Wyndham City Council Riverdale Precinct Structure Plan Expert Witness Statement

Transcription

1 01-Expert Witness Draft 2 15 November 2013 This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party. Job number Arup Level 17 1 Nicholson Street Melbourne VIC 3000 Australia

2 Document Verification Job title Job number Document title File reference Document ref 01-Expert Witness Revision Date Filename Phil Carter Panel Submission_ docx Draft 1 12 Nov 2013 Description First draft Prepared by Checked by Approved by Name Phil Carter Paul Carter Jonathan Kinghorn Signature Draft 2 15 Nov 2013 Filename Description Phil Carter Panel Submission_ docx Update further to comments Prepared by Checked by Approved by Name Phil Carter Paul Carter Jonathan Kinghorn Signature Filename Description Name Signature Filename Description Prepared by Checked by Approved by Name Signature Prepared by Checked by Approved by Issue Document Verification with Document

3 Contents 1 Review of the Draft 1 Page 1.1 Vision and Objectives Neighbourhood Centres Sayers Road Realignment Optimise Train Station Location Improve land use and transport integration Interchange and public transport impacts Impact of Park and Ride facilities Recommendations Conclusion 8 Appendices Appendix A CV

4 Amendment C176 Planning Panel Hearing of Phil Carter Transport Name and address Phil Carter Associate Transport Planner Arup Level 17, 1 Nicholson Street Melbourne VIC 3000 Area of expertise My qualifications and membership of professional associations are as follows:- Bachelor of Arts (Planning Studies), Oxford Brookes University Chartered Member, The Planning Institute of Australia (CPIA) Member of the American Planning Association (APA) I have over 13 years experience as a Transport Planning consultant within Melbourne at Arup Pty Ltd and PBAI Pty Ltd. My experience also includes a number of years living and working in London, UK and New York and San Francisco, in the US. I have experience and expertise in transport planning, master planning, developing strategic plans, city and urban regeneration plans, development impact assessment of a range of land-use developments. A copy of my CV is attached at Appendix A to this evidence statement. Engagement and Scope of Report This statement has been prepared by Philip Harry Carter, Associate of Arup Pty Ltd, with assistance from Paul Carter, Senior Transport Engineer and Jonathan Kinghorn, Senior Associate Transport Planner. Arup is a specialist design consultancy based at Level 17, 1 Nicholson Street, Melbourne. I have been retained by Wyndham City Council, as owner of 1160 Sayers Road, Tarneit, (the subject land) to assess relevant transport considerations relating to the (PSP). Arup is also assisting SJB Urban with the preparation of a Site Structure Plan for the subject land. My evidence will focus on the key transportation matters as they affect the subject land. Facts and Assumptions As detailed in evidence. Page 1

5 Reference Documents As detailed in evidence and outlined below. I have reviewed the following documents as part of my assessment: Growth Area Authority (GAA), Managing Melbourne s Growth June 2012 Public Transport Guidelines for Land Use and Development Wyndham Planning Scheme The GAA Melbourne West Growth Corridor Plan Wyndham North Traffic Modelling and SIDRA Analysis, AECOM, May 2013 State Planning Policy Framework Clause 18 Transport DPCD Experiments The site is ostensibly a vacant site with little or no significant transport demand associated with it. Construction is currently occurring on site as part of the Regional Rail Link that will see a new rail alignment with two tracks completed in 2014/15. The RRL alignment will also cross the existing Sayers Road requiring the road to be grade-separated. Summary of Opinions Refer to evidence. Provisional Opinions Refer to evidence. Other members involved in the preparation of Evidence Jonathan Kinghorn. Paul Carter. Declaration I have made all the inquiries that I believe are desirable and appropriate and no matters of significance which I regard as relevant have to my knowledge been withheld from the Planning Panel.. 13 November 2013 Page 2

