Draft Hunters Hill Bike Plan Municipality of Hunters Hill Final Draft Report
Prepared by: GTA Consultants (NSW) Pty Ltd for Municipality of Hunters Hill on 25/08/2020 Reference: N189290 Issue #: A Hunters Hill Bike Plan Municipality of Hunters Hill Final Draft Report
Client: Municipality of Hunters Hill
on 25/08/2020
Reference: N189290
Issue #: A Final Draft
Quality Record Issue Date Description Prepared By Checked By Approved By Signed
A 25/08/2020 Final Draft Liam Clark Volker Buhl Volker Buhl
© GTA Consultants (NSW) Pty Ltd [ABN 31 131 369 376] 2020 The information contained in this document is confidential and intended solely for the use of the client for the purpose for which it has been prepared and no representation is made or is to be implied as being made to any third party. Use or copying of this document in whole or in part without the written permission of GTA Consultants constitutes an infringement of copyright. The intellectual property Melbourne | Sydney | Brisbane contained in this document remains the property of GTA Consultants. GTA Report Adelaide | Perth
CONTENTS
1. Introduction 1
1.1. Introduction 1 2. Background Review 2
2.1. Regional Context 2 2.2. Hunters Hill 6 3. Existing Conditions 9
3.1. Key Land Use and Locations 9 3.2. Travel Patterns and Journey to Work 11
3.3. Safety 13 3.4. Topography 14
3.5. Existing Cycling Facilities 16 4. Stakeholder Engagement 25
4.1. Community Consultation 25 4.2. Engagement with Adjoining Councils 27 5. Strategic Route Network 28
5.1. Introduction 28 5.2. Principles for Cycling Routes and Facilities in Hunter’s Hill 29
5.3. Proposed Strategic Routes 30 5.4. Future Route Network 58 6. Action Plan 60
6.1. Work Program 60 6.2. Standard Cycleway Treatments 70 6.3. Wayfinding Strategy 72
Figures Figure 2.1: 2018 Principal Bicycle Network 3 Figure 2.2: 2056 Principal Bicycle Network 4 Figure 2.3: City of Ryde Proposed Cycle Network 5 Figure 2.4: 2004 Bike Plan – Proposed Routes 7 Figure 2.5: Hunters Hill Bike Route 8
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Figure 3.1: Key Destinations Map 10 Figure 3.2: Method of Travel to Work 12 Figure 3.3: Bicycle Mode Share Across Time 13 Figure 3.4: Bicycle Crashes in Hunters Hill 13 Figure 3.5: Hunters Hill Topography 14 Figure 3.6: Mount Street 15 Figure 3.7: Existing Cycling Facilities (2020) 16 Figure 3.8: Shared Path at Tarban Creek 17 Figure 3.9: Cracked Shared Path at Hunters Hill High School 17 Figure 3.10: Satisfactory Linemarking at Alexandra Street 18 Figure 3.11: Unsatisfactory Linemarking at Waruda Place 18 Figure 3.12: Wayfinding at Tarban Creek 19 Figure 3.13: Wayfinding at Rose Street 19 Figure 3.14: Bike racks at ferry wharves 20 Figure 3.15: Burns Bay Road crossings 21 Figure 3.16: Fig Tree Bridge shared path 21 Figure 3.17: Gladesville Bridge tunnel 22 Figure 3.18: Bicycle route to and from Gladesville Bridge 22 Figure 3.19: Gladesville Bridge shared path 23 Figure 3.20: Wayfinding at Ashburn Place 23 Figure 3.21: PS-2 Bicycle Symbols at Ryde Road 24 Figure 4.1: Response Categories 25 Figure 5.1: Key Destinations 28 Figure 5.2: Proposed Strategic Route Network 31 Figure 5.3: Route HH1 33 Figure 5.4: HH1 Section 1 – Hunters Hill Village to Mount Street 33 Figure 5.5: Street objects at Ryde Road 34 Figure 5.6: Removal of Burns Bay Road slip lanes 35 Figure 5.7: Alexandra Street – Mount Street – The Avenue Concept Intersection Layout 36 Figure 5.8: HH1 Section 2 – Mount Street to Toocooya Road 37 Figure 5.9: HH1 Section 3 – Toocooya Road to Vernon Street 38 Figure 5.10: HH1 Section 4 – Vernon Street to Marist Sisters’ College 39 Figure 5.11: HH1 Section 5 – Marist Sisters’ College to Woolwich Wharf 40 Figure 5.12: Route HH2 41 Figure 5.13: HH2 Section 1 – Buffalo Creek Reserve Playground to Pains Road 42 Figure 5.14: Completed shared path at Pittwater Road 42 Figure 5.15: Construction of a shared path at Pittwater Road (June 2020) 43 Figure 5.16: HH2 Section 2 – Pains Road to Princes Road 43
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Figure 5.17: HH2 Section 3 – Pittwater Road to Ryde Road 44 Figure 5.18: Slow point at Farnell Street 45 Figure 5.19: HH2 Section 4 – Farnell Street to Milling Street 45 Figure 5.20: HH2 Section 5 – Augustine Street to Gladesville Road 46 Figure 5.21: HH2 Section 6 – Rocher Avenue to Ryde Road 46 Figure 5.22: Route HH3 47 Figure 5.23: HH3 Section 1 – Victoria Road to Makinson Street 48 Figure 5.24: Speed hump at Makinson Street 49 Figure 5.25: Example of contra-flow bicycle lane designated by signs only 49 Figure 5.26: Refuge island at Massey Street 50 Figure 5.27: HH3 Section 2 – Makinson Street to Tarban Creek Reserve 50 Figure 5.28: HH3 Section 3 – Tarban Creek Reserve to Waruda Place 51 Figure 5.29: HH3 Section 4 – Waruda Place to Huntleys Point Wharf 51 Figure 5.30: HH3 Section 4 52 Figure 5.31: Regional Route Interchange 53 Figure 5.32: RR Interchange Visionary Option - Satellite 54 Figure 5.33: RR Interchange Visionary Option - Panorama 54 Figure 5.34: Route RR1 Section 1 55 Figure 5.35: Route RR1 Section 2 55 Figure 5.36: Shared path on Victoria Road, Rozelle 56 Figure 5.37: Route RR2 Section 1 57 Figure 5.38: Burns Bay Road (South) – Space for Off-Road Path 57 Figure 5.39: Burns Bay Road (North) – Space for Off-Road Path 58 Figure 5.40: Future Cycling Network 59 Figure 6.1: Example of Road Hump Cycle Bypass (no zebra crossing) 61 Figure 6.2: Example of Road Hump Cycle Bypass (with zebra crossing) 62 Figure 6.3: Example of Raised Mid-Block Pavement 62 Figure 6.4: Proposed Bicycle Lanterns 64 Figure 6.5: Mary Street and Gladesville Road intersection – concept 65 Figure 6.6: Example of a separated bike lane at Wilson Street, Newtown 67 Figure 6.7: Massey Street and Venus Street intersection – concept 67 Figure 6.8: Shared Path at Kelso Park North, Panania 70 Figure 6.9: Separated Bi-Directional Cycleway Cross Section 71 Figure 6.10: Separated Bi-Directional Cycleway at Kent Street, Sydney 71 Figure 6.11: Bicycle Regulatory Signage 72 Figure 6.12: Example of Bicycle Wayfinding Signage 74 Figure 6.13: Sign Types 76 Figure 6.14: Hunters Hill Route Junctions 77
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Figure 6.15: Route HH3 Key Wayfinding Points 78 Figure 6.16: Route HH3 Fingerboard Signage Example 79
Tables Table 2.1: North District Plan – Cycling-related Actions 2 Table 2.2: Sydney Green Grid – Hunters Hill-related Opportunities 4 Table 2.3: City of Ryde Bicycle Strategy Routes 5 Table 3.1: Description of Key Destinations 10 Table 4.1: Consultation Responses 26 Table 5.1: Strategic Routes 32 Table 6.1: Route HH1 Works 60 Table 6.2: Route HH2 Works 63 Table 6.3: Route HH3 Works 66 Table 6.4: Loop and Loop Connection Works 68 Table 6.5: Regional Route Interchange Works 69 Table 6.6: Summary of Works 69 Table 6.7: Cycle Routes and Sign Types Used on Each Route Type 75 Table 6.8: Route HH3 Wayfinding Sign Schedule 78
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INTRODUCTION
1. INTRODUCTION
1.1. Introduction GTA Consultants (GTA) has been commissioned by the Municipality of Hunters Hill to prepare a Bike Plan for the Hunters Hill Local Government Area. As a result of extensive consultation with stakeholders in the early 2000s, a strategic Bike Plan was published in 2004. As this document is now sixteen years’ old, a review is required to ensure that Council’s efforts are appropriate to the current planning and cycling infrastructure context. Beyond this review, the key objects of this commission are to: • Develop the updated Bike Plan, taking into account Council’s priorities, stakeholder input and the auditing of the existing cycleway network with reference to Council’s renewable roads program. • Develop a network of bicycle routes to meet the current and future community’s needs including route maps, concepts etc. • Identify any pinch points, intersection design issues or other site specific items and provide sketch plans of potential remedies. • Develop a cohesive bike network complementing existing facilities and providing consistent, logical links to regional routes and local destinations. • Align the Bike Plan and actions with NSW Government plans and strategies • Align the Bike Plan with NSROC Transport Strategies and neighbouring Councils’ Bike Plans • Align with Council’s Local Strategic Planning Statement (LSPS) • Provide an understanding of the cycling context in Hunters Hill and the connecting area • Prepare a 4 year priority list of works, based on Council’s forecasted budgeting • Prepare a preliminary 5 to 10 year list of works, including indicative costings; and • Audit the current condition and compliance with standards and guidelines of Council’s existing bicycle network.
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BACKGROUND REVIEW
2. BACKGROUND REVIEW
2.1. Regional Context
2.1.1. The Greater Sydney Region Plan (2018) and North District Plan (2018) A Metropolis of Three Cities -The Greater Sydney Region Plan by the Greater Sydney Commission establishes a 40-year strategic land use plan for Sydney. The plan was developed concurrently with Future Transport Strategy 2056 prepared by Transport for NSW, which aims to deliver better connectivity and accessibility for the residents of Greater Sydney. The land use vision for Greater Sydney is a metropolis of three cities; the Eastern Harbour City (Sydney CBD), the Central River City (Greater Parramatta) and the Western Parkland City (around the new Western Sydney Airport).
Sitting underneath the Greater Sydney Region Plan is the North District Plan. It presents a 20-year plan to manage growth in the context of economic, social and environmental matters to achieve the 40-year vision for Greater Sydney. It contains the planning priorities and actions for implementing the Greater Sydney Region Plan at a district level and is a bridge between regional and local planning.
