RAA Submission to: The City of Adelaide Draft Integrated Movement Strategy Moving Adelaide

RAA Submission to: The City of Adelaide Draft Integrated Movement Strategy 2012-22 Moving Adelaide May 2012

RAA Submission to the City of Adelaide Draft Integrated Movement Strategy 2012-22 Moving Adelaide Executive Summary The RAA welcomes the opportunity to respond the City of Adelaide s draft Integrated Movement Strategy 2012-22 Moving Adelaide. The RAA supports the Strategy s intention to set directions which ensure Adelaide is an accessible city with great streets and great places for people. Critical to the success of the Strategy are improvements across the Inner City Ring Route. RAA urges these improvements to the Inner City Ring Route be given priority by the Department for Planning, Transport and Infrastructure. Without improvements to enable efficient vehicle movements around the CBD, through routes will remain the route of choice by many commuters. It is therefore essential that the Inner City Ring Route is upgraded before any measures are undertaken to reduce the capacity of routes within the City of Adelaide. To this end, improvements to Greenhill Road are supported together with the other proposed improvements to the ring route, including Britannia Roundabout, North Terrace/Hackney Road intersection and Northcote Terrace /Robe Terrace, along with the general operation of this route. Also key to this outcome is an efficient integrated transport network and RAA supports the strategies to improve pedestrian and bicycle access provided they do not unduly increase traffic delays for vehicles turning left and do not impact adversely upon access. The proposed improvements in public transport infrastructure, such as the public bus interchange facility, are supported provided that access and traffic flow for other vehicles is maintained. The extensions to the tram network together with the provision of underground train stations are supported. The RAA does not support the establishment of a 40km/h speed zone for roads bordered by the Park Lands. The existing 50km/h default urban speed limit should be retained on these roads that provide a circulation function. The establishment of lower speed zones in high pedestrian precincts, such as Hindley Street, Rundle Street and the section of Gouger Street adjacent the Central Market is supported. The use of variable speed limits could also be considered to reflect periods of high pedestrian activity while allowing access at other times. In local areas, traffic speed should be reduced through appropriate road design rather than the application of a lower speed limit. The existing speed limits on roads that connect the City to the adjacent suburbs through the Park Lands should retain their current speed limits which, with the exception of Peacock Road and Sir Lewis Cohen Avenue, are 60km/h. West Terrace should also retain the current speed limit of 60km/h. Parking is essential to support the business and residential functions of the City of Adelaide. Therefore any changes to the existing parking strategy must be carefully assessed and implemented in a way that ensures the rationale behind any such 2

changes is clearly articulated and the potential benefits understood. Kerbside parking should be retained wherever practicable to support effective pickup and set down of passengers, delivery of goods and short term parking to facilitate the operation of adjacent businesses. The amount and prices of both kerbside and other parking must be reviewed and prices and hours of use determined which sends the right signals to users. If commuting is discouraged through these practices, public transport should cater for increase in use through timetabling and route determination. Should the Adelaide City Council introduce the measures contained in the Strategy as they related to bicycle, public transport and pedestrian movements the RAA would expect modelling to be undertaken to determine the overall effects on traffic movements, including public transport, across the CBD and Inner City Ring Route and this modelling be publicly available. RAA is also concerned that a number of critical actions contained in the Strategy, such as improved public transport and improvements to the Inner City Ring Route, are outside the control of the Adelaide City Council and are dependent upon the will and funding of the SA State Government. 3

