as well as the extent of linkages between different routes on the network The extent to which walking is a pleasant activity, in terms of interaction with people, the built and natural environment, and other road users The extent to which walking routes and public spaces are signed and feel safe and inviting for pedestrians. The extent to which walking is accommodated for all types of pedestrian within the transport corridor The extent to which walking is able to compete with other modes of transport in terms of efficiency (in time, money and space). Preferred state of walking environment People can walk from one place to another without encountering major obstacles, obstruction or severance Pedestrian routes contain amenities, are friendly and attractive, and are perceived as such by pedestrians. High quality levels of signage, visibility and surveillance over the entire length of routes or within an area. High quality and well-maintained footpaths of suitable widths, attractive landscaping and architecture, shelter and rest places and a suitable allocation of roadspace to pedestrians. Walking is a realistic travel choice, partly because of the impact of the other criteria set out above, but also because walking routes are of a suitable length as a result of land use planning, with minimal delays.
Convivial
Conspicuous Comfortable
Convenient
Many of these issues are interrelated and the above table serves to group similar issues to facilitate auditing and analysis. Improved wayfinding for visitors, newcomers to the region and local residents has been identified as one of the major issues in the Ballarat CBD. Wayfinding for pedestrians (and car drivers) is poor and work is already underway by the City to tackle this issue. Improving wayfinding is an area that can be improved moderately inexpensively and has the added attractions of being highly visible (as new signage is installed), is perceived to be a positive statement supporting walking, and is known to encourage people to walk more provided the correct signage strategy is adopted. As a result the first element of this audit examines the existing wayfinding signage and asks whether the walking routes are Conspicuous.
Appendix 5
2.
Is the Route Conspicuous? - Wayfinding in Central Ballarat
While most visitors arrive in Ballarat by car (or tourist bus) increasing numbers arrive by train. The Transit Cities program is intended to make the use of public transport more attractive and increase its mode share. Good wayfinding information at the major transit stops is important. At Ballarat Station passengers are welcomed (multi-lingually) by an attractive platform and seating, and directed through to either the ticket office or the on-bound road-coach services
There is also a public transport map in the Station, but it is difficult for a non-local to interpret and gives no indication of distances to the local bus services, which need to be boarded in the City Centre.
Appendix 5
The exit to the Station has no signage at all and the messages given by the tactile plates and one of the zebra crossings are misleading and potentially dangerous.
The tactile plate leads to a parking space at the kerb (with no pram ramp) and the zebra crossing to the left of the exit leads to a steep footpath, down to Mair Street, where there is no crossing. (We do not believe this should be promoted as a preferred walking route to the University, as access via Lydiard Street is much safer and only a few metres longer) The zebra crossing to the right of the exit leads to a footpath, but there is no indication where it leads.
Appendix 5
For people arriving by road-coaches, there is a similar lack of signage. However, the zebra crossings along Lydiard Street directs people towards the City Centre.
There is little signage at the Mair/Lydiard intersection except a sign back to the Station. Having crossed Mair Street, where the street name signage is poor and difficult to see there is an Information Centre at the Ballarat Fine Art Gallery.
The service here is good. However, the central area street map available when the audit was conducted was a black & white photocopy of a coloured map and was difficult to read. That map indicated that another Information Centre was to be found in Sturt Street, but it has been relocated. There is a Eureka Trail interpretative sign in Lydiard Street, which was the first wayfindingtype sign people arriving by train will encounter. However, the map is difficult to use and is not of the heads up style. Appendix 5 5
There are a small number of other partial wayfinding signs elsewhere in the CBD, such as on individual buildings and at the SMB campus.
Wayfinding is at its best in the Bridge Mall where there are a number of information panels showing the shops. However, the sign at the east end of the Mall was obscured by a tree and a seat, while the sign to the toilets was outside a shop and not aligned with the laneway leading to the toilets (by the time people have reached the toilet sign they have already passed the laneway)
Appendix 5
There are a number of examples of readable street name signs and directions to amenities. However, they are few and far between. In a number of cases street name signs appear to not point in the correct direction of the streets.
Appendix 5
Street name signs are especially important in Ballarat. There are numerous instances where street names change along a continuous stretch of road. In one case, Dana Street becomes Eastwood Street at the same intersection as Grenville Street becomes Anderson Street West. At the roundabout at this intersection clear signage is needed, as it is at all other intersections. It is difficult to use hand-held maps if it is not possible to locate where you are on that map. Readable street name signs are essential There was little, if any, useful signage or wayfinding information at the bus interchange areas, on Curtis Street or Sturt Street.
The most prominent sign to an information point was for motorists.
Appendix 5
Conclusions. The centre of Ballarat has little or no useful pedestrian wayfinding signage. The likely effect is to discourage walking and encourage tourists, other visitors, students and local residents to drive their cars, and to move them when they need to access different parts of the CBD, even though many destinations are within walking distance. Improved wayfinding signage, incorporating walk-time estimates, has the potential to reduce parking churn and to encourage more people to walk between more origins and destinations more often. A signage strategy forms a major part of the recommendations of this study.