The North District Plan classifies the urban environment into three categories: Metropolitan City Centre, Strategic Centre and Local Centre. Here, the Harbour CBD is the metropolitan city centre for the entire Eastern Harbour City. Chatswood, St Leonards and Macquarie Park are the North District’s strategic centres nearest to Hunters Hill, while Rhodes and Burwood are also strategic centres in the adjoining Eastern City District. Lane Cove, Ryde, North Ryde and Drummoyne are nearby local centres, and Gladesville and Boronia Park are the two local centres within the Hunters Hill Local Government Area. Consistent with Future Transport Strategy 2056, one of the key elements of the Greater Sydney Region Plan and North District Plan is the vision of a 30-minute city which aims to provide transport infrastructure and services that enable people to reach their nearest Metropolitan City Centre within 30 minutes, seven days a week. The plan identifies several actions relevant to the Hunters Hill Bike Plan, listed in Table 2.1.
Table 2.1: North District Plan – Cycling-related Actions
No. Action
Deliver healthy, safe and inclusive places for people of all ages and abilities that support active, resilient and 11b socially connected communities by prioritising opportunities for people to walk, cycle and use public transport.
Prioritise infrastructure investments, particularly those focused on access to the transport network which enhance 25c cycling connectivity within 5 kilometres of strategic centres or 10 kilometres of the Harbour CBD.
Progressively refine the detailed design and delivery of walking and cycling links for transport as well as leisure and 72c recreational trips.
Maximise the use of existing open space and protect, enhance and expand public open space by providing 73g walking and cycling links for transport as well as leisure and recreational trips.
2.1.2. Future Transport Strategy 2056 (2018)
The Future Transport Strategy 2056 (Future Transport) is a 40-year strategy for Sydney and regional NSW prepared by Transport for NSW. Apart from Victoria Road public transport improvements within the 0-10 year timeframe, the plan does not include any other specific initiatives located within the Hunters Hill LGA.
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BACKGROUND REVIEW
However, the Future Transport Strategy 2056 introduces the Principal Bicycle Network (PBN) for Greater Sydney, recognising that a comprehensive Sydney-wide cycling network will be critical in delivering 30- minute cities. The 2018 map in Figure 2.1 shows that the current extent of the Principal Bicycle Network does not involve any links to, from or within the Hunters Hill LGA.
Figure 2.1: 2018 Principal Bicycle Network
Source: Future Transport Strategy 2056 The 2056 Principal Bicycle Network envisages Tier 1 routes on Victoria Road, Ryde Road and a dog-leg towards East Ryde on Farnell Street, Princes Street and Pittwater Road. The PBN also includes a Tier 1 route on the western side of Burns Bay Road towards Lane Cove West and a Tier 2 link on the eastern side of Burns Bay Road towards Riverview. The 2056 PBN routes within the Hunters Hill LGA are shown in Figure 2.2.
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BACKGROUND REVIEW
Figure 2.2: 2056 Principal Bicycle Network
2.1.3. Sydney Green Grid – North District Spatial Framework (2017)
“The Greater Sydney Green Grid is a multi-layered map of Sydney’s urban green infrastructure network, including recreational, ecological and hydrological elements. Having established the existing infrastructure, the Government Architect’s North District Spatial Framework articulates a series of future projects and priorities for the North District. Involving Hunters Hill, the plan highlights the following active transport-related opportunities.”
Table 2.2: Sydney Green Grid – Hunters Hill-related Opportunities
Opportunity Project Type Description
Enhance key open spaces along the Lane Cove Lane Cove River and Lane Cove Ecological Lands River foreshores to create a range of unique National Park recreational experiences.
Parramatta River and Sydney Complete the missing links along the northern Waterway Corridor Harbour Foreshore Parramatta River foreshore.
Provide walking, cycling and urban greening to Lane Cove and Artarmon Green Urban Centre Street Links link the urban centres of Gladesville, Boronia Street Links Park, Lane Cove and Artarmon.
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BACKGROUND REVIEW
2.1.4. City of Ryde
The City of Ryde is important for cycleway development in Hunters Hill, as it shares an immediately adjoining land border with the Municipality of Hunters Hill. The City of Ryde Bicycle Strategy (2014) identifies three regional routes and two local routes that directly interface with Hunters Hill:
Table 2.3: City of Ryde Bicycle Strategy Routes
Route name Hierarchy Description
North Ryde to Gladesville Regional route Via Pittwater Road.
Via Corunna Road, North Road, Eulo Parade, Kuppa Road, Buffalo Epping to Hunters Hill Regional route Road and Ryde Road.
Via Wharf Road, Lancaster Avenue, Parramatta Valley Cycleway, Parramatta Valley Cycleway Regional route Waterview Street, Delange Street, Pelliser Road, Jetty Road, Morrison Road, Meriton Street and Ashburn Place.
Via Bowden Street, Squire Street, Sutherland Avenue, Yerong Street, Morrison Road, Bremner Park/Mallee Reserve paths, West Ryde to Gladesville Local route Warner Street, Osgathorpe Road, Victoria Road and Westminster Road.
Via Mallee Reserve path, Tyagarah Street, Potts Street, Victoria Tennyson to Gladesville Local route Road, Cressy Road, Higginbotham Road and Thompson Street.
The proposed Ryde cycle network, in relation to the existing facilities in Hunters Hill, is shown in Figure 2.3.
Figure 2.3: City of Ryde Proposed Cycle Network
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BACKGROUND REVIEW
Additionally, public domain priority areas for bicycle parking are identified along Victoria Road towards the Gladesville town centre, as well as Pittwater Road in the Boronia Park centre.
2.1.5. City of Canada Bay
The Strategic Review of the Canada Bay Bike Plan (2014) identifies the Victoria Road off-road shared path on the Gladesville Bridge as an existing route. It connects into two other main routes – the Bay Run towards Rodd Point and the incomplete River Run towards Chiswick. Gladesville Bridge is the only link between the Municipality of Hunters Hill and City of Canada Bay. While a cycling facility already exists on that link, further work is required within Hunters Hill to connect the two local government areas.
2.1.6. Lane Cove Council
Similar to the City of Canada Bay, Lane Cove Council is only accessible via Hunters Hill from one entry point – Burns Bay Road on Fig Tree Bridge, across the Lane Cove River. While there is an existing off-road shared path on the eastern side of Fig Tree Bridge, facilities on Burns Bay Road to the north are incomplete. The Lane Cove Bike Plan (2019) identifies the extension of this facility as a short-term priority (1-5 years), proposing a 1.5km 3.0m wide off-road shared path. Similar to the conditions at the Gladesville Bridge, cycling access in Hunters Hill to the Fig Tree Bridge connection can be improved.
2.2. Hunters Hill
2.2.1. Local Strategic Planning Statement (2020)
Recent amendments to the Environmental Planning and Assessment Act 1979 (the Act) require the Municipality of Hunters Hill to review its current Local Environmental Plan (LEP) and prepare a revised LEP in the near future, to address the requirements in the North District Plan. The Act also requires Council to undertake the review in a strategic manner, by developing a Local Strategic Planning Statement (LSPS) that sets out the community’s 20-year vision for land-use in the local area and how change will be managed into the future.
The Municipality of Hunters Hill’s Draft LSPS includes multiple objectives concerning the future of cycling in the LGA. Action 7.2 states that Council will “Investigate the provision of active transport options (bicycles/walking), to support improved connections to local centres and public transport nodes (ferries and buses) and throughout Hunters Hill for recreation, health and wellbeing.”
2.2.2. Community Strategic Plan (2018)
The Hunters Hill Community Strategic Plan (CSP) – Your Vision for Our Future 2018-2028 – identifies the themes, goals and strategies that will provide direction for the delivery of outcomes to 2028 based on community engagement. The CSP notes that well designed, safe, convenient and regularly maintained paths are critical to promote cycling as a viable alternate transport option. To translate the community’s concern for well-maintained active transport facilities into an accountable target, the CSP designates the ‘increase in satisfaction with footpath/cycle paths’ and ‘increase in satisfaction with local roads and cycleways’ as key performance indicators.
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BACKGROUND REVIEW
2.2.3. Hunters Hill Bike Plan (2004)
The preceding Hunters Hill Bike Plan, issued in 2004, proposed a series of works to further encourage cycling across all user groups, including commuters, school children, recreational riders and tourists. Separated into five stages across an implementation period of seven years, both off-road shared paths and on-road facilities were proposed to create a comprehensive cycling network. However, in the sixteen years since the Plan, only a small proportion of the proposed works have been delivered.
Figure 2.4 shows the entirety of the proposed network, highlighting the sections that have been delivered. The completed works, combined with pre-existing facilities, formed the Hunters Hill Bike Route. Depicted in Figure 2.5, this circular route provides a six kilometre ride mainly for recreational riders. It should also be noted, that due to steep gradients across the Local Government Area, the Hunters Hill Bike Route is suggested to be conducted in an anti-clockwise direction.
Figure 2.4: 2004 Bike Plan – Proposed Routes
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BACKGROUND REVIEW
Figure 2.5: Hunters Hill Bike Route
Source: Hunter’s Hill Council
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EXISTING CONDITIONS
3. EXISTING CONDITIONS
3.1. Key Land Use and Locations
3.1.1. Overview
The Municipality of Hunters Hill is in the inner north west of Sydney and extends up to 8 km from the Sydney CBD. It is bounded by the City of Ryde to the north and west, Lane Cove River in the east, and Parramatta River in the south. The Municipality of Hunters Hill includes the suburbs of Hunters Hill, Huntleys Point, Huntleys Cove, Woolwich, Henley and Gladesville (part).
3.1.2. Key Destinations
For the purpose of this bike plan, twelve main points of interest as potential cycling destinations within the Municipality of Hunters Hill have been identified. This includes the Gladesville town centre, the Gladesville Hospital precinct, as well as the Boronia Park, Hunters Hill, Garibaldi and Woolwich (shopping) villages as the key precincts listed in the Local Strategic Planning Statement. The Local Government Area also contains four high schools – St. Joseph’s College, Hunters Hill High School, Riverside Girls High School and Marist Sisters’ College. A number of primary schools are also located in the LGA and while older primary school students (year 5 and 6) are certainly able and encouraged to use cycling as to get to school, primary schools have not been identified as key destinations in this version of the bike plan. Finally, the Huntleys Point Wharf and Woolwich Wharf are important nodes for commuter and recreational cyclists accessing the Sydney Ferries network.
It is acknowledged that other points of interest exist within the Municipality of Hunters Hill, such as the Woolwich Baths and Hunters Hill Town Hall. However, as they do not attract the same volume of visitors throughout the week they are not included in the list of key destinations for the purpose of this Bike Plan. The key destinations are shown in Figure 3.1 with a brief description of each area provided in Table 3.1.
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EXISTING CONDITIONS
Figure 3.1: Key Destinations Map
Table 3.1: Description of Key Destinations
Key Location Description
Classified as a local centre in the North District Plan, the Boronia Park Village is a small centre located on the border of the Municipality of A Boronia Park Village Hunters Hill and City of Ryde. Urban renewal towards a low-rise, high amenity neighbourhood centre has begun as some key properties are in the process of redevelopment.
