CR18.110 24 July 2018
TOWN OF CAMBRIDGE BICYCLE PLAN 2018 - 2022
9347 6000 | [email protected] | cambridge.wa.gov.au MAIN REPORT Town of Cambridge Bicycle Plan 2018
Contact Information Document Information
Cardno (WA) Pty Ltd Prepared for Town of Cambridge Trading as Cardno Project Name Bicycle Plan 2018 ABN 77 009 119 000 Site Name Town of Cambridge LGA 11 Harvest Terrace, West Perth WA 6005 Client Reference CAMB0003
Telephone: 08 9273 3888 Project No. CW963500 Facsimile: 08 9486 8664 Document Title Town of Cambridge International: +61 8 9273 3888 Discipline Code Traffic & Transport [email protected] Document Type Report www.cardno.com Document Sequence 001 Date 28 June 2018 Revision Number H
Author(s): Raymond Rachmat Transport Engineer Approved By: Jacob Martin Team Leader, Transport Planning
© Cardno. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person other than by agreement with Cardno. This document is produced by Cardno solely for the benefit and use by the client in accordance with the terms of the engagement. Cardno does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document.
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Table of Contents
1 Acronyms, Abbreviations, and Definition viii 2 Introduction 1 2.1 Introduction 1 2.2 Study Area 1 2.3 Vision and Objectives 2 2.4 Methodology 2 2.4.1 Existing Network Review 2 2.4.2 Policy and Planning Documents Review 2 2.4.3 Community and Stakeholder Consultation 2 2.4.4 Network Planning 3 2.4.5 Infrastructure Assessment and Prioritisation 3 3 Site Analysis 4 3.1 Land Use and Attractors 4 3.2 Strategic Regional Cycling Links 6 3.3 Existing Cycling Infrastructure 7 3.4 Network Analysis 7 3.5 Existing Walking Trail Network 7 4 School Analysis 10 4.1 Surrounding infrastructure 10 5 Cycling Corridors 25 5.1 Glendalough – Subiaco 25 5.1.2 Lake Monger 26 5.1.3 Dodd Street 28 5.1.4 Gregory Street 29 5.1.5 Barrett Street 32 5.1.6 Station Street 33 5.2 City Beach – West Leederville 36 5.2.1 The Boulevard 38 5.2.2 Ruislip Street 43 5.2.3 Southport Street 46 5.2.4 Harrogate Street – Oxford Close – Bermondsey Street 48 5.2.5 North – South Extension at West Leederville 51 5.3 Perth to City Beach 52 5.3.2 Railway Parade 54 5.3.3 Salvado Road East 54 5.3.1 Salvado Road West 55 5.3.2 Crossing at Selby Street 56 5.3.3 Oceanic Drive 56 5.4 Jersey Street 58 5.4.1 Crossing Improvements 58 5.5 Selby Street 60 5.5.1 Crossing Improvements 60 5.6 Herdsman Parade 61 5.6.1 Cycle Lanes 61 5.6.2 Off-road Facility 62
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5.7 Other North-South Links 63 5.7.1 West Coast Highway 63 5.7.2 Challenger Parade 65 5.7.3 Pearson Street 66 5.7.4 Marlow Street 66 5.7.5 Howtree Place – Brookdale Street – Brockway Road 67 5.7.6 Mitchell Freeway PSP 69 5.7.7 Loftus Street 69 5.7.8 Meagher Drive 69 5.8 Other East-West Links 70 5.8.1 Empire Avenue 70 5.8.2 Cambridge Street 70 5.8.3 Grantham Street 71 5.8.4 Oceanic Drive (Northern Side Footpath) 71 5.8.5 Hay Street / Underwood Avenue 71 5.9 Recreational 72 5.9.1 Golf Course Trail 72 5.9.2 Perry Lakes Reserves and Perry Lakes Drive 73 5.9.3 Bold Park 73 5.9.4 Herdsman Lake 73 5.9.5 Lake Monger 73 5.9.6 Walking Trails Strategy 74 5.10 Community Routes 74 6 Implementation 75 6.1 Network Plan 75 6.2 Schedule of Works 79 6.3 Path Widths 82 6.3.1 Bicycle Paths 82 6.3.2 Shared Paths 82 6.3.3 Separated Paths (one-way and two-way) 82 7 Wayfinding Strategy 83 7.1 Wayfinding Strategy for the Town 83 7.2 Existing Wayfinding 83 7.3 Wayfinding Strategy 83
Appendices
Appendix A Existing Cycling Network Appendix B Walking Trail Network Appendix C Proposed Infrastructure Changes Map Appendix D Ultimate Cycling Network Map Appendix E Route Hierarchy Appendix F Multi Criteria Analysis Appendix G Schedule of Works Appendix H Infrastructure Rollout Map
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Tables
Table 3-1 Key Attractors Within Cambridge 4 Table 3-2 Key Attractors Outside of Cambridge 4 Table 3-3 Existing Strategic Cycling Links 6 Table 6-1 Prioritised Schedule of Works (0-5 Years) 79 Table 6-2 Special Projects 80 Table 6-3 Planned Projects (5-10 Years) 80 Table 6-4 Future Projects (Beyond 10 Year) 80 Table 6-5 Minimum and Desirable Width of Bicycle Paths 82 Table 6-6 Minimum and Desirable Width of Shared Paths 82 Table 6-7 Minimum and Desirable Width of Two-way separated paths 82 Table 6-8 Minimum and Desirable Width of One-way separated paths 82
Figures
Figure 2-1 Town of Cambridge – Location 1 Figure 3-1 Land Use and Trip Attractors 5 Figure 3-2 Existing Strategic Cycling Links 6 Figure 3-3 Existing Cycling Infrastructure 8 Figure 3-4 Town of Cambridge Walking Trail Routes 9 Figure 4-1 Kapinara Primary School 11 Figure 4-2 City Beach Primary School 12 Figure 4-3 Holy Spirit Primary School 13 Figure 4-4 International School of Western Australia 14 Figure 4-5 Newman Junior College 15 Figure 4-6 Floreat Park Primary School 16 Figure 4-7 Wembley Primary School 17 Figure 4-8 Jolimont Primary School 18 Figure 4-9 West Leederville Primary School 19 Figure 4-10 Lake Monger Primary School 20 Figure 4-11 Bold Park Community School 21 Figure 4-12 Churchlands Senior School 22 Figure 4-13 Newman College 23 Figure 4-14 Perth Modern School 24 Figure 5-1 Proposed Glendalough to Subiaco Route 25 Figure 5-2 Trail Formation North of Lake Monger 26 Figure 5-3 Powis Street – Dodd Street Indicative Bicycle Only Path Connection 27 Figure 5-4 Dodd Street West 28 Figure 5-5 Grantham Street and Gregory Street Intersection – Looking North 29 Figure 5-6 Protected Bidirectional Cycle Lane (Aerial View) Banksia Terrace – City of South Perth WA 30 Figure 5-7 Protected Bidirectional Cycle Lane (Street View) Banksia Terrace – City of South Perth WA 30
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Figure 5-8 Protected Bidirectional Cycle Lane, Harvest Terrace – City of Perth WA 30 Figure 5-9 Indicative Gregory Street Bidirectional Cycle Lane 31 Figure 5-10 Barrett Street Bidirectional Cycle Lane Indicative Layout 32 Figure 5-11 Indicative Station Street Bidirectional Cycle Lane Layout 33 Figure 5-12 Cambridge Street and Station Street Intersection 34 Figure 5-13 Bidirectional Cycle Lane at Station Street and Salvado Road Intersection 35 Figure 5-14 City Beach – West Leederville, The Boulevard Shared Path 36 Figure 5-15 City Beach – West Leederville, Ruislip Street Safe Active Street 36 Figure 5-16 City Beach – West Leederville, Harrogate Street – Oxford Close – Bermondsey Street 37 Figure 5-17 Different Path Surfaces – Near West Coast Highway 38 Figure 5-18 Existing Cycle Lanes on The Boulevard 38 Figure 5-19 Existing The Boulevard / Empire Avenue Intersection 40 Figure 5-20 Indicative Shared Path Realignment 40 Figure 5-21 Indicative Shared Path Alignment 41 Figure 5-22 The Boulevard Shared Path – Bournville Street Connection 42 Figure 5-23 Selby Street and Bournville Street Intersection 42 Figure 5-24 Existing Road Environment on Ruislip Street 43 Figure 5-25 Existing Shared Path along Ruislip Street 43 Figure 5-26 Example of Safe Active Street Implementation 44 Figure 5-27 Shakespeare Street Safe Active Street – City of Vincent, WA 45 Figure 5-28 Woolwich Street Connection to Southport Street 46 Figure 5-29 Southport Street and Railway Parade Intersection – Looking South 46 Figure 5-30 Southport Street – Harrogate Street Crossing Indicative Treatment 47 Figure 5-31 Inconspicuous Underpass at the end of Bermondsey Street 48 Figure 5-32 Bicycle Pavement Marking, from Harrogate Street to Loftus Street Underpass 49 Figure 5-33 Indicative Wayfinding Treatment at Intersections 50 Figure 5-34 Bermondsey Street to Underpass Indicative Wayfinding Treatment 50 Figure 5-35 Existing City to Sea Route 52 Figure 5-36 Proposed Perth to City Beach Route 53 Figure 5-37 Existing Shared Path along Salvado Road – East of Selby Street 54 Figure 5-38 Existing Road Condition on Salvado Road West 55 Figure 5-39 Salvado Road and Alderbury Intersection 55 Figure 5-40 Cambridge Walk Trails in the Vicinity of Oceanic Drive 57 Figure 5-41 Jersey Street and Grantham Street Intersection 58 Figure 5-42 Jersey Street and Cambridge Street Signalised Intersection 59 Figure 5-43 Jersey Street and Salvado Road Signalised Intersection 59 Figure 5-44 The Boulevard and Selby Street Intersection 60 Figure 5-45 Existing Cycle Lanes on Herdsman Parade 61 Figure 5-46 Selby Street and Herdsman Parade Intersection 62 Figure 5-47 Existing Power Pole on Herdsman Parade Footpath 62 Figure 5-48 Cycle Lane Termination at West Coast Highway Mid-block 63 Figure 5-49 Cycle Lanes Intersection Treatment at The Boulevard Intersection 63 Figure 5-50 West Coast Highway and Rochdale Road Intersection 64
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Figure 5-51 Existing and Proposed Cycling Facilities along Challenger Parade 65 Figure 5-52 Salvado Road and Marlow Street Intersection 66 Figure 5-53 John Street Shared Path – Bentley WA 67 Figure 5-54 Brookdale Street and Underwood Avenue Intersection 68 Figure 5-55 Indicative Alignment of the Wembley Golf Course Trail 72 Figure 5-56 Gregory Street – Lake Monger Indicative Path Connection 74 Figure 6-1 Proposed Infrastructure Changes 76 Figure 6-2 Ultimate Network Cycling Infrastructure Map 77 Figure 6-3 Ultimate Cycling Network Route Hierarchy 78 Figure 6-4 Infrastructure Upgrade Roll-out Map 81
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1 Acronyms, Abbreviations, and Definition
Safe Active Street A type of on-road cycling infrastructure along a suburban road that has been traffic calmed and the speed limit reduced to create a safe, low speed, and low vehicular traffic environment for on-street cycling. In Safe Active Street, cyclists are given priority over motor vehicles. An example below is from the recently completed Shakespeare Street Safe Active Street in the City of Vincent.
DoT Department of Transport
EoT End of Trip Facilities
LGA Local Government Area
Protected Bicycle Lane Bike lanes with physical separation from motor vehicles on a road. It can be configured for one-way or two-way (bidirectional). See example below:
PSP Principal Shared Path
PTA Public Transport Authority
RSP Recreational Shared Path
VPD Vehicles per Day
WABN Western Australia Bicycle Network
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2 Introduction
2.1 Introduction Cardno has been commissioned by the Town of Cambridge (the Town) to develop a bicycle plan for the Cambridge Local Government Area (LGA). The Plan sets the direction for investment in cycling infrastructure over the next 10 to 20 years, informing Council’s forward works and budgeting processes for the 5-year near-term planning horizon and beyond.
2.2 Study Area The Town of Cambridge LGA is located in the Perth Metropolitan Region in Western Australia, approximately 5km north-west from the central business district (CBD) of Perth, as shown in Figure 2-1. The LGA covers an area of approximately 22km² and contains a wide range of land uses and trip generators including shopping centres, residential development, recreational parks and commercial land uses. The town stretches from the fringes of Perth CBD to the coast, giving the Town a variety of urban landscape from the vibrant inner-city to the east, to the open green spaces to the west. This environment gives residents of Cambridge a variety of lifestyle options. The Town borders City of Stirling to the north, City of Vincent to the east, City of Perth to the southeast, City of Subiaco and City of Nedlands to the south, and the Indian Ocean to the west. Figure 2-1 Town of Cambridge – Location
Cycling is a relatively underutilised form of transportation in the Town with 3.2% of residents travelling to work by bicycle according to the 2011 ABS census. This is significantly higher than the average 1.1% bicycle mode share for Greater Perth, but still low in the context of its proximity to the City Centre and attractive facilities. There is therefore significant scope to build upon this level of cycling in the Town, particularly in the suburbs of West Leederville and Wembley, due to their close proximity to major employment centres including Perth
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CBD, West Perth, Subiaco, Shenton Park and Nedlands, as well as direct connections to the Mitchell Freeway and Fremantle Train Line PSPs.
2.3 Vision and Objectives The vision for the Town is defined by the Strategic Community Plan 2013-2023: “Cambridge is a place where things are happening. Stylish new and enhanced development will create hubs of community activity – places where families and friends get together, where business thrives and access is easy. Housing will become more diverse to accommodate people at different life stages and our suburban landscape will enhance its appeal through beautiful green and open streetscapes.” The Cambridge Bike Plan is intended to assist the Town to achieve this vision through providing sustainable transport opportunities for its residents and visitors, and to enhance the quality of the transport environment through construction of high quality streetscapes, designed for pedestrians and cyclists. The Town is situated in close proximity to the Perth CBD, but has direct connections to this primary hub only at the Thomas Street interface. The geography of the Town means that effective and safe links to neighbouring LGAs are vital for the overall function of a bicycle network.
2.4 Methodology The methodology for the bike plan is outlined in the following sections:
2.4.1 Existing Network Review A desktop review of the current cycle network was undertaken and subsequently confirmed through site inspections spanning over 3 days. During these site inspections, a ‘saddle survey’ was carried out to determine the existing conditions of road and path infrastructure by considering the needs of casual, recreational and commuter cyclists. The opportunities and limitations found within the street layout were assessed in addition to evaluating the path design.
2.4.2 Policy and Planning Documents Review As part of the Bike Plan, existing Local, State, and Federal policies related to cycling was undertaken in order to formulate a. bike plan that is consistent with initiatives and directions set out by these policies. A list of relevant policies and planning documents that were reviewed is detailed in the Background Study report.
2.4.3 Community and Stakeholder Consultation Stakeholder consultation was a major component of the bike plan, allowing cycling organisations and members of the public to provide input to the design and implementation of the final plan. The results of the community consultation are presented in the Background Study document. A range of consultative methods were utilised to enable visitors, residents and other stakeholders to voice their concerns, put forward ideas and provide information on their personal experiences of cycling throughout the Town. > Public Surveys – Public consultation was conducted by distributing online and hard copy surveys for members of the public to answer the purpose of their cycling trips, as well as the frequency of their journeys. An open-ended section was included to: - Allow participants to state what they enjoy about cycling in the Town; - Determine which areas they experienced discomfort or avoided; and - Encourage participants to suggest ways in which the network could be improved > Stakeholder Consultation – A number of key stakeholders were consulted as part of the bicycle plan, including the Town’s officers, neighbouring local government councils, state government agencies, residents association, and local sporting clubs. Meeting with neighbouring local government is important in formulating this Bicycle Plan as the Town shares borders with multiple councils and knowledge of other council’s plans and priorities is important in order to establish a connected strategic network between neighbouring councils.