3.
Connectivity Issues
This area deals with issues of the connectivity of the footpath system between major origins and destinations, and whether the system has blockages or other discontinuities. The audit showed that there is an almost complete footpath system within the study area. (Within the central core of the study area the footpath system is generally of good quality, and those quality issues are dealt with below under the comfort heading. The issues of crossing the streets that separate the elements of the footpath system are dealt with under the convenience heading) However, the connectivity of the footpath system deteriorates significantly on the periphery of the CBD, where there are locations where no footpaths exist, or they are difficult to use. The CBD is surrounded by attractive, older residential areas and one objective of improving walkability is to increase the amount of walking into the CBD from these areas. The audit also showed that there is a considerable amount of (free) car parking on the periphery of the CBD. Almost every parked car represents at least one commuter who has driven, parked and walked to their final destination. Improving the connectivity of the footpath system benefits thus both drivers and local residents. The railway line, on the northern fringe of the CBD, is a major barrier. Crossing the rail line on foot, at the Doveton Street crossing is difficult for most able-bodied people and virtually impossible for someone with a disability.
Appendix 5
There is no footpath on the roadway over the rail line. There is also no footpath leading to the official pedestrian crossing beside the road. The pedestrian crossing is paved, but ends in a grass nature strip, and is not connected to any footpaths north of the rail line.
Within the area immediately to the north of the rail line the footpath system is poor. People walk on the nature strips and cross roads where there are no pram ramps.
There are no pram ramps to cross Armstrong Street as it goes over the rail line.
The whole area north of the rail line between Armstrong Street and Peel Street is a poor walking environment with footpaths that end in nature strips, streets with no footpaths at all and large numbers of barriers to walking especially to the south of Eastern Oval. Appendix 5 10
.. .
Indeed, this whole area has a very poor walking environment, with limited footpaths, it badly signed, maps are difficult to follow (some are not accurate) and it is difficult to walk even though it is within 500m of Bridge Mall. At the western end of the study area Davey Street was completely blocked to pedestrians by rubbish bins and cars, on very narrow footpaths. It could form a convenient link from the residential area down to Mair Street.
Near the southern border of the study area at the Eyre Street junction with Anderson Street (West & East) there appears to be a popular walking route to the SMB Campus. However, Appendix 5 11
here the footpath is poor, the links from one footpath to another are disjointed and the crossing of Eyre Street is dangerous. Council has cut back the road divider to allow people to cross the road without providing them with any protection. The level of connectivity is low.
While the connectivity of the footpath network within the CBD is generally good, connectivity around the periphery is poor. This will need to be improved to attract more people to walk in, and to assist those who drive and park to walk in more safely. There are also a number of other locations in the CBD where the footpath system is blocked or compromised in other ways e.g. Field Street blocked by parked cars, no footpath on Eastwood Street at Peel Street, and the steps at the Creswick Road roundabout a major impediment to people with a disability.
4.
Convenience Issues
This area deals with the issues of the convenience of pedestrian travel between origins and destinations, and is particularly concerned with pedestrian travel distance, pedestrian delay and the issues of road crossings. There are large numbers of origins and destinations within the study area. The CBD contains substantial numbers of shopping/retail areas, entertainment and hospitality venues, public administration, education, services and historic buildings, as well as transport services. Most of the origins and destinations are connected by the footpath system. However, one of the main features of the area is that the (potential) pedestrian attractors are widely scattered and there are few, if any, discernible precincts within the CBD.
Appendix 5
12
Retail areas are widely scattered. While the Bridge Mall is one focus, there is also shopping at Central Square, Aldi, Coles and along Sturt Street. Hotels, restaurants and accommodation venues are widely scattered, the Town Hall and the State Offices are not adjacent to each other, there are two University campuses in the study area and the three main transport hubs (train Station and local bus interchanges) are distant from each other. Offices are widely scattered through the CBD, many of them in heritage buildings. Inevitably this pattern of development reduces the willingness of people to walk (unless they have to). As a result the issue of reducing the time it takes to walk between origins and destinations takes on added importance in Ballarat. Pedestrians travel more slowly than others, and the footpath network is interrupted at every road (and rail) intersection where crossing the road must be negotiated. Almost all drivers become pedestrians to shop and consume services and there are many in the community who are too young, too old or have a disability and cannot drive. Others cannot afford to own and run cars. As a result it is necessary to strike the right balance on both economic and equity grounds between the delay at intersections for pedestrians and drivers. The delay for pedestrians at intersections appears to be much more significant than for drivers. Most of the crossings from footpath to footpath are made at: Intersections with traffic lights Intersections without traffic lights Intersections with roundabouts Light controlled pedestrian crossings Zebra crossings Uncontrolled crossings
