This report was prepared by Warren Salomon and Dick van den Dool Sustainable Transport Consultants ABN 19 101 162 716 Warren Salomon, Principal PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Facsimile 02 9012 0793 In association with Jamieson Foley Traffic & Transport Pty Ltd Suite 405, 5 Hunter Street SYDNEY NSW 2000 Telephone 02 9233 1277 Facsimile 02 9235 2490 for Marrickville Council PO Box 14 PETERSHAM NSW 2049 Telephone (02) 9335 2179 Facsimile (02) 9335-2029

© 2007 Marrickville Council Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Contents 1 Executive summary...... 4

2 Study background and project objectives...... 6 2.1 Study objectives ...... 6 2.2 Methodology ...... 6 2.3 The 2007 Marrickville Bicycle Strategy...... 7 3 Cycling in Marrickville 2007...... 8 3.1 Transport in and around Marrickville ...... 8 3.2 Marrickville’s cycling environment...... 9 3.3 Existing bicycle network...... 13 4 Cycling in Marrickville in the coming decade...... 15

5 Developing the Marrickville bicycle network...... 18 5.1 Bicycle network route functions ...... 18 5.2 Bicycle routes...... 18 5.2.1 Regional routes...... 21 5.2.2 Local routes...... 21 5.2.3 Local residential streets...... 23 6 Improving and expanding bicycle parking...... 29 6.1 Bicycle parking plan objectives ...... 29 6.2 Improving public domain bicycle parking ...... 29 6.3 Community participation in bicycle rack program ...... 31 6.4 Encouraging private sector parking initiatives...... 31 6.5 DCP requirements for bicycle parking...... 33 6.6 Bicycle theft prevention ...... 33 7 Improving integration with public transport ...... 34 7.1.1 Bicycle network access to stations...... 34 7.1.2 Design principles for Cycle ‘n’ Ride parking installations...... 36 7.1.3 Rack and locker recommendations for stations...... 36 7.1.4 Rack and locker recommendations for bus stops...... 38 8 Bicycle friendly streets and neighbourhoods...... 39

9 Implementation and evaluation ...... 41 9.1 Monitoring and evaluation ...... 41 10 Appendix A – Development of proposed routes ...... 43 10.1 Bicycle route engineering treatments...... 43 10.2 Route direction signage...... 55 10.3 User mapping and information...... 56 11 Appendix B – Network design guidelines...... 58 11.1 Bicycle network objectives ...... 58 11.2 Design standards and guidelines ...... 58 11.3 Designing for the bicycle user and their machines ...... 58

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

11.4 Bicycle network design ...... 59 11.4.1 Bicycle network design objectives...... 61 11.4.2 Integration to adjoining regional and local networks...... 63 11.4.3 Signage and linemarking...... 63 12 Appendix C – Evaluation of existing routes...... 64

13 Appendix D – Bicycle parking details ...... 66 13.1 Technical details and recommendations ...... 66 13.1.1 Reference guidelines for bicycle parking...... 66 13.1.2 Trip purpose and parking needs ...... 67 13.1.3 Hardware for bicycle parking...... 67 13.1.4 Management and maintenance...... 70 14 Appendix E – Cycle and ride details...... 73 14.1 Key factors affecting mode of choice ...... 73 14.2 Design and development of Cycle ‘n’ Ride travel ...... 74 14.3 National and international experience...... 74 15 Appendix F – Bicycle friendly streets details...... 77

16 References ...... 79

List of maps Map 1 - Landform and barriers to movement ...... 11 Map 2 - Landform and existing street network...... 12 Map 3 - Marrickville Bicycle Network (existing)...... 14 Map 4 - Marrickville Bicycle Network – proposed – regional context ...... 16 Map 5 - Marrickville Bicycle Network – proposed – local context...... 17 Map 6 - Marrickville Bicycle Network – proposed north-south regional routes...... 24 Map 7 - Marrickville Bicycle Network – proposed east-west regional routes...... 25 Map 8 - Marrickville Bicycle Network – proposed north-south local routes ...... 26 Map 9 - Marrickville Bicycle Network – proposed east-west local routes...... 27 Map 10 - Marrickville Bicycle Network – proposed local routes (links) ...... 28 Map 11 – Priority bicycle parking locations ...... 30 Map 12 - State Transit bus routes and CityRail stations in Marrickville...... 38 Map 13 - Marrickville Bicycle Network Signage – destination target scheme ...... 57

Map RD 1 Regional Routes RR01 and RR02 Detail ...... 44 Map RD 2 Regional Routes RR03 and RR04 Detail ...... 45 Map RD 3 Regional Routes RR05 and RR06 Detail ...... 46 Map RD 4 Regional Routes RR07 and RR08 Detail ...... 47 Map RD 5 Regional Routes RR09 and RR10 Detail ...... 48 Map RD 6 Regional Routes RR11 and RR12 detail ...... 49 Map RD 7 Local Routes LR01-LR06 Detail ...... 50 Map RD 8 Local Routes LR07-LR10 Detail ...... 51 Map RD 9 Local Routes LR11-LR16 Detail ...... 52 Map RD 10 Local Routes LR17-LR29 and Local Links LL08-LL13 Detail ...... 53 Map RD 11 Local Links LL01-LL07 Detail...... 54

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Marrickville Bicycle Strategy Adopted by Council in August 2007

1 Executive summary The Marrickville Bicycle Strategy updates previous bicycle plans and aims to facilitate increased bicycle use within the Marrickville Local Government Area (LGA) over the next ten years and beyond. Development of the Strategy is supported by a number NSW Government and Council policies, including the RTA’s NSW Bicycle Guidelines and Council’s Management Plan, Urban Strategy and Integrated Transport Strategy. It is also supported by a number of other Council cycling-related projects and promotional activities. Extensive community consultation has been undertaken in developing the new Strategy, and submissions received from its public exhibition in early 2007 have been taken into account in developing the final version. It is proposed that strategic support for the Strategy be strengthened through the preparation of Planning and Social studies in early 2008. The most significant and expensive component of the Bicycle Strategy is development of the bicycle network, and the total cost estimate for the proposed network is $7.2M. The other less significant (but nonetheless important) component is implementation of bicycle parking and associated end-of-trip facilities. Council will continue to develop a detailed rolling program for bicycle network and parking works based on the broad objectives, priorities and cost estimates provided by this Strategy. Although the Bicycle Strategy has proposed a ten- year implementation period, its adoption does not commit Council to funding Bicycle Strategy works within that period. It will be appropriate and necessary to vary the funding estimates and timing of the Strategy’s works program each year to match available funding. Apart from its planning role, the Bicycle Strategy is also intended to serve an advocacy role for generating greater funding and other support from the NSW and Commonwealth Governments and other stakeholders for cycling in Marrickville. As such, it will enhance Council’s ability to secure the funding necessary to construct the proposed facilities. It is expected that a proportion of network construction costs would be met through Council programs external to the Bicycle Strategy e.g. bicycle-related works undertaken as part of the ongoing upgrade of Council’s facilities and in implementing the existing Local Area Traffic Management (LATM) Scheme program. Of the costs that are incurred within the Bicycle Strategy, it is also expected that up to 50% would be met by NSW Government grants and projects. Grants for on-road network implementation would be mainly from the RTA’s Bikeplan 2010 program, whilst grants for off-road (path) network implementation would be mainly from the Department of Planning’s Metropolitan Greenspace Program (MGP) and Cooks River Foreshore Improvement Program (CRFIP). Most of the proposed bicycle parking facilities will be provided and/or funded (in whole or in part) by agencies and organisations external to Council, with Council acting as a facilitator in most instances. The Bicycle Infrastructure Development Strategy is a four point action plan consisting of: 1. A bicycle network plan which will: a. Build a coherent network consisting of system of bicycle routes: regional routes for quicker, longer trips; local routes for shorter, localised trips; and, traffic calmed local streets for easy access to all destinations; b. Provide a system of signage and network mapping for easy way-finding and place details to encourage and assist riders to better use the network; c. Set up a monitoring system designed primarily to track usage and to facilitate the removal of identified accident black-spots; d. Formulate a staged schedule of works consisting of standardised design solutions and specific design solutions; and,

4 Marrickville Bicycle Strategy Adopted by Council in August 2007

e. Make recommendations on integrating ongoing network development with Council’s asset management systems and the wider planning processes. 2. A bicycle parking plan to provide guidance and recommendations to: a. Improve and expand the level and quality of bicycle parking in the public domain; b. Support the economic viability of businesses, entertainment/food venues and residential developments with specially targeted parking facilities which provide security from theft and protection from the weather; c. Require and encourage the private sector and government agencies to provide bicycle parking and end of trip facilities in and around their buildings; and, d. Develop effective strategies to reduce bicycle theft. 3. Develop better integration with public transport through a Cycle and Ride program to: a. Improve bicycle network access to all railway stations; b. Improve and extend (long term and short term) parking provision at all railway stations and selected high volume bus stops; and, c. Improve station accessibility and rider and walker safety around station entrances in conjunction with Council traffic calming programs. 4. Bicycle friendly streets neighbourhoods which will: a. Provide recommendations for improved bicycle access throughout the LGA though the incorporation of bicycle friendly design and construction criteria into: i. streets, roads, intersections and crossings; ii. traffic calming, street closures and speed reduction schemes; and, iii. local residential streets and community facilities. b. Provide two-way bicycle access on local one-way streets; c. Continue the Council program of removal of old-style drainage grates; d. Recommend a road repair and maintenance reporting system to respond to riders’ needs; and, e. Recommend policies for cyclist provision during road works.

5 Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

2 Study background and project objectives In mid 2005 Marrickville Council resolved to review its current Bicycle Strategy and as part of this process formulate a comprehensive strategy to guide future development of cycling within the Marrickville LGA over the next ten years. The last Bicycle Strategy conducted in the area was completed in 1996 and partially implemented during the past decade. Sustainable Transport Consultants Pty Ltd in association with Jamieson Foley Traffic & Transport Pty Ltd were engaged by Council to research and prepare a Bicycle Infrastructure Development Strategy as a key component of the overall Marrickville Bicycle Strategy 2007. This project is being conducted simultaneously with a separate Social Action Strategy by Council staff. A key outcome of the 2007 Bicycle Strategy is to make cycling easier and more attractive in Marrickville and to reduce the community’s car use, especially for local or short distance trips. The Bicycle Infrastructure Development Strategy will cater for all types of cyclists and trip types, including school students, users of hand-cycles and commuter and recreational cyclists. It aims to make all cycling trips comfortable, safe and direct.

2.1 Study objectives The key objectives of the Bicycle Infrastructure Development Strategy are to: • Review and analyse the existing bicycle network (within the LGA and surrounding areas) and technically assess its structure and engineering treatments • Review and analyse the Marrickville road network to identify and assess the feasibility of new and future bicycle network routes and linkages to improve bicycle access within the LGA and to surrounding areas • Prepare detailed mapping of the LGA and surrounding areas to clearly show the network routes and other bicycle infrastructure • Prepare a detailed plan for the development of the new network and associated infrastructure over the next ten years (including a costed works schedule and concept treatment diagrams) • Work closely with Council staff and community stakeholders, in particular the Marrickville and South Sydney Bicycle User Group (MASSBUG), to include local knowledge, detailed technical data and information and to verify research findings • Provide seamless integration with the bicycle networks in adjoining council areas in order to ensure good regional and local connectivity • Develop a program for monitoring the effectiveness of the network

2.2 Methodology Key elements of this study included: • Comprehensive technical assessment of existing facilities and plans involving MASSBUG and Council staff • Three community workshops to review progress and set study directions • Saddle survey of entire Council street network and surrounding areas • Analysis of neighbouring council bicycle plans and networks • Bicycle Infrastructure Development Strategy (this document)

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

2.3 The 2007 Marrickville Bicycle Strategy The 2007 Marrickville Bicycle Strategy provides Council with a proactive policy to develop and increase the role of the bicycle as an important sustainable transport mode to benefit the health and economic wellbeing of the community. The Marrickville Bicycle Strategy aims to strategically build on the positive characteristics of the bicycle travel while removing barriers:

Community benefits • The bicycle is an ideal vehicle for convenient, door to door, travel. It is quick to start, easy to park and impervious to traffic congestion. It is particularly suited for trips up to 5km (the width of Marrickville LGA) • The bicycle is very suitable as a link to rail transport to extend reach and trip length. Not every resident is within easy walking distance of a station but everyone in the Marrickville LGA is within 10 minutes easy cycling of a railway station • Cycling travel times are predictable and reliable • Construction of a workable bicycle network is relatively cheap and bicycle infrastructure can be easily (and cost effectively) included with road upgrades and maintenance works • Bicycle traffic does not pollute, does not emit Greenhouse gases, is not noisy and is a practical way of reducing dependency on oil • Bicycles take up very little space either when being ridden or when parked • Bicycle traffic has a humanising effect on neighbourhoods • Cycling is good for staying in shape and is relaxing • Bicycle travel is affordable and accessible to almost all the community

Barriers to cycling • Fragmented cycling networks with a lack of continuity and connectivity • Insufficient knowledge of alternative back street routes • Lack of end of trip and parking facilities • Poor integration with general road transport system – high speed and high volume roads along popular trip desire lines, threatening behaviour of motorists • Lack of confidence and cycling experience • Actual and perceived lack of safety • Terrain and weather

While some of these barriers are beyond intervention, a majority can be managed or addressed by individuals, communities and governments. The actions outlined in the Marrickville Bicycle Strategy seek to address these issues and create an environment with minimal barriers to cycling.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

3 Cycling in Marrickville 2007

Figure 1 - Marrickville Council area and surrounding councils

The Marrickville LGA is located in Sydney’s Inner West immediately adjacent to the City of Sydney. It is bordered on the north by Parramatta Rd, Australia’s oldest roadway, and to the south by the Cooks River. The population of the LGA at the 2001 census was 73,431. The Council area is approximately 5km across east-west and north-south.

3.1 Transport in and around Marrickville In the Marrickville LGA, 35.5% of the working population use public transport one or more times per week to get to work and 41.7% of the working population drive or ride in a car or truck only to get to work (ABS 2001). Public transport usage is much higher than the Sydney average where 19.3% use public transport to get to work, and motor vehicle usage is much lower than the Sydney average of 59.3%. In the Marrickville LGA, the majority of households (43.7%) only have one motor vehicle with close to a quarter of households having no motor vehicle at all (23.1%). This compares with Sydney where 38.6% have one motor vehicle and 13.1% of dwellings have no motor vehicles. The average number of motor vehicles per household in Marrickville is 0.97. No census statistics are available on bicycle ownership for Marrickville households but Sydney-wide figures (TPDC 2003) published by the NSW Transport and Population Data Centre in March 2004 provide a useful indicator:

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

• In 2000 Sydney’s households owned a total of 1.15 million bicycles, up by more than 40% since 1991. • This equates to 0.8 bicycles per household, up from 0.6 in 1991. • 36% of all Sydney households own at least one bike, up from 32% in 1991. There is recent evidence that bicycle usage may be higher in the Inner City areas. Recent research undertaken by the Central Sydney Area Health Service comparing the 2001 and 1996 Census data (CAHS 2003) notes that in Sydney the proportion of people cycling on their journey to work was greatest in the inner city areas of Sydney. Cycling registered a mode share of 2.2% in Marrickville, South Sydney (2.5%), and Leichhardt (2.0%). 5216 people living in Inner Sydney (within 10 km of Central Railway Station) cycled on their journey to work on Census day 2001. The biggest increases since 1996 in the proportion of people cycling to work were in the Statistical Local Areas of North Sydney (119%), Waverley (87%), Lane Cove (87%), Marrickville (79%), Ashfield (74%) and Leichhardt (67%).

Figure 2 – Marrickville residents who bike to work by census district (Data source: ABS Census 2001) 3.2 Marrickville’s cycling environment Map 1 shows the typography of the Council area and barriers to movement – both natural and constructed. The natural landform is characterised by a low sandstone ridge running east-west between Petersham and Redfern. North-south offshoots of this ridge run close to the eastern and western boundaries of the LGA with a low lying basin (formerly the Gumbamorra Swamp) in between. This area was drained in 1897 and is now primarily an industrial zone.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

The earliest roads in the area tended to follow the ridge lines to take advantage of their easier grades for horse drawn carriages, steam trams and eventually the lower-powered vehicles of the early oil age. As a consequence, roads with the gentlest grades such as King Street – Princes Highway in the east and Enmore Road-Stanmore Road-New Canterbury Road in the west are now the most heavily trafficked. The development of the rail network in the late 19 th and early 20 th Centuries also sought easier grades by contouring along the sides of creek valleys and paralleling the main ridge lines. The Marrickville LGA is bounded by some of Sydney’s busiest transport arteries (east-west: Parramatta Road, Western Railway Line, Canterbury Road – including Enmore, Stanmore and New Canterbury Roads; north-south: King Street – Princes Highway and Illawarra Railway Line) making safe and easy travel by bicycle to adjoining LGAs and trip generators often difficult and problematic. Map 1 shows the barriers to movement and the constructed crossing points of State Roads, railway lines and water courses. These points, usually bridges, underpasses or traffic signals, are not distributed evenly around the transport network and are largely the result of piecemeal historic development. For example the region’s oldest road, Parramatta Road, is well served with signalised traffic crossings whereas both Canterbury Roads and the Illawarra Railway line at Sydenham are poorly served. One of the key aims of this project is to investigate and improve bicycle access throughout the LGA and to surrounding areas. Though the Marrickville LGA is generally well served with barrier crossing points there are a number of critical locations where crossings are either lacking or are poorly configured for bicycle riders and pedestrians. These are identified in the detailed route construction scheduling and prioritised according to their importance in the overall development of the bicycle network. As a general principal this study aims to work within current constraints and to utilise existing barrier crossing points. Similarly, as new road construction in an already heavily developed area is almost impossible, this infrastructure Strategy aims to retrofit modern bicycle network facilities into the existing street network and landform. Map 2 shows the existing road network superimposed on a relief map of the region. The higher street density in the older, more closely settled areas, gives greater permeability for travel through and around these precincts. As there is no consistent subdivision pattern throughout the LGA this study aims to make the best of existing opportunities to overcome barriers to movement while attempting to preserve the unique character of the local street system.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Map 1 - Landform and barriers to movement

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Map 2 - Landform and existing street network

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nt Ca Bardwell Park Ashfield Canterbury Bexley North Crydon Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

3.3 Existing bicycle network The 1996 Marrickville Bicycle Strategy proposed a network of bicycle routes based on a two level hierarchy of regional and local routes. The Strategy identified the Roads and Traffic Authority of NSW as the agency responsible for the development of regional (cross-city) routes and included those listed in an earlier RTA study document. Since 1996 RTA policy has shifted towards taking a greater responsibility for the provision of bicycle access and facilities on its own State Road projects and to developing a select number of regional routes across NSW as identified in its 1999 policy document: Action for Bikes - Bikeplan 2010 . The only regional route affecting the Marrickville LGA identified in Bikeplan 2010 is Penrith to CBD Rail Trail scheduled for completion in 2010. The RTA is not currently funding the development of its regional network though it has maintained its 50/50 funding of council bicycle initiatives. During the past decade Council has proceeded with the development of its local routes (Map 3) while no progress has been made on the regional routes. This has resulted in an almost total lack of coherence and connectivity in the implemented 1996 network. One of the first tasks of this study was to undertake a detailed technical assessment of the fifteen existing partly-implemented local bicycle routes. This was carried out by the consultants with assistance from Council staff and members of MASSBUG. A summary of this assessment is provided in Appendix C of this document.

Photo 1 - Existing route assessment surveys were carried out by the consultants assisted by MASSBUG members and Council staff. Maundrell Park, Petersham.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Map 3 - Marrickville Bicycle Network (existing)

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New Canterbury Rd Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

4 Cycling in Marrickville in the coming decade A key element in the development of the Marrickville Bicycle Strategy is the involvement and participation of the community. In July 2005 a workshop was held to exchange ideas on the “big picture” issues and to generally agree on broad principles that will guide the Strategy. Participants were asked to describe the kind of place they would like to see Marrickville become in 2010 with supportive sustainable transport policies in place and implementation of the latest Bicycle Strategy almost concluded. The following quotations are a selection of comments from this workshop: “In 2010 you will see people enjoying peace and quiet in their neighbourhoods because people are walking and cycling more and using their cars less. Imagine a line of cars and next to that is a wide bike lane, and you feel confident you could ride most of the routes with your children. You will see 12-year-olds riding to school and women in dresses riding slowly along the road. In addition to bicycles, there will be powered (but silent) two-wheeled vehicles. Cycling will involve the whole community, people will make a variety of trips by bike and it will be a normal activity.” “Cycling will be safe. Cyclists will stop for pedestrians and would not need to wear helmets. You will see older people and people with various abilities on bikes. On most streets, people will feel comfortable to cycle at their level of ability rather than having to be as competitive as the other road users. The community overall will recognise the value of cycling and support it.” “More people will work locally and facilities will in the one place. The cycling network will be made up of three radial spines comprising main roads with dedicated bike lanes that provide direct access to a most areas. There will be interconnected routes between the LGAs. Dedicated routes will link parks and suburbs and commercial areas. Cycling will increase to 5% of all trips. The Cooks River path will become a focal point for cycling in the region, representing best practice in cycling facilities and recreational cycling.” “There will be separation between bicycles and motor vehicles via road closures and car free zones. There will be secure bicycle parking for everyday use, and major trip generators will be accessible by bicycle. Marrickville will be a green, bike-friendly, heritage suburb with strong links to Newtown and Sydney city. It would also be a place for bicycle tourism, with cyclists touring the Cooks River and other local points of interest.” In order to realise the community’s aspirations for safe, easy and convenient bicycle travel this Bicycle Infrastructure Development Strategy proposes a four point approach comprising the following elements: 1. Bicycle network plan 2. Bicycle parking plan 3. Integration with public transport 4. Bicycle friendly streets and neighbourhoods Each of these elements are covered in detail in the following sections of this document. Technical details and analysis are contained in the appendices.

15

Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Map 4 - Marrickville Bicycle Network – proposed – regional context

16

c P

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Parad za Anzac An MOORE PARK Victoria Barracks FIELD SYDNEY ATHLETIC MOORE PARK

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COFA ntwo UNSW e W GOLF CLUB MOORE PARK GOLF CLUB MOORE PARK MOORE PARK Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile 9235 2490 Telephone Jamieson Foley Traffic & Transport Pty Ltd & Transport Jamieson Foley Traffic Museum PO Box 1601 BONDI NSW 1355 JUNCTION Telephone 02 9386 4484 Fax 02 9389 02 Fax 02 9386 4484 Telephone 5736 Sustainable Transport Consultants Pty Ltd Consultants Sustainable Transport Central lanes or path shared Roads and streets Regional bicycle routes Local bicycle routes Pathway On-road Off-road

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Croydon Adam St Adam Reserve Mildura Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Map 5 - Marrickville Bicycle Network – proposed – local context

17

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Cobar St Old Canterbury Rd Canterbury Old Park Ewen

New Canterbury Rd Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

5 Developing the Marrickville bicycle network The 2007 Marrickville Bicycle Strategy proposes a substantial upgrade of existing bicycle facilities to meet the future needs of the community. The proposed network is shown in Maps 4 and 5. Design principles for all construction work are provided in Appendix B.

