1. TRANSFORM CITY ROAD WEST INTO A GREAT CENTRAL city street

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1 1. TRANSFORM CITY ROAD WEST INTO A GREAT CENTRAL city street Understanding City Road West City Road West (between Clarendon Street and ower Street) is a local street, and can be significantly enhanced to make it safer, more attractive and welcoming. This master plan proposes to transform it into a great central city street. With an increasing number of residential apartments, Boyd Community Hub and tram and bus services in this location, this part of City Road is the centre of an evolving community. volumes in City Road West are significantly lower than City Road East as it does not perform the same role as the bypass to the Burnley Tunnel (Figure 3.1). This means there are greater opportunities to transform City Road West into a great central city street. Connections to the City of ort hillip and Fishermans Bend are a key consideration for the design proposals in this section. To make it easier to demonstrate the proposed changes in this report, City Road West has been shown in two sections either side of Kings Way: Clarendon Street to Queens Bridge Street and Queens Bridge Street to ower Street. The existing conditions of City Road and changes proposed in this draft master plan are outlined on pages Cycling access to ort Melbourne via City Road is scary. Jackie, resident The intersection at Clarke Street is poorly marked and is in need of a resident I would love a bicycle lane connection to Bay Street. Alan, resident Feedback heard during 2014 community engagement CLARENDON STREET STREET QUEENS BRIDGE STREET Boyd KINGS WAY WAY City Road west OWER STREET STREET WEST GATE FREEWAY CITY ROAD NGV SOUTHBANK BOULEVARD STURT STREET ST KILDA ROAD ROAD ALEXANDRA AVENUE LINLITHGOW AVENUE Figure 3.1: City Road West between Clarendon Street and ower Street City Road Draft Master lan 43

2 BUS L LANE Clarendon Street to queens bridge Street Existing conditions The existing conditions of City Road West are inadequate to meet the needs of the future. While there are wide footpaths, the street is dominated by expanses of asphalt and traffic and has inconsistent tree planting. This creates a poor street character. Some public transport priority is provided with a bus lane provided in the AM peak. riority bus lane (6.30am 10am / Mon Fri) arking all other times Section A (see p.46) Redundant private driveways create poor quality surfaces Clarendon Street Figure 3.2: Existing conditions of City Road (Clarendon Street to Queens Bridge Street) Narrow points in merging lanes create confusion for drivers Clarke Street No pedestrian crossing point at Clarke Street which is a strong desire line oor quality pedestrian amenity - condition of footpaths, lack of street furniture, redundant crossovers. Lack of bicycle infrastructure. Figure 3.3: The dominance of car infrastructure along City Road West (between Clarendon Street and Queens Bridge Street) creates an undesirable place for pedestrians 44 participate.melbourne.vic.gov.au/cityroad

3 Generous footpath width Active private driveways to be retained Bus stop Slip lane at Queens Bridge Street encourages high vehicle speeds Crown car park Queens Bridge Street latinum Apartments Mainpoint Apartments Moray Street 5m 15m 30m N Wide carriageway is dangerous for pedestrians to cross Existing parking at all times of the day Inconsistent tree planting leads to poor shading and street character Indirect pedestrian crossing creates access difficulties Overhead power lines and inconsistent street trees and canopy. Flooding commonly occurs at the intersection of Queens Bridge Street and City Road Legend rivate property Bus priority lane Tree signal Figure 3.4: The street is unattractive with overhead wires, inconsistent tree canopies, excessive signage and redundant crossovers all detratcing from the character of the street City Road Draft Master lan 45

4 BUS L LANE Clarendon Street to queens bridge Street roposed design The proposed design introduces pedestrian crossings at Clarke Street, separated bicycle lanes, new tree planting, high quality materials and maintains bus priority. Red dotted line shows existing kerb riority bus lane to be retained (6.30am 10am / Mon Fri) arking all other times Wide footpath reduced on northern side to accommodate separated bike lane Section A (see p.47) Redundant driveways removed to create even footpath surface Clarendon Street LA B Clarke Street Figure 3.5: roposed design of City Road (Clarendon Street to Queens Bridge Street) Existing Conditions Treatment to continue west of Clarendon Street in co-ordination with the City of ort hillip s upgraded to bluestone paving arking/ bus priority / bus / bus arking metres Figure 3.6: Existing conditions of City Road looking east towards Queens Bridge Street (Section A) 46 participate.melbourne.vic.gov.au/cityroad

5 BUS LANE Signalised intersection introduced at Clarke Street to facilitate safer pedestrian crossing rivate driveway access retained Slip lane removed to create opportunities for greening and simplify pedestrian crossing Bus stop relocated Crown car park Moray Street Queens Bridge Street 5m 15m 30m N Separated bike lane introduced roposed Conditions New tree planting on both sides of the street More direct and safer pedestrian crossings Legend rivate property Bus priority lane Tree signal WSUD Infrastructure Bike Median arking/ bus priority / bus / bus Bike (no change) metres Figure 3.7: roposed conditions of City Road (Section A) City Road Draft Master lan 47

6 Clarendon Street to queens bridge Street roposed design Before Figure 3.8: Existing view of City Road West, looking east towards King Way underpass (Clarendon Street to Queens Bridge Street) This section of City Road between Clarke Street and the Kings Way overpass is lowlying and has flooded badly in heavy rains. Steve, resident 48 participate.melbourne.vic.gov.au/cityroad

