There is a short article in The Age today about the scheme to revive the Docklands, Melbourne’s notoriously unsuccessful waterfront development, with temporary shops. The scheme is managed by Renew Australia, who founder, Marcus Westbury, has a longish think piece on his blog about the progress so far. Very interesting piece, although with a slight error worth correcting: Docklands isn’t really a testimony to the problems of masterplanning, because there was no masterplan for the Docklands. As even Wikipedia knows, Docklands was developed with the minimum possible coordination between the different developers and their building plans – in fact, only insomuch as to make sure there would be infrastructure, because (in a wonderful summary of what it means when a ‘small government’ doesn’t interfere with citizen freedoms)
It did not take long for the realisation that the lack of government coordination in infrastructure planning would create problems. Developers would not invest into public infrastructure, where benefits would flow on to an adjacent property. This was corrected by allowing developers to negotiate for infrastructure funding with the government. The Docklands Village precinct was planned for a residential and commercial mixed development, but, in late 1996, that plan was scrapped when it was announced a private football stadium would be built on the site. The site was chosen for its easy access to the then Spencer Street Station (now Southern Cross Station), and it was intended to be an anchor for the entire project and provide for a clear signal to the long awaited start of the Docklands project. However, this would create a huge barrier between the City and Docklands.
On one level, it’s hilarious that the Docklands authorities are now employing the power of creative makers to rejuvenate the failed redevelopment. Remember what was there before the redevelopment? Oh, yeah: hugely popular underground dance parties. Wow, maybe that didn’t really need to go…
Meanwhile, Alan Davies reports that the cement truck driver who killed a cyclist in Brisbane in 2011, when he attempted to take over without changing into the right lane has been found not guilty. The cyclist was struck by the rear wheel of the truck. His helmet was shattered, and his body, found 25m down the road, had to be disentangled from his mangled bike. The lane which was asked to contain the cyclist and a cement truck was 3.1-3.6m wide, thus slightly wider than the recommended width of a two-way bike path in Victoria.
However, the Australian society apparently doesn’t think this kind of driving is a problem.
Meanwhile, in The Conversation, emergency doctor argues that helmet protection is absolutely necessary for cyclists. Apparently, studies of cyclists brought into emergency hospitals show that the ones wearing helmets survived more & better than the ones that didn’t. Sure. You could make the same argument for pedestrian armour ®. But no one ever, ever, researches cyclist deaths and injuries in Australia by looking at how many involved collision with a motorised vehicle. Say, a cement truck pushing for space in the same lane.
The idea that motor vehicles might be the really important part of the public health issue here just seems so far from anyone’s agenda. No wonder Australian cyclists often speak in such enraged tone. Different European countries have legislated minimum safe distance that cars need to take from cyclists, as well as automatic assumption of driver guilt, should a car strike a pedestrian or cyclist. The commenters under the helmet article point out that probably saved more lives than any mandatory or non-mandatory helmet. Because I would like to know how many lethal cycling accidents in Australia DO NOT involve a motorised vehicle.