Cycling Network Plan
Total Page：16
File Type：pdf, Size：1020Kb
This page is intentionally blank 2 Table of Contents 1. INTRODUCTION 4 2. METHODOLOGY 5 2.1 Mapping of existing and proposed activity centres 5 2.2 Review of local government bike plans and other literature 6 2.3 Utilisation of GPS travel data 6 2.4 Consultation with key stakeholders 8 2.5 The development of e-bike technology 8 2.6 Development of route hierarchy 9 2.6.1 Principal Shared Paths 9 2.6.2 Strategic Routes 10 2.6.3 Local Routes 11 2.6.4 Recreational Shared Paths 11 3. THE WAY FORWARD 12 3.1 Completing/expanding the PSP Network 12 3.2 Completing/expanding the RSP Network 15 3.3 Laying the foundations of a strategic network 16 3.4 Laying the foundations of a local network 17 3.5 Providing a network of protected bike lanes across Perth’s CBD 18 3.6 Providing a Darling Scarp training circuit 18 3.7 Planning for new river crossings 19 3.7.1 Three Points Bridge (Chidley Point – Point Walter – Point Resolution) 19 3.7.2 Upper Swan Connections 21 3.7.3 Upper Canning Connections 22 3.7.4 Lakeside Connections 24 4. CASE STUDIES 25 4.1 ECU Mount Lawley 25 4.2 Yokine – Claisebrook Greenway 27 4.3 Malaga Industrial Estate 28 5. WHERE TO FROM HERE? 29 3 1. Introduction With its warm Mediterranean climate, flat topography and outstanding natural beauty, the Perth metropolitan region certainly has the right ingredients to become one of the world’s great cycling cities. Cities with high levels of cycling enjoy various economic, environmental and social benefits. Not only can cycling play a pivotal role in reducing road congestion and improving air quality, it can also help facilitate new forms of industry (such as cycle-tourism) and encourage people to live more healthy and active lifestyles. Key to increasing cycling’s mode share is providing routes that are not only safe and direct, but also offer an advantage over private vehicle usage in terms of convenience and travel times. The outcomes of this project will be used to inform Transport @ 3.5 Million. A series of interconnected local routes, strategic routes, Principal Shared Paths (PSPs) and Recreational Shared Paths (RSPs) have been identified with the aim of providing high quality, ubiquitous links between Perth’s various universities, schools, train stations, activity centres and tourist destinations. It is critical that such infrastructure provides a level of safety that makes it attractive to cyclists of all ages and experience levels, not just Lycra-clad fitness enthusiasts and CBD-commuters. Given the long term nature of Transport @ 3.5 Million, a number of ambitious routes aimed at making cycling a realistic and appealing option for a high proportion of the population have been identified. These include new coastal routes, river crossings as well as separated cycling facilities to, from and across the Perth CBD. It is envisaged that these ideas will form a catalyst for future planning and investment in cycling infrastructure, thus enabling Perth to enjoy the benefits of being a city with high cycling mode share. Figure 1: With strong leadership and increased investment, Perth can transform into one of the world’s great cycling cities over the next 35 years 4 2. Methodology 2.1 Mapping of existing and proposed activity centres A key objective of the Western Australian Planning Commission’s Perth and Peel @ 3.5 Million planning framework is to increase Perth’s sub-regional employment self- sufficiency (i.e. improving a person’s ability to both live and work within an individual sub-region). It is expected that better integrating land use and transport around activity centres will minimise the need for people to commute long distances to school or work - ultimately relieving pressure on the transport network. With this in mind, the Transport @ 3.5 Million bike network has placed a strong emphasis on better connecting Perth’s various activity centres. Before commencing the route-identification process, a review of the draft Perth and Peel @ 3.5 Million strategic land use planning documents was undertaken. Contained within these documents were details of Perth’s existing and future activity centres. These included: Strategic Metropolitan Centres e.g. Fremantle, Morley, Joondalup, etc. Secondary Centres e.g. Booragoon, Karrinyup, Mirrabooka, etc. Specialised Centres e.g. UWA/QEII, Bentley/Curtin, Perth Airport, etc. District Centres e.g. Dianella, Kardinya, Mount Lawley, etc. Figure 2: Before identifying new cycling routes, a mapping exercise was undertaken of Perth existing and future activity centres.1 1 Source: Google Earth 5 Providing high quality links to Perth’s train stations was also a key priority of this project. Allowing people to cycle safely to and from train stations will help people overcome “first-mile” or “last-mile” problems. Such an initiative would also increase the coverage of the public transport system, thus relieving pressure on the already congested road network. 