Many people also cross roads in other places when (hopefully) there is a gap in the traffic. Intersections with traffic lights The audit showed that few (if any) of the traffic lights at intersections responded to the pedestrian call button except for showing the green man when the lights changed for vehicles. (However, at least two sets of lights were not working properly on the day of the audit and the green and red men did not appear correctly (Eastwood/Peel, and Sturt/Dawson)). At the largest intersections crossing Sturt Street there is no capacity for the average pedestrian to complete the crossing in one cycle and this is a disincentive to walking, especially if the alternative (driving a short distance and parking) is available. Changing the balance between these alternatives will be important if the walking option is to be seriously promoted.
Appendix 5
13
Consequently we support the TMP recommendations to make intersections crossable by pedestrians in 1 phase. Intersections without traffic lights The audit showed that people do cross at uncontrolled intersections usually when a controlled intersection nearby has created a gap in the traffic. This was seen when students were walking to school, at the Sturt/Lyons intersection, and at the crossing to the Town Hall and Central Square at Sturt/Armstrong. This type of crossing is potentially dangerous, especially when turning vehicles fill the gap in the traffic flow.
Numbers of people interviewed in the CBD suggested that the Sturt/Armstrong intersection should be signalised, and we support this. Intersections with roundabouts There are surprisingly large numbers of roundabouts in the study area. Based on the latest Ballarat CBD Access Map there are 19 roundabouts here. Roundabouts are good for maintaining traffic flow and reducing vehicle to vehicle crashes but particularly bad for pedestrians. This is because vehicles can enter and exit the roundabout from any of four directions, and pedestrians have difficulty coping with this fact. Most of the roundabouts in the area have the following characteristics: Appendix 5 14
They appear to have low footpath and central island edges and curved alignments, and may not slow traffic sufficiently for pedestrian safety; They have pram ramps and medians on all entries/exits They are frequently located on 60kph roads
However, none have zebra crossings, even those marked as Safe Routes to Schools recommended crossing points
Some are on blind corners and others at locations where a lot of people activity can be expected.
Many are on single-lane roads. VicRoads Cycle Notes no.15 now allows zebra crossings to be installed at or within a few metres of roundabouts on single lane roads, provided the speed regime is appropriate. This is usually 50kmh, which is the normal default speed in urban areas in Victoria. As a result we believe that speed limits on roads with roundabouts should be no greater than 50kph, so that it can be possible to install zebra crossings where they may be required. Light controlled pedestrian crossings There are a number of these crossings in the study area; including those on Doveton Street adjacent to Central Square, and those on Curtis and Little Bridge Streets, linking the car parks to Bridge Mall. These are excellent for pedestrians, provided that the responsiveness of the lights is relatively fast. Experience shows that where lights take 30+ seconds to respond pedestrians Appendix 5 15
will attempt to cross when there is a break in the traffic. This can lead to the situation where vehicles are stopped after the pedestrians have illegally and unsafely crossed the road this is a lose-lose outcome for all. In all three cases above the wait time is up to 90 seconds. This leads to pedestrian frustration and illegal crossing before the lights change, and the situation where car drivers often have to stop when no-one needs to cross. The recommended response is to significantly shorten the pedestrian wait time to no more than 30 seconds. The Little Bridge Street crossing also contains an amber flashing sequence, and drivers are asked to stop if pedestrians are on the crossing. We believe this is potentially dangerous and leaves too much to the discretion of the drivers. Here the message should be unambiguous stop at the red light to allow pedestrians to cross and go on the green light. This is the only crossing of its type in the study area. Zebra crossings These provide the best results for pedestrians, and all other non-motorised users of the footpaths, as they stop the traffic on-demand.
However, driver adherence to road rules varies widely and not all stop when people are on zebra crossings.
Driver education and courteous behaviour is important in achieving walkability. All drivers become pedestrians at some stage and need to recognise this fact. Appendix 5 16
Uncontrolled crossings At most roundabouts there are pram ramps and tactile paving, but no real crossing facility, such as a zebra crossing. This situation exists elsewhere in the study area, such as at the east end of Curtis Street.
From a pedestrian perspective there is ambiguity the tactile plates, kerb standouts and pram ramps encourage people to cross, but there is nothing to encourage (or require) drivers to stop for them. In these cases we recommend that zebra crossings with yellow legs be installed. Traffic Speed The issue of traffic speed is important. The safety benefits of slower speeds are undisputed and it is generally accepted that 50kph or lower should be the standard in areas where pedestrians are encouraged to walk, such as activity centres. It should also be recognised that increasing the speed limit on some roads to above 50kph is a means of encouraging drivers to use those roads as by-passes to activity centres. These conventions should be clearly understood by the driving public. This may require the installation of signs reminding people that the CBD/urban area default speed is 50kph unless otherwise indicated, possibly on the approach roads to the CBD.
The sections of road that are 40kph should be signed as such at the earliest opportunity e.g. at the very top of Little Bridge Street, rather than half-way down the hill. In general we oppose the signage of roads with large numbers of roundabouts on them at 60kph, as this discourages people from crossing at the roundabouts and makes it hard to install zebra crossings at or near them. As a result, from the pedestrian perspective, we have reservations about the 60kph speed limit on Eyre/Grant Streets. Appendix 5 17