The Gladesville Town Centre is the LGA’s primary commercial centre, containing both the Gladesville Shopping Village and retail along Victoria Road’s active street frontage. It is envisaged that the B Gladesville Town Centre shopping centre will be redeveloped as a mixed-use urban centre, providing higher density residential apartments along with renewed retail spaces. In addition to Boronia Park Village, it is designated a local centre in the North District Plan.
The former Gladesville Hospital is currently the site of the Giant Steps educational centre for children with autism, as well as several other minor health-related land uses. The Municipality of Hunters Hill C Gladesville Hospital Precinct intends see the site evolve through adaptive re-use into an innovation precinct with renewed public spaces, but this will require coordination with the NSW State Government.
A secondary, public day school for girls. Its enrolment is D Riverside Girls High School approximately 1,000 students (2020).
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EXISTING CONDITIONS
Key Location Description
Huntleys Point Ferry Wharf is located on the northern side of E Huntleys Point Wharf Parramatta River in the suburb of Huntleys Point. It services the F3 Line between Circular Quay and Parramatta.
An independent Roman Catholic single-sex secondary day and F St. Joseph’s College boarding school for boys. It currently caters for approximately 1,100 students (2020).
Hunters Hill Village is a local centre within the centre of the LGA, containing retail, restaurants and cafés, health-related services, and a G Hunters Hill Village concentration of aged housing facilities. Already in the process of urban renewal, this process is expected to continue as further buildings are redeveloped into 2-3 storey mixed-use.
A public, secondary, co-educational day school. It caters for up to H Hunters Hill High School 600 students (2020).
Along with Woolwich Corner Village, Garibaldi Village Square is one of two ‘corner shops’ in the LGA. With significant heritage, it is planned I Garibaldi Village Square that the site retains its low-scale setting and further consolidates itself as a boutique restaurant, café and shopping village.
An independent Roman Catholic single-sex secondary day school for J Marist Sisters’ College girls, catering approximately 1,000 students (2020).
The Woolwich Corner Village is home to the Woolwich Pier Hotel and a number of other restaurants. It is part of the recreational precinct K Woolwich Corner Village that includes the Harbour Trust Lands - Woolwich Dock and Parklands.
Also known as Valentia Street Ferry Wharf, Woolwich Wharf services the F8 Line to Cockatoo Island and Circular Quay. Two bus routes L Woolwich Wharf also service the wharf: the 505 to Circular Quay and the 538 to Gladesville.
3.2. Travel Patterns and Journey to Work
Figure 3.2 shows the Journey to Work mode share for residents who went to work and had to leave their home for work in the Municipality of Hunters Hill in 2016. As evident in this figure, 72.2% of trips were undertaken by private vehicle (car – as driver / car – as passenger / taxi / truck / motorcycle), 18.0% by public transport (train / bus) and only 0.8% by bicycle.
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EXISTING CONDITIONS
Figure 3.2: Method of Travel to Work
Walked only Motorbike Bicycle Truck Taxi 2.9% 0.9% Other 0.8% 0.6% 0.5% 2.1% Train 2.9% Car (as passenger) 3.8% Car (as driver) Bus Ferry 4.0% Ferry Car (as passenger) Train Bus Walked only 15.1% Other
Car (as driver) Motorbike 66.4% Bicycle Truck Taxi
Source: https://profile.id.com.au/hunters-hill/travel-to-work
Of particular note is that cycling trips to work increased sharply as a percentage of employed persons’ journey to work between 2006 and 2011, but then declined, both as a percentage and in absolute numbers from 2011 to 2016. While there was a 6.2% growth in the number of Hunters Hill residents travelling to work, a 17.6% decrease in the number of people travelling to work by bicycle resulted in a decrease in the bicycle mode share of -0.2% to 0.8%. This very low mode share is in stark contrast to the Greater Sydney share of 4.7%. As will be extrapolated in Section 0, this data highlights the limitations of the existing Hunters Hill cycling network. These historical trends are illustrated in Figure 3.3 below.
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EXISTING CONDITIONS
Figure 3.3: Bicycle Mode Share Across Time
Source: https://profile.id.com.au/hunters-hill/travel-to-work
3.3. Safety
In the reporting years of 2014, 2015 and 2018, there were a total of 6 crashes involving cyclists, for which two involved serious injuries. Figure 3.5 shows that five of the crashes are located on main roads, particularly Victoria Road and the Ryde Road – Gladesville Road – Church Street – Alexandra Street spine.
Figure 3.4: Bicycle Crashes in Hunters Hill
Source: Transport for NSW – Centre for Road Safety
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EXISTING CONDITIONS
3.4. Topography
Topography presents a key challenge for cycling in Hunter’s Hill with significant height differences and steep climbs across the LGA. Figure 3.5 depicts the topography of the Municipality of Hunters Hill. The thicker 10- metre contour lines and thinner 2-metre contour lines represent the three-dimensional elevation and shape of the land on a one-dimensional plane. The most salient feature is the Woolwich peninsula, jutting out from Hunters Hill. Here, the ridge falls away sharply, to Lane Cove River in the north and Parramatta River in the south. From this topography, early roads in the Hunters Hill area generally followed the ridge lines, ensuring that travel could occur on a smaller gradient. These roads include Ryde Road, Alexandra Street, Woolwich Road and Victoria Road. As Figure 3.5 shows, the roads with the grades most suitable for cycling are also busy private vehicle and public bus thoroughfares.
Figure 3.5: Hunters Hill Topography
The challenge of climbing up the ridges is best demonstrated by Mount Street, Hunters Hill in Figure 3.6. Part of the Hunters Hill Bike Route, but intended to be traversed downslope, Mount Street is representative of steep gradients across the Municipality of Hunters Hill.
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EXISTING CONDITIONS
Figure 3.6: Mount Street
Source: Google Street View
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EXISTING CONDITIONS
3.5. Existing Cycling Facilities
3.5.1. Overview
Figure 3.7 depicts the existing cycling network across the Municipality of Hunters Hill, differentiating the facilities into off-road shared paths and on-road mixed. On-road shoulder lane, off-road dedicated path and on-road separated cycleway are not included in the legend as there are no facilities of that type in the Municipality of Hunters Hill.
Figure 3.7: Existing Cycling Facilities (2020)
As is shown in the above map, the majority of facilities are off-road shared paths, with a few on-road mixed facilities linking them to create the ‘Hunters Hill Bike Route’. Having conducted a site audit (bicycle ride) of both formal cycling facilities and informal routes in the Local Government Area, the following issues were identified: • Cracked shared path surfaces • Faded linemarking • Poor wayfinding • Insufficient end-of-trip facilities • Burns Bay Road as a connectivity barrier • Limited or challenging links to neighbouring Local Government Areas.
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EXISTING CONDITIONS
3.5.2. Shared Paths
Shared paths are of mixed quality in the Municipality of Hunters Hill. Some off-road shared paths, including the facility at Tarban Creek in Figure 3.8, are well-maintained whereas other parts of the official Hunters Hill Bike Route have not been well maintained. As such, much of the shared path at the Lane Cove River foreshore next to Hunters Hill High School is cracked, limiting the space for pedestrians and cyclists to travel on the shared path safely and comfortably. In addition, shared paths across the Local Government Area are not sufficiently wide, meaning that pedestrian and cyclists travelling in opposite directions are more likely to come into conflict. Shared paths should be at 2.5 metres wide at a minimum, yet the shared path at Tarban Creek, despite its effective maintenance, appears to be only 2.0 metres wide.
Figure 3.8: Shared Path at Tarban Creek
Figure 3.9: Cracked Shared Path at Hunters Hill High School
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EXISTING CONDITIONS
3.5.3. Linemarking
Similar to the quality of footpaths, the linemarking in the Municipality of Hunters Hill is inconsistent. In some cases, the linemarking has been applied recently, providing clear information that the footpath is a designated shared path. Yet for the most part, the linemarking has been completed long ago without refreshing. It is often not obvious that the faded white marks on the pavement are in fact shared path linemarkings, severely hindering the legibility of the existing Hunters Hill Bike Route.
Figure 3.10: Satisfactory Linemarking at Alexandra Street
Figure 3.11: Unsatisfactory Linemarking at Waruda Place
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EXISTING CONDITIONS
3.5.4. Wayfinding
The wayfinding across the Municipality of Hunters Hill is generally poor. Individual signs indicating that a cyclist is on the Hunters Hill Bike Route are located across the LGA. In some instances, the direction the cyclist must travel to follow the Hunter’s Hill Bike Route is clear, as shown Figure 3.12. Here, fencing and additional directional arrow signage point the rider toward Tarban Creek.
Figure 3.12: Wayfinding at Tarban Creek
However, Hunters Hill is missing an overall wayfinding concept that allows riders to understand their location, which destinations are accessible and how to reach them. Most of the wayfinding is limited to a plaque reading ‘Hunters Hill Bike Route’ without further information, context or map. Other instances in which a directional arrow is present are often unclear and can further complicate the wayfinding process. The typical quality of wayfinding is exemplified in Figure 3.13.
Figure 3.13: Wayfinding at Rose Street
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EXISTING CONDITIONS
3.5.5. End-of-trip facilities
End-of-trip facilities in the Municipality of Hunters Hill are limited to only two of the identified key destinations – Huntleys Point Wharf and Woolwich Wharf. Providing commuters and recreational riders the option of changing modes for their journey, the bike racks at these ferry wharfs are proportionate to the existing level of cycling demand in the Municipality of Hunters Hill. There is a bike rack at Hunters Hill Council Chambers and it is expected that some end-of-trip facilities are provided within the grounds of local schools, however, it is a significant gap in the network that bike racks and other end-of-trip facilities are not provided at any of the other key destinations. Figure 3.14 shows the existing bike racks at the two ferry wharves.
Figure 3.14: Bike racks at ferry wharves
Huntleys Point Wharf Woolwich Wharf
3.5.6. Burns Bay Road
Burns Bay Road, linking motorists to Lane Cove in the north and Gladesville Bridge in the south, acts as a significant barrier for riders in the Municipality of Hunters Hill. Spanning 700-metres across the peninsula, only two crossing points are available, effectively dividing the LGA into an east half and a west side. Figure 3.15 illustrates these two crossing opportunities and their respective facilities, highlighting the disconnect between the peninsula and the mainland. The Church Street crossing is direct and convenient, connecting riders to the Hunters Hill Village. However, it is not safe and should only be used by experienced riders. Riders are required to cross four times – two signalised, one zebra and one informal crossing – in a heavy traffic environment.
Alternatively, the Burns Bay Road crossing underneath Fig Tree Bridge is safe, however, it is inconvenient. Instead of a 150-metre crossing journey, the alternative length is more than 900-metres and requires a steep 33-metre climb across 300-metres back up to the top of the ridge line.