5.1 Bicycle network route functions The proposed Marrickville Bicycle Network consists of an interconnected set of marked bicycle routes providing access to residential areas and major trip generators within the Marrickville LGA and the Inner West region. There are three types of routes each with its own network function as shown in Table 1. Specific details for the detailing, marking and engineering treatments for each route are provided in the following sub-sections and the appendices. Table 1 - Bicycle routes and their network function Parameter Regional routes Local routes Bicycle friendly streets and neighbourhoods Basic characteristics High-quality, high-priority routes High quality routes connecting Providing easy local access to local permitting quick unhindered travel residential streets and trip residences and trip destinations in a between the major centres of the generating locations to regional 'low stress' environment LGA and to key centres within the bicycle routes and providing surrounding region circulation within the LGA Transport function Movement primary, access Movement and access equal Access primary, movement secondary secondary Priority High Medium Low Place connections Regional centres and major Urban centres, employment, Individual homes, buildings and transport nodes schools, entertainment, cultural, open space transport Spacing of facilities 500 – 800m 300 – 500m Integrated with local street system Choice of route Choice of two routes. Choice of two routes Less than 250m to a local or regional route Continuity of High Medium Low movement Service linkage to High priority. Primary linkage may High priority Linked though network major transport nodes be via connecting local route Operation 30 km/h or more. 20-30 km/h Less than 20 km/h Dual on-road and off-road travel paths through intersections Target trip length > 3km 0 – 3km < 100m User skill required Low to high Low to high Low Maintenance Pavement maintenance similar to Pavement maintenance similar to Depends on location and traffic load regional road standard local road standard

5.2 Bicycle routes Bicycle routes are normal streets and roads which have had engineering improvements made to them to enable bicycle riders to get to trip destinations more easily and with less stress than on the existing road network. In most cases Marrickville bicycle routes tend to favour less trafficked roads where a mixed traffic environment is more compatible and vehicle speeds and volumes low. Where main

18

Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

roads are unavoidable or the inevitable crossings of busy streets occur special intersection layouts will be devised to clearly guide the bicycle rider through these intersections. The Marrickville Bicycle Network consists of three classes of route: • Regional routes; • Local routes and links (short linking routes or streets), and; • Local streets. Though bicycle routes are an essential component of a network, it is primarily the route junctions and intersections with busy roads which are given the most attention in this Strategy. For example, where a major bicycle route traverses a quiet residential street, there will usually be very little mid-block engineering treatment applied – apart from some local area traffic management (LATM) to ensure that vehicle speeds and volumes remain low. Low-traffic volume, low traffic speed, residential streets will not be linemarked for local routes. On local routes only painted bicycle pavement symbols will be installed to denote the existence of the bicycle route. Some line marking will be used for regional routes, the ‘main roads’ of the bike network, to ensure a higher level of service and safety to users. A bicycle route passing through a local street is beneficial to residents because of the humanising influence and greater level of citizen supervision from people on bicycles as opposed to noisy polluting motor vehicle through traffic. At the end of the street where the route crosses a regional arterial road, an engineered crossing point (ranging from painted lanes to traffic signals or bridges) will be provided. Marked bi- cycle operating space (lanes) will be fit- ted to all approaches. On regional routes both on-road and off-road paths will be provided for the bicycle rider at crossings or through intersections. The Marrickville Bicycle Strategy will implement a number of engineering treatments recommended in the NSW Bicycle Guidelines (RTA 2003) which stresses the importance of separation as a key to providing much needed operating space for bicycles. A discussion of the key principles guiding the development of the Marrickville bi- cycle network is provided in Appendix B. Details of proposed engineering treat- ments and works schedule costs are pro- Figure 3 - Methods of separation (RTA 2003) vided in Appendix A. Figure 4 (overleaf) provides a pictorial summary of the key objectives of the Marrickville Bicycle Strategy’s four point approach.

19

Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Figure 4 – Marrickville 2010: What will it look like?

20

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฀฀ ฀฀฀ ฀฀฀฀ ฀฀฀฀ ฀฀฀ ฀฀฀ ฀฀฀฀฀ Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

5.2.1 Regional routes Regional routes are the ‘main roads’ of the bicycle network. These routes offer the highest level of facility and cater for cross-town trips and the widest range of trip purposes. Table 2 lists these routes most of which extend to points beyond the Marrickville LGA. North-south regional routes are shown on Map 6 and east-west regional routes are shown on Map 7. Table 2 - Proposed Marrickville Bicycle Strategy regional routes Route name Code Direction Connecting Cooks River to Iron Cove RR01 North-south Mostly off-road and paralleling the freight railway between Leichhardt, Dulwich Hill Greenway Leichhardt to Earlwood via RR02 North-south Petersham Park, Petersham shops, Marrickville Park, Dulwich Hill station, the Dulwich Hill Cooks River cycleway Balmain to Marrickville via RR03 North-south Norton St precinct, Petersham station, Marrickville Library and Town Hall, Petersham Marrickville station Balmain to Earlwood via RR04 North-south Stanmore shops and station, Addison Road Community Centre, Marrickville Stanmore shops, Marrickville station, Cooks River Cycleway Camperdown to Cooks River RR05 North-south O’Dea Reserve, Enmore shops, Marrickville Metro shops, Enmore Park and pool, via Enmore Marrickville industrial areas, Cooks River Cycleway Annandale to Mascot via RR06 North south Glebe and Annandale, Camperdown Park, Newtown shops and station, Newtown Marrickville Metro shops, Camdenville Oval Sydney to Parramatta via RR07 East-west Sydney CBD and Eastern Suburbs, Newtown shops, Stanmore shops and station, Newtown Petersham station and shops, Lewisham shops Summer Hill, Ashfield Newtown to Canterbury via RR08 East-west Newtown shops and station, Enmore shops, Dulwich Hill shops, Hurlstone Park Dulwich Hill shops and station, Canterbury shops and station Sydenham to Ashfield via RR09 East-west Sydenham station, Marrickville shops, Dulwich Hill shops, Ashfield Marrickville Eastern Suburbs to RR10 East-west Eastern Suburbs, Erskineville, St Peters station, Marrickville Metro shops, Sydenham Marrickville industrial area, Sydenham station Botany Bay to Ryde RR11 East-west Brighton-le-Sands, Rockdale, Kyeemagh, Sydney International Airport, Wolli Creek Cycleway station, Tempe Reserve and station, Steele Park, Earlwood, Canterbury, Strathfield, Ryde Alexandria Canal Cycleway RR12 East-west Sydney CBD, southern Eastern Suburbs, Domestic and International Airport (North Bank) terminals, Sydney Park, Tempe Reserve and station, Wolli Creek station 5.2.2 Local routes Local routes connect local streets to regional routes and extend the network ‘web’ further out into the LGA. Local routes do not extend beyond the LGA boundary. A typical bicycle journey may start at a rider’s residence. From there they would travel via local residential streets joining a local route which in turn deliver them to a regional route much as the road transport system works for motor vehicles. Table 3 lists local routes and a number of shorter single-street connector routes called ‘links’. North-south local routes are shown on Map 8. East-west local routes are shown on Map 9 and links are shown on Map 10. Table 3 - Proposed Marrickville Bicycle Strategy local routes and links Route name Code Direction Connecting Summer Hill to LR01 North-south Summer Hill shops, Dulwich Hill residential area, Johnson and Laxton Parks, New Hurlstone Park Canterbury Road shops, Cooks River Cycleway Lewisham to Dulwich LR02 North-south Petersham Park, Lewisham residential area and station, Dulwich Hill residential area Hill and shops

21

Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Livingstone Rd LR03 North-south Central and South Marrickville residential areas (central) Leichhardt to LR04 North-south Leichhardt (Catherine St) to Stanmore Public School via Petersham Town Hall Stanmore South Marrickville LR05 North-south Marrickville Station to southern suburbs overlooking Cooks River Enmore to Marrickville LR06 North-south Enmore (Newington Rd to Marrickville Station via Marrickville Public School and shops station St Peters to Tempe LR07 North south St Peters, Sydenham and Tempe residential areas and stations, Camdenville Reserve, Marrickville Council Works Depot, Cooks River Cycleway, Mackey Park Sydenham Station to LR08 North south Sydenham and Tempe residential areas, Tempe Reserve, Sydney Airport terminals, Tempe Reserve Wolli Creek station Newtown to St Peters LR09 North south Newtown shops and station, South Newtown and St Peters residential areas, St Peters station, Sydney Park King Street shops LR10 North-south Providing access to King St shops and Newtown entertainment precinct venues Petersham to LR11 East-west Northern Petersham and Lewisham residential areas, Petersham Park, Lewisham Lewisham station Camperdown to LR12 East-west Sydney CBD, Glebe, Sydney University, RPAH, Camperdown Park and residential Petersham area, North Stanmore residential area, Leichhardt Salisbury Road LR13 East-west Sydney University, RPAH, Camperdown and Stanmore residential areas, Stanmore shops and station Enmore Road shops LR14 East-west Providing access to Enmore Road shops and Newtown entertainment precinct venues South Newtown to LR15 East-west Erskineville, southern Newtown, Enmore and Petersham residential areas, Enmore Petersham park and pool, Petersham shops Addison Road LR16 East-west Marrickville Metro shops, Marrickville and south Petersham residential area, Addison Road Community Centre Marrickville Industrial LR17 East-west Marrickville Industrial Area, Henson Park, Marrickville and Dulwich Hill residential to Dulwich Hill areas, Dulwich Hill shops Marrickville station to LR18 East-west Marrickville station and residential area, Dulwich Hill shops and residential area, Laxton West Dulwich Hill Park, New Canterbury Road shops Marrickville station to LR19 East-west Marrickville Industrial Area (south), Marrickville station, Dulwich Hill station, Marrickville Hurlstone Park station and Dulwich Hill residential areas, Hurlstone Park shops, station and residential area Warren Road LR20 East-west Marrickville Industrial Area (south), Illawarra Road (south) shops, Marrickville residential area (south of the Bankstown rail line) Clarendon Road LL01 Link Linking Salisbury Road and Camperdown to Petersham local routes Camperdown LL02 Link Linking Sydney to Parramatta regional route to City of Sydney local route via Memorial Park Camperdown Memorial Park Bedford Street LL03 Link Linking Newtown Bridge area to Sydney to Parramatta regional route Watkins School LL04 Link Linking Petersham to Henson Park via Watkins School Enmore Park LL05 Link Linking the Camperdown to Cooks River regional route to the South Newtown to North-South Petersham local route on a north-south path through Enmore Park Bourne Street LL06 Link Linking Camperdown to Cooks River and Eastern Suburbs to Sydenham regional routes Saywell Street LL07 Link Linking Fitzroy St regional route to Shirlow St regional route Ness Avenue LL08 Link Linking Ewart St to Tennant Pde Ewart Street LL09 Link Linking Leichhardt to Earlwood regional route to Marrickville station to Hurlstone Park station local route Marrickville Golf LL10 Link Linking Cooks River Cycleway and Earlwood residential area to south Marrickville Course bridge residential area and Leichhardt to Earlwood regional route Steel Park LL11 Link Linking the Cooks River Cycleway to the Balmain to Earlwood regional route and also the Recreational Centre in Steel Park

22

Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Mackey Park LL12 Link Direct route through park linking the Camperdown to Cooks River regional route to the St Peters to Tempe local route and Tempe station Kendrick Park LL13 Link Direct route to Princes Highway bridge over Cooks River to Wolli Creek, Rockdale and beyond 5.2.3 Local residential streets Local residential streets have an important function in the network as they are mostly the places where bicycle journeys begin or end. The Marrickville Bicycle Strategy proposes measures to ensure that these streets are maintained and reconstructed to ‘bicycle friendly’ standards. See the details in Section 8 – Bicycle Friendly Streets and Neighbourhoods and in Appendix F.

23

Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Map 6 - Marrickville Bicycle Network – proposed north-south regional routes

24

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Cobar St Hurlstone Park Old Canterbury Rd Canterbury Old Park Ewen

New Canterbury Rd Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Map 7 - Marrickville Bicycle Network – proposed east-west regional routes

25

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New Canterbury Rd Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Map 8 - Marrickville Bicycle Network – proposed north-south local routes

26

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ti t a St d

ison Bal R e Simm E L s

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Phill Edgeware Baker

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ore TAF ore

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En

Unwins

way

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Trade St h

n Bedford

g

Rd Metropolitan R Grove St letSt uliett J

Kingston La Belmore Edinburgh Rd Edinburgh t Legend and universities colleges Schools, cafes and entertainment Retail, buildings Government open space and privatised Parks usage Industrial & commercial St S

geware Rd Juliett

Cruiksha Ed

Trafalgar St Hi Princes

Shopping Ctre el

e Lynch Av Lynch

Marrickville Metro t Rd

Bridge Rd Bridge Marrickville Bicycle Plan 2006

Liberty St Liberty

reSt urne

Bo

ler St t

S

oeRd more Rd Sydney S Sydney y

En Llewellyn St

Scoul Park

Enmore St

ter es Henr c Cavendish St Lei rge St

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g t ore La

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in Cowper St t m nraCa andria

St

t S

l x

t S t Bel St

le

A

pot Railway R e

n St New l Rd Victoria

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y Saywel

gt Res Tempe o

t

e Bel

d

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Clarendon Rd Clarendon St roy Gleeson Av

tz yP ay

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F Macaulay Rd Macaulay

St Peters to Tempe to Peters St

Salisbury Rd Salisbury Chapel St Railw

ez St y

Cavendish St t Stanmore S

on St Young Buckley St Buckley

Browns Av Browns

Stanmore Sydenham t Addison Rd h Public Sch

Park

Jab t

ghwa

t Tillman cival Rd cival Map 8 - Local routes (north-south) i

r ou

Rd Pe t

Stanmore Rd S S

grS Agar

Holt St Holt r

St Smith S

de H nces toria Rd toria

c Park

Cannon St Pri Wicks

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le Rd i

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Public Sch

Marrickville

Marric Unwi Farr St Farr

d

lip St Sydenham Rd Rd Phi a

ori t

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d Comunity

g Mart

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e ayRd bany

r ach Av St

Al lbe

Trafal Av

Margaret St Margaret

rs Ho

Gordon St er

toun v d oStanmo to rdt Amy St Amy i

a Douglas St Hope St

Garne

St

Leichh Newington R

ck d

ri John t ooks R

St l Park C

ysta

Henson station Marrickville to ore r k

C

C

ra

r go R ngton York Cr m

soeSt dstone

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b

m

En y

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t v Tempe

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rt t

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Av harlot

rk Rd rk Rose St Prince

le C

lway St lway

ai R

Pa Park

Jarvie

Offices Calve Av Council Coronation

Av l Rd a

r hardson Riverda

a ic

Shaw St Shaw R

etnilSt Centennial Marrickville

High School Terminus St Terminus

Centr

Public Illawar

School Wilkins

Park

ton Rd ton Mackey g

n

m Rd m Wolli Creek

Oxford St Oxford Petersha

St

am Rd am Carri h s ham Rd r Brighton St e ene Av Pet armtaRd Parramatta Addison Rd n e

Marrickville fr

o bel St Warren Rd

Syde awk-

Ivanho

d R Town Hall & Library

e Le

H n we

e atruyRd Canterbury New hurst St d R ngsto ne o ngst vi Livi Li Sch

t

iwAv view

ay

eRd ne rton

u B

sto Petersham Av or

Fort Street si

High School ng St Trafalgar St Trafalgar Park arb Station S cel

Livi Ex

airSt Napier W

Morgan St Road Livingstone

Marrickville

Miller St

t S s Ducros

La r lle i West St M Park

rds Av rds

Brighton St Brighton Arthur St Park Richa Gough Whitlam ek t am Warren ersh Park West S Pet George St

Petersham Public Sch rt St

Wolli Cre

Porter Av

St s

e

d Robe Wardell R Wardell

er St ur St Moy

s St s nc

a Hunt d o

R

om M

e ds Av Th

Tc lan d ol Av Gould arren Rd

Hol W Illawarra Rd Illawarra d Frazer St St

Yule St

Lewisham Hobbs St Herbert St

Marrickville t rle St

Railway rlecot Rd ne

erbury Roa erbury a

udAv ould G Barker St t

S rma fowl

Park r

Fai Ch ant ine S

Livingsto eio R Denison P Morton Old Canterbury Rd Canterbury Old Albe

Jubilee St

New C New South Marrickville

er Rd hm St champ

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chool

iv St ll St Park Steel

e

S Marrickville R Fairfowl Hi

Toothill St Beau

High

t

w St w rcliff

Dulwich Hill Dulwich e Cooks Lewisham to Dulwich Hill Dulwich to Lewisham e

nd

Seavi traS ctoria U

n Rd one

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adl Rd Wardell

t

ingst ar S

ramatta Rd ham La Liv Wh t

Dur bury Grove bury

Durham

Par St p Dulwich Hill Denison Rd Denison ch Rd

St

Bea Glaston

r Beaucham S Homer e atruyRd Canterbury New art

Ew Reserve

HJ Mahoney

Dulwich St Pde Macarthur

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Turella

Davis St Public Sch

Dulwich Hill

Rd d

R

lstone Park Park lstone ion Ewart La Hercules St Hercules t St Hercules

Davis

Old Canterbury Rd Canterbury Old St Res Wardell le Golf Club

Constitu Hercules ickvil

rr Golf Club

Marrickville Terrace Rd Terrace Ma ver yson St

Park nn oks Ri

Johnson Av Co Summer Hill to Hur to Hill Summer Te Hampstead Rd Rd Windsor Ness Park Park Laxton

Union St Beaman Hume Highway Hume Old Canterbury Rd Canterbury Old

Union St Union The Parade Ewart St Ewart

Summer Hill Constitution Rd Garnet St

Tennent Pde Tennent

Jesmond Av Jesmond Arlington St Arlington

Cobar St Hurlstone Park Old Canterbury Rd Canterbury Old Park Ewen

New Canterbury Rd Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Map 9 - Marrickville Bicycle Network – proposed east-west local routes

27

d Rd R nden e Rd Park ss Sydney i Park Sydney M ille kinev

Ers t Angel St Angel

St St Wilson St

rch ay

Chu w

High Prospect S Prospect

Carillon Av King lanes or path shared

nces i r

g La P

Kin t t St Peters

Public

Missenden Rd St School

lls S lls

ry t a Newtown St Goodsell Newtown St Norfolk St

M horse

own St

Rd

We l d S d ial Park ial St Grose S Grose

St el or

ta King ncil St b Roads and streets Regional route Local Pathway On-road Off-road

Lor u

Lucas St Lucas o p

arley St arley C

em

White-

May

D

Alice St Alice

M

La High School

Camperd am St St Holmwood rch St C

Chu lege St t

Parramat Col arl

llett St t St Holt

Fowler S Pe Commodore St Commodore ohn S Ma lia St J Oval

tra ation Rd

ler St ler Aus St Camdenville

St e

e St e

le St le

t Little en St en

w

ill

La

h

Sch Canal t n S nc

d i

iso c d

Fo Gibbens

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Public Sch

Park in

La

dw Flore

Cam e mdenv Publi B

wken t

t rt a a er St

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rgaret St rgaret a

Albermar St Rd Sil

ns Clar obe

dith S R

Ma E Enmore Rd Enmore rt ifr La Wilford Simmo St

St St be

Derby St Derby Ross St

St c St S Laura Ro

Rd ons La Rd

ti t a St d

ison Bal R e Simm E L s

en g

D Thurnby Theatre

p St Enmore i rid

St B Mary S

Phill Edgeware Baker

O'Dea

Reserve Sarah

ore TAF ore

Salisbury d m

En

Unwins

way

k La rdigan Ca

Trade St h

n Bedford

g Enmore Road shops Road Enmore

Rd Metropolitan R Grove St letSt uliett J

Kingston La Belmore Edinburgh Rd Edinburgh t Legend and universities colleges Schools, cafes and entertainmen Retail, usage Industrial & commercial St S

geware Rd Juliett

Cruiksha Ed

Trafalgar St Hi Princes

Salisbury Road el

Shopping Ctre

e

Lynch Av Lynch

Marrickville Metro t m Rd

Bridge Rd Bridge Marrickville Bicycle Plan 2006

Liberty St Liberty

reSt urne

Bo

ler St t

S

oeRd more Rd Sydney S Sydney y

En Llewellyn St

Scoul Park

Enmore St

ter es Henr c Cavendish St Lei rge St

Edinburgh Geo nal

Parramatta Rd Parramatta on Rd

nd Av t d

g t ore La

Northumberla Sydenham

in Cowper St t m nraCa andria

St

t S

l x

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le

A

pot Railway R e

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S mor

gt y Saywel

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d

Railway Av Denb

Clarendon Rd Clarendon St roy Gleeson Av tz yP ay

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F Macaulay Rd Macaulay

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Camperdown to Petersham to Camperdown Rd Salisbury Chapel St

South Newtown to Petersha Railw

ez St y

Cavendish St t Stanmore S

on St Young Buckley St Buckley

Stanmore Av Browns t Addison Rd h Public Sch

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ghwa

t Tillman cival Rd cival i

r ou

Rd Pe t

Stanmore Rd S S

grS Agar

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St Smith S

de H nces toria Rd toria

c Park

Cannon St Pri Wicks

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College Chapel St

Shepherd g Rd dge

le Rd i

Clarendon Newington

kvil Park Br Fraser ns

Public Sch

Marrickville

Marric Unwi Farr St Farr

d

lip St Sydenham Rd Rd Phi a

ori t

urySt Aubrey

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Centre Charles St on R Illawarra ar St St Middleton

d Comunity

g Mart

St Horton St Rd Meeks

ayRd bany ach Av St

Al lbe

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rs Ho

Gordon St Addison Road er

toun v Amy St Amy i

Douglas St Hope St Garne

St Newington R

ck d

ri John t ooks R

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C

ra

r

York Cr R ngton

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b

y m

Frede y Carri Gla Gu

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t v Tempe

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rt t

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Av harlot

rk Rd rk Rose St Prince

le C

lway St lway

ai R

Pa Park

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r hardson Riverda

a ic

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etnilSt Centennial Marrickville

High School Terminus St Terminus

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ton Rd ton Mackey g

n

m Rd m Wolli Creek

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St

am Rd am Carri h s ham Rd r Brighton St e ene Av Pet armtaRd Parramatta Addison Rd n e