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State government agencies were also engaged to ensure that the proposed infrastructure within this bike plan is consistent with the existing State planning and policy. > Public Advertisement Period Following the completion of the Draft Bike Plan, it was publicly advertised to allow members of the public to submit comments on the Plan between 30 April and 30 May 2018. A public information session was also held midway through the consultation period on 23 May 2018 to allow community members to drop in and discuss the Plan directly with the Project Team. The feedback was then reviewed and collated for inclusion in the Final Bike Plan document.
2.4.4 Network Planning An ultimate network plan has been developed to describe a complete cycling network for the Town within the next 10-20 years. The network has three main components: > Cycling Corridors > Local Connecting Links > School Analysis Details regarding the standard for construction and design of bike facilities within these areas are included in the Background Study document.
2.4.5 Infrastructure Assessment and Prioritisation In order to achieve the gradual implementation of the ultimate network plan, a schedule of infrastructure improvements for the cycling network has been completed. The schedule outlines the priorities for infrastructure based on their classification, scale, location and potential costs, with consideration given to the constraints which may necessitate further investigation, detailed design or assessment. Deficiencies in the existing bicycle network have been identified, and a schedule of remedial actions has been proposed to improve practicality and operational safety for cycling infrastructure in the LGA. Ongoing maintenance works have also been identified, with suggestions for alterations to the current maintenance schedules included to alleviate issues such as encroaching vegetation on pathways. The proposed infrastructure improvements will be prioritised for gradual implementation. Projects that require future infrastructure have been noted, and the particular concepts behind these long-term visions have been conveyed in a straightforward and clear manner.
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3 Site Analysis
3.1 Land Use and Attractors The main land use and attractors within the Town are listed in Table 3-1 and Table 3-2 shown in Figure 3-1. These have been used to determine the route destinations for cycling trips within the Town.
Table 3-1 Key Attractors Within Cambridge Key Attractors Description Wembley Town Centre The Centre is located along Cambridge Street from Marlow Street to Essex Street and has a variety of land uses on this street ranging from residential, retail, and commercial. It is a substantial attractor to nearby residents. Floreat Shopping Centre Floreat Shopping Centre is one of the main retail destinations within the Town and offers a range of retail options. The Shopping Centre has major retailers as well as banks, cafes, and restaurants which generate activity in the area. City Beach Foreshore City Beach foreshore is a popular attractor in the Town and generates significant usage as it accommodates a range of recreational activities on the beach, nearby park and ovals, as well as restaurants. West Leederville West Leederville is a mixed land use district centre with commercial, retail, and low to medium density housing. The area has excellent public transport access by being located between two train stations, Leederville and West Leederville station. Schools Major schools in the Town include West Leederville Primary School, Wembley Primary School, Lake Monger Primary School, Jolimont Primary School, City Beach Primary School, Kapinara Primary School, Floreat Park Primary School, and International School of Western Australia (ISWA). ISWA is being proposed to be relocated to Doubleview in the City of Stirling and the existing Site proposed to be refurbished as a public secondary school, City Beach College.
Table 3-2 Key Attractors Outside of Cambridge Key Attractors Perth CBD The CBD is a major attractor due to the high number of services it provides within a close proximity from Cambridge in addition to the significant number of commuters travelling to the area due the CBD being the main centre of employment. Oxford Street, Leederville This strip just east of Leederville Station offers an array of cafes and restaurants as well as a number of retail stores Subiaco Subiaco, especially the area surrounding the Subiaco Station, contains many retail shops, variety of restaurants, and office spaces, as well as Subiaco Oval. Shenton Park Located to the south of the Town, Shenton Park with is one of the major employment centre in the area. Schools Schools located near the Town’s boundary include Churchlands Primary and Senior High School, Perth Modern School, Newman College, Shenton College, and John XXIII College
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Figure 3-1 Land Use and Trip Attractors
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3.2 Strategic Regional Cycling Links The existing strategic cycling links are presented in Table 3-3 and Figure 3-2 below.
Table 3-3 Existing Strategic Cycling Links Route Description City to Sea This route passes through a number of significant land uses such as Subiaco Oval and the Subiaco Town Centre. The section from the Perth CBD to Subiaco are direct and offers a comfortable cycling environment. Osborne Park to This link runs via PSP adjacent to Mitchell Freeway and shared path on the western side of West Leederville Southport Street. Indian Ocean The shared path along the Indian Ocean foreshore is a popular recreational route that Foreshore stretches from Burns Beach in the City of Joondalup to Munster in the City of Cockburn. Powis Street Powis Street is a short link on the north of Lake Monger that provide connection between City of Vincent, Town of Cambridge, and City of Stirling The Boulevard The Boulevard, is an east west link within the Coast Ward. This route forms part of the existing strategic network by linking into the City to Sea route.
Figure 3-2 Existing Strategic Cycling Links
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3.3 Existing Cycling Infrastructure Existing cycling infrastructure in the Town is shown in Figure 3-3 and Appendix A. Primary cycling infrastructure within the Town include the shared paths along Lake Monger, West Coast Highway, The Boulevard and Oceanic Drive.
3.4 Network Analysis From the existing network map (Figure 3-3), there is an evident gap in the cycling network in the Wembley Ward. The gap in the network means that there are no continuous, direct east-west cycling links through the LGA. North-south connection is also discontinuous and limited, with only Herdsman Parade cycle lanes and Gregory Street shared path the only cycling facilities that catering for north-south movement within the Town’s boundary. Limited cycling facilities in the Wembley Ward also resulted in poor connection into Perth CBD and Subiaco. To fill the missing north-south link, an extension of the Gregory Street path north towards Glendalough and south towards Subiaco should be considered. This link would create a strategic connection between three LGAs; City of Stirling, Town of Cambridge, and City of Subiaco. More north-south route should also be added along Jersey Street and Selby Street to link into Herdsman Parade cycle lanes. In the Coast Ward, east-west route is considered to be adequate. Due to the road network and the topography of the area, options for expansion is quite limited. Empire Avenue was identified as a missing link in this area and the provision of a cycling facility along this road is important for strategic connectivity with the City of Stirling as Empire Avenue lies along the border between the two LGAs. The Boulevard and Oceanic Drive shared paths currently serve as good quality east-west cycling routes from the foreshore recreational shared path to nearby suburbs in the Coast Ward. It also provides connection into Floreat Forum and The Boulevard Shopping Centre. The Boulevard cycling route could be extended further east via Ruislip Street to connect with Southport Street shared path and West Leederville Station. Oceanic Drive could also be extended further east via Alderbury Street and Salvado Road. This extension would provide east-west connection to Subiaco as well as Perth CBD. Existing north-south links in the Coast Ward include West Coast Highway recreational shared path, Challenger Parade shared path and cycle lanes, and Brookdale Street shared path and cycle lanes. Options for more north-south route in the Coast Ward is also limited due to the topography and road network.
3.5 Existing Walking Trail Network There are four walking trails within the Town, namely the Bold Park Trail, Bush to Beach Trail, Heritage Trail, and Yange Kep Bidi. The trail network is shown in Figure 3-4 and Appendix B.
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Figure 3-3 Existing Cycling Infrastructure
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Figure 3-4 Town of Cambridge Walking Trail Routes
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4 School Analysis
4.1 Surrounding infrastructure This section looks into the availability, accessibility and condition of pedestrian walkways for 8 schools within the Town. The study zone for each school is strictly limited to a circular area, centred at the target school, within a radius of 300m. The surrounding land usage for each school is characterised as residential, commercial or recreational. The footpaths or walkways along the roads proximal to the selected school are checked for availability. Path widths have also been noted, although the majority of paths are mandated to a similar width by the Town. Additionally, the accessibility of the pedestrian walkways leading to nearby bus stops is analysed. Following this, intersection facilities such as grade-separated / on-grade crossing and pedestrian crossing (zebra) have been documented. Lastly, the condition of pedestrian paths is rated according to the following criteria: > Good: Readily available with high accessibility. Surface condition is optimum. > Moderate: Acceptable provision with good accessibility. Surface condition is satisfactory. > Poor: Poor availability with low connectivity. Surface condition is unfavourable.
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Figure 4-1 Kapinara Primary School
> Surrounded by residential area. > Pedestrian path available around the school boundary. > Paths around the school boundary is occasionally blocked by parked vehicles. > Paths are only on one side of the road. > Pedestrian path from the school to the bus stop (Route 83, 707) at Chipping Road is available, however no marked or children crossing facility is provided. > The Town is currently planning to provide a median island to improve pedestrian crossing amenity at Styne Road and Catesby Street intersection. > Over path condition: good.
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Figure 4-2 City Beach Primary School
> Surrounded by residential area. > No visible pedestrian crossings in the vicinity of the school. > Bus stops are available on Maripana Road, south of Meelah Road, however no path is provided on the school side of Maripana Road. > Path connection to the east of Kalari Drive is poor with no footpath available. Connection to the west could also be improved. > Over path condition: moderate.
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Figure 4-3 Holy Spirit Primary School
> Surrounded by residential area. > No bus service in the immediate vicinity of the school > Available pedestrian path to bus stops along Hale Road and Empire Avenue > Uneven path on the northern side of Bent Street due to tree roots > No visible marked or children pedestrian crossings in the vicinity of the school. > The Town is planning to improve pedestrian crossing amenity at the Brompton Road / Empire Avenue intersection, to the south of the school. > Poor connectivity to the east due to lack of footpath along Tandarra Place, which is under the jurisdiction of the City of Stirling. > Over path condition: good.
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Figure 4-4 International School of Western Australia
> Surrounded by residential and recreational area. > High quality shared path runs along Kalinda Drive, adjacent to the school. > Steep grade towards north along Kalinda Drive > Available pedestrian path to the bus stops along Kalinda Drive (route 82) and Oceanic Drive (route 81). > Intersecting roads along Kalinda Drive, except for Oceanic Drive, do not have paths. Kerbs ramps and passive crossings exist however, they do not connect to any paths on western side of Kalinda Drive. > Over path condition: moderate.
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Figure 4-5 Newman Junior College
> Surrounded mostly by residential properties, with significant recreational and commercial attractors to the south > Pedestrian access to bus stops (route 83) on Kirkdale Avenue > No visible marked or children pedestrian crossings in the vicinity of the school besides The Boulevard and Howtree Place signalised crossing > Poor footpath connection to the north, with only Kirkdale Avenue footpath providing north-south route to and from the school > Over path condition: moderate.
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Figure 4-6 Floreat Park Primary School
> Surrounded by commercial and recreational land uses > Available pedestrian access to bus stop (route 28 and 81) on Howtree Place > Available pedestrian access to bus stop (route 82) on The Boulevard > A children crossing is provided near the school main entrance on Howtree Place, north of Chandler Avenue West > The path alongside Howtree Place north of Chandler Avenue West is marked as a shared path, however it is only 1.8m wide. > Over path condition: good.
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Figure 4-7 Wembley Primary School
Underpass
> Surrounded by mostly residential area with some retail along Grantham Street. > An underpass at Alexander Street provides safe crossing opportunity across Grantham Street > Available pedestrian access to bus stop (route 83 and 84) on both sides of Grantham Street via underpass > Over path condition: good.
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Figure 4-8 Jolimont Primary School
> Surrounded by mostly residential area with a nearby recreational facility in the corner of Selby Street and Hay Street > A children crossing is provided near the school main entrance on Hay Street > Available pedestrian access to bus stop (route 28) on Hay Street > A path connection on the western side of the school provide pedestrian connection between Hay Street and Dakin Street. The path however is not suitable for cycling due to damage caused by tree roots. > Over path condition: good.
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Figure 4-9 West Leederville Primary School
> Surrounded by mostly residential area and commercial area > Available pedestrian access to bus stop on Cambridge Street > Signalised on-grade crossing on Cambridge Street > A marked crossing is provided on Cambridge Street > Over path condition: good.
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Figure 4-10 Lake Monger Primary School
> Surrounded by residential area > A children crossing is provided at Harborne Street, west of the school > A shared path runs along the southern side of Powis Street. > Available pedestrian access to bus stop on Powis Street (Route 15) via overhead pedestrian bridge. > There is a slope between the bus stop and the shared on the southern side of Powis Street, however no steps or ramps have been provided. > Over path condition: good.
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Figure 4-11 Bold Park Community School
> Surrounded by residential area. > Available pedestrian access to bus stop on Powis Street (Route 15) via overhead pedestrian bridge. > A shared path runs along the southern side of Powis Street. > Available cycling connection to the Mitchell Freeway PSP and Lake Monger shared paths > There is a slope between the bus stop and the shared on the southern side of Powis Street, however no steps or ramps have been provided. > Over path condition: good.
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Figure 4-12 Churchlands Senior School
> Surrounded by residential area. > Shared path available along Hale Road, Lucca Street, and Tuscany Way along the frontage of the school. > Good pedestrian connectivity to bus stops at Tuscany Way (route 83, 84, 412) and Hale Road (route 84, 412). > Marked pedestrian mid-block crossing provided at Hale Road, north of the school. > Cycling connection to the western side of Tuscany Way is poor due to lack of crossing points. Kerb ramps are provided at Hale Road and Memory Place only. > The school is located within the City of Stirling. Connection from the school to Town is very limited as the existing shared path on Empire Avenue does not extend south into the Town of Cambridge. > Over path condition: good.
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Figure 4-13 Newman College
> Surrounded by residential area. > Shared path available along Empire Avenue and Tuscany Way along the frontage of the school. > Good pedestrian connectivity to bus stops at Tuscany Way (route 83, 84, 412) and Empire Avenue (route 83) > Marked pedestrian mid-block crossing provided at Tuscany Way, west of the school. > The school is located within the City of Stirling. Connection from the school to Town is very limited as the existing shared path on Empire Avenue does not extend south into the Town of Cambridge. > Over path condition: good.
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Figure 4-14 Perth Modern School
> Surrounded by mixed of residential, office, and commercial area > Pedestrian path available around the school boundary. > Good pedestrian connectivity from the school to West Leederville Station via path along Subiaco Road and Leederville Station via signalised crossing at Railway Parade. > The school is located just south of the Fremantle Line PSP. The PSP is accessible from the school at Subiaco Road and Loftus Street intersection, Hamilton Street, and White Place, via paths along Subiaco Road. > Marked pedestrian mid-block crossing provided at Roberts Road, south of the school. > The school is located within the City of Subiaco. Connection from the Town to the school is provided via 2 crossing points along Railway Parade at Hamilton Street intersection and Loftus Street intersection. > Over path condition: good.
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5 Cycling Corridors
5.1 Glendalough – Subiaco There is currently no direct or easily legible route to Subiaco for cyclists travelling southbound on the Mitchell Freeway PSP. The current route along the Mitchell Freeway PSP requires cyclists to deviate eastward towards the Perth CBD before transitioning into the Fremantle Line PSP, where cyclists cross two major intersections: Loftus Street / Cambridge Street, and Loftus Street / Railway Parade. A more direct route is proposed by providing a cycling facility along Gregory Street, Barrett Street and Station Street, to link into the Mitchell Freeway PSP north of Powis Street at Glendalough. Figure 5-1 shows the proposed route alignment and proposed improvements. This routes will also benefit future students in the suburbs of West Leederville and Wembley as they are located within proposed Inner City College (Subiaco) local intake area. The following sections outline options for each section of the proposed Glendalough-Subiaco route. Figure 5-1 Proposed Glendalough to Subiaco Route
Improve crossing at Gregory Street and Lake Monger Drive intersection
Improve crossing at Cambridge Street and Station Street intersection
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5.1.2 Lake Monger There is a discontinuity between the Mitchell Freeway PSP north of Powis Street and the Recreational Shared Path (RSP) around Lake Monger, connecting to Gregory Street. The existing route requires cyclists to ride on the narrow shared path adjacent to Bold Park Community School, which is less than ideal due to potential conflict with pedestrians. This indirect and inconvenient route has resulted in cyclists creating an informal track along the desireline, as shown in Figure 5-2. Note: subsequent to this photo being taken, the informal track has been replaced by a concrete path. Figure 5-2 Trail Formation North of Lake Monger
It is recommended that a dedicated bicycle path be built to connect the Powis Street shared path to Dodd Street. Figure 5-3 shows the indicative alignment of the bicycle path. Continue the bicycle path on the southern side of Dodd Street and connect with the existing shared path along the eastern side of Gregory Street. Consistent and legible wayfinding must be provided along decision points along the route indicating the name of the route and the direction. The above recommendation is the ideal facility for cyclists as it separate them from pedestrians and therefore minimising conflicts. This proposed bicycle path could form part of the proposed Mitchell Freeway PSP duplication per the Perth Transport Plan cycling network. An alternative connection would involve the construction of a path connection from the Powis Street shared path with the existing shared path next to the car park circulation roadway. The route then continues southward along the exiting shared path north of Lake Monger towards Dodd Street. At Dodd Street, the route will continue on-road towards the shared path on the eastern side of Gregory Street. This alternative solution could be built as less expensive interim solution prior to the bicycle only path option.
