Shopping streets are public places, the core of 20-minute neighbourhoods, where we as a community build wealth, access goods and services, meet and socialise. They also act as transport corridors, moving people between suburbs. Our challenge is to make our shopping streets better for business by attracting regular, repeat patronage from local residents.

Proposed design

We advocate for Yarra’s shopping streets to be upgraded with wider footpaths, bicycle lanes, level access tram stops and more trees; cars share a lane with trams and shoppers park on side streets. For our 20 metre wide tram-based shopping streets, we call this the ‘Melbourne Shopping Street’ reference design.

Existing and proposed layout for Swan Street. Image credit: Streets Alive Yarra.

Place making

The ‘Melbourne Shopping Street’ reference design delivers more place making than existing conditions, with wider footpaths and more trees.

Place making on a shopping street. Image credit: OCULUS.

Movement

The ‘Melbourne Shopping Street’ reference design offers more ‘movement’ capacity than existing conditions, because it prioritises the two modes with the highest people carrying capacity – trams and cycling. Other possible street layouts carry fewer people, because trams are slowed by cars and because a sub-standard bicycle lane won’t attract many people. Our ‘better for trams‘ describes how trams can travel faster when cars can’t overtake, and the best-practice bicycle lane transports more people than either a parking lane or a peak-hour car lane.

Source: VicRoads

Parking

The ‘Melbourne Shopping Street’ reference design offers more parking for shoppers than existing conditions, by using the first 5-10 bays on each side street (i.e. this is more metered parking for shoppers than was previously directly on the street). Combined with the improved place making, the outcome is better for business.

Image credit: Revitalize, or Die

Safety

The ‘Melbourne Shopping Street’ reference design delivers a safer environment for all users, and aligns well with Safe System, as shown by Safe System assessments conducted by both VicRoads and Streets Alive Yarra.

Safe System assessments of various options for 20 metre wide tram-based shopping streets.

Built form

The ‘Melbourne Shopping Street’ reference design aligns with the ‘Linear Barcelona Model’ as proposed in ‘Transforming Australian Cities’:

Excerpt from the proposed design and development overlay (DDO) for transport corridors, from ‘Transforming Australian Cities’

Dimensions

Cross-sectional dimensions of the ‘Melbourne Shopping Street’ reference design are shown below:

Cross sectional view of a 20 metre wide tram-based ‘Melbourne Shopping Street’. Image credit: Streets Alive Yarra & Streetmix.

Proposed trial

We suggest that the ‘Melbourne Shopping Street’ reference design can be trialled on Brunswick Street, which is a 100% council controlled street. Download and read our full proposal:

Alignment with ‘Soft City’

The ‘Melbourne Shopping Street’ reference design is similar to Vesterbrogade in Copenhagen, described in the book ‘Soft City‘ as a busy thoroughfare that accommodates a great diversity of users. The ‘Melbourne Shopping Street’ reference design differs only by the removal the central 0.5 m traffic island and the addition two rows of trees, made possible by Yarra’s slightly wider (20 m vs 19 m) tram-based streets.

Image credit: Soft City

Examples from Amsterdam

This photo shows a tram-based street in Amsterdam, with space for trees, protected bicycle lanes and wide footpaths.

Image credit: Chris Bruntlett

This video shows Ferdinand Bolstraat in Amsterdam, a thriving tram-based shopping street that also moves many people. The ‘Melbourne Shopping Street’ reference design is similar, but with two tram/car lanes instead of one.

Detailed designs

The following pages describe specific streets in more detail:

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