6 1 Review of the Draft Riverdale Precinct Structure Plan 1.1 Vision and Objectives The PSP capitalises on this [Regional Rail Link] investment through the creation of a transit-ready major town centre that intensifies uses around the potential Riverdale station. The centre will be the central hub of activity and gateway to the precinct, providing inter-metropolitan connections [to] the Priority Public Transport Network and eventually the railway. (Riverdale PSP, 2013, p.7) This vision is generally supported. The following transport-related overarching objectives are supported: O2 Capitalise on the significant opportunities of the local context, including the regional rail link, the western employment corridor, and extensive intermetropolitan motorway connections. O7 Ensure that no residents need to cross arterial roads, railway lines or major waterways to access local parks. O8 Develop a slow-speed and permeable connector road network that links across arterial roads and traverses through the core of each square mile. O10 Build a high density and transit-oriented neighbourhood focussed on the proposed future railway station site. O13 Deliver sufficient residential densities within a walkable catchment to support vibrant and viable town centres. 1.2 Neighbourhood Centres The plan identifies three (3) Neighbourhood Town Centres located approximately 2.5kms apart from each other Assessment The walk time between these centres would be approximately 30 minutes making this distance prohibitively long for most people. These distances also mean that residential locations in between the centres would be in excess of 15 minutes from either centre. It is my opinion that access to regular services such as schools and small shopping centres should be provided within a maximum 10 minutes (800m) walk of residential properties. The location of these Town Centres will mean some residential properties will fall beyond the typical maximum walk catchments, making these short local trips less likely to be walk-trips and more likely to be car trips. Recommendations It is my recommendation that the location of each neighbourhood town centre be considered based on the walkable catchments of up to 10 minutes (800m) and Page 1

7 with the provision of on and off road pedestrian paths providing connections between the centres encouraging a walkable urban form. Analysis of the minimum continuous walk distances from each Town Centre location will determine what proportion of residential properties falls beyond the accepted maximum walk distances. 1.3 Sayers Road Realignment From our preliminary discussions with MPA officers, I understand that the realignment of Sayers Road away from the established road grid, and through the Sayers Road land to run perpendicular to the RRL, is not available for review or modification at this point in time. I understand that Council officers have contributed to this planned re-alignment prior to Arup s involvement in the Site Structure Plan project. We understand that Sayers Road will be grade separated from the RRL, in the form of a road-over-rail elevated bridge. Proposed Sayers Road Alignment Current Sayers Road Alignment Figure 1: Existing and Proposed Sayers Road Alignment Assessment The nature of this crossing and alignment creates some concerns for the transport planning outcomes for the subject land and surrounds, as follows: Page 2

8 Creation of a substantial physical and visual barrier between the Town Centre and much of its walkable catchment. Creation of long uphill and downhill pedestrian and cycle connections adjacent to the town centre resulting from the grade separation. Creation of a walk and cycle subway connection which can generate personal safety concerns and detract from its functional connection. Challenge in creating public connections between the Sayers Road overpass and the surrounding at-grade town centre. Recommendation In my opinion, the planned realignment of Sayers Road should be reviewed however Arup has been instructed by Council that it is not available for review. Consequently the physical design of this new grade separated road project should minimise additional distance required by pedestrian, cyclists, public transport and private vehicles when crossing the road in any direction. Where possible, the extent of grade separation should be minimised with pedestrian and cycle crossing locations provided to improve permeability, access and amenity. The overpass structure should be designed to provide 24-hour public access connections from the Sayers Road overpass to the at-grade urban form of the Town Centre 1.4 Optimise Train Station Location Currently, Riverdale Station is proposed to be located within the Regional Rail Link land as identified in the PSP. In my opinion, the station should be relocated in the order of m towards Melbourne. The relocation of the station will improve public transport connectivity and create a transit orientated development with the associated social, economic and environmental benefit. The location identified in the PSP and the proposed relocation of the station is outlined in Figure 2. Page 3

9 Project proposed station location PSP station location Figure 2: PSP and proposed Project station location Assessment Based on Arup s preliminary discussions with the Regional Rail Link Authority, it is understood that the rail alignment that is currently under construction would be compatible with a potential relocation in the station and platform location towards Melbourne. It is expected that the rail alignment through this section will be less than the limit for rail grades at platforms (design limit of 0.33% and absolute limit of 0.67%) as outlined in VRIOGS guidelines. Confirmation of these requirements is currently being sought with the Regional Rail Link Authority, V/Line and Public Transport Victoria (PTV). In my opinion, the train station should be located in or near to the centre of the proposed Town Centre with priority given to modes of transport other than the private car. This can be achieved by providing more convenient connectivity through improved proximity to the station entrance for pedestrians, cyclists and bus riders over car parking. Recommendation The location of the train station should be moved approximately 250 metres northeast along the existing track alignment to integrate with the proposed Sayers Road overpass allowing for a transit interchange at Sayers Road and for the train station to have its major public address at Sayers Road. Page 4