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Figure 5-3 Powis Street – Dodd Street Indicative Bicycle Only Path Connection
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5.1.3 Dodd Street Dodd Street east of Gregory Street is a school frontage road and a no-through road, which provides a low volume and slow speed environment for the majority of the day. During school peak time, while vehicle traffic is expected to be higher, additional conflicts can be expected between reversing vehicles and on-road cyclists. Therefore, the preferred facility is to construct the above off-road bicycle only path along the southern side of Dodd Street to connect the Gregory Street shared path and the Powis Street shared path. For southbound cyclists on Herdsman Parade coming from Powis Street, the connecting street from Jukes Way to Herdsman Parade already provides an easy link into Dodd Street; the recommendation therefore is to improve wayfinding signage to promote this route.
Figure 5-4 Dodd Street West
Jukes Way Jukes
Dodd Street
Potential connection to Herdsman Lake
Northbound cyclists on Herdsman Parade currently have limited access to Dodd Street. Improvements to this link include construction of a transition ramp from the cycle lane to the footpath to allow cyclists to use the existing passive crossing on Herdsman Parade west of Dodd Street. Pavement marking and wayfinding are also recommended to increase route legibility. Further extension to Herdsman Lake can be provided by building a new path connection as shown in Figure 5-4.
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5.1.4 Gregory Street South of Dodd Street, the route continues along the existing shared path on the eastern side of Gregory Street towards Lake Monger Drive. The use of this path, including cycling speeds and volumes and pedestrian conflicts should be monitored regularly; a separated 1.5m-wide (minimum) pedestrian path may be constructed in the future as necessary to accommodate cycling demand increases. Gregory Street between Lake Monger Drive and Barrett Street is 9.8m wide with on-street parallel parking allowed on both sides. Existing path facilities include 2m wide footpaths on both sides of the road. While these footpaths are in good condition and provide the necessary connectivity, it is less than ideal as a cycling infrastructure for commuter cyclists – which are the primary target demographic for this route – due to conflict with pedestrians and limited sightlines for vehicles reversing from residential driveways. The crossing facility at Lake Monger Drive intersection is currently poor with high opposing traffic volumes and speeds and a narrow 1.2m-wide refuge crossing. Figure 5-5 shows the existing crossing environment at the intersection. To provide a high-quality connection along this corridor, a 2.4m wide protected bidirectional on-road cycle lanes with a 0.6m wide kerbing as buffer, is proposed, similar to the installation shown in Figure 5-6 and Figure 5-7, and illustrated in its proposed location in Figure 5-9. This will leave 6.8m of the carriageway to be used for traffic lanes. The remaining width is not sufficient to provide formal on-street parking on both sides, however parking can still be maintained to meet the observed demand through unmarked bays on the western side of the road only. Alternatively, parking embayments could be provided on the western side of the road utilising the existing verge space. This crossing would need to be improved to provide a 3m-wide solid median. The median break should also be at least 3m to allow for multiple cyclists to wait within the median simultaneously. It is understood that this modification to the central median would result in road widening of Lake Monger Drive/Grantham Street, also shown in Figure 5-9. This crossing improvement could be incorporated as part of the proposed left-only treatment for the Grantham Street / Gregory Street intersection, currently under investigation by the Town. Signalised pedestrian/cyclist crossing is preferred, if feasible, as it provides the safest crossing environment for cyclists. The pedestrian/cycling signals would need to be coordinated with the Harborne Street / Grantham Street traffic signals to minimise traffic flow disruption. Figure 5-5 Grantham Street and Gregory Street Intersection – Looking North
It is understood that a raised intersection treatment is being proposed at the Ruislip Street intersection. While minor design changes may be needed, it is not expected that the raised intersection will have any negative impact on function of proposed bidirectional cycle lanes.
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Figure 5-6 Protected Bidirectional Cycle Lane (Aerial View) Banksia Terrace – City of South Perth WA
Source: Nearmap
Figure 5-7 Protected Bidirectional Cycle Lane (Street View) Banksia Terrace – City of South Perth WA
Figure 5-8 Protected Bidirectional Cycle Lane, Harvest Terrace – City of Perth WA
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Figure 5-9 Indicative Gregory Street Bidirectional Cycle Lane
Improve crossing amenity by widening road median
Lake Monger Drive
Footpath realignment
Remove parking nib and realign kerbing
Gregory Street Gregory
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5.1.5 Barrett Street At the southern end of Gregory Street, the protected bidirectional cycle lane is proposed to continue on the northern side of Barrett Street as illustrated in Figure 5-10. To maintain a 6m road pavement width and allow on-street parking on the southern side of the road, it is proposed that the footpath on the northern side of Barrett Street be removed and replaced with bi-directional cycle lane. Pedestrian connectivity through Barrett Street will be maintained via the footpath on the southern side, although the path removal would negatively impact accessibility for residents on the northern side of Barrett Street (including the retirement village). Final layout of the cycle lane would determine whether drainage work is required. Alternatively, the road carriageway could be widened on to make space for the bidirectional cycle lane on the northern side. Parking would be prohibited on the northern side of the road.
Figure 5-10 Barrett Street Bidirectional Cycle Lane Indicative Layout
Barrett Street Gregory Street Gregory
An alternative alignment would be to terminate the Gregory Street bidirectional cycle lanes and continue the route on-road along Barrett Street as it is a street that has low traffic volume. Cycling movements would be supported through appropriate bike pavement marking and wayfinding signs to reinforce route choice and continuity as the infrastructure type changes. While not preferred due to issues with infrastructure continuity, this alternative reduces the impact of cycling infrastructure on this quiet street.
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5.1.6 Station Street For Station Street between Barrett Street and Salvado Road, the proposed cycling facility is proposed to consist of an on-road bidirectional cycle lane on the eastern side with a minimum width of 2.4m and a 0.6-1.0m painted buffer as illustrated in Figure 5-11, along with indicative connection with the proposed Barrett Street bidirectional cycle lane. Figure 5-11 Indicative Station Street Bidirectional Cycle Lane Layout
Barrett Street
Bicycle priority at this intersection. Raised crossing may be installed to
enforce priority
Remove on-street parking and construct bidirectional cycle lane
Existing on-street
parking Street Station
An alternative off-street shared path option was investigated and not pursued as there is not sufficient verge width due to existing power poles and trees. The proposed option would require the removal of approximately 6 on-street parallel parking bays on the eastern side of Station Street, between Barrett Street and Cambridge Street. The crossing at Cambridge Street would need to be improved as the current median refuges are too narrow for a bicycle crossing facility as shown in Figure 5-12. It is understood that the Town is investigating signalisation of this intersection, which would provide significant benefit as it would provide safer crossing environment. It is recommended that the interface of the proposed on-road bidirectional cycle lane be incorporated into the final intersection design and signal timings. This could include either: > Providing transitional path to the off-road path to allow cyclist to use the shared pedestrian/bicycle crossing > Road closure on the southbound approach of Station Street north leg, to allow cyclist on the bidirectional cycle lane to continue without having to transition into an off-road path. A signal phasing for the bicycle movement would need to be added.
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A small portion of land at the north-eastern corner of the Salvado Road / Station Street intersection (part of the St John of God Hospital car park) would need to be acquired to allow for better path alignment around the corner, as well as path widening at the signalised pedestrian crossing. This will improve sight lines and maintain room for cyclists to manoeuvre. It is recommended that the Town investigates changes to current truncation policy to better reflect the needs of cyclists. Additional space at the corner truncation would allow for a better path crossing alignment. Figure 5-12 Cambridge Street and Station Street Intersection
Street
Cambridge Street
Station
Source: Nearmap
Between Cambridge Street and Salvado Road, it is understood the Town is investigating options to improve on-street parking availability. One of the options under investigation by the Town involves converting the parallel bays on the western side to a 90-degree parking and installing parallel bays on the eastern side. It is recommended that this proposal be modified to allow for a bi-directional cycle lane on the eastern side, as shown Figure 5-13. It is understood that this would result in fewer overall parking bays than the current option, but with a similar supply to the existing situation. The crossing at Salvado Road will be maintained via the existing signalised intersection to connect into the proposed bicycle path on the southern side of Salvado Road (Section 6.3) and into Subiaco Station. To allow cyclists to legally cross Salvado Road, cycle lanterns would need to be installed. The section of Station Street between Salvado Road and Roberts Road is located within the City of Subiaco. The Subiaco Bike Plan identifies this section of Station Street as a future shared space environment, suitable for cycling by removing kerbing and on-street parking, installing coloured pavement, and installing cycling friendly traffic calming devices.
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Figure 5-13 Bidirectional Cycle Lane at Station Street and Salvado Road Intersection
Convert existing Bidirectional cycle lanes parallel parking to 90- with solid kerbing as buffer degree parking and to prevent parking
Sufficient waiting space is required at crossings to Link bicycle path to the provide unimpeded through existing shared path pedestrian/cycling traffic
Proposed bicycle path (City of Subiaco jurisdiction)
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5.2 City Beach – West Leederville The existing cycling facilities do not currently provide a good direct east-west route within the Town. The existing routes includes a shared path along The Boulevard, however this path stops at Selby Street and therefore only serve the suburbs in the western half of the Town. Therefore, it is proposed that this route be continued eastward by converting Ruislip Street into a Safe Active Street, forming a primary east-west trunk route within the Town that connects West Coast Highway to Southport Street and beyond. Figure 5-14 to Figure 5-16 show the proposed City Beach to West Leederville route. The following sections will discuss the component of the routes and the proposed recommendations. Figure 5-14 City Beach – West Leederville, The Boulevard Shared Path
Figure 5-15 City Beach – West Leederville, Ruislip Street Safe Active Street
Improve crossing at Selby Street
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Figure 5-16 City Beach – West Leederville, Harrogate Street – Oxford Close – Bermondsey Street
Improve path connection from Woolwich Street to Southport Street
Connection to Loftus Street underpass from Bermondsey Street
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5.2.1 The Boulevard The Boulevard runs east-west from West Coast Highway to Cambridge Street and is a major link through the Town. Cycling facilities on this corridor include a shared path on the northern side (see Figure 5-17) and a short section of cycle lanes between Oban Road and West Coast highway (see Figure 5-18). As the cycle lanes are only available for a short section, cyclists must continue their ride in mixed-traffic or transition onto the shared path via a kerb ramp near Templetonia Crescent. Figure 5-17 Different Path Surfaces – Near West Coast Highway
Figure 5-18 Existing Cycle Lanes on The Boulevard
For The Boulevard, the recommendation is to improve the existing off-road shared path in preference to on-road cycling facility due to the dual-lane roundabouts at Empire Avenue and Grantham Street. These intersections are major obstacles to safe crossing by cyclists due to high volumes of traffic, minimal gaps, high traffic speed, and obstructed view lines. On-road cycling options such as conventional cycle lanes and protected bidirectional cycle lane were investigated, however neither option has been pursued as they do not solve the safety issues at these roundabouts.
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5.2.1.2 Improvements to Existing Shared Path The shared path currently consists of multiple surface types of different quality. The combination of different types of pavement surface, variations in alignment and the absence of legible wayfinding can make this shared path confusing to navigate, especially at intersection with roads and other paths. Linemarking and wayfinding signs are also absent or faded in most sections of the path. In addition, conflict with other path users and lack of priority has been cited in community feedback as a significant inconvenience of using the path. Accordingly, it is recommended that the existing shared path be resurfaced and widened to provide complete separation, consisting of a 1.5m footpath and 2.5m bicycle path for a total width of 4m. Separation should be provided in the form of flush kerbing and/or linemarking. Concrete sections of the path should be replaced with asphalt or retained as a footpath only, with a new asphalt bike path alongside it. Consistent centre linemarking and wayfinding along the full length of the shared path from West Coast Highway to Cambridge Street would be required for route legibility. The shared path should also have priority at all minor intersections and driveway. To enforce this priority, the path would be built continuously across driveways. At minor intersections, a raised crossing should be constructed to enforce cycling/pedestrian priority. Necessary signage and line marking need to be installed to satisfy Road Traffic Code 2000, as shown in DoT’s Shared Path Design Technical Guidelines. There may be some possibility of refurbishing sections of the existing asphalt path. It is understood that the City of Joondalup is investigating engineering solutions to prolong the life of existing asphalt pavement. This shared path improvement can be implemented in stages and built after the completion of the proposed Ruislip Street Safe Active Street (Section 5.2.2), as the existing shared path along The Boulevard is adequate to provide the desired connection in the interim.
5.2.1.3 Shared Path Extension to Marlow Street The existing shared path currently terminates at Selby Street and continues eastward as footpath. It is recommended that the footpath east of Selby Street be designated as shared path and narrow sections upgraded to 2.5m wide. This would then connect to the proposed on-road cycling route along Marlow Street (Section 5.7.4)
5.2.1.4 Crossings at Empire Avenue One of the major issues for shared path cycling along The Boulevard is crossing the roundabout at Empire Avenue. The existing path alignment approaching Empire Avenue directly abuts the kerb, thus positioning cyclists at an awkward angle at the crossing. The crossing is also not aligned with the path on the opposite side of Empire Avenue, requiring cyclists to perform a dog-leg movement through a tight space to continue cycling eastbound, as shown in Figure 5-19. As part of the resurfacing of the shared path, it is recommended that the path be realigned to provide more convenient travel path, as shown in Figure 5-20.
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Figure 5-19 Existing The Boulevard / Empire Avenue Intersection
Current cycling/pedestrian travel path
Figure 5-20 Indicative Shared Path Realignment
Appropriate crossing treatment to be determined
Further improvements are recommended to provide safer crossing across Empire Avenue, as it is currently difficult to find gaps during peak periods due to the dominant northbound traffic flow into Empire Avenue. Construction of a raised crossing was considered, however abandoned due to the impact on traffic function and queuing through the roundabout. A potential ultimate solution is to signalise the roundabout with a focus on providing a safe crossing amenity for cyclists and pedestrian, maintaining the function of the roundabout without reducing the intrinsic safety benefits of roundabout control. This is considered a very long term solution for the intersection and would need further investigation and modelling to determine its viability. It is understood that signalling a roundabout such as this represents a high-cost option, and suitable only in close partnership with State Government authorities. In the short and medium term, the Town would need to further investigate the appropriate treatment prior to signalisation.
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An alternative underpass option was also considered, however the geometry of the approach and departure do not seem to support such a measure at this location. Usage of underpass infrastructure is generally poor, which would impact any business case. If this were to be pursued, then it would require a further feasibility study to determine its viability.