Marrickville fr

o bel St Warren Rd

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d R Town Hall & Library

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t

iwAv view

ay

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u B

sto Petersham Av or

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airSt Napier W

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Miller St

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rds Av rds

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St s

e

d Robe Hunte R Wardell

ur St Moy

s St s nc

a d o

de R

om M

e ds Av Th

Tc evar lan Marrickville Industrial to Dulwich Hill d ol Av Gould arren Rd

Hol W Illawarra Rd Illawarra

d Frazer St St

Yule St

Lewisham Hobbs St Boul The Herbert St

Marrickville t rle St

Railway rlecot Rd ne

erbury Roa erbury a

udAv ould G Barker St t

S rma fowl

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chool

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e

S Marrickville R Fairfowl Hi

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t

w St w rcliff

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nd

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adl Rd Wardell

t

ingst ar S

ramatta Rd ham La Liv Wh t

Dur rlstone Park Stn bury Grove bury

Durham

Par St p Dulwich Hill Denison Rd Denison ch Rd

St

Bea Glaston

r Beaucham S Homer e atruyRd Canterbury New art

Ew Reserve

HJ Mahoney

Dulwich St Pde Macarthur tn to Hu

Windsor Rd Windsor Spencer St Spencer Pigott St Keith St Bedford C

Turella

Davis St Public Sch

Dulwich Hill

Rd d

ion Ewart La R Hercules St Hercules t St Hercules

Davis

Old Canterbury Rd Canterbury Old St Res Wardell le Golf Club

Constitu Hercules ickvil

rr Golf Club

Marrickville Terrace Rd Terrace Marrickville S Ma ver yson St

Park nn oks Ri Johnson Av o

Te C Hampstead Rd Rd Windsor Ness Park Park Laxton

Union St Beaman Hume Highway Hume Old Canterbury Rd Canterbury Old

Union St Union The Parade Ewart St Ewart

Summer Hill Constitution Rd Garnet St

Tennent Pde Tennent

Jesmond Av Jesmond Arlington St Arlington

Cobar St Hurlstone Park Old Canterbury Rd Canterbury Old Park Ewen

New Canterbury Rd Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Map 10 - Marrickville Bicycle Network – proposed local routes (links)

28

d Rd R nden e Rd Park ss Sydney i Park Sydney M ille kinev

Ers t Angel St Angel

St St Wilson St

rch ay

Chu w

High Prospect S Prospect

Carillon Av King lanes or path shared

nces i r

g La P

Kin t t St Peters

Public

Missenden Rd St School

lls S lls

ry t a Newtown St Goodsell Newtown St Norfolk St

M horse

own St

Rd

We l d S d ial Park ial St Grose S Grose

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ta King ncil St b Roads and streets Regional route Local Pathway On-road Off-road

Lor u

Lucas St Lucas o p

arley St arley C

em

White-

May

D

Alice St Alice

M

La High School

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Chu lege St t

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Fowler S Pe

Commodore St Commodore ohn S Ma ia St J Oval l Stephens St

tra ation Rd

ler St ler Aus St Camdenville

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e St e

le St le

t Little en St en

w

ill

La

h

Sch Canal t n S nc

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La

dw Flore

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t rt a a er St

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ns Clar obe

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Ma E Enmore Rd Enmore rt St La Wilford Simmo St

Bedfo St be

Derby St Derby Ross St

St c St S Laura Ro

Rd ons La Rd

ti t a St d

ison Bal R e Simm E L s

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D Thurnby Theatre

p St Enmore i rid

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Phill Edgeware Baker

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ore TAF ore

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En

Unwins

way

k La rdigan Ca

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n Bedford

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liett

geware Rd Ju St

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Marrickville Metro t Rd

Bridge Rd Bridge Marrickville Bicycle Plan 2006

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reSt urne

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ler St t

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oeRd more Rd Sydney S Sydney y

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ter es Henr c Cavendish St Lei rge St

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nd Av t d Map 10 - Local routes (links)

g t ore La

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t S

l x

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pot Railway R e

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on St Young Buckley St Buckley

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Rd Pe t Clarendon Rd

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Public Sch

Marrickville

Marric Unwi Farr St Farr

d

lip St Sydenham Rd Rd Phi a

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d Comunity

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sto Petersham Av or

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erbury Roa erbury a

udAv ould G Barker St t

S rma fowl

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er Rd hm St champ

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chool

iv St ll St Park Steel

e

S

Marrickville R Steel Park Fairfowl Hi

Toothill St Beau

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t

w St w rcliff

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nd

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adl Rd Wardell

t

ingst ar S

ramatta Rd ham La Liv Wh t

Dur bury Grove bury

Durham

Par St p Dulwich Hill Denison Rd Denison ch Rd

St

Bea Glaston

r Beaucham S Homer e atruyRd Canterbury New art

Ew Reserve

HJ Mahoney

Dulwich St Pde Macarthur

Windsor Rd Windsor Spencer St Spencer Pigott St Keith St Bedford C

Turella

Davis St Public Sch

Dulwich Hill

Rd d

ion Ewart La R Hercules St Hercules t St Hercules St

Davis

Old Canterbury Rd Canterbury Old rt St Res Wardell le Golf Club

Constitu Hercules Ewa ickvil

rr Golf Club

Marrickville Terrace Rd Terrace Ma ver yson St

Park nn oks Ri Golf Course bridge Johnson Av o

Te C Hampstead Rd Rd Windsor

Av Ness Park Park Laxton Beaman

Union St s

s Hume Highway Hume Old Canterbury Rd Canterbury Old Union St Union The Parade

Ne Ewart St Ewart

Summer Hill Constitution Rd Garnet St

Tennent Pde Tennent

Jesmond Av Jesmond Arlington St Arlington

Cobar St Hurlstone Park Old Canterbury Rd Canterbury Old Park Ewen

New Canterbury Rd Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

6 Improving and expanding bicycle parking People who ride regularly or casually need more than a network of bicycle routes. They also need secure places and parking facilities to store their bicycles at either end of the trip. Where riders use their bikes to get to work over longer distances they also need end of trip facilities such as change rooms and showers. Improving the availability of bicycle parking and end of trip facilities is a critical element in achieving the overall objectives of the Marrickville Bicycle Strategy. Marrickville Council is responsible for parking within the public domain and within its buildings. It provides parking facilities for bicycle riders as a means of encouraging sustainable transport use and as a direct response to the unsustainable growth of on-street car parking demand. Schools and business have a responsibility for providing parking for their staff, students and customers. Council has a role to promote cycling in the area and to assist them in developing positive parking programs. This section of the Marrickville Bicycle Infrastructure Development Strategy deals with provision for bicycle parking in the public domain and in Council controlled buildings. The section following covers bicycle parking in relation to public transport infrastructure. Bicycle parking provision on private land is regulated by Marrickville Council’s Development Control Plan 19 – Parking Strategy (MC-DCP19).

6.1 Bicycle parking plan objectives 1. Improve and expand the level and quality of bicycle parking in the public domain; 2. Enable wider community participation in Council’s bicycle rack installation program; 3. Support the economic viability of private sector businesses, entertainment/food venues and residential developments by supporting the development of specially targeted parking facilities which provide security from theft and protection from the weather; 4. Require and encourage the private sector and government agencies to provide bicycle parking and end-of-trip facilities in and around their buildings; and, 5. Develop effective strategies to reduce bicycle theft. 6.2 Improving public domain bicycle parking The table below lists proposed priority bicycle parking sites and their construction details. Parking plan priority areas are shown on Map 11 and in Table 5. These priority areas are high trip generating places with an already high demand for bicycle parking. Map 11 also shows additional spot locations. Detailed recommendations for bicycle parking installations are included in Appendix A. Table 4 - Bicycle parking recommendations Type Location Comments Priority area Main shopping, entertainment and Survey existing and make recommendations for upgrade of commercial precincts facilities Spot location in the public domain Parks, pools, recreation centres, Survey existing and make recommendations for upgrade of Council buildings facilities Spot location on private land Large schools, large workplaces Encourage land owners to install racks and to encourage their students or employees to ride Major bicycle parking facility Newtown Bridge area See section 6.4 below

29

Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Map 11 – Priority bicycle parking locations

30

d Rd R nden e Rd Park ss Sydney i Park Sydney M ille kinev

Ers t Angel St Angel

St St Wilson St

rch ay

Chu w

High Prospect S Prospect

Carillon Av King lanes or path shared

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g La P

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School

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arley St arley C

em

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May

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La High School

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Public domain priorityPublic for bicycle parking areas Bicycle stations parking at of circle Size and stops. importance of represents (SeeTable 6). installation.

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way

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n Bedford

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geware Rd Juliett

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e Lynch Av Lynch

Marrickville Metro t

Rd Key to bicycle parking map symbols

Bridge Rd Bridge Marrickville Bicycle Plan 2006 Liberty St Liberty

reSt urne

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ler St t

S

oeRd more Rd Sydney S Sydney y

En Llewellyn St

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g t ore La

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St

t S

l x

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gt y Saywel

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Macaulay Rd Macaulay

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ez St y

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on St Young Buckley St Buckley

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Park

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t Tillman cival Rd cival i

r ou

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de H nces toria Rd toria

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d

lip St Sydenham Rd Rd Phi a

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New Canterbury Rd Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

6.3 Community participation in bicycle rack program Marrickville Council has installed a large number of bicycle racks over the past decade. These have usually been installed as part of the Bicycle Strategy implementation process or as the result of direct requests from users – MASSBUG in particular. In line with a number of proactive LGAs throughout the world, it is recommended that Marrickville Council establish a web-based application process which would enable a wider range of local businesses, residents, and community groups to request the installation of a bicycle rack in the public domain outside of the priority areas and sites listed in the preceding section of this document. Such a scheme is run by the City of Toronto in Canada. An example of the application form for this scheme is provided in Appendix D. With an Internet based system, a web-generated email request would be sent to Council and evaluated by Council officers against an accepted criteria devised in conjunction with MASSBUG and subject to the availability of program funding. In the past five years the materials, equipment and techniques for manufacturing and installing U-racks has improved. Nowadays it is a relatively quick and simple operation to accurately drill the required two holes in the pavement and secure the rack in position with bonding material. It is recommended that Council investigate a suitable contracted service which would supply and install a preferred standard-design bicycle racks in this manner. Following the setting up of the web-based application process and the internal procedures the scheme could then be launched to the public.

6.4 Encouraging private sector parking initiatives A concept that is now well established in the Netherlands, Germany, USA, Japan and now Australia is the full-service bicycle storage and rental facility. In the Netherlands these are usually set up at or adjacent to railway stations and consist of a bike storage area (usually with a fee for service) operated by a bicycle retail and rental business. Planning is currently underway to establish one of these facilities in Brisbane. Modelled after European and Japanese examples, Bikestation Long Beach USA was the first facility of its kind to open in the U.S. in March of 1996. Bikestation Palo Alto and Bikestation Berkeley opened in 1999; Bikestation Seattle opened in May 2003. The newest Bikestation, Embarcadero, in San Francisco, opened in August of 2004. Bikestation is the parent organization that serves as an information-clearinghouse and support system to the individual operators that are responsible for the day- Figure 5 – A Oregon newspaper announces the opening of Bikestation Portland USA.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

to-day operations of each facility. Local operators vary per location and consist of non-profit, for-profit and advocacy organizations. Bikestation has worked with a number of agencies and organizations in the planning, development and implementation of Bike-transit related projects. While each facility is sponsored by various agencies project partners have included the Los Angeles County Metropolitan Transit Authority, Flexcar, City of Los Angeles Community Redevelopment Agency, City of Pittsburgh, Regional Transit District of the City and County of Denver, Puget Sound Regional Council, City of Cambridge, MA, South Coast Air Quality Management District, and the Cities of Santa Monica, Norwalk, Pasadena, North Hollywood and Santa Barbara.

Photo 2 - A council operated free parking shelter in Apeldoorn, the Netherlands. This building is owned by council and is in a busy shopping street.

An area of great potential for this type of development in Marrickville would be at Newtown. This area has one of the highest observed cycling populations in Sydney and is the hub of a busy arts and entertainment precinct. Associated with an improved rail service and organised along similar lines to the European and US examples, the facility could be successful provided that the right combination of operator, investment, building and location be secured. It is recommended that within the next five years Marrickville Council investigate the feasibility of operating a Bikestation type operation in Newtown or elsewhere in the LGA.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

6.5 DCP requirements for bicycle parking The provision of bicycle parking in new development approvals is regulated by Marrickville Council’s Development Control Plan 19 – Parking Strategy (MC-DCP19). While this document is relatively recent and provides a very good coverage of bicycle parking the method of determining the rate of provision (bicycle parking spaces per square metres of floor space) is considered by sections of the planning and development industry to be a rather abstract way of determining possible bicycle demand. The NSW Planning guidelines for Walking and Cycling (DOP 2004) uses a methodology based on the number of people using buildings – employees, customers, guests, students etc. It is recommended that when the next revision of DCP 19 is undertaken that the calculation methodology be brought into line with DOP 2004.

6.6 Bicycle theft prevention Although bicycle theft in the Sydney region and in Marrickville is not a major problem, bicycles do get stolen in Marrickville and particularly in high use areas such as Newtown and Enmore. The theft of a bicycle is a major disruption for a bike rider and in many cases can even result in that person giving up riding for some period of time. There is very little data available on bicycle theft. Police records usually indicate that most bicycle theft occurs mostly from homes or workplaces as the result of burglaries. More detailed user surveys undertaken in the ‘high-usage countries’ such as the Netherlands shows that many riders seldom report street theft to the police. Effective theft prevention consists of four key components: 1. Availability of secure bike parking facilities 2. The use of high security locking devices by bike riders 3. Effective stolen bike recovery system and policing 4. Lack of a ready market for stolen bikes It is recommended that Marrickville Council in association with MASSBUG and the Police Service formulate an theft prevention action plan should bicycle theft become an issue of major concern for the community.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

7 Improving integration with public transport Public transport cannot function effectively without some other method of transport before and after transit as very few public transport patrons live right at their origin stop or travel to a destination next to their final stop or station. Currently in Marrickville the CityRail public transport system is almost entirely fed by walkers. State Transit bus routes (see Map 12) generally infill the areas not served by rail and are not coordinated with the rail system. Though the bicycle is ideally suited for shorter trips of up to 5km, using it in conjunction with public transport can greatly extend the range and length of trips. The Marrickville Bicycle Plan aims to improve the connection to public transport by working closely with public transport operators to: 1. Improve bicycle network access to all railway stations; 2. Improve and extend (long term and short term) parking provision at all railway stations and selected high volume bus stops; and, 3. Improve station accessibility and rider and walker safety around station entrances in conjunction with Council traffic calming and CityRail station access programs.

Photo 3 – Council-installed racks in the public domain at Sydenham sta tion. This station is surrounded by very busy roads but it has three rail lines and excellent service frequency.

7.1.1 Bicycle network access to stations Table 5 provides an assessment of each CityRail station in the Marrickville LGA looking at potential Cycle ‘n’ Ride catchments and other factors such as the quality of service available at that station.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

There is currently poor access for cyclists to many stations. The Marrickville Bicycle Strategy aims to improve the Cycle ‘n’ Ride system by: • providing coherent and consistent connections with Marrickville bicycle network routes; • ensuring all adjacent major arterial roads (60km/h speed limit and above) provide a shared footpath route alternative; • providing smooth transitions from off-road paths to on-road lanes; • ensuring routes are well lit, so as to improve levels of usage and personal safety; • ensuring access is improved for the catchment of about 2.5km from stations (feeder routes to the network need to be reasonably fine-grained as they provide for relatively shorter trips. This sub-network should be on a grid of less than about 250m); • providing safe crossing points for cyclists on all major arterials adjacent to station entrances; and, • providing adequate parking facilities at stations in conjunction with the NSW Government. Table 5 - Bicycle feeder mode potential at individual station/stops

Station Rail network Land use Potential Comments function function Newtown Local Residential, Medium Average rail service (15min off-peak service weekdays and 30min commercial service weekends) Choice of only one line. Cycling to Redfern for better services is possible. Good opportunity for bike access by Camperdown and South Newtown residents. Station access steps only. Stanmore Local Residential Medium Average rail service (15min off-peak service weekdays and 30min service weekends) Choice of only one line. Good walking access from surrounding residential area. Bike travel catchment to the south has hill to climb to station. Good potential catchment to the north and beyond Parramatta Rd. Station access steps only. Petersham Local Residential Medium Average rail service (15min off-peak service weekdays and 30min service weekends) Choice of only one line. Residential catchment to the south has hill to climb to station. Good potential catchment to the north and beyond Parramatta Rd. Station access steps only. Lewisham Local Residential, Medium Average rail service (15min off-peak service weekdays and 30min educational service weekends) Choice of only one line. Good potential catchment to the south into Dulwich Hill. Station access steps only. St Peters Local Residential, Medium Average rail service (15min off-peak service weekdays and 30min industrial service weekends) Choice of only one line. Surrounding residential area is limited and within easy walking distance. Station access steps only. Sydenham Junction Industrial High Good rail service with choice of 3 lines and express connections to city. Residential Good access from small residential area east of the station and to the industrial area to the west. Offers best bike catchment potential servicing central Marrickville, an area poorly serviced by buses. Downhill ride to station. Station access steps only. Tempe Local Residential Low Average rail service (15min off-peak service weekdays and 30min service weekends) Choice of only one line. Cycling to Wolli Creek station for better services is possible. Good walking access from Tempe residential area. Princes Highway (east) and Cooks River (south) are barriers to access from further afield. Station access steps only. Marrickville Local Residential Medium Average rail service (15min off-peak service weekdays and 30min service weekends) Choice of only one line. Good walking access from surrounding residential area. Good bike travel catchment to the south where bus service is poor. Station access steps only. Dulwich Hill Local Residential Medium Average rail service (15min off-peak service weekdays and 30min service weekends) Choice of only one line. Good walking access from surrounding residential area. Good bike travel catchment to the south where bus service is poor. Station access steps only.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

7.1.2 Design principles for Cycle ‘n’ Ride parking installations The first consideration of a successful Cycle ‘n’ Ride installation has to be the location of the bicycle parking area at the station and the ease of access. Pedestrians should always have the greatest advantage and ease of access to stations, but this access should not be at the expense of bicycle users as the two can easily coexist in busy and well designed areas. Bicycle users are actually pedestrian rail users who have travelled a little further to get to the station so, like walkers, it should be very easy for them to park and get into and out of the station. Given a choice, bicycle users will always try to lock their machines under cover and in a bright, well lit and supervised location. There is nothing more off-putting than to get off a train and have to ride a sopping wet bicycle home through the cold winter air. In all countries where bicycles are well used, theft is a major issue and a deterrent to increased use. The quality of the racks provided at rail stations should be carefully considered. High capacity racks (see RTA 2003 Section 11) which are designed to fit as many bikes as possible into a given space, are easy to use and, for the station managers, easy to keep clean, are preferred instead of the low volume street-type rack. Vertical lockers, where the front wheel of the bicycle is lifted onto a hook and hung, offer the best solution for the more committed Cycle ‘n’ Ride traveller who wants to pay a longer-term rental fee for the ability to store personal belongings as well as their machine. Bicycle users who prefer to use easy access racks (providing their own locking device) can store bulky belongings short term in conventional station lockers where these exist. In most cases, where bicycle racks and lockers have been installed at railway stations in Sydney during the past decade, the hardware has been installed on land either owned in part or full by local councils. The success of any Cycle ‘n’ Ride program depends on the level of cooperation between the transport operator and Council. The operator gains the direct benefit of increased patronage but the community also benefits from fitter, healthier citizens and a reduction of car-induced traffic congestion and its associated problems – pollution, noise, crash trauma. Technical requirements and information on hardware (racks, lockers etc) and their installation is provided in Appendix D.

7.1.3 Rack and locker recommendations for stations It is difficult to ascertain an initial quantity of racks and lockers to be installed at stations in Sydney when the scarce available data indicates that Cycle ‘n’ Ride travel is low. This is largely a direct result of non-existent provision or lack of interest by the rail authorities during the past decades, combined with the low bicycle use in the 1960’s and 70’s. Until very recently the Sydney rail system has not promoted or facilitated Cycle ‘n’ Ride. The CityRail system has traditionally depended on walkers and bus travellers (where connecting services exist) to feed its network. A 1995 CityRail survey used in the Parramatta Rail Link project EIS showed that 24% of rail customers through Parramatta station and 39% through Epping station walk to the station from their point of origin.

Table 6 - CityRail access modes for Parramatta and Epping stations % % % % % Station Bus Walk Car driver Car passenger Other (Bike/taxi) Parramatta 54 24 6 14 2 Epping 12 39 8 36 5

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Table 6 shows details of this survey. Access by car is low at both these stations as car parking facilities are not provided and in the case of Parramatta, direct access by car to the station entrances is very difficult. Epping provides better access for ‘kiss-and-ride’ patronage (car passenger). It is also much easier to get to by foot and is surrounded by a large medium density residential area. Parramatta station is well-served by feeder bus services. A March 2000 study conducted for Transport NSW (SKM 2000) to evaluate the department’s Secure Bicycle Locker Scheme surveyed public transport use at a number of CityRail stations and State Transit ferry wharves and found a similar low bicycle use. The highest level of bike travel was recorded at Woy Woy (station 7%) while most stations and ferry wharves recorded 1% or less. High levels of walking were recorded at all locations. From the survey data currently available it is estimated that bicycle users currently account for 1-2% of patronage to the CityRail system. Until very recently the adoption and marketing of Cycle ‘n’ Ride has not been a priority for CityRail or other public transport operators. This 1-2% rate for rail access by bicycle is roughly comparable to the level of transport trips made by bicycle throughout Sydney though there is now evidence that cycle to work rates in the Inner West are much higher (CSAHS 2003). Bicycle parking recommendations for CityRail’s Marrickville stations, based on this usage rate (1%) are shown in Table 7. Lockers are recommended only at junction stations where a higher level of rapid services is likely to produce demand for longer term bicycle commuter use generally associated with lockers. Locker demand is estimated at 10% of rack numbers. These recommendations are only intended to deliver a start-up quantity of racks and lockers. Space should be reserved for future rack or locker installations. Table 7 - Recommended quantity of bike parking racks and lockers at stations Station Patronage Racks Lockers Rack Locker Total Comments cost cost Newtown 5,760 30 12 23,040 9,216 $32,256 Good walking catchment. Bicycle catchment increase potential from Camperdown and South Newtown. Stanmore 3,130 16 6 12,520 5,008 $17,528 Good walking catchment. Bicycle catchment increase potential from North Marrickville and Annandale. Petersham 3,490 17 7 13,960 5,584 $19,544 Good walking catchment. Bicycle catchment increase potential from South Petersham and Leichhardt. Lewisham 2,140 11 4 8,560 3,424 $11,984 Good walking catchment. Bicycle catchment increase potential from Dulwich Hill and Leichhardt. St Peters 3,220 16 6 12,880 5,152 $18,032 Good walking catchment. Bicycle catchment increase potential from South Newtown. Sydenham 4,800 24 10 19,200 7,680 $26,880 Good potential for bicycle access from residential areas further afield due to higher frequency rail services and multiple lines available at this station Tempe 1,200 6 2 4,800 1,920 $6,720 Walking catchment from east of station only. Bicycle catchment increase potential from west of station. Marrickville 3,930 20 8 15,720 6,288 $22,008 Bicycle catchment can increase access from areas further afield to north and south of station. Dulwich Hill 1,870 9 4 7,480 2,992 $10,472 Bicycle catchment can increase access from areas further afield to north, south and northwest of station. TOTALS 29,540 148 59 118,160 47,264 $165,424 Note 1: Each bike rack takes two bikes. Note 2: Day totals are calculated as an average of enter and exit figures.

For the Cycle ‘n’ Ride concept to benefit Marrickville citizens there should be a strong coordinated promotion by the rail or bus operators and Council. It is recommended that the junction station Sydenham be initially targeted as a demonstration project while the scheme is progressively rolled out to the other non-junction stations.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

7.1.4 Rack and locker recommendations for bus stops Marrickville is well served by the State Transit bus route network (see Map 12) which covers most parts of the LGA not already serviced by the rail network. As the aim of Cycle ‘n’ Ride is to make it possible for people to access public transport from further away than walking. The maximum trip for walkers is usually 800 to 1,000 metres. To take on the additional effort of riding and securing their bicycle, potential Cycle ‘n’ Ride bus passengers will only tend access services which offer them the best connection to their destination such as express services and those with a high service frequency. As the installation of Cycle ‘n’ Ride facilities also involves a cost and must be effectively marketed it is desirable to locate facilities at route hubs at suburban centres where a number of routes cross or connect so that there are multiple advantages in cycling to that point.