Integrated Movement Strategy - Specific Comments Outcome 1 - A Pedestrian Friendly City In general, the proposed strategies to improve pedestrian accessibility are supported (see Table 1 Appendix 1). Specifically, the transformation of already highly pedestrianised areas such as Hindley Street, Rundle Street and Gouger Street into pedestrian precincts or shared use areas where a lower speed environment is created is supported, provided vehicle access to visit and service the precinct is maintained. The removal of slip lanes is supported at locations where there are high pedestrian movements across turning traffic and the existing traffic islands are insufficient to safely accommodate pedestrians. The removal of such lanes is contingent upon ensuring that traffic can still turn left without undue delay and turning access for larger vehicles and buses is not impeded. At other locations where pedestrian volumes are low and the volume of traffic using the left turn slip lane is high, for example the intersection of Hutt Road and Glen Osmond Road, the slip lane should be retained. The concept of continuous footpaths is supported to provide a better walking environment, provided the operation of these treatments is consistent with the rest of the road network so that both motorists and pedestrians have a clear understanding of their respective responsibilities when using them. Increasing the number of pedestrian crossing points is supported, provided they are located so that they do not unduly impede traffic movement and adjacent access is maintained. The proposed active cross city bicycle links are supported provided that access for other road users is maintained. The RAA would expect modelling to be undertaken to determine the overall effects on traffic movements, including public transport, as a result of any additional pedestrian and cycle crossing points across the CBD and Inner City Ring Route and this modelling be publicly available. Outcome 2 A Cyclist Friendly City RAA supports the proposed strategies to improve the safety and access of the cycling network. A safe attractive cycling network which encourages cycling can benefit congestion and human health and is supported by RAA. RAA supports the removal of traffic lanes to facilitate this, provided that the adjacent road network could accept any traffic transferred to adjacent streets and roads without significantly increasing congestion and travel times (see Appendix 2 Table 2). The upgrade of priority bicycle routes through Park Lands is supported. Suitable safe road crossing points must also be provided to facilitate access to the adjacent suburbs without impacting adversely on cyclists safety or upon traffic flow on the Inner City Ring Route or other significant traffic corridors. 4

Contra flow bicycle treatments are supported provided such locations are well signed, the provision of such treatments do not affect access for other road users and the treatments represent current best practice. The provision of separate signal phases at some intersections to assist cyclists is supported provided it does not unduly impact on the capacity of the intersection and the coordination of signals on the surrounding road network. The provision of segregated bicycle lanes (i.e. located between parked vehicles and pedestrians) is supported provided the location of such treatments ensures that issues such as property and side road access is maintained and the responsibility of all road users and pedestrians are clearly articulated through good design, together with appropriate signs and road markings. The RAA would expect modelling to be undertaken to determine the overall effects of additional on road bicycle lanes and treatments on traffic movements, including public transport, across the CBD and Inner City Ring Route and this modelling be publicly available. Outcome 3 A City with Good Public Transport The RAA supports strategies that encourage the use of public transport and improve its operating efficiency without adversely impacting upon other road users (see Appendix 3 Table 3). The proposed extension to the existing tram service, including the city loop extension, is supported as is provision of a tram service to the eastern suburbs as a means of reducing car trips from the inner suburbs. The proposed improvements to bus priority are supported provided these do not result in the loss of traffic lanes at locations where such a loss would increase traffic congestion or reduced accessibility for other road users. The concept of a North Terrace/King William/Currie/Grenfell Street transport interchange is also supported provided that does not result in the loss of traffic lanes at locations where such a loss would result in increased traffic congestion including on adjacent routes. The RAA would expect modelling to be undertaken to determine the overall effects of the provision of bus priority and a transport interchange on traffic movements, across the CBD and Inner City Ring Route and this modelling be publicly available. The rationalisation of bus stops and the development of fully compliant accessible bus stops are supported as it would reduce the impact upon kerbside accessibility and traffic flow and ensure that public transport becomes accessible and more convenient for all users. The provision of suitable taxi ranks that are appropriately located to meet the needs of patrons is supported. The use of appropriate technologies to better align availability with demand to reduce waiting times should also form part of this strategy as this would ultimately reduce the amount of kerbside space that would be required to accommodate waiting taxis. 5