5.2.1.5 Crossing at Grantham Street Similar to the Empire Avenue intersection, the current path alignment approaching Grantham Street abuts the kerb, positioning cyclists at an awkward angle at the crossing. Accordingly, it is recommended that the path at this crossing be realigned to provide a more convenient travel path and give cyclists and pedestrians better line of sight to oncoming traffic from the north as illustrated in Figure 5-21. In the long term, this roundabout could also be signalised to provide a safer crossing environment, and allowing coordination between the two adjacent intersections. Further investigation and modelling to determine the viability and requirement for this infrastructure is recommended. Figure 5-21 Indicative Shared Path Alignment
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5.2.1.6 Bournville Street Shared path connection into Bournville Street would need to be modified to provide seamless transition from off-road to on-road facility. Figure 5-22 shows a possible treatment for the connection at the intersection of The Boulevard and Bournville Street. Figure 5-22 The Boulevard Shared Path – Bournville Street Connection
Wayfinding pavement Extend shared path marking for cyclists
Wombat crossing for Reverse intersection pedestrians and to slow priority incoming traffic
At the Selby Street intersection, there is a median strip as shown in Figure 5-23. While median refuges are already provided, they are aligned with the footpath. It is recommended that median refuges be added that are aligned with the road carriageway in accordance with the cyclists’ desire line. The central median should also be widened to 2.5m. Figure 5-23 Selby Street and Bournville Street Intersection
Bournville Street Selby Street Selby
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5.2.2 Ruislip Street Ruislip Street is currently marked as a PBN Route number NW12. Existing formal cycling facilities along this street consist of a concrete shared path on the southern side from Harborne Street to Marlow Street. The road is a quiet street with low traffic volumes between 600 and 2,000vpd and is traffic calmed with speed humps and blister islands. Figure 5-24 and Figure 5-25 shows the existing environment of Ruislip Street. Figure 5-24 Existing Road Environment on Ruislip Street
Figure 5-25 Existing Shared Path along Ruislip Street
This route also has a high catchment area as it passes through many residential properties and would be a viable commuter route if linked via Southport Street to Leederville Station and the PSP. As a result, the Safe Active Street treatment is the recommended for Ruislip Street to serve commuter cyclists along this east-west corridor. This Safe Active Street can be implemented independently from the proposed The Boulevard shared path improvements.
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A Safe Active Street is an on-road cycling facility along a suburban road that would be treated with a variety of infrastructure changes with the goal of reducing traffic volumes below 1,500vpd and speed to 30km/h in order to create a safe and attractive cycling environment to all ages. Further detailed design investigation would be necessary to determine the proper treatment for the Safe Active Street along Ruislip Street. This could include narrowing of carriageway and provide single-lane slow points at intervals, reversed intersection priority, raised intersections, and strategically located road closures to reduce vehicular traffic speed to 30km/h and to reduce or maintain traffic volume. Road closures would be advisable in sections where traffic volumes exceed the 1,500vpd recommendation, or where traffic is observed to use Ruislip Street for distributor-type function. Locations such as Gregory Street or Northwood Street could additionally provide improved crossing locations for cyclists, while significantly reducing the value of Ruislip Street as a “rat-run” for vehicles. Where road closures or deviations are proposed, early and ongoing engagement with local residents, commercial developments and schools will be necessary. Wayfinding signage should be installed at regular intervals to give confirmation to cyclists that they are still travelling along a designated bike route, to inform motorists of the Safe Active Street, and to provide information regarding the destination and distance. See Figure 5-26 for an example of a lane narrowing treatment that can be applied to Ruislip Street. This type of treatment may be extended along the entire length of Ruislip Street. It is understood that at Gregory Street intersection, a raised intersection treatment is being proposed. This type of treatment is considered to be consistent with the design philosophy of Safe Active Street. Figure 5-27 shows the recently completed Shakespeare Street Safe Active Street, using a similar treatment to that shown in Figure 5-26. Figure 5-26 Example of Safe Active Street Implementation
No stopping allowed Raised intersection Bicycle pavement on this side of the symbol road
Lane narrowing On – street parking
44 Town of Cambridge Bicycle Plan 2018
Figure 5-27 Shakespeare Street Safe Active Street – City of Vincent, WA
At the eastern end towards West Leederville there are two primary options to continue the Safe Active Street southward towards Woolwich Street; via Northwood Street or Kimberley Street. The Safe Active Street then continues east towards Southport Street via Woolwich Street. The route continues south-east towards the Loftus Street underpass via Southport Street shared path, with on-road mixed traffic cycling on Harrogate Street, Oxford Close, and Bermondsey Street where the underpass is located.
5.2.2.2 Alternative Alignment at West Leederville At West Leederville, Woolwich Street runs parallel to Ruislip Street and can be an alternative alignment to Ruislip Street. This alternative route alignment will use Gregory Street bidirectional cycle lane as the north- south link (instead of Kimberley Street or Northwood Street). The route then continues via Barrett Street, Connolly Street and Woolwich Street. The remainder of the route will follow the previously mentioned alignment via Southport Street shared path, on-road mixed traffic cycling on Harrogate Street, Oxford Close, and Bermondsey Street.
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5.2.3 Southport Street At the end of Woolwich Street there is a narrow path connection into Southport Street. The path is obscured by vegetation on the Woolwich Street side and there is no wayfinding currently provided. The path connection is also obscured on the Southport Street side by the wall running along on the western side of the street. Figure 5-28 Woolwich Street Connection to Southport Street
It is recommended that the Woolwich Street to Southport Street path connection be widened to 2.5m minimum and wayfinding be provided in line with the Safe Active Street treatment along Ruislip Street. The prominence of this junction should also be provided at the path connection, through the use of improved surface treatments, linemarking and signage. Southport Street currently has a shared path on the western side that terminates at Cambridge Street. It is proposed that the shared path be extended south to Railway Parade, in line with a long-term plan to build a high quality shared path on the northern side of the Fremantle Railway Line. Modification to the roundabout at Southport Street and Railway Parade intersection may be required as there are currently no north-south crossing facility available and sight lines are poor, as shown Figure 5-29. Figure 5-29 Southport Street and Railway Parade Intersection – Looking South
The brick paved footpath along Southport Street, between Cambridge Street and Railway Parade is generally suitable only for slow-speed, low volume cycling. Upgrade of this facility to support a continuation of the infrastructure along Southport Street north of Cambridge Street. This work would include improvements to the Cambridge Street signalised intersection, including the installation of bicycle lanterns.
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The route will transition into an on-road mixed cycling environment from Harrogate Street onwards, with a minor reduction in on-street parking on Southport Street opposite of Harrogate Street, required to install kerb ramps. Pavement markings are also recommended to guide cyclists to the kerb ramps as illustrated in Figure 5-30. The construction timing of shared path extension south towards Railway Parade should be in line with the proposed shared path/PSP on the northern side of Railway Parade. Figure 5-30 Southport Street – Harrogate Street Crossing Indicative Treatment
Wayfinding Remove on- signage street parking Bicycle and wayfinding pavement marking, e.g. ‘TO RAILWAY STREET’
Future shared path continuation towards Railway Parade
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5.2.4 Harrogate Street – Oxford Close – Bermondsey Street For this section of the route, the recommendation is to install bicycle pavement marking along the route until the underpass (see Figure 5-31) at the end of Bermondsey Street to improve the discoverability and wayfinding into the underpass. Wayfinding signs and pavement markings should be installed to give further indication where the route turns from one street to another and make motorists aware of the cycling route. See Figure 5-32 to Figure 5-34 for illustration of the indicative treatment. The wayfinding signs should inform cyclist the name of the designated route and the destination. A convex mirror at the entry to the underpass should also be provided. On the eastern end of the underpass, further improvements can be made (with the cooperation of the City of Perth) by providing kerb ramp to transition into on-road cycling along Colin Place and provide bicycle pavement markings and signage towards Railway Street shared path. Kerb ramps need to be installed on southern side of Railway Street. This treatment would be an alternative to the signalised crossing at Railway Street and Loftus Street Crossing. Figure 5-31 Inconspicuous Underpass at the end of Bermondsey Street
Entry to underpass
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Figure 5-32 Bicycle Pavement Marking, from Harrogate Street to Loftus Street Underpass
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Figure 5-33 Indicative Wayfinding Treatment at Intersections
Wayfinding signage at decision points Coloured pavement marking for increased route legibility at intersections
Harrogate Street
Bicycle and wayfinding pavement marking, e.g. ‘TO RAILWAY STREET’ or Wayfinding signage at ‘TO SOUTHPORT STREET decision points
Figure 5-34 Bermondsey Street to Underpass Indicative Wayfinding Treatment
Wayfinding signage at decision points
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5.2.5 North – South Extension at West Leederville Further north south extension within West Leederville is possible via several intersecting roads along Ruislip Street. This extension would ideally provide a direct link between Lake Monger Drive and Railway Parade via Kimberley Street and Holyrood Street/Kerr Street, or Northwood Street. > Northwood Street provides connection via underpass to the Fremantle Railway Line PSP, however on- road cycling movement across Cambridge Street is restricted by a solid median and right turn pocket at Cambridge Street. There is capacity for an off-street connection to be created on the western side of the road, so long as transition from road to path is available. On-street parking demand from the school and office/commercial uses on the northern side of Northwood Street also make it prohibitive to provide an on- road cycling route. As a result, the existing path on the western side of the road is the preferred facility to connect with the existing crossing on the western leg of Cambridge Street and Northwood Street intersection. The current path is currently in concrete and 1.8m to 2m wide with little room for widening due to trees and adjacent to a high voltage transmission line. Therefore, the interim recommendation is to provide improvements to the existing path by replacing old, damaged, and uneven path sections. Wayfinding and line marking along the path are also recommended to guide cyclists along the proposed Ruislip Street Safe Active Street towards Lake Monger to the north and West Leederville Station to the south. It is understood that the Town is currently investigating improvements to Northwood Street south of Cambridge Street which would include increased development density and streetscape improvements. This may provide an opportunity to continue a separated bicycle facility along the western verge, either in the form of a buffered 2-way bike lane, or a segregated path. The form of this facility will ultimately be related to the nature of this street, the requirements for parking and lot access and the associated adjacent development. It is therefore recommended that the Town consider cycling provision in this section of Northwood Street, as the precinct is redeveloped. > Kimberley Street provides a continuation of the Ruislip Street Safe Active Street connecting to the West Leederville Station and Hamilton Street Bridge, as well as access the Fremantle Railway Line PSP via Holyrood Street and Kerr Street. Northward, the route continues via the existing path on the western side of the road from Ruislip Street to Lake Monger Drive. Upgrade of the existing path is complicated by limited verge width. As this path would serve as a local route connection rather than a strategic route, the existing facility is considered sufficient, with confident riders continuing on-road. Recommended improvements include wayfinding and line marking to Lake Monger and West Leederville Station. To the north, at Lake Monger Drive, crossing movements are facilitated by median refuges for both route options discussed above. The crossing provision near Kimberley Street provides a wider solid median, with better safety outcomes and a legible connection through to the Lake Monger RSP adjacent to the Mitchell Freeway. In summary, issues that would need to be considered in selecting the appropriate route would include: > Appropriate cycling infrastructure treatment taking into account road environment and available road reserve width, and utilities > Crossing facility and improvement > Any future redevelopment in the area which may require verge space for public purposes such alfresco dining, which limits options for off-street cycling facility > Existing and future on-street parking > The completion of the Railway Parade PSP Duplication on the northern side.
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5.3 Perth to City Beach Perth CBD to City Beach creates a strong east-west desireline, currently served by the City to Sea route as shown in Figure 5-35. This route can be realigned by using Salvado Road as a more direct and attractive connection. The proposed route alignment is shown Figure 5-36. Figure 5-35 Existing City to Sea Route
Source: Department of Transport, March 2014
Salvado Road is a strategic commuter route that provides connection into Subiaco Station, Subiaco Town centre, and the Fremantle Railway Line PSP. As such, the cycling facility on Salvado Road would need to be of high quality and ideally separated from pedestrians.
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Figure 5-36 Proposed Perth to City Beach Route
Potential improvement to existing crossing Connect to existing Fremantle Railway Line PSP
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5.3.2 Railway Parade Railway Parade is an important east-west link across Town of Cambridge, City of Subiaco, and City of Perth. The main cycling facility along this corridor is the PSP running along the southern side of the Fremantle Railway Line. While the PSP is a high quality facility that provides good strategic connectivity, it is difficult to access from Railway Parade itself, with only four crossing points available between Haydn Bunton Drive and Loftus Street. A shared path on the southern side of Railway Parade has been considered by the Town to connect with the recently completed shared path on the southern side of Railway Street in the City of Perth. This is consistent with the Perth Transport Plan cycling network which identifies future PSPs along both sides the Fremantle Railway Line. The Town has conducted a feasibility study into building a shared path along the northern side of the rail corridor, which shows that the construction of the path would have to be within the Fremantle Railway Line reserve. Therefore, further discussions with the PTA and DoT will be needed to complete design works and attract funding. The signalised intersection at Loftus Street would also need to be improved as part of this upgrade, particularly at the southern leg. The Town, together with the City of Perth and DoT will need to coordinate with Main Roads to provide this facility in the long-term. In the ultimate plan, this shared path can then be connected to the proposed Ruislip Street Safe Active Street via Kimberley Street, Kerr Street or Northwood Street.
5.3.3 Salvado Road East Salvado Road east of Selby Street currently has a shared path running on the southern side from Bishop Street to Selby Street, as shown in Figure 5-37. For this section of Salvado Road, the recommendation is to maintain existing shared path on the southern side between Selby Street and Bishop Street and collaborate with the City of Subiaco to complete the discontinuous shared path from Bishop Street to Haydn Bunton Drive. In the long term, the shared path between Selby Street and Haydn Bunton Drive should be upgraded to a separated pedestrian and bicycle path. Cyclists and pedestrian should be given priority at all minor road intersections and driveways. It is recommended that the path crossing be raised at intersections set back by 6m from the frontage road wherever possible to allow space for a car to stop at the intersection without obstructing the pedestrian and cycle crossing. Figure 5-37 Existing Shared Path along Salvado Road – East of Selby Street
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5.3.1 Salvado Road West The section of Salvado Road between Alderbury Street and Selby Street is a residential street with low traffic volumes in the order of 500-1000vpd (see Figure 5-38). The verge width is limited as there are trees and utility poles along the length of the road which makes building a separate bicycle path infeasible. Therefore, it is recommended that a Safe Active Street treatment be applied along this section of the route as appropriate for the traffic environment. Crossing facilities at Brookdale Street need to be improved for safety reasons. This could include building transition facility from road to path to utilise the existing median refuge on Brookdale Street, or restrictions to turning movements to create a median refuge for crossing movements. Figure 5-38 Existing Road Condition on Salvado Road West
At the intersection with Alderbury Street (see Figure 5-39), a ramp is currently provided to transition into the shared path on the eastern side of Alderbury Street. The presence of this ramp however is not obvious and can benefit from a simple pavement marking as a wayfinding tool. The intersection could also be raised to further slow traffic along Alderbury Street. Figure 5-39 Salvado Road and Alderbury Intersection
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5.3.2 Crossing at Selby Street The passive pedestrian/cycle crossing on the southern side of Salvado Road at the Selby Street intersection is currently in good condition. The central median on Selby Street is approximately 2.5m wide, sufficient to accommodate the length of a typical bicycle and the median refuge is 2.5m wide, enough to accommodate two bicycles travelling in opposite directions. This crossing is recommended to be upgraded when the proposed Salvado Road separated bike path is constructed in order to provide seamless connection between the proposed separated bike path, shared path on the western side of Selby Street and the Salvado Road Safe Active Street west of Selby Street. Improvements to the crossing could include: > the installation of signage on Selby Street to warn motorists of the presence of cyclists crossing the road, > wayfinding signage and pavement marking on the bicycle route to guide cyclists to the crossing, as well to give information on the direction and destination > possible upgrade to a fully signalised bicycle and pedestrian crossing in the long term, assuming cyclist volume increases significantly. The signalised bicycle crossing would need to be coordinated with the traffic signals at Cambridge Street and Alderbury Street to limit impact on vehicular traffic operation.
5.3.3 Oceanic Drive The Perth – City Beach route would continue along the existing shared path on the south side of Oceanic Drive. While the alignment of this path is ideal, it has been described through community feedback as having poor surface quality. Conflict with other path users is another major complaint from the community. Existing wayfinding pavement markings direct cyclists towards either Perth or City Beach. The shared path also connects, or is part of 3 existing walking trails; Bold Park Trail, Cambridge Heritage Trail, and Yange Kep Bidi Trail (see Figure 5-40). For this segment of the corridor it is recommended that the path to be widened to provide separation for pedestrians and cyclists (1.5m footpath and 2.5m cycle path). This could be coordinated with future duplication of the West Coast Highway shared path or precede these works. It is understood that could be some challenges in the proposed path duplication alignment due to existing mature trees, however there are space available on the south side of the existing shared path where a separated footpath could be built. Some footpath sections may cross into Bold Park, which would require consultation with the Botanic Gardens and Parks Authority (BGPA). At the few driveway crossings, and at Scenic Drive, priority should be retained by cyclists and pedestrians via a raised crossing set back by 6m from the frontage road (Oceanic Drive). Additional wayfinding to nearby schools (City Beach Primary School and the future City Beach College at Kalinda Drive) should be included in addition to signage identifying trail connections.