Map 12 - State Transit bus routes and CityRail stations in Marrickville

The suburban centre offering the best potential for a Cycle ‘n’ Ride scheme for bike-bus travel is the Dulwich Hill shops at the intersection of Marrickville and New Canterbury Roads which has a good mixture of express and high frequency city-bound and cross-regional services. It is recommended that a trial installation be undertaken and monitored before other locations are considered.

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Marrickville Bicycle Strategy Adopted by Council in August 2007

8 Bicycle friendly streets and neighbourhoods Bicycles are vehicles and their riders will take them on any kind of road to access their destinations. Every street is a bicycle street. Though the Marrickville Bicycle Strategy is focused on developing a workable network of routes which will help riders travel quickly, easily and safely within Marrickville and beyond, the bicycle network only covers a part of the streetscape – more needs to be done to make our streets and roads more bicycle friendly. The Marrickville Bicycle Strategy proposes a number of measures to be undertaken by all Council departments to ensure that all new works and upgrades and maintenance of existing works provide a bicycle friendly environment throughout the LGA. Recommended bicycle friendly measures to be adopted by Council as a matter of course for all its ongoing infrastructure works are: 1. Ensuring bicycle through-access is provided at all street closures, narrowings, traffic calming schemes and local car parking schemes; 2. Implicitly providing bicycle operating space on all road remarking by ensuring vehicle lanes are of adequate width at intersections and mid-block (wide kerbside lanes); 3. Providing bike friendly features on bridges, underpasses and other structures; 4. Developing a simple pavement repair reporting system to be used by cyclists and others; 5. Continuing Council’s policy of replacing unsafe drainage grates; 6. The provision of plentiful bicycle parking is made ahead of all other parking provision; 7. Ensuring bicycle access is considered during road construction and maintenance; 8. Investigating a scheme for two-way bicycle access in all low-volume streets; 9. Supporting local government and community representations to the RTA to improve cyclist safety on state and regional roads; and, 10. Making representations to the RTA to include bicycle provision at all traffic signalised intersections within the LGA (including actuation of signals by bicycles). These actions are implicitly included in the Marrickville Bicycle Strategy network works schedule. They should also be adopted by all council Departments as a matter of Council policy for implementation in all ongoing infrastructure construction and maintenance for all Council streets and roads. The Marrickville South Sydney Bicycle Group (MASSBUG) is particularly interested in improving existing processes for addressing cycling issues in areas that lie outside designated Bicycle Strategy routes. In 2007, Council has been working with MASSBUG to improve reporting of cycling issues. At this stage, there are two main processes for this kind of reporting. The first is through phone, e-mail or mail correspondence to Council that highlights the issue(s) that need to be addressed. These matters are forwarded to relevant Council staff for attention as they are received. The second is by MASSBUG members raising issues directly at meetings of the Bicycle Working Group, a sub-committee of Council’s Transportation Committee. These issues are reported to the Transportation Committee and forwarded to relevant staff for attention. A third process has been proposed by MASSBUG that would involve auditing of areas, possibly on a ward-by-ward basis, to identify these issues. A model for this process is provided by the 2002 MASSBUG report Marrickville Council – Works for Bikes! This report identifies problem areas and suggests solutions, using photographs and written descriptions. MASSBUG has suggested that this process be revived and an updated version of this report be produced on a regular basis. Council will continue to work with MASSBUG to implement this process.

39 Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Appendix F provides further technical advice and recommendations on providing for cycling across the entire street network.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

9 Implementation and evaluation The implementation of this bicycle infrastructure development strategy will be closely coordinated with the implementation of the proposed Planning and Social studies. This coordination is essential to ensure that mutually supporting programs are delivered in a timely manner with an adequate level of funding and community support.

9.1 Monitoring and evaluation A program to monitor implementation of the Bicycle Strategy is recommended. Such a program will feed back into the ongoing development of the Bicycle Strategy and ideally will permit improvements and cost savings. An investigation of bicycle strategy monitoring programs used elsewhere has determined that this process would be valuable and provide feedback for Council and the community. As good as monitoring programs may seem, they require effort, involvement and commitment from Council and the cycling community. Inevitably there are additional costs. A number of international monitoring schemes were selected for evaluation. Common to all programs is the need to have a comprehensive scheme which will report on a range of issues covered by the Bicycle Strategy, such as: • Engineering works programmes; • Bicycle use; • Modal share; • Bicycle crashes; • User satisfaction levels; • Condition of bicycle facilities; • Network implementation; and, • Level of service improvements. (LTSANZ 2004) Similarly a UK assessment process (ERCDT 2004) devised for local government recommends ten criteria for monitoring and assessment: A. Local Transport Strategy and Cycling Strategy B. Annual Progress Report C. Council Commitment D. Infrastructure E. Cyclist Training F. Marketing and Promotion G. Stakeholder Engagement H. Wider Engagement I. Planning for Cycling J. Targets and Monitoring What many of these schemes have in common is that they have been designed as an evaluation methodology to fit the broadest range of situations, i.e. to monitor bicycle use in LGAs which often do not have a bicycle strategy in place. In the Netherlands, where the development of networks and supporting programs is much more advanced, the national cycling organisation with substantial governmental support has developed its Cycle Balance scheme (FIETSERSBOND 2001) for providing an objective assessment of the physical network. The project involves riding a specially equipped bicycle fitted with sensors and recording equipment over the existing network and measuring the results.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

Figure 6 - Cycle Balance score for the Dutch town of Veenendaal

The UK methodology mentioned above, Local Authority Assessment Progress Review 2004 – Guidelines and Matrices for Assessment (ERCDT 2004) has the most relevance to the monitoring of Marrickville Bicycle Strategy implementation. It is recommended that this scheme be further assessed and modified to suit the direct needs of Marrickville.

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Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

10 Appendix A – Development of proposed routes This section provides information on the detailed engineering treatments of each network route. Descriptions and costings of all proposed treatments is provided in a separate Excel spreadsheet.

10.1 Bicycle route engineering treatments The maps on the following pages provide information on the engineering treatments proposed for regional and local bicycle routes. These maps are designed to be used in conjunction with the separate Excel spreadsheet: “MBP2007 Works schedule.xls”.

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Marrickville Bicycle Plan 2006 Bicycle Infrastructure Development Strategy

Marrickville Bikeplan 2006 staged development - summary of estimates

Route Route name Location Length km Estimated cost Stage 1 Stage 2 Stage3 Stage 5 Stage 5 code Years 1-2 Years 3-4 Years 5-6 Years 7-8 Years 9-10

RR01 Cooks River to Iron Cove Via the freight railway corridor between Dulwich Hill and 3.04 289,085 96,362 96,362 96,362 Greenway Leichhardt RR02 Leichhardt to Ealwood via Via Petersham Park, Petersham shops, Marrickville Park, 4.82 457,615 457,615 Dulwich Hill Dulwich Hill station, the Cooks River cycleway RR03 Balmain to Marrickville Via Norton St precinct, Petersham station, Marrickville Library 3.09 293,835 146,918 146,918 and Town Hall, Marrickville station RR04 Balmain to Earlwood Via Stanmore shops and station, Addison Road Community 5.69 540,170 540,170 Centre, Marrickville shops, Marrickville station, Cooks River Cycleway RR05 Camperdown to Cooks Via O’Dea Reserve, Enmore shops, Marrickville Metro shops, 6.39 606,955 606,955 River Enmore Park and pool, Marrickville industrial areas, Cooks River Cycleway RR06 Annandale to Mascot Via Glebe and Annandale, Camperdown Park, Newtown shops 5.50 522,785 522,785 and station, Marrickville Metro shops, Camdenville Oval RR07 Sydney to Parramatta Via Sydney CBD and Eastern Suburbs, Newtown shops, 3.74 355,490 355,490 Stanmore shops and station, Petersham station and shops, Lewisham shops Summer Hill, Ashfield RR08 Newtown to Canterbury Via Newtown shops and station, Enmore shops, Dulwich Hill 5.77 547,675 547,675 shops, Hurlstone Park shops and station, Canterbury shops and station RR09 Sydenham to Ashfield Via Sydenham station, Marrickville shops, Dulwich Hill shops, 4.91 466,450 466,450 Ashfield RR10 Eastern Suburbs to Via Eastern Suburbs, Erskineville, St Peters station, Marrickville 2.81 267,140 133,570 133,570 Sydenham Metro shops, Marrickville industrial area, Sydenham station RR11 Botany Bay to Homebush Via Brighton-le-Sands, Rockdale, Kyeemagh, Sydney 2.09 198,550 99,275 99,275 Bay International Airport, Wolli Creek station, Tempe Reserve and station, Steele Park, Earlwood, Canterbury, Strathfield, Ryde RR12 Alexandra Canal Via Sydney CBD, southern Eastern Suburbs, Domestic and 2.64 250,325 250,325 International Airport terminals, Sydney Park, Tempe Reserve and station, Wolli Creek station Sub total - Regional routes 50.49 4,796,075 1,705,757 1,996,6941,093,624 0 0

1 Marrickville Bicycle Plan 2006 Bicycle Infrastructure Development Strategy

LR01 Summer Hill to Hurlstone Via Summer Hill shops, Dulwich Hill residential area, Johnson 1.36 61,290 61,290 Park and Laxton Parks, New Canterbury Road shops, Cooks River Cycleway LR02 Lewisham to Dulwich Hill Via Petersham Park, Lewisham residential area and station, 2.15 96,750 96,750 Dulwich Hill residential area and shops LR03 Livingstone Rd (central) Via Central and South Marrickville residential areas 1.68 75,555 75,555 LR04 Leichhardt to Stanmore Via Leichhardt (Catherine St) to Stanmore Public School via 1.83 82,260 82,260 Petersham Town Hall LR05 South Marrickville Via Marrickville Station to southern suburbs overlooking Cooks 1.93 87,030 87,030 River LR06 Enmore to Marrickville Via Enmore (Newington Rd to Marrickville Station via 2.27 102,015 102,015 station Marrickville Public School and shops LR07 St Peters to Tempe Via St Peters,Sydenham and Tempe residential areas and 3.35 200,940 200,940 stations, Camdenville Reserve, Marrickville Council Works Depot, Cooks River Cycleway, Mackey Park LR08 Sydenham Station to Via Sydenham and Tempe residential areas, Tempe Reserve, 1.87 84,285 84,285 Tempe Reserve Sydney Airport terminals, Wolli Creek station LR09 Newtown to St Peters Via Newtown shops and station, South Newtown and St Peters 2.10 94,275 94,275 residential areas, St Peters station, Sydney Park LR10 King Street shops Via Providing access to King St shops and Newtown 1.38 82,980 82,980 entertainment precinct venues LR11 Petersham to Lewisham Via North Petersham and Lewisham residential areas, 1.16 52,380 52,380 Petersham Park, Lewisham station LR12 Camperdown to Via Sydney CBD, Glebe, Sydney University, RPAH, Camperdown 3.56 159,975 159,975 Petersham Park and residential area, North Stanmore residential area, Leichhardt LR13 Salisbury Road Via Sydney University, RPAH, Camperdown and Stanmore 1.39 83,340 83,340 residential areas, Stanmore shops and station LR14 Enmore Road shops Via Providing access to Enmore Road shops and Newtown 1.08 64,560 64,560 entertainment precinct venues LR15 South Newtown to Via Erskineville, southern Newtown, Enmore and Petersham 4.71 211,770 211,770 Petersham residential areas, Enmore park and pool, Petersham shops LR16 Addison Road Via Marrickville Metro shops, Marrickville and south Petersham 2.03 111,650 111,650 residential area, Addison Road Community Centre LR17 Marrickville Industrial to Via Marrickville Industrial Area, Henson Park, Marrickville and 4.21 189,540 189,540 Dulwich Hill Dulwich Hill residential areas, Dulwich Hill shops LR18 Marrickville station to Via Marrickville station and residential area, Dulwich Hill shops 3.18 143,100 143,100

2 Marrickville Bicycle Plan 2006 Bicycle Infrastructure Development Strategy

West Dulwich Hill and residential area, Laxton Park, New Canterbury Road shops LR19 Marrickville station to Via Marrickville Industrial Area (south), Marrickville, Dulwich Hill 2.13 95,850 95,850 Hurlstone Park station and Hurlstone Park residential areas and stations LR20 Warren Road, Marrickville Via Marrickville Industrial Area (south), Illawarra Road (south) 1.41 63,450 63,450 shops, Marrickville residential area (south of the Bankstown rail line) Sub total - local routes 44.77 2,142,995 0 01,005,885 588,335 548,775 Sub total - links 240,000 80,000 80,000 80,000 TOTAL - all routes 95.26 7,179,070 1,705,757 1,996,694 2,179,509 668,335 628,775

3 Marrickville Bikeplan 2006 Map RD01 Route RR01 detail - Cooks River to Iron Cove Greenway

RR01-09 Parramatta Rd Summer Hill Grosvenor Cr RR01-08 Barker St

Thomas St Old Canterbury Rd Lewisham Railway Tce Jubilee St

Spencer St Hobbs St Toothill St Hunter St Route RR02 detail - Leichhardt to Old Canterbury Rd Denison Rd

Victoria St

Weston St Weston Earlwood Regional Route Windsor Rd Windsor Hampstead Rd Old Canterbury Rd RR01-07 nterbury Road Davis New Ca Gould Av St Morton Parramatta Rd Constitution Rd Davis St RR01-06 Denison Rd Park

Pigott St Windsor Rd Johnson Gould Av Frazer St RR02-01 Fort Street Arlington St Park RR01-05 High School Yule St Rd RR02-02 Petersham Stati Park on S Union St Dulwich St t Fairfowl St Barker St s St nterbury Co a ns Thoma West RR02-03S titution Rd t Laxton Old C Park New Canterbury Rd l Summer Hill Lewisham t Cobar St Durham La Seaview S Petersham ulwich Hil Brighton St D gh School Union St Hi Jubil Railway Tc RR02-04 New Canterbury Rd Jesmond Av ee e Hercules St Marrickville Rd St DurhamSt Hobbs StRR02-05 Trafalgar St To B oth P RR02-06 e P etersham Dulwich Hill ac ill St ublic Sch h Rd Old Canterbury Rd Hunte Public Sch ison Rd W Den est St Garnet St r oulevarde St Victoria St The B Terrace Rd New Canterbury Rd d RR02-07

Hercules St

t

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d D Park ng RR01-03 Bedford C i l R Ness Av Ewa r Liv Av rt rdel La Dulwich Hill Napier RR01-02 Pigott St d Hurlstone Tenn Wa RR02-09 ysonRR01-01 St Goul Frazer St Miller St Park NB: Treatment details Miller La St RR02-10 ll Rd l RR02-12

for RR01 - Cooks River to w Yule St

Warde fo Porter Av RR02-13 r Marrickville Sydenham Rd Tennent Pde Iron Cove Greenway Dulwich St Fai Park Herbert St within the rail corridor Co y Rd nst bur RR02-11 Marr ituti r RR02-14 ickvil are provided as part of a Cante C on Rd w oo le Golf C Ne h Hill ol Pile St ks Ri Durha Seaview St ic ho C RR02-15 Ewen v lub separate masterplan w c harl Beaman er F Dul Park Park m airfowl La High S ecot St document. La l George St cules St am rfow Her h Fai RR02-16 Dur St St B ea RR02-17 Dulwich Hill c d Public Sch h R R Key to route detailing map symbols d Marrickville one t St Rd

es l RR02-18

Livings hur Pde Hercu t bury Grove Rd Macar aston Pine St Keith Robe Gl Wardell d e R Hercules St n r Res RR02-19 St a t ngsto Bedford Cr ell L vi rd Hol Li Ewar Wa lan t La Dulwich Hill ds A v Arthur St RR02-20 Albermarl Dudley St Intersection Off-road path Bicycle lanes Junction with Junction with d RR02-21 e St Mo treatment along major along this local route local route Wardell R ncu r St with lanes road between section of with lanes with lanes Warbu Ew p St art S cham rton intersections road M Beau St St arr t es ickvi Marrickville Coo l W le G West PS a Moy ks Ri ol RR02-22 e Rd rre ver f Clu n Rd Regional route on-road (no linemarking) Schools, colleges and universities b Beaman Livingston Regional route off-road Retail, cafes and entertainment Park Government & public buildings H Not near a road (park etc) Beside a road RR02-23 ill St Public open space (parks etc) d Privatised open space (golf etc) Regional route on-road with bicycle lanes Illawarra R Industrial & commercial usage Local route on-road (no linemarking) d champ St au e one R B st g Local route off-road n ivi Marrickville L Not near a road (park etc) Beside a road Richards Av Golf Club Wharf S Steel RR02-24 Park Sustainable Transport Consultants Pty Ltd t Local route on road with lanes PO Box 1601 BONDI JUNCTION NSW 1355 HJ Mahoney Warren Telephone 02 9386 4484 Fax 02 9389 5736 Reserve RR02-25 Park

Cooks River Proposed intersection Homer treatment with Jamieson Foley Traffic & Transport Pty Ltd St Suite 405, 5 Hunter St SYDNEY NSW 2000 Undercliffe Rd RR01-12 construction code Telephone (02) 9233 1277 Facsimile (02) 9235 2490 Bayview Av Marrickville Bikeplan 2006 Map RD02 Route RR03 detail - Balmain to Marrickville Regional Route

Philip St ta Rd RR03-01 Parramat Cannon St Margaret St Elswick St RR03-02 Fort Street Charles St Route RR04 detail - Balmain to High School

Petersham Station St Park Clarendon Rd Railway St Albany Rd Earlwood Regional Route Brighton St

West St Crystal St RR03-03 Douglas St Lewisham RR03-04 Terminus St York Cr Brighton St Percival Rd Railway Tce Petersham Gordon Cres RR03-05 Council t Trafalgar St Offices Hope Trafalgar

Frederick St ng S toun St toun Parramatta Rd Petersham RR03-06 Public Sch St Holt St You

Marton Ph Aubrey St d West St R i RR03-07 St lip St RR04-01 Cannon St Parramatta No Margaret St RR03-08 Elswick St rt New Canterbury Rd h Stanmore Rd umber Macaulay Rd Oxford St Charles John St Fort Street l Newington an High School RR04-02 College d Av

ay St S Bridge Rd Newington Rd Middleton St t w RR04-03 l Ducross St Morgan St RR03-09 Stat Shaw St ion St ai Clarendon Clarendon Rd Gould Av R Rd Addison Rd Brighton St Albany Rd ry Rd Crystal St RR03-10 d alisbu Napier St Rose St Douglas St R S al

Wardell Rd Frazer St Miller St Terminus St York Cr Miller La RR04-04 Perciv Railway Av Coronation Av

Livingstone Rd Petersham Agar St Gordon Cres Wilkins Yule St Sydenham Rd RR03-11 RR04-09 Porter Av Public Council Trafalgar St School Comunity Hope Marrickville Norwood LaSurrey St Trafalgar St Offices Trafalgar Stanmore Park Centre Fred St RR04-05 St

erick St toun Stanmore Harrow Rd St Holt Public Sch t St RR03-12 Horton St Mart n Park Rd Aubrey St Cav ha RR04-08 Stanmore Rd S o endish St t n RR04-06 RR05-04 Amy St Merc Stanmore Rd t Henson New Canterbury Rd RR04-07 Park Charlecot St Shepherd St St erty S George St Newington ib a Rd ton St CavendisL RR03-13 Oxford St e College Chapel St John h Hawk- ddl RR04-10 St t Centennial St Illawarr Mi hurst St Marrickville ThompsonMarrickville St Newington R RR04-11 Harringt High School Public SchChalder St Shaw S d on St Marrickville Rd Addison Rd Jarvie Browns Av

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Warr on Rd e gt v n R n Regional route off-road d rri Illawarra Rd a Schools, colleges and universities Not near a road (park etc) Beside a road C celsior A Retail, cafes and entertainment RR04-21 Ex Regional route on-road with bicycle lanes Government & public buildings RR04-22 Public open space (parks etc) Ck

ngton Rd rra Local route on-road (no linemarking) Richards Av o Privatised open space (golf etc) Wharf St Carri Ric ram Steel b Park hards Industrial & commercial usage Gum Local route off-road RR02-24 o HJ Mahoney Warren n Not near a road (park etc) Beside a road Reserve Park Mackey Cr iver Park RR04-23 Cooks R Local route on road with lanes Undercliffe Rd omer St Gough Whitlam Proposed intersection H Park Av Bayview Sustainable Transport Consultants Pty Ltd Jamieson Foley Traffic & Transport Pty Ltd PO Box 1601 BONDI JUNCTION NSW 1355 Suite 405, 5 Hunter St SYDNEY NSW 2000 treatment with Telephone 02 9386 4484 Fax 02 9389 5736 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 RR01-12 construction code Marrickville Bikeplan 2006 Map RD03 Route RR05 detail - Camperdown to Cooks River Regional Route

Parramatta Rd RR06-02 Denison S Mallett Camperdown Ca Park Nort t St Route RR06 detail - nnon St Cruikshank Bridge Rd hu St t Macaulay Rd mberland Av RR05-01 y St Fowler S Derb Gibbens Ro Annandale to Mascot O'Dea ss Fowler La ardigan La Reserve C S t Salisbury Rd St Clarendon Rd Clarendon Rd RR05-02 Regional Route d A y Rd R ustralia S Denison S Salisbur

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lia t St St ingston Rd S Prospec Holt St K t Newington Rd St College St down Margaret t Camper Church St Enmore Ed Memorial Park Agar St RR05-08 RR05-10 Sarah St Simmo Trade St RR06-06 Av Ba RR06-07 Cowper St nch St Addi RR05-11 Ly ltic St Comunity s ns Bedford St ermarle St on Rd Scouller St Juliett St RR05-09 Camden St Alb Ma Centre Philpott St Clar ry Llewellyn St Enmore Trafalgar St St King St Horton St TAFE St a Lennox St RR06-08 Jabez St Enmore t Park Ha RR05-12 erty S Phil Wilson St Denby St wken Lib RR05-14 St l Shepherd St Cavendis ip St a Rd Ers Victoria Rd h St Wilford L a kineville Chapel St Juliett St Laura St Belmore La Thurnby Newtown Illawarr Edgeware Rd ille La RR05-15 RR05-13 St Marrickville a Rd Thompson St Camdenvic Sch tio Publ Enmore Rd Public SchChalder St High St St Enmore n Leicester St RR05-16 Metropolitan R Theatre St School Simmo Norfolk St Angel St Marrickville Metro horse Ch Edin ourne Shopping Ctre Ed e- ap t B Whit el burgh Rd ge RR06-10 King St Newtown S ns St t zroy S wa Public Fit Rd re Holt St School Farr St toria Rd Edinburgh re Ed C RR06-09 Rd d o Vic mo argaret St llege St B M En Sydenham R RR05-17 edwi RR05-18 Rd ah St Wicks Sar SimmonsRR05-08 Park n Rd d Saywel Sydney Steel Scouller StLynch Av St n St ore TAFE Ju t Garners Av RR05-20 l Enm Camde St li Alice S L ett St C lew RR06-11 lara ellyn St S a Rd idge Rd t ore St r RR05-19 t r Kin war t g La Ca Victoria Rd low S Ha Little Commod d S Illa l Enmore Pearl S vert S Shir Unwins B RR06-12 wken Park t Holmwoo t S St l Av t tra iett s St n RR05-21 M l e a u Well C Gladstone St rri J RR06-14 RR06-13 ck Laura St d ville Edgeware ille R denv s Rd Cam John St Marrickville Buckley St ublic Sch Darley St St Peters de Marrickville Metro P Sydney RR05-22 Meek ourne St Sydenham B Shopping Ctre t Park R R Lord S d Railway P Edinburgh R d LeofreneRR05-23 ll St A Myrtle St Fraser Gleeson A RR06-15 se v v C Good A Park Burrows Av d ou Riverdalev Rd A Edinburgh nci Camdenville l St t v Bedw Oval S Charlotte eel oe RR05-24 Tillman St Rd h i Park n y Ivan Sydney Rd May St Sydney Park War n Rd RR06-16 re n R s Highwa d ringto d RR06-17 e Car t C ridge R am Rd B ce S pb Princ dge en ell S Flor t ns Bri Unwins wi RR05-25 Un St Peters RR05-26 RR06-18 Silver SPublic Sch Ed t Carrington Rd R Key to route detailing map symbols ith St ic RR06-19 hardson Mary Ro be Gumbramorra Ck r th Sydenham St t St Edi

