Ryde Bicycle Strategy and Masterplan by City of Ryde

City of Ryde Bicycle Strategy Updated February 2014

This report was prepared by Warren Salomon Sustainable Transport Consultants Pty Ltd PO Box 1601 BONDI JUNCTION NSW 1355 Telephone 02 9386 4484 Facsimile 02 9012 0793 for City of Ryde Council Locked Bag 2069 NORTH RYDE NSW 1670 Telephone (02) 9952 8222 Facsimile (02) 9952 8070

ÂŠ Ryde City Council February 2014

Amendment record Version Number

Date

Description

Page No.

1.0

24/10/2007

2007 Bicycle Strategy and Masterplan as issued

2.0

19/02/2014

2014 Update of 2007 Bicycle Strategy as issued

Contents 1 2 3

Study background and project objectives...................................................................................................7 Cycling in the City of Ryde........................................................................................................................9 Developing the Ryde bicycle network......................................................................................................12 3.1 Regional routes........................................................................................................................................ 12 3.2 Local routes and links.............................................................................................................................. 17 4 Supporting increased bicycle use............................................................................................................22 4.1 Information, education and awareness building......................................................................................... 23 4.2 Providing greater opportunities to ride in Ryde.......................................................................................... 23 4.3 Ride to work, school and public transport................................................................................................. 24 4.4 Improving and expanding bicycle parking.................................................................................................. 28 5 Implementation and evaluation..............................................................................................................30 5.1 Bicycle strategy implementation.............................................................................................................. 31 6 Appendix A – Bicycle network development ............................................................................................33 7 Appendix B – Implementation guidelines.................................................................................................42 8 Appendix C – Bicycle parking details......................................................................................................48 9 Appendix D – Cycle ‘n’ Ride details.........................................................................................................52 10 References............................................................................................................................................54

Ryde Bicycle Strategy - Updated February 2014

Index of maps Map 1 – Topography and Existing Road and Path Network................................................................................................8 Map 2 – Bicycle Network and Major Trip Generators...................................................................................................... 11 Map 3 – Ryde Bicycle Network – Regional Routes......................................................................................................... 13 Map 4 – Regional Route RR12 – Eastwood to Macquarie Park Active Transport Link....................................................... 15 Map 5 – Ryde Bicycle Network – Local Routes.............................................................................................................. 16 Map 6 – Ryde Bicycle Network – Local Links................................................................................................................ 19 Map 7 – Ryde Bicycle Network – All Routes (Network Connectivity)............................................................................... 21 Map 8 – Priority bicycle parking locations..................................................................................................................... 27

Ryde City Council

Executive summary The Ryde Bicycle Strategy and Masterplan is a comprehensive plan for improving the environment for people who ride bicycles for transport, health and fitness. This Strategy updates all previous bicycle plans and aims to facilitate increased bicycle use within the City of Ryde over the next 10 years and beyond.

The Ryde Bicycle Strategy and Masterplan is a two 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, low-traffic 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. Formulate a schedule of works consisting of standardised design solutions and specific design solutions; and, d. Recommend an on-going monitoring system designed to track usage and to facilitate the removal of identified hazards; e. Provide recommendations for improved bicycle access throughout the City 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. f. Make recommendations on integrating ongoing network development with Council’s asset management systems and the wider planning processes. g. Provide two-way bicycle access on local one-way streets, where appropriate; h. Continue the Council program of removal of unsafe drainage grates within Ryde LGA; i. Recommend a road repair and maintenance reporting system to respond to riders’ needs, and; j. Recommend policies for cyclist provision during road works. 1. A bicycle-use support plan consisting of a range of programs and initiatives designed to: a. Inform Ryde residents and workforce on the location of bicycle network routes, facilities and recommended routes. This information will be delivered a number of forms from paper maps to electronic PDF maps available on council’s web site. High quality, publication-quality mapping will

Ryde Bicycle Strategy - Updated February 2014

c. d. e. f.

h. i. j. k. l.

allow transport access guides to be easily produced for schools, major workplaces, regional shopping/commercial centres and major workplaces; Promote education and skills training to enable residents to increase their operating knowledge and skills both on-road and off-road for a wide range of age groups – programs run either by council or training providers include – ride to work, ride to school, adult and child skills training, group riding skills for fitness riders etc; Encourage the community to get out and enjoy bike riding by supporting a range of locally based bicycle events; Encourage bicycle travel and tourism within the area; Improve and expand the level and quality of bicycle parking in the public domain; 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; Require and encourage the private sector and government agencies to provide bicycle parking and end of trip facilities in and around their buildings with safe approaches and pathways for cyclists; and, Develop effective strategies to reduce bicycle theft. Improve bicycle network access to all railway stations, major bust terminals/stops and ferry wharves; Improve integration of cycling provision and support into Council’s planning, design and engineering processes; Improve and extend (long term and short term) parking provision at all railway stations and selected high volume bus stops; and, Improve station accessibility and rider and walker safety around station entrances in conjunction with Council traffic calming programs.

This Strategy suggests a number of recommended programs to encourage and develop cycling in Ryde – there may be more which, in the time period of the Strategy, Council may wish to undertake. Each of these suggested programs will need scoping, funding, allocation of resources, some further development to suit the Ryde environment and coordination with other elements of the program. It is recommended that Council allocate the key coordination, development and project management responsibilities of the “Supporting Cycling in Ryde” to a staff member who would work with the RBAC to develop timelines, successfully implement and monitor program delivery. Figure 2 provides a pictorial summary of the key objectives of the Ryde Bicycle Strategy’s approach.

Figure 1: Aerial photo showing the study area and surrounding LGAs. Photo courtesy of Google Earth.

Ryde City Council

1 Study background and project objectives In 2013 Ryde City Council resolved to review its 2007 Bicycle Strategy and as part of this process formulate a comprehensive strategy to guide future development of cycling within the City over the next ten years. Bikeplans have been conducted in the LGA in 1994 with a major update in 2007. Sustainable Transport Consultants Pty Ltd has been engaged by the City of Ryde to research and update the 2007 Bicycle Strategy. A key outcome of the 2013 Bicycle Strategy is to make cycling easier and more attractive in Ryde and to reduce the community’s car use especially for local or short distance trips. The Bicycle 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.

Study objectives The key objectives of the 2013 Bicycle Strategy are to: • Review and analyse the existing bicycle network (within the City and surrounding areas) and technically assess its structure and engineering treatments; • Review and analyse the City of Ryde road network to identify and assess the feasibility of new and future bicycle network routes and linkages to improve bicycle access within the City and to surrounding areas; • Prepare detailed mapping of the City 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 five years (including a costed works schedule and concept treatment diagrams); • Work closely with Council staff and community stakeholders, in particular Bike North, 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, and; • To devise a series of supporting measures and programs which will actively encourage use and assist greater participation by all sectors of the City of Ryde community.

Methodology Key elements of this study included: • Technical assessment of existing facilities and plans; • Regular liaison with the Ryde Bicycle Advisory Committee to review progress and set study directions; • Saddle survey of upgraded routes and planned network improvements; • Incorporation of neighbouring council bicycle plans and networks, and; • Development of the 2013 Bicycle Strategy (this document).

Ryde Bicycle Strategy - Updated February 2014

Developing the Ryde Bicycle Strategy 2013 A Ryde Bicycle Strategy will provide 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 Ryde Bicycle Strategy aims to build strategically 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 (most local trips within Ryde City); • 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 most residents within Ryde City are within 10 minutes easy cycling of a railway station (especially when the new Epping to Chatswood rail line is opened); • 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, and; • 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 available network facilities and alternative back street routes; • Lack of end of trip and parking facilities and safer approach paths; • Poor perception of cycling as a physical activity (too hard, too hot, too hilly, too dangerous, too difficult etc); • Poor integration with general road transport system – high speed and high volume roads along popular trip desire lines, threatening behaviour of motorists; • Lack of ‘how to’ knowledge on cycling as an activity eg where to ride, what to wear, what type of bike suits, equipment issues, navigation issues; • Lack of confidence and cycling experience; • Actual and perceived lack of safety, and; • 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 Ryde Bicycle Strategy seek to address these issues and create an environment with minimal barriers to cycling.

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City of Ryde Bicycle Strategy 2014 Map 1 â&#x20AC;&#x201C; Topography and Existing Road and Path Network

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Legend Roads and streets Route siting Ridgelines Contour interval = 10 metres Path On-road Off-road lanes or path adj shared to road Planned or existing routes

Regional bicycle routes

Version 2.0 February 2014

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Schools, colleges and universities Retail, cafes and entertainment Government buildings Parks and privatised open space Commercial & industrial usage

Local bicycle routes Local links

Ryde City Council

2 Cycling in the City of Ryde The City of Ryde covers an area approximately 8.5km north to south and east to west. It is located in Sydney’s Inner North sub region approximately 11km from Sydney Central Station. It is bounded by Parramatta River on the south, by the Lane Cove River on the east and by Terrys Creek on the northwest. The population of the City at the 2011 census was 103,040. In the City of Ryde Local Government Area 26% of the working population use public transport and 66% of the working population drive or ride in a motor vehicle to get to work outside of Ryde (ABS 2011). For people travelling to work in Ryde the proportion using public transport falls to 17% while 78% drive or ride in motor vehicles (ABS 2011). Although accounting for a small share of the total transport task, cycling demand within the Sydney Statistical Division continues to record strong increases. Both Journey to Work and Household Travel Survey data indicate that growth in cycling demand outstrips general growth in trips1. For people travelling to work from Ryde and to Ryde 1% (ABS 2011)2 use bicycles as their transport mode. This is the same as the “all Sydney” figure. The proportion of people cycling to work in “inner Sydney” is 2.22%. Inner Sydney, which comprises the LGAs within 10 km of Sydney Central Station. These LGAs also recorded the most of the increase in cycling to work between 2006 and 2011.3 In line with experience in other parts of Australia and overseas encouraging more cycling requires a three pronged approach: • the infrastructure, i.e. bike lanes and paths, marked routes, shared paths and end-of-trip facilities at destinations • supportive travel behaviour programs to encourage the community to use their bicycles for every day transport and recreation; and • supportive travel demand management, including parking policies and traffic calming.

Ryde’s cycling environment Map 1 shows the topography of the Council area and the street system. The natural landform is characterised by a tilted sandstone plateau gently sloping away to the northeast from the high ridge line which runs parallel to the Parramatta River. The plateau is dissected by a number of creeks (Terry Creek, Shrimptons Creek and Buffalo Creek) which flow in a north easterly direction to join the Lane Cove River. The earliest roads in the area tended to follow the ridge lines to take advantage of their easier grades for horse drawn carriages and eventually the lower-powered vehicles of the early oil age. As a consequence, roads with the gentlest grades such as Victoria Road, Blaxland Road and Ryde Road are now the most heavily trafficked. The development of the rail network in the late 19th and early 20th Centuries also sought easier grades by contouring along the sides of creek valleys and crossing the main ridge lines at the lowest point. The City of Ryde is crossed by some of Sydney’s busiest transport arteries: east-west- Victoria Road, Epping Road, M2 Motorway; north-south - Lane Cove Road/Church & Devlin Streets, Blaxland Road and the Northern Railway Line. This domination by other modes of the most favourable terrain makes safe and easy travel by bicycle to adjoining municipalities and trip generators often difficult and problematic. A key aim of this project is to investigate and improve bicycle access throughout the City and to surrounding areas. Though the City is generally well served with roads to adjoining municipalities, 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.

The “inner Sydney” results quoted above reflect the shorter distances to places of work (i.e. up to 10 km) and the gradual improvements to the cycling infrastructure in the region. This serves as an encouragement to other local government areas to continue investing in expanding and improving their cycle networks.

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 plan aims to retrofit modern bicycle network facilities into the existing street network and landform.

This Bicycle Strategy addresses improvements to the cycling infrastructure and travel behaviour programs in the City of Ryde.

Map 1 shows the existing road network superimposed on a relief map of the region. The grid pattern of the major roads, gives fast and easy travel for vehicle travel in and around the City of Ryde. However, there is seldom good permeability at the local street level of the road system for local (non main road) circulation. This study aims to make the best of existing opportunities to overcome barriers to movement while working with the unique character of the Ryde local street system.

As Census statistics are not available on bicycle ownership for Ryde households, Sydney-wide figures published by the Bureau of Transport Statistics4 provide a useful indicator of travel behaviour in the LGA. In 2005 Sydney’s households: • owned a total of 1.48 million bicycles, up by 37% since 2001 which equates to one bicycle per household as in 2001 • 42% of households in Sydney owned at least 1 bicycle, up from 36% in 2001; and, • The number of households with no bike fell by 4% from 2001.)

Existing bicycle network The 1994 Ryde Bicycle Plan 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

1. Inner Sydney Regional Bicycle Network-Demand Assessment and Economic Appraisal, AECOM for City of Sydney, April 2010, pp20-21 2. BTS Census 2011 Profiler; Cycling in Sydney: Bicycle Ownership and Use, BTS April 2008 3. Cycling to work in Sydney: analysis of journey-to-work Census data from 2001 to 2011, University of Sydney, November 2012. The study examines whether there have been changes in levels of cycling in Sydney between the 2001, 2006 and 2011 Census, and extends an earlier analysis of data from the 1996 Census. In the study Ryde is included in “outer Sydney”, where the number of journeys to work by bike as well as the proportion of people cycling to work remained stable between 2001 and 2011. This proportion (0.59% in 2011) is lower than the Sydney figure and much lower than the “inner Sydney” figure (2.22%). It is also worth noting that most of the increase in cycling to work in inner Sydney occurred between 2006 and 2011. The “inner Sydney” (LGAs within 10 km of Central Station in Sydney) results reflect the manageable (or shorter) distances to places of work and the gradual improvements to the cycling infrastructure. This should serve as an encouragement to continue investing in expanding and improving the cycle network in other LGAs. 4. Cycling in Sydney-Bicycle ownership and Use, Ministry of Transport & RMS, April 2008

Ryde Bicycle Strategy - Updated February 2014

City of Ryde Bicycle Strategy – Community Benefits Regional bicycle network routes

Local bicycle network routes

Integration with public transport and parking

Bicycle friendly streets and neighbourhoods

Cross town access on clearly marked roads and paths

Local access to regional routes. Only intersections marked

Plentiful parking (of all types) at railway stations

Sympathetic local area traffic management schemes

Regional and local destinations sign posted

Access to popular destinations and trip generators

High level of access by marked routes and other facilities

Enthusiastic support from business and the community

Clearly visible and easy to follow

Sympathetic low speed environment

Bike parking facilities at high volume bus stops

Local streets safe enough for kids and adults to use

Figure 2: Community benefits of the City of Ryde Bicycle Strategy - Visualisation of planned improvements

agency responsible for the development of regional (cross-city) routes and included those listed in an earlier RMS study document. Since 1996 RMS policy has supported the provision of bicycle access and facilities on its own State Road projects and a select number of regional routes identified in current government bicycle policy documents. During the 1990’s RMS funded the development of major routes in the area: Eastwood to Macquarie University (with a link via Browns Waterholes to South Turramurra) and Meadowbank to Eastwood partly along the alignment of the RMS’s proposed Eastwood to Strathfield Rail Trail. In recent years RMS has funded the development of a shared path along Epping Road between North Ryde and Naremburn. RMS is not currently funding the development of its regional network though it still operates a 50/50 funding program for local government bicycle projects. The City of Ryde has continued to develop the routes identified in its 2007 Bicycle Strategy and these routes along with additions and modifications form the basis of this 2013 update.

