Doyle oversaw a stagnant bicycle budget and briefly advocated for such retrograde ideas as returning cars to Swanston Street. There were a few notable exceptions, such as Latrobe Street, but for the most part the City of Melbourne has been building painted bicycle lanes that do little to encourage people to get on their bikes.

The 2016 census delivered an emphatic verdict on Doyle’s painted bike lanes. The percentage of people who live in the inner suburbs and use active transport to get to work in the city has flatlined. You might see more bikes on the road but these numbers are not keeping up with Melbourne’s astronomic population growth.

While Melbourne stood still such cities as New York, Paris, and London leapt ahead, ditching paint and building extensive networks of protected bicycle lanes. These cities have learnt that active transport infrastructure is essential to remain globally competitive.

The council’s new discussion paper on cycling is aimed at turning Melbourne around. Its survey of inner Melbourne commuters revealed why Doyle’s paint wasn't working. It found that only 22 per cent feel confident enough to ride on a painted bicycle lane. If we provide protected infrastructure, 83 per cent would give cycling a go. With so few able to access their work on comfortable routes, it's no wonder Melbourne is falling behind.

The paper suggests fully protected cycle ways radiating out in all directions from the city. Protected lanes would extend all the way to the intersection, rather than disappearing where they are needed most. Young and old could cycle around our great city without fear from traffic.