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Key to route detailing map symbols

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Cooks R Parks and privatised open space Pathway On-road Off-road iver Regional route on-road (nolanes linemarking) or path Schools, colleges and universities Predominantly industrial usage shared Regional route off-road Retail, cafes and entertainment Not near a road (park etc) Beside a road Government & public buildings Public open space (parks etc) Regional route on-road with bicycle lanes Privatised open space (golf etc) Industrial & commercial usage Local route on-road (no linemarking)

Local route off-road Not near a road (park etc) Beside a road

Sustainable Transport Consultants Pty Ltd Local route on road with lanes PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736

Proposed intersection

treatment with Jamieson Foley Traffic & Transport Pty Ltd Suite 405, 5 Hunter St SYDNEY NSW 2000 RR01-12 construction code Telephone (02) 9233 1277 Facsimile (02) 9235 2490 Marrickville Bikeplan 2006 Map RD09 Routes LR11-LR16 detail

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New Canterbury Road Wilkins Yule St Syde t RR09-15 Public t S Porter Av nham Co Scouller RR08-17 Marrickville School Norwood La Comunity Addison Rd wp Union St RR09-14 Dulwich St Su lpot er S LR17-05 Fairfowl St d r LR17-02 Centre t Park Rd rey St Herbert St l R Phi LR18-04 Constitut Llewelly ark Rd Horton St St RR02-14 rdel P Laxton RR03-12 ion Wa St Park Rd New Canterbury Rd d Jabez St Denby RR02-15 Amy St Cobar St LR01-04 Williams Pde Durham La Charleco LR18-05 Seaview Sth Hill Enmore LR18-03 c Henson RR04-14 Park Union St Park LR01-05 Dulwigh School Shepher Hi t St George St St Rd New Canterbury Rd Jesmond Av RR03-13 LR17-03 ra LR18-06 Hercules St Fairfowl LR06-06 Victoria Rd RR08-20 DurhamSt St LR03-02 Hawk- Chap ter St LR17-04 Centennial Illawar e St hurst St Marrickville l St es Marrickville c Be Thompson St LR17-01 ach Rd High School Public Sch urne Dulwich Hill Lei Chalder St o LR18-Marrickville Public Sch Marrickvil B

ham Rd Chapel St Garnet St RR02-18 le Rd ne Rd Jarvie Ed to Park inburgh eters d

Station to West P Terrace Rd ngs LR18-02 i rr St RR05-17 v Fa Hercules St Li Town ctoria R Dulwich Hill l Rd Hall & Vi The Parade Macarthur Pde Library Sydenham Rd oy St rdel Pine S Wicks zr Keith St a R Fit Glastonbury GroveW ober Park t Hercules rs Av Say Sydney Ewart St Res LR18-01 Stt ne well St ngstone Rd Gar LR19-08 RR01-03 Bedford Cr Dulwich Hill Hol l Livi Ness Av Ewart La and Rd s LR03-03 ra Rd LL08- LR19-07 A Art St LR19-05 rsham Rd LL08-01 v w Tennyson St A hu Ca Victoria LR19-06 lb Str Illawar lve RR01-02 erma LR03-04 Pete rt St Shirlo Ness St ne Hurlstone RR02-20 LR19-04 rle St ral Av M ent ar Park RR02-21 MoncurLR19-02 St C Gladsto ric Avenue Wardell Rd LR03-05 RR04-18 kvil Tennent Pde War le E Rd Sydenham wa LR03-06 b Marrickville eks Rd LR19-03 urton Buckley St e rt St St Me Marrickvil Beauchamp St LR19-01 ay Pd LL09- Marrickville v Coo le G Rd W L Railw ks Riv West PS arr Moyes St RR04-19 eofre s A olf Clu RR02-22 e ne Gl n R Av rdale Fraser Ewen er b d e Geor Park LR05-01 Schwe RR05-23 Park eson Av Burrow Ewart Rive Av M ge ingstone Av e yr Beaman tt tl St Liv bel St e St Park RR04-20 St rlo e a Rai Street Ch Tillman lway R t Hill St Park y S LR19-Marrickville Ivanho d nr R d He d Wa ra R LR05-03 rre Station to Hurlstone n gton Rd rrin Illawar a C Belm Rd celsior Av Park Station B or LL10-01 Ex RR05-25 e e La lm champ St ns Bridge o au re e RR04-22 LR05-06 St B e Rd Unwi k ton Rd g ra C gston n r Marrickville in LL11-01 Golf Club Wv Richards Av Li harf St Carri Ri LR20-Warren Road Steel ch bramo RR02-24 Park RR05-27 ard Gum LL10-Golf course bridge HJ Mahoney Warren son

Reserve Park Mackey Cr ighway er Park LL12-01 Cooks Riv Princes H LL12-MackeySm Park RR11-04 ith St Gough Whitlam Homer St LL11-Steel Park Park v Bayview A Tempe

th St RR11-02 Sou Turella H Cooks River olbea anal Wolli Cre ek ch Av xandria C LL13-01 ghway Ale LL13-Kendrick Park Tempe nces Hi Reserve ri P

Key to route detailing map symbols Regional route on-road (no linemarking) Proposed intersection treatment with Regional route off-road RR01-12 construction code Not near a road (park etc) Beside a road

Regional route on-road with bicycle lanes Schools, colleges and universities Sustainable Transport Consultants Pty Ltd Retail, cafes and entertainment PO Box 1601 BONDI JUNCTION NSW 1355 Local route on-road (no linemarking) Telephone 02 9386 4484 Fax 02 9389 5736 Government & public buildings Local route off-road Public open space (parks etc) Jamieson Foley Traffic & Transport Pty Ltd Not near a road (park etc) Beside a road Privatised open space (golf etc) Suite 405, 5 Hunter St SYDNEY NSW 2000 Intersection Off-road path Bicycle lanes Junction with Junction with Telephone (02) 9233 1277 Facsimile (02) 9235 2490 treatment along major along this local route local route Industrial & commercial usage with lanes road between section of with lanes with lanes Local route on road with lanes intersections road Marrickville Bikeplan 2006 Map RD11 Routes LLL01-LL07 detail

Parramatta Rd Missenden Rd

Churc

Parramatta Rd h D Young St S en Ma t Phi ison Camperdown llett St lip St Park Parramatta Rd Nort S Lucas St Margaret St LL01-ClarendonCruiksh t Road Elswick St Cannon St ank t humberland Av St Gibbens S Grose S Ross er St Fowl DerbyS St Fort Street Charles St Macaulay Rd t Fowler La High School LR12-05 an La t Rd g i O'Dea Carillon Av d Petersham RR04-03 r Reserve LL02- Station St Ca Mi Park Bridge Clarendon Rd Clarendon Rd s Railway St senden Barker St Albany Rd Salisbury Rd Camperdown Brighton St LR13-03 A Rd West St y Rd ustra Rd Thomas St Crystal St D en Old Canterbury Rd Salisbur lia S Lewisham Petersham Douglas St gston iso pect St Memorial Park n St t Pros Terminus St York Cr Kin Church St Brighton St Percival Rd Railway Av Camperdownial Park LL02-01 Gordon Cres emor Jubilee StRailway Tce M Council Trafalgar St Trade RR06-06 St Ba Hobbs St Offices Hope Trafal Stanmore Trafalgar St l Frederick gar St ti

Toothill St Hunter St Bedford St c marle St toun St toun t Mary St Peter Stanmore S St Alber Pub St Holt St Public Sch t g St Marton Trafalgar Kin li sham Aubrey St Ca RR05-04 c Sch West St Stanmore Rd vendish St chan Lennox St Denison Rd St t St LL03-01 Stanmore Rd Mer LL03- Wilson St Victoria St New Canterbury Rd Phil iberty S L LL03-02 LL04- Cavendish S lip St Bedford Oxford St RR08-10 Ersk John St Newington Wilford La inev College t Belmore La Thurnby RR08-01 Newtown Middleton St La ille Rd nterbury Road Watkins Newington Rd Harrington St Statio Street Ducross St Morgan St Enmore Rd Shaw St Enmore High St New CaMorton Gould Av n Metropoli School Albert St wns Av Theatre St School Simmons St Norfolk St o Angel St Park Addison Rd LR16-03 horse Br Ed White- g King S Newtown e Napier St Rose St wa tan R Public

Wardell Rd re Rd Holt St School Newington Rd re Rd C t d ol Gould Av Miller St Frazer St RR03-11 mo lege St Miller La Margaret St Coronation Av gar St En Livingstone Rd A Sydenham RdWilkins LL04-01 Sarah St Simmo Yule St Public Porter Av Cowper St Scouller St nch Av St Marrickville School Norwood La Comunity Addison Rd Ly Surrey St Centre ore TAFE ns Fairfowl St Park Juliett Enm Camden St Herbert St LR17-02 Philpott St Alice St Horton St Llewellyn Clar t Park Rd LR15-04 S St St t a l Jabez St mmodore St Kin Amy St Little Co g La Seaview S h Hil Charlecot St Enmore Hawken lwic Henson Pe h School Denby St Du g Park t St ar Holmwood St Hi Park Shepherd St Sl George St t t t ells S Fairfowl Victoria Rd uliett S S W St Hawk- Chapel St J Laura LL05-Enmore Park Centennial St Illawarra Rd RR05-15 Edg ille

ester St RR05-14 hurst St Marrickville J Marrickville c T ewar Camdenv o ley St ho rne St blic Sch High School m Public Sch Marrickville Metro Pu hn S Dar St Peters S Lei ydney p Chalder St ou son St e Marr B Shopping Ctre St Park R R t ord d ickv Ch E d L ille Rd Jarvie ap din Park el burg LL06-01 dsell St St h C Goo Petersham Rd R o ngstone Rd d Rd unci Farr St Edinburgh Livi toria Rd Town c l Hall & Vi t St Syde oy S eel RR10-07 B Camdenville Library t e Pi Wicks dw Oval ne St Robert v nham y S Rd ne Rd Park Fitzr St to s A R Say Rd in May ay Sydney d Sydne w w h Park St vings RR05-18 el LL06-Bourne Street Garner Li l St Hig H ol Rd lands Av ge a Rd a Rd Campbell St Dulwich Hill rid Princes Arthur St tori ce St warr c RR10-08 ns B Al Calvert Vi i ber Illa irlow St w Floren Petersham Rd Sh Un mar v St le al A St tr Mar St Peters n Si Public Sch Mon Ce Gladstone St ri LL07-Saywelllver Street c ckvil St ur St le ey St E W Rd d arb Marrickville ith St urt Buckl e Mary St Rob uchamp St on Meeks Rd Bea St St y Pd ert th a Sydenham Grove St St Edi Marrickville Wa Railw v a La Rd Moyes Leofre a West PS e rren R s L ne A v Myr Fraser Gleeson Av er Robert L d Burrows A George St Bak ston iverdale tle Park R St ing Av Liv t Sch S webel St Rai Canal oe h Tillman lway R t Hill St Park y S Rd Ivan nr y d d He a War ghw Hi ren Rd gton R es Illawarra Rd Av rinc Carrin Belmore La P Rd dge Excelsior Belmore ns Bri v Unwi St

ton Rd ng ri Richards A ar C R Steel ichar Park d Gumbramorra Ck Warren son

Park Cr Mackey Highway er Park Cooks Riv Princes Smith S ercliffe Rd Gough Whitlam t Park v Regional route on-road (no linemarking) Proposed intersection Key to route detailingiew A map symbols Bayv Tempe treatment with Regional route off-road RR01-12 construction code h St utNot near a road (park etc) Beside a road So Holbe Regional route on-road with bicycle lanes nal Schools, colleges and universities Wolli C ach Ca reek ria Sustainable Transport Consultants Pty Ltd A v Retail, cafes and entertainment PO Box 1601 BONDI JUNCTION NSW 1355 Local route on-roadAlexand (no linemarking) Telephone 02 9386 4484 Fax 02 9389 5736 Wolli Government & public buildings Local route off-road Public open space (parks etc) Creek Jamieson Foley Traffic & Transport Pty Ltd Tempe Not near a road (park etc) Beside a road Privatised open space (golf etc) Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 Intersection Off-road path Bicycle lanes PrincesJunction Highway with JunctionReserve with treatment along major along this local route local route Industrial & commercial usage with lanes road between section of with lanes with lanes Local route on road with lanes intersections road Cooks R iver Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

10.2 Route direction signage

Figure 7 - Recommended directional signage system – (RTA 2003)

Regional routes and connecting local routes will use directional signage as specified in Section 9 of the NSW Bicycle Guidelines (see Figure 6). Route signage will indicate selected key destinations and sub destinations as shown in Map13. For good route coherence, high visibility and overall consistency along the length of the route, RTA recommended bicycle linemarking treatments will be used (see Figure 7). The minimum linemarking for dual-direction off-road paths is a dashed S5 centre line on straight sections becoming a S4 solid line on curves, steep gradients or where visibility is restricted. Stop and give-way holding lines will be used on off-road bicycle paths and on-road lanes in conjunction with regulatory signage at all bicycle network intersections. Linemarking of on-street facilities will be kept to a minimum in residential streets where bicycle lanes will only be marked within 10 metres of intersections. PS-2 bicycle pavement symbols will be used on unlined sections of streets to indicate the presence of bicycle routes. Bicycle lanes on regional and collector roads will be indicated by a combination of regulatory signs and linemarking as per the NSW Bicycle Guidelines depending on the type of facility. Where off-road bicycle paths or shared paths cross local, low-volume, low-speed streets and are given priority over street traffic, TBC transverse markings will be used to indicate the crossing point. Cycleway priority will be supported by regulatory devices such as Give Way signs and holding lines on the street.

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Green surface colouring will be used in limited situations to improve visibility, legibility and operating safety of bicycle facilities. This will particularly apply to facilities which permit cyclists to operate in ways different to other traffic such as: • On-road lanes eg - contra flow lanes, bicycle lanes adjacent to bus lanes and on bicycle lanes through car parks and to improve the visibility of bicycle shoulder lanes in busy street environments where motor vehicle and bicycle rider volumes are high, and risk of car door opening conflicts is considered great; • Mixed-traffic streets and at constructed road narrowings (i.e. mid block slow- points and street thresholds) to indicate the tracking path for bicycles; and, • Inside head start, expanded, right-turn and hook-turn storage boxes at busy intersections where bicycle turning movements are significant.

10.3 User mapping and information Safe and effective use of the network will be promoted in an accompanying educational and promotional campaign and by the production and distribution of a bicycle network map. This mapping is also suitable for use on information kiosk columns erected at key junctions around the network (see Figure 8 for example proposed for Cooks River Pathway Improvement project).

Figure 8 - Linemarking types (RTA 2003)

Figure 9 - Recommended sign column design

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Map 13 - Marrickville Bicycle Network Signage – destination target scheme

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Map 13 - Bicycle network signage - destination target scheme

Iron Cove Leichhardt Balmain Balmain Annandale Parramatta Camperdown

Ashfield

Sydney City Petersham Lewisham Stanmore Newtown Town Hall Station Enmore Shops

Marrickville Dulwich Hill Park Shops Eastern Suburbs Henson Park Enmore Pk- Marketown St Peters Station Dulwich Hill Marrickville Station Marrickville Shops Station Canterbury Sydenham Homebush Station Bay Sydney City Eastern Subs

Mascot

Tempe Earlwood Station

Marrickville Bicycle Plan 2006 Legend SignageSchools, colleges Destination and universities Roads Targets and streets LegendRetail, cafes and entertainmen Regional route Local route RegionalIndustrial target & commercial usage Regional routes destinations PathwayLocal On-road routes Off-road Local (sub) target lanes or path Botany Bay destinations shared Marrickville Bicycle Strategy 2007 Final version for 14 August 2007 Technical Services Committee meeting

11 Appendix B – Network design guidelines This section is designed as a technical resource for Council officers to support the ongoing implementation of the physical infrastructure component of the Marrickville Bicycle Strategy.

11.1 Bicycle network objectives Experience both in NSW and elsewhere has shown that for bicycle facilities to be of maximum benefit to, and fully utilised by, the community, the following objectives are recommended: 1. Routes connect to local and regional centres and other major trip generators; 2. Regional routes are fed by local routes which in turn provide access to and from local residential streets; 3. Routes are as direct as possible; 4. Routes are attractive both for users and residents; 5. Routes offer a high level of user safety; and, 6. Routes are easy and comfortable to use. This section outlines the design issues necessary to achieve these objectives. In addition to these fundamentals a number of other important new issues are dealt with in this project specifically relating to the extensive use of low-traffic volume/low speed residential streets.

11.2 Design standards and guidelines The principal guidelines to be used in the implementation of this Bicycle Strategy are: • NSW Bicycle Guidelines, (RTA 2003); • Guide to Traffic Engineering Practice - Part 14 Bicycles , (AUSTROADS 1999); and, • NSW Planning Guidelines for Walking and Cycling , (DOP 2004). Additionally, a number of other Australian and overseas design manuals and guidelines have been consulted in the planning of the network and the formulation of detailed treatment designs. These documents are: • Australian Standard AS1742.9 – Manual of Uniform Traffic Control Devices, Part 9 Bicycle Facilities. Standards Australia; • Guide to Traffic Engineering Practice - Part 13 Pedestrians. Austroads; • Australian Standard AS1742.10 – Manual of Uniform Traffic Control Devices, Part 10 Pedestrian Control and Safety Facilities. Standards Australia; • Sign Up For The Bike – Design Manual For A Cycle Friendly Infrastructure (CROW 10 1993), Centre for Research and Contract Standardisation in Civil and Traffic Engineering, The Netherlands; • Toronto Bike Plan , City of Toronto, Canada (TORONTO 2001); and, • Collection of Cycle Concepts, Danish Road Directorate, Denmark 2000 (DRD 2000).

11.3 Designing for the bicycle user and their machines In planning for the bicycle, its human (user) and mechanical (vehicular) operating characteristics should be taken into account: • Bicycles are powered by human muscle. This means that power loss due to loss of mo- mentum is an important consideration. This is why bicycle riders dislike having to come to a full stop at the bottom of a hill as the loss of momentum has to be replaced with physical effort to climb the opposing slope.

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• Bicycles need space to manoeuvre. As a two wheeled, light-weight vehicle powered by human muscle power the machine often requires additional space to manoeuvre and is sensitive to surface condition (cracks and joints). On steep climbs generous road operating space is very important as it is often difficult, when applying considerable pedalling force, to track a precise line. • Bicycles need clearly marked operating space. In the past bicycle users have been expected to share operating space with other road users. While this can work well in low- volume, low-speed road environments the bulk of arterial roads (which provide important access to most destinations) give very hazardous and unpleasant cycling conditions. The RTA, the planning and engineering professions and road authorities both interstate and overseas, now recognise that for cyclists to be provided access to travel destinations operating space needs to be adequately provided. • Bicycles are vulnerable. As bicycle users have no “crumple zone” it is important for facilities to be designed to compensate for this factor. In road lanes past parked cars the extra space to avoid a suddenly opened car door can be a life-saving provision. • Most bicycles do not have suspension. Therefore bicycle users are very sensitive to road surface conditions. In swift down-hill runs poor surface conditions can cause crashes. • Bicycle users are open to the weather and the environment. Wind and wet weather are often seen as negatives but these are balanced by the positives of being in better contact with the experience of pleasant surroundings. • Bicycle users are social beings. It is legal to ride two abreast and this very human of needs should be recognised. This is especially important with parents as it gives them the important opportunity to safely supervise their children. • The bicycle rider has “human limitations”. Humans have cognitive limitations so the important goals of clarity and simplicity in intersection design and the overall signage scheme will help users to use these facilities safely and comfortably regardless of their level of technical competence or ability to cope with often complex environments. 11.4 Bicycle network design The needs of bicycle users and their requirements for an efficient and usable network can be best summed up in the five key principles of good bicycle network design: • Coherence. The network “hangs together” and links popular destinations. It is also continuous – when riding on any of the main ‘regional routes’ it is very clear where the route is designed to take you. All intersections on the network will provide a clear path for cycle users as well as other modes. The network will be easy to find and very easy to follow. Links will also be provided to other transport modes and the bicycle network will mesh seamlessly with the urban street system. • Directness. The network will be as direct as possible. Long detours will be avoided as human energy is required to propel the vehicle. This will be balanced against the problems of topography – a slightly longer route may work better because it contours around a hill rather than tackling it at its steepest climb. Network design will also take into account both the slowness in operating speed of bicycles up-hill and the relative speeds when descending. • Attractiveness. The bulk of the community say that cycling is and should be an enjoyable activity. Network infrastructure will be fitted into the surrounding environment so that the enjoyment of the experience is enhanced. Clear well-placed signposting will indicate major destinations. Centrelining and edge marking of off-road routes will indicate the serious transport intent of these types of facilities. The cycle network will also feel like a

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socially “safe” place to be as the community prefers well-lit, open-to-view routes to dark and dingy surroundings. • Safety. Well designed cycle network infrastructure improves the road safety of bicycle users, pedestrians and motor vehicle users. Intersections will be designed to include bicycles as well as other types road user. Mid-block treatments will take into account urban amenity and resident access. • Comfort. The bicycle network will be easy to use for all types of bicycle use. Depending on the speed and volume of other traffic (motor vehicles or pedestrians) some level of separation is often needed. The community regularly indicates its preference for off-road routes in high traffic locations. Where routes are chosen through quiet suburban streets separation is not needed.