7 After Figure 3.9: Artist s impression of proposed conditions in City Road West, looking east towards King Way underpass (Clarendon Street to Queens Bridge Street) City Road Draft Master lan 49

8 Queens Bridge Street to ower Street Existing conditions Indirect pedestrian crossing creates access difficulties Section A (see p54) Narrow footpath with driveways and trees creates poor pedestrian space ainted median does not provide sufficient refuge for safe pedestrian crossing Queens Bridge Street Boyd Community Hub Balston Street Figure 3.10: Existing conditions of City Road (Queens Bridge Street to ower Street) Narrow footpath in front of Boyd creates poor pedestrian environment Trees planted in centre of footpath create obstruction for pedestrians Figure 3.11: Existing conditions in City Road West resulting in a lack of pedestrian access to the Boyd Community Hub 50 participate.melbourne.vic.gov.au/cityroad

9 Inconsistent lane widths cause confusion for drivers Section B (see p55) All active private driveways to be retained For proposed upgrades to Kings Way Undercroft see Action 2 Southbank One ower Street City Tower Melbourne Tower The Summit 5m 15m 30m N No mid-block crossing encourages pedestrians to cross unsafely Legend rivate property Tree signal Figure 3.12: Existing conditions in City Road West looking east between Queens Bridge Street and ower Street City Road Draft Master lan 51

10 Queens Bridge Street to ower Street roposed design The proposed design introduces a tree lined median, improved pedestrian amenity around Boyd and separated bicycle lanes west of Balston Street. edestrian crossing widened and relocated for safer and more direct access to Boyd Section A (see p54) Signalised intersection introduced at Balston Street to facilitate pedestrian crossing Cyclist activated right turn signal allows for safe cyclist movement Queens Bridge Street Boyd Community Hub Balston Street Figure 3.13: roposed design in City Road West between Queens Bridge Street and ower Street Widened footpath in front of Boyd creates opportunities for an improved City Road interface Bicycle access to continue through to Kavanagh Street and Southbank Boulevard Before Figure 3.14: Existing view in City Road West, looking south towards Boyd Community Hub (between Queens Bridge Street and ower Street) 52 participate.melbourne.vic.gov.au/cityroad

11 Legend rivate property Bicycle Lane A tree-lined central median provides increased shade and creates opportunity for staged pedestrian crossing Section B (see p55) Red dotted line shows existing kerb Tree signal ower Street 5m 15m 30m N rivate driveway access retained extensions create opportunities for tree planting and street furniture After Figure 3.15: Artist s impression of proposed conditions in City Road West, looking south towards Boyd Community Hub (between Queens Bridge Street and ower Street) City Road Draft Master lan 53

12 Queens Bridge Street to ower StreeT Existing Conditions (A) arking Median BOYD Forecourt metres Figure 3.16: Existing Conditions of City Road (Section A) Legend Current extent of footpath WSUD Infrastructure roposed Conditions (no change) Bike Median Bike BOYD Forecourt metres Figure 3.17: roposed conditions of City Road (Section A) 54 participate.melbourne.vic.gov.au/cityroad

13 Existing Conditions (B) arking Median arking metres Figure 3.18: Existing Conditions of City Road looking towards ower Street (Section B) Legend Current extent of footpath WSUD Infrastructure roposed Conditions (no change) arking/ footpath Median arking/ footpath (no change) metres Figure 3.19: roposed conditions of City Road looking east towards ower Street (Section B) City Road Draft Master lan 55

14 city road west Benefits and potential impacts of improvements to City Road roposed Improvements The improvements proposed for City Road West will deliver the following benefits to significantly improve the safety, character and enjoyment of City Road West. Over 60 new street trees 700 metres of separated bicycle lanes High quality street materials, furniture and lighting ublic transport priority to Fisherman s Bend Reduced pedestrian wait times New traffic signals at Clarke and Balston Streets for safer and more direct pedestrian access otential Impacts The improvements to City Road West have been tested in the traffic model and are expected to lead to minor increases in journey times for vehicles travelling along City Road between Cecil Street and ower Street. These are outlined below and are considered to be acceptable impacts that balance the need to maintain traffic flow while significantly improving the experience of the street for pedestrians, cyclists and public transport users (see Figure 3.20) Cecil Street to ower Street of up to: 27 seconds in AM peak from 3:11 minutes to 3:38 minutes; 1:31 minutes in M peak from 3:46 minutes to 5:17 minutes. ower Street to Cecil Street of up to: 40 seconds in AM peak from 2:29 minutes to 3:09 minutes; 16 seconds in M peak from 2:47 minutes to 3:03 minutes. Consequences of the proposed design include: Removal of around 40 on street car parking spaces. Removal of some street trees in order to realign footpaths. (There will be net gain of street trees.) narrowed between Clarke and Queens Bridge Streets. Removal of slip lanes at Queens Bridge Street 10 mins 5 mins 3:38 +0:27 3:11 5:17 +1:31 3:46 This increased journey time is experienced entirely in the approach to Clarendon Street 3:09 3:03 +0:40 +0:16 2:47 2:29 0 mins AM M AM M Cecil Street ower Street Cecil Street ower Street Figure 3.20: Increase in journey times between Cecil Street and ower Street. Source: GHD Modelling Report, July participate.melbourne.vic.gov.au/cityroad

15 Before Figure 3.21: Current view looking west along City Road West between ower Street and Balston Street After Figure 3.22: Artist s impression of proposed conditions in City Road West between Balston Street and ower Street City Road Draft Master lan 57