2.2 Review of local government bike plans and other literature Before undertaking the route identification process, a number of Perth’s local government bike plans were reviewed. Although a significant number of the routes contained within these plans were adopted, it was recognised that, in some cases, routes may have been overlooked by local authorities due to their large funding requirements, short implementation timeframes or coordination difficulties with neighbouring councils. A concerted effort was also made to address the concerns outlined in the Auditor General’s report into Safe and Viable Cycling in the Perth Metropolitan Area. Some key findings raised pertaining to the objectives of this project included: Sections of the arterial cycle network along major transport routes within 15 km of the Perth CBD are incomplete. Over the last 30 years state transport agencies have constructed approximately 172 km of the arterial PSP cycle network, of which 93 km is within the 15 km radius. The WABN Plan outlines 185 km of additional routes. Critically, gaps tend to be on priority routes along railway lines and freeways. Past planning has resulted in PSP routes to the CBD but few dedicated, safe cycle paths through or within the city environment. Past planning and development has resulted in five PSP routes that lead to the outskirts of the CBD but few dedicated cycle paths through or within the city. DoT and respondents to our survey identified the CBD as a significant safety risk for cyclists as they must cycle on the road. The minimal infrastructure and high vehicle and pedestrian traffic make the environment unsafe and inconvenient for cycling. Local cycling routes to connect with the PSP network, community facilities and employment centres have historically not been well planned, and vary in design and construction. The result is an inconsistent and unconnected local cycle network which lacks integration into the broader transport system. 2.3 Utilisation of GPS travel data The GPS mapping tool, ‘Strava Labs’, was employed to better understand which parts of Perth’s cycling network are most heavily utilised. The following trends/generalisations were noted: Separated and/or protected cycling facilities receive significantly higher patronage compared to unprotected cycle lanes or sealed shoulders. The five radial PSPs (although incomplete) are all well utilised. Where gaps in these routes exist, cyclists tend to use quiet streets before re-joining the shared path facilities. 6 Although cyclists are hesitant to use busy roads which lack dedicated cycling facilities, keen/confident cyclists will still use them if there are no direct alternatives available. There is a high volume of cyclists riding along the river and coast. There is a high volume of cyclists riding up and down the Darling Scarp. Disproportionately high numbers of cyclists ride along the Perth and Fremantle corridor (in comparison to other activity centres located a similar distance from Perth’s CBD). The central northern corridor appears to be the most underserviced in terms of cycling infrastructure. Figure 3 provides an excerpt from Strava Labs. Despite the usefulness of this information, it was recognised that GPS travel data is likely to be most representative of people who cycle frequently or for fitness purposes. Figure 3: Tools such a Strava Labs were critical in understanding the demand side of Perth’s existing network2 2 Source: Strava Labs 7 2.4 Consultation with key stakeholders Consultation was undertaken with representatives from within the Transport Portfolio (Department of Transport, Main Roads WA and Public Transport Authority). Limited discussions were also undertaken with transport planners from the Cities of Perth and Fremantle. In addition, a presentation was given to the Western Australian Bicycle Network Plan Implementation Reference Group (IRG) who were in turn given the opportunity to provide feedback on the Transport @ 3.5 Million bike network. Key themes from the feedback included: “Increasing route density and creating a finer-grained network will help to make riding a bike for transport more convenient and better connected. Expansion of the local network in particular will help to fill in the gaps, making it safer and easier to ride from door-to-door.” “New river crossings have the potential to significantly impact behaviour and movement patterns. The crossings between Point Walter, Mosman Park and Point Resolution in particular would radically improve connectivity and substantially shorten journey time between Fremantle and Perth, making travelling by bike a more viable option for more people.” 2.5 The development of e-bike technology Up until recently, cycling has relied solely on human power. This has limited the distance and type of terrain most people are happy to make on bicycle. The emergence of electric bicycles (e-bikes) and the harmonisation of e-bike power ratios across Australia in 2015 is a game changer that will result in significant increases in cycling for transport and recreation in the future years.