10 1.5 Improve land use and transport integration The integration of land use and transport is a fundamental consideration in the development of activity centres. Improving the connection between different routes and modes of public transport in well located interchanges that are integrated with the street and building fabric of the activity centre is a key consideration to encouraging increased public transport use Policy Context Wyndham Planning Scheme (Clause ) states that urban development should be planned to make jobs and community services more accessible by: Ensuring access is provided to developments in accordance with forecast demand, taking advantage of all available modes of transport and to minimise adverse impacts on existing transport networks and the amenity of surrounding areas. Coordinating improvements to public transport, walking and cycling networks with the ongoing development and redevelopment of the urban area. Public Transport Guidelines for Land Use and Development (Section 2.4.2) indicates that structure plans prepared for activity should reflect the following principles: Surround railway stations, transit stops and interchanges with active, ground-level uses. Integrate transit stops and interchanges into the design and layout of the activity centre, and locate them centrally. Recognise that the public transport interchange is a gateway to the activity centre. Public Transport Guidelines for Land Use and Development (Section 2.6.1) indicates that key design principles include: Public transport, walking and cycling routes should connect to the heart of an area and be as close as possible to meeting areas and public spaces Assessment It is my opinion that the PSP plan is inconsistent with the policy outcomes stated above and therefore would not deliver the optimal activated gateway Town Centre that is described in the overall vision. In my opinion, the proposed station location is not in the optimal location to support the proposed Major Town Centre. One reason for this is that the current location of the proposed station in the PSP includes an allowance for approximately 600 at-grade car parks. If this area is identified for car parking, it will create an un-activated cluttered space between the Town Centre and the Station entrance. This will detract from the attractiveness of the station gateway and is a missed opportunity for creating a vibrant connection. Recommendation: It is my opinion that the land immediately adjacent to the station entrance should allow development of ground floor activated uses in favour of at-grade car Page 5

11 parking. Pedestrian, cycle and bus-supporting road connections should be delivered maximising accessibility to the rail station entrance. In order to assess these conditions, an assessment of the streetscape design and walk distances of activated and un-activated ground floor development between the station and the Town Centre should be undertaken. 1.6 Interchange and public transport impacts The provision of high quality and convenient interchange between transport modes is an important element for providing a connected public transport system. Similarly, direct public transport routes with minimal diversion minimise passenger travel times and operational cost. Therefore, the coordination of public transport routes and the associated passenger interchange points is a key consideration Policy Context Public Transport Guidelines for Land Use and Development (Section 2.6.1) indicates that key design principles include: Pedestrian and cyclist access to public transport should be convenient and direct. Similarly, access between bus, rail and tram should be direct. Public Transport Guidelines for Land Use and Development (Section 2.4.2) indicate that structure plans prepared for activity should reflect the following principles Provide direct access for public transport vehicles to minimise travel times Assessment The plan shows the station served by local bus services only with the future PPTN services located to the west approximately 1.2km from the station entrance. In my opinion, this distance is not conducive to encouraging public transport interchange between the PPTN services and the station and does not adequately respond to the policy context above. Further there is a missed opportunity to provide good connections between the station, local bus services and PPTN bus services. In accordance with the Vision and Objectives of the Riverdale PSP, the future station is planned to be at the heart of the new major town supporting intensified development and connections to the wider PPTN. The proposed station location is set approximately 250m southwest from the proposed Sayers Road alignment. The proposed Sayers Road realignment will provide the only RRL vehicle crossing point adjacent to the Major Town Centre and therefore the logical corridor for operating future PPTN bus services serving the Major Town Centre and the areas northwest of the RRL alignment. It is my opinion that the current station location is too far away from the proposed Sayers Road that any PPTN services along Sayers Road are unlikely to deviate that far away from the corridor. This potential disconnect between rail and bus services would detract from the attractiveness of the services and therefore increase the reliance on the private car. Page 6