Figure 10 - Key design principles (RTA 2003)

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11.4.1 Bicycle network design objectives A. Reduce encounters between cyclists and fast-moving traffic When members of the general public are asked what kind of bicycle facility they would most like to ride they invariably answer: a separated cycleway. Though most roads in the urban environment are not considered unsafe to use in a car, bus or truck, many cyclists comment that on a bicycle they are decidedly unsafe. The issue of physical separation is uppermost in the minds of the existing users, as well as the large numbers of cycle owners who seldom venture out onto the roads on their bikes. The application of bicycle lanes, marked bicycle-use road shoulders and bicycle/parking lanes has only been a recent experience for most NSW road users, and though this system has provided a good beginning, it falls apart when the bicycle facility reaches an intersection. This is because at the place of most potential conflicts, the intersection, space is not provided for bike use, or there is no clear indication given to the bicycle user as to where the road builders and managers would like them to travel. Some degree of separation is always desirable because of the often conflicting needs of the motor-vehicle and bicycle networks. At low traffic speeds and volumes however, it is possible to plan and construct a successful shared road environment provided that the transitions from separated space to shared space are safely handled. The best-practice method of achieving separation is by marked lanes, intersection treatments or by off-road bicycle paths. Figure 10 (from the NSW Bicycle Guidelines ) shows the relationship between the degree of separation required given the pre- Figure 11 - Separation calculato r (RTA 2003) vailing traffic speed and volume. There are three methods of separation: physical separation (paths, shared or exclusive-use, sepa- rated from the roadway); visual separation (line marked space on roads – bicycle lanes or shoul- ders); and mixed traffic (riders share lane space on the road with motor vehi- cles and off-road with pe- destrians). There are two categories of shared space. Spacious profile - shared space is where there is a consis- tently wide kerb lane to allow riders and drivers to comfortably share space according to the prevail- ing road speed. In very low speed envi- ronments such as residen-

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tial areas and on very narrow inner-city streets, where the aim is to keep all vehicle speeds low, it is preferable to restrict the lane width so that vehicles cannot pass riders and must follow each in turn. This is tight profile shared space and can be used for bicycle routes in low-speed, low volume environments such as residential streets and laneways. In deciding on the need for separation of operating space for bicycles it should be recognised that there are equally great benefits to the motor-vehicle network when this is done. Where bicyclists are required to share normal road lanes, they often find themselves in the very unpopular position of travelling much slower than the normal traffic which can create disruption to the motor-vehicle flows. By allocating road space to bicycles, road designers/builders can improve safety for all user types and increase the efficiency of the facility. In places where separation is impossible or undesirable the most effective means of crash prevention is to reduce the speed difference between bicycle riders and cars. This also applies to paths shared with pedestrians.

B. Treat bike route crossings of streets or roads as intersections Intersection treatments are the major component of this strategy. In the many instances where bicycle routes use local residential streets, linemarking or mid-block engineering treatments will seldom be used. Intersections, however, will always be treated using clear and simple linemarking on approaches to show each road user where to position themselves in order to safely negotiate the intersection. The priority assigned to each arm of intersections will be clearly indicated by regulatory signage (STOP or GIVE WAY) or traffic signals. Priority will be allocated in accordance with normal traffic management methods. In instances where the bicycle and main road networks intersect, priority is usually assigned according to the function of the road and the bicycle facility. For instance in the case of a local bicycle route crossing a regional road the latter would obviously have priority and give- way signage or traffic signals would be fitted to the cycleway approaches.

C. Designed bicycle facilities to include al types of bicycle user The Marrickville Bicycle Network will cater for a broad range of riders in the community providing efficient, well-connected facilities that offer consistent quality throughout. This approach focuses on the comfort of the rider and aims to create a riding environment which allows the maximum possible mobility with the minimum stress and risk. Bicycle riders have no standard characteristics. The way a destination is accessed by them depends on what type of rider they are. This depends on a number of factors such as age, level of experience, riding proficiency, their vehicle (bicycle type), fitness, motivation for travel, comfortable travel speed etc. For example the type of facility providing direct access to a primary school needs to take into account the operating characteristics of young and vulnerable riders whereas a regional bicycle route would cater for adult riders with a broad range of cycling skills, operating speeds and trip motivations. Austroads Guide to Traffic Engineering Practice, Part 14 – Bicycles (AUSTROADS 1999) lists seven broad categories of bicycle rider which it urges bicycle facilities designers to take into account. This broad categorisation is unwieldy and impractical and has often resulted in major facilities which are usable for one distinct category but do not adequately cater for others.

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The Marrickville Bicycle Strategy proposes a user-oriented categorisation. This approach is used with great success in countries with high levels of cycling such as the Netherlands and Germany (TU-DELFT 2000) as a method for including the broadest range of users. The three user groups listed in Table 9 encompass the Austroads Part 14 categories. Table 8 - Bicycle user group categories and their operating characteristics Group Description Characteristics A Vulnerable to traffic Children between 10 and 16, the elderly, the hard of hearing, very short trips, slow speeds (less than 15 km/h), traffic shy, slower reaction times B Active adults Speeds between 15 and 30 km/h, alert and ‘road aware’, average to high level of riding skill and proficiency, all trip purposes, C Sports and fitness Speeds higher than 30 km/h, prefers ‘main road’ environments,

In low-volume, low-speed residential streets groups A, B and C will operate in a mixed environment while ensuring that the special needs of group A, the most vulnerable, are met. For this reason bicycle network intersection treatments will pay particular attention to the needs of this group with physically separated facilities while in many cases B and C riders will be provided with a visually separated alternative. On busier roads, especially at or near major trip attractors such as strip shopping centres, A and B groups will share bicycle facilities while group C riders will use the normal street infrastructure. Group C’s major needs will be met by the development of the Marrickville Road Riders’ Circuit – a 15km loop using existing roads and streets and with directional signposting and intersection provision.

11.4.2 Integration to adjoining regional and local networks The Marrickville Bicycle Network is designed to give users maximum connectivity to popular trip generators and destinations within the Marrickville LGA and adjoining council areas. Though the future routes shown on Map 4 have yet to be developed to final design, whether neighbouring routes exist or not every attempt will be made to achieve a smooth connection to adjoining LGAs. It is important that regional bicycle routes (the ‘main roads’ of the bicycle network) have high continuity and connectivity with all other elements of the network both existing and proposed.

For good route coherence, high visibility and overall consistency along the length of regional routes, RTA recommended bicycle lanemarking and line marking treatments will be used. On high-volume, high-speed, multi-laned state roads, off-road paths will provide a safe and usable facility for the broadest range of bicycle users and walkers.

11.4.3 Signage and linemarking It is essential that bicycle routes, whether on-road or off-road, shared or exclusive use, be clearly identified for the public as a transport facility where normal road rules apply. Where off-road shared-use is declared these paths will be signposted with regulatory signage, linemarked with a centreline to separate opposing flows and marked with pavement symbols and directional arrows to reinforce correct path usage. Specific recommendations for bicycle network signage are included in Appendix A.

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12 Appendix C – Evaluation of existing routes Each of the fifteen existing routes was surveyed in detail and evaluated on the basis of the project design principles as outlined in Section 5 of this document. Table 9 provides a summary of route evaluations and recommends their feasibility for inclusion in the 2007 network plan. Table 9 should be red in conjunction with Map 3 – Existing Routes. A full photographic record of existing route facilities and conditions is supplied as part of the supporting materials. Table 9 - Summary of existing routes technical evaluation No Opportunities Constraints Recommendation L1 Route is good alternative to busy Route too circuitous and lacking the Route be retained as a local route and Parramatta Rd with good grades but could directness of parallel main roads. straightened. Busy road crossings benefit from some straightening. Route has Only available controlled crossing of busy improved at Bridge Rd, Crystal St and good possibilities for continuance through Crystal St is at Petersham TAFE (Elswick West St. to the Sydney CBD via RPA Hospital and St). Directional signage incomplete. Sydney University. L2 A generally low-stress route. Reasonable Improved crossing of Salisbury Rd needed. The Stanmore Station to Camperdown grades. Could be linked with other routes to Bedford St is good route to Newtown Memorial Park become part of a new E-W provide good east west route of regional Bridge but through access in that area is regional route paralleling the railway significance. problematic in the short term. Directional between Sydney and Parramatta. Improve signage incomplete. crossing of Salisbury Road. L3 Links to Young Street which is a good N-S Steps at southern end of Stanmore Station This route become part of a north-south route through Annandale to Balmain. Good underpass. Difficult intersection at regional route connections to destinations south of the Salisbury & Percival & Douglas Sts. railway line. Directional signage incomplete. L4 Good local access though the area in a Route serves only a short distance (Victoria Move local route to Denison St which has NE-SE direction. Access through street St has poor connections as part of a longer better connections at the southern end. closure on Jubilee St. Connects with L10 at local route) Directional signage incomplete. Retain link to northern side of Petersham Hoskins Park. Station via Old Canterbury Rd. L5 Good N-S route through central Addison Road section is difficult. Some Join this route to L3 route to form new Marrickville. Reasonably direct and using crossing points of busy roads need extra regional N-S route servicing central part of moderate to low-trafficked roads. treatment. Directional signage incomplete. LGA. L6 Good connection to points north and south. Route needs improved treatment at This route should form part of a new N-S Should form part of new regional route. intersections. Directional signage regional route. incomplete. L7 Route passes significant trip generators. Route meanders (significant detours). Parts of this route should be included in This route would work more effectively if Route ends short of Sydenham station. regional bicycle routes servicing the extended to link other trip generators and Some difficult uncontrolled intersections in southeast segment of the LGA. important destinations. need of treatment. Directional signage incomplete. L8 This route is the best alternative to heavily Route is circuitous due to lack of Include this route in network. trafficked roads in this area. permeability in the local street network. Directional signage incomplete. L9 Good route between Dulwich Hill and Route has no network connection at Should form part of new local route joining Marrickville stations south of rail line. Low eastern end. More logical connection would stations to the south of rail line. traffic streets. be Marrickville station and surrounding shops. Directional signage incomplete. L10 Low traffic-volume streets and roads. Route is circuitous and hilly. Some difficult Parts of this route should form sections of Crosses central Marrickville in an E-W crossing points on busy roads. Directional regional and local routes along the central direction. signage incomplete. E-W corridor. L11 Good N-S connection between Dulwich Hill Mid block and intersection in need of Include in new local network route to and cooks River path using low traffic- improvement. Garnet St shared with service western part of LGA. volume streets. Ashfield Council. Directional signage incomplete.

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L12 Meeks Road is a better alternative Victoria Road is heavily trafficked and its This route is to be moved to Meeks Rd and performing the same network function but part concrete surface makes it difficult to will form part of a N-S regional route with far less traffic. treat as a popular cycle route. Many difficult providing access to the Cooks River Path. and untreated intersections. Directional signage incomplete. L13 Good local route servicing the Tempe Shared path along Princes Hwy in need of Retain as local route. residential area and linking it to Sydenham upgrade. station and Marrickville. CR- Proposal to locate route inside rail corridor On-street route is circuitous. Some difficult Greenway proposal in corridor supported. ICG would create a high quality N-S regional crossing points of busy roads. Development as per separate master route for transport and recreation. planning process. Sections of existing on- road alternative routes included in new network routes. R- Existing Cooks River Path has a good Route meanders. Access points are limited Retain as E-W regional route. BBC alignment and is well used for transport and sections of path need widening. Improvements recommended by recent and recreation. Cooks River Path Improvement Study.

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13 Appendix D – Bicycle parking details This section provides a technical resource for Council officers to support the ongoing implementation of the bicycle parking component of the Marrickville Bicycle Strategy.

13.1 Technical details and recommendations

Figure 12 - Bicycle parking criteria

13.1.1 Reference guidelines for bicycle parking Where bicycle parking provision is made or recommended by Marrickville Council, the following guidelines should be used (in priority order): • Marrickville Council Development Control Plan 19 – Parking Strategy. (MC-DCP19); • NSW Planning Guidelines for Walking and Cycling , (DOP 2004); • Guide to Traffic Engineering Practice - Part 14 Bicycles , (AUSTROADS 1999); and, • NSW Bicycle Guidelines, (RTA 2003).

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13.1.2 Trip purpose and parking needs Collection and delivery of items: Providing “ride-in” facilities may reduce the risks caused by bikes clustered around entrances to buildings or lying on pavements. Parking for such short stay users does not necessarily need to be very secure, but it does need to be near the entrance of, or inside, the place visited. Shopping type visits: The rider may be away from the bike for as much as an hour, and ideally should be able to observe the bike. Groups of cycle stands should be located at regular in- Photo 4 - Bike racks near Newtown Neighbourhood tervals, so that the bike does not Centre have a high use have to be parked more than a short walk from the final destination. Extending trip range with public transport: Use can be regular (commuter) or casual for a wide variety of purposes. Regular use requires a higher level of security (lockers) while casual use prefers rapid access racks and stands. Meetings and appointments: Use is often irregular and can be for long periods, up to a whole day. Users favour locations where lighting and surveillance are perceived to be good - usually at or near to main building entrances. Workplace: This is all-day use on a regular basis. Demand for such parking is more likely to justify grouping of racks, often within areas where there is controlled access, CCTV, monitoring, or individual lockers. Domiciliary parking: This requires high standards of security for parking, and should aim to avoid the need to take bikes a long way into the building. This category includes locations such as university halls of residence, or at hospitals for staff who live on-site.

13.1.3 Hardware for bicycle parking Bicycle parking installations usually consist of two types of device: a rack or locker to secure individual bicycles and an enclosure to store many bikes. Table 10 - Bicycle parking types (from Austroads Part 14) Class Security Description Type of use level 1 High Bicycles stored within fully enclosed individual Transport interchanges commercial buildings and remote lockers fitted with high security door locks. (unsupervised) public locations. Recommended for regular and longer term storage. 2 High to Bicycles locked to rack within a security room, Regular use by company employees. Users need to have a key to medium enclosure, compound or cage. the enclosure and provide their own lock to secure the bike to racks within the enclosure. 3 High to Bicycles locked to high quality racks in public area. Casual and medium term use by staff, customers and the general Low Users provide their own locking device. Level of public. security dependent on level of supervision.

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Bicycle parking racks The bicycle rack is the basic parking device. Provided it is permanently fixed to its base, it can provide an acceptable level of security according to the type and quality of the locking device used by the bicycle rider. Bicycles stored in unsupervised racks in public places are still susceptible to malicious and accidental damage. Lockers or enclosures can be used to overcome these security issues and are typically used for longer-term parking. The level of security is dependent on not just the bicycle rack or lock but the sum of the devices and systems used to protect the parked bicycle. For example, an installation consisting only of bicycle racks may offer a high level of security if the bicycle parking installation is within a physically supervised area. The key user requirements of a well designed rack are that it should: • Support the bicycle upright by its frame in two places; • Prevent the wheel of the bicycle from tipping over; • Enable the frame and one or both wheels to be secured; • Have a maximum securable (tube) width of 100mm to permit use by high security U-type locks; • Support bicycles without a diamond-shaped frame with a horizontal top tube (e.g. a compact or women’s style frame); • Allow front-in parking: the front wheel and the bicycle down tube should be able to be secured with a U-type lock; and, • Allow back-in parking: the rear wheel and the bicycle seat tube should be able to be secured with a U-type lock. Table 11 - Design principles and specifications for bicycle racks and hardware Design Minimum specifications principle Proximity Convenient – near entrance(s) to building - Bicycle parking located within 50m of the destination it is intended to serve (based on DoT, UK, 1997). Rack installations as close or closer than the nearest car parking space. Local BUGs consulted on the precise location of bicycle parking. Secure/safe Bicycle parking facilities situated where there is active and passive surveillance (i.e. people passing the facilities, and (situation, where possible, people overlooking the facilities). lighting, rack Good lighting (see Austroads Part 14). security) Racks securely anchored to ground and non-removable (shear-head bolts or concreted in-situ). A level of security appropriate to the location and expected usage. Access/ Easily accessible from the road or dedicated bicycle path. Comfort Larger installations should be well connected and signposted to regional and local bicycle routes. Access and egress designed to minimise conflict with flows of pedestrians and/or vehicles. Bicycle parking on private land located so that the minimum clearance between a parked bicycle and the edge of a motor vehicle traffic lane is 600mm, and 1000 mm where the average traffic speed exceeds 60 km/h. Bicycle parking facilities located so that the minimum clearance (for a pedestrian to pass) between a parked bicycle and any other obstruction is 1200 mm. Rack installation protected from rain – if more than 10 spaces, at least 50% covered. Where an access path to a bicycle storage or parking facility includes stairs, such stairs include a bicycle wheeling ramp in accordance with figure 7.12 in Austroads Part 14. The gradient of access ramps not more than 25%. Visible Bicycle rack area clearly visible from the entrance it serves. Well positioned signs provided for all bicycle parking facilities, including visitor parking Bicycle parking facilities included on any relevant maps. Attractive Quality racks harmonious with their environment in both colour and design. Siting sensitive to both user needs and the design and management of surrounding area. Sited to encourage people to use the facility and feel like they are respected transport users.

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Rack and rack Bicycles supported upright by the rack in two places with the front wheel prevented from turning and thus tipping over the element bicycle. Bicycle locked to rack by the frame and at least one wheel using either a U-type or cable lock. Both front-in or back-in parking permitted. Maximum piping size for U-lock = 100mm The rack fits all types and sizes of bicycles and is durable and resistant to heavy use and attack by thieves and vandals. Racks use quality materials, finish (coating/plating) and fixing methods. Parking facilities easy to use and find (signposting and user instructions etc) and attractively designed and sited to fit in with surrounding environment. Durable and resistant to vandalism. Easy to clean and service the rack and its ‘footprint’. Facilities - Complementary showers and lockers (and where appropriate, changing rooms) provided in close proximity to bicycle showers and parking. lockers

Enclosures and lock-up cages Enclosures with racks inside them provide a high level of security to the system, provided that access to the enclosure is controlled and restricted to the actual users. In single company workplaces access to the enclosure can be controlled by means of security keys, digital passwords and visual identification by security staff. Supervised public access enclosures work well along the lines of a standard carpark where users must present a matching ticket butt in order to remove their bike from the area. This type of public enclosure is common in the centres of some European cities. Unsupervised enclosures seldom work in public areas as it is almost impossible to restrict casual access to the enclosure to immediate users. Building carparks can be considered as a form of enclosure provided that the access to these areas is tightly controlled and restricted to residents and/or staff. The level of security offered by such places is usually low as entry/exit control is usually based on motor vehicle access which can easily permit unobserved access by pedestrians.

Bicycle lockers Lockers combine speed of parking with weather protection and high levels of security. Of all cycle parking provision, lockers require the greatest level of management commitment and organisation. Good lockers can be expensive both to buy and install, and the opportunities for abuse are greater, so controls must be stronger. Ideally lockers are available 24 hours a day so installations need to be well lit and supervised. Liabilities for securing contents needs to be more clearly defined than for open parking. The ability to search a locker and to trace a user is important for security reasons. People are likely to be willing to pay for their use, but unless payment systems and access are relatively simple users will choose an easier method. The widely preferred system for lockers is a medium/long term hire regime. However, such a regime requires an explicit agreement with users to: • Define the user’s responsibilities in keeping the door shut at all times when leaving the locker, storing only bikes and related accessories, and reporting any problems with a minimum of delay; • Set penalties for misuse and termination conditions; • Provide rules for the return of keys; forfeit or refund of deposit; fines for ending an agreement before term; • Obtain user contact details, waivers for inspections and set out provider’s liabilities; • Set out the “locker owners” obligations to provide a secure locker, including transfer in the event of damage to the locker; and,

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• Offer added value incentives, such as options of insurance cover for parked bikes and locker users (eg block third party liability assured through national cycling organisations).

Parking information and signage Signage at key approaches directs riders to bicycle parking areas. Signs indicating bicycle parking are as important as signage for car parking. The location of major rack installations will be shown on bicycle network mapping. Even though most U-rail bicycle racks and lockers are relatively easy to use it is recommended that clear signage be affixed to an adjacent pole, wall or pavement to identify the racks and lockers for regular, casual and potential riders. Good system information is essential to the successful operation of any transport system. Graphical sign boards are useful to show bicycle users how to lock their bikes to more complicated parking racks (sometimes necessary in high volume situations).

13.1.4 Management and maintenance The management of bicycle storage and parking facilities is an important though often overlooked aspect of bicycle parking provision. Bicycle racks need little management. Once installed they are available at no cost to the user and apart from cleaning and access considerations (if they are located in a security area) they require very little intervention by the building owners/managers. Cages and permanent compounds, usually containing U rails or similar devices for locking bicycles usually have a lockable door and present serious security and management issues. They are usually provided to closed groups of people such as employees of a single organisation. Enclosures for the general public are usually unworkable as it is very difficult to maintain good security on access to the compound. Cleaning, lighting and safe access issues need to be addressed on a more regular basis. Magnetic swipe cards or reprogrammable combination door locks can provide a good level of security and be relatively easy to maintain and operate among a group of employees. Buildings often already have their own access controls - and an extra card reader may be relatively easily installed. Magnetic card readers are often set for access to work places and can be adapted for bike storage at the same building. Casual use and obtaining cards in the first instance can be an issue for both users and managers. Bicycle lockers can require minimum management once users have been issued with their key. Key systems commonly in use are high-security (non-copyable) types and usually require the user to pay a fee to cover the costs of administering and maintaining the system. Short term coin-in-the-slot key operated lockers similar to airport and swimming pool lockers are rare, as this type of storage device is difficult to maintain. Lost or stolen keys require time- consuming staff attention and costly maintenance to repair lockers and locks. Modern cashless electronically operated lockers can be set up for use with a credit card but this type of device is costly to install and is only suited to high volume, high-turnover locations. • Supervision of the bicycle parking installation should be considered as an integral part of overall building and precinct security. • parking should be promoted as a key element in the bicycle transport system and cycling as an attractive and ‘smart’ method of personal transport. • Staff and visitor access and transport information for the building or public space (maps, signs, brochures etc) should show the site location of bicycle parking facilities. Signage

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showing how to reach the bicycle parking should be visible from the car park and building entrances. On or near the racks themselves a brief explanation of how to use these facilities should be displayed. • During the initial ‘ramp-up’ operational period the use of bicycle parking facilities should be monitored and additional demand met quickly if this is within predicted future capacity. • Regular monitoring, cleaning and maintenance of bicycle facilities should be undertaken as part of the normal security and upkeep operations of the building and its environs.

Maintenance The design and siting of racks, lockers and enclosures should easily permit regular inspection, maintenance and cleaning. Racks sited in difficult corners are not only difficult to use but are hard to keep clean and can often lead to an accumulation of rubbish and debris. Galvanised or stainless tubing racks are very durable and under cover may require little or no maintenance. Powder-coated (painted) racks and lockers should be inspected annually and repainted to prevent base metal corrosion. Vandalism and graffiti are serious issues for all types of parking device and should be considered both in the selection of device materials, surface finishes and siting.

Evaluating use and upgrading Parking installations should be monitored by the owner/manager on a regular basis. A brief annual survey of users can collect data and information which will assist with the effective management of the parking installation. When installing racks, enclosures and lockers it is always important to consider future as well as current usage. The most effective method is to design the installation with space to install more parking if and when demand increases.

Figure 13 - Bicycle parking management issues

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City of Toronto (Canada) bicycle rack installation application form

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14 Appendix E – Cycle ‘n’ Ride details This section provides a technical resource for Council officers and transport operators to support the ongoing implementation of the Cycle ‘n’ Ride component of the Marrickville Bicycle Strategy.