Conclusions. Reducing both actual and perceived delay for pedestrians is important in encouraging and enabling them to walk, safely and conveniently between places. When they are given a higher priority at intersections this reduces their travel time significantly. A 5-8 minute walk can be extended by 50% due to waiting time at crossings, and may seem even longer if the pedestrian is waiting in an exposed intersection under the hot sun or in a cold wind.
5.
Comfort Issues
This area deals with the issues of footpath quality (including pram ramps) as well as gradients, footpath width and other issues that affect the range of footpath users. In most of the core areas of the Ballarat CBD (Sturt Street, the Bridge Mall and immediately surrounding areas) the width and quality of the footpaths and pram ramps is high compared to many other Centres in Victoria. The latest Mobility Map (May 2007), based on detailed local analysis shows that works have been programmed for improvements to footpaths on: The east and west ends of Mair Street; Doveton Street South; Peel Street; Victoria Street; and, Barkly Street.
Improvements are also planned for the pram ramps at over 20 intersections scattered throughout the study area. However, the audit conducted for this study has identified a number of issues not raised through the Mobility Map. To date they include the problems of access and footpath condition on the fringes of the CBD (see: 4.3. Connectivity) and the road crossing issues at many intersections (see: 4.4 Convenience). The Mobility Map indicates, amongst other things, the locations of: Steep footpath gradients; Most (but not all?) pedestrian crossings; Toilets; Selected destinations.
It is unfortunate that the worst footpaths and pram ramps in the CBD are found on the route from the Rail and Coach Station to Sturt Street, especially crossing Mair Street. The pedestrian crossings leading down Lydiard Street from the rail line are not well maintained, and this is not a welcoming message to those people who have chosen or need to use public transport to get to Ballarat.
Appendix 5
18
Little can be done to alleviate steep gradients, however, where they exist the footpath should be of good quality and, if at all possible, DDA compliant resting places installed. Locations where footpaths are narrow, or regularly blocked by cars, rubbish bins, or are not properly constructed have been noted above.
6.
Conviviality Issues
This area deals with the issues of aesthetics, amenities (toilets and seats) as well as any social issues affecting footpath users. Central Ballarat is one of the most attractive areas in Victoria. There are landmark historic buildings, numerous statues, intersections with old lampposts and other art forms that provide a high level of aesthetics. The walks around Ballarat are a valuable addition to the Citys attractions and most of these begin in the CBD. These routes should be made as safe and attractive as possible. The Eureka/Troopers? Trail advises people to cross Mair Street where there is no crossing and then use the rail underpass at Davies Street. The tunnel needs to be clear of graffiti and the entrance needs to be made more inviting. Currently it is found at the end of a car park, with no pedestrian markings, little signage and no landscaping. It then enters the Eastern Oval area which has poor footpaths.
Appendix 5
19
Amenity levels are good at Bakery Hill, Bridge Mall and on the many well landscaped islands down the centre of Sturt Street, inhabited by a magnificent collection of statues, monuments and historic structures. However, the latter sites are an archipelago of islands people cannot easily access them and cannot travel along the chain of islands. In the longer term, with the slowing of CBD traffic, reduced traffic volumes and significantly increased levels of walking this major set of assets may be made more accessible to visitors to the CBD. This is where most of the public seating is found and is almost totally unused. Questionnaire respondents put the lack of public seating near public transport stops, especially near Central Square, as a major problem. Seating is essential given the growth in public transport use and the relatively long wait time between services. One of the most attractive areas in the CBD is Camp Street. It has a magnificent vista of much of the CBD, is well landscaped and has a mix of quality modern and heritage architecture.
....... Unfortunately, it is not marked or named on some maps, there is no signage to it along the unnamed lane on Lydiard Street and it, like the Sturt Street islands, is an under-used asset. The issue of perceptions of personal safety also arose from the questionnaire. Whether these perceptions are borne out by data, or not, the case remains that there are some parts of the CBD where some (often females and young people) may feel unsafe, and this deters walkers. 6.1 Conclusions
We have no doubt that central Ballarat can be made more walkable and legible, and that over time, more people (including both local residents and visitors) will want to walk more frequently into and within it. Priority 1 is to improve pedestrian wayfinding signage. Our recommendations are detailed in Chapter 3 of the main report. The pedestrian wayfinding signage strategy has been designed to complement the tourist (vehicle based) signage approach developed by Royce consultants. Priority 2 is to improve the image of walking through the promotion of its many benefits. Walking should be seen as a solution to many public and private issues, ranging in scale from reducing climate change down to the detail of showing individuals how they can save money and time, and get fit, through selective changes in their travel choices.
Appendix 5
20
Priority 3 is to improve the off-road pedestrian environment, with better footpaths, pram ramps, seating, etc. and resolve any perceived personal safety issues. Priority 4 is to improve the on-road environment for pedestrians, with improved crossings, reduced speed limits and traffic volumes and the implementation of a range of safety initiatives. These priorities need to be implemented within the context of improved data collection demonstrating the local economic and other benefits of better walkability, and improved public transport supporting mode shift and complementing walkability improvements.
Appendix 5
21