Community vision The community vision for the Ryde Bicycle Strategy shared with Bike North, the key bicycle user group in the region, is that: • Ryde will be a bicycle friendly environment where people of all ages are encouraged to use bicycles for every-day transportation and enjoyment; • The city will be connected by a cycling network providing safer, more comfortable and enjoyable cycling environment; • Our community recognises the important role of cycling in improving the quality of city life and community health, better environmental sustainability and reduced traffic congestion, and; • Cycling and walking are the natural first choices for medium and short trips and local shopping in our city. 10

Strategy objectives The broad aims of the City of Ryde Bicycle Strategy (most of which can be easily measured) are to: • Increase the level of cycling in Ryde, particularly the number of girls and women cycling. Two key cycling trip indicators can be measured: ride to work/school and the number of women and girls cycling. The participation in cycling by women and girls is considered a key indicator of success by leading international cycling nations. Once the base line data has been established annual monitoring can be conducted in a cost-effective manner by combining the resources of the City of Ryde Council and Bike North. • Improve and upgrade the cycling environment. This can be measured by an annual user survey based either on a major centre or trip attractor or along a specific cycle route. • Improve cycling safety. This can be measured by studying the available crash statistics and hospital injury data. • Promote the benefits and advantages of cycling. Details of the comprehensive Ryde Bicycle Strategy Support Plan are provided in Section 5 of this document.

Strategy benefits The key benefits to the community of developing and implementing the Ryde Bicycle Strategy are: • Reduced road costs; • Lower Greenhouse gas emissions; • Lower air pollution; • Reduced accidents; • Reduced traffic congestion, and; • Improved community health and physical activity.

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City of Ryde Bicycle Strategy 2014 Map 2 â&#x20AC;&#x201C; Bicycle Network and Major Trip Generators

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Legend Roads and streets Route siting

Schools, colleges and universities

Path

Government buildings

On-road Off-road lanes or path adj shared to road

Planned or existing routes

Regional bicycle routes

Retail, cafes and entertainment

Parks and privatised open space Commercial & industrial usage

Local bicycle routes

Version 2.0 February 2014

Ryde Bicycle Strategy - Updated February 2014

Local links

3 Developing the Ryde bicycle network The Ryde Bicycle Strategy proposes a progressive upgrade of bicycle facilities to meet the needs of the community. The bicycle network is shown in Map 3. Design principles for construction work are provided in Appendix B. Specific details for the detailing, marking and engineering treatments for each route are provided in the following sub-sections and the appendices.

Bicycle network route functions The proposed Ryde Bicycle Network consists of an interconnected set of bicycle routes providing access to residential areas and major trip generators within the City and the surrounding region. There are three types of routes each with its own network function as shown in Table 1.

Table 1 - Bicycle routes and their network function Parameter Basic characteristics

Transport function Priority Place connections Spacing of facilities Choice of route Continuity of movement Service linkage to major transport nodes Operation Target trip length User skill required Maintenance

Regional routes

Bicycle-friendly streets and neighbourhoods High-quality, high-priority routes permitting quick High quality routes connecting Providing easy local access unhindered travel between the major centres of residential streets and trip generating to local residences and trip the City and to key centres within the surrounding locations to regional bicycle routes and destinations in a ‘low stress’ region providing circulation within the City. environment Movement primary, access secondary Movement and access equal Access primary, movement secondary High Medium Low Regional centres and major transport nodes Urban centres, employment, schools, Individual homes, buildings and entertainment, cultural, transport open space 500 – 800m 300 – 500m Integrated with local street system Choice of two routes. Choice of two routes Less than 250m to a local or regional route High Medium Low High priority. Primary linkage may be via High priority Linked though network connecting local route 30 km/h or more. 20-30 km/h Less than 20 km/h Dual on-road and off-road travel paths through intersections > 3km 0 – 3km < 250m Low to high Low to high Low Pavement maintenance similar to regional road Pavement maintenance similar to local Depends on location and traffic standard road standard load

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 Ryde bicycle routes tend to favour less trafficked roads where a mixed traffic environment is more compatible and vehicle speeds and volumes low. Where main 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 Ryde Bicycle Network consists of three classes of route: • Regional routes; • Local routes and links (short linking routes or streets), and; • Local residential 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 plan. 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. Where LATM treatments are provided these should be carefully designed to accommodate bicycles, tandems, tricycles and trailers. Low-traffic volume, low traffic speed, residential streets will not be linemarked for local routes. On local routes only painted bicycle 12

Local routes and local links

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 bicycle operating space (lanes) will be fitted 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 Ryde Bicycle Strategy aims to continually improve its bicycle network by applying engineering treatments which provide levels degrees of separation as a key to providing much needed operating space for bicycles. Details of proposed engineering treatments and works schedule are provided in Appendix A.

3.1 Regional routes

Regional routes are the ‘main roads’ of the bicycle network and are shown in Map 3. 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, in most cases, extend to points beyond Ryde City. Ryde City Council

ro f

South Turramurra

Cheltenham d

tor wa y

ft ro ec Rd

M2 Moto

to um ar d gR

St By fie ld

d a C St ooli ng

d sR W ick d

ler Pd e

im he

Rd sy Cr es

Rd sy

ief

East Ryde

d ce R Pr ov id

Rd sy Cr es

Rd We stm

rS t

Ryde

Pri n

ces

Riverview

Gladesville

Osg

ath o

rpe

ny so

ins

ter

son

eS t

Ev an

Po t

Ten

W ar

St ar ah

Lane Cove

RR05

Vic to r

Ty ag

ris

Po t ts

sS t

Gerard St

tty Je

er Rd

a rd

or s Y

Hunters Hill ria R

t kS

on rit Me St

Victo

de Gla r v rn C A

te Wes

ris

Pellisi

cord Con

Tennyson Rd

ter wa

t nS

t Pit

de Ry

Tennyson Point

r te

W es te

isie

es W

Pe ll

lan g

Epping Rd

Lane Cove West

ffa

iew

m Rd sy Cr es

nt St

Putney Ch ar le

Ble

jo zR da

d ar

Th o

Po t

ge Re

Rhodes

ce s

sS t le Ch

t kS

eric

d Fre

v ter Wa

d dR e or idg r nc Co de B Ry

Lane Cove West

Pittw ater Rd

Ryde

RR10

Co xs R

eA v

to n

dala

RR09

Pr in

ur ch

Mag

Cr es

Crescent Av

Gla

ris

Ba Qu

St ur ch

xla

lin S t

Bow den

RR04

Victoria Rd

W an

North Ryde

Robinson St

Bla

Dev

gS t

jo zR

eC r db yn

ith Sm le

Tu c

Ar gy

xla

Bo yc eS t

d Rd

eS t

Top Ryde

rS t

Pop

nd xla Bla Rd

uir e S Ye ro t n

Tw in

W oo

ffa

Cu t

W ick s

Rd kS t

La va ra c

Delh

Tr us Wic co ks tt St Rd

Rd La

d sR all

North Ryde

Co xs R

St ille elv M St n

Bla

i Rd

Av on R

St en le Ka th

St Ad a d de rs R Fli n

La Bu

sS t

Bo wd e

St or

Delhi Ed m

Co ve R

Av An z

v cA za An

Rd ge

ell M

eS t

ne Co ve

hy St ro t

ve St Oli

Ryde

La ne Co ve R

d kR es Ha wk

Rd g rin He r

St Grove La Boronia

gs R Kin

Rd an rm ke In Av low ar M

rve Pd e Wes t Pd e

Rese

lg Ku

rm He

s St

Ang a

er Rd Av oa

Lancaster Av

Meadowb ank Bridge

Tw in

Bank St

lus

o Ae

W olg

ita

Stati on

Ryrie St

ale

at ric eS t

b gin

erd

Hig

Und

Co xs R

Crowley Cr

ing

r Av

aste

v mA

Lanc

ha Cob

Meadowbank

Pidd

St acp h

Constitution Rd

North Ryde

Lindfield

a Rd

Adelaide

Kupp

W at er

Da vid

Rd era Vim Pd Railway

e Rd Lake sid

Genner St

Eu Pd lo e

Pa r

r St

Pare

re w

An d

Macquarie Park

Pittwater

nt R

and

West Ryde

rsd en R Ma

Blaxl

rth

r to Vic

v mA

rf Wha

ha Cob

Ryde ld

Wa ttle

RR03

Ryedale Rd

Bellevue

h Rd

Vi ct or

itt

ay torw

Tr ev

Terry

y Anthon

win

o M2 M

e Rd

ant

c Ce

lan

Pen n

W at er

Giff

Blax

Ermington

Melrose Park

Denistone East

oy R

wa y

al Ryed

Cec il

Miriam Rd

Dickson Av

t il S

Av Biglan d Av

Fli n

ell S t

n to

East

Miro St

Victoria

Love ll

Fo nt en

llis Co

Russ

Denistone

Moira Av

Brus

rne St

bou Win

West Ryde

ham

ins St

Denistone West

RR01

vue

Perk

nt R

Rd North

xla th Av

nis De

Four

Chat

ird Av

Belle

Read St h Rd

Farnell St

Marsden Rd

s St

sfo ing

ll Rd Love

Bla

Willia

Alla n

ne St

oy Herm

m St

RR11

rra Waong w St

ry Rd tsbu

Clan

Av First West

e St Row

Shaf

iam Will

Eastwood

Second

t St Scot

RR08

a Pl Wilg

Norma Av

RR12

Clan

Brus

art Stew St

y St The Trelawne ue Aven

ury ts Av Tarran

an St

Denm

alpine

Clan

nd Blaxla

Ball Av

Graham

eR esid

ftsb

h Rd

Av Pa th wa y

a Pl

Vald

Eastwood

Lak Sha

v sA nt rra Ta

Brus

e St Row

May

rt cou Agin

North Rd

ava Rd Balacl

RR07

Marsfield

Ta lav er aR

Ly on pa r

kle Abu

Bala

So br ao n

d aR lav

to r

lac

nna

Killara

d aR lav He rrin

Vim

era

d Rd

Blaxlan

d nR

kle

Coru

Ta lav er aR

Macquarie University

University Av

Ab u

ge utled

RR06

RR02

Epping

Dundas Valley

Libra ry

Western Rd

br ok

d llo

Hillview Rd

siu

Pe m

Epping Rd

Eastwood

Epping

y Rd

Ya n

Ryde Rd

Rd lo

Terr

Cu llo de n

W at er

gford

Ta lav er aR

Marsfield

Carlin

West Pymble

Epping Rd

gford Carlin

otorw ay

Epping Vim era R

Epping

M2 M

Beecr oft R d

M2 Motorway

Pit tw ate r

rway

Hunters Hill

Gladesville

Homebush Bay Drive

a Rd

ri Victo

e idg Br le vil Rd es ria to Vic

Mortlake

Cabarita Olympic Park

Concord West

City of Ryde Bicycle Strategy 2014 Map 3 – Ryde Bicycle Network – Regional Routes

Abbotsford Chiswick

Concord

Drummoyne

Legend Roads and streets Route siting

Schools, colleges and universities

Path

Government buildings

On-road Off-road lanes or path adj shared to road

Planned or existing routes

Regional bicycle routes

Retail, cafes and entertainment

Parks and privatised open space Commercial & industrial usage

Local bicycle routes

Version 2.0 February 2014

Ryde Bicycle Strategy - Updated February 2014

Local links

Table 2 – City of Ryde Bicycle Network - Regional Bicycle Routes Route name Hornsby to Strathfield Rail Trail

Code RR01

Direction North-south

Turramurra to Eastwood

RR02

North-south

Mona Vale to West Ryde

RR03

North-south

Chatswood to Burwood

RR04

North-south

North Ryde to Gladesville M2 Cycle lanes Epping to Sydney City Epping to Lane Cove

RR05 RR06 RR07 RR08

North-south East-west East-west East-west

Epping to Hunters Hill Parramatta Valley Cycleway (PVC) Eastwood to PVC

RR09 RR10

East-west East-west

RR11

North-south

Parramatta to Macquarie (Eastwood to Macquarie Park Active Transport Link

RR12

East-west

Route description Via the northern railway corridor between Eastwood and Meadowbank. Ryde Council will progress the construction of the proposed Eastwood to Strathfield Rail Trail between Eastwood and Meadowbank in or beside the rail corridor with an on-road alternative to be developed in the interim. Via Browns Waterholes shared path, Vimiera Road, Ball Avenue, May Street, Railway Parade and East Parade Via De Burghs Bridge, Fontenoy Road, Khartoum Road, Waterloo Road, Shrimptons Creek Path, Heath Street, Rickard Street, Anzac Avenue and Wattle Street. Via Delhi Road, Epping Road, Blenheim Road, Coxs Road, Badajoz Road, Twin Road, Polding Road, Robinson Street, Providence Road, Charles Street and Delange Street Via Pittwater Road Via the M2 Motorway Via Epping Road Via Pembroke Road, Agincourt Road, Herring Road, Kent Road, Coxs Road, Cressy Road and Magdala Road Via Corunna Road, North Road, Eulo Parade, Kuppa Road, Buffalo Road and Ryde Road Via Wharf Road, Lancaster Avenue, Parramatta Valley Cycleway, Waterview Street, Delange Street, Pelliser Road, Jetty Road, Morrison Road, Meriton Street and Ashburn Place Via West Parade, Clanalpine Street, Shaftesbury Road, Clan William Street, Read Street, Warrawong Street, Brush Road, Hermoyne Street, Winbourne Street, Marsden Road, Wharf Road, Cobham Lane and Cobham Avenue. Via Terry Road, Hillview Road, Railway underpass, Rowe Street, Blaxland Road, Edgar Street, Welby Street, County Road corridor, Woorang Street, County Road corridor (Kotara Park), Herring Road, Kent Road, ELS Hall Park paths and Shrimptons Creek Path.