14.1 Key factors affecting mode of choice The critical aim in facilitating bicycle-train/bus travel (Cycle ‘n’ Ride) is to make it easier for a person to access a station or stop from a greater distance than by walking. People living within a comfortable walking distance are unlikely to use a bike as their trip is quicker and simpler without one. Using a bicycle for the shorter trips (say under 5 minutes) involves comparatively extra effort (adjusting clothing for riding, securing luggage, fitting helmet, lights at night, wheeling out of garage or house, getting into parking area, finding vacant rack or locker, locking bike and securing belongings etc) compared with walking. Riding a bicycle over about 5 minutes to a station involves less physical effort than walking, so the decision to ride to the station is a trade-off and is only made when the advantage of travelling extra distance for less physical effort outweighs the other aspects of bicycle usage.

Photo 5 - Short-term bicycle parking at Apeldoorn station in the Netherlands Key factors affecting mode of choice are: • Cost. The up-front costs (price of bus or train tickets or car parking and tolls) are the prime concern – seldom is the cost of running a motor vehicle factored into the decision; • Distance. Distance is often the first concern when choosing the travel mode to get to public transport. For short trips (less than 1km) distance is not so important. The most comfortable distance to ride is between 1 and 2.5km. Beyond that most people will consider the distance too far to travel by anything other than car or local feeder bus; • Convenience. Human-centred issues such as effort and convenience in getting to the station eg: quality of the route; the way one has to dress; and the impact of weather and other environmental factors;

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• Time. The time taken for any leg of a journey has a significant impact on the choice of mode. If it takes too long to walk, cycling or driving become the preferred options. Time is more of an issue with shorter journeys to station or stop as the time taken to park a car or bike is often greater than the total walk time. Up to 250m it is always quicker to walk; • Safety. The lack of a safe and stress-free route to the station is a key factor in discouraging cycling and walking. Personal safety concerns influence mode choice decisions particularly in places where ‘street life’ is diminished or when the traveller has to make the connecting journey at night time; • Existing car or bike ownership. The availability of a bike, car or very convenient connecting bus will often influence the choice of feeder mode. If a person does not own or ride a bike then it is unlikely they will purchase one specially unless influenced by interventionist marketing programs; and, • Quality of service. Often the frequency, speed or reliability of service is a determining factor in the decision to go to a particular station. For example a person will quite often decide to travel further in order to use a station (such as Sydenham) which offers more frequent or express services and a better selection of destinations. This may mean that they will travel to a station which is not the closest one to them on the line. If the above factors can be satisfied, the decision to cycle to a rail station or bus stop can still be influenced by infrastructure provision or physical issues such as: the availability of easy- to-use, secure and attractive parking facilities; an easy, attractive and safe route to the station (not perceived as too dangerous or too heavily trafficked); and, not too hilly.

14.2 Design and development of Cycle ‘n’ Ride travel This subsection provides details on key technical issues designed to assist public transport operators and Council, as owner/manager of the public domain, to provide improved bicycle user access and connection to transport services. Table 12 - Recommended technical guidelines

Guidelines Coverage NSW Bicycle Guidelines, (RTA 2003) • Local and regional bicycle network facilities • Medium- and high-volume parking installations at stations Guide to Traffic Engineering Practice - Part 14 • Bicycle parking provision – racks and siting Bicycles , (AUSTROADS 1999) AS2890.3 Parking facilities Part 3: Bicycle • Bicycle parking provision – racks and siting (more comprehensively covered in the parking facilities two documents listed above) NSW Planning Guidelines for Walking and • Planning and policy context and resources Cycling , (DOP 2004) 14.3 National and international experience Providing high quality access and parking facilities at stations for bicycle riders is an important way of increasing the level of usage by that mode, but there are other factors which need to be considered if bicycle transport is to achieve the spectacular levels of use as demonstrated in other parts of the world. In other places where bicycle transport as a feeder mode has been energetically promoted, patronage rates have increased for the systems they feed. Research carried out by Peter De Leeuw and Herman Weijers of the Technical University of Delft in the Netherlands (TU- DELFT 1999) showed that bicycle parking improvements promoted at rail stations in The Netherlands have resulted in a significant increase of the number of people travelling by train.

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Elsewhere in Europe, facilities have generally been installed as a reaction to local demand for bicycle parking facilities which greatly exceeded existing capacity. It is common throughout the Dutch, Swiss and German rail systems to see many thousands of bicycles parked around stations. Japan has a similarly high level of bicycle parking at stations in urban areas. In the ten years leading up to 1995 the Dutch Government invested $A2.5 billion on bicycle infrastructure as part of the national Dutch Bicycle Masterplan. During that period bicycle park ‘n’ ride facilities were improved both in providing routes to stations as well as racks, lockers and “bike stalls” (cloak room type facilities for bikes often as part of bicycle repair shops). As a direct result of this substantial national investment in bicycle infrastructure bicycle usage has increased particularly as a feeder mode to rail and bus public transport. In response to this increase, the Dutch Railways announced in 2000 a DFL460 million five-year investment program to improve and upgrade its system of fietsenstalling, or guarded bicycle sheds, at major rail interchanges.

Figure 14 - Medium volume bicycle parking installation (Figure 11.1 - NSW Bicycle Guidelines) Table 13, from the Dutch Ministry of Transport, Public Works and Water Management (1995) publication: Cycling in figures – Facts about cycling in the Netherlands, shows the growth of mode share in bicycles as a feeder to and from the surface rail system. Table 13 - Mode of choice connecting with public transport in The Netherlands Mode of transport before transit 1975 1978 1979-83 1988 Cycling/moped 30 39 35 45 Walking 35 25 27 25 Car driver 5 15 12 7 Car passenger 6 Bus/ tram/ underground 20 21 20 18 Other 0 3 4 1 All modes 100 100 100 100

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The average distance for bicycle trips before transit in The Netherlands in 1990 was 3.3 km (trips after transit were 2.7km) whereas the before transit trip average in the same year for walking was 0.9 km and for cars 11.3 km. In the USA coin operated bike lockers were installed from 1972 on the Bay Area Rapid Transit system in San Francisco. Over the succeeding years BART has installed 600 lockers and 1,368 racks in response to demand. Lockers are rented for a three monthly period (similar to the NSW CityRail lockers) and are used close to capacity. Japan has a heavy investment in providing bicycle parking spaces at its transit stations. 10% of all Japanese rail customers use a bicycle to get to the station. In some centres this can be as high as 50%. Japan has pioneered the development of the fully- automated multi-level bicycle parking stations located at the most popular stations on the commuter rail network. Over 3 million bicycle parking spaces are now provided for Japanese rail users. In NSW through its Secure Bicycle Locker scheme, Transport NSW has provided 534 lockers at 25 CityRail stations and 5 Sydney Ferries wharves. Lockers are rented to the travelling public and the scheme is managed by Bicycle New South Wales. A three month rental fee and a key deposit are charged. A recent study of the scheme’s operation (SKM. 2000) found that the scheme had a 34% take-up level compared to between 50% and 60% elsewhere. Over the past eight years Queensland Rail has installed over 1,400 lockers on its Brisbane City Train network. Queensland Transport advises that these are used to capacity. Demand for increased installations has used up all available vacant space. At some stations existing car parking places are being replaced with bicycle lockers. Lockers are provided free with users signing a three month contract and paying a key deposit. The only other locker rental schemes elsewhere in Australia are in Victoria and West Australia. A small number of lockers was installed on the Melbourne rail system during the 1980’s. A locker scheme was established in West Australia in the early 1990s. Each station’s locker installation was managed by a different community organisation. This scheme has largely folded due to difficulties and differences in the management of the system and its component installations. Figure 15 - High volume bicycle parking installation (Figure 11. 2 NSW Bicycle Guidelines)

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15 Appendix F – Bicycle friendly streets details Methods for providing bicycle access on all streets Shared lanes On roads where exclusive space is not marked for bicycle route facilities, safe operating space may be provided by widening the travel lanes thus allowing a vehicle to pass a rider without the need to leave the lane. This is particularly important in the kerbside lane where most riders will tend to travel. Austroads Guide to Traffic Engineering Practice, Part 14 – Bicycles Section 4 provides recommendations on lane widths suitable for motor vehicle/bicycle sharing.

Shared shoulders On rural type roads and in some urban environments it is a common practice to mark the road shoulder by means of an E1 edge line. As bicycles are the only vehicles permitted to travel using road shoulders it is possible to provide good bicycle route access by sharing these shoulders with parked motor vehicles provided that there is adequate space. Austroads Guide to Traffic Engineering Practice, Part 14 – Bicycles Section 4 includes recommendations on widths for shoulders for sharing by bicycle riders. Adequate shoulder width should allow for clearance between parked vehicle car door openings and bicycle riders.

Bus lanes Unless signed otherwise bicycle riders may legally operate in bus lanes. In order to accommodate both bicycles and buses in a comfortable shared situation it is important that bus lanes be of an adequate width to allow for passing. Austroads Guide to Traffic Engineering Practice, Part 14 – Bicycles, Section 4 and the NSW Bicycle Guidelines – Section 5 make recommendations for adequate lane widths and issues related to shared bus lanes. Table 14 - Methods for retro-fitting bicycle facilities during street upgrades No Method Application Comments 1 Remarking traffic Resizing road lanes to provide either visually Positioning of linemarking in relation to existing conditions and/or parking lanes separated bicycle lanes or kerbside lanes wide (road joints, drainage, parking restrictions, sightlines etc) enough for sharing 2 Upgrading service Marking service roads to include visually Special attention to parking, driveway access and entry/exit roads separated bicycle operating space points to maintain bicycle facility continuity 3 Sealing shoulders On rural roads and unkerbed urban roads. Bicycle shoulder lanes can also be fitted to kerbed urban roads with parking provision 4 Converting footpaths For off-road bicycle/pedestrian route within the Suitable for off-road one-way pairs or two-way shared path on to shared paths road corridor one side only 5 Indenting car parking Where footpath space is available Preserves parking and permits straight through kerbside bicycle lanes at intersections. 6 Car parking on one By removing a parking lane from one side of road Reduces parking. Can be used in conjunction with angle side of road only only to create bicycle operating space parking schemes in adjoining side streets to preserve existing parking space availability. 7 Road-widening at Where median space is available Move other lanes in to median to create bicycle operating median space at kerb 8 Road-widening at the To add bicycle operating space in the form of Best used where number of driveways and side streets is at a kerb increased width of the kerbside lane or by adding minimum to reduce overall costs. a bicycle lane. 9 Removing a traffic Other lanes markings may have to be readjusted Best done when resheeting lane to include bicycle lanes or widened kerbside lane 10 Creating an off-road Two way on one side only or one-way pairs Recommended option where traffic speeds and volumes are bicycle path high

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Table 15 – Methods for including bicycles at intersections Facility type Use Issues Kerbside lane widths to include Signalised and unsignalised intersections Turning movements of motor vehicles, level of difficulty bicycle operating space for rider Turning provision Signalised and unsignalised intersections Turn from centre (bicycle lane or shared lane), turn from left (right turn or left turn)

Table 16 - Methods for retro-fitting bicycle facilities to intersections Facility type Use Comments Remarking traffic lanes To provide bicycle route continuity and operating Turning movements of other vehicles space Including a right turn from the left To provide bicycle route continuity and operating Turning movements of other vehicles bay or hook turn box space

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16 References AS2890.3 1993. Parking facilities Part 3: Bicycle parking facilities AS2890.3 . Standards Australia, Sydney, Australia. AUSTROADS 1999. Guide to Traffic Engineering Practice, Part 14 – Bicycles . Austroads. Sydney, Australia. CROW10 1993. Sign up for the Bike. Design Manual for a Cycle Friendly Infrastructure. Centre for Research and Contract Standardisation in Civil and Traffic Engineering. The Netherlands. CROW 1997. Bicycle Parking in the Netherlands. Centre for Research and Contract Standardisation in Civil and Traffic Engineering. The Netherlands. CSAHS 2003. Cycling to work in Sydney: analysis of journey-to-work Census data from 1996 and 2001 . Telfer B, Rissel C. Central Sydney Area Health Service, Health Promotion Unit, Sydney, Australia. DOP 2004. Planning Guidelines for Walking and Cycling. NSW Department of Planning. Sydney, Australia. DRD 2000. Collection of Cycle Concepts. Danish Road Directorate. Copenhagen, Denmark. GEOPLAN-ARUP 1996. Marrickville Bicycle Strategy 1996 . Marrickville Council. Sydney, Australia. ERCDT 2004. Local Authority Assessment Progress Review 2004 – Guidelines and Matrices for Assessment. AEA Technology for the National Cycling Strategy. London UK. FIETSERSBOND 2001. Cycle Balance – Objective Assessment of Local Cycling Conditions. Fietsersbond (Dutch Cycling Union) Utrecht, The Netherlands. LTSANZ 2004. Cycle Network and Route Planning Guide. Land Transport Safety Authority of New Zealand. Wellington, NZ. MC-DCP19. Marrickville Council Development Control Plan 19 – Parking Strategy. Marrickville Council. Sydney, Australia. RTA 1999. Action for Bikes – Bikeplan 2010 . Roads and Traffic Authority of NSW. Sydney, Australia. RTA 2003. NSW Bicycle Guidelines. Roads and Traffic Authority of NSW. Sydney, Australia. RTA-NRTC 1999. NSW Road Rules (Incorporating the Australian Road Rules). Roads and Traffic Authority of NSW/National Road Transport Commission. Sydney/Canberra, Australia. SKM 2000. Review of Secure Bicycle Locker Rental Scheme. NSW Department of Transport - Sinclair Knight Mertz. Sydney, Australia TORONTO 2001. Toronto Bike Plan – Shifting Gears , City of Toronto, Canada. TPDC 2003. Cycling in Sydney – Bicycle Ownership and Use. NSW Transport and Population Data Centre. Sydney, Australia. TU-DELFT 1999. Trains Buses and Bikes: Dutch Policy, Dutch Practice . De Leeuw, Peter. & Weijers, Herman. p112-117. In Velo-city 11 th International Conference Proceedings 1999 TU-DELFT 2000. International Handbook for User-Group Based Bikeway Design . Bach B, Diepens J. Technical University of Delft. Netherlands.

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Marrickville Bikeplan 2006 Route RR07 - Sydney to Parramatta Regional Route Newtown to Petersham Sector - Detail Design Package

Parramatta Rd Miss enden Rd t Chu S Parramatta Rd rch St Den Young Mallett St

Philip St Parramatta Rd a Rd ison Camperdown Ca St Park Parramatt Northum Lucas St Margaret St n Cruiksh Elswick St non S ank St e St lay Rd r St Gros t Macau a wle berland Av Fo Charles St Rd Derby St Gib Fort Street e R oss High School digan L O'Dea bens Fowler La ar Reserve C C St arillon Av Bridg Petersham St Station St Salisbury Rd Misse Park Cla Clarendon Rd Railway St Rd rendon Rd Albany n Barker St de Brighton St Aus Rd West St n Crystal St n Thomas St Den t Rd d ralia St to Old Canterbury Rd Salisbury Rd l R Douglas St iso Lewisham RR03-05 a n St Prospect St RR07-08 Terminus St York Cr RR07-03 Kings own RR07-05 amperd Ch Brighton St Petersham RR04-04 Perciv Railway Av C al Park Gordon Cres urch St RR07-07 Jubilee StRailway Tce RR05-03 Memori Spencer St RR07-02 Council Trafalgar St Trade St RR06-06 RR06-07 B Hobbs St r St Hope RR02-05 Trafalga Offices Frederick Trafalgar St Stanmore alt

Toothill St Hunter St t St Bedford ic St rmarle St t RR07-04 Mary St

Petersham St oun Stanmore Albe St Public Sch St Hol g Public Sch nt St S RR07-06 Marton Trafalga t Kin Aubrey St Cavendis ha West St c enison Rd Stanmore Rd St r St Lennox St RR06-08 D Rd h St t ia St y Stanmore Rd Mer RR07-01 ty S Wilson St Victor New Canterbur er Phillip S St Lib Caven Erskinev Oxford St t John St Newington dish lford La St ThurnbyWi t College Belmore La Newtown Middleton La il anterbury Road Newington Rd Harringt Statio le Rd C t Ducross St Rd S Morgan St Enmore t l Shaw S on St High S New Gould Av s Av Enmore n St e Morton n e Metropolitan School g w Theatre Nor S ors folk St Denison Rd o An Park i h Addison Rd r mmons B Edgeware R White- Newtown

Napier St Public St

Wardell Rd School Rd

d

Livingstone Rd

Comprising the following drawings: Key to route detailing map symbols MBP2006 RR07 Works estimate MBP2006 RR06-08 King and Mary Streets MBP2006 RR06-07 Mary and Lennox Streets MBP2006 RR06-06 Australia and Albermarle Streets Intersection Off-road path Bicycle lanes Junction with Junction with treatment along major along this local route local route MBP2006 RR07-B Baltic Street with lanes road between section of with lanes with lanes intersections road MBP2006 RR05-03 Trade St and Kingston Rd Schools, colleges and universities MBP2006 RR07-04 Douglas and Gordon Streets Retail, cafes and entertainment Government & public buildings RR01-12 MBP2006 RR07-05 Gordon and York Crescents Public open space (parks etc) Proposed intersection Privatised open space (golf etc) treatment with construction code MBP2006 S03 Contraflow unmarked in narrow streets Industrial & commercial usage MBP2006 S04 Route linemarking 1 MBP2006 S05 Route linemarking 2 Regional route on-road (no linemarking) Regional route off-road MBP2006 R01 Bicycle network signage Not near a road (park etc) Beside a road MBP2006 R02 Network direction signing methodology Regional route on-road with bicycle lanes Local route on-road (no linemarking)

Local route off-road Not near a road (park etc) Beside a road

Local route on road with lanes Marrickville Bikeplan 2006 Schedule of works and budget costings Bicycle Infrastructure Development Strategy 19/10/2006 Page 1

Code Location Treatment details and recommendations Estimated Length Path & Kerb & Line Signage Struct & Design Conting cost km road median marking misc 3% 10% RR07 Sydney to Parramatta via Newtown Via Newtown shops, Stanmore shops and station, Petersham station and shops, 314,171 3.742 132,215 42,050 45,066 57,960 0 8,319 28,561 Lewisham shops and Summer Hill RR06-08 King St & MarySt & Erskineville Rd Intersection treatment as per Standard Diagram S02 Figure B (grren colour in first 10m of Mary 8,826 0 0 510 7,280 0 234 802 St bike lane). Signals modified incl bike lamps. Linemarking in Erskineville Rd & Mary St legs dj t d RR06-D Mary St Contraflow lane as per Standard Diagram S02 - Figure A (splitter island Lennox St end - Type 4,203 0.105 0 0 930 2,780 0 111 382 B (no island) King St end. RR06-07 Mary St & Lennox St Remove existing island. Construct new splitter island. Construct new 3.0m kerb ram on 15,964 1,150 7,540 420 4,980 0 423 1,451 northern side of Lennox St RR06-C Path through Campersown Memorial Widen path by 1.0 metre. Linemarking. Direction signs (3) at path branch (LL02). Shared path 39,156 0.201 30,490 0 2,010 2,060 0 1,037 3,560 Park signage RR06-06 Australia St & Albermarle St Construct new kerb extension with drainage cover (2.5x6m). Replace kerb ramp with new 3m 18,581 740 9,710 650 5,300 0 492 1,689 ramp. Give way sign and linemarking on path. Direction signs (2). Parking restriction signs. RR07-A Albermarle St Parking lines (C4) and PS-2 bike symbols 4,602 0.331 0 0 4,062 0 0 122 418 RR07-01 Albermarle St & Baltic St Linemarking at intersection (10m approaches). Direction signage (group of 6) 3,048 0 0 410 2,280 0 81 277 RR07-B Baltic St Parking lines (C4) and PS-2 bike symbols 1,747 0.121 0 0 1,542 0 0 46 159 RR07-02 Baltic St and Trade St Linemarking at intersection (10m approaches). Direction signage (group of 6) 3,048 0 0 410 2,280 0 81 277 RR07-C Trade St Parking lines (C4) and PS-2 bike symbols 2,590 0.183 0 0 2,286 0 0 69 235 RR05-03 Trade St & Salisbury Rd & Railway Av Enlarge traffic island. Construct two new 3.0m kerb ramps. Mark roundabout approches for 22,218 950 10,910 970 6,780 0 588 2,020 bikelanes. Diretion signage. (set of 6). Roundabout GW sign. Linemarking. RR07-D Railway Av Parking lines (C4) and PS-2 bike symbols 8,124 0.590 0 0 7,170 0 0 215 739 RR07-03 Railway Av & path into Stanmore Res Use existing kerb ramp. Linemark intersection approaches (10m). Direction signage (group of 3,161 0 0 510 2,280 0 84 287 RR07-E Path through Stannmore Res to Resurface path. Linemarking. Shared path signage. 66,054 0.148 55,840 0 1,480 980 0 1,749 6,005 Underpass/Signal crossing RR04-04 Douglas St & Percival Rd crossing New kerb ramp. Path linemarking. Direction signage (2). 2,912 0 1,360 410 800 0 77 265 RR07-F Path from underpass to Gordon Cres Realign path to terminate in Gordon Cres behind bus shelter. Linemarking. Direction signage 28,739 0.065 24,715 0 650 0 0 761 2,613 (group of 6) RR07-04 Path transition to Gordon Cres New 3m kerb ramp behind bus shelter. New 2m splitter/refuge islands near entrance to Gordon 16,961 0 7,540 650 6,780 0 449 1,542 RR07-G Gordon Crescent Parking lines (C4) and PS-2 bike symbols 6,179 0.447 0 0 5,454 0 0 164 562 RR07-05 Path between Gordon Cr and York Cr New 3.0m kerb ramps. Repaving footpath surface at Gordon Cr. Directional and parking 8,464 0.056 1,180 2,560 730 3,000 0 224 769 and transitions restriction signage. RR07-H York Cr Parking lines (C4) and PS-2 bike symbols 1,217 0.082 0 0 1,074 0 0 32 111 RR03-05 Crystal St intersections with York and Resurface path on eastern side of Crystal St. Realign lanes in Trafalgar St to include green 40,362 0.074 17,150 2,430 5,664 10,380 0 1,069 3,669 Trafalgar St bicycle lane (between L-turn and strait lanes). Bicycle signal lamps. Extend kerb on SE corner. Direction signage (group of 6).

RR07-I Trafalgar St Parking lines (C4) and PS-2 bike symbols 8,015 0.582 0 0 7,074 0 0 212 729 Marrickville Bikeplan 2006 Schedule of works and budget costings Bicycle Infrastructure Development Strategy 19/10/2006 Page 2

RR07-06 Trafalgar St & Railway Tce 0 0 0 RR07-J Railway Tce Trafalgar St to West St 0 0.200 0 0 RR02-05 Railway Tce & West St 0 0 0 RR07-K Railway Tce West St to Old 0 0.372 0 0 Canterbury Rd RR07-07 Railway Tce & Old Canterbury Rd & 0 0 0 Longport St RR07-L Longport St 0 0.185 0 0 RR07-08 Longport St & Rail bridge 0 0 0 Apply PS-2 pavement symbols along Mary St in three locations: as shown at King St end; 5.4m mid block, and; at Lennox St end (see RR06- 07 details). Centres of PS-2 symbols positioned as shown. PS-2 PS-2 Install 1.5m contraflow bicycle lane for 6m in Mary Street. Use L5 line, green pavement colour and pavement symbols as shown 2.0m 0.70m G2-204-2 direction Move existing fingerboards. See separate R5-23 and R5- 1.5m direction signage schedule 400 signs 2.5m north

Mary Street PS-2 New R-93 plate under existing BA-1 R2-2L sign

PS-2

New R-93 plate under King Street existing R2-2R and R2-6 signs

Install bicycle crossing lanterns at existing signalised intersection. Install in-road loop bicycle detectors on Install 1.5m northern and southern wide green approaches surface marking through Add "missing 4th leg" intersection to pedestrian crossing to indicate path of signalised intersection southbound layout cyclists

G1-205 advance direction board. See separate direction signage schedule

PS-2 BA-1 R7-1-4 Backed-up Raised (60mm) two-way BA-1 on same bicycle path on western pole half of Erskineville Rd to link with Wilson St bicycle lanes. Details to King Street PS-2 future City of Sydney treatment diagram.