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EXISTING CONDITIONS
Figure 3.15: Burns Bay Road crossings
3.5.7. Links to Neighbouring LGAs
As Hunters Hill is a relatively smaller Local Government Area, the links to neighbouring Local Government Areas are especially important for commuting and longer recreational riding. Lane Cove
The sole existing facility connecting the Municipality of Hunters Hill to Lane Cove Council is an off-shared path on the eastern side of Fig Tree Bridge. Access is via Reiby Road to the immediate east of Burns Bay Road. This link is shown in Figure 3.16.
Figure 3.16: Fig Tree Bridge shared path
Source: Google Street View
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EXISTING CONDITIONS
Canada Bay
Access to the City of Canada Bay by bicycle is complex. The spaghetti junction interchange between Victoria Road and Burns Bay Road necessitates riders to take an indirect route simply to get onto or off the Gladesville Bridge. This is further challenged by a lack of a ramp in the Gladesville Bridge underpass tunnel, as well as poor wayfinding at key decision points. The Gladesville Bridge itself provides a narrow, sub- standard shared path on the eastern side that does not allow enough width for two riders to pass each other.
Figure 3.17: Gladesville Bridge tunnel
Source: Google Street View Figure 3.18: Bicycle route to and from Gladesville Bridge
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EXISTING CONDITIONS
Figure 3.19: Gladesville Bridge shared path
Source: Google Street View City of Ryde
As the City of Ryde shares a border with the Municipality of Hunters Hill at Pittwater Road and Victoria Road, there are a few instances whereby formal cycling facilities (including wayfinding and road markings) are present. Figure 3.20 shows wayfinding signage at Ashburn Place and Figure 3.21 depicts the on-road PS-2 bike symbols indicating that Ryde Road (within the City of Ryde) is an on-road mixed cycling facility. In this instance, there is no formal cycling facility or wayfinding immediately opposite in the Municipality of Hunters Hill, creating a disconnect between the two Local Government Areas. Figure 3.20: Wayfinding at Ashburn Place
Source: Google Street View
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EXISTING CONDITIONS
Figure 3.21: PS-2 Bicycle Symbols at Ryde Road
Source: Google Street View
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STAKEHOLDER ENGAGEMENT
4. STAKEHOLDER ENGAGEMENT
4.1. Community Consultation
4.1.1. Approach
Community consultation was undertaken by way of online ‘Have Your Say’ responses by Hunters Hill Council for a period of two weeks in late-May to June 2020.
4.1.2. Community Consultation Findings
The online ‘Have Your Say’ consultation received almost 3,000 views from 700 unique users and received a total of 192 comments. A few major statistics are summarised below: • 42 per cent of responses were of neutral sentiment • Equal positive and negative sentiments to the development of a new bike plan of 26 per cent each • 5 per cent was of mixed feedbacks.
On the same basis, online responses were captured in the form of a Social Pinpoint map with comments grouped into three categories and marked on a map to understand the general community’s perspective towards the development of the new Hunters Hill Bike Plan and their key locations of concern within the Hunters Hill LGA. A snapshot of the Social Pinpoint map and comments received is shown in Figure 4.1.
Figure 4.1: Response Categories
Source: Social Pinpoint, Hunters Hill Council, June 2020
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4.1.3. Consultation Responses
The ‘Have Your Say’ community consultation received 192 comments, and common concerns and ideas were noticeable amongst the comments. The main concerns raised from the consultation included Hunters Hills connection with neighbouring areas, in particular the poor access to bridges and their ability to safely accommodate cyclists, this included Gladesville Bridge, Fig Tree Bridge, and the Church Street junction.. There were also a number of suggestions towards improvements to road conditions to improve cyclist safety, namely along Alexandra Street/ Woolwich Road, Victoria Road and Ryde Road. Table 4.1 summarises the main comments raised as concluded during the consultation period.
Table 4.1: Consultation Responses
Comments Area of Concern Number of Responses
Poor direct access to Gladesville Bridge from both Burns Bay Road and Victoria Road, requiring a detour via stairs at Huntleys Cove Gladesville Bridge 30 Road or ‘rat-running’ across the slip lane road.
Poor connection to Lane Cove from Fig Tree Bridge, only narrow Fig Tree Bridge/ Burns pedestrian path available north of the bridge. Idea to liaise with Lane 10 Bay Road Cove Council.
Improve access at Church Street junction with bicycle lanes on on/ Burns Bay Road/ off-ramps on Burns Bay Road rather than steep accesses on Reiby 30 Church Street Road/ Durham Street, improve crossing of Burns Bay Road.
Dangerous crossing/ intersection at Ryde Road/ Park Road/ Ryde Road/ Park Road/ Augustine Street with ideas to improve cyclists/ pedestrian access to 9 Boronia Park Boronia Park.
Idea to have a bicycle lane/ path on Ryde Road. Ryde Road 8
Traffic calming and improvement of road conditions along Woolwich Woolwich Road/ Road/ Alexandra Street for better cyclist safety. Only main cycle 10 Alexandra Street route on the peninsula.
Improve bicycle/ pedestrian paths on Victoria Road or to formally Victoria Road 11 utilise Gladesville Hospital grounds.
Poor connection to Tarban Creek with steep or staircases on both ends. Also narrow shared path with pedestrians create dangerous Tarban Creek 10 conditions.
Idea to utilise Venus Street/ Bateman Street as a bicycle route whilst Venus Street/ Bateman 6 limiting through traffic. Street
Idea to improve bicycle connections between Buffalo Creek and Buffalo Creek/ Boronia Hunters Hill, via Pittwater Road or recreational route via Lane Cove 6 Park River.
Conflict of user-groups at Riverglade Reserve with cyclists and park Riverglade Reserve 6 users/ unleashed dogs all in one area.
Installing bicycle racks/ storage sheds at ferry terminals for ease of Woolwich Ferry/ 6 commuters. Huntleys Point Ferry
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4.2. Engagement with Adjoining Councils
4.2.1. Summary
The Municipality of Hunters Hill arranged a stakeholder meeting with the adjoining councils – City of Ryde, City of Canada Bay and Lane Cove Council. Discussed at the meeting were the cycling connections between Hunters Hill and the neighbouring LGAs, particularly the Gladesville Bridge connection to Canada Bay and the Fig Tree Bridge to Lane Cove. Recognising that the bridges are vital regional links, but that they are both owned by Transport for NSW, it was agreed that the councils would co-operate in their advocacy to Transport for NSW for improvements.
For the links into the City of Ryde, it was agreed that it was important to work together in coordinating the delivery of cycling infrastructure at the connection points to enable both local links and regional routes. The interface between the future Hunters Hill cycling network and the Pittwater Road shared path in the City of Ryde was recognised as an especially important matter for co-operation.
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STRATEGIC ROUTE NETWORK
5. STRATEGIC ROUTE NETWORK
5.1. Introduction
In the light of the existing conditions analysis in Section 3 and the insights drawn from the community engagement in Section 4, it is necessary to establish a targeted approach to develop the strategic cycling network. This targeted approach is recommended as it acknowledges the reality that although gaps appear ubiquitously throughout the Municipality of Hunters Hill, Council must invest in infrastructure that develops a network and addresses these gaps in a financially sustainable manner. It is therefore critical to ensure that the proposed infrastructure has the highest benefit and impact in developing a core spine of cycling facilities for local cycling within the Local Government Area. With this in mind, the priority of the strategic network is to connect the key destinations identified earlier in Section 3.1.2, and to do so in the most logical manner. Additionally, it is crucial to provide regional routes that link riders to formal cycling facilities across Local Government Area boundaries.
Figure 5.1: Key Destinations
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5.2. Principles for Cycling Routes and Facilities in Hunter’s Hill
5.2.1. Principles
To inform the development of a strategic cycling network – for both local and regional routes - it is proposed that a series of principles be applied to the process of identifying these routes. Outlined below, these principles are not set in a priority order. An explanation of each of the principles is provided beneath each principle’s heading. A. Develop a local route network that is suitable for riders of all ages, experience and abilities. The proposed local route network must be appropriate for the broader set of potential riders, including children, seniors and people with disabilities and suitable for riders with all degrees of experience. B. Develop regional routes suitable for commuter and experienced riders. The proposed facilities on regional routes – those routes connecting Hunters Hill to other Local Government Areas – may not be suitable for riders of all ages, experience and abilities, due to their increased interface with major State roads. As such, commuter and other experienced riders are the primary target user group for these routes. C. Minimise the loss of on-street parking. As many houses across Hunters Hill have limited off-street parking, on-street parking is a particularly important need for many residents. Accordingly, the proposed strategic network will avoid the loss of on- street parking or keep the potential loss of on-street parking to a minimum. D. Ensure that there is no loss of trees. Hunters Hill is Australia’s oldest surviving garden suburb, meaning that the presence of trees is critical to the area’s ongoing character. Therefore, no trees will be removed as part of any of the proposed cycling works. E. Cycling infrastructure to have a consideration of heritage constraints where applicable. It is an aim of the Hunters Hill Local Environmental Plan 2012 to conserve heritage that influences the character and identity of the municipality. Proposed interventions should not involve the removal, damage or alteration of any heritage aspects, e.g. sandstone kerbs. F. Despite Hunters Hill’s topography, avoid steep gradients as much as possible. Due to Hunters Hill’s topography and steep gradients, it is important to prioritise options that are on a gentler grade, but also highlight steep sections when no alternatives are available. The increased use of e-bikes might help with overcoming some of Hunter’s Hill’s gradients. G. Recommended infrastructure to be economical and considerate of industry best practice. Recommended infrastructure and the according work program need to ensure that Council can deliver the infrastructure in a financially sustainable manner within annual and longer-term budgets set out in their Operational Plan and Delivery Program. Proposed infrastructure must align with industry standards and best practice where practically feasible. H. Utilise simple interventions where appropriate. With an awareness of the challenges for shared facilities, proposed interventions will aim to use simple Local Area Traffic Management (LATM) upgrades for mixed traffic environments as well as linemarking and delineation for shared paths. I. Ensure that road crossings along the cycling routes are safe. Safe crossing facilities are to be provided where necessary to ensure that all in-route crossings are safe for riders.
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5.3. Proposed Strategic Routes
5.3.1. Proposed Strategic Route Network With consideration of the principles outlined in Section 5.2, Figure 5.2 depicts the proposed strategic route network for Hunter’s Hill. Table 5.1 provides further information, describing the origin, terminus and key destinations along the way of each route. It is important to note that the proposed strategic route network shown here is to be implemented over the next four years. The delivery of these routes is the initial step in formalising cycling across the Local Government Area and providing safe access to key destinations. It is acknowledged that riders will also ride outside of these identified routes, and that facilities that provide further connections to this strategic spine can be delivered in the medium-to-long term (5-10 years). At this point it is crucial to introduce a network of key routes that become established, supported by information and continuous maintenance. Once the initial route network is established, extensions to the network can be implemented.
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Figure 5.2: Proposed Strategic Route Network
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Table 5.1: Strategic Routes
Name Classification Location
Hunters Hill Village to Woolwich Wharf, via Hunters Hill High HH1 Local School, Garibaldi Village Square Marist Sisters’ College and Woolwich Corner Village.