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AUGUST 2007

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Part 2 Appendices Table of Contents

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

EDUCATION, INFORMATION AND PROGRAMS

Victorian State Government support and programs for walking Introduction

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Improved Information and Education

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Other Organisations involved in providing support and information on walking

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

THE CASE FOR WALKING THE BENEFITS OF ACTIVE TRANSPORT COMMUNITIES

The Personal Benefits of Walking (and cycling)

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

The Metropolitan Transport Plan Linking Melbourne

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Meeting our Transport Challenges - The Transport and Liveability Statement.

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

TRANSIT CITY AND ACTIVITY CENTRE PLANNING

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

GROWTH AREA PLANNING NEW STANDARDS

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

APPENDIX 2. BEST PRACTICE IN PROVIDING FOR WALKING.

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

BEST PRACTICE IN PROVIDING FOR WALKING.

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

The benefits of walking are not well understood.

Walking is not sufficiently encouraged.

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Walking may not be possible.

Walking is usually a low priority for Governments.

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

2. BEST PRACTICE INFORMATION, EDUCATION AND PROGRAMS.

Implement Programs appropriate to different settings.

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

BEST PRACTICE PLANNING FOR ACTIVITY CENTRES.

Pedestrian network planning for Centres.

4.2.1 Pedestrian Priority

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

4.2.3. Design of crossings

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Access to buildings in Centres: Sustainable Access Planning

Ballarat Transit City Development PEDESTRIAN AND WAYFINDING STRATEGY

Integrating transit stops into the Centre.