1.5m 1.5m G4-202 reassurance board. See separate direction signage Notes schedule 1. For route direction signage details see separate schedule. 2. Bicycle facilities south of King Street to separate detail by city of BA-1 Er PS-2 Sydney s 3. Traffic signals at King and Mary Street to include separate bicycle kine phase to run with pedestrian phase. Adjust bicycle lamp phasing to vi ll allow shorter "amber" time than for pedestrians "flashing red" e Road 4. Traffic signals atWilson St & Erskineville Rd to include bicycle pahse to R7-1-4 allow for bicycle movements north and south along Erskineville Rd Backed-up on same PS-2 pole Apply PS-2/BA-1 pavment symbols in BA-1 Legend Erskineville Rd bicycle lanes at both ends and Footpath/shared path mid block as shown. S4 solid separation line for Kerb extensions full length of two-way bike lane. Details to future City of Sydney treatment diagram.

Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy

Jamieson Foley Traffic & Transport Pty Ltd RR06-08 Detail treatment diagram Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 23/9/2006 - Version 1 Scale 1:225 King and Mary Streets, NEWTOWN Camperdown Memorial Park Remove existing R2-11 sign from this R8-2 pole Widen existing Two-way G2-204 Remove existing R2-6 kerb ramp to full fingerboards. See Apply S5 broken and R2-11 signs on width of foot centreline to path separate this pole. The only crossing bars R2-6 t between Lennox St and sign mounted on this schedule. tree australia St. Apply PS-3 pole is the R1-1. 6 and PS-4 pavement .0 m Lennox S symbols at both entrances to path.

Install 1.4m wide green surface colour BA-3R and pavement PS-2 Advance warning symbols 1.5m direction sign R1-1 Reposition existingTF stop line to location as shown. Extend 2.4 m 2.4 PS-2 green pavement colour and L5 R9-3 line aligned to the TF line. UA-3R R2-4 R8-2 Install 1.5m wide green (New) surface colour L5 line and BA-1 pavement symbols as shown R9-3

Remove existing R2-4 R1-1 sign on this R5-40R Remove 0.75m from pole and replace western end of existing with R2-6 sign. R2-6 island. Remove kerb Install R9-3 plate 5.4m extension to return kerb below existing Mary Street corner to 0.01m radius. R2-4 sign. Reinstate narrow kerb ramp as shown. Install R5-400R new bollard on inside of remaining island. These signs Apply PS-2 pavement mounted symbols in Mary Street mid block 20m from corner. Centres of PS-2 symbols PS-2 positioned as shown. PS-2 G1-205 advance direction boards (northbound and southbound backed up on same pole). See 2.0m m 0.70 separate schedule.

Legend

Footpath/shared path Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 Kerb extensions PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy Existing lines and islands

Jamieson Foley Traffic & Transport Pty Ltd RR06-07 Detail treatment diagram Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 23/8/2006 - Version 1 Scale 1:225 Mary and Lennox Streets, NEWTOWN 10m

Advance warning direction sign just east of Denison St Camperdown Hedge Memorial Park 2.0 m G2-204-2 direction PS-2 fingerboards mounted on timber power pole. 3-way direction

Albermarle Street 1.5m See separate direction 6.8 m Apply centreline, path signage schedule fingerboards back PS-2 give-way line, PS-3 at path intersection and PS-4 pavement Tree locaded behind symbols as shown. "maze" sculpture. 2.0 m

R8-2

Remove all Existing path existing signs 2.0 m from this power

pole. Affix new 2.4 m R8-2 signs as Install two new islands shown. 1.0 w x 1.5m deep 0.5m out from kerb Widen existing kerb face. Islands topped ramp to 2.4m with faux brick. Install new R1-2 sign on southern island Hedge 10.2 m Australia Street

Legend Footpath/shared path Kerb extensions Existing lines and islands

Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy

Jamieson Foley Traffic & Transport Pty Ltd RR06-06 Detail treatment diagram Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 3/5/2006 - Version 1 Scale 1:225 Australia and Albermarle Streets, NEWTOWN Retain existing Give-way signs and LinemarkTrade St (between Baltic line marking at this St and Kingston La with C4 dashed intersection lines 2.0m from each kerb. C4 line St Marys St becomes a solid E1 (100mm wide) curved in to corners as shown. Apply PS-2 pavement symbols at 1.4m 50m intervals along street. Centres Trade Street of PS-2 symbols positioned 1.4m out from the C4 line.

G2-204-2 direction fingerboard. See separate direction signage schedule

C4 and E1 lines adjusted in 1.4m es mid-block section where centr 90 degree parking is permitted on both sides of Fit BA-3R and BA-3L street. An algled E1 line pavement arrows in (100mm wide) joins the addition to PS-2 symbols sections of C4 lines running in advance of intersection parallel to kerb on both to indicate route turn. sides of the street. G1-205 Advance direction board 20m south of Fitzroy Lane. See separate direction signage schedule

1.4m centres Baltic S

treet

PS-2 pavement symbols in centre of road 1.5m apart. Symbols placed at intervals along Baltic St between Fitzroy La and Trade St aligned as shown.

ane Fitzroy L

G1-205 Advance direction 1.4m ntres board just south of Fitzroy ce Lane. See separate direction signage schedule oy Lane Fitzr

10m Fit BA-3R and BA-3L pavement arrows in addition to PS-2 symbol in advance of intersection to indicate route turn. Pavement symbols and G1-205 advance 1.4m

arrows aligned as shown 10m centres direction board just west of Oxford St.

6.8 m See separate G2-204-2 direction direction signage fingerboards on SW schedule corner intersection. bermarle Street See separate Al direction signage Retain existing 6.8 m schedule Bedf stop signs and Legend or line marking at d S Footpath/shared path treet this intersection Kerb extensions

Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy

Jamieson Foley Traffic & Transport Pty Ltd RR07-B Detail treatment diagram Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 24/9/2006 - Version 1 Scale 1:550 Baltic Street, NEWTOWN R5-40R

Kingston Road R5-40R

G1-205 advance Future bicycle board mounted on shoulder lane timber power pole. treatment in For details se separate Kingston Rd to direction signage Salisbury Rd schedule.

Painted traffic island

R5-40L Railwa R1-3 y Avenue R1-3 1.5m bicycle lanes to Kingston 3.2 m Lane max

R1-2 0 m Replace existing L2 Install green 3. sign board with G4- surface marking 202-1 reassurance in roundabout as per Section 7.2.6 board mounted on 0 m timber power pole. of the NSW 3. Bicycle Guidelines For details se separate PS-3 PA-1 direction signage PS-3 PA-3L Trade Street schedule. R8-2 on existing pole

G2-204-2 direction Remove existing island. Build Install new fingerboards mounted out kerb intoTrade St.Top with 1.5m bicycle lanes between 1.5m wide on timber power pole. smooth gap-free concrete Install new Kingston Rd and Kingston Lane. kerb ramp See separate direction surface. Include new driveway Green surfacing across mouth of signage schedule 1.5m wide R1-3 ramp and two 1.5m bicycle angled Pierce St to Kingston Rd ramps as shown. kerb ramp

Future removal of islands to extend Legend Footpath/shared path bicycle lane to e Street on Road Bedford St Kerb extensions intersection ierc Existing lines and islands P

Kingst

Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy

Jamieson Foley Traffic & Transport Pty Ltd RR05-03 Detail treatment diagram Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 24/8/2006 - Version 1 Scale 1:225 Trade St and Kingston Rd, STANMORE Douglas Street

Remove 2m G1-205 Advance section of BB line direction board. See as shown separate direction G2-204-2 direction R5-400R signage schedule fingerboards. See (Existing) separate direction signage schedule 2.0m R8-1

2.5 m R8-2

Crescent don Grate Gor R5-400L (New)

Tree trunk Linemark Gordon Crescent Construct new 2.5m (between Douglas St and Stanley Linemarking and PS-2 concrete path and wide St with C4 dashed lines 2.0m from symbols as shown. kerb ramp as shown. each kerb (see Diagram S04-A). Apply PS-2 pavement symbols at 50m intervals along street. Centres Legend of PS-2 symbols positioned 1.4m Footpath/shared path out from the C4 line. New traffic islands Linemark Gordon Crescent New concrete path (between Douglas St and Stanley Tree coverage of site St with C4 dashed lines 2.0m from each kerb (see Diagram S04-A). Apply PS-2 pavement symbols at 50m intervals along street. Centres

of PS-2 symbols positioned 1.4m Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 out from the C4 line. Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy

Jamieson Foley Traffic & Transport Pty Ltd RR07-04 Detail treatment diagram Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 23/8/2006 - Version 1 Scale 1:225 Douglas Street and Gordon Crescent, STANMORE Stanley Street

R8-2 and R5- G1-205 signs on 40L mounted timber power pole R5-40L back to bck on above giveway and timber power parking signs. See pole E1 line Gordon Crescent R8-2 separate sign schedule.

R8-2

Path GiveWay line

1.8m wide path along side PS-3 railway corridor through toYork Tree trunk Crescent. Resurface path.

Repair concrete path in S4 solid path this area to smooth level surface finish centreline at end of Remove existing kerb path and on corner. S5 Remove existing ramp and replace with R5-40R sign dashed path line along bollards at both new 1.8m wide 6 metres G1-205 Advance direction central section of path ends of path angled kerb ramp as from ramp board 50 east of path. See toYork Cr. shown on new kerb Relocate seat to separate direction signage build-out this location schedule

Legend Footpath/shared path Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Kerb extensions Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy Existing lines and islands

Jamieson Foley Traffic & Transport Pty Ltd RR07-05 Detail treatment diagram Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 23/8/2006 - Version 1 1:450 Gordon Crescent & Stanley St, PETERSHAM Figure A - Contraflow bicycle lane in narrow street with entry/exit islands Figure B - Contraflow bicycle lane in narrow street without entry/exit islands

1.5m R7-1-4 R7-1-4 1.5m Backed-up Backed-up R1-2 R1-2 BA-1

UA-1 UA-1

R9-3 R2-2 R5-40L BA-1 R9-3 R2-2 R5-40L PS-2

R5-400L R5-400L

PS-2 Car parking Car parking should always should always face in same face in same direction as direction as one-way street one-way street flow flow R2-4 R2-4 R9-3 R9-3 R5-40R R5-40R

R1-2 R1-2 BA-1 BA-1 UA-1 UA-1

R9-3 R2-14 R9-3 R2-14

PS-2 PS-2

R5-40L R5-40L R7-1-4 R7-1-4 Green coloured Green coloured pavement is pavement is recommended recommended for the bicycle for the bicycle contraflow lane contraflow lane where traffic where traffic volumes are > volumes are > 3,000 vpd 3,000 vpd

R5-400R R5-400R

R5-40R BA-1 BA-1 R5-40R

R2-4 R2-4 R9-3 R1-2 R9-3 PS-2 PS-2 R1-2 1.5m 1.4 - 2.0m

After Figure 5.8 NSW Bicycle Guidelines After Figure 5.8 NSW Bicycle Guidelines

Legend Footpath Median strip/splitter island

Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy

Jamieson Foley Traffic & Transport Pty Ltd S02 Standard engineering treatment diagram Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 12/5/2006 - Version 1 Not to scale Bicycle contra-flow lanes in narrow streets Figure S04-A Parking advisory lanes with shared travel lanes and no centre line Figure S04-B Bicycle shoulder lanes and no street centre line

Footpaths Footpaths Kerbside advisory parking zones Car parking adjacent to kerb Shared travel lanes (shown Bicycle shoulder lanes without marked centreline) Travel lanes (shown without marked centreline)

2.0 m 1.4m Recommended dimensions for <12.8m road 1.4m 2.0 m 2.0 m 1.5m 5.8 - 6.0m 1.5m 2.0 m

PS-2 PS-2

Pavement symbols at minimum 75m PS-2 intervals and before and after side streets 10.0 m

R1-2 R1-2

PS-2

10.0 m PS-2 Green surface colour used across intersections on > 5000 vpd streets

PS-2 PS-2

R1-2 Pavement symbol adjacent to side PS-2 street to alert incoming traffic

Line types C4 C4 Line types C4 L5/C4 L5/C4 C4 After Section 5, NSW Bicycle Guidelines

Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy S04 Standard engineering treatment diagram

Jamieson Foley Traffic & Transport Pty Ltd Suite 405, 5 Hunter St SYDNEY NSW 2000 Recommended bicycle lane treatments Telephone (02) 9233 1277 Facsimile (02) 9235 2490 25/9/2006 - Version 1 Not to scale A- Parking advisory and shared travel lanes B-Bicycle shoulder lane, no centre line Figure S05-A Bicycle shoulder lanes standard treatment (12.8m road) Figure S05-B Bicycle shoulder lanes on uphill side with shared travel lane on the downhill side

Footpaths Footpaths Car parking adjacent to kerb Car parking adjacent to kerb Bicycle shoulder lanes Bicycle shoulder lanes Travel lanes (shown without Travel lanes (shown without marked centreline) marked centreline)

Uphill vehicle travel lane Downhill shared travel lane 2.0 m 1.5m 2.9m 2.9m 1.5m 2.0 m 2.0 m 1.8m 3.0 - 4.5m Max 3.2m - Desirable 3.0m 2.0 m

Pavement symbols at minimum 75m PS-2 intervals and before and after PS-2 side streets

R1-2 R1-2

Green surface colour used across intersections on > 5000 vpd streets Pavement symbols at minimum 20m spacing in centre of shared travel lane

PS-2

PS-2 10.0 m

PS-2

PS-2 Green surface colour used across intersections on > 5000 vpd streets

Pavement symbol adjacent to side street to alert R1-2 incoming R1-2 traffic Pavement symbol adjacent to side PS-2 street to alert

incoming traffic PS-2 10.0 m

Line types C4 L5/C4 S2 L5/C4 C4 Line types C4 L5/C4 S2 C4 After Section 5, NSW Bicycle Guidelines

Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy S05 Standard engineering treatment diagram Jamieson Foley Traffic & Transport Pty Ltd Recommended bicycle lane treatments Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 25/9/2006 - Version 1 Not to scale A- Standard bicycle shoulder lanes B-Bicycle lane uphill/shared lane downhill Regulatory signs Warning signs

R8-3 R7-1-4 R8-1 R8-2 Separated W6-8 W6-1 W6-212 Bicycle lane Bicycle path Shared path path Road crossing Pedestrian path Slippery for bicycles ahead ahead

R6-10-3 R2-22 Bicycle No hook turn prohibition by bicycles R5-1-5L R5-1-5R W6-7 W6-210 W6- 211 Bicycle parking Bicycle parking Bicycle warning Steep descent Steep climb

R9-3 Bicycles R7-4 R7-2 excepted End of regulatory Optional zone advance notice For full details on these signs refer to the NSW Bicycle Guidelines Section 9 and AS1742 Manual of UniformTraffic Control Devices - W6-9 W8-200 W6-214 Shared path Parallel bicycle path Part 9 Bicycle Facilities and Part 2 General Use. Share the Road warning turn warning. sign

Direction signs

G6-340-2 Route name sign (90mm)

60mm 120mm

(a) Named route - major intersection direction finger boards. Multiple signs mounted on a single pole.

On fingerboard signs bicycle symbol faces the indicated direction

G2-204-2 Intersection fingerboard 60mm (two-lines, one-direction) 65mm 30mm 280mm 140mm 65mm

60mm (b) Major route direction finger board G2-204-2 Intersection fingerboard Main letter size 55mm (caps) (two-lines, one-direction) Border 6mm, gap to edge 8mm

60mm G6-340-2 Route name sign (90mm) 65mm 185mm 100mm 60mm 60mm 120mm G2-204-1 Intersection fingerboard (one-line, one-direction) 120mm

Notes 1. Bicycle route directional signs should be located so as to not conflict with existing road directional signage, or create ambiguity at critical turning points or crossings. 2. See separate diagram for typical intersection sign layout and G4-202-1 Reassurance board (wide) mounting methodology. 3. All signs are dark (royal) blue on white reflectorised background with G1-205 Advance direction board letter sizes as shown. (c) Advance direction board for (d) Named route - objective 4. Fingerboards are double sided.They are manufactured in two pieces major route intersection. reassurance board (one for each side) and riveted back to back to form a stiff laminate. Fingerboard signs are mounted on poles using standard pipe clamps. Main letter size 65mm (caps) Main letter size 65mm (caps) Clamps should be pinned to prevent accidental movement due to wind or weather.

Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy

Jamieson Foley Traffic & Transport Pty Ltd Reference diagram 01 Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 24/9/2006 - Version 1 Not to scale Bicycle network signage - NSW Bicycle Guidelines This sign group mounted G2-204-1 Intersection fingerboard on a single pole G6-340-2 Route name sign (single sided) G2-204-1 Intersection fingerboard G1-205 Advance direction board (single sided) G4-202-1 Reassurance board G2-204-2 Intersection fingerboard G2-204-2 Intersection fingerboard (single sided) (double sided) 50 - 70m 50 - 70m

R8-2

PS-3 PS-4 PS-4 PS-3

R1-2 R8-2

R8-2 Appropriate regulatory signs and pavement symbols on each

50-70m leg of path after each major intersection to denote path G4-202-1 Reassurance board status G1-205 Advance direction board

Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy

Jamieson Foley Traffic & Transport Pty Ltd Reference diagram R02 Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 25/9/2006 - Version 1 Not to scale Bicycle network direction signing methodology Figure A - Contraflow bicycle travel in a narrow street with entry/exit islands Figure B - Contraflow bicycle travel in a narrow street without entry/exit islands

1.5m R7-1-4 R7-1-4 1.5m Backed-up Backed-up R1-2 R1-2 BA-1

R9-3 R2-2 R5-40L BA-1 R9-3 R2-2 R5-40L PS-2

R5-400L R5-400L

PS-2 Car parking Car parking should always should always face in same face in same direction as direction as one-way street one-way street flow flow R2-4 R2-4 R9-3 R9-3 R5-40R R5-40R

R1-2 R1-2

R9-3 R2-14 R9-3 R2-14

R5-40L R5-40L R7-1-4 R7-1-4 Green coloured Green coloured pavement is pavement is recommended recommended for the bicycle for the bicycle contraflow lane contraflow lane where traffic where traffic volumes are > volumes are > 3,000 vpd 3,000 vpd

R5-400R R5-400R

R5-40R BA-1 BA-1 R5-40R

R2-4 R2-4 R9-3 R1-2 R9-3 PS-2 PS-2 R1-2 1.5m 1.4 - 2.0m

Both treatments are recommended only in low traffic-volume Legend Footpath (>3,000vpd) streets. Recommended speed limit >50km/h. Median strip/splitter island

Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy

Jamieson Foley Traffic & Transport Pty Ltd S03 Standard engineering treatment diagram Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 12/5/2006 - Version 1 Not to scale Bicycle contra-flow in narrow streets without lanes Figure A - Contraflow bicycle lane with parking both sides of street Figure B - Contraflow bicycle lane with parking on one side of street 1.4 - 1.4 - 2.0m2.0-2.3 m 2.8 - 3.3m 2.8 - 3.3m 2.0m 2.3 - 3.0 m

BA1 UA1 UA1

R7-1-4 R7-1-4 2.6 - 3.0m or 3.7 - 4.2m R7-1-4 1.5m * see note below 2.0 - 2.6m Backed-up PS-2 R1-2

R5-40L R2-14 BA-1 R9-3 R2-2 R9-3 Bicycle symbol W6-7 & and direction W8-23 Install 1.0m R1-1 arrow in bike warning signs wide splitter PS-2 lane facing 50-80m in island with incoming advance of traffic intersection pedestrian cut- through BA1 R2-2R UA1 UA1 R9-3 UA-1 R5-400L PS-2

Green coloured Green coloured pavement PS-2 pavement is recommended in recommended bicycle contra-flow for the bicycle lanes across side contraflow lane streets for increased where traffic visibility volumes are > 3,000 vpd

Car parking should always face in same BA-1 direction as one-way street flow

BA-1 R7-1-4 PS-2 PS-2 UA-1

R5-40R R5-400R Install 1.0m wide splitter Extent of island with BA-1 open car R1-1 door pedestrian R2-14 cut- through PS-2 Pavement R9-3 symbol adjacent to corner to alert PS-2 incoming traffic UA1 PS-2 R2-4 R9-3 R1-2 BA-1 1.5m Line types BB/L5 E1 UA1 2.0m drainage *Travel lane width: It is recommended that the width of the shared travel lane be 2.6 - R7-1-4 gaps in strip 3.0m (tight profile) or 3.7 - 4.2m (spacious profile). Lanes between 3.0m and 3.7m (critical every 10.0m profile) are too wide for cyclists to comfortably queue with other vehicles and too narrow R7-1-4 PS-2 to provide adequate clearances to passing vehicles. See Austroads Guide toTraffic Engineering Practice - Part 14 Bicycles,Section 4.4.7 (page 32), for details. Line types L5/C4 L5/C4L1 L5/C4 L5/C4

After Figure 5.7 NSW Bicycle Guidelines Legend Footpath Median strip/splitter island

Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy

Jamieson Foley Traffic & Transport Pty Ltd S01 Standard engineering treatment diagram Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 15/5/2006 - Version 1 Not to scale Bicycle contra-flow lanes in wider streets Standard treatment for two-way bicycle travel in one-way and false one-way streets Translation from the Gernman Design Manual shown in red

Source: Hinweise zur Beschilderung von Radverkehrsanlagen nach der Allgemeinen Verwaltungsvorschrift zur Straßenverkehrs-Ordnung. Forschungsgesellschaft für Straßen- und Verkehrswesen Arbeitsgruppe Straßenentwurf. 1998. (References to the sign-posting of bicycle traffic facilities after the general administrative regulation to road traffic regulations. Research Association for Roads and Traffic - Road Design Working Group 1998.)

a) One-way street with bicycle traffic in opposite direction

b) False one-way street

22. Sign-posting of a one-way street with bicycle traffic in opposite direction as well as a false one- way street

Sustainable Transport Consultants Pty Ltd Marrickville Bikeplan 2006 PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Fax 02 9389 5736 Bicycle Infrastructure Development Strategy

Jamieson Foley Traffic & Transport Pty Ltd Reference diagram R01 Suite 405, 5 Hunter St SYDNEY NSW 2000 Telephone (02) 9233 1277 Facsimile (02) 9235 2490 3/5/2006 - Version 1 Scale 1:250 Two-way bicycle access in one-way streets in Germany