3.1.1 Eastwood to Macquarie Park Active Transport Link – Regional Route RR12

The purpose of this route is to establish a pathway for active transport to and from the Macquarie Park employment area and Eastwood Station/commercial centre, with connections to three primary schools along the way. This route is designed to cater to an urgent need to provide more opportunities for car-free commuting access to the Macquarie Park economic growth area. Without such measures traffic forecasts predict worsening gridlock as the area continues to develop with increased employment. A large portion of this route uses sections of existing open public space known as the County Road Easement which leads directly to the core area of Macquarie Park. This reservation was not originally created to serve Macquarie Park but is fortuitously located for this purpose. It is also the last opportunity for a primarily off-road shared use pathway of significant length in the City of Ryde. In April 2013 this route was nominated by Parramatta Council for an (unfunded) light rail connection between Macquarie Park and Parramatta. Other proposals for this land are likely to emerge in the future, possibly including sale for residential development. It is important to establish an active transport along this route as soon as possible so that it can profitably serve the area.

Potential Users

The route is suitable for use by people who are walking and those on mobility devices including bicycles, wheel chairs, scooters, roller blades, skate boards and people using low powered motorised devices such as electric bikes etc. The targeted users are people making journeys of up to five kilometres, principally those commuting to Macquarie Park or to Eastwood Station and school children accessing their local school. It is expected that a high proportion of users would not travel end-to-endthe full distance of the link but utilise segments of it to suit their travel needs. No aspect of the design would discourage this type of use.

Design Standard

Off road sections of the path in a parkland setting would be designed to a consistent standard with a minimum width of three metres, wide radius curves, good visibility and a marked centre line. The 14

path would be fitted with directional and wayfinding signage. Road crossings would be designed for maximum safety with a level waiting area and hold rails. Raised thresholds and path priority crossings may be considered for some road crossings. The Link is envisioned as an off-road facility for its full distance. In the interim some sections may be developed on existing streets and footpaths until off-road path sections are built. Lighting may be considered at a later stage for sections of the route in a parkland setting. Permanent trip counters would be installed at appropriate locations when concrete is being laid to provide progressive usage statistics from the date the relevant sections of path are opened.

Construction priority

Construction would generally proceed from east to west to provide the earliest benefit for persons commuting to and from the Macquarie Park employment area, which is likely the greatest trip generator. The eastern section from Kent Road to Scott Street would avoid the need for people walking or riding to proceed along Herring Road which is hilly and carries substantial traffic volumes. The off road path section from North Road to Waratah Street in the centre of the route has merit as an important local link. Works at the Eastwood end may be separately prioritised as circumstances permit. For example, the missing sections of path along the Rutledge Street frontage of the commercial area should be provided by developers as all adjacent properties are the subject of development proposals. The route across the railway bridge will require a barrier to separate riders from traffic. This will be Eastwood’s first and only safe rail crossing where riding is permitted.

Additional works

After the works at the eastern end are complete, consideration should be given to the adequacy of the existing path between Epping Road and Waterloo Road. This path is currently less than three metres wide. With the opening of the Link to Eastwood it will carry increasing volumes of users with increased conflict between people on foot and those on mobility devices. After monitoring patronage levels, consideration could be given to widening the path or providing separated routes for pedestrians and those on mobility devices. Ryde City Council

ro f

South Turramurra

Cheltenham d

tor wa y

ft ro ec Rd

M2 Moto

rway

Beecr oft R d

M2 Motorway

to um ar gR

St By fie ld

d C St ooli n

La ne Co ve R

d sR W ick d

Rd im he m

Epping Rd

Rd sy Rd sy Cr es

Rd sy

ief

East Ryde

Cr es d ce R en Pr ov id

rS t

We stm

Ryde

Pri n

ces

Riverview

Gladesville

Osg

ath o

rpe

eS t

sS t

ny so

ins

ter

son

Ev an

Po t

Ten

ar ah

W ar

Vic to r

Cr es

ts ts

Ty ag

Th o

Po t

nt St

ris

Lane Cove

Pit tw ate r

ffa

Po t

t kS

eric

Gerard St

tty Je

er Rd

a rd

or s Y

Hunters Hill ria R

t kS

on rit Me St

Victo

de Gla r v rn C A

te Wes

ris

Pellisi

cord Con

Tennyson Rd

ter wa

t nS

t Pit

de Ry

Tennyson Point

r te

W es te

isie

es W

Pe ll

lan g

Lane Cove West

iew

Ble Cr es

sS t le

ur ch Ch Re

Putney Ch ar le

Cu t

d jo zR da

d ar

eA v

Ryde

Rhodes

Co xs R

Lane Cove West

Pittw ater Rd

d Fre

v ter Wa

d dR e or idg r nc Co de B Ry

dala

Gla

to n

Mag

ce s

Pr in

lin S t on

jo zR

Crescent Av

St ur ch

xla

Dev ris

Robinson St

Bla

Victoria Rd

W an

North Ryde

Bow den

gS t

ith Sm le

Ba Qu

eS t

Tu c

xla

Bo yc eS t eC r

db yn

Ar gy

Top Ryde

rS t

Pop

nd xla Bla

St n

Bla

uir e S Ye ro t n

Tw in

W oo

ffa

ler Pd e

Rd W ick s

La va ra c

kS t

sS t

i Rd

Av on R

St en le Ka th

Tr us Wic co ks tt St Rd

Rd La

d sR all

St ille elv M

North Ryde

An z

Ryde

Co xs R

Delh

d kR

Da vid

St Ad a d de rs R Fli n

Co ve R

Bo wd e

St or ell M

eS t

ne Co ve

hy St ro t

ve St Oli

v cA za An

Rd ge

Delhi Ed m

Av low ar M

rve Pd e Wes t Pd e

Rese

lg Ku

rm He

s St

Ang a

Tw in

Bank St

lus

o Ae

er Rd Av oa

Lancaster Av

Meadowb ank Bridge

Av Pa th wa y

Ha wk

Rd g rin He r

St Grove La Boronia

gs R Kin

Rd an rm ke In

W olg

ita

Stati on

Ryrie St

at ric eS t

b gin

ale

Hig

erd

Co xs R

Und

ing

Crowley Cr

Pidd

Adelaide

a Rd

St acp h

Rd era Vim Pd Railway

e Rd Lake sid

Genner St

Kupp

Meadowbank

r Av

aste

v mA

Lanc

ha Cob

Constitution Rd

rsd en R Ma

and

r St

re w

Eu Pd lo e

Pa r

Pare

An d

North Ryde

Lindfield

Pittwater

itt

Blaxl

rth

Vi ct or

Ryde ld

r to Vic

Tr ev

Macquarie Park

ay torw

nt R

Ryedale Rd

v mA

rf Wha

ha Cob

West Ryde

Ermington

Melrose Park

Eastwood to Macquarie Park component of RR12

Terry

y Anthon

Wa ttle

c Ce

lan

win

W at er

Blax

ant

e Rd

Bellevue

h Rd

Dickson Av

Denistone East

Miriam Rd

llis Co

al Ryed

Cec il

Av Biglan d Av

t il S

Pen n

Fli n

ell S t

n to

East

Miro St

Victoria

Love ll

Rd North

Russ

Denistone

Moira Av

Brus

rne St

bou Win

West Ryde

ham

ins St

Denistone West

th Av

nis De

Four

Chat

W at er

Giff

o M2 M

xla

ird Av

oy R

wa y

Bla

Perk

nt R

West

Br ll Rd Love

vue

s St

sfo ing

e St Row

Belle

Alla n

ne St

oy Herm

Willia

ry Rd tsbu

Read St h Rd

Farnell St

Marsden Rd

rra Waong w St

Clan

Eastwood

Shaf

y St The Trelawne ue Aven

iam Will

nd Blaxla

Ball Av

ury ts Av Tarran

Clan

Brus

art Stew St

m St

a Pl Wilg

Norma Av

Av First

Eastwood

t St Scot

a Pl

ava Rd Balacl Graham

eR esid

ftsb

h Rd

an St

Denm

alpine

Clan

Vald

Second

Lak Sha

v sA nt rra Ta

Brus

May

Marsfield

North Rd

Ta lav er aR

Ly on pa r

Fo nt en

to r

rt cou Agin

Bala

lac

kle Abu

nna

Killara

d aR lav

So br ao n

d aR lav

Coru

Ta lav er aR

Macquarie University

He rrin

Vim

era

d Rd

Blaxlan

d nR

kle

ge utled

University Av

Ab u

e St Row

Epping

Dundas Valley

Libra ry

Western Rd

d llo

Hillview Rd

siu

br ok

Eastwood

Pe m

Epping Rd

y Rd

Ya n

Ryde Rd

Rd lo

Epping

Terr

Cu llo de n

W at er

gford

Ta lav er aR

Marsfield

Carlin

West Pymble

Epping Rd

gford Carlin

otorw ay

Epping Vim era R

Epping

M2 M

Hunters Hill

Gladesville

Homebush Bay Drive

a Rd

ri Victo

e idg Br le vil Rd es ria to Vic

Mortlake

Cabarita Olympic Park

Concord West

Abbotsford Chiswick

Concord

Drummoyne

City of Ryde Bicycle Strategy 2014

Legend

Map 4 – Regional Route RR12 – Eastwood to Macquarie Park Active Transport Link

Roads and streets Route siting

Schools, colleges and universities

Path

Government buildings

On-road Off-road lanes or path adj shared to road

Planned or existing routes

Regional bicycle routes

Retail, cafes and entertainment

Parks and privatised open space Commercial & industrial usage

Local bicycle routes

Version 2.0 February 2014

Ryde Bicycle Strategy - Updated February 2014

Local links

ro f

South Turramurra

Cheltenham d

tor wa y

ft ro ec Rd

M2 Moto

to um St

d d sR d

Tr us Wic co ks tt St Rd

Cu t

Ble Rd sy Cr es

d jo zR da Ba

Epping Rd

Rd sy Cr es

Rd sy

d ce R en Pr ov id

ffa

ief

East Ryde

Cr es

Ryde

rpe

nC r W es

te r

t Pit

ter wa

a rd

t kS

on rit Me St

Hunters Hill ria R Victo

or s Y de Gla r v rn C A

Tennyson Rd

cord Con

er Pellisi

te Wes

ris

t nS

tty

Riverview

de Ry

ces

Gerard St

Tennyson Point

r te

es W

isie

Pri n

Gladesville

Osg

ath o

Ch ar les De St lan ge St

rS t

We stm

ins

ter

ny so

Po t

iew

Pe ll

son

Ev an

Putney

W ar

Vic to r

ar ah

ris

Lane Cove

LR16

Po t ts

Ty ag

Th o

Po t

nt St

sS t le Ch

Ch Re

Rhodes

Lane Cove West cr

eA v

t kS

eric

d Fre

LR15

v ter Wa

d dR e or idg r nc Co de B Ry

Co xs R

Lane Cove West

Pittw ater Rd

Ryde

to n

dala

Gla

Mag

ce s

Pr in

xla

ur ch

Cr es

St ur ch

Bow den

ris

Robinson St

Bla

Victoria Rd

W an

Co xs R

North Ryde

jo zR

Crescent Av

Tu c

Ar gy

ith rS t

lan

Ba Qu

eS t

Dev

gS t

W ick

Bo yc eS t

db yn

eC r

LR06

Pop

lin S t

uir e S Ye ro t n

ler Pd e

La kS t La va ra c

d Co ve R Rd

W oo

ffa

xla Bla

St n

i Rd

St en le Ka th

St Ad a d de rs R Fli n

d sR all Sm

St ille elv M

La Bu

Top Ryde x

Bla

Bo wd e

St or

ne Co ve

hy St ro t

ve St Oli

Av ac An z

Rd ge

ell M

eS t

Av on R

St Grove La

Boronia

gs R Kin

Rd an rm v cA za An

LR12

lg Ku

LR14

W ick

Rd g rin He r

ke Av low ar M

rve Pd e Wes t Pd e

Rese

ita He

sS t

Tw in

Ten

Vim

Lake sid

era

s St

Rd Av

b gin

Meadowb ank Bridge

Delhi on

Hig

Ang a

Bank St

Ryde

Ed m

North Ryde

n di

Ryrie St

ing

ale

LR11

Stati on

W olg

Lancaster Av

at ric eS t

Pidd

erd

Tw in

a Rd

Und

Co xs R

v sA

Kupp

M St acp h

Pittwater

r Av

aste

v mA

Lanc

ha Cob

Crowley Cr

o Ae

Eu Pd lo e

Pa r

Meadowbank

LR05

r St

Constitution Rd

Railway

e Rd

and

Blaxl

Adelaide

Genner St

rth

win

lan

Pare

r to Vic

Ermington

re w

West Ryde

An d

LR13

Blax

ant

Ryedale Rd

v mA

rf Wha

ha Cob

Ryde

cil Ce

Wa ttle

Melrose Park

Terry

y Anthon

Dickson Av

nt R

Fli n

Denistone East

Miriam Rd

Bellevue

Victoria

h Rd

Vi ct or

e Rd

Cec il

ay torw

al Ryed

Biglan d Av

LR03

North Ryde

Lindfield

n to

East

Miro St

LR02

LR04

Pen n

W at er

Love ll

ell S t

Denistone

Moira Av

Brus

rne St

bou Win

West Ryde

Russ

ins St

Denistone West

Perk

nis De

th Av

ham

s St

Tr ev

LR08

Macquarie Park

llis Co

xla

Four

o M2 M

Bla

vue

Alla n

Chat

oyne

Herm

Seco

Belle

Farnell St

Marsden Rd

rra Waong w St

ll Rd Love

Third

itt

Av nd Av

ia Will

ry tsbu

Clan

Read St h Rd

Brus

art Stew St

illiam lan W

m St

First

nt R

e St Row

Shaf

Denm

alpine

Clan

Eastwood

West

an St

ts Av Tarran

LR01

La ne Co ve R

Rd North

ge St

d Rutle

y St The Trelawne ue Aven

ury

e St Row

Kin

a Wilg

ftsb

h Rd

Eastwood

ford

Norma Av

wa y

C St ooli ng

Sha

v sA nt rra Ta

Brus

Dundas Valley

nd Blaxla

Ball Av

Graham

eR esid Hillview Rd

May

Eastwood

t St Scot

Da vid

a Vald

Lak

a Rd laclav

Giff

Av Pa th wa y

North Rd

kle Abu

Bala

Ha wk

R va cla

nna

By fie ld

rt cou Agin

LR10 d

Ta lav er aR W at er

Marsfield

oy R

to r

Bala

So br ao n

kle

LR09

ll Cu

Fo nt en

Delh

R va cla

Ly on pa r

R en

He rrin

Vim

era

d Rd

Blaxlan

University Av

Ab u

Coru

Killara

Ta lav er aR

Macquarie University

Libra ry

Epping Rd

y Rd

LR07 m

Western Rd

siu

br ok

Epping

rsd en R

rd Rd

Terr

Ya n

Ryde Rd

Rd lo

Pe m

Cu llo de n

W at er

Epping g Carlin

Ta lav er aR

Marsfield rd lingfo

West Pymble

Epping Rd Car

otorw ay

Epping Vim era R

Epping

M2 M

Beecr oft R d

M2 Motorway

Pit tw ate r

rway

Hunters Hill

Gladesville

Homebush Bay Drive

a Rd

ri Victo

idg Br le vil Rd es ad oria Gl t Vic

Mortlake

Cabarita Olympic Park

Concord West

City of Ryde Bicycle Strategy 2014 Map 5 – Ryde Bicycle Network – Local Routes

Abbotsford Chiswick

Concord

Drummoyne

Legend Roads and streets Route siting

Schools, colleges and universities

Path

Government buildings

On-road Off-road lanes or path adj shared to road

Planned or existing routes

Regional bicycle routes

Retail, cafes and entertainment

Parks and privatised open space Commercial & industrial usage

Local bicycle routes

Version 2.0 February 2014

Local links

Ryde City Council

3.2 Local routes and links

Local routes connect local streets to regional routes and extend the network ‘web’ further out into the City. Local routes do not extend beyond the municipal boundary but may connect with local routes in adjoining municipalities. Where local routes use busy streets standard engineering treatments (see Table 13) are recommended. Where local routes use low-traffic residential streets, mixed traffic treatments and signposting are recommended. A typical bicycle journey may start at a rider’s residence. From there they would travel via local residential streets joining a local route shown on Map 4 and local links are shown on Map 5.