Ultimately public transport becomes an attractive alternative when it provides safer, accessible and faster journey times than the private vehicle. To achieve this end, routes and timetabling must encourage public transport use. Outcome 4 A City that Supports Sustainable Travel The strategies are supported. The provision of adequate scooter and motorcycle parking is also supported providing it does not adversely reduce the availability of short term parking for vehicles in order to access businesses (see Appendix 4 Table 4). In order to encourage the use of electric vehicles, the provision of car parking with suitable recharging points should be provided at key locations and promoted. Outcome 5 A City with Effective Support Services The strategies are supported. The proposal to improve the management of loading zones is supported provided it does not adversely impact upon the ability for businesses to receive deliveries and the proposals do not impact upon accessibility and the level of service available to residents (see Appendix 5 Table 5). Outcome 6 - A City with Balanced Parking Parking is essential to support the business and residential needs of the City of Adelaide. Therefore any changes to the existing parking strategy must be carefully assessed and implemented in a way that ensures the rationale behind any such changes is clearly articulated and the potential benefits understood (see Appendix 6 Table 6). The reduction in parking in significant City Place locations is supported, provided that reasonably priced off street parking is available nearby. Provision must be made for passenger and goods loading together with access for public transport and taxis. Casual parking should continue to be permitted, where possible, outside periods of peak pedestrian activity to maintain flexibility of access. The reduction in long term car parking on roads through the Park Lands will potentially impact upon the adjacent suburbs by pushing long term parking into the neighbouring council areas. The removal of this parking would only be supported where it would result in improvements to traffic flow into and out of the city during periods of high traffic demand. This issue would need to be managed in conjunction with the adjacent Councils. Alternative parking options should also be considered, such as the provision of reasonably priced underground parking facilities within the Park Lands, for example. The strategy to progressively reduce car parking in significant City Place locations is supported, provided appropriate alternative parking is available to meet the needs of businesses and residents, visitors and those with specific requirements such as those with a disability. The extension of operating times for cycle lanes and peak period bus lanes to reduce congestion and improve the efficiency of public transport is supported provided appropriate alternative arrangements are made to ensure that deliveries and the 6

general short term parking needs of the businesses and residents on the routes impacted by such changes are successfully accommodated. Kerbside parking should be retained wherever practicable to support effective pickup and set down of passengers, delivery of goods and short term parking to facilitate the operation of adjacent businesses. The use of technology to inform people as to the location and availability of on-street parking together with flexible payment options is supported. The use of off-street parking for longer duration stays is supported, provided the cost associated with this is reasonable. The use of signage advising the location and availability of off-street parking is welcomed because it provides motorists with confidence about the location of a suitable parking space without the need to circulate, which contributes to congestion and driver frustration. This will also reduce the reliance upon on-street parking. Outcome 7 A Traffic Calmed and Accessible City RAA does not support the wholesale reduction of the speed limit throughout the City. The roads that will continue to provide access to the City and general circulation should continue to retain the default urban speed limit of 50km/h (see Appendix 7 Table 7). RAA is concerned that a wholesale speed reduction would also necessitate a comprehensive sign strategy to ensure that motorists are aware of the prevailing speed limit for a particular road. The provision of additional signs can create confusion, especially given the number of signs already in use as well as existing kerbside infrastructure and their effectiveness may be compromised. While RAA accepts that speed plays a causal role in the severity of crash outcomes RAA has examined crash data of both the Adelaide City Council area and the (smaller) CBD including non injury and injury crashes. From this data it is clear that in the wider area the majority of crashes occur during the peak hour travel times of 8.00 9.00am and 5.00 6.00pm on weekdays, when average speeds are low, and that the primary cause of these crashes is inattention. Crash data revealed that 44% of crashes occurred at signalised intersections and 41% were rear end crashes. The majority of crashes occur at intersections which are on the Inner City Ring Route. Therefore from a crash and injury perspective a blanket reduction in speed is unlikely to change these crash outcomes. When considering serious injuries and fatality crashes over the same period most also occurred on the Inner City Ring Route. RAA strongly believes that West Terrace provides a key access to, and around, the city from the south and west. It currently carries 19,400 vehicles per day, (source DPTI Website) and should retain the speed limit of 60km/h limit because of its important strategic role in maintaining access to the City and to maintain continuity with the adjoining roads. While improvements to South Road may reduce the volume of through traffic that currently uses this route, the capability of West Terrace to provide an effective entry and exit point to the City from the western and south western suburbs must be retained. 7

