Figure 1-1 Study Area

Figure 1-1 Study Area

1.3 Study Limitations

The study has been limited by the following:  Crash data sourced from the Transport for NSW Centre for Road Safety website http://roadsafety.transport.nsw.gov.au/statistics/interactivecrashstats/lga_stats.html?tablg a=4.

 Cost estimates for proposed infrastructure are strategic only, and are based on unit rates provided by the Council (where available).  The site audits for this study focused on the key walking routes in the Council LGA, identified in two consultation workshops and agreed with the Council. The location of the site audits, are shown at Figure 1-1.

1.4 Consultation

Consultation for this PAMP included the following:  Workshop 1: stakeholder workshop with the Council Access and Inclusion Committee (Workshop 1) on 1 December 2021.  Workshop 2: Stakeholder workshop with Surrounding LGAs and TfNSW on 14 December 2021.

 e-newsletters publication between 1 February 2021 and 1 March 20Cib.  Posters with a QR code located in 24 Council venues.

 The installation of 78 footpath stickers with a QR code throughout the LGA.  Direct email to 1,794 Collaborate Canada Bay users.  Social Media posts - Facebook and Instagram ads between 1 February 2021 and 16 February 2021.  Community Consultation – Online Survey - 31 January 2021 to 22 February 2021.  Community Consultation – Map Tool - 31 January 2021 to 22 February 2021.  Community Consultation – Email December 2020 to March 2021.

1.5 Report Structure

The remaining sections of this report are structured as follows:  Section 2 – Background Review: provides a summary of the previous pedestrian planning and related policies from the Council and various NSW Government agencies.  Section 3 – Existing Pedestrian and Mobility Audit: provides a detailed list of the issues, constraints and opportunities for pedestrian access and movement.  Section 4 – Planning for Pedestrians: provides an overview of best practice standards that apply to the treatment of pedestrian facilities.  Section 5 – Proposed Pedestrian Improvements: a list of potential pedestrian improvements is given with the different types of infrastructure to improve safety, amenity, and access for pedestrians.  Section 6 – Priorities for Pedestrian Improvements: an assessment of the pedestrian requirements was conducted and is provided with short, medium and long term infrastructure projects. An indicative cost and level of difficulty to implement them is included.

 Section 7 – Conclusions and Recommendations: provides the key findings in the PAMP, with a list of recommendations and priorities in the PAMP for the pedestrian access and mobility improvements.

2. Background Review

This section includes a review of existing relevant State and Federal Government planning documents, Council's disability and access policies and reports and other relevant Council policies, including the Local Environmental Plans (LEP), and Development Control Plans (DCPs). A summary of the demographic, transport and pedestrian crash statistics and the existing land use and transport infrastructure for the Council area was also used to show the strategic context, relevance and importance for the PAMP.

2.1 Planning Review

The review of previous relevant planning policies was conducted:  To ensure that the PAMP aligns with National, State Government and Local Council policy directions in relation to the development of not only pedestrian access and mobility plans, but also the wider context of transport and urban planning.  To identify any deficiencies within the current network and strategy that will guide the importance of the proposed measures to improve the access, amenity and safety for pedestrians. These policies provide a strategic framework to improve the pedestrian network so that it encourages and supports walking within, to and from the study area.

2.2 National

2.2.1 Australian Transport Assessment and Planning Guidelines

The Australian Transport Assessment and Planning Guidelines (ATAP) provides a comprehensive framework for planning, assessing and developing transport systems and related initiatives. This document has been considered in the preparation of this PAMP, to ensure that the PAMP aligns with national policy directions. ATAP identifies that walking is probably the most common form of travel as it is involved to some degree in all trips undertaken by all other modes. However, only about four percent of work or study trips in Australia rely solely on walking - making it the third most common mode, as indicated in Figure 2-1, which shows the proportions of those travelling by either public transport, private vehicle walking or bike riding in Australian states. ATAP also identifies a number of factors that are likely to determine the propensity for people to choose walking over other modes, including:  Infrastructure: Good quality, appropriately designed active travel infrastructure with meaningful network connectivity will maximise levels of active travel and improve safety, given the underlying demand for walking.  Land use: some land uses tend to have a higher incidence of walk trips, for example, outdoor recreation facilities, indoor sports facilities, schools, and public transport interchanges.  Complementary uses/facilities: propensity for active travel can be enhanced by the proximity of complementary land uses and facilities, such as a public transport interchange located close to a regional shopping centre or university.