Buffalo Creek Reserve Playground to Hunters Hill Village, via HH2 Local Boronia Park Village and St. Joseph’s College.
Gladesville Town Centre to Huntleys Point Wharf via Riverside HH3 Local Girls High School.
Existing Hunters Hill Bike Route via St. Joseph’s College, Loop Local Hunters Hill Village and Hunters Hill High School.
Loop Connection Local Linking the Hunters Hill Bike Route parallel to Burns Bay Road.
RR1 Regional Victoria Road from Gladesville Bridge to City of Ryde.
RR2 Regional Burns Bay Road from Gladesville Bridge to Fig Tree Bridge.
5.3.2. Strategic Route Analysis
Sections 5.3.3 through to 5.3.5 analyse the opportunities, constraints and gaps of the existing conditions for each route corridor. Following the route analysis, the various infrastructure intervention options are also discussed and evaluated.
Note that the legends for each corridor section map detail the existing conditions and issues only. On-road and off-road cycling facilities illustrated on the map are those that are already existing, rather than the proposed interventions.
The route analysis will look into the feasibility of implementing the individual routes and make recommendations for some suitable treatments and interventions. However, this is not meant to be a route concept design that can be used for consultation and a basis for a detailed design. All routes will require separate concept designs in the future.
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5.3.3. Route HH1
Figure 5.3: Route HH1
Section 1
Figure 5.4: HH1 Section 1 – Hunters Hill Village to Mount Street
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Route HH1 Section 1 – from the Hunters Hill Village shops to Mount Street – presents several issues for the implementation of cycling infrastructure. Firstly, multiple street objects occupy footpath space on both sides of Ryde Road at the Hunters Hill Village shops. Many of these objects contribute to a high amenity sense of Place in the Village, including outdoor furniture, plants and garden beds. Other objects are more functional, such as street signs, rubbish bins and bus stops. These objects both limit the available space on the footpath and incentivise people to spend time staying at the place. Combined, this means the off-road footpath environment is not ideal for riders.
Alternatively, the section of Gladesville Road between Ryde Road and Burns Bay Road is a high traffic arterial road through Hunters Hill. Concerning safety, it is also not ideal for riders to share the road with cars and buses at this location. As an aspirational intervention, a 150-metre on-road bi-directional separated cycleway on the southern side of Gladesville Road would be the safest and most convenient option for riders navigating this part of Gladesville Road. Without this infrastructure, riders that are confident riding on Gladesville Road may do so, but for less confident riders it would be safer to dismount and walk their bicycle through this busy section of Hunters Hill Village.
Figure 5.5: Street objects at Ryde Road
Source: Google Street View The other issues impacting Route HH1 Section 1 are inter-related. The southern crossing of Burns Bay Road, from Hunters Hill Village to Church Street, provides the safest option. Involving two signalised crossings, one zebra crossing and one unsignalised crossing (across the quiet Durham Street), it is in stark contrast to the northern crossing of Burns Bay Road. Here, two signalised crossings and two unsignalised crossings (at Joubert Street and Reiby Road) exist, but also two unsignalised crossings of the Burns Bay Road northbound slip lanes. Identified as an unsafe crossing in the Hunters Hill Village Pedestrian Access & Mobility Plan (PAMP) in 2014, there is a high risk of conflict between riders and moving vehicles at these two slip lane crossings.
As a result, riders are most likely to use the southern crossing of Burns Bay Road. This decision, however, means that riders arrive at Church Street on the opposite side to the shared path. Prior to Durham Street, they must make another two crossings (one signalised and one unsignalised) before getting to the northern side of Church Street. While this is the safest existing option, an extra signalised crossing is added to the journey, increasing the inconvenience and time waiting for the signals to allow safe crossing.
To make the Joubert Street and Burns Bay Road slip road crossings safer for pedestrians (and cyclists), the PAMP presents five options for change. These include the introduction of zebra crossings, introduction of a signalised crossing and kerb build-outs. The most complex option involves the removal of the two slip lanes, a kerb build-out and a change to turning options at Joubert Street as shown in Figure 5.6. This option would
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mean that crossing the northern side of Burns Bay Road would involve two signalised crossings, a zebra crossing and an unsignalised crossing across Reiby Road.
Figure 5.6: Removal of Burns Bay Road slip lanes
Source: Hunters Hill Village PAMP (2014) Despite the added safety, convenience and direction connection to the shared path on the northern side of Church Street, this option is too expensive, complex and would require Transport for NSW involvement. For this reason, the southern crossing is the most feasible option for a short-to-medium term Bike Plan.
Looking to the eastern part of HH1 Section 1, there are proposed changes to the Alexandra Street – Mount Street – The Avenue intersection. Part of the proposed ‘channelisation’ of motor vehicles and buses at the intersection, the Alexandra Street Traffic Study by Transport & Urban Planning Pty Ltd recommends the removal of the existing bicycle crossing linemarking across The Avenue. To be replaced by a raised concrete refuge island, the proposal better serves both pedestrians and cyclists. These works are illustrated in Figure 5.7.
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Figure 5.7: Alexandra Street – Mount Street – The Avenue Concept Intersection Layout
Source: Alexandra Street Traffic Study
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Section 2
Figure 5.8: HH1 Section 2 – Mount Street to Toocooya Road
Route HH1 Section 2 – along Alexandra Street from Mount Street to Toocooya Road – provides less significant constraints for a cycling route. While the off-road shared path ends opposite of Stanley Road, the footpath that continues on the northern side of Alexandra Street is adequately wide to accommodate cyclists as a shared path.
Street objects are also less obstructive than those in Section 1. At Garibaldi Village Square, high pedestrian activity on the southern side of Alexandra Street presents a higher risk of conflict with riders, meaning that the northern side is more appropriate for a shared path. However, a continuation of the shared path on the northern side would require riders to cross Alexandra Street at the right-turn bend. Currently a crossing with no formal facilities, a median refuge island would provide sufficient added safety for riders. The alternative to a shared path is an on-road mixed facility, yet considering that Alexandra Street is an east-west extension of the Ryde Road – Gladesville Road – Church Street arterial spine, it is a high traffic environment and not the safest option for riders.
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Section 3
Figure 5.9: HH1 Section 3 – Toocooya Road to Vernon Street
HH1 Section 3 on Ferry Street and Woolwich Road provides two options for cycling infrastructure: on-road mixed traffic environment or an off-road shared path. Option 1 – cycling in mixed traffic along Woolwich Road – is not congruent with Principle 1 (“Develop a local route network that is suitable for riders of all ages and abilities”). As it exists now, Woolwich Road, as a continuation of Alexandra Street and Ferry Street, experiences high motor vehicle traffic volumes and is not safe for riders of all ages, experience and abilities. On the other hand, an off-road shared path presents the challenge of creating a path with sufficient width to accommodate both pedestrians and cyclists. While the combined footpath and grass verge often exceeds a 5-metre width, the verge is lined large mature trees with trunks and exposed roots. Principle 4 is to “Ensure that there is no loss of trees”, meaning that there are very limited opportunities to widen the existing footpath in this section.
Therefore, the remaining option is to explore potential Local Area Traffic Management (LATM) interventions. Concerned with managing the road space to both slow down vehicle traffic and increase safety for riders, an on-road mixed cycling facility after LATM interventions would be the most satisfactory option.
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Section 4
Figure 5.10: HH1 Section 4 – Vernon Street to Marist Sisters’ College
Similar to HH1 Section 3, trees lining both sides of Woolwich Road mean that a widening of the footpath to create a high-quality shared path is not feasible. As with other sections of Route HH1, Woolwich Road has high traffic volumes and is not safe for all riders in its existing condition. The simple option of using the existing footpath on the northern side as a shared path is also hindered by the high pedestrian activity outside Marist Sisters’ College. The footpath on the southern side of Woolwich Road is too narrow to function as a shared path and has limited capacity for widening. Similar to Section 3, LATM interventions will not create the best cycling environment on-road, but it is the most feasible considering the physical constraints and established principles.
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Section 5
Figure 5.11: HH1 Section 5 – Marist Sisters’ College to Woolwich Wharf
Route HH1 Section 5 comprises the same issues as Section 4 – limited verge space for path widening due to street trees, a high pedestrian activity area at Woolwich Corner Village, and high vehicle volumes and speeds along Woolwich Road, Gale Street and The Point Road. Like Sections 3 and 4, LATM interventions provide the most feasible option. Existing bicycle parking at Woolwich Wharf currently caters for six bicycles, which will should be increased to cater for the increased demand generated by the improved infrastructure provided for in this Bike Plan.
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5.3.4. Route HH2
Figure 5.12: Route HH2
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Section 1
Figure 5.13: HH2 Section 1 – Buffalo Creek Reserve Playground to Pains Road
Route HH2 Section 1 on Pittwater Road is straightforward in its opportunities and constraints. The eastern side of the road is within the Municipality of Hunters Hill boundary, whereas the western side is in the City of Ryde. As the road has a high volume of vehicle traffic at high speeds, an on-road mixed cycling facility is not appropriate. Due to road guard rails on the eastern side of Pittwater Road, there is no opportunity for a shared path on the Hunters Hill side of the road. However, a shared path on the western side of the road is currently in development, led by the City of Ryde. Some sections are already completed, while others are in construction (at the time of writing in 2020).
Figure 5.14: Completed shared path at Pittwater Road
Source: Google Street View
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Figure 5.15: Construction of a shared path at Pittwater Road (June 2020)
Source: Nearmap Section 2
Figure 5.16: HH2 Section 2 – Pains Road to Princes Road
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For Route HH2 Section 2, like Section 1, the Municipality of Hunters Hill are not required to duplicate infrastructure already planned by the City of Ryde. A shared path on Pittwater Road from Pains Road to High Street is already under construction, and an extension of that shared path from High Street towards the Gladesville Town Centre at Victoria Road is currently in the technical design stage. The intersection of Pittwater Road/ High Street has the potential for a crossing of Pittwater Road into High Street (East) to connect the residential area with Route HH2. The Pittwater Road/ Princes Road intersection has signalised pedestrian crossings which would require bike lanterns to make it suitable for riders to cycle across the intersection. Section 3
Figure 5.17: HH2 Section 3 – Pittwater Road to Ryde Road
Route HH2 Section 3, overlapping with the Principal Bicycle Network, contains three roundabouts on Princes Road. Roundabouts are generally viewed as unsafe for cycling in that vehicle approach speeds are often high and the riders’ right of way can be missed. With these concerns in mind, the three roundabouts on Princes Road are an average 125-metre distance apart. This means that vehicles cannot gain high speeds before having to slow down at the approach of the next roundabout. Additionally, Earl Street, Blaxland Street and Farnell Street are quieter residential streets, and so traffic conditions at these roundabouts are manageable for riders.