Examination of crash data for the narrower CBD showed a pleasing reduction in injury crashes over the five year period 2007-2011. The data also shows a similar pattern with 41% attributable to inattention and a majority of crashes at intersections. Unlike the wider area however, 43% of crashes in the CBD occurred at night with a larger proportion involving pedestrians. In terms of location there are clear areas where injury crashes are more prevalent, including North Terrace / King William/Rundle Street Precinct and to a lesser extent Grote and Gouger and the West End. The RAA supports a review of speed limits in specific precincts such as the east end of Rundle Street, Hindley Street and Gouger Street adjacent the Central Market where there are high pedestrian volumes. In such locations, the use of variable speed limit signs could also be used to provide flexibility in speed management. RAA understands that similar lower speed precincts have been introduced in other capital cities in Australia, including Perth, Hobart, Sydney, and that Darwin and Brisbane (with its distinct peninsular shaped central CBD) are the only capitals which currently have a blanket 40km/h speed limit. Together with consideration of lower speed areas, is the need to consider and ensure adequate safe crossing points on all roads and education for drivers and pedestrians. Speed reductions on local streets should be achieved by changes to the road environment that sends the appropriate message to motorists regarding the appropriate speed limit rather than unilaterally posting a speed limit across the city. RAA is unsure whether the impact on the operation of public bus services resulting from changes to speed limits has been assessed by the Passenger Services Division of the Department for Planning, Transport and Infrastructure (DPTI). This is considered important, given the emphasis upon public transport and the State Government s responsibility. The introduction of new technologies, such as pedestrian count down signals is supported. Improvement across the Inner City Ring Route, including Greenhill Road is supported and critical. Other proposed improvements to the ring route shown on Map 17 of the strategy document are supported and should be given priority. Long standing issues with the Britannia Roundabout, North Terrace/Hackney Road intersection and Northcote Terrace /Robe Terrace must be addressed together with the general operation of this route. The SKM Report, commissioned by the RAA in 2011, identified that major upgrading of the Britannia Roundabout, the intersection of North Terrace and Hackney Road, and Greenhill Road is required in order to meet future demand. This is especially critical if through traffic is to be successfully diverted from the City of Adelaide. The City of Adelaide must therefore not undertake any actions that would reduce the capacity of the arterial roads under its care and control unless this is coordinated with the upgrade of the inner ring route. Any changes of significance that would impact on traffic on the streets and roads under the care and control of the City of Adelaide should not be undertaken until the Britannia intersection has been upgraded. 8

Outcome 8 A City with Great Streets For People RAA supports the provision of suitable infrastructure that facilitates effective, safe and enjoyable pedestrian movement provided that it does not unduly impede accessibility and movement for road users. The RAA s policies on land use planning and road design support this (see Appendix 8 Table 8). Conclusion RAA welcomes the opportunity to provide its response to this Strategy. Key to its success is the need for a fully integrated transport network which both creates a liveable and attractive city and allows for the safe and efficient movement of vehicles and vulnerable road users. RAA looks forward to seeing modelling of traffic movements across the Adelaide City Council area incorporating suggested changes. RAA supports intentions to reduce through traffic through the CBD but stresses its success is dependent upon the improvements to the Inner City Ring to ensure continued efficient movement around the CBD. Efficient public transport is also needed. Without either of these motorists will determine independently that it remains most efficient to travel through the CBD by private vehicle. The RAA does not support the establishment of a 40km/h speed zone for roads bordered by the Park Lands. The existing 50km/h default urban speed limit should be retained on these roads that provide a circulation function. The current 60km/h speed limit on West Terrace should be retained and the current speed limits that apply to the roads through the Park Lands should also be retained. RAA remains concerned that a number of measures in the strategy are dependent upon the successful implementation of other strategies or funding for infrastructure improvements, such as to the Inner City Ring Route and to cycling infrastructure which are outside the control of the Adelaide City Council. RAA is happy to work with the Council to advocate for these improvements. 9

Strategic Direction 1.1 Give priority to pedestrians on City streets 1.2 Improve pedestrian connection and ease of navigation 1.3 Create a better environment for pedestrians 1.4 Improve pedestrian access to the Park Lands and Squares Appendix 1 - Table 1 Relevant Strategy 1 - A Pedestrian Friendly City - Strategies RAA Policy 1.1.1 Recognise pedestrian priority on all streets unless they are 4.2 designed to serve high levels of traffic Pedestrians 1.1.2 Create a high quality pedestrian environment in designated significant City Places 1.1.3 Remove vehicle slip lanes at intersections 1.1.4 Remove interruptions along walkways 1.2.1 Ensure footpaths are wide enough 4.2.2 1.2.2 Improve walking conditions in laneways and side streets Pedestrian 1.2.3 Create north-south pedestrian and bicycle; Active cross City facilities links 1.2.4 Increase the number of places where pedestrians can cross the road safely 1.2.5 Improve pedestrian directional signs and navigation 1.2.6 Work with the State Government to enhance pedestrian access to bus and tram stops and the Adelaide railway station 1.3.1 Improve the safety and security of pedestrians 4.2 1.3.2 Improve the public realm Pedestrians 1.3.3 Develop a network of safe walking routes for use at night 1.3.4 Ensure streets are accessible by people of all ages and levels of mobility 1.3.5 Increase the number of public seats in the street 1.4.1 Create new connections to the riverbank and North Adelaide 4.2 1.4.2 Improve the accessibility of the Park Lands Pedestrians 1.4.3 Improve the accessibility of the squares 1.4.4 Upgrade key walking and cycling paths through the Park Lands and provide paths to new facilities 1.4.5 Complete the Park Lands Trail Comment Removal of slip lanes in high pedestrian areas is supported except where it would adversely impact on traffic movement. Provision of additional and accessible pedestrian crossing locations is supported, provided traffic flow particularly on major routes is not unduly affected. Improvements to the pedestrian network that encourages walking are supported. Improvements to the pedestrian network that encourages walking are supported. 10