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Figure 5-40 Cambridge Walk Trails in the Vicinity of Oceanic Drive
57 Town of Cambridge Bicycle Plan 2018 5.4 Jersey Street Jersey Street runs north-south parallel to Selby Street between Subiaco and Herdsman Lake in the City of Stirling, which gives the street a significant strategic value as an attractive commuter route. It is currently a PBN route (NW9) with no formal cycling facility provided. A shared path is proposed along the eastern side of Jersey Street within the grass verge area, in preference to upgrading the existing footpath. This acknowledges the limited envelope for widening the existing footpath and a preference for a position further away from the property boundary. Path connection is also recommended at Rutter Park, to the south of the Wembley Community Centre, linking Jersey Street to Alexander Street and Wembley Primary School. The shared path should have priority over driveways, reinforced by constructing the shared path continuously across driveways, as described in the Draft Shared Path Guidelines (DoT) and Draft Residential Crossover Guidelines (WALGA). On-road bike lanes were considered however, due to high observed on-street parking demand, particularly around the Wembley Primary School, on-road cycling facility is deemed inappropriate. There is also a high likelihood of cars parking in cycle lanes during school peak hours unless a solid buffer is constructed.
5.4.1 Crossing Improvements The crossing environment at Grantham Street is poor due to high through-traffic volumes and narrow median refuges (see Figure 5-41). It is understood that the Town is investigating to upgrade this intersection, which would involve community consultation in due time, as the investigation progresses. It is noted that there are significant constraints within the Grantham Street road reserve, due to the presence of high-voltage overhead power lines, which restricts the capacity for median upgrades. The safest existing facility to cross Grantham Street is the underpass at Alexander Street. This underpass however is narrow, with a U-shaped alignment at the northern end, which is unfavourable to cyclists.
Figure 5-41 Jersey Street and Grantham Street Intersection
Street
Grantham Street Jersey Jersey
Source: Nearmap
At the intersection with Herdsman Parade, a crossing to the north side of Herdsman Parade should be provided by constructing a solid median on Herdsman Parade with median refuge.
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The road environment of Jersey Street changes between Cambridge Street and Hay Street as it passes through a retail and commercial area, with cyclists sharing the existing path. Crossing into the southern side of Cambridge Street is provided by the existing signalised intersection (Figure 5-42). Cycle lanterns should be installed at this intersection to allow legal crossing. In the long-term, the draft Wembley Activity Centre Plan proposes Jersey Street to be a cycling-friendly street.
Figure 5-42 Jersey Street and Cambridge Street Signalised Intersection
Street
Cambridge Street Jersey Jersey
The path on the eastern side of Jersey Street can be used to connect into the existing shared path on the southern side of Salvado Road. It is noted that the Jersey Street / Salvado Road signal does not have a north-south pedestrian crossing on the eastern leg of the intersection (see Figure 5-43). It is recommended that kerb ramps, pedestrian/cycling lantern and appropriate linemarkings be installed at this intersection to provide north-south connection between the Salvado Road shared path and Jersey Street.
Figure 5-43 Jersey Street and Salvado Road Signalised Intersection
Salvado Road
Street
Jersey Jersey
59 Town of Cambridge Bicycle Plan 2018 5.5 Selby Street Selby Street runs north-south and is a strategic road connection between four LGAs (Stirling, Cambridge, Nedlands, and Subiaco). It also provides connection further south with connection to the Fremantle Railway Line PSP Existing cycling facilities consist of a shared path on the eastern side of the street between Cambridge Street and Hay Street. A shared path is proposed running along the western verge between Flynn Street and Salvado Road, taking advantage of the proposed undergrounding of overhead power. South of Salvado Road, the route will continue on the existing shared path on the eastern side towards Hay Street. The existing shared path on the eastern side is recommended to be extended towards Stubbs Terrace to connect into the Fremantle Line PSP. As the section of the path south of Hay Street is outside the LGA boundary, the Town would need to cooperate with the neighbouring LGAs (i.e. Subiaco and Nedlands) to develop a concept design. Improvements to provide on-street cycling infrastructure were considered. However, due to limited road reserve and high traffic volumes, a buffered on-road cycling facility is not considered viable.
5.5.1 Crossing Improvements Given that the ultimate route transitions from the western side to the eastern side, improvement to several crossings will be necessary, including at Herdsman Parade, The Boulevard, Cambridge Street, and Salvado Road. The crossing environment at the signalised intersections of The Boulevard is currently poor with no dedicated lanterns for the pedestrian and cycle crossing phase, as shown in Figure 5-44. It is recommended that a dedicated pedestrian/cyclist traffic lanterns be installed on all legs, along with appropriate linemarking. Community survey responses identify difficulties in crossing at the Flynn Street roundabout. Improvement to this crossing should be further investigated in coordination with the City of Stirling. Crossing at Salvado Road is discussed in Section 5.3.2. Figure 5-44 The Boulevard and Selby Street Intersection
60 Town of Cambridge Bicycle Plan 2018 5.6 Herdsman Parade
5.6.1 Cycle Lanes Herdsman Parade is an important link for cyclists riding from west to north. The route alignment deviates around Herdsman Lake and thereby creates a more direct path for trips between Shenton Park and the Mitchell Freeway PSP. Herdsman Parade includes narrow 1.2m-wide cycle lanes on both sides from Powis Street to Marlow Street. Figure 5-45 shows the existing cycling environment on Herdsman Parade. Transition ramps are currently provided at the approach to Powis Street intersection, but not at the Marlow Street intersection. Figure 5-45 Existing Cycle Lanes on Herdsman Parade
To improve this link, it is recommended that the existing cycle lanes be continued through to Selby Street, linking into the existing shared path on the western side of Selby Street. However, the road width becomes increasingly constrained approaching Selby Street and it may not be feasible to continue the cycle lanes all the way to Selby Street under the existing lane configuration at this intersection (see Figure 5-46). Accordingly, cycle lanes should be extended as far as possible and transition ramps constructed onto the adjacent path on both sides of Herdsman Parade. Bicycle symbols should be installed along the cycle lanes at approximately 200m intervals. Cyclists travelling north to Herdsman Lake and Pearson Street should also be catered for by providing a safe crossing point to Flynn Street, at the Marlow Street intersection.
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Figure 5-46 Selby Street and Herdsman Parade Intersection
Street
Selby Selby
5.6.2 Off-road Facility The off-road facilities along Herdsman Parade are generally 1.5m wide footpaths along both sides of the road. Options to widen the path are very limited due to narrow verge width, and the presence of power poles and trees. As a result it is recommended that safety improvements be made along these paths to keep cyclists away from potential hazards or obstructions (see Figure 5-47). This would consist primarily of linemarking and reflective materials to guide cyclists and pedestrians away from the obstructions. Figure 5-47 Existing Power Pole on Herdsman Parade Footpath
62 Town of Cambridge Bicycle Plan 2018 5.7 Other North-South Links
5.7.1 West Coast Highway West Coast Highway currently provides two types of cycling facility, a good quality recreational shared path (RSP) on the western side and discontinuous cycle lanes on both sides of the road for the majority of its length. Figure 5-48 and Figure 5-49 show the existing condition of the cycle lanes. Figure 5-48 Cycle Lane Termination at West Coast Highway Mid-block
Figure 5-49 Cycle Lanes Intersection Treatment at The Boulevard Intersection
The on-street facility on this corridor can be improved by connecting the existing sections. This would involve the widening of the carriageway to make room for the cycle lanes. This option will be costly, with an estimated length of widening in the order of 4km. Moreover, this improvement is considered to mainly cater for the ‘strong and fearless’ and sport cyclists, reducing overall utility. The preferred solution for West Coast Highway is to upgrade the existing RSP to a separated pedestrian and cyclist path, with an absolute minimum width of 1.5m for pedestrian and 2.5m for cycling. This option is aligned with the State’s long term PSP network expansion in the Perth Transport
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Plan. The existing RSP was also mentioned in the community survey, and described as crowded and in need of an upgrade. Crossing at the Rochdale Street / West Coast Highway intersection is extremely poor, with no pram rams to connect across Rochdale Street and an unaligned median break to provide safe crossing over West Coast Highway. Additional existing crossing points in the vicinity of Rochdale Street consist of an at-grade crossing 160m south of the intersection and an underpass 500m to the north of the intersection, beyond Challenger Parade. These do not correspond well to desirelines and are likely to be poorly utilised. Improvements to crossing facilities at Rochdale Street are recommended to better align the West Coast Highway crossing, and to create a safe connection across Rochdale Street. Figure 5-50 West Coast Highway and Rochdale Road Intersection
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5.7.2 Challenger Parade Cycling facilities along Challenger Parade currently consist of disconnected shared paths on both sides of the road and cycle lanes that runs from Jubilee Crescent to West Coast Highway. It is understood that the Town is in early planning to upgrade Challenger Parade in the vicinity of City Beach commercial precinct in order to provide better amenity for pedestrians. As the path on the western side is discontinuous, cyclists are forced to either use the cycle lanes or use the foreshore path where pedestrian traffic is high and not desirable for cyclists. Therefore, the path on the western side should be extended northwards to create a consistent and continuous shared path along the western side of the road and link into the West Coast Highway RSP. This work can be part of future upgrades following the aforementioned Challenger Parade upgrades. For on-road cycling, extending the cycle lane southward would provide significant value, however the cost of widening the road to provide the cycle lanes may be prohibitive. As the community survey indicates that the road is generally quiet and safe for cyclists, the recommended treatment at this stage is to provide bicycle pavement marking from West Coast Highway and Challenger Parade intersection (south) to Jubilee Crescent. The on-road route would continue via the existing cycle lane north of Jubilee Crescent. Regular sweeping of the cycle lanes is required to ensure they are clear of sand and debris. Refer to Figure 5-51 for existing and proposed cycling facility along Challenger Parade. Any traffic calming devices installed as part of the Challenger Parade upgrade along the road should be designed with cyclists in mind. Where road humps are used, it is preferable that a ‘flat top’ road hump be used to support cyclists. For the section of Challenger Parade with cycle lanes, it is recommended that bypasses are provided at around ‘slow point’ treatments (e.g. blister island) and road humps except where it functions as a crossing (a ‘wombat’ crossing). Crossing amenity should also be improved, particularly from car parks on the eastern side of Challenger Parade to the foreshore as shown in Figure 5-51. It is noted that this proposed improvement has been considered in the Town’s plan for Challenger Parade upgrades. Figure 5-51 Existing and Proposed Cycling Facilities along Challenger Parade
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5.7.3 Pearson Street Pearson Street between Cromarty Road and Turriff Road is shared with the City of Stirling, with the western side of the street under the jurisdiction of the Town of Cambridge. The current facility on this section of the road is a concrete shared path on the eastern side. This shared path is currently linked to the wider cycling network by footpath along Flynn Street and Pearson Place. Pearson Street is a strategic link that connects Stirling and Cambridge, therefore the cycling facility along this corridor would be a high quality separated path that would allow commuter cyclists to travel efficiently at higher speed. The most advantageous option would be for the City of Stirling to complete the RSP within the Herdsman Lake reserve. As these works are wholly within the City of Stirling boundary, the Town is encouraged to work together with the City to provide inputs regarding connection into Cambridge.
5.7.4 Marlow Street Marlow Street is aligned parallel with Selby Street and provides an alternative north-south connection between Herdsman Parade and Salvado Road. Currently, no formal cycling facilities exist on Marlow Street, however several improvements can be made to provide a better riding environment on and off-road. Recommended improvements to the on-road cycling would require minimal capital works, as they involve mainly signage and bicycle pavement markings to alert drivers of the presence of cyclists. The pavement marking also functions as a wayfinding tool for cyclists. Crossing improvements would need to be implemented, particularly at Grantham Street, Cambridge Street, and Salvado Road. Grantham and Cambridge Street crossings are, as for other major north-south links, inadequate due to the narrow median. It is recommended that any future road works or upgrades include the provision of safe crossing at these intersections for cyclists and pedestrians. A transition kerb ramp from on- road cycling to the footpath would also be required to allow for the on-road cyclist to use the median refuge to cross the street. The Town is currently investigating intersection upgrades to the Marlow Street and Cambridge Street and it is considered timely that the abovementioned recommendation be included in the intersection upgrade. The draft Wembley Activity Centre Plan currently proposes construction of a solid median through Cambridge Street to ban right turns into and out of Marlow Street. This bike plan supports this proposal and recommends that a median break be provided to allow cyclists to cross. At Salvado Road there are currently no crossing facility into Marlow Street, as shown in Figure 5-52. Salvado Road is predicted to experience increase in traffic volume as the result of the Park Side Walk subdivision south of the Marlow Street and Salvado Road Intersection. As such, it is recommended that a crossing facility with median refuge be provided, as well as transition ramps from road to path on both sides of Marlow Street, to allow on-road cyclists to safely access the median refuge. Figure 5-52 Salvado Road and Marlow Street Intersection
No crossing No crossing
Source: Nearmap
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5.7.5 Howtree Place – Brookdale Street – Brockway Road Cycling facilities along Brookdale Street include a shared path on the eastern side of the road and cycle lanes on both sides of the street. This street is recognised as a ‘strategic route’ under the Department of Transport’s long term cycling infrastructure plan as shown in the Perth Transport Plan cycling network. The proposed route would run from The Boulevard to Stubbs Terrace to the south. The existing cycle lanes along Brookdale Street terminate to the south of Oceanic Drive. Extension of these bike lanes north to Oceanic Drive is recommended, including bike boxes at the northern and southern legs. Further north along Howtree Place, traffic volumes increase above 10,000vpd and include heavy vehicle deliveries to the shopping centre, precluding mixed-traffic cycling of any kind. Extension of the bike lanes conflicts with the demands for on-street parking associated with the school. Therefore, cycling facilities along Howtree Place are likely to be confined to off-street improvements on the western side. Careful consideration of connections at Oceanic Drive are necessary to create an effective transition from on-road bike lanes to the shared path environment. Approaching The Boulevard intersection, the effective path width is currently restricted by the overhead power lines, however there is space available on the property boundary side, where path could be built around the power poles as shown below in Figure 5-53. Figure 5-53 John Street Shared Path – Bentley WA
At the Underwood Avenue intersection, recent upgrades have provided improvement to the crossing amenity. However, a number of improvements can be made to the intersection to improve connectivity as shown in Figure 5-54. It is recommended that the Town of Cambridge in partnership with the City of Nedlands and Main Roads investigate possible upgrades to the intersection including: > Extend Brookdale Street north leg cycle lanes towards Underwood Avenue to form a continuous on-street facility with Brockway Road. Ensure that transition to off-road path is provided to allow cyclists continue their journey along existing shared paths on the northern side of Underwood Avenue or western side of Brookdale Street. > Provide east-west crossing on the south leg > Providing connection from shared path on the southern side of Underwood Avenue to southbound cycle lanes on Brockway Road.
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Figure 5-54 Brookdale Street and Underwood Avenue Intersection
Continue cycle lanes in both directions
Provide crossing facilities
Provide safe connection to southbound cycle lane
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5.7.6 Mitchell Freeway PSP The Mitchell Freeway PSP in the vicinity of the Town currently runs only on the eastern side of the freeway. On the western side, within the Town’s boundary, a separated pedestrian and cycling path exists to cater for regional cycling demand. The paths comprising this facility are located within the Lake Monger reserve and are popular with joggers, runners, dog walkers, and cyclists. While the separated paths on the western side of the Freeway should in theory provide better level of service due to separation of pedestrian and cyclists, many comments from the community survey indicates that there are still instances of pedestrian and cyclist conflict along the path. The recommended solution to this issues is to provide separated facilities for pedestrians and cyclists for the whole of Lake Monger path as discussed in Section 5.9.5. In the long term, the Mitchell Freeway PSP will eventually be duplicated. This is in line with the Department of Transport’s long term cycling infrastructure plan as shown in the Perth Transport Plan.