The issue for riders in Section 3 is the two slow points (with speed humps) on Farnell Street. Part of LATM, their aim is to restrict the width of the carriageway in order to reduce the speed of motor vehicles, however they can also create a squeeze point for riders, bringing them into closer conflict with motor vehicles. Often, a bypass treatment or shared path section off-road is provided at slow points on cycle routes. In this instance, the kerb extension is not long enough to allow for a bypass, and the construction of multiple kerb ramps and segments of shared path be costly in proportion to the risk. Here, it is important to note this safety issue for riders, but also recognise that the existing condition is the most feasible option.
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Figure 5.18: Slow point at Farnell Street
Source: Google Street View Section 4
Figure 5.19: HH2 Section 4 – Farnell Street to Milling Street
The key issue for Route HH2 Section 4 is the crossing of Ryde Road, for which the existing median refuge island at Park Street would require an upgrade (rails and wider waiting space). Due to high vehicle volumes on Ryde Road, and only 100 metres between Farnell Street and the crossing, use of the footpath on the northern side of Ryde Road is more appropriate than putting riders into mixed traffic. The existing location of the school bus stop can be reviewed with relocation a consideration to overcome the limited path width and the prohibited option of widening due to street trees. Following the Ryde Road crossing, the footpaths on Augustine Street are too narrow and again, cannot be widened due to continuous trees in the verge space. While Augustine Street is an important road in the local network, traffic volumes and speeds are not high enough as to exclude it from being a mixed traffic cycling facility. LATM interventions, however, may still be appropriate to greater ensure cycling safety. It should also be noted that because of the adjacent St. Joseph’s College sportsground, traffic volumes can increase on Saturday sport matchdays. Generally, volumes are so high that the traffic congestion significantly slows down speed, minimising the risk of a serious crash injury with a cyclist on the route.
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Section 5
Figure 5.20: HH2 Section 5 – Augustine Street to Gladesville Road
Route HH2 Section 5 leverages the existing on-road facility on Mark Street to connect Augustine Street, Mary Street and Gladesville Road. There is limited verge space on Mary Street for an off-road shared path, while the roundabout at the Gladesville Road – Mary Street intersection is not adequately safe for on-road cyclists making the turn into or out of Mary Street. Section 6
Figure 5.21: HH2 Section 6 – Rocher Avenue to Ryde Road
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Route HH2 Section 6 – along Gladesville Road from Rocher Avenue to the Hunters Hill Village – demonstrates constraints similar to previous sections. Existing footpaths are too narrow, yet there is no capacity to widen them due to street trees along Gladesville Road. This section of Gladesville Road between Rocher Parade and Ryde Road is a 50km/hr local traffic area, while the section to the immediate west is a 40km/hr school zone. For this reason, an on-road mixed facility is most feasible for Section 6, however, some LATM interventions may be appropriate to further slow motor vehicle speeds.
5.3.5. Route HH3
Figure 5.22: Route HH3
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Section 1
Figure 5.23: HH3 Section 1 – Victoria Road to Makinson Street
Route HH3 Section 1 provides a route from the Gladesville Town Centre to the Tarban Creek off-road shared path. Massey Lane, while used by trucks to service the retail fronting Victoria Road, is adequately quiet to support an on-road connection to the Pittwater Road – Victoria Road intersection and the future Pittwater Road shared path in the City of Ryde. Massey Street provides a suitable option for on-road cycling, as it is restricted to one-way vehicle traffic, meaning that traffic volumes are not too high. For cyclists travelling north-east on Massey Street, there is sufficient road space for a separated on-road contra-flow bike lane without any loss of car parking.
Makinson Street, designated a local traffic zone, contains six speed humps with an average distance of 80 metres between them. This one-way low-speed environment is appropriate for on-road cycling; however, the road currently has a ‘no access’ restriction for approaches from the west and an exemption would need to be made to allow for contra-flow cyclist access. This is in alignment the Transport for NSW Traffic Management and Road Safety Practice Technical Direction TTD 2014/002, in which it states that “a contra-flow bicycle facility may take the form of a marked lane or as a movement designated by signs only. Both facilities require combinations of regulatory and supplementary signage.”
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Figure 5.24: Speed hump at Makinson Street
Source: Google Street View Figure 5.25: Example of contra-flow bicycle lane designated by signs only
Source: Transport for NSW Traffic Management and Road Safety Practice Technical Direction TTD 2014/002 Furthermore, there is no clear, safe crossing for cyclists coming from Massey Street to Makinson Street. If the existing refuge island were reconstructed to provide waiting space for cyclists, a two-stage crossing into Makinson Street would be adequately safe.
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Figure 5.26: Refuge island at Massey Street
Finally, Mars Street could be converted to an on-road mixed facility, providing formal access to the origin/terminus of the Tarban Creek off-road shared path. Section 2
Figure 5.27: HH3 Section 2 – Makinson Street to Tarban Creek Reserve
Following on from HH3 Section 1, Section 2 also involves the use of Makinson Street as an on-road mixed cycling facility, due to its existing speed humps creating a low-speed environment. Next, an off-road shared path from the Makinson Street – Batemans Road intersection to the ramp onto the Tarban Creek off-road shared path at Gladesville Road would provide safe and convenient access to the existing shared path.
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Section 3
Figure 5.28: HH3 Section 3 – Tarban Creek Reserve to Waruda Place
No interventions are required for Route HH3 Section 3 as the off-road shared path at Tarban Creek is an adequate facility for this location. Section 4
Figure 5.29: HH3 Section 4 – Waruda Place to Huntleys Point Wharf
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Route HH3 Section 4 is already mostly provided for by existing facilities connecting Riverglade Reserve to Victoria Road. Huntleys Point Road is a high pedestrian activity area, as it is adjacent to Riverside Girls High School. As such, an off-road shared path is not appropriate on the eastern side, and it is neither appropriate on the western side as the footpath ends before a 170-metre segment of 90-degree car parking spaces.
An on-road mixed facility on Huntleys Point Road is challenged by the slow point (and zebra crossing) at Riverside Girls High School. Similar to Route HH2 Section 3, a bypass for riders is not feasible on the eastern kerb extension, nor is it a cost-efficient intervention on the western kerb extension. While the squeeze point is not ideal, it is the most feasible option here.
Figure 5.30: HH3 Section 4
Source: Google Street View
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5.3.6. Regional Routes Regional Route Interchange
Improving the interchange of Route RR1 and RR2 at the Gladesville Bridge is a challenge, as the bridge’s ownership and the jurisdiction to make changes sits with Transport for NSW. Additionally, the bridge is listed on the New South Wales State Heritage Register, further compounding the likelihood of significant works being carried out. Nonetheless, a visionary option for the interchange is proposed. An extension of the off- road shared path on the eastern side of Gladesville Bridge, as well as an active transport bridge over the Burns Bay Road loop lane to connect to both the Tarban Creek Bridge off-road shared path and the path heading westbound towards Gladesville. It should be noted that a feasibility study would be required in order to understand if the environmental and topographical constraints can allow for an active transport bridge. This is an option that the Municipality of Hunters Hill can pursue in their advocacy to Transport for NSW
Figure 5.31: Regional Route Interchange
.
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Figure 5.32: RR Interchange Visionary Option - Satellite
Figure 5.33: RR Interchange Visionary Option - Panorama
If the visionary option was not pursued for advocacy by the Municipality of Hunters Hill, or if it were later deemed technically unfeasible, the options for improvement are limited. Council could advocate to Transport for NSW for a ramp in the Gladesville Bridge underpass tunnel. Within Council’s jurisdiction, the tunnel exit could be connected to the off-road shared path through the construction of a new link path. Wayfinding and signage could also be significantly improved (addressed in Section 6.3).
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Route RR1 – Section 1
Figure 5.34: Route RR1 Section 1
Route RR1 Section 1 is mostly serviced by the existing off-road shared path on the southern side of Victoria Road. The gap between the Gladesville Reserve off-road shared path and the facility at the Victoria Road – Huntleys Point Road intersection is to be addressed by interventions for Route HH3. Route RR1 – Section 2
Figure 5.35: Route RR1 Section 2
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Route RR1 Section 2, while part of Transport for NSW’s Principal Bicycle Network, presents the opportunity for Council to implement a formal cycling facility. Victoria Road is a State Road with traffic volumes over 40,000 vehicles per day1, meaning that it is not appropriate for on-road mixed traffic cycling. However, an off- road shared path is not ideal either, as the active frontage of the Gladesville Town Centre generates high pedestrian activity and increases the risk of user conflict. Here, it is recommended that the Municipality of Hunters Hill advocate to Transport for NSW to explore an option similar to the off-road shared path in Rozelle.
Figure 5.36: Shared path on Victoria Road, Rozelle
Source: Google Street View
1 Transport for NSW – Traffic Volume Viewer
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Route RR2 – Section 1
Figure 5.37: Route RR2 Section 1
Route RR2 Section 1, like Route RR1, is complicated by Burns Bay Road being a State Road under Transport for NSW’s jurisdiction. There is potentially enough space adjacent to the road carriageway to accommodate a dedicated off-road cycle path, however, other capital works would be required before construction of the pavement path. Figure 5.38 and Figure 5.39 show the site that may be appropriate for a cycle path. In the instance that these works are not carried out by Transport for NSW, it is recommended that Council expedite delivery of the Loop Connection via Durham Street and Reiby Road.
Figure 5.38: Burns Bay Road (South) – Space for Off-Road Path
Source: Google Street View
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Figure 5.39: Burns Bay Road (North) – Space for Off-Road Path
Source: Google Street View
5.4. Future Route Network Using the findings of the route section analysis in Section 5.3, Figure 5.40 depicts the proposed Hunters Hill cycling network. For simplicity in the map, all facilities are classified as either on-road or off-road. In Hunters Hill, all on-road facilities are mixed traffic and all off-road facilities are shared user paths. However, regarding facilities outside the Local Government Area, some proposed on-road facilities include dedicated on-road cycleways and some off-road facilities include dedicated off-road cycle paths.
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Figure 5.40: Future Cycling Network
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6. ACTION PLAN
6.1. Work Program
The following work program contains a table of works for all routes, including path (re)construction, road linemarking and painted symbols, Local Area Traffic Management interventions, bike storage and bike lanterns. Regulatory and wayfinding signage are not included. While it is anticipated that the works are delivered over a four-year period, it should be noted that Council’s funding for bicycle infrastructure is limited and that works will be delivered when it is financially sustainable to do so.
The assumptions and exclusions of the cost estimates - conducted by a civil engineer – are listed below:
1. Cost of protection and/or relocation of underground services during construction is excluded. 2. A 40% variance is applied to the engineer's opinion of probable costs of low, medium and high based on the information from a desktop study. 3. This engineer’s opinion of probable cost is based on the drawings listed above and further changes may arise following subsequent additional investigations and detailed design development. 4. Specific construction works including rock boring, rock blasting or rock excavation and removal have been excluded as geotechnical conditions are yet to be confirmed. 5. This estimate also excludes allowance for abnormal weather conditions. 6. GST is excluded. 7. Land acquisition is excluded. 8. Price escalation and lighting requirements are excluded. 9. The opinion of probable costs should be considered current to the date of the document only. GTA Consultants cannot provide any form of assurance that the costings provided will not change due to changes in design and/or future costs of materials. The future outcome may vary, and this variation may be material. This potential for variation should be considered in any circumstances where the costings are to be used for high level budgeting purposes, even in the short term. Any party requiring detailed costing for quoting or construction purposes should seek a detailed cost estimate from a suitably qualified quantity surveyor.