Strategic Direction 2.1 Create a safer cycling network within the City 2.2 Improve cyclists accessibility to the City 2.3 Improve convenience of cycling in the City 2.4 Promote a cycling culture Appendix 2 -Table 2 Relevant Strategy 2 - A Cyclist Friendly City - Strategies RAA Policy 2.1.1 Adopt an every street is a bicycle street approach 4.3.1 2.1.2 Provide separated bicycle paths in the City Cyclist Safety 2.1.3 Strengthen existing on-road bicycle lanes 2.1.4 Improve cycling and pedestrian facilities at intersections Remove interruptions along walkways 2.1.5 Extend the time limits of peak hour bicycle lanes 2.1.6 Reduce conflict between cyclists and parked cars 2.1.7 Enable cyclists to travel in both directions in one-way streets 2.1.8 Advocate for best practice application to SA cycling standards & practices 2.2.1 Work with neighbouring councils and the State Government to 4.3.1 Cyclist strengthen the inner suburban bicycle network Safety 2.2.2 Identify priority bicycle routes through the Park Lands and maintain them to a high standard 2.2.3 Provide opportunities for separated bicycle paths adjacent the Park Lands roads 2.2.4 Expand the City Bike Schemes, encourage use by commuters & recreational cyclists 2.2.5 Improve multi modal connections for cyclists 1.2.6 Work with the State Government to enhance pedestrian access to bus and tram stops and the Adelaide railway station 2.3.1 Improve cyclist information and navigation 4.3.2 2.3.2 Ensure all new commercial and institutional developments provide Bicycle adequate end of trip bicycle facilities facilities 2.3.3 Provide a network of secure bicycle parking facilities 2.4.1 Emphasis cycling in travel change programs 2.4.2 Organise and participate in events to promote cycling 2.4.3 Provide easily accessible training courses for cyclists 2.4.4 Implement education campaigns to raise cycling awareness Comment The proposed improvements to the cycling network are supported provided the adjacent road network could accept any traffic transferred to it as a result of the cycling initiatives without significant reduction in the level of service. Improvements to the off road bicycle network are supported as this provides a safe cycling experience for novice riders and family groups. The proposals to encourage cycling and increase its level of convenience are supported. 11

Strategic Direction 3.1 Expand public transport services 3.2 Give greater priority to public transport on City streets Appendix 3 Table 3 Relevant Strategy 3 - A City with Good Public Transport - Strategies RAA Policy 3.1.1 Work with the State Government to deliver a City tram loop 1.3.5 3.1.2 Work with the State Government to create mass transit routes to Public inner suburbs Transport 3.1.3 Advocate that the State Government introduce an underground City train link 3.1.4 Work with the State Government to improve integration between public transport, walking and cycling 3.1.5 Advocate that the State Government improve public transport services throughout the Adelaide metropolitan area 3.1.6 Work with the State Government to improve public transport services for major City events 3.2.1 Improve bus priority on key bus streets in the City 1.3.5 3.2.2 Improve tram priority 3.2.3 Work with the State Government to establish the North Tce/ King William/Currie/Grenfell public transport interchange Public Transport Comment The strategies to expand public transport services and the integration between cycling and walking are supported. The proposed improvements to bus and tram priority are supported provide such actions do not unduly increase delays or restrict access for other road users and pedestrians. 3.3 Improve the public transport user experience 3.3.1 Advocate that the State Government improve the frequency of public transport services 3.3.2 Advocate that the State Government innovate and improve public transport information systems 3.3.3 Improve safety and waiting conditions at bus and tram stops Develop a network of safe walking routes for use at night 3.3.4 Make all bus and tram stops accessible to people of all levels of mobility 3.3.5 Work with the State Government to simplify the navigation of the public transport system 1.3.5 Public Transport The proposed strategies are supported. 12

