The potential for cycling in the Melbourne Central Business District

Australia is one of the most car dependent nations in the world (DEST 1996). Presently almost one in two Australians have a car (BTCE 1995). We also have the lowest proportion of workers walking or cycling to work in the world (Newman and Kenworthy 1989). The consequences of our reliance on cars - pollution, congestion and noise, not to mention the wanton use of nonrenewable energy and the emission of greenhouse gases - are apparent within our cities. Non-motorised modes of transport and especially cycling offer an environmentally friendly, healthy and viable alternative to the car. Cycling is a particularly fast and effective alternative for the journey to work - a regular trip that is generally short and dominated by the car (Gollner 1996 and Curtis 1996). These statements suggest the possibilities and potential for cycling as a commuting method. What is the real potential of the bicycle? Who, or how many, could be cycling to work? Such questions have never been addressed in relation to Melbourne. This thesis will therefore determine the potential number of people who could be cycling to work in the Central Business District (CBD) of Melbourne, and suggest the effect this would have on our current level of car use. The potential is calculated in relation to workers access to structural provisions and does not address the cultural and/or psychological elements required to get people on their bikes. The CBD was chosen as the focus for this research because it remains the single largest centre of concentrated employment in Victoria, with a population of 153,000 workers in 1997 (MCC 1998). Four specific research questions are addressed in this thesis. The first involves determining what the demographic and trip characteristics of commuter cyclists are. The population under investigation includes those riding directly to the CBD for work and those that use dual-mode (bike to train, train to CBD) transport. A Western Australian study has determined the characteristics of Perth's commuter cyclists (Kovac and Cosgrove 1996), but the same has not been undertaken in Melbourne. Such information is required in order to answer the second research question - what is the potential for commuter cycling in the CBD working population? In the absence of any goals in The City of Melbourne's Bike plan '97 (MCC 1997a), such information will aid in setting achievable and realistic aims for an increase in commuter cycling. As is discussed in Chapter 2, both Western Australia and South Australia have led the way in this country by clearly stating targets and timeframes for an increase in bicycle use within their state (BikeWest 1996 and BikeSouth 1996). The third research question involves determining what facilities or provisions are required in order to increase the number of potential cyclists. It is well recognised that many factors play a part in limiting cycling, including not owning a bicycle and the absence of facilities at the end of the journey, such as showers and parking (James 1996). Determining what factors inhibit commuting by bicycle into Melbourne's CBD enhances the capacity of groups such as Bicycle Victoria to lobby for safer routes and more facilities for cyclists in workplaces. It must be noted that this thesis deals only with the structural requirements in order to get people riding to work. The cultural, motivational and psychological elements that are required are not covered. This does not mean that they are unimportant - in fact they are equally important as the structural elements - but rather that they potentially form the subject for another thesis ... or two ... or three! Finally, the reduction in car use as a result of converting potential cyclists into actual cyclists is evaluated. What is the potential reduction in car use throughout Melbourne as a result of commuter cycling to the CBD? This is the research question that will determine whether a solution to the car can be found in the bicycle