6.1.2. Route HH1 Works
The table below outlines the required interventions along Route HH1.
Table 6.1: Route HH1 Works
Location Intervention Quantity Unit Price Cost Estimate Range
Higher Lower (40% contingency)
Alexandra Street – from Ferdinand Street to Ferry Shared path sign 8 $450 $3,600 $5,040 Street
Alexandra Street – Mount Street – The Avenue Refuge island 1 $20,000 $20,000 $28,000 Intersection
Alexandra Street and Ferry Refuge island 1 $8,000 $8,000 $11,200 Street intersection
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Garibaldi Village Square Bicycle loop rack 4 $650 $2,600 $3,640
Ferry Street – from Alexandra Street to Passy Shared path symbol 6 $80 $480 $672 Avenue
Woolwich Road – from Passy PS-2 Bicycle symbol 24 $80 $1,920 $2,688 Avenue to Gale Street
Woolwich Road – Passy Road hump with cycle Avenue to Wybalena Road bypass (no zebra 1 $10,000 $10,000 $14,000 Mid-Block crossing)
Woolwich Road – Futuna Road hump with cycle Lane to Glenview Road Mid- bypass (no zebra 1 $10,000 $10,000 $14,000 Block crossing)
Gale Street – from Woolwich PS-2 Bicycle symbol 6 $80 $480 $672 Road to The Point Road
The Point Road – from Gale PS-2 Bicycle symbol 12 $80 $960 $1,344 Street to Valentia Street
The Point Road – Mayfield Raised mid-block Avenue to Angelo Street 1 $15,000 $15,000 $21,000 pavement Mid-Block
Valentia Street – from The PS-2 Bicycle symbol 12 $80 $960 $1,344 Point Road to Ferry Wharf
Woolwich Ferry Wharf Bike locker 1 $5,000 $5,000 $7,000
TOTAL $79,000 $110,600
The proposed road humps with cycle bypasses on Woolwich Road are costed without a zebra crossing for pedestrians, as shown in Figure 2.1. However, at Council’s discretion, there is the option to also deliver a zebra crossing as part of the works, if meeting RMS warrants.
Figure 6.1: Example of Road Hump Cycle Bypass (no zebra crossing)
Source: Cycling Aspects for Austroads (2017)
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Figure 6.2: Example of Road Hump Cycle Bypass (with zebra crossing)
Source: Google Street View An example of a raised mid-block pavement for traffic calming – as is proposed at The Point Road – is shown in Figure 6.3.
Figure 6.3: Example of Raised Mid-Block Pavement
Source: Austroads Guide to Traffic Management Part 8 (2020)
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6.1.3. Route HH2 Works
The table below outlines the required interventions along Route HH2.
Table 6.2: Route HH2 Works
Location Intervention Quantity Unit Price Cost Estimate
Higher Lower (40% contingency)
Refuge island Pittwater Road – High Street reconstruction (with 1 $15,000 $15,000 $21,000 intersection sufficient space for cyclists)
Bicycle Lanterns at Pittwater Upgrade to combined Road – Princes Street pedestrian and bicycle 2 $4,000 $8,000 $11,200 intersection lanterns
Princes Road – from Pittwater Road to Farnell PS-2 Bicycle symbol 12 $80 $960 $1,344 Street
Farnell Street – from Princes PS-2 Bicycle symbol 6 $80 $480 $672 Road to Ryde Road
Ryde Road – from Farnell Shared path symbol 6 $80 $480 $672 Street to Park Road
Refuge island Ryde Road – Park Street reconstruction and safety 1 $8,500 $8,500 $11,900 intersection rails
Mary Street – from Mark PS-2 Bicycle symbol 6 $80 $480 $672 Street to Gladesville Road
Mary Street and Gladesville Refuge island 2 $8,000 $16,000 $22,400 Road intersection
Mary Street and Gladesville Shared path symbol 2 $80 $160 $224 Road intersection
1.8m-wide bicycle lane Mary Street and Gladesville 40 (green coloured $120 $4,800 $6,720 Road intersection metres pavement)
Augustine Street – from Ryde Road to Gladesville PS-2 Bicycle symbol 10 $80 $800 $1,792 Road
Gladesville Road – from Mary PS-2 Bicycle symbol 10 $80 $800 $1,120 Street to Ryde Road
TOTAL $56,460 $79,044
Combined pedestrian and cyclist bicycle lanterns will need to be provided for two of the four signalised crossings at the Pittwater Road – Princes Street – Thompson Street intersection. A total of four lantern sets, only two are in the Municipality of Hunters Hill.
Coordination with the City of Ryde will be required regarding their delivery of the Pittwater Road off-road shared path, as well as Hunters Hill’s delivery of an on-road facility on Princes Street.
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Figure 6.4: Proposed Bicycle Lanterns
Source: Nearmap
Figure 6.11 below depicts the proposed concept for the Mary Street – Gladesville Road intersection.
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Figure 6.5: Mary Street and Gladesville Road intersection – concept
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6.1.4. Route HH3 Works
The table below outlines the required interventions along Route HH3.
Table 6.3: Route HH3 Works
Location Intervention Quantity Unit Price Cost Estimate
Higher Lower (40% contingency)
Massey Lane – from Pittwater PS-2 Bicycle symbol 4 $80 $320 $448 Road to Massey Street
1.8m-wide contra- Massey Street – from Victoria 270 flow lane (green $80 $21,600 $30,240 Road to Venus Street metres coloured pavement)
Massey Street – from Victoria PS-2 Bicycle symbol 4 $80 $320 $448 Road to Venus Street
Massey Street – Venus Street – Refuge island 1 $6,000 $6,000 $8,400 Makinson Street Intersection reconstruction
Makinson Street – from Massey PS-2 Bicycle symbol 8 $80 $640 $896 Street to Batemans Road
Batemans Road – Makinson Shared path symbol 2 $80 $160 $224 Street to Augustine Street
Pathway between Tarban Creek Shared path symbol 4 $80 $320 $448 Shared Path and Waruda Place
Shared path between Waruda Shared path symbol 4 $80 $320 $448 Place and Victoria Road
Victoria Road – from the footbridge to Huntleys Point Shared path symbol 6 $80 $480 $672 Road (West)
Huntleys Point Road – Victoria PS-2 Bicycle symbol 10 $80 $800 $1,120 Road to Ferry Wharf
TOTAL $30,960 $43,344
Regarding the Massey Street contra-flow cycling lane, there is sufficient road carriageway space to construct the cycling facility and maintain parking on both sides of Massey Street. While the example in Figure 6.6 shows a uni-directional lane not adjacent to a parking lane, it demonstrates how a cycling lane can be safely separated from the adjacent road space through a raised painted separator.
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Figure 6.6: Example of a separated bike lane at Wilson Street, Newtown
Source: Google Street View Figure 6.7 shows the concept for this contra-flow lane on Massey Street and the works required at the crossing into Makinson Street.
Figure 6.7: Massey Street and Venus Street intersection – concept
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6.1.5. Loop and Loop Connection Works
The table below outlines the required interventions on the Loop and Loop Connection.
Table 6.4: Loop and Loop Connection Works
Location Intervention Quantity Unit Price Cost Estimate
Higher Lower (40% contingency)
Mark Street – from Augustine PS-2 Bicycle symbol 8 $80 $640 $896 Street to Ryde Road
Martin Street – from Ryde Road PS-2 Bicycle symbol 10 $80 $800 $1,120 to Joubert Street
Joubert Street – from Martin PS-2 Bicycle symbol 4 $80 $320 $448 Street to Rose Street
Reiby Road – from Burns Bay Road underpass to Lane Cove PS-2 Bicycle symbol 4 $80 $320 $448 River foreshore shared path
Mount Street – Lane Cove River foreshore shared path to PS-2 Bicycle symbol 8 $80 $640 $896 Alexandra Street
Stanley Road – Alexandra PS-2 Bicycle symbol 8 $80 $640 $896 Street to Mount Street
Mount Street – from Stanley Road to Kareelah Road Link PS-2 Bicycle symbol 4 $80 $320 $448 Lane
Kareelah Road – Link Lane to PS-2 Bicycle symbol 4 $80 $320 $448 Moorefield Avenue
Moorfield Avenue – Kareelah PS-2 Bicycle symbol 6 $80 $480 $672 Road to Wandella Avenue
Wandella Avenue PS-2 Bicycle symbol 2 $80 $160 $224
Durham Street – Wandella PS-2 Bicycle symbol 6 $80 $480 $672 Avenue to Church Street
Reiby Road – Church Street to PS-2 Bicycle symbol 6 $80 $480 $672 Burns Bay Road underpass
TOTAL $5,600 $7,840
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6.1.6. Regional Route Interchange Works
Table 6.5: Regional Route Interchange Works
Location Intervention Quantity Unit Price Cost Estimate
Higher Lower (40% contingency)
Huntleys Point Road – 3m-wide shared path Gladesville Bridge Tunnel to 40 metres $500 $20,000 $28,000 construction shared path
Shared path between Gladesville Bridge Tunnel and Shared path symbol 6 $80 $480 $672 Tarban Creek Bridge stairs
Huntleys Point Road – Huntleys Point Wharf to Gladesville PS-2 Bicycle symbol 8 $80 $640 $896 Bridge tunnel
Shared path between Victoria Road footbridge to Huntleys Shared path symbol 6 $80 $480 $672 Point Road (East)
TOTAL $21,600 $30,240
6.1.7. Summary of Works
Table 6.6: Summary of Works
Higher Cost Estimate Route Lower Cost Estimate (40% contingency)
Route HH1 $79,000 $110,600
Route HH2 $56,460 $79,044
Route HH3 $30,960 $43,344
Loop & Loop Connection $5,600 $7,840
Regional Route Interchange $21,600 $30,240
TOTAL $193,620 $271,068
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6.2. Standard Cycleway Treatments
6.2.1. Introduction
The City of Sydney’s Standard Cycleway Treatments Overview effectively outlines the industry’s best practice objectives and elements of various cycleway typologies. A distillation of the key information and typology cross sections is included, enabling the Municipality of Hunters Hill to deliver the Action Plan’s proposed works in the most appropriate way.