Strategic Direction 3.4 Reduce the impact of buses on City streets 3.5 Improve community bus services 3.6 Establish better conditions for taxis Appendix 3 Table 3 (cont.) Strategy 3 - A City with Good Public Transport - Strategies 3.4.1 Advocate that the State Government introduce low-emission buses 3.4.2 Advocate that the State Government rationalise the number of bus stops Relevant RAA Policy 1.3.5 Public Transport 5.4.1 Reduction of Greenhouse Gases 3.5.1 Improve the Adelaide Connector community bus service 1.3.5 Public Transport 3.6.1 Ensure taxis are adequately accommodated in the City 3.6.2 Improve taxi rank waiting facilities 1.3.5 3.6.3 Improve taxi information availability Public Transport Comment The proposed strategies are supported. The proposed strategies are supported. The proposed strategies are supported together with the use of technologies that coordinate the deployment of the taxi fleet to reduce waiting times. 13

Strategic Direction 4.1 Encourage low-emission vehicles in the City 4.2 Promote City access without needing a private car 4.3 Implement travel behaviour change programs Appendix 4 - Table 4 Strategy 4 A City that Supports Sustainable Travel - Strategies Relevant RAA Policy 4.1.1 Improve the sustainability of Councils vehicle fleet 5.2.2 4.1.2 Encourage the use of electric and low-emission vehicles in the Energy City efficiency 4.1.3 Encourage scooters and motorcycles into the City 4.2.1 Encourage car share operators to expand operations in the City 1.3.6 4.2.2 Work with the State Government to encourage car pooling Travel Demand Management 4.3.1 Promote sustainable travel behaviour by Council staff 1.3.6 4.3.2 Encourage travel plan assessments for existing and new Travel businesses in the City Demand 4.3.3 Implement and promote travel behaviour programs, events and Management campaigns Comment The proposed strategies are supported. The proposed strategies are supported. The proposed strategies are supported. 14

Strategic Direction 5.1 Ensure space is available for servicing the City 5.2 Strengthen partnerships between Council, those servicing the City and service providers Appendix 5 - Table 5 Relevant RAA Policy Strategy 5 - A City with Effective Support Services - Strategies 5.1.1 Improve loading zone management 1.3.2 5.1.2 Explore opportunities for a common loading dock in busy Transport management City precincts 5.1.3 Identify side streets and laneways that need to prioritise servicing functions 5.2.1 Establish a City logistics forum 1.3.2 Transport management 5.2.2 Work with local precinct and resident groups to establish management plans for the servicing of key locations Comment The proposed strategies are supported. The proposed strategies are supported. 5.3 Minimise the impact of City services on other City users 5.3.1 Provide efficient waste pick up points at all redesign opportunities 5.3.2 Review Council policies for servicing 5.3.3 Introduce methods for minimising the unsightly effects of waste storage 5.3.4 Encourage the use of small vehicles for service deliveries 5.3.5 Review times for service deliveries 5.3.6 Promote the establishment of a freight delivery centre to encourage deliveries by electric and other low emission vehicles 5.3.7 Develop behaviour change programs to improve waste disposal practices by residents and businesses 1.3.2 Transport management The proposed strategies are supported provided the revisions to service delivery times and any proposed restrictions on deliveries do not unduly impact upon the businesses and residents. 15