12 The proposed PPTN services are not shown to enter the Major Town centre or connect with the proposed train station which is shown approximately one kilometre to the east of the train station. Project PSP station Proposed PPTN Figure 3: PSP station location and PPTN It is my opinion that the PSP plan does not maximise the public transport interchange potential at the station entrance location and consequently does not maximising the ridership potential potentially leading to an increased reliance on the private motorcar. Recommendation: It is my opinion that the PPTN alignment be reconsidered to bring services closer to the Town Centre and specifically the future rail station. It is further my opinion that the area immediately outside the station entrance should be provided as a public transport interchange facility instead of car parking. This should be assessed by measuring the distances between each of the public transport service corridors within the planned area with a view to minimising the distance a passenger is required to walk between services. This comparison can be both quantified as interchange distance/time and qualified as the nature and convenience of the interchange journey. 1.7 Impact of Park and Ride facilities Car parking supply, location and design has the potential to impact on the ease of integration between public transport facilities and land use. While car parking has Page 7

13 a critical role in extending station catchments, when poorly located, can create a barrier to access between the station and land use. The creation of these barriers has the potential to limit the activation and safety of the activity centre and station environs Policy Context Public Transport Guidelines for Land Use and Development (Section 2.6.5) outlines that planning for Park and ride facilities should reflect the following: Very large park and ride facilities may be more appropriately located at railway stations on the periphery of the key activity centres, rather than at the activity centres themselves. Excessive car parking at railway stations in the key activity centres may compromise the successful functioning of centres, lessen the focus on the station as a key element of the activity centre and be unattractive Assessment The PSP plan identifies the future station located between the existing alignment of Sayers Road and the proposed alignment of Sayers Road. This station is currently separated from the future town centre by a Regional Rail Link land reservation which will enable the construction of the large at-grade car park. It is my opinion that the currently proposed at-grade parking around the future station does not sufficiently reflect the policies above and may compromise the successful functioning of the Town Centre. In my opinion the PSP plan has prioritised access to the station for the private motorcar to the detriment of other users included pedestrians, cyclists and bus interchange passengers. The station will be located within a car park requiring pedestrians, cyclists and bus interchange passengers to walk through the car park environment to reach the town centre or the PPTN services. This environment is not conducive to encouraging use of the rail station and therefore promotes use of the private car. Recommendation: It is my opinion that the private motorcar is likely to play a key part of the access to the station for passengers but should not do so at the detriment of other users. Stations should be planned to prioritise pedestrians, cyclists and bus interchange passengers before those people using the private motorcar, and this should be reflected in the access priority to the station entrance. An alternative location for station-related car parking should be sought that is not located between the station entrance and the Town Centre. Alternatively the station should be relocated to connect to the town centre with the car parking remaining on the periphery of the centre. 1.8 Recommendations Conclusion The following summarises the recommendations made. Page 8

14 1.8.1 Neighbourhood Centres The location of each neighbourhood town centre should be considered based on a walkable catchment distance of up to 800 metres (10 minute-walk) and with the provision of on and off road pedestrian paths providing connections between the centres encouraging a walkable urban form Sayers Road Realignment Based on the proposed realignment of Sayers Road being delivered, the physical design of this new grade separated road project should minimise additional distance required by pedestrian, cyclists, public transport and private vehicles when crossing the road in any direction. Where possible, the extent of grade separation should be minimised with pedestrian and cycle crossing locations provided to improve permeability, access and amenity. The overpass structure should be designed to provide 24-hour public access connections from the Sayers Road overpass to the at-grade urban form of the Town Centre Optimise Train Station Location The location of the train station should be moved approximately 250 metres northeast along the existing track alignment to integrate with the proposed Sayers Road overpass allowing for a transit interchange at Sayers Road and for the train station to have its major public address at Sayers Road Improve land use and transport integration The land immediately adjacent to the station entrance should allow development of ground floor activated with pedestrian, cycle and bus-supporting road connections delivered to maximise accessibility to the rail station entrance Interchange and public transport impacts The PPTN alignment should directed to bring services closer to the Town Centre and future rail station. The area immediately outside the station entrance should be provided as a public transport interchange facility Impact of Park and Ride facilities An alternative location for station-related car parking should be sought that is not located between the station entrance and the Town Centre. Alternatively the station should be relocated (as described above) to connect to the town centre with the car parking remaining on the periphery of the centre. Page 9