5.7.7 Loftus Street Loftus Street currently has an on-street cycling facility in the form of sealed shoulders along both sides of the road, at the Town of Cambridge boundary. PTA is currently investigating providing bus priority lanes along Loftus Street between Cambridge Street and Railway Parade that would also be shared with cyclists. This Bike Plan generally supports this proposal, provided sufficient width can be provided to allow safe overtaking by buses. The Town should continue to liaise with PTA and Main Road WA to include improvements to the signalised intersection at Cambridge Street and Railway Parade aimed at reducing delays and improving separation for all modes.
5.7.8 Meagher Drive Path connections along Meagher Drive could also be improved for cycling use. There is currently a 2m wide path running along the western side of the road from Underwood Avenue to Tomlinson Boulevard. The path continues until Howson Approach as a boardwalk, before continuing as a concrete path until Alderbury Street. It is recommended that a new shared path be built along the western side of Meagher Drive from Tomlinson Boulevard to Alderbury Street. The existing path from Underwood Avenue to Tomlinson Boulevard can be designated as shared path with appropriate linemarking to provide continuity with the proposed path alignment and legibility. This proposed shared path extension would create a circuit around the Perry Lakes Reserve via Perry Lakes Drive, Underwood Avenue, Meagher Drive, Alderbury Street, and Oceanic Drive.
69 Town of Cambridge Bicycle Plan 2018 5.8 Other East-West Links
5.8.1 Empire Avenue Empire Avenue does not currently have a continuous formal cycling facility. The road lies along the border between Town of Cambridge and the City of Stirling, and it is an important cycling corridor for strategic connection into the City of Stirling. The preferred facility along Empire Avenue is an off-road facility that can either be constructed on the eastern or western side of the street. On the eastern side of the road (the majority of which is located within the City of Stirling) there is a section of concrete shared path located between Tuscany Way to Cromarty Road. If an off-road facility is to be built on the eastern side, this existing shared path should be upgraded to red asphalt. The verge width on this side is limited due to high voltage power poles, requiring the use of existing service roads to provide adequate connectivity. A shared path on the eastern side would cross a number of minor roads and would also be constrained by awkward intersection geometry at Cromarty Road. However, it would provide direct connection to residential destinations, Newman College and Churchlands Primary School. Alternatively, a shared path on the western side can be located fully within the verge and crosses only the substation access between The Boulevard and Durston Road. This option is therefore preferable from a safety and legibility perspective, though the alignment must be carefully selected to negotiate obstructions within the verge area and could require moving the fence line along the golf course boundary. There are opportunities to provide a large degree of additional planting within this verge to provide shade to the path and greatly improve the amenity for cyclists. Concerns have been raised regarding the potential safety impact of stray golf balls from the Wembley Golf Course. This should be addressed in consultation with the golf course management and additional fencing installed to protect cyclists. A high quality shared path along the golf course boundary would provide highly legible access into the proposed walking/cycling trails within the area. Additional kerb ramps and linemarking are recommended to provide connection to key destinations to the north and east.
5.8.2 Cambridge Street Cambridge Street is an important corridor and trip destination with various type of commercial land uses along the length of the street. The road runs east-west and intersects multiple residential streets along the way, making the street and the local businesses along the street very accessible to nearby residents. Cambridge Street does not currently provide dedicated cycling facilities of any type. A lack of verge width and potential conflicts with pedestrians create a ‘less than ideal’ condition for strategic commuter cycling. On-street facilities are more appropriate for the function of the cycling corridor, but would necessitate removal of a traffic/parking lane along the entire 4-lane section. If this were to occur, a protected bidirectional bike lane would be the ideal treatment. Modification of the Simper Street roundabout and newly upgraded West Leederville Town Centre area would also be required. This work is currently considered to be impractical, but may be considered in the context of strategic decision-making, should traffic volumes decrease in the long-term. Due to the extent of limitations, provision of cycling facilities along Cambridge Street is restricted to hazard removal within the shared footpath environment. This facility is understandably suitable only for short distances, with longer commuter or utility trips catered for by Ruislip Street and Salvado Road.
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5.8.3 Grantham Street Grantham Street is a major east-west road within the Town and important traffic connection into the City of Vincent. The road currently does not have a dedicated cycling facility; footpaths running along both sides of the street operate as the primary cycling facility on this corridor. Similar to Cambridge Street, traffic volumes along Grantham Street (as one of the primary Freeway access roads) preclude safe on-street cycling and the narrow road reserve restricts the capacity for effective high quality shared paths off-street. It is therefore recommended that the impacts of cycling within the narrow verge area be partially mitigated through signage and pavement marking within the shared footpath environment, such as in proximity to schools or retail. Crossing of Grantham Street needs to be improved in order for local residents to travel north-south safely, and to provide effective connection to the east-west corridors of Salvado Road and Ruislip Street. Insufficient or lack of median refuges and high traffic volume turn Grantham Street into a significant barrier to cycling, particularly at peak times. Improvement recommendations are included in previous sections at the intersection of strategic cycling routes.
5.8.4 Oceanic Drive (Northern Side Footpath) The path infrastructure on the northern side of Oceanic Drive are discontinuous adjacent to Bold Park, creating a gap in pedestrian facilities. A new shared path would link the shared paths on Kalinda Drive and Bold Park Drive, however construction is likely to involve significant earthworks and retaining of the slope to the north.
5.8.5 Hay Street / Underwood Avenue Hay Street runs east-west and is another east-west link from the Perth CBD to the Indian Ocean foreshore. From the community survey there is a desire to continue the existing shared path along Underwood Avenue eastward past Selby Street, where the current path terminates. This shared path should be continued eastward by City of Subiaco to connect with the Fremantle Railway Line PSP along Roberts Road. The community survey also indicates a demand for cycle lanes along Hay Street, including from Underwood Avenue into Stephenson Avenue. This Bike Plan is generally supportive of constructing cycle lanes along Hay Street/Underwood Avenue, however these works would require coordination and planning with adjacent Local Governments. There is a gap in path infrastructure along the southern side of Underwood Avenue adjacent to the Bendat Basketball Centre, this should be rectified through installation of a shared path. As most of the road is within the boundary of the City of Nedlands and the City of Subiaco, improvement to this road would need to be coordinated with the adjacent council’s plan and existing facilities.
71 Town of Cambridge Bicycle Plan 2018 5.9 Recreational
5.9.1 Golf Course Trail The Golf Course Trail within the Wembley Golf Course was put forward as a major recreational trail to be built to expand the Town’s recreational cycling trail network. The trail is envisaged to be built in stages and would eventually connect into Herdsman Lake in the City of Stirling. Figure 5-55 shows the indicative alignment of the trail through the Wembley Golf Course, and connecting into Herdsman Lake. Figure 5-55 Indicative Alignment of the Wembley Golf Course Trail
Newman College
This path can be further extended into City of Stirling by continuing the path along the drainage reserve within Newman College towards Pearson Street, to eventually connect with Herdsman Lake. An alternative alignment is would be to deviate the path to the road reserve east of Newman College. A median refuge would need to be constructed at Empire Avenue and at Pearson Street to enable staged crossing across of these dual carriageway roads. This trail will connect with the existing Cambridge Heritage Trail and the Yange Kep Bidi trail along The Boulevard. Final connection alignment towards Herdsman Lake could incorporate the existing Yange Kep Bidi Trail connection on the eastern side of Newman College. Further consultation with the City of Stirling and Newman College would be required to develop a suitable alignment. This trail could also link to the Bold Park Trail via a shared path along Bold Park Drive and Kalinda Drive. Wayfinding directional signage would comprise an integral part of this recreational path, creating connections and loop trails for walking and cycling across the Town.
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5.9.2 Perry Lakes Reserves and Perry Lakes Drive Perry Lakes provides a range of different types of recreational facilities, including a skate park and children’s playground in addition to a network of internal roads that form an attractive circuit. Perry Lakes Drive connects Oceanic Drive and Underwood Avenue, but there is currently no path along the full length. A cycling facility along this road can be provided by either constructing a shared path on the eastern side of the road to connect the existing paths at Oceanic Drive and Underwood Avenue, or use wayfinding and signage improvements to the internal road network within the Perry Lakes area to direct cyclists to Hay Street or Oceanic Drive. This link would provide a shorter north-south link than Brookdale Street for residents in Mount Claremont and Nedlands. This link also provides connectivity from Mount Claremont to the proposed City Beach College at the corner of Kalinda Drive and Oceanic Drive (existing site of International School of WA).
5.9.3 Bold Park Bold Park is located west of Perry Lakes and includes a network of walking trails throughout the park. Most of these trails are intended for walking only, with bicycles prohibited except along Scenic Drive and Scenic Walk, both accessible via the shared path on the southern side of Oceanic Drive. The park is under the management of the Botanic Gardens and Parks Authority (BGPA). While Bold Park is located adjacent to Perry Lakes, there are no connecting paths into Perry Lakes and vice versa. As such, it is recommended that connections be established between Perry Lakes internal road network and Bold Park. It is understood that this would be at the discretion of BGPA. Irrespective of these connections being formalised, bicycle parking should be provided within Bold Park to support cycling access to the walk only trails.
5.9.4 Herdsman Lake As mentioned previously, the path along the western side of the Herdsman Lake provides an important strategic connection between Cambridge and Stirling. However, this also would function as a recreational loop around Herdsman Lake, creating an attractive destination for recreational riders, once the surface is sealed.
5.9.5 Lake Monger The shared path around Lake Monger is a popular route used by various types of users such as joggers, dog walkers, and cyclists. These different types of user travel at different speeds and this has resulted in frequent reports of conflicts between path users. Partial duplication of pedestrian and cycling paths has been undertaken on the eastern side of Lake Monger. This should ultimately be enhanced and path duplication be extended to the full length of Lake Monger Path to increase the separation between slow-speed users, such as pedestrians, and faster users, such as cyclists and runners. The paths should be differentiated through highly legible signage and pavement marking. It is preferable that new sections of the path be built using asphalt and designated as bike lanes, while the existing concrete path be reclassified as a pedestrian only path. A path connection as shown in Figure 5-56 is also recommended to improve the connectivity between Lake Monger and the Gregory Street shared path.
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Figure 5-56 Gregory Street – Lake Monger Indicative Path Connection GregoryStreet
Proposed path connection
5.9.6 Walking Trails Strategy The Town currently has various walking trails that could be further incorporated into the overall walking and cycling path network. It is recommended that the Town develop a ‘Walking Trail Strategy’ document that describes the Town’s vision regarding walking trails and develop key strategic initiatives to achieve it. This Strategy would link into the Bike Plan and be supported through signage and wayfinding.
5.10 Community Routes The network maps in Section 5 identify ‘Future Community Routes’, which are lower order routes that link local centres or schools to nearby residents and the wider cycling network. These routes are currently catered for by footpath or on-road mixed-traffic cycling and are proposed to be upgraded to shared path standard in the long term. For Cambridge Street, footpath upgrades to a shared path standard are expected to be incorporated into the development of the Wembley Activity Centre. These Community Routes are not included in the Schedule of Works of this bike plan, however the Town is recommended to evaluate these routes and keep them under advisement as part of future opportunities: development application, parks maintenance or upgrades, and road works.
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6 Implementation
6.1 Network Plan Figure 6-1 shows the proposed changes to the cycling network, which corresponds to the Schedule of Works in Table 6-1. Figure 6-2 shows the ultimate cycling network as per this Bike Plan for the Town, while Figure 6-3 shows the route hierarchy of the ultimate cycling network. More detailed plans of these figures have been attached in the Appendix C, D, and E.
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Figure 6-1 Proposed Infrastructure Changes
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Figure 6-2 Ultimate Network Cycling Infrastructure Map
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Figure 6-3 Ultimate Cycling Network Route Hierarchy
78 Town of Cambridge Bicycle Plan 2018
6.2 Schedule of Works To assist with prioritisation for the proposed projects, multi-criteria analysis (MCA) was used to assess each project’s performance against a number of criteria, where each was weighted and given a score. The projects were then ranked based on the weighted average. The MCA results can be found in Appendix F. The schedule of works are presented in Table 6-1 to Table 6-4 and has been prepared by taking into account the Town’s annual budget for cycling infrastructure as well as the results of the MCA. A rollout map is shown in Figure 6-4. Table 6-2 shows ‘Special Projects’ are infrastructure projects that may be partially or fully funded by external agencies, in partnership with the Town of Cambridge. A detailed Schedule of Works and the infrastructure rollout map can be found in Appendix G and Appendix H. Note that while cost estimates include contingencies and detailed design costs, the true cost of each project would still need to be verified through the detailed design phase. Indicative costs below do not include potential utility relocation costs.
Table 6-1 Prioritised Schedule of Works (0-5 Years) (0-5 Years)
No. Route Project Start End Cost Estimate
Glendalough to Powis Street Bicycle Path Powis Street Shared Lake Monger 1a $100,000 Subiaco Connection Path Shared Path Glendalough to Dodd Street Bicycle Only 1b Lake Monger Gregory Street $160,000 Subiaco Path
City Beach to West 2c Southport Street Shared Path Cambridge Street Harrogate Street $30,000 Leederville
Harrogate Street - Oxford City Beach to West Loftus Street 2d Close - Bermondsey Street Southport Street $20,000 Leederville Underpass On-street Cycling City Beach to West Northwood Street Path 2e Lake Monger Drive Railway Parade $30,000 Leederville Improvement City Beach to West Kimberley Street Path 2f Lake Monger Drive Ruislip Street $3,000 Leederville Improvements
5 Jersey Street Jersey Street Shared Path Herdsman Parade Salvado Road $510,000
Grantham Park 6 Selby Street Selby Street Shared Path (at the boundary with Salvado Road $350,000 the City of Stirling) Herdsman Parade Cycle 7 Herdsman Parade Marlow Street Selby Street $110,000 Lanes Herdsman Parade Footpaths 8 Herdsman Parade Marlow Street Selby Street $14,000 improvement Oceanic Drive Shared Path 9 Oceanic Drive Scenic Drive Bold Park Drive $460,000 Connection Existing Path North 11 Challenger Parade Shared Path Extension Oceanic Drive of City Beach $190,000 Foreshore Car Park On-road Bicycle Pavement 12 Challenger Parade West Coast Hwy Oceanic Drive $13,000 Marking On-road Bicycle Pavement 13 Marlow Street Herdsman Parade Salvado Road $16,000 Marking Bendat Basketball Centre Bendat Basketball Bendat Basketball 17 Underwood Avenue $75,000 Shared Path Connection Centre Centre Perry Lakes Reserve Perry Lakes Reserve 19 - - $16,000 Internal Road Wayfinding Improvement Perry Lakes Drive Shared 20 Perry Lakes Drive Perry Lakes Drive Oceanic Drive $300,000 Path Extension TOTAL COST ESTIMATE (0-5 Years) $2,397,000
79 Town of Cambridge Bicycle Plan 2018
Table 6-2 Special Projects Special Projects No. Route Project Start End Comment 2b City Beach to Ruislip Street Safe Active Street The Boulevard Southport Potential to be funded West Leederville Street through the DoT Safe Active Street Program 3b Perth to City Salvado Road Shared Path Haydn Bunton Bishop Street This proposed Beach Drive infrastructure is located fully within the City of Subiaco. 3c Perth to City Salvado Road (West of Selby Selby Street Alderbury Potential to be funded Beach Street) Safe Active Street Street through the DoT Safe Active Street Program
Table 6-3 Planned Projects (5-10 Years) PLANNED PROJECTS (5-10 Years) No. Route Project Start End 1c Glendalough to Subiaco Gregory Street Bidirectional Cycle Lane Lake Monger Drive Barrett Street
1d Glendalough to Subiaco Barrett Street Bidirectional Cycle Lane Gregory Street Station Street
1e Glendalough to Subiaco Station Street Bidirectional Cycle Lane Barrett Street Salvado Road
3a Perth to City Beach Railway Parade Shared Path Salvado Loftus St Road/Haydn Bunton Dive 4 The Boulevard The Boulevard Shared Path Extension Bournville Street Marlow Street
14 Brookdale Street On-road Cycle Lane Extension Gunn Street Underwood Avenue 15 Meagher Drive Meagher Drive Shared Path Tomlinson Alderbury Street Boulevard
Table 6-4 Future Projects (Beyond 10 Year) FUTURE PROJECTS (Beyond 10 Years) No. Route Project Start End 2a City Beach to West The Boulevard Shared Path Duplication West Coast Hwy Bournville/ Leederville Ruislip St 3d Perth to City Beach Oceanic Drive Shared Path Duplication Alderbury Street Challenger Parade 10 West Coast Hwy West Coast Highway Recreational Shared Path Helston Ave Council Duplication boundary (to be continued by City of Stirling) 16 Empire Avenue Empire Avenue Shared Path The Boulevard Chipping Road
18 Wembley Golf Course Wembley Golf Course Recreational Path - -
21 Bold Park Connecting Path from Perry Lakes to Bold Park Perry Lakes Bold Park Reserve 22 Lake Monger Lake Monger Separated Path - -
23 Lake Monger/Gregory Gregory Street Shared Path to Lake Monger Gregory Street Lake Monger Street Connection
80 Town of Cambridge Bicycle Plan 2018
Figure 6-4 Infrastructure Upgrade Roll-out Map
81 Town of Cambridge Bicycle Plan 2018
6.3 Path Widths The detailed Schedule of Works in Appendix G provides the recommended path widths for each project, however this may not be achievable at certain section due to physical obstructions and/or cost restriction. Adequate path widths are important to a cycling route level of service and the following provides minimum and desirable width for path types.