Strategic Direction 6.1 Prioritise space for pedestrians, cyclists and public transport users over onstreet parking 6.2 Optimise the use of onstreet parking 6.3 Improve performance of on-street parking services 6.4 Achieve a high utilisation of commercial and private parking Appendix 6 - Table 6 Strategy 6 A City with Balanced Parking - Strategies 6.1.1 Progressively reduce on-street parking in significant City Place locations 6.1.2 Prioritise pedestrian, cycling and place-making over car parking provision 6.1.3 Extend time periods for peak period bus and cycle lanes 6.1.4 Reduce the visual impact of parking structures Relevant RAA Policy 3.5.1 Parking management 6.2.1 Charge for on-street parking in higher demand areas 3.5.2 6.2.2 Optimise car parking pricing and time controls Parking 6.2.3 Continue to provide on-street parking for residents in older Charges homes 6.3.1 Improve customer services for on-street parking 3.5.1 6.3.2 Improve the efficiency of parking enforcement 6.3.3 Develop a network of safe walking routes for use at night 6.3.4 Introduce more convenient parking fee payment options 6.3.5 Improve monitoring of car parking use Parking management 6.4.1 Review car parking provision policies 3.5.1 6.4.2 Advocate for an off-street parking levy 6.4.3 Review the role of U-Park businesses 6.4.4 Provide real-time off street car parking information 6.5.2 Improve the distribution and layout of existing car parks 6.5.3 Provide fee-based temporary parking for events Parking management Comment The reduction in on street car parking must be carefully assessed to ensure that any negative impacts are offset by overall community benefits. Alternative off street parking should be available at reasonable cost to users. The proposed strategies are supported but ensure that the available parking effectively complements the adjacent land uses The proposed strategies are supported The proposed strategies are supported 16

Strategic Direction 7.1 Reduce speeds in the City 7.2 Give greater priority to pedestrians at intersections 7.3 Maintain low-speed two-way traffic movements across the City street grid 7.4 Discourage through traffic 7.5 Encourage capacity enhancements to the inner city ring route Appendix 7 - Table 7 Relevant Strategy 7 A Calmed and Accessible City - Strategies RAA Policy 7.1.1 Reduce speeds to 40km/h in the City and 50km/h through the 6.3.2 Park Lands Speed Limit in Built-up Areas 7.1.2 Design for traffic speeds below 30km/h in significant City Places and local streets 7.2.1 Reduce pedestrian waiting times at traffic signals 4.2.2 Pedestrian facilities 7.2.2 Set traffic signals to facilitate peak period vehicle access to significant City Place locations and main streets but not through the City 7.2.3 Introduce pedestrian count down signals 7.3.1 Adjust lane widths to support a slow speed environment 3.4.2 City of Adelaide 7.3.2 Maintain vehicle movements across the City street grid 3.4.3 7.4.1 Apply a suite of traffic calming measures to discourage through traffic Local Streets 3.4.2 City of Adelaide 7.5.1 Seek improvement to the inner city ring route 3.4.2 City of Adelaide Comment The reduction in speed across the City to 40km/h is not supported but reduction of the speed limit in City Places, such as Hindley Street, Rundle Street and Gouger Street is supported Automatic activation of pedestrian phases at traffic signals together with introduction of count down pedestrian signals is supported. Improved traffic signal coordination is supported to reduce congestion and assist public transport This strategy is supported subject to the implementation of improvements to the inner city ring route to provide an effective alternative to travelling through the City This strategy is supported subject to the implementation of improvements to the inner city ring route to provide an effective alternative to travelling through the City It is essential that the Inner City Ring Route is upgraded before any measures are undertaken to reduce the capacity of any routes within the City of Adelaide 17

Strategic Direction 8.1 Establish a design framework for creating great streets for people 8.2 Activate streets 8.3 Develop streets that encourage community involvement 8.4 Incorporate environmentally sensitive design into streets 8.5 Redefine the use and space allocation of streets Appendix 8 Table 8 Relevant Strategy 8 Creating Great Streets for People - Strategies RAA Policy 8.1.1 Design streets as complete environments 1.2.1 Land Use 8.1.2 Enhance the character of streets and precincts Planning 8.1.3 Develop and apply Street Design Guidelines 8.2.1 Redesign streets to encourage on-street activity 3.2.1 8.2.2 Introduce effective small scale activation measures Road Design 8.3.1 Encourage a healthy and active lifestyle through street design 3.4.3 8.3.2 Facilitate community participation Local Streets 8.3.3 Develop an on-going plan of streetscape improvements 8.4.1 Increase street trees and greenery on all City streets 3.2.1 8.4.2 Retain and treat stormwater at source Road Design 8.4.3 Use environmentally sensitive materials and ensure best environmental practices 8.5.1 Redesign selected streets as shared street environments 3.4.3 8.5.2 Re-allocate street space in favour of pedestrians and cyclists Local Streets Comment The proposed strategies are supported provided access is maintained for road users. The proposed strategies are supported provided access is maintained for road users. The proposed strategies are supported provided access is maintained for road users and the resultant designs comply with the relevant standard as and current best practice. The proposed strategies are supported provided sufficient access is maintained for road users and service vehicles 18