15 Appendix A CV

16 A1 Phil Carter CV Page A1

17 Phil Carter Phil is an urban and transport planner within the wider Planning team in Melbourne. Phil brings over 13 years experience gained through his time living and working in Australia, the United States and the United Kingdom. Phil has been involved in a wide range of master planning and transportation projects both in Australia and abroad having gained experience working with strategic planners, urban designers and architects. Profession Urban and Transport Planner Current Position Associate Joined Arup 2007 Years of Experience 13 Qualifications BA, Planning Studies (Honors), Oxford Brookes University, 1998 MA, Cities as Systems, University of British Columbia, (underway) Professional Associations Member of the American Planning Association (APA) Chartered Member, The Planning Institute of Australia (CPIA) Member of the Institute of Highways and Transportation (MIHT) Academic Guest lecturer for the Melbourne University Architecture Masters course Urban Design studio. Phil s interest lies in the integration of technical disciplines to help design unique urban spaces. This can be the combination of planning, technology and engineering delivered through a master plan or urban design project. Phil s recent experiences have been in stations, campuses and major event hubs with an aim of revitalising the area, encouraging visitation and extending length of stay. Phil s technical background is in the areas of transport planning, smart streets and city systems and integrating with land use planning. Phil works with a range of clients and stakeholders from federal, state and local agencies to the private sector. Key to all of these projects is the ability to provide international best practice for the delivery of sustainable solutions. Phil provides a range of technical roles including transport planning, transport modelling and sustainable transport advice with a focus on project management of significant projects.. Sayers Road Precinct Master Plan, Melbourne, Victoria, Australia Phil leads the multi-discipline input into the development of the Sayers Road Precinct Structure Plan that is being developed for the City of Wyndham in Melbourne. This growth area location is subject to significant development pressures including becoming a regional recreation centre, future major activity centre and new station hub for the Regional Rail Link. Arup s roles include transport, infrastructure and sustainability advice. Auckland Airport Transport Strategy, Auckland, New Zealand Phil is project manager and technical lead for this wide-reaching strategy to manage and improve access to the airport region. The project is a multi-modal approach for the airport identifying and prioritising where improvements to the network should be made and which modes of transport need additional support to encourage C:\USERS\PHIL.CARTER\DESKTOP\LOCAL RESUMES\CARTER_PHIL_NOVEMBER 2013_TRANSPORT PLANNING.DOCX

18 greater use. This project is on-going. Northlink Strategic Planning, Melbourne, Victoria, Australia Phil provided transport advice and facilitated workshops with key Government CEOs, operators and stakeholders for the development of the Northlink Strategy on behalf of several Local Authorities and key land holders in Melbourne s Northern Suburbs. Melbourne Airport Master Plan, Melbourne, Victoria, Australia Phil provided concept design input into the transport operation for the Terminal 2 Forecourt and kerb management for the Melbourne Airport Master Plan. Phil s role involved working with the architect and engineering team to develop working solutions to present to the Airport client. The Master Plan will develop the facilities to enable expansion and improve the user experience. Melbourne & Olympic Park Regeneration Project, Melbourne, Australia Phil was the Project Manager for this significant project delivering multi-disciplined technical advice to the master plan process. Working directly for the appointed architects, the project is governed by a range of stakeholders including a range of state agencies, tenants and land managers. Phil provides traffic, transport and pedestrian planning advice whilst coordinating the overall Arup input. La Trobe University Master Plan, Melbourne, Victoria, Australia Phil led the multi-discipline input into the development of the La Trobe University Master Plan. Arup provided ESD, Ecology, Transport and Civil Infrastructure advice in to the overall design process. The project involved developing a 30-year plan for the University to accommodate planned growth, emphasise the site s unique characteristics and values, and position the University campus as a leading centre for tertiary education in Melbourne. Google Campus Mobility Strategy, Mountain View, CA, USA Phil provided on-going transportation concept and analysis advice to the campus planning design team at Google s Headquarters in Mountain View, California. This role involved developing and testing potential on-campus and to-campus transport concepts for the campus retrofit plan. A wide range of innovative concepts were developed with the Google-preferred options being subsequently tested through a pilot program. The Gosford Challenge, Gosford, New South Wales, Australia Philip is providing transport and mobility advice to the master plan process for this area of New South Wales that is seeking to deliver real change for this underperforming town. Located on the coast, this town has suffered from poor planning and investment and is now subject to an intense master planning process driven by Cox Partners. Philip has been brought on to deliver transport advice to inform the design process.