6.3.1 Bicycle Paths
Table 6-5 Minimum and Desirable Width of Bicycle Paths Path Width (m) Local Route Primary/Secondary Route Desirable minimum width 2.5 3 Minimum – typical maximum 2.5 – 3 2.5 – 4 Source: Adopted from Cycling Aspects of Austroads Guides
6.3.2 Shared Paths
Table 6-6 Minimum and Desirable Width of Shared Paths Path Width (m) Recreational Path (e.g. Local Route Primary/Secondary Route Lake Monger Path) Desirable minimum width 2.5 3 3.5 Minimum – typical maximum 2.5* – 3 2.5 – 4 3 – 4 Source: Adopted from Cycling Aspects of Austroads Guides
*For shared paths, an absolute minimum width of 2m can be adopted where cyclist volumes and operational speeds will remain low
6.3.3 Separated Paths (one-way and two-way)
Table 6-7 Minimum and Desirable Width of Two-way separated paths Path Width (m) Bicycle Path Footpath Total Desirable minimum width 2.5 2 4.5 Minimum – typical maximum 2 – 3 ≥1.5 ≥4.5 Source: Adopted from Cycling Aspects of Austroads Guides
Table 6-8 Minimum and Desirable Width of One-way separated paths Path Width (m) Bicycle Path Footpath Total Desirable minimum width 1.5 1.5 3 Minimum – typical maximum 1.2 – 2 ≥1.2 ≥3.4 Source: Adopted from Cycling Aspects of Austroads Guides
82 Town of Cambridge Bicycle Plan 2018
7 Wayfinding Strategy
7.1 Wayfinding Strategy for the Town Effective signage and wayfinding is especially important to cater for recreational cyclists and visitors to the Town. It enables people to orient themselves and navigate from place to place with ease. Wayfinding can be more signs and can include other elements of the public realm, such as street furniture and public art. It can assist cyclists to know where they are, where they are going and the best route to get there and to recognise from where the destination can be reached. A useful system should: > Be highly visible. > Lead the cyclist to their destination. > Highlight key places within the immediate area. > Integrate with existing signage. The objectives for wayfinding include:
> Attractive and visually readable signage and wayfinding for both members of the community and visitors. > Promote cyclist and pedestrian safety and accessibility. > Create safe integration of vehicular, bicycle, and pedestrian traffic. > Preserve and enhance the appearance of the Town. > Consistency in design and installation. > Create utilitarian signage within an affordable budget. > Deliver a signage system that is unique and identifiable to the Town. > Provide a guide for the installation of signage at key cycle routes.
7.2 Existing Wayfinding There is no identifiable signage in place in the location of the Town’s primary concerns, that being from the train station through the Town and out to the beach. There is Wayfinding signage within the two identified train station precincts but however these are on PTA property and generally only refer to station facilities.
7.3 Wayfinding Strategy The signage for the Town should be made attractive to the cyclist and should encourage active modes of travel. The signs chosen should be colourful and informative and display the nearest facility in terms of approximate distance and cycle time to get to the destination.
83 Tow n of Cambridge Bicycle Plan 2017 Bike Plan 2017
APPENDIX A EXISTING CYCLING NETWORK
Cardno 84 Empire Avenue
Dodd Street
CITY OF STIRLING
Cromarty Road
Pearson Street Herdsman Parade
The Boulevard CITY OF VINCENT
Grantham Street Jersey Street Selby Street Marlow Street
Kimberley Street
The Boulevard Ruislip Street
Ruislip Street Southport Street
Woolwich Street Oceanic Drive
Holyrood
Street Southport Street Southport
Kerr Street Cambridge Street
Salvado Road Salvado Road Railway Parade Brookdale Street Brookdale
Challenger Parade West Coast Highway Coast West
Hay Street CITY OF SUBIACO CITY OF PERTH
CITY OF NEDLANDS
LEGEND Recreation Existing Off-Road Schools Existing On-Road Commercial LGA Boundary RAYMOND RACHMAT BY : Town of Cambridge Date Scale Size 25/06/2018 NTS A3 ® © Cardno Limited All Rights Reserved. Bike Plan This document is produced by Cardno Limited solely for the
25 June 2018 3:02 PM benefit of and use by the client in accordance with the Existing Cycling Network terms of the retainer. Cardno Limited does not and shall not \\Aupercfs01\IPT\Projects\CW963500_Town_of_Cambridge_Bike_Plan_\5_Technical\Traffic\Graphics\CAD\Network Map\Final Report Network map\CW963500-TR-D001-D002-Land useExisting V6.dwg assume any responsibility or liability whatsoever to any CW963500-TR-D002-EN F third party arising out of any use or reliance by third party Perth Tel: 08 9273 3888 on the content of this document. Drawing Number Revision CAD File: DATE PLOTTED: Tow n of Cambridge Bicycle Plan 2017 Bike Plan 2017
APPENDIX B WALKING TRAIL NETWORK
Cardno 86 Empire Avenue
Dodd Street
CITY OF STIRLING
Cromarty Road
Pearson Street Herdsman Parade
The Boulevard CITY OF VINCENT
Grantham Street Jersey Street Selby Street Marlow Street
Kimberley Street
The Boulevard Ruislip Street
Ruislip Street Southport Street
Woolwich Street Oceanic Drive
Holyrood
Street Southport Street Southport
Kerr Street Cambridge Street
Salvado Road Salvado Road Railway Parade Brookdale Street Brookdale
Challenger Parade West Coast Highway Coast West
Hay Street CITY OF SUBIACO CITY OF PERTH
CITY OF NEDLANDS
LEGEND Recreation Bold Park Trail Schools Bush to Beach Trail Commercial Heritage Trail LGA Boundary Yange Kep Bidi RAYMOND RACHMAT BY : Town of Cambridge Date Scale Size 25/06/2018 NTS A3 ® © Cardno Limited All Rights Reserved. Bike Plan This document is produced by Cardno Limited solely for the
25 June 2018 3:20 PM benefit of and use by the client in accordance with the Walking Trails Network terms of the retainer. Cardno Limited does not and shall not \\Aupercfs01\IPT\Projects\CW963500_Town_of_Cambridge_Bike_Plan_\5_Technical\Traffic\Graphics\CAD\Network Map\Final Report Network map\CW963500-TR-D006-Trails V4.dwg assume any responsibility or liability whatsoever to any CW963500-TR-D006-TN E third party arising out of any use or reliance by third party Perth Tel: 08 9273 3888 on the content of this document. Drawing Number Revision CAD File: DATE PLOTTED: Tow n of Cambridge Bicycle Plan 2017 Bike Plan 2017
APPENDIX C PROPOSED INFRASTRUCTURE CHANGES MAP
Cardno 88 Empire Avenue 1a 16
Dodd Street CITY OF 1b 18 STIRLING 8 Cromarty Road
Pearson Street 22
2a Herdsman Parade The Boulevard CITY OF VINCENT
Gregory Street 23 7
Grantham Street
Marlow Street 2f
Selby Street Kimberley Street 11 5 The Boulevard 6 1c Ruislip Street 2b Ruislip Street Southport Street 9 10 Jersey Street Woolwich Street 3d 13
Holyrood
Street Oceanic Drive 1d 4 2e Street Southport
Kerr Street 2c Cambridge Street 1e 2d 3c Salvado Road 3b 3a 20 Railway Parade 19
Challenger Parade West Coast Highway Coast West 15
12 Brookdale Street Brookdale 21
Hay Street 14 Underwood Avenue CITY OF SUBIACO CITY OF PERTH 17 CITY OF NEDLANDS LEGEND Future Shared Path Recreation Future PSP Schools Future Bike Only Path Commercial Future Cycle Lanes Cambridge LGA Boundary Future Bidirectional Bike Lane Future Mixed Traffic Cycling Future Safe Active Street RAYMOND RACHMAT BY : Town of Cambridge Date Scale Size 25/06/2018 NTS A3 ® © Cardno Limited All Rights Reserved. Bike Plan This document is produced by Cardno Limited solely for the
25 June 2018 3:29 PM benefit of and use by the client in accordance with the Proposed Cycling Infrastructure Changes terms of the retainer. Cardno Limited does not and shall not \\Aupercfs01\IPT\Projects\CW963500_Town_of_Cambridge_Bike_Plan_\5_Technical\Traffic\Graphics\CAD\Network Map\Final Report Network map\CW963500-TR-D003-Proposed Infrastructure V3.dwg assume any responsibility or liability whatsoever to any CW963500-TR-D003-IC G third party arising out of any use or reliance by third party Perth Tel: 08 9273 3888 on the content of this document. Drawing Number Revision CAD File: DATE PLOTTED: Tow n of Cambridge Bicycle Plan 2017 Bike Plan 2017
APPENDIX D ULTIMATE CYCLING NETWORK MAP
Cardno 90 Empire Avenue
Dodd Street
CITY OF STIRLING Cromarty Road
Pearson Street
Herdsman Parade
The Boulevard CITY OF VINCENT
Grantham Street Nanson Street Jersey Street Selby Street Marlow Street
Kimberley Street
The Boulevard Ruislip Street
Ruislip Street Southport Street
Oceanic Drive Woolwich Street
Holyrood
Street Southport Street Southport
Kerr Street Cambridge Street
Salvado Road Salvado Road Railway Parade
Challenger Parade
West Coast Highway Coast West Brookdale Street Brookdale
CITY OF SUBIACO CITY OF PERTH
CITY OF NEDLANDS
LEGEND
Recreation Existing Off-Road Schools Existing On-Road Commercial Future Off-Road LGA Boundary Future On-Road Future Community Route RAYMOND RACHMAT BY : Town of Cambridge Date Scale Size 25/06/2018 NTS A3 ® © Cardno Limited All Rights Reserved. Bike Plan This document is produced by Cardno Limited solely for the
25 June 2018 5:47 PM benefit of and use by the client in accordance with the Ultimate Cycling Network terms of the retainer. Cardno Limited does not and shall not \\Aupercfs01\IPT\Projects\CW963500_Town_of_Cambridge_Bike_Plan_\5_Technical\Traffic\Graphics\CAD\Network Map\Final Report Network map\CW963500-TR-D004-Ultimate V5.dwg assume any responsibility or liability whatsoever to any CW963500-TR-D004-UN F third party arising out of any use or reliance by third party Perth Tel: 08 9273 3888 on the content of this document. Drawing Number Revision CAD File: DATE PLOTTED: Tow n of Cambridge Bicycle Plan 2017 Bike Plan 2017
APPENDIX E ROUTE HIERARCHY
Cardno 93 Empire Avenue
Dodd Street
CITY OF STIRLING
Cromarty Road
Pearson Street Herdsman Parade
The Boulevard CITY OF VINCENT
Grantham Street Jersey Street Selby Street Marlow Street
Kimberley Street
The Boulevard Ruislip Street
Ruislip Street Southport Street
Oceanic Drive Woolwich Street
Holyrood
Street Southport Street Southport
Cambridge Street Kerr Street
Salvado Road Salvado Road Railway Parade
Challenger Parade West Coast Highway Coast West
Brookdale Street Brookdale CITY OF SUBIACO CITY OF PERTH
CITY OF NEDLANDS
LEGEND
Recreation Primary Routes Schools Secondary Routes Commercial Local Routes LGA Boundary RAYMOND RACHMAT BY : Town of Cambridge Date Scale Size 25/06/2018 NTS A3 ® © Cardno Limited All Rights Reserved. Bike Plan This document is produced by Cardno Limited solely for the
25 June 2018 2:39 PM benefit of and use by the client in accordance with the Ultimate Cycling Route Hierarchy terms of the retainer. Cardno Limited does not and shall not \\Aupercfs01\IPT\Projects\CW963500_Town_of_Cambridge_Bike_Plan_\5_Technical\Traffic\Graphics\CAD\Network Map\Final Report Network map\CW963500-TR-D005-Ultimate Route Hierarchy V5.dwg assume any responsibility or liability whatsoever to any CW963500-TR-D005-RH E third party arising out of any use or reliance by third party Perth Tel: 08 9273 3888 on the content of this document. Drawing Number Revision CAD File: DATE PLOTTED: Tow n of Cambridge Bicycle Plan 2017
Bike Plan 2017
APPENDIX F MULTI CRITERIA ANALYSIS
Cardno 94 Stakeholder People and Communities Connectivity (45%) Economic (10%) Safety (20%) and Public (10%) Consultation (15%)
Project Location Weighted Project No. Corridor Project Connections with Public Urban Impact on Townscape / Rank Connection to Closure of Gaps in Project Identified in Employment/A Public Open Tourist Mode Economic Cycling Pedestrian Level of Average adjacent local Schools Transport Renewal Private Urban Key Issues strategic routes Network Other Local Planning ctivity Centre Space Attractions Shift Impacts Safety Safety Service government areas Hub Areas Vehicles Planning
From To 10 8 8 2 4 5 1 1 5 1 5 3 2 10 10 8 2 15 1 3 Perth to City Beach All projects Challenger Parade Loftus Street 10 6 6 2 4 5 1 1 5 1 4 1 2 9 10 8 2 8 8.5
2 1 Glendalough to Subiaco All projects Powis Street Salvado Road 10 7 8 0 2 2 1 0 5 0 3 0 1 10 10 8 2 10 7.9 City Beach to West 3 2 All projects West Coast Hwy Loftus Street 10 8 6 0 4 4 1 1 4 0 3 -2 1 7 8 8 2 7 7.2 Leederville Jersey Street Shared 4 5 Jersey Street Herdsman Parade Salvado Road 6 7 5 1 2 3 0 0 0 1 3 1 2 8 10 7 2 7 6.5 Path On-road Cycle Lane 5 14 Brookdale Street Gunn Street Underwood Avenue 7 6 6 0 2 2 0 0 2 1 1 2 0 10 5 8 1 10 6.3 Extension Lake Monger Path 6 22 Lake Monger - - 7 0 2 0 4 1 1 0 2 0 2 0 0 10 10 7 2 15 6.3 Duplication Grantham Park Selby Street Shared 7 6 Selby Street (at the boundary with Salvado Road 10 7 8 2 1 2 1 0 1 1 2 1 1 7 5 7 1 5 6.2 Path the City of Stirling) The Boulevard Shared 8 4 The Boulevard Bournville Street Marlow Street 10 7 4 0 1 5 1 0 1 1 3 0 1 7 6 6 1 5 5.9 Path Extension Empire Avenue Shared 9 16 Empire Avenue The Boulevard Durston Road 4 7 6 2 4 0 0 0 0 0 1 0 1 10 7 7 2 7 5.8 Path Council boundary (to be West Coast Highway 10 10 West Coast Highway Helston Ave continued by City of 6 3 5 2 0 2 1 1 0 0 3 2 1 9 10 7 2 3 5.7 RSP Upgrade Stirling) Oceanic Drive Shared 11 9 Oceanic Drive Scenic Drive Bold Park Drive 4 7 1 0 2 0 1 1 0 0 1 0 0 10 10 8 2 7 5.4 Path Connection Perry Lakes Drive 12 20 Perry Lakes Drive Perry Lakes Drive Oceanic Drive 7 7 4 0 2 0 1 1 0 1 1 0 0 8 9 6 2 5 5.4 Shared Path Extension Marlow Street Mixed 13 13 Marlow Street Herdsman Parade Salvado Road 7 7 2 2 0 3 1 0 0 1 1 0 1 7 8 5 1 7 5.3 Traffic Cycling Bendat Basketball Bendat Basketball Bendat Basketball 14 17 Underwood Avenue CentreShared Path 5 7 1 2 1 1 1 1 0 1 0 0 1 8 8 7 2 6 5.2 Centre Centre Connection Challenger Parade Off- 15 11 Shared Path Extension Oceanic Drive Marapana Road 3 6 2 0 0 2 1 1 0 0 1 1 1 8 7 7 2 8 5.0 road Meagher Drive Shared 16 15 Meagher Drive Tomlinson Boulevard Alderbury Street 6 4 5 2 0 0 1 1 0 1 2 0 0 8 6 7 2 5 5.0 Path Challenger Parade On- On-road Bicycle 17 12 West Coast Hwy Oceanic Drive 7 6 2 0 0 2 1 1 0 0 1 0 1 6 8 4 2 5 4.6 road Pavement Marking Connecting Paths to 18 21 Bold Park Perry Lakes Reserve Bold Park 0 5 0 0 1 0 1 1 0 1 1 0 0 8 8 8 2 10 4.6 Bold Park Herdsman Parade On- Herdsman Parade Cycle 20 7 Marlow Street Selby Street 7 6 3 2 0 1 1 0 0 0 1 2 0 5 3 6 1 7 4.5 Road Lanes Wembley Golf Course 21 18 Wembley Golf Course - - 5 0 6 1 2 0 1 1 0 0 2 0 1 7 7 8 2 2 4.5 Recreational Path Gregory Street Shared Lake Monger/Gregory 18 23 Path to Lake Monger Gregory Street Lake Monger 4 5 0 0 1 0 1 1 0 0 0 0 0 10 10 8 2 4 4.6 Street Connection Perry Lakes Reserve Perry Lakes Reserve 22 19 Wayfidning - - 3 2 2 0 1 0 1 1 0 1 1 0 0 5 6 5 2 2 3.2 Internal Road Improvement Herdsman Parade Off- Herdsman Parade 23 8 Powis Street Selby Street 0 0 0 0 2 0 1 0 0 0 1 0 0 6 5 3 1 1 2.0 Road Footpaths improvement Tow n of Cambridge Bicycle Plan 2017 Bike Plan 2017
APPENDIX G SCHEDULE OF WORKS
Cardno 96 Order of Cost Rank No. Corridor Project Name Start End Length (m) Width (m) Surface Type (on/off) Description of Work Comments/Issues Estimate
Note that due to the complexity of this project, the Salvado Road/Haydn Bunton - Construct shared path on the southern side of Railway 3a Perth to City Beach Railway Parade Shared Path Loftus St 1400 3 Asphalt OFF actual cost would need to be confirmed at the $ 1,820,000 Dive Parade detailed design stage.