6.2.2. Standard Cycleway Treatments Mixed Traffic
In an on-road mixed traffic facility, cyclists travel in the main road carriageway with all other road users. Here, bike symbols are painted on the road consistently across the cycling route, ensuring that both cyclists and other road users are aware that they are sharing the travel lane together. Contraflow
Contraflow cycleways provide a one-way separated lane for cyclists in the opposite direction of a one-way street for vehicles. A median separator may be included when feasible, or a required inclusion following a risk assessment. Clear regulatory signage is required, and green paint may be used to contrast the cycle lane from general traffic. Refer to Figure 6.6 in Section 0 for an example of a contraflow cycling facility. Shared Path
Shared paths provide bi-directional travel for pedestrians and cyclists. They are an appropriate intervention when the volumes of both pedestrians and cyclists are not so intense as to create a high risk of conflict on the path. Shared paths should be
Figure 6.8: Shared Path at Kelso Park North, Panania
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Separated Bi-Directional Cycleway
Separated bi-directional cycleways are designed to physically separate cyclists from both vehicle traffic and pedestrians. Located between the road carriageway and the footpath, a separated bi-directional provides for two directions of movement by use of a centre line, as well as a physical barrier from vehicles and pedestrians through the use of a median, kerb, buffer planting etc.
To avoid the loss of parking, the road width should generally be 12.8 metres or greater. For roads that are designated for buses or other heavy vehicles, the road width should be 13.5m or greater to ensure that there is enough space for these vehicles’ wider travel lanes. Figure 6.9 depicts the ideal cross section for a bi- directional separated cycleway.
Figure 6.9: Separated Bi-Directional Cycleway Cross Section
Source: Standard Cycleway Treatments Overview (City of Sydney) Figure 6.10: Separated Bi-Directional Cycleway at Kent Street, Sydney
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6.3. Wayfinding Strategy
6.3.1. Overview
Wayfinding and directional signage are an integral component of a transport system. These elements help users negotiate the network, easily and efficiently. Directional signage also reinforces system connectivity and coherence and gives high visibility and recognition to the collection of routes which make up the network.
When people understand where they are, and where they are going, they feel safer and more comfortable. A successful wayfinding system instils confidence in a wide variety of users and encourages walking and cycling for transport and recreation. An effective wayfinding strategy creates clear paths by using visual, verbal and/or auditory clues such as materials, patterns, signs, maps, landmarks and other signals.
While each mode has different needs in terms of the information required from signage, they also have common needs, principally the need for a consistent and coherent approach to sign design, sign placement and sign convention. Progressive disclosure and consistent, regular information presentation should underpin any successful wayfinding system.
Bicycle routes should be clearly identified for the public as a legitimate transport facility. Where off-road shared cyclist and pedestrian paths exist, they must be signposted with the appropriate R8-2 regulatory sign as shown in Figure 6.11.
Figure 6.11: Bicycle Regulatory Signage
Source: NSW Bicycle Guidelines, Figure 3.5, pg. 14 (RMS, 2003) The wayfinding and signage component of the strategy will assist cyclists with individual travel choices without littering the network with more sign posts and visual clutter. The strategy would serve as the functional framework for cyclist and pedestrian wayfinding signage and line-marking in the Municipality of Hunters Hill and would include the following:
▪ Identifying and adapting intuitive wayfinding and linemarking elements from contemporary guidelines for use in Hunters Hill, including but not limited to: o NSW Bicycle Guidelines o City of Sydney Bicycle Network Directional Signage Design Guidelines o City of Sydney Shared Pathways Pavement Markings. o Austroads Research Report AP-R492-15 Bicycle Wayfinding ▪ Providing generic principles for an overall wayfinding and identification signage system. ▪ Identifying principles to plan a logical sequence of directional signs and information – recognising and planning decision points and the hierarchy of messages. ▪ Preparing a standard signage template for bicycle directional signage in the LGA.
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▪ Providing clear guidelines and criteria for placing signs at key decision points. ▪ Graphic design - use of type, colour and other graphics that assist wayfinding. ▪ Identifying distances on signs enables the user to plan their journey with confidence.
6.3.2. Signage General Principles
Directional signs are required to transmit information quickly to cyclists. This is achieved by keeping signage simple, easy to identify and consistent throughout the cycling network. Good signage makes use of graphics and symbols to achieve this and convey messages to cyclists.
It is important that directional signage be consistent throughout the bicycle network and be located at all relevant intersections to direct cyclists. Care should be taken during signage placement to avoid bicycle directional signage becoming lost in the clutter of other signs, or confusing motorised traffic, particularly when used for on-road routes.
GTA recommend that the Municipality of Hunters Hill deviate from using the RMS standard signage and that they instead adopt the signage specifications outlined in Appendix A-C of Austroads Research Report AP- R492-15 until such a time that they are replaced or introduced as a new standard. The RMS signage does not include the ability to display travel times, distances to the nearest hundred metres and points of interest. The signs included in the Austroads Research Report have been specifically designed to be friendly to cyclist (rather than based on a highway design as in the case of the RMS signage). They include a clearer typeface for lower speed cyclists and a retro-reflective lettering which is clearer in low light conditions.
Examples of bicycle network route directional signage are shown in Figure 6.2.
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Figure 6.12: Example of Bicycle Wayfinding Signage
Source: AP-R492-15 – Bicycle Wayfinding
6.3.3. Signage Types
Signage types are used to separate signs into categories. These categories reflect where the use of a certain sign is appropriate and what message the sign is meant to convey. For example, reassurance signs are a category of signage used to inform riders they are still on the same bike route. They are appropriately used over intervals where the lengths between changes in direction are long.
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To reduce clutter along the cycling network it is recommended that they are only used on recognised strategic routes or regional routes (e.g. Victoria Road). Austroads has categorised different types of signs and commented on their appropriateness in different situations. These comments can be seen in Table 6.7.
Table 6.7: Cycle Routes and Sign Types Used on Each Route Type
Source: AP-R492-15 – Bicycle Wayfinding RR1 and RR2 on Victoria Road and Burns Bay Road, respectively, are classified under the ‘primary’ route type in the Austroads guidelines, whereas HH1, HH2, HH3 and the Loop function are categorised as ‘local’ routes. Concerning the Municipality of Hunters Hill’s implementation of these local routes, directional fingerboards should be integrated with street signs.
An illustration of the different signs and appropriate uses for them is shown in Figure 6.13.
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Figure 6.13: Sign Types
Source: AP-R492-15 – Bicycle Wayfinding
6.3.4. Wayfinding Methodology
The wayfinding methodology shown below is designed to produce a directional signage plan for the future Hunters Hill cycling network. Strategic routes are identified, labelled and numbered. Junctions within the routes are then identified and an appropriate sign schedule is created for each route. The combined sign schedules form the overall directional sign plan.
Below is the methodology used to start the development of a wayfinding strategy for the Municipality of Hunters Hill.
1. Identify Cycle Routes
2. Create Route Numbering System
3. Provide Branding for Routes (e.g. names, colours)
4. Identify and Document all route junctions
5. Create a Sign Schedule for each Route
6. Prepare Sign Artwork for Sign Manufacturer
Identify Cycle Routes
The cycle routes for the Municipality of Hunters Hill were defined as a strategic route network in Section 5.3. Create Route Numbering System and Branding for Routes
While the Austroads guidelines state that ‘local’ routes do not have route numbering or branding, it is recommended that the Municipality of Hunters Hill improve the strategic network’s legibility by utilising branding for all its routes. Assigning a name and colour, the linear routes have been named HH1, HH2 and HH3, while the circular route that was known as the ‘Hunters Hill Bike Route’ has been renamed ‘The Loop’. The colours of the routes have the purpose of visually describing the fastest path through different sections of the cycling network. On the street level the colours would be used to quickly inform cyclists that they are on a strategic route.
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The strategic routes identified were numbered, named and branded as follows:
1. HH1 – Hunters Hill Village to Woolwich Wharf, blue
2. HH2 – Hunters Hill Village to Buffalo Creek Reserve, purple
3. HH3 – Gladesville Town Centre to Huntleys Point Wharf, green
4. The Loop, pink Identify and Document All Route Junctions
Route junctions are key decision points for cyclists. As cyclists will generally utilise more than one strategic route for most of their trips it is important that junctions between the routes be identified and appropriately signed.
Figure 6.14: Hunters Hill Route Junctions
Create a Sign Schedule for Each Route
A sign schedule details the location, type and displayed content of each sign along a strategic route. For the proposed strategic routes in Hunters Hill, it is proposed that that a sign be placed at each junction and each turning decision point along the route. As an example, Figure 6.15 depicts the key wayfinding points along Route HH3.
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Figure 6.15: Route HH3 Key Wayfinding Points
Table 6.8: Route HH3 Wayfinding Sign Schedule
Point Type of Sign Content
Route HH3: Gladesville Town Centre to Huntleys Point Wharf A Map Sign Huntleys Point Wharf: 3.1km
B Direction Indication Sign Gladesville Town Centre: 0.1km Huntleys Point Wharf: 3.0km
C Direction Indication Sign Gladesville Town Centre: 0.4km Huntleys Point Wharf: 2.7km
D Direction Indication Sign Gladesville Town Centre: 0.6km Huntleys Point Wharf: 2.5km
E Direction Indication Sign Gladesville Town Centre: 0.8km Huntleys Point Wharf: 2.3km
F Direction Indication Sign Gladesville Town Centre: 0.9km Huntleys Point Wharf: 2.2km
G Direction Indication Sign Gladesville Town Centre: 1.0km Huntleys Point Wharf: 2.1km
H Direction Indication Sign Gladesville Town Centre: 2.1km Huntleys Point Wharf: 1.0km
I Direction Indication Sign Gladesville Town Centre: 2.2km Huntleys Point Wharf: 0.9km
N189290 // 25/08/2020 Final Report // Issue: A Hunters Hill Bike Plan, Municipality of Hunters Hill 78
ACTION PLAN
J Direction Indication Sign Gladesville Town Centre: 2.3km Huntleys Point Wharf: 0.8km
K Direction Indication Sign Gladesville Town Centre: 2.3km Huntleys Point Wharf: 0.8km
L Direction Indication Sign Gladesville Town Centre: 2.5km Huntleys Point Wharf: 0.6km
M Direction Indication Sign Gladesville Town Centre: 2.6km Huntleys Point Wharf: 0.5km
N Direction Indication Sign Gladesville Town Centre: 2.8km Huntleys Point Wharf: 0.3km
O Direction Indication Sign Gladesville Town Centre: 3.0km Huntleys Point Wharf: 0.1km
Route HH3: Huntleys Point Wharf to Gladesville Town Centre P Map Sign Gladesville Town Centre: 3.1km
Prepare Sign Artwork for Sign Manufacturer
A preliminary example of a fingerboard sign has been prepared for Route HH3 – Gladesville Town Centre to Huntleys Point Wharf. The purpose of the sign is to convey to the following information:
• The route the rider is on • Distance to the route destinations • The estimated travel time to the route destinations
The designs achieve this through incorporating the brand / colour of the route and very simply identifying the route destinations along with its distance and estimated travel time.
Figure 6.16: Route HH3 Fingerboard Signage Example
N189290 // 25/08/2020 Final Report // Issue: A Hunters Hill Bike Plan, Municipality of Hunters Hill 79
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