19 Lower Manhattan Street Management Project, New York, NY, USA Phil provided technical advisory input into a range of projects currently underway for New York City Department of Transport. Arup is currently involved in range of research, pilot scheme and design scheme projects with NYCDOT to which Phil provides transport planning advice. University of Maryland Transport Master Plan, College Park, MD, USA Phil led the development of a tailored transit demand model for the University s Facilities Master Plan Update. The model involves the use of survey and census population data to identify existing demand for a transit as well as future opportunities that can maximize patronage. The model will be used to help determine the optimum use of funding to reach the widest population of students and faculty. Smart Streets Pittsburgh, Pittsburgh, PA, USA Phil was Project Manager for this innovative project that aims to revitalise the urban realm that serves the large number of people present in the adjacent universities and hospitals. The project is introducing a range of wayfinding, streetscape, and urban design improvements anchored around a new central landscaped plaza that will feature a large interactive multimedia wall that will be a canvas for local artists, free wifi, intelligent street lighting and soundscapes. Euston Station High Speed Rail Project, London, UK Phil led the Transport Assessment for a large terminus station for a potential High Speed Rail project in the UK IN The project required the extensive strategic and local public transport and highway modelling to inform the comprehensive multi-modal assessment of the likely impacts. The Coburg Initiative, Melbourne, Australia Phil provided the Arup lead role for traffic and transport input into the bid and subsequent master plan stage of The Coburg Initiative. The project includes a significant Microsimulation project focusing on the interactions between pedestrians, vehicular traffic, the at-grade rail crossing and the tram and bus services that share the road space. Phil provided transport planning and engineering advice to the Equiset team throughout the process. Melbourne & Olympic Park Regeneration Project, Melbourne, Australia Phil was the Project Manager for this significant project delivering multi-disciplined technical advice to the master plan process. Working directly for the appointed architects, the project is governed by a range of stakeholders including a range of state agencies, tenants and land managers. Phil provides traffic, transport and pedestrian planning advice whilst coordinating the overall Arup input. Washington Avenue Corridor Study, Houston, TX, USA

20 Phil was Project Manager and lead transport planner for an innovative corridor study seeking to redefine how the vibrant Washington Avenue corridor functions and serves the various residents and businesses along it. The central theme of the project is a bespoke Accessibility model that measures multi-modal access and allows proposed projects to be rated on their impacts for pedestrian, vehicle and transit accessibility. Smith Street Integrated Transport Strategy, City of Yarra, Australia Lead consultant developing an integrated transport strategy for Smith Street Activity Centre for the City of Yarra Council. Philip s role involved developing the strategy to balance increasing transport demands from a growing population whilst maintaining and enhancing the streetscape of Smith Street. This project proposed innovative transport infrastructure solutions to respond to the changing demands of this vibrant shopping and dining destination Integrated Transport Strategy, Darebin, Australia Philip led the development of the transport strategy which involved an unprecedented level of government agency involvement with representatives from DOI, DSE, VicRoads, DVC and others. The role involved presentations, workshops, research, writing the strategy and consultation with stakeholders. Cranbourne East and Cranbourne West, Growth Area Planning, Australia Philip provided the transport planning and engineering advice to the design team syndicate for the two growth areas in the south-east of Melbourne. Philip s role was to advocate for sustainable solutions and achievable outcomes for the new developments. The role involved working with key interest groups and liaising with Agency representatives to gain buy-in to the process. Dandenong Access and Mobility Plan (DAMP), Dandenong, Australia Philip worked as part of a syndicate to deliver an urban design masterplan for the central Dandenong area. The project involved developing an access and mobility plan to consider walking, cycling and public transport as a priority. Philip was involved in delivering the project which included development of the scheme and reporting and presenting the findings. Victoria Street Structure Plan, Richmond, Australia Led the transport structure plan development working with Council to promote improvements in public transport, cycling and walking. The scheme involved the delivery of an area-wide framework document and a series of site specific solution design schemes. The process involved presentation of the proposals to key stakeholders and representing Council at priority development panel hearings. Whitehorse Cycle Strategy, City of Whitehorse, Australia*

21 Led the project to develop a framework strategy for the entire metropolitan area of Whitehorse. The process involved significant consultation with the public and key stakeholders. Additionally, a series of saddle surveys were undertaken providing first-hand experience of the existing cycling facilities. The framework document identifies a series of cycle improvement schemes in response to the results from the consultation to be implemented throughout Whitehorse over the coming 10 years.