which in turn delivers them to a regional route much as the road network works for motor vehicles. Local links are very short connecting routes usually no more than a single street or collection of streets. The prime purpose of these links is to provide the maximum coherence to the network and to increase the choice of routes available to the users. The majority of these links use low-traffic residential streets. Mixed traffic street treatments and signposting (eg: To Coxs Road) are generally proposed for local links. Table 3 lists local routes while Table 4 lists the local links which are shorter, usually single-street, connector routes. Local routes are

Table 3 – City of Ryde Bicycle Network - Local Bicycle Routes Route name Eastwood Heights to Marsden High Eastwood to Parramatta River Eastwood to PVC via West Ryde North Ryde to West Ryde

Code LR01

Direction North-south

Route description Via Marsden Road, Farnell Street and Winbourne Street

LR02

North-south

LR03

North-south

LR04

North-south

North Ryde to Meadowbank

LR05

North-south

Macquarie Park to Putney

LR06

North-south

Talavera Road route Lane Cover River route

LR07 LR08

North-south East-west

Marsfield to Macquarie Park Eastwood to Macquarie University Marsfield to East Ryde Eastwood to Top Ryde

LR09

East-west

LR10

East-west

Via Rowe Street, Trelawney Street, Bellevue Avenue, Victoria Road, Adelaide Street and Andrew Street Via West Parade, Railway Corridor, Anthony Road, Betts Street, Chatham Road, Station Street, Rex Street, Federal Road and Meadowbank Memorial Park Paths Via Sobraon Road, Valda Place, Wilga Place, Abuklea Road, Kingsford Avenue, North Road, Norma Avenue, Grove Street, Boronia Lane, Russell Street, Kings Road, Terry Road, Marlowe Lane, Marlowe Avenue, West Parade, pathway along Victoria Road and Ryedale Road Via Lyonpark Road, Epping Road paths and overbridge, David Avenue, Hawkes Pathway, Trevitt Road, Ada Street, Flinders Road, Bridge Road, Smalls Road, Quarry Road, Aeolus Avenue, North Road, Blaxland Road, Melville Street, Parkes Street, Bowden Street and MacPherson Street Via Path through Talavera Business Park, Waterloo Road, Path through Wicks Business Park, Epping Road over bridge, Ryrie Street, Truscott Street, path through Macquarie Hospital grounds, Wicks Road, Boyce Street, Quarry Road, Woodbyne Crescent, Green Avenue, Buffalo Road, Crescent Avenue, Princess Street, Ryde Park paths, Argyle Avenue, Blaxland Road, Church Street, Wandoo Avenue, Gladstone Avenue, Morrison Road and Regent Street Via Waterloo Park paths and Talavera Road Via Riverside Drive between Delhi Road and De Burghs bridge at Lane Cove Road in Lane cove National Park Via Waterloo Road, Macquarie University roads (Gymnasium Road, Library Road, Western Road, Macquarie Drive and University Avenue), Waterloo Road, and Wicks Road Via Graham Avenue, Millham Avenue, North Road and Balaclava Road

LR11 LR12

East-west East-west

Denistone to North Ryde

LR13

East-west

West Ryde to Top Ryde West Ryde to Gladesville

LR14 LR15

East-west East-west

Tennyson to Gladesville

LR16

East-west

Ryde Bicycle Strategy - Updated February 2014

Via Bridge Road, Wicks Road, Twin Road and Moncrieff Drive Via Second Avenue, Young Parade, Third Avenue, Ryedale Road, Fourth Avenue, Denistone Road, pathway through Denistone Park, Terry Road, Inkerman Road, Pennant Avenue, Anzac Avenue and Blaxland Road Via Terry Road, Kings Road, Cecil Street, Quarry Road (with link to Shrimptons Creek path), Olive Street, Dougherty Street, Bridge Road and Flinders Road (with link to Shrimptons Creek Path) Via Hermitage Road and Parkes Street Via Bowden Street, Squire Street, Sutherland Avenue, Yerong Street, Morrison Road, Bremner Park/ Mallee Reserve paths, Warner Street, Osgathorpe Road, Victoria Road and Westminster Road Via Mallee Reserve path, Tyagara Street, Potts Street, Victoria Road, Cressy Road, Higginbotham Road and Thompson Street

Table 4 – City of Ryde Bicycle Network - Local Links Link name Brush Road link Tarrants Avenue Link Marsden Road to West Ryde Link

Code LL01 LL02 LL03

Direction North-south North-south East-west

Archer Creek Link Meadowbank Memorial Park Links Meadowbank Station eastern Links Denistone Station Link Culloden Road - Waterloo Park Link Macquarie Park A Link (Epping Road)

LL04 LL05 LL06 LL07 LL08 LL09

North-south East-west North-south East-west East-west East-west

Macquarie Park B Link (East-West)

LL10

East-west

Shrimptons Ck to Coxs Road Link Avon Road Link Cox Road Shops to Blenheim Road Shops Link Lavarak Street Link Macquarie Hospital Link Top Ryde Link Ryde Pool Link

LL11 LL12 LL13

East-west North-south East-west

LL14 LL15 LL16 LL17

North-south North-south North-south North-south

Gladesville Link

LL18

North-south

Macquarie Park Cemetery

LL19

North-south

Route description Terry Road to Clan William Street via Brush Road, Denman Street and Clan William Street Terry Road to Clan William Street via Tennants Avenue Via Victoria Road shared path, Bellevue Avenue, Dickson Avenue, Chatham Road, Betts Street and Anthony Road Archer Ck Path, Meadowbank Memorial Park Via Constitution Road, Meadowbank Memorial Park paths and Bank Street Bay Street (and ramp to Meadowbank Bridge), Bowden Street and Underdale Lane Via West Parade, Gordon Crescent, Symonds Pathway and Florence Avenue Waterloo Park path, Waterloo Road path and Culloden Road path. New street, Coolinga Street, Giffnock Street and path, Lane Cove Road path, Epping Road path to Shrimptons Creek Path Giffnock Street, Paul Street Hth path, Epping Road Path, connecting path and bridge to Shrimptons Creek Path. Trevitt Road and Lane Cove Road path Avon Road and connecting path to Epping Road Pathway from shops to Kathleen Reserve, Kathleen Street, Beatrice Street, Wicks Road and signalised crossing, Collins Street, Ryrie Street, Edmonston Street and Cutler Parade Quarry Road to Bridge Road (alternative to Lane Cove Road) via Lavarak Street, Internal road through hospital between Cox Road and Twin Road Access to Top Ryde shopping via Tucker Street and Smith Street Access to Ryde Pool via College Street and Frank Street from the north and via Potts Street, Weaver Street and Victoria Road from the south Alternative to Victoria Road via Evan Street, Gerard Street, Western Crescent, Glades Avenue, Glades Bay Park path and York Street Access through Macquarie Park Cemetary between Delhi Road and Riverside Drive

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 Ryde Bicycle Strategy proposes measures to ensure that these streets are maintained and reconstructed to ‘bicycle friendly’ standards.

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 Road Design, Part 3 provides recommendations on lane widths suitable for motor vehicle/bicycle sharing. Lane widths above 3.7 metres are essential for kerb-side lanes to allow for comfortable lane sharing between motor vehicles and cyclists. Critical lane-widths of between 3.2m and 3.7m, where cyclists can be ‘squeezed’ by motor vehicles, should not be used for kerb side lanes.

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 Road Design and the NSW Bicycle Guidelines 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 Road Design, Part 3, Section 4.9.2 and the NSW Bicycle Guidelines – Section 5 make recommendations for adequate lane widths and issues related to shared bus lanes.

Ryde City Council

ro f

South Turramurra

Cheltenham d

tor wa y

ft ro ec Rd

M2 Moto

rway

Beecr oft R d

M2 Motorway

Rd to um ar Kh

St By fie ld

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Gladesville

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Pittw ater Rd

Po t

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Gla

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Victoria Rd

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North Ryde

Robinson St

Bla

Pr in

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jo zR

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LL16

Cu t

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d W oo

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eS t

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Tw in

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kS t La va ra c

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St Ad a d de rs R Fli n

d sR all Sm

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Top Ryde

rS t

Pop

nd xla Bla

St n Bo wd e

St or

ffa

sS t

Bla

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St ille elv M

Rd ge

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North Ryde

LL15

Co ve R

Av ac An z

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hy St ro t

ve St Oli

v cA za An

lg Ku

rm He

s St

Ryrie St

LL13

LL19

Ang a

Bank St

Meadowb ank Bridge

La ne Co ve R

d kR

Da vid

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Rd g rin He r

St Grove La Boronia

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Rd an rm ke In Av low

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St Stati on

St Adelaide St re w

Av Pa th wa y

Rd era Vim Ball Av Pd Railway

e Rd Lake sid

Genner St

rsd en R Ma

b gin

ale

d ul

Hig

erd

Und

LL06

at ric eS t

ing

LL05

LL12

Pidd

Meadowbank

Co xs R

Tw in

Lindfield

er Rd Av oa

a Rd

r Av

aste

v mA

Lanc

ha Cob

Constitution Rd

Ryde Kupp

St acp h

r St

North Ryde

Pa r

LL14

o Ae

W olg

W at er

Pittwater

Pare

An d

and

West Ryde

Av lus

Eu Pd lo e

Blaxl

rth

r to Vic

v mA

rf Wha

ha Cob

Vi ct or

Macquarie Park

LL09

ay torw

o M2 M

Ryde ld

LL11

Ryedale Rd

win

c Ce

lan

Pen n

nt R

Terry

y Anthon

Wa ttle

LL04

itt

Blax

ant

Crowley Cr

Denistone East

Ermington

Lancaster Av

Tr ev

wa y

e Rd

Bellevue

LL03

Melrose Park

oy R

llis Co

al Ryed

Cec il

LL07

Miriam Rd

Dickson Av

t il S

h Rd

Victoria

Fli n

ell S t

n to

East

Miro St

Biglan d Av

Rd North

Russ

Denistone

Moira Av

Brus

rne St

bou Win

West Ryde

Love ll

W at er

Giff

Tr us Wic co ks tt St Rd

ham

ins St

Denistone West

th Av

nis De

Four

Chat

Perk

xla

Ta lav er aR

LL10

Bla

Third

vue

ry Rd

s St

nt R

Second

Br ll Rd Love

Belle

Alla n

West

Willia

tsbu

m St

a Pl Wilg

t St Scot

e St Row

Av First

a Pl

Norma Av

Eastwood

Shaf

Farnell St

Marsden Rd

rra Waong w St

ne ermoy

Clan

nd Blaxla

y St The Trelawne ue Aven

ury ts Av Tarran

iam Will

Read St h Rd

Brus

Clan

alpine

So br ao n

rt cou Agin

Graham

eR esid

ftsb

h Rd

art Stew St

dge

Clan

Marsfield

sfo ing

Fo nt en

to r

Ly on pa r

Eastwood

kle Abu

Lak Sha

v sA nt rra Ta

Brus

an St

Denm

e St Row

Rutle

May

Killara

Vald

ava Rd Balacl

Ta lav er aR

Macquarie University

He rrin

Vim

era

d Rd

Bala

aR lav lac

North Rd

LL02

Blaxlan

va cla

nna

kle

LL01

University Av

Ab u

Coru

Dundas Valley

Av on R

Epping

Eastwood

Libra ry

Western Rd

d llo

Hillview Rd

siu

br ok

y Rd

Pe m

Epping Rd

Terr

Ya n

Ryde Rd

Epping Car

LL08

Cu llo de n

W at er

gford

Ta lav er aR

Marsfield

Carlin

West Pymble

Epping Rd

rd lingfo

otorw ay

Epping Vim era R

Epping

M2 M

Hunters Hill

Gladesville

Homebush Bay Drive

a Rd

ri Victo

e idg Br le vil Rd es ria to Vic

Mortlake

Cabarita Olympic Park

Concord West

City of Ryde Bicycle Strategy 2014

Map 6 – Ryde Bicycle Network – Local Links

Abbotsford Chiswick

Concord

Drummoyne

Legend Roads and streets Route siting

Schools, colleges and universities

Path

Government buildings

On-road Off-road lanes or path adj shared to road

Planned or existing routes

Regional bicycle routes

Retail, cafes and entertainment

Parks and privatised open space Commercial & industrial usage

Local bicycle routes

Version 2.0 February 2014

Ryde Bicycle Strategy - Updated February 2014

Local links

Table 5 - Methods for retro-fitting bicycle facilities during street upgrades No 1

Method Remarking traffic and/ or parking lanes

Upgrading service roads Sealing shoulders

3 4 5

Application Resizing road lanes to provide either visually separated bicycle lanes or kerbside lanes wide enough for sharing Marking service roads to include visually separated bicycle operating space On rural roads and unkerbed urban roads.

Converting footpaths to For off-road bicycle/pedestrian route within the road shared paths corridor Indenting car parking Where footpath space is available

Car parking on one side By removing a parking lane from one side of road of road only only to create bicycle operating space

Road-widening at median Road-widening at the kerb

8 9 10

Where median space is available

To add bicycle operating space in the form of increased width of the kerbside lane or by adding a bicycle lane. Removing a traffic lane Other lanes markings may have to be readjusted to include bicycle lanes or widened kerbside lane Creating an off-road Two way on one side only or one-way pairs bicycle path

Comments Positioning of linemarking in relation to existing conditions (road joints, drainage, parking restrictions, sightlines etc) Special attention to parking, driveway access and entry/exit points to maintain bicycle facility continuity Bicycle shoulder lanes can also be fitted to kerbed urban roads with parking provision Suitable for off-road one-way pairs or two-way shared path on one side only Preserves parking and permits straight through kerbside bicycle lanes at intersections. Reduces parking. Can be used in conjunction with angle parking schemes in adjoining side streets to preserve existing parking space availability. Move other lanes in to median to create bicycle operating space at kerb Best used where number of driveways and side streets is at a minimum to reduce overall costs. Best done when resheeting Recommended option where traffic speeds and volumes are high

Table 6 â&#x20AC;&#x201C; Methods for including bicycles at intersections Facility type Kerbside lane widths to include bicycle operating space Turning provision

Use Signalised and unsignalised intersections Signalised and unsignalised intersections

Issues Turning movements of motor vehicles, level of difficulty for rider Turn from centre (bicycle lane or shared lane), turn from left (right turn or left turn)

Table 7 - Methods for retro-fitting bicycle facilities to intersections Facility type Remarking traffic lanes Including a right turn from the left bay or hook turn box

Use To provide bicycle route continuity and operating space To provide bicycle route continuity and operating space

Comments Turning movements of other vehicles Turning movements of other vehicles

Ryde City Council

ro f

South Turramurra

Cheltenham d

tor wa y

ft ro ec Rd

M2 Moto

Ryde Rd Rd to um ar Kh

d a

d sR Tr us Wic co ks tt St Rd

Rd Ble

Cu t

Cr es

dala

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Epping Rd

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Lane Cove West

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Lane Cove West

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East Ryde

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Tennyson Point

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Gladesville

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Lane Cove

RR05

LR16

Po t

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LL17

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t kS

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Pittw ater Rd

d Fre

LR15

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Mag

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Crescent Av

RR09

Pr in

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RR04

St ur ch

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Robinson St

Bla

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LL15

LR12

Bla

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Av ac An z

v cA za An

Rd ge ita rm He

s St

LL13

Ang a

Ryrie St

LR11

LL19

Bank St

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LR14

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Rd an rm ke In Av low

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St Adelaide

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LL05

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r Av

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v mA

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LR05

and

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West Ryde

Ermington

LL04

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win

Wa ttle

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lan ant

Ryedale Rd

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Dickson Av

Denistone East

Miriam Rd

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Moira Av

Brus

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bou Win

Biglan d Av

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LR13

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Pen n

Fli n

LL07

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Miro St

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Kin

e Rd

Cec il

nt R

ler Pd e

Rd era Vim

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RR01

LR02

Love ll

LR04

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Russ

ins St

Denistone West

West Ryde

East

Perk

ham

s St

nis De

th Av

North Ryde

llis Co

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Chat

Four

RR03

W at er

ay torw

Bla

Rd North

West

Third

Tr ev

itt

ll Rd Love

Seco

LR08

Macquarie Park

LL09

o M2 M

Av nd Av

vue

Alla n

e St Row

Belle

Farnell St

Marsden Rd

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RR11

rra Waong w St

Herm

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Shaf

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Read St h Rd

Brus

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m St

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Clan

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La ne Co ve R

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Norma Av

RR12

ftsb

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LR01

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Rutle

nd Blaxla

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v sA nt rra Ta

Brus

LL02

LL01

e St Row

First

ford

RR08

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C St ooli ng

t St Scot

Da vid

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Graham

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May

Eastwood

Giff

Av Pa th wa y

Lak

a Rd laclav

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North Rd

W at er

Ha wk

R va cla

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By fie ld

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LR10 d nna

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Marsfield

Fo nt en

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University Av

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Rd Rd

RR06

LR07 m

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Western Rd

siu

br ok

Epping Rd

Dundas Valley

Pe m

Epping

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Ya n

Av on R

rd Rd

Terr

LL08

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Gladesville

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a Rd

ri Victo

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Cabarita Olympic Park

Concord West

Abbotsford Chiswick

Concord

City of Ryde Bicycle Strategy 2014 Map 7 – Ryde Bicycle Network – All Routes (Network Connectivity)

Drummoyne

Legend Roads and streets Route siting

Schools, colleges and universities

Path

Government buildings

On-road Off-road lanes or path adj shared to road

Planned or existing routes

Regional bicycle routes

Retail, cafes and entertainment

Parks and privatised open space Commercial & industrial usage

Local bicycle routes

Version 2.0 February 2014

Ryde Bicycle Strategy - Updated February 2014

Local links

4 Supporting increased bicycle use Supporting increased bicycle use is the “software” component of the bicycle strategy which helps and encourages the community to use the “hardware” – the bicycle network and the road system generally. The Ryde Bicycle Strategy proposes a five-point support program designed to assist all members of the community to share in the benefits of cycling in and around Ryde and ensure a through and coordinated implementation of the Strategy as a whole. Table 8 provides a summary of this “Supporting Cycling in Ryde” program. A number of these recommended programs and initiatives support and encourage cycling by seeking to improve the operating skills of new and existing bicycle riders of all ages. Other programs provide support in the form of practical information such as maps and guides while others encourage and celebrate cycling in the community with events and activities. Table 8 - Summary of the recommended Supporting Cycling in Ryde initiatives

Some programs and initiatives will be directly undertaken by council in partnership with external organisations and the community while others will be undertaken by third party organisations with encouragement form council. This Strategy document suggests a number of recommended programs to encourage and develop cycling in Ryde – there may be more which, in the time period of the Strategy, council may wish to undertake. Each of these suggested programs will need scoping, funding, allocation of resources, some further development to suit the Ryde environment and coordination with other elements of the program. It is recommended that Council allocate a the key coordination, development and project management responsibilities of the “Supporting Cycling in Ryde” to a staff member who would work with the RBAC to develop timelines and successfully implement and monitor the program.

Objective

Recommended program or initiative

1. To increase community information, education, awareness and basic skills

Ryde City Cycling Central – An information-rich web based resource for cycling in Ryde City. This web site aim to provide links to Ryde Bicycle Strategy support programs and initiatives. Ryde Bicycle Map - showing recommended bicycle routes. Available in printed paper or downloadable from council’s website Ryde to school incl. transport access guides (bicycle and walking map for schools) showing suggested routes and other sustainable transport information. Wider programs would aim to encourage schools, TAFEs and the university to develop their own programs with goals and targets to increase the level of cycling to school/uni. Other suitable programs to develop with schools are the Cycling Bus and Safe Routes to School. Ryde to work - transport access guides for major employment areas (Macquarie Park) showing suggested bike routes and other sustainable transport information. Ryde to the shop - maps showing recommended routes to get to regional shopping centres Ryde for fun – a guide to outdoor recreational facilities (bikepaths, parks, reserve etc) easily accessible by bike or walking. Including bicycle-friendly parks and places to ride. Getting fit in Ryde – a guide to fitness and recreational sites in Ryde accessible by bicycle and walking. This would also refer to recommended road/training routes centred on Ryde. Introduction to cycling - ‘give it a go!’ – a series of ‘experiences’ for beginners to introduce them to the joys of cycling and to address their issues and concerns. Ryde a Bike - promoting courses for children and adults to train and improve riding skills. Establishment of kids bike tracks in major parks (similar to Centennial Park kids bike track)

2. To provide opportunities for the community to ride in Ryde

Partners Ryde Council and Bike North Ryde Council and Bike North Ryde Council and private and public schools and P&Cs, RMS and other State Govt depts

Ryde council and major corporations, chambers of commerce, Comm Dept of Workplace Rels Ryde council and centre managers Ryde Council, Dept of Sport & Rec Fitness industry companies, Ryde Council Ryde Council, Bike North, private trainers, BNSW, racing clubs Ryde council and private trainers, TAFE/Education Dept, Health Promo Units

Sydney Spring Cycle – encourage the Ryde community to take part in Sydney’s biggest celebration of cycling.

BNSW, Bike North, Ryde Council

Ryde around Ryde – Small group rides in the area hosted by Bike North

Bike north, Ryde Council

Bike Sunday (Cyclovia) – Ryde’s Annual bike day to encourage the whole community to get out and enjoy their city on a bike. The basic concept is a ride to breakfast and is promoted through cafes and restaurants.

Ryde Council, business community, café and restaurant owners, Bike North

Cycling Australia, Sports promoters, SOPA, Ryde Council Cycle ‘n’ Ride - travel further by combining bikes with public transport Ryde Council, State Transit, city Rail, – a travel access guide to using bikes with trains ,buses and ferries in Ryde Bike North BNSW – how to ride to the stop, where to park, helpful hints, support groups

Bicycle sport events in Ryde and Sydney Olympic Park 3. To encourage practical use of the bicycle as transport to school and work and to improve integration with, and access to, public transport

Ryde to Work - based on the successful BV program which encourages workplaces to set up self-help groups 22

BNSW, Bicycle Victoria, business community, unions Ryde City Council

Objective

4. To improve and expand bicycle parking and supporting infrastructure

5. To integrate support for the Ryde Bicycle Strategy into all areas of Council operation

Recommended program or initiative

Partners Ryde Bike Buddies – a simple self-help scheme to assist individuals to get Bike North, BNSW going on their cycle to work Ryde Library, local historic society, Ryde back into history – a self-guided bicycle tour of historic Ryde Bike North Ryde Council, CoS pilot program, Ryde Council - leading by example – Council to set up a program to BNSW encourage staff to ride to work Ryde Council, Education Dept, Health, Ryde to School – Getting kids back on bikes and parents cars off the Aust Govt agencies streets Ryde Council, Bike North Improve and expand the level and quality of bicycle parking in the public domain Support the economic viability of private sector businesses, entertainment/ Ryde Council, private sector food venues and residential developments by supporting the development of businesses specially targeted parking facilities which provide security from theft and protection from the weather Ryde Council Develop effective strategies to reduce bicycle theft Ryde Council, Bike north Enable wider community participation in Council’s bicycle rack installation program Require and encourage the private sector and government agencies to Ryde Council, State Govt agencies, provide bicycle parking and end-of-trip facilities in and around their buildings private sector (major employers) Ryde Council Ensure coordination and integration of cycling within Council’s policies and operations – GIS, internal policies, planning instruments (DCPs and LEPs), staff training, review of engineering standards, Maintenance- repair and roadworks – Hazard reporting scheme. Regular maintenance, system for bicycle access in low-traffic one-way streets, provision for cyclists in road works.

4.1 Information, education and awareness building The availability of good information and knowledge is a fundamental tool in any effort to encourage cycling within the community. A comprehensive program is proposed to provide the community with a wide range of information, skills and resources such as: • Ryde Cycling Hub. The hub of the Ryde information system is an upgraded web-based resource to provide access to much of the information and programs listed below. • Ryde bicycle routes map. Continuing an established tradition of excellent information for riders to help them plan their trips and find their way around Ryde by bike. • Ryde to School. A printed transport access guide (or alternatively available for download from the Ryde Cycling Hub website) designed to help school students and their parents overcome the ride to work/school knowledge gaps. It Cycling Map is recommended that this guide be Your guide to cycling routes in the City of Ryde piloted in one local school before expanding the program. • Ryde to Work. It is recommended that Ryde Council partner with Bicycle NSW, Bicycle Network Victoria (BNV) and Bike North to develop a workplace-based ride to work program in the Macquarie Park and other commercial areas. BNV have developed excellent materials and programs during the past decade which aim to support and grow this type of activity. • Ryde to the Local Shops. A series of local area maps with recommended routes to persuade local residents to ride to their local food or video shops. These leaflets would be available in PDF format for download from Ryde Cycling Central or printed and distributed by local businesses. • Ryde for Fun. A simple map-based guide to local attractions (including major entertainment and tourism) easily accessible by 3RD EDITION

Ryde Bicycle Strategy - Updated February 2014

•

• • •

Ryde Council, RMS

bike. This leaflet/brochure would be available in PDF format for download from Ryde Cycling Central or printed and distributed by the local facilities. Getting fit in Ryde. A simple map-based guide to local fitness centres and sporting facilities accessible by bike. This leaflet/ brochure would be available in PDF format for download from Ryde Cycling Central or printed and distributed by local fitness centres. Ryde back in time. A series of self-guided tours of historical sites in and around Ryde developed by Ryde Library staff in conjunction with Bike North. Give it a Go. A series of short ‘experiences’ for people new to cycling to help them try out the activity in a relaxed and supportive environment. Ryde a Bike. Skills-based training courses for children and adults to help those who have never learned to ride and to improve the riding skills of those who have. Establishment of kids bike tracks in major parks (similar to Centennial Park kids bike track) is also recommended to support this program and encourage child-based cycling generally.

4.2 Providing greater opportunities to ride in Ryde

Opportunities for people to ride their bicycles in isolation abound and there are too few occasions when people can join an established event with many others to enjoy and learn more about the activity of cycling. The Ryde Bicycle Strategy proposes a number of measures designed to create more opportunities for the community to come together for cycling based activities from local tourism to mass events. It is recommended that Ryde council investigate support for or the initiation of the following cycling-based community activities: • Sydney Spring Cycle – Support this event and promote it as a Ryde Community event in conjunction with Bike North and the organisers Bicycle NSW. Investigate Ryde based route options and or rest stop. 23

•

• •

Bike Sunday – An event for all the family in and around Ryde. The basic concept is a ride to breakfast with friends. Promoted through, and partnered with, the City’s cafes and eating places. Not a route based event. Participants book tables at their favourite cafes and ride to breakfast. Some on-the-day outdoor facilities provided in riverside parks etc for picnickers etc. Encourage community to not use their cars that morning before 10am. If successful can be staged quarterly as with Centennial Park’s successful car-free days. Ryde around Ryde – It is recommended that council support a series of small group rides run annually by Bike North. Bicycle sport in Ryde – Investigate the staging of a roadbased competitive cycling event with the peak body Cycling Australia in the City of Ryde possibly in conjunction with Sydney Olympic Park.

4.3 Ride to work, school and public transport

The journey to work is an established major cycling growth area in Ryde and other inner urban areas of Sydney (CSAHS 2003). The Ryde Bicycle Strategy aims to encourage and support this trend with a number of programs involving partnerships between council, State government agencies, the community and industry and employer organisations.

Cycle ‘n’ Ride - improved public transport integration

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 Ryde the CityRail public transport system is fed largely by walkers and some feeder bus routes. State Transit bus routes (Figure 3) generally infill the areas not served by rail and though some services are coordinated with the rail system the connection is neither seamless nor fully reliable.

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 Ryde 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.

Bicycle network access to stations

There is currently inadequate access for cyclists to many stations. The Ryde Bicycle Strategy aims to improve the Cycle ‘n’ Ride system by: • providing coherent and consistent connections with Ryde 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 subnetwork 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 9 provides an assessment of each CityRail station in Ryde City looking at potential Cycle ‘n’ Ride catchments and other factors such as the quality of service available at that station.

Table 9 - Bicycle feeder mode potential at individual station/stops Station Meadowbank

Rail network function Local

West Ryde

Local

Denistone

Local

Eastwood

Local

Epping*

Junction

Macquarie University

Local

Macquarie Park Local

Land use function

Potential

Comments

Residential, industrial Residential, commercial Residential

Medium

Good residential and industrial catchment. Low service frequency out of peak (30 min)

Medium

Good residential and commercial catchment. Low service frequency out of peak (30 min)

Low

Residential, commercial Residential, commercial

Medium

Residential, commercial, educational Commercial

High

Residential walker catchment primarily. Minor (local only) bicycle catchment due to terrain. Bicycle access to adjoining stations is more desirable (service and surrounding facilities). Low service frequency out of peak (30 min) Major regional shopping and commercial residential centre. Low service frequency out of peak (30 min) with supplementary access to inter-city services (30min). Major regional shopping and commercial residential centre. Low service frequency out of peak (30 min) with supplementary access to inter-city services (30min). Improved range of services with opening of line to Chatswood and proposed North West shuttle line. Large patronage by university students/staff and Macquarie Centre shoppers. Good residential catchment via Shrimptons Ck Cycleway. Low service frequency – 15 min peak, 30min out of peak. Low service frequency – 15 min peak, 30min out of peak. Growing employment area. Residential catchment (by bike) more remote and poorly connected. Low service frequency – 15 min peak, 30min out of peak

North Ryde Local Commercial * Outside Ryde City but directly accessible

Medium

High Medium

Design principles for Cycle ‘n’ Ride parking installations

The first consideration of any successful installation is the location of the bicycle parking area at the station and its ease of access. Pedestrians should always have the greatest advantage and 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 24

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 prefer 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 cold winter air. Ryde City Council

In all countries where bicycles are well-used and concentrated, 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 RMS 2003, Section 11) designed to fit as many bikes as possible into a compact space, are preferable, for transport operators. Rack installations and their immediate environs need to be easily kept clean so ganged-type stands mounted 20mm off the ground, are recommended instead of multiple low-volume type street racks or poles. Vertical lockers, where the front wheel of the bicycle is lifted onto a hook and hung, offer the best solution for riders who wants to pay a longer-term rental fee so they can store personal belongings as well as their bike. Short term lockers are an attractive option to users though the administration of this type of hardware is only viable with the introduction of transportation smart cards. Bicycle riders who prefer to use racks and stands (providing their own locking device) can store bulky belongings short term in conventional station lockers if 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 all aspects of bicycle parking including racks, lockers etc and their installation is provided in Appendix C.

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 low rates of 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. Current NSW Government policy supports bicycle cycle ‘n’ ride and City Rail is beginning to address this market with the introduction of station parking in various forms. Table 11 - Recommended quantity of bike parking racks and lockers at stations Station Meadowbank West Ryde

Rail travel

Notes 1 & 3

3,140 4,730

Racks Lockers Rack cost Locker cost Note 2

31 47

3 9

25,120 37,840

2,512 7,568

Denistone

390

3,120

624

Eastwood

5,800

46,400

9,280

Epping*

7,940

63,520

12,704

Macquarie University Macquarie Park

1,880

15,040

3,008

470

3,760

752

North Ryde TOTALS

280 24,630

3 246

1 46

2,240 197,040

448 36,896

The CityRail system has traditionally depended on walkers, bus travellers (where connecting services exist) and motorists 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 10 - CityRail access modes for Parramatta and Epping stations

Station Parramatta Epping

% Bus 54 12

% Walk 24 39

% Car driver 6 8

% Car passenger 14 36

% Other (Bike/taxi) 2 5

Table 10 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 low bicycle use. 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 Ryde stations, based on this usage rate (1%) are shown in Table 11. Lockers are recommended only at 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. Total Comments 27,632 Good residential walking and cycling catchment. 45,408 Good walking and cycling residential catchment. Bicycle catchment increase potential from Denistone. 3,744 Good walking catchment. Minor (local only) bicycle catchment due to terrain. Bicycle access to adjoining stations is more desirable (service and surrounding facilities). 55,680 Good walking and cycling catchment. Bicycle catchment increase from areas on top of ridge (Denistone East). 76,224 Good walking and cycling catchment. Numbers may decrease with opening of line to Chatswood. 18,048 Good potential residential catchment via Shrimptons Ck Path. Rail travel projections may underestimate use. 4,512 Good walking catchment from Macquarie Park area but limited by lack of street permeability. Bicycle catchment potential from southwest of station. 2,688 Difficult to access station from residential areas to south. 233,936

Note 1: Rail travel data from CityRail Travel Statistics November 2003 and advice to STC by Parramatta Rail Link June 2000 Note 2: Denotes number of bikes to be racked. Note 3: Day totals are calculated on station enter figures.

Ryde Bicycle Strategy - Updated February 2014

For the Cycle ‘n’ Ride concept to benefit City of Ryde residents there should be a strong coordinated promotion by the rail or bus operators and Council. It is recommended that Epping or Eastwood stations be initially targeted as a demonstration project while the scheme is progressively rolled out to the other stations. The recent installation of a lock-up cage at Eastwood Station has been successful and this type of facility will be easier to manage when NSW introduces its public transport smart card which will allow for cage entry as another form transport service/transaction. Lock-up cages serving the Perth rail network have been very successful (and the program extended) since the transport smart card system was introduced there some years ago.

for walkers is 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.

Bicycle lockers, cages and racks also need to be served by a network of safe and convenient access paths as station precincts are busy areas for traffic, particularly at peak times.

The suburban centre remote from the rail system and offering the best potential for a Cycle ‘n’ Ride scheme for bike-bus travel is the Top Ryde shops 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.

Rack and locker recommendations for bus stops

Supporting programs

Ryde is well served by the State Transit bus route network (see Figure 3) which covers most parts of the City not already serviced by the rail network.

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City of Ryde Bicycle Strategy 2014

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Map 8 â&#x20AC;&#x201C; Priority bicycle parking locations Key to bicycle parking map symbols

Ryde Bicycle Strategy - Updated February 2014

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Public domain priority areas for bicycle parking

Spot locations in the public domain

Bicycle parking at stations and stops. Size of circle represents importance of installation.

Spot locations on private land Potential site of major bicycle parking facility

Roads and streets Route siting

Schools, colleges and universities

Path

Government buildings

On-road Off-road lanes or path adj shared to road

Planned or existing routes

Regional bicycle routes

Retail, cafes and entertainment

Parks and privatised open space Commercial & industrial usage

Local bicycle routes Local links

4.4 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. When 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 City of Ryde Bicycle Strategy. The City of Ryde 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 City of Ryde Bicycle 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 the City of Ryde’s Parking Development Control Plan. Technical details on the provision of parking facilities are also provided in Appendix C.

Bicycle parking plan objectives

a. Improve and expand the level and quality of bicycle parking in the public domain; b. Enable wider community participation in Council’s bicycle rack installation program; c. 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; d. Require and encourage the private sector and government agencies to provide bicycle parking and end-of-trip facilities in and around their buildings; e. Develop effective strategies to reduce bicycle theft and, f. Include bicycle parking and approach paths to parking installations as an essentional condition of development consent on all new major developments.

Improving public domain bicycle parking

Table 12 lists proposed priority bicycle parking sites and their construction details. Parking plan priority areas are shown on Map 9. These priority areas are high trip generating places with an already high demand for bicycle parking. Map 9 also shows additional spot locations. Recommendations for bicycle parking installations are included in Appendix C.

Table 12 - Bicycle parking recommendations Type Priority area Spot location in the public domain Spot location on private land

Location Main shopping, entertainment and commercial precincts Parks, pools, recreation centres, Council buildings Large schools, large workplaces

Major bicycle parking facility

Community participation in bicycle rack program

Ryde City Council has installed bicycle racks throughout the LGA during 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 – Bike North in particular. In addition to the provision of racks as recommended by this Strategy it is recommended that Ryde City 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 currently run by a number of LGA’s throughout Australia. An example of the on-line request for public domain bicycle parking in the City of Sydney LGA can be accessed at: http://sydneycycleways.net/maps-and-tools/bike-parking. 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 Bike North 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. 28

Comments Survey existing and make recommendations for upgrade of facilities Survey existing and make recommendations for upgrade of facilities Encourage land owners to install racks and to encourage their students or employees to ride See section 5.4.4 below

Bicycle parking racks can also be installed as part of existing street furniture, such as parking sign poles, to reduce clutter in busy strip shopping areas. The City of Sydney and a number of adjoining Councils now install ‘ring and post’ type bicycle racks when replacing or updrading parking signage in commercial and shopping areas.

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. Two of this type of facility have recently been opened in Brisbane. Modelled after European and Japanese examples, the King George Square Cycle Centre was the first facility of its kind to open in Australia in June 2008. This is a unique facility located in the heart of Brisbane City, forming part of the King George Square Bus Station complex. The King George Square Cycle Centre was designed to support people who want to ride to work but have inadequate workplace facilities. Many of Brisbane’s CBD buildings do not have adequate bike storage or showering facilities. Membership of the Cycle Centre provides daily access to secure bike parking, a fresh towel, air conditioned locker rooms, and showers and toilets. An optional laundry service is also available and a full service workshop is an integral part of the centre. An area of great potential for this type of development in Ryde would be at or near Macquarie University. This area has a large potential Ryde City Council

– King George Square

www

Learnings The Cycle Centre is currently being evaluated by an independent organ learning’s will be established as part of this process.

Costs The cost of constructing the Cycle Centre is $7 million. In additio Council has committing to spending $100 million over the next four infrastructure right across the city.

Infrastructure Figure 4 (above): Cyclists approach the entrance of the King George Square Cycle German designed Josta CBD. bikeFigure racking system has an dual-level upstairs and down Centre in the Brisbane 5 (below): A colunter-weighted user base and is sited close to the rapidly developing commercial/ a featureare of theprotected. Brisbane’s new Centre which can cater for up to easysystem andisbikes warehousing area, Macquarie Park. Associated with a new railRacking service isracking 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.

420 parked bicycles.

It is recommended that within the next five years Ryde Council encourage area stakeholders (University and building owners/ managers) to investigate the feasibility of operating a Cycle Centre type operation in or near Macquarie University or elsewhere in the Macquarie Park area.

DCP requirements for bicycle parking

The provision of bicycle parking in new development approvals is regulated by Ryde Council’s Parking Development Control Plan. In June 2011 the City of Ryde passed a resolution in support of the existing DCP conditions for bicycle parking in buildings. This resolution requires developers to consider and where necessary provide safe and easy access to bicycle parking installations. The purpose of the resolution is to ensure high quality access to bicycle parking and to ensure that when parking facilities are provided that they are located in highly visible and convenient locations.

While the current City of Ryde DCP requirements for bicycle parking provides a very good coverage of bicycle parking, the method of determining the rate of provision (bicycle parking spaces perJosta squareBike Racking System metres of floor space) is considered by sections of the planning There is very little data available on bicycle theft. Police records and development industry to be a too abstract way of determining usually that most bicycle theft occurs mostly from homes or Incentives andindicate encouragement possible bicycle demand. The NSW Planning Guidelines for Walking workplaces as the resulta of burglaries. More detailed usertosurveys The Cycle Centre operates referral reward program thank member and Cycling (DOP 2004) uses a more logical methodology based undertaken in the ‘high-usage countries’ such as the Netherlands spreading the word about the facilities to their friends, family and colle on the number of people using buildings – employees, customers, shows that many riders seldom report street theft to the police. referral that results in a 6 month membership the referring member guests, students etc. It is recommended that when the next revision Effective theft prevention consists of four key components: weeks credit towards their next membership renewal. A ten trip saver c of City of Ryde PDCP is undertaken that the calculation methodology 1. Availability of secure bike parking facilities introduced. be brought into line with DOP 2004. 2. The use of high security locking devices by bike riders 3. Effective stolen bike recovery system and policing Bicycle theft prevention 4. Lack of a ready market for stolen bikes Although bicycle theft in the Sydney region and in Ryde is not a major problem, bicycles do get stolen in Ryde and particularly in high It is recommended that Ryde Council in association with Bike use areas. The theft of a bicycle is a major disruption for a bike rider North and the Police Service formulate an theft prevention action and in many cases can even result in that person giving up riding for plan should bicycle theft become an issue of major concern for the some period of time. community. Ryde Bicycle Strategy - Updated February 2014

29 of Health a This project was funded by the Australian Government Department

5 Implementation and evaluation The implementation of the bicycle network will need to be closely D. Infrastructure coordinated with the implementation of the support sections of E. Cyclist Training attractiveness cyclists’ satisfaction. The for the goodand score of small towns is fairly obvious: this strategy. This and coordination is essential to ensure thatexplanation mutually F. Marketing Promotion noise is predominantly produced motorised traffic there is less in small towns whereas in big supporting programs are delivered in a by timely manner with an of which G. Stakeholder Engagement adequate level of funding and community support. Wider Engagement towns cyclists are often on bicycle paths or lanes next toH. busy motorised traffic. The fact that small towns do I. Planning for Cycling well on directness is due to good average speed en very little delay. Cyclists in big towns suffer more than J. Targets and Monitoring

Monitoring and evaluation twice as much delay as those in small towns. The sheer number of traffic lights is the culprit causing over

What many of these schemes have in common is that they have A program to delay monitorinimplementation 80% of the big towns. of the Bicycle Strategy is been designed as an evaluation methodology to fit the broadest recommended. Such a program will feed back into the ongoing range of situations, to monitor bicycle use in LGAs which While cyclists in small enjoy direct routes, big townsi.e.excel in the competitiveness of often the development of the Bicycletowns Strategy andattractive ideally willand permit do not have a bicycle strategy in place. improvements and cost savings. An investigation of bicycle strategy bicycle compared to the car. Basically you are a thief of your own time and money not to use the bicycle for monitoring programs used elsewhere has determined that this In the Netherlands, wherethan the the development networks short trips in the big towns. On average in big towns the bicycle is 5% quicker car. Theofcosts car and process would be valuable and provide feedback for Council and supporting programs is much more advanced, the national cycling parking are substantial, averaging 40 eurocents the community. As good as monitoring programs may seem,per theyhour for every trip, some five times higher as in small organisation with substantial governmental support has developed towns.effort, involvement and commitment from Council and the require its Cycle Balance scheme (FIETSERSBOND 2001) for providing an cycling community. Inevitably there are additional costs. assessment of the detail physicalthe network. The project involves The reports on the assessment results of each individualobjective town discuss in great relevance of each riding a specially equipped bicycle fitted with sensors and recording A number of international monitoring schemes were selected (sub) dimension, which data were collected, how standards were determined and the assessment method. equipment over the existing network and measuring the results. for evaluation. Common to all programs is the need to have a The main part of the report consists of a presentation of the assessment results and the conclusions that can comprehensive scheme which will report on a range of issues The UK methodology mentioned above, Local Authority Assessment be drawn on the basis of these results. Finally recommendations are given on how to improve the towns’ covered by the Bicycle Strategy, such as: Progress Review 2004 – Guidelines and Matrices for Assessment • Engineering works programmes; performance on the (sub) dimension. (ERCDT 2004) has the most relevance to the monitoring of Ryde • Bicycle use; Bicycle Strategy implementation. It is recommended that this scheme To illustrate the results of the assessment a brief account is given of the results, conclusions and • Modal share; be assessed within the 2007-08 financial year and modified to suit the • Bicycle crashes; based on the central graph of Veenendaal as presented in Figure 3. The graph shows recommendations direct needs of Ryde. Following this assessment it is recommended • User satisfaction levels; that town a Rydewith Bicycle Strategy Monitoring and Evaluation process be clearly the strong point of Veenendaal. It is a very compact many destinations within cycling • Condition of bicycle facilities; established and maintained on anconditions annual basisoffered as a tool to for them. the Ryde of cycling distance. Bicycle-use is high and cyclists are satisfied with the quality • Network implementation; and, Bicycle Council’s ongoing monitoring Strategy implementation and The road surface is of extremely high2004) quality, mainly because of the use of asphalt on bicycle paths with • Level of service improvements. (LTSANZ reporting to Council. smooth joints on intersections and good maintenance. the policy on paper meets with the standards Similarly a UK assessment process (ERCDT 2004) devised for local Finally Figure 6: The Dutch Cycle Balance score for the town of Veendaal. The graph set in Sign up for the bike. The cycling policy is complemented bythefree bicycleIt isparking in the government recommends ten criteria for monitoring and assessment: shows clearly strongguarded point of Veenendaal. a very compact towncity with A. Local Transport Plan and Cycling Strategy centre and at the railway station. many destinations within cycling distance. Bicycle-use is high and cyclists are B. Annual Progress Report satisfied with the quality of cycling conditions offered to them. The road surface Figure 3 TheCommitment Cycle Balance score of Veenendaal C. Council is of extremely high quality, mainly because of the use of asphalt on bicycle paths with smooth joints on intersections and good maintenance.

directness policy on paper

comfort (obstruction)

cyclists satisfaction

comfort (road surface)

urban density

attractiveness

road safety of cyclists

competitiveness bicycle use

Veenendaal standards average medium sized towns (20-50.000 inhabitants) 30

Ryde City Council Pagina 5

Integration with Ryde Council operations/ processes It is a vitally important outcome of any formal planning process that projected bicycle infrastructure works and programs be integrated with other Council plans and procedures. Proper and detailed planning often results in substantial cost savings to the council and its residents when cycle infrastructure works can be carried out as part of major new capital works construction, periodic maintenance and infrastructure upgrades. To ensure the maximum integration of cycling provision across all operational departments of the City of Ryde it is recommended that: a. All bicycle routes and recommendations for physical infrastructure improvements be included in Council’s geographic information system (GIS) to ensure all future works are be coordinated with other street improvements; b. Key council staff be progressively encouraged to attend the RMS training courses, “Designing for Bicycles and Pedestrians” for technical staff, and “Bicycles and Pedestrians for Managers” as part of their normal training requirement; c. Review Council’s road and path based engineering standards to ensure that bicycle riders are always included and implicitly planned for. This is to ensure that roads and facilities which are potentially hazardous to bicycle riders are not inadvertently installed. This particularly applies to road-lane widths, intersection layouts, path clearances/widths, standard LATM designs etc; d. Inclusion of provision for cycling in all future council plans and developments. e. Council review its current planning policies to include provision for cycling requirement in development control plans (DCPs) and local environment plans (LEPs) for new and renovated developments as detailed in the Planning Guidelines for Walking and Cycling (DOP 2004). Such provision will include but not be confined to the provision of parking and end of trip facilities (see also section 5.4.5 above), access to buildings and developments and the requirement for cycling to be included in site/place/ workplace-based transport plans; f. Develop internal process and procedures whereby all council departments can coordinate and support the development and delivery of their separate cycling programs and projects; g. Develop a Ryde-based hazard reporting scheme to ensure infrastructure defects are fixed promptly and efficiently and that responds to riders’ needs; h. Implement a regular cycleway maintenance program to ensure that on-road and off-road bicycle facilities are kept in good repair; i. Investigate a marking and signage system (similar to the one operating successfully in Marrickville and other locations) to provide two-way bicycle access on low-traffic volume local oneway streets; j. Continue the Council program of removal of old-style drainage grates, and; k. Develop a Council policy on provision for road works that includes cyclists regardless of the existence of marked bicycle routes.

Related planning and proposed projects There are a number of significant planned projects and Council planning initiatives within the Ryde area which will need coordination with, and will provide opportunities to, the development of the Ryde Bicycle Strategy. Projects identified during the development of this Strategy are: • Macquarie Park Masterplan, Development control Plan and Public Domain Plan; • Macquarie University Bicycle Network Masterplan; • Ryde River Walk Masterplan; • RMS Strathfield to Eastwood Rail Trail; • RMS Macquarie University connections; and, • Future upgrading of the M2 Motorway. Ryde Bicycle Strategy - Updated February 2014

It is recommended that progress on these projects be monitored by Council to ensure maximum benefit to the development of the Bicycle Strategy.

5.1 Bicycle strategy implementation

It is recommended that the physical infrastructure outlined in the Works Schedule be implemented over a ten-year, five-stage program with internal reviews held at the ends of Stages 3, 6 and 10. It is further recommended that the Ryde Bicycle Advisory Committee undertake a key oversight role of the Strategy’s implementation and report regularly to Council on progress.

Funding sources The recommended bicycle network plan proposes high quality infrastructure in line with contemporary community aspirations for bicycle use. As a large proportion of this network is planned to use separated bicycle facilities particularly on busy high-trafficked streets and roads, the cost of implementing the network is considerably higher than a mixed traffic network which uses mostly linemarking and signage. Apart from Council’s own resources there are a number of funding programs which may provide the additional financial support necessary to construct bicycle network infrastructure to meet current and future community needs.

Sharing Sydney Harbour Access Program

Sharing Sydney Harbour Access Program is a NSW Government initiative to improve public access to and enhance the recreational enjoyment of Sydney Harbour and its tributaries for the people of Sydney and visitors to the city. The program allocates grants to councils, registered clubs and state agencies to assist with the implementation of capital works projects that improve public access to and along the foreshores of Sydney Harbour and its tributaries for walking, cycling and recreational boating. Funding is provided on a dollar-for-dollar basis and is administered by the NSW Department of Planning.

Metropolitan Greenspace Program

The Metropolitan Greenspace Program (MGP) has provided over $15m to over 300 projects since 1990. It allocates over $1 million annually to Councils on a matching dollar basis and last year provided almost $1.5 million to Councils. The key objective of the program is to assist local government in the development and planning of regionally significant open space and to enable more effective use of these areas by the public. The program also aims to promote partnerships between State and Local Government.

RMS Bicycle Infrastructure Funding

The RMS’s Bicycle Program allocates $5 million annually to NSW Council bicycle projects, this includes over $1 million for Sydney Metropolitan Councils. The dollar for dollar funding is to assist Councils with the development and implementation of their local bicycle networks. Detailed information on RMS funding for Sydney Council projects is available from the website www.RMS.nsw.gov.au.

DEC - Environmental Trust

The Environmental Trust is an independent statutory body established by the NSW government to support exceptional environmental projects that do not receive funds from the usual government sources. The Trust is empowered under the Environmental Trust Act 1998, and its main responsibility is to make and supervise the expenditure of grants. The Trust is administered by the Department of Environment and Climate Change. 31

Department of Sport and Recreation

Capital Assistance Scheme and Regional Sports Facility Program assists local government and not for profit organisations develop community oriented sporting and recreational facilities. These have been very successful in adjacent council areas. Refer to http://www. dsr.nsw.gov.au/finance for further details. The Capital assistance program (CAP) assists Local Government Authorities and not for profit organisations to develop community orientated local sporting and recreational facilities. Local government authorities, as well as not for profit sporting and recreational organizations are eligible to apply for this grant.

Past and possible future Australian Government funding programs Auslink Roads to Recovery Program

In November 2000, this program was introduced as a single intervention by the Commonwealth to address the specific problem of local roads reaching the end of their economic life, and their replacement being beyond the capacity of local government. Over four years from 1 July 2005, the Australian Government, will provide additional funding of $1.23 billion. This is in addition to its untied Financial Assistance Grants to councils for roads and other purposes. On 8 May 2007, the Australian Government announced that it will further extend the Roads to Recovery Program until June 2014. Funding for the program will also be increased from $307.5 million a year at present to $350 million a year from 2009-10. This program has been used by many councils throughout Australia to fund bicycle infrastructure development and upgrades. It is administered by the Commonwealth Department of Transport and Regional Services.

Auslink Black Spot Program

The Black Spot program began in 1996-97. In recognition of its success the Australian Government has now extended the program until 30 June 2014 and Black Spot funding under Auslink 2 will be increased to $60 million annually from 2009-10 to 2013-14. That is an increase of 33 per cent on current program funding. The government will also provide $45 million for black spot projects in 2008-09 as part of its current Auslink program.

This program has been used by many councils throughout Australia to fund bicycle infrastructure development and upgrades. It is administered by the Commonwealth Department of Transport and Regional Services.

Cycle Connect

The Australian Government has funded the installation of secure bicycle parking at public transport nodes. Cycle Connect, a $2.4 million initiative, was part of the Australian Government’s ‘Sustainable Cities’ urban environment program*. Cycle Connect which ended in 2005-06, was a two-year grant initiative to provide secure parking, principally in the form of bike lockers, at suburban bus and train stations. This project extended the ‘catchment’ areas of public transport networks by offering facilities for those who find it too far to walk to their local station but who are happy to cycle. Substituting short car trips with bicycle rides is one way of keeping fit and healthy, while reducing congestion, greenhouse gas and pollution at the same time. For each three kilometres that are cycled rather than driven, we save about a kilogram of greenhouse gas emissions. Cycle Connect has helped to improve air quality so we have better places to live and work and help create sustainable cities. Over the duration of the project the number of secure bike lockers provided in major cities will have been boosted by approximately 3,000. It was targeted at those commuters who would use public transport regularly. Secure bike lockers and cages are a low-cost alternative for those who currently pay for their car to sit all day at their local bus or train station.

Healthy and Active Transport (HEAT) Program

This initiative of the Bicycle Sector (consisting of the bicycle industry and national and state cycling organisations) has put this proposal onto the national political agenda. The proposal call on the Commonwealth Government to establish an infrastructure funding program of $50 million each year for four years for local government to build cycling and walking facilities. The program would fund significant, high-quality cycling and walking infrastructure projects, providing health, transport, environment and community benefits across urban, regional and rural areas.

Ryde City Council

6 Appendix A – Bicycle network development This section provides information on the detailed engineering treatments of each network route. Costings for the proposed treatments is provided in Table 13. Table 13 - Summary of route costings and recommended staged development Route

Location

RR01

Hornsby to Strathfield Rail Trail Turramurra to Eastwood Mona Vale to West Ryde

RR02 RR03 RR04 RR05 RR06 RR07 RR08 RR09 RR10 RR11 RR12

LR01 LR02 LR03 LR04

LR05

LR06

LR07 LR08 LR09 LR10 LR11 LR12 LR13

Route description

Via the northern railway corridor between Eastwood and Meadowbank - interim onroad route Via Browns Waterholes and Vimiera Road Via De Burghs Bridge, Fontenoy Road, Khartoum Road, Waterloo Road, Shrimptons Creek Path, Heath Street, Rickard Street, Anzac Avenue and Wattle Street. Chatswood to Burwood Via Delhi Road, Epping Road, Blenheim Road, Coxs Road, Badajoz Road, Twin Road, Polding Road, Robinson Street, Providence Road, Charles Street, Delange Street North Ryde to Gladesville Via Pittwater Road M2 Cycleway Via M2 Motorway Epping to Sydney City Via Epping Road Epping to Lane Cove Via Epping Road, Pembroke Road, Agincourt Road, Herring Road, Kent Road, Coxs Road, Cressy Road and Magdala Road Epping to Hunters Hill Via Corunna Road, North Road, Eulo Parade, Kuppa Road, Buffalo Road and Ryde Road Parramatta Valley Via Lancaster Avenue, Parramatta Valley Cycleway, Waterview Street, Delange Cycleway Street, Jetty Road, Morrison Road, Meriton Street and Ashburn Place Eastwood to Parramatta Via West Parade, Clanalpine Street, Shaftesbury Road, Clan William Street, Read River Street, Warrawong Street, Brush Road, Hermoyne Street, Winbourne Street, Marsden Road, Wharf Road, Cobham Lane and Cobham Avenue. Parramatta to Macquarie Via Terry Road, Hillview Road, Railway underpass, Rowe Street, Blaxland Road, Edgar Street, Welby Street, County Road corridor, Woorang Street, County Road corridor (Kotara Park), Herring Road, Kent Road, ELS Hall Park paths and Shrimptons Creek Path.

Estimated cost Length in km 865,596 5.300 9,427 1,394,517

1.110 7.830

1,688,322

7.320

1,834,236 0 2,036,932 924,580

5.480 0.000 6.350 6.680

473,481

7.100

1,187,178

7.930

291,584

4.500

1,132,148

4.230

10,414,269 278,625

55.1 1.780

Via Rowe Street, Trelawney Street, Bellevue Avenue, Victoria Road, Adelaide Street and Andrew Street Via West Parade, Railway Corridor, Anthony Road, Victoria Road and Ryedale Road

34,969

3.950

87,010

3.320

Via Sobraon Road, Valda Place, Wilga Place, Abuklea Road, Kingsford Avenue, North Road, Norma Avenue, Grove Street, Boronia Lane, Russell Street, Kings Road, Terry Road, Marlowe Lane, Marlowe Avenue, West Parade, pathway along Victoria Road and Ryedale Road North Ryde to Via Lyonpark Road, Epping Road paths and overbridge, David Avenue, Hawkes Meadowbank Pathway, Trevitt Road, Ada Street, Flinders Road, Bridge Road, Smalls Road, Quarry Road, Aeolus Avenue, North Road, Blaxland Road, Melville Street, Parkes Street, Bowden Street and MacPherson Street Macquarie Park to Putney Via Path through Talavera Business Park, Waterloo Road, Path through Wicks Business Park, Epping Road over bridge, Ryrie Street, Truscott Street, path through Macquarie Hospital grounds, Wicks Road, Boyce Street, Quarry Road, Woodbyne Crescent, Green Avenue, Buffalo Road, Crescent Avenue, Princess Street, Ryde Park paths, Argyle Avenue, Blaxland Road, Church Street, Wandoo Avenue, Gladstone Avenue, Morrison Road and Regent Street Talavera Road Route Via Talavera Road Lane Cove River Route Via Riverside Dr Marsfield to Macquarie Via Waterloo Road, Macquarie University and Wicks Road Park Eastwood to Macquarie Graham Avenue, Millham Avenue, Hunts Road and Balaclava Road University Marsfield to East Ryde Via Pembrooke Road, Agincourt Road, Bridge Road, Twin Road and Moncrief Drive Eastwood to Top Ryde Via Second Avenue, Young Street, Third Avenue, Ryedale Road, Fourth Avenue, Denistone Road, Pennant Avenue, Anzac Avenue and Blaxland Road Denistone to North Ryde Via Terry Road, Kings Road, Cecil Street, Quarry Road (with link to Shrimptons Creek path), Olive Street, Dorothy Street, Bridge Road Brendon Street and Flinders Road

77,323

4.670

245,023

5.730

558,052

7.970

10,469 2,130 930,533

3.190 0.000 4.310

420,137

2.450

741,186 427,220

6.800 3.800

156,592

2.680

Eastwood Heights to Marsden High Eastwood to Parramatta River Eastwood to Parramatta Valley Cycleway via West Ryde Marsfield to West Ryde

Ryde Bicycle Strategy - Updated February 2014

Sub total - Regional routes Via Marsden Road, Rutledge Street and Farnell Street

LR14 LR15

West Ryde to Top Ryde West Ryde to Gladesville

LR16

Tennyson to Gladesville

Via Hermitage Road and Parkes Street Via Squire Street, Yerong Street, Morrison Road, Warner Street, Osgathorpe Road and Westminster Road Tyagara Street, Potts Street, Cressy Road, Higginbotham Road and Thompson Street Sub total - local routes Sub total - links TOTAL - all routes

11,421 438,326

1.600 4.750

71,968

2.900

4,490,983

59.9

806,854

17.9

15,712,106

132.9

The City of Ryde is one of the oldest settlements in NSW and has a wide range of street cross-sections presenting substantial challenges to the retrofitting of bicycle facilities. Though street reservations are generally similar to the NSW standard 20m corridor, street widths vary from street to street. Table 14 shows the recommended design palette. Table 15 provides details on the recommended engineering treatments for the individual bicycle routes which make up the City of Ryde Bicycle Network. References to standard treatments in Table 15 relate to the treatments described in Table 14. Table 14 - Recommended standard mid-block bicycle facilities Ref S01

Location On-road

S02

On-road

Description Separated two-way onroad cycleway Bicycle shoulder lanes

S03A

Off-road

Shared path

S03B

Off-road

S03C

Off-road

S04

On-road

S05A

On-road

S05B

On-road

S05C

On-road

S06A

On-road

S06B

On-road

S07

On-road

Design Details Separated two-way cycleway along one side of roadway. Special bent-out treatments at intersections 12.8m road - 2x2.0m parking, 2x1.5m bicycle space, 2x2.9m travel lanes - with or without a centreline Two-way shared path, 3.0m wide along one side of road

Application High quality regional routes with large proportion of route separated from traffic. Standard treatment for 12.8m roads

High quality routes, Epping Road route is a major “State” Regional Route and will need to be 4.0m wide One-way pair of off-road One-way pair bicycle paths on footpath with bent-in Where Treatments 4-6 are not feasible due bicycle paths intersection treatments. to parking demand One-way pair shared Shared footpaths, cyclists one-way direction as Where Treatment 3A is not warranted due paths indicated by pavement markings and signage. Existing to cost, may need to be upgraded to 3B in paths used future Bicycle Lanes 9.0m road - 2x1.5m bicycle lanes, 2x3.0m traffic lanes Full time parking bans required on both sides of the road Bicycle lanes 10.0m road - 2x1.5m bicycle lanes, 2x3.5m traffic lanes Low parking utilisation (<20%). Full time parking bans required on both sides of the road Bicycle lane + shared 10.0m road - 1x3.7m shared travel lane, 1x2.9m travel Near flat grade, moderate parking density lane lane, 1x1.4m bicycle space, 1x2.0m parking space. (up to 40% of kerb length each side). Full time parking ban on one side. Bicycle lanes uphill + 10.0m road - downhill: 2.9m shared kerbside traffic Grade over 3%, uphill/downhill mixed traffic downhill lane - Uphill: 1x 3.2m motor vehicle lane, 1x1.5m arrangement, parking banned on one exclusive bicycle lane and 1x2.4m parking lane uphill. side with exclusive bicycle lane in uphill direction only. Bicycle Lanes 11.2m road - 1x2.2m parking lane, 2x1.5m bicycle Near flat grade, moderate parking density lanes, 2x3.0m traffic lanes (up to 40% of kerb length each side). Full time parking ban on one side. Bicycle Lanes 11.5m road - 1x2.3m parking lane, 2x1.5m bicycle Near flat grade, moderate parking density lanes, 2x3.1m traffic lanes (up to 40% of kerb length each side). Full time parking ban on one side. Mixed Traffic Wide or narrow profile local routes only, low traffic speeds (<40km/h), low volumes (<2000 veh/day)

Table 15- Recommended engineering treatments for the City of Ryde Bicycle Network routes Route segm’t

Location

REGIONAL ROUTES

RR01

Hornsby to Strathfield Rail Trail

1 2 3 4

Treatment details and recommendations

Via the northern railway corridor between Eastwood and Meadowbank - interim onroad route Vimera Road between Forester Park (path to Standard treatment S06B. Bicycle lanes. 11.5m road - 1x2.3m parking lane, 2x1.5m bicycle Essex Street, Epping) and Blaxland Road lanes, 2x3.1m traffic lanes. Parking signage. Ball Av, May Street, Railway Pd, East Pd to First Standard treatment S05B. Bicycle lane and shared lane. 10.0m road - 1x3.7m shared travel Av lane, 1x2.9m travel lane, 1x1.4m bicycle space, 1x2.0m parking space. Parking signage. East Parade between First Avenue and Denistone Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Station Path between Denistone Station and Ryedale Use existing path. Road

Ryde City Council

Route segm’t 5

Location

Treatment details and recommendations Standard treatment S01. Two-way ‘bicycle road’ along one side of roadway using a small amount of railway corridor where necessary. Standard treatment S04. 9.0m road - 2x1.5m bicycle lanes, 2x3.0m traffic lanes. Retain existing angle parking beside Anzac Park. Standard treatment S06B. Bicycle lanes. 11.5m road - 1x2.3m parking lane, 2x1.5m bicycle lanes, 2x3.1m traffic lanes. Parking signage. Linemark intersection with bicycle lanes on approaches. Signage. Standard treatment S03A. Shared path on western side of street.

Ryedale Road between Florence Avenue and Wattle Street Wattle Street between Ryedale Road and Hermitage Road Hermitage Road between Wattle Street and Victoria Road Intersection of Hermitage Road and Victoria Road Hermitage Road between Victoria Road and Rhodes Street Rhodes Street between Hermitage Road and Mellor Street Intersection of Rhodes, Mellor and McPherson Streets McPherson Street between Mellor Street and See Street Intersection of McPherson Street and See Street See and Angas Streets between McPherson Street and Underdale Lane Intersection of See and Angas Streets Intersection of Angas Street and Underdale Lane Underdale Lane and Railway Road between Angas Street and Meadowbank Bridge shared path Intersection of Underdale Lane and Railway Road

RR02

Turramurra to Eastwood

Vimiera Road - Browns Waterhole to Vimera Road at M2 Vimiera Road between M2 and Forrester Park (path to Essex Street) Ball Av, May Street, Railway Pd, East Pd to First Av

6 7 8 9 10 11 12 13 14 15 16 17

2 3 RR03

Mona Vale to West Ryde

1 2

Fontenoy Road Khartoum Road between Fontenoy Road and Talavera Road Intersection of Khartoum Road and Talavera Road Khartoum Road between Talavera Road and Waterloo Road Intersection of Khartoum Road and Waterloo Road Waterloo Road between Khartoum Road and Shrimptons Creek Path Intersection of Waterloo Road and Shrimptons Creek Path Shrimptons Creek path between Waterloo Road and Quarry Road Quarry Road opp SCP in Santa Rosa Park Quarry Road between Santa Rosa Park and Heath Street Intersection - Quarry Road & Stephen Av Intersection - Quarry Road & Heath Street

3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

Heath Street between Quarry Road and North Road Intersection - Heath Street & North Road Heath Street between North Road and Heath Lane Intersection - Heath Street & Heath Lane Heath Lane between Heath Street and Rickard Street Intersection - Heath Lane & Rickard Street

Ryde Bicycle Strategy - Updated February 2014

Standard treatment S03A. Shared path on southern side of street. Transition treatment for path termination. Linemark intersection with bicycle lanes on approaches. Signage. Standard treatment S06B. Bicycle lanes. 11.5m road - 1x2.3m parking lane, 2x1.5m bicycle lanes, 2x3.1m traffic lanes. Parking signage. Linemark intersection with bicycle lanes on approaches. Signage. Standard treatment S05B Bicycle lane and shared lane. 10.0m road - 1x3.7m shared travel lane, 1x2.9m travel lane, 1x1.4m bicycle space, 1x2.0m parking space. Parking signage. Linemark intersection with bicycle lanes on approaches. Signage. Linemark intersection with bicycle lanes on approaches. Signage. Standard treatment S07 Mixed traffic. Wide or narrow profile. Parking signage. Linemark intersection with bicycle lanes on approaches. Signage. Via Browns Waterholes shared path, Vimiera Road, Ball Avenue, May Street, Railway Parade and East Parade Existing off-road shared path. Standard treatment S06A. 11.2m road - 1x2.2m parking lane, 2x1.5m bicycle lanes, 2x3.0m traffic lanes (modify existing). Segment overlaps RR01 Segment 2. See detail above. Via De Burghs Bridge, Fontenoy Road, Khartoum Road, Waterloo Road, Shrimptons Creek Path, Heath Street, Rickard Street, Anzac Avenue and Wattle Street. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Widen kerb ramps, install bicycle lanterns, linemarking and signage. 3m concrete shared path along western side of road. Widen kerb ramps, install bicycle lanterns, linemarking and signage. 3m concrete shared path along northern side of road. Adjust layout and phasing of traffic signals to include widened crossing point for cyclists and pedestrians. Widen kerb ramps. Install bicycle lamps. Use existing path. Refurbish and widen existing refuge to 3 metres. 3m concrete shared path along southern side of Quarry Road. Wide kerb ramps. Give Way linemarking. Kerb extension on western side of Heath Street. Traffic turn restriction - enter only from Quarry Road. Wide kerb ramp. Signage. New footpath for walkers. Bicycles on-road. Linemarking (C4 parking delineation edge lines & logos). Pedestrian kerb ramps on both sides. Linemark intersection with bicycle lanes on approaches. Signage. Refurbish footpath for walkers. Bicycles on-road. Linemarking (C4 parking delineation edge lines & logos). Mark bicycle lanes up to shared zone to indicate cyclist path (logos, signage). Kerb ramps. Create 10km shared zone in lane. Repave street. Retain parking prohibition. Mark bicycle lanes up to shared zone to indicate cyclist path (logos, signage). Kerb ramps. 35

Route segm’t 19 20 21 22 23 24 25 RR04 1 2 3 4 5 6 7 8 9 10 11 RR05 1 2 3 4 5 6

Location

Treatment details and recommendations

Rickard Street between Heath Lane and Blaxland Road Intersection - Blaxland Road & Rickard Street Blaxland Road between Rickard Street & Anzac Av Intersection - Blaxland Road & Anzac Ave Route extension to West Ryde - on-road markings

New footpath for walkers. Bicycles on-road. Linemarking (C4 parking delineation edge lines & logos). Linemark intersection with bicycle lanes on approaches. Signage. Pedestrian kerb ramps. New 3m concrete shared path to replace existing footpath.

Route extension to West Ryde - footpath upgrading Route extension to West Ryde - intersection treatments

New pedestrian signals, wide kerb ramps, major regional bike route signage. On-road bicycle lanes on Anzac Av and Herbert Street - full bicycle lane on uphill side and tight mixed traffic lane on downhill side. Parking one side only on corners. Repair and refurbishment. Bicycle lanes on approaches. Ramps for walkers.

Chatswood to Burwood

Via Delhi Road, Epping Road, Blenheim Road, Coxs Road, Badajoz Road, Twin Road, Polding Road, Robinson Street, Providence Road, Charles Street, Delange Street Delhi Road Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Excludes any adjustments to structures and escarpment, such as bridge widening at Lane Cove River and rock excavation, all which require detailed investigation. Blenheim Park Use existing path Blenheim Road and Badajoz Road, from Pittwater Standard treatment S04. 9.0m road - 2x1.5m bicycle lanes, 2x3.0m traffic lanes. Road to Twin Road Badajoz Road, from Twin Road to Pidding Road Standard treatment S01. Two-way ‘bicycle road’ along one side of roadway. Special bent-in treatments at intersections. Pidding Road Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Excludes any adjustments to structures and escarpment, such as bridge widening at Buffalo Creek and retaining walls, all which require detailed investigation. Robinson Street Standard treatment S07. Wide or narrow profile. Laurel Park Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road (Seal and widen existing track). Excludes structures. Includes crossing at Buffalo Road. Providence Road Standard treatment S07. Wide or narrow profile. Includes ramp southern end. Charles Street - Victoria Road to Kenneth Street Standard treatment S03B. One-way pair bicycle paths on footpath with bent-in intersection treatments. Add ped/bike crossing on western leg of Victoria Road. Charles Street - Kenneth Street to Morrison Road Standard treatment S06A. 11.2m road - 1x2.2m parking lane, 2x1.6m bicycle lanes, 2x2.9m traffic lanes. Charles Street - Morrison Road to Waterview Standard treatment S02. 12.8m road - 2x2.0m parking, 2x1.5m bicycle space, 2x2.9m Street travel lanes - with or without a centreline. North Ryde to Gladesville Pittwater Road, Epping Road to Blenheim Road

Via Pittwater Road Standard treatment S03B. One-way pair bicycle paths on footpath with bent-in intersection treatments. Add ped/bike crossing on western leg of Victoria Road. Pittwater Road, Blenheim Road to Magdala Road Existing lanes, regulatory signs required. Pittwater Road, Magdala Road to High Street Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Excludes any adjustments to structures and escarpment, such as rock excavation and drainage between Buffalo Ck and High Street, all which require detailed investigation. Pittwater Road, Jordan Street and Western Standard treatment S01. Two-way ‘bicycle road’ along one side of roadway. Special bent-in Street, from High Street to Ross Street treatments at intersections. Western Cr, Ross Street to Gerard Street Standard treatment S02. 12.8m road - 2x2.0m parking, 2x1.5m bicycle space, 2x2.9m travel lanes - with or without a centreline. Western Cr, Gerard Street to Morrison Road Standard treatment S06B. Bicycle lanes. 11.5