- Construct shared path on the southern side, Shared path is located on the southern side of 3b Perth to City Beach Salvado Road Shared Path Haydn Bunton Drive Bishop Street 1400 3 Asphalt OFF completing the missing link from the Fremantle Line Salvado Road. Under the jurisdiction of City of $ 460,000 PSP to Bishop Street Subiaco.
1
- Provide Safe Active Street treatment Salvado Road (West of Selby 3c Perth to City Beach Selby Street Alderbury Street 1700 - Asphalt ON - Provide legible and consistent wayfinding $ 850,000 Street) Safe Active Street - Reduce speed limit to 30km/h
Oceanic Drive Shared Path Concrete Footpath and - Duplicate existing shared path to provide separation 3d Perth to City Beach Alderbury Street Challenger Parade 3000 4 OFF $ 1,380,000 Duplication Asphalt Bicycle Path between cyclist sand pedestrians
Powis Street Bicycle Path - Construct a bicycle path only link to path adjacent to 1a Glendalough to Subiaco Powis Street Shared Path Lake Monger Shared Path 280 2.5 Asphalt OFF $ 100,000 Connection the car park north of Lake Monger
- Construct a Bicycle only Off Road 2.5m wide 1b Glendalough to Subiaco Dodd Street Bicycle Only Path Lake Monger Gregory Street 400 2.5 Asphalt OFF Concrete path that connects Gregory Street existing $ 160,000 path to Powis Street shared path.
- Construct on-street buffered bidirectional cycle lane with on the eastern side form Lake Monger Drive to Barrett Street Gregory Street Bidrectional Cycle 1c Glendalough to Subiaco Lake Monger Drive Barrett Street 560 2.4 Asphalt ON $ 250,000 Lane - Widen existing solid median to 3m at intersection the Lake Monger Drive intersection to provide refuge for cyclists while crossing 2
- Construct on-street buffered bidirectional cycle lane with buffer on the northern side formGregory Street to Salvado Road. Barrett Street Bidirectional Cycle 1d Glendalough to Subiaco Gregory Street Station Street 200 2.4 Asphalt ON $ 100,000 Lane - The cycle lane is proposed to be built on verge level (instead of road pavement level) . This require the removal of concrete footpath
- Construct on-street buffered bidirectional cycle lane with on the eastern side form Barrett Street to Salvado Road by removing on-street parking Station Street Bidirectional Cycle 1e Glendalough to Subiaco Barrett Street Salvado Road 250 2.4 Asphalt ON $ 320,000 Lane - Improve crossing at Cambridge Street by widening the solid median to a minimum of 2m in order to provide a refuge enough to accomodate cyclists City Beach to West The Boulevard Shared Path Concrete Footpath and - Duplicate existing shared path to provide separation 2a West Coast Hwy Bournville/ Ruislip St 4600 4 OFF $ 1,850,000 Leederville Duplication Asphalt Bicycle Path between cyclist sand pedestrians
- Safe Active Street from Bourneville Street through along Ruislip Street, Kimberley Street, Woolwich Street, terminating at Southport Street. City Beach to West 2b Ruislip Street Safe Active Street The Boulevard Southport Street 4000 - Asphalt ON $ 2,070,000 Leederville - Provide consistent and legible wayfidinding thoroughout the full length of the route
- Construct 2.5m shared path from Cambridge Street to Harrogate Street
- Install cycle lantern at Cambridge Street signalised City Beach to West 2c Southport Street Shared Path Cambridge Street Harrrogate Street 60 2.5 Asphalt OFF intersection $ 30,000 Leederville - Remove on-street parking on Southport Street opposite Harrogate Street 3
Harrogate Street - Oxford Close - City Beach to West - Provide on-road pavement marking and wayfinding 2d Bermondsey Street On-street Southport Street Loftus Street Underpass 350 - Asphalt ON $ 20,000 Leederville signages towards Loftus Street. Cycling
City Beach to West Northwood Street Path - Wayfinding and linemarking improvement 2e Lake Monger Drive Railway Parade - - Concrete OFF $ 30,000 Leederville Improvement - Replace old, damaged, and uneven path surfaces
City Beach to West Kimberley Street Path 2f Lake Monger Drive Ruislip Street - - Concrete OFF Wayfinding and line marking improvements $ 3,000 Leederville Improvements
- Construct shared path on the eastern side of the street from Herdsman Parade to Cambridge Street. Keep existing footpath.
- Install cycle lantern at Cambrridge Street and Salvado Road
-Provide kerb north-south crossing on the east leg of Salvado Road intersection. Install pedestrian/cycle 4 5 Jersey Street Jersey Street Shared Path Herdsman Parade Salvado Road 1100 2.5 Asphalt OFF $ 510,000 lantern.
- Provide pedestrian/cycle lantern at the future Grantham Street signalised intersection.
- Construct path connection linking Jersey Street and Alexander Street on the south side of Wembley Community Centre
Widen Brookdale Street north of Underwood Avenue intersection and extend existing cycle lanes southward East side is under the jurisdiction of the City of 5 14 Brookdale Street On-road Cycle Lane Extension Gunn Street Underwood Avenue 130 1.5 Asphalt ON until Underwood Avenue intersection to provide $ 220,000 Nedlands continuous on-road cycling facility along Brookdale Street and Brockway Road
Provide bicycle only path around Lake Monger 6 22 Lake Monger Lake Monger Separated Path - - 2300 2.5 Asphalt OFF $ 590,000
- Construct shared path on the western side from Flynn Street to Salvado Road Grantham Park 7 6 Selby Street Selby Street Shared Path (at the boundary with the City Salvado Road 1000 2.5 Asphalt OFF Cost does not include undergrounding of power lines $ 350,000 - Install pedestrian/cycle lanterns at The Boulevard and of Stirling) Cambridge Street signalised intersection - Upgrade existing concrete shared path from Bournville Street to Selby Street to 2.5m red asphalt path The section between Bournville Street and Selby The Boulevard Shared Path Street (cost: $80,000) is recommended to be 8 4 The Boulevard Bournville Street Marlow Street 600 2.5 Concrete OFF $ 190,000 Extension -Construct 2.5m resd asphalt shared path on the constrcted first in conjunction with The Boulevard northern side of The Boulevard from Selby Street to shared path upgrade (project no. 2a) Marlow Street
Construct shared path on the western/southern side of 9 16 Empire Avenue Empire Avenue Shared Path The Boulevard Chipping Road 3600 3 Asphalt OFF $ 1,390,000 Empire Avenue
Note that the cost presented only considered the Upgrade the existing RSP to 4 m wide PSP standard widening of existing path by 1.5m to bring the full West Coast Highway Recreational Council boundary (to be 10 10 West Coast Hwy Helston Ave 4400 4 Asphalt OFF and provide sepearation from pedestrians wherever width of the path to 4m. $ 840,000 Shared Path Duplication continued by City of Stirling) possible Funding to be sought from MRWA and DoT
Estimated cost of retaining wall and earthworks have Oceanic Drive Shared Path Construct shared path on the northern side of Oceanic 11 9 Oceanic Drive Scenic Drive Bold Park Drive 660 2.5 Concrete OFF been included. Actual costs would need to be $ 460,000 Connection Drive from Kalinda Drive to Bold Park Drive confirmed following detailed design
Construct shared path on the eastern side of Perry Perry Lakes Drive Shared Path 12 20 Perry Lakes Drive Perry Lakes Drive Oceanic Drive 720 3 Concrete OFF Lakes Drive, connecting the exsting shared path off $ 300,000 Extension Oceanic Drive and Underwood Avenue
- Formalise mixed traffic cycling by providing bicycle symbols pavement marking and wayfidning signage
- Provide transition ramp from road to footpath at intersection approaches
On-road Bicycle Pavement - Widen existing solid median to minimum 2.5m at the 13 13 Marlow Street Herdsman Parade Salvado Road 1200 - - ON $ 16,000 Marking intersections of Grantham Street and Cambridge Street to provide refuge for cyclists while crossing
- Provide kerb ramps at the northern side and southern side of Salvado Road at Marlow Street intersection to allow pedestrian and cyclist to cross and link into the existing Salvado Road shared path
Construct shared path on thesouthern side of Bendat Basketball CentreShared 14 17 Underwood Avenue Bendat Basketball Centre Bendat Basketball Centre 200 3 Concrete OFF Underwood Avenue, connecting the discontinuous path $ 75,000 Path Connection in front of the Bendat Basketball Centre
Extend shared path on the western side of Challenger Existing Path North of City Parade northwards to provide continuous off-road 15 11 Challenger Parade Shared Path Extension Oceanic Drive 500 3 Concrete 0 $ 190,000 Beach Foreshore Car Park cycling facility along the full length of Challenger Parade and link into West Coast Highway RSP
Construct shared path along the western side of 16 15 Meagher Drive Meagher Drive Shared Path Tomlinson Boulevard Alderbury Street 300 2.5 Concrete OFF $ 110,000 Meagher Drive On-road Bicycle Pavement Provide bicycle pavement markings to indicate cycling 17 12 Challenger Parade West Coast Hwy Oceanic Drive 1800 - - ON $ 13,000 Marking route and to increase awareness for motorist of cyclists
Connecting Path from Perry Lakes Connect Perry Lakes Reserve internal roads to Bold 18 21 Bold Park Perry Lakes Reserve Bold Park 450 3 Concrete OFF $ 190,000 to Bold Park Park Trails
- Widen road carriageway to allow room for cycle lanes extension from Marlow Street until Selby Street
- Provide transition ramps into the existing path 20 7 Herdsman Parade Herdsman Parade Cycle Lanes Marlow Street Selby Street 400 1.5 Asphalt ON approaching Selby Street $ 110,000
- Provide transition ramp into the existing footpath approaching Flynn Street to allow cyclists to cross into Flynn Street.
Wembley Golf Course Construct recreational path through the Wembely Golf 21 18 Wembley Golf Course - - - - Asphalt OFF $ 900,000 Recreational Path Course with connection into Herdsman Lake
Construct a path, north of Gregory Street and Lake Gregory Street Shared Path to Monger Drive intersection, connecting the existing 18 23 Lake Monger/Gregory Street Gregory Street Lake Monger 180 2.5 Asphalt OFF $ 55,000 Lake Monger Connection Gregory Street shared path to the shared path on the western side of Lake Monger
Perry Lakes Reserve Internal Perry Lakes Reserve Wayfidning Improve wayfinding around Perry Lakes reserve internal 22 19 ------$ 16,000 Road Improvement road
Herdsman Parade Footpaths - Provide linemarkings to highlight potential hazards and 23 8 Herdsman Parade Marlow Street Selby Street 410 - - OFF $ 14,000 improvement increase safety of pedestrians and cyclists
Total $ 15,982,000 Tow n of Cambridge Bicycle Plan 2017 Bike Plan 2017
APPENDIX H INFRASTRUCTURE ROLLOUT MAP
Cardno 98 Empire Avenue 1a 16
Dodd Street CITY OF 1b 18 STIRLING 8 Cromarty Road
Pearson Street 22
2a Herdsman Parade The Boulevard CITY OF VINCENT
Gregory Street 23 7
Grantham Street
Marlow Street 2f
Selby Street Kimberley Street 11 5 The Boulevard 6 1c Ruislip Street 2b Ruislip Street Southport Street 9 10 Jersey Street Woolwich Street 3d 13
Holyrood
Street Oceanic Drive 1d 4 2e Street Southport
Kerr Street 2c Cambridge Street 1e 2d 3c Salvado Road 3b 3a 20 Railway Parade 19
Challenger Parade West Coast Highway Coast West 15
12 Brookdale Street Brookdale 21
Hay Street 14 Underwood Avenue CITY OF SUBIACO CITY OF PERTH 17 CITY OF NEDLANDS
LEGEND
0-5 Years Recreation Planned Projects Schools Future Projects Commercial Special Projects LGA Boundary RAYMOND RACHMAT BY : Town of Cambridge Date Scale Size 25/06/2018 NTS A3 ® © Cardno Limited All Rights Reserved. Bike Plan This document is produced by Cardno Limited solely for the
25 June 2018 3:40 PM benefit of and use by the client in accordance with the Infrastructure Rollout Map terms of the retainer. Cardno Limited does not and shall not \\Aupercfs01\IPT\Projects\CW963500_Town_of_Cambridge_Bike_Plan_\5_Technical\Traffic\Graphics\CAD\Network Map\Final Report Network map\CW963500-TR-D007-Rollout Map V4.dwg assume any responsibility or liability whatsoever to any CW963500-TR-D007-RM E third party arising out of any use or reliance by third party Perth Tel: 08 9273 3888 on the content of this document. Drawing Number Revision CAD File: DATE PLOTTED: