Hobart Transport Strategy - have your say
The Council's whole transport strategy review is broken up into four key modules. Module 2, published December 2016, refers to Private Transport, which includes walking, riding, mobiluty vehicles and driving. The initial phase of background review, data collection and seeking first responses from the community, in relation to each of the four modules, is currently underway.
This is an important opportunity to show the Council that Hobart’s people, whether residents or regular visitors to the CBD (workers, students, shoppers), want to see the city transform to encourage bike riding by providing both safe pathways to ride on and convenient, accessible end of trip facilities such as parking.
This document below is a brief guide for Bicycle Network members and riders who wish to make a submission to Council. Note: submissions on Module 2 need to be in by 20 March 2017.
How to have your say
Your submission can be as long or short as you want. You do not have to answer all or any questions in the Consultation Paper, they are there as a guide.
Online – use the Surveys and Forms tab at https://yoursay.hobartcity.com.au/transport-strategy
(if you choose this approach, we recommend skimming through this current document first, to give you some ideas)
Email - firstname.lastname@example.org, with Transport Strategy in the email Subject line.
Post - Transport Strategy
City of Hobart
GPO Box 503
Hobart TAS 7001
The Council’s documents
An overview of the whole transport strategy review process is here: https://yoursay.hobartcity.com.au/transport-strategy
Consultation Paper 2: Private Transport can be downloaded from the Related Documents Tab on this page: https://yoursay.hobartcity.com.au/transport-strategy
Note - This is a BIG document, loaded with interesting and important data and wide ranging discussion points.
Hobart’s Capital City Strategic Plan 2015-2015 has five strategic goals which are listed on page 14 of the Capital City Strategic Plan 2015-2025 . They should all have a bearing on the final transport strategy.
Points you could make
We say that cycling for everyday transport has an important role to play in achieving each one of the Council’s Strategic Objectives – from equity and social inclusion, building community, actions to improve the environment, economic efficiency, safety on the streets, improved amenity, quieter more comfortable streets, improved community health, greater fitness of our children through being able to ride to school….
Bike riding is a flexible, accessible, reliable, low cost personal transport choice for low income residents and students. The student population in our CBD will explode in 2017 with new UTAS accommodation and academic centres being built and opened. With our growing tourism economy, increasing numbers of tourists will be interested in hiring bikes to see the sights and to tour the State.
It should be noted that sales of bikes are increasing faster than car sales. Amongst these sales, the proportion of e-bikes is increasing even faster, as people discover that they not only flatten the hills but also enable enjoyable transport over greater distances, at higher speeds, and carrying greater weights.
Utilising the same or similar infrastructure, our ageing population will lead to increasing numbers of people walking, and also taking up mobility vehicles and e-trikes, as driving and riding even e-bikes becomes more problematic.
These growing numbers of bike riders will need to be supported and facilitated by increased and improved infrastructure such as a connected bicycle network of safe pathways and safe low speed roads, separated bike lanes, good bike parking options, lower speed limits to reduce the differential between bikes and cars, and better public transport to enable convenient multi-modal transport connections.
What we want
1. A clear statement of commitment to shift the balance in modes of transport, as has been done in other Australian cities like Melbourne and Sydney (Council's Strategic Objective ...).
We want to see Council commit to act to change what is described in the document as “business as usual” transport infrastructure and systems.
Council has committed to consider bicycle infrastructure with all planned roadworks, but this is not mentioned in the document, and in fact it does not seem to have become standard practice within Council operations.
We support the development of a Road Use Hierarchy for Hobart (as has been done in Melbourne, p.88), which would include agreed bicycle priority routes.
The Council’s Hobart Bicycle Advisory Committee should be given greater stature within the Council committee system, with increased consultation on proposed roadworks and bicycle infrastructure projects. The HBAC should have greater input on Inner City Action Plan projects, to ensure quality bicycle infrastructure is implemented.
2. Implement the Principal Bicycle Network (Council’s Strategic Objective 2.1.6)
The review document admits (p 40): “Since 2008 the city has added 8.9 km of onroad unprotected bikelanes”. While these additions to the bike network are appreciated by riders, this is very slow progress in comparison to other cities. We have to get on with it if we want to see significant numbers of people switch to riding!
There is some confusion about which bicycle network plan this Strategic Objective might refer to. Council’s website only includes some broad recommendations from its 1997 Bike Plan. A picture of the Council's 1997 network plan is here.
A draft Principal Bicycle Network was developed by the Council’s Bicycle Advisory Committee in 2007. At about the same time, a Principal Urban Cycle Network was developed for Hobart in collaboration with the State Government in 2007.
Meanwhile the Hobart Regional Arterial Bicycle Network Plan 2009 (p38) is published and accessible, so let’s work with that. The Regional Arterial plan for the bicycle network also recognises that a Hobart Transport Strategy will be the core of a plan for Greater Hobart and the southern region, and that there will be necessary collaboration with other councils and the State Government and alignment of their own transport planning activities. For example, the Tasman Bridge shared pathways require widening and redesign, which is a State Government responsibility.
The Arterial Bicycle Network Plan provides strategic direction on connections required for key commuter routes to and from the city, as well as connections to key suburbs within Hobart. Additional priorities come from the Council’s Hobart Bike Advisory Committee recent planning workshop.
- Connect the gaps in the bike lanes in Campbell Street and Argyle Street, to serve the significant increase in student population, and the connections from the new bridge over the Brooker.
- Collins St from Molle St to Argyle
- Links from Lenah Valley and Sandy Bay to the CBD
- A shared pathway around the Battery Point foreshore (a vital link between the University’s Sandy Bay campus and the UTAS CBD student hubs).
3. Separated bike lanes to improve safety (Strategic Objectives 2.1.3 and 2.1.7)
It is time that Council built its first protected onroad bikelane i.e. with physical separation from the heavier vehicular traffic. Physical separation can be provided with a difference in levels, concrete kerbs, attractive planter boxes, flexible plastic poles, etc. Some good places to start, where there are already significant numbers of riders and where there is strong latent demand, include:
- Collins St link – from the CBD to the Hobart Rivulet Track, and also please provide better protection for riders at the intersection of the bikepath and Molle St
- Link from Collins St to the waterfront shared pathway, for example via Elizabeth St.
- Contra-flow lanes on one-way arterials. e.g. Macquarie St – this would relieve the congestion of riders and walkers on the Hobart Rivulet track.
Physically separated bike lanes would support the Vision Zero Strategy by protecting against human error (p84).
4. Better bike parking in the CBD at key destinations
Increase the supply of convenient bike parking around the city, especially at popular destinations such as the Library, Town Hall, Service Tasmania, market locations.
How many bike parking loops has Council installed and where are they?
Consider converting an on-street car park to a bike parking corral. Good locations for such a corral would be in the vicinity of bike shops and cafes.
Note that for long term bike parking to be attractive to riders, it should be protected from rain and secure. Council should consider installing a secure, weather protected e-bike charging station at a central location.
5. Promotion of multi-modal transport options (Strategic Objective 2.1.5 and 2.1.2)
Promote Park and Ride (people park cars and bikes at public transport nodes, then jump on public transport, or vice versa at central locations). Bike parking sheds such as those provided by Parkiteer or Bike Parking Experts would offer rain protection and security against theft for riders’ bikes, and encourage them to try multimodal travel. Such secure parking should in particular be considered at key bus stops identified under the current Transport Oriented Development initiative of the southern Councils. For example, bike lockers have been provided by Kingborough Council at the Huntingfield bus stop.
Cycle infrastructure should be provided to offer safe riding to these Park and Ride locations. Strategic Objective 2.1.7.
We support network, TDM and active transport responses to the problem of morning peak traffic congestion on the roads (as per p80). We support the southern Councils’ commitment to increased urban density and specifically the Transit Oriented Development program targeting the Glenorchy to Hobart CBD corridor – so that housing density and employment opportunities are clustered around transit hubs. Increased urban density means people can readily access public transport to get to work, and can use bikes for local, shorter trips.
6. Incentives for people to use other modes as well as the car (Strategic Objective 2.1.5)
Council should promote active transport plans for businesses, with incentives for employees and employers from Council and State Government to encourage multi-modal use. For example - discounts on council services, discounts on rates, professional advice on design of bikeparking installations, commitment to improve bike infrastructure in line with employee ride to work patterns (as per p75).
7. Land use planning controls
We support increased density in Hobart, especially along key transport corridors and in association with the Transit Oriented Development program.
Council could promote the Green Star energy points system more strongly in its building code, in particular promoting quality end of trip facilities for bike riders.
There should be no minimum parking requirement for new developments - this would encourage car-free living and staff commuting by active transport or public transport.
With development applications and new subdivisions, Council should encourage provision and retention of public space for cut-throughs and connections of walking and bicycle networks. New developments should be required to provide quality (and separate) walking and cycling paths.
8. Car parking (Strategic Objective 2.1.4).
We support Council’s approaches to increase the cost of all day parking in the CBD and to reduce its availability. The next step is to reduce all-day on street carparking by commuters in the inner suburbs. This would improve the amenity of those areas, which have limited off-street parking, and would free up valuable on-road space for dedicated bus or bike lanes, or for traffic calming measures which make the streets safer for all road users.
Council could sponsor local implementation of the online “sharing economy” approach where private individuals rent out their unused offroad car parks, such as their garage or driveway, during business hours.
9. Safer Speeds (Objective 2.1.3)
Traffic speed in residential areas is a key issue for riders when they are forced to share the road with drivers. Where there is a smaller differential between the speeds of the bike and the car using the same road space, this significantly reduces both tension between drivers and riders and the risk to riders’ safety.
We call for speed limits in residential areas of 40kph, and 30kph in the vicinity of schools. This is in line with practices in increasing numbers of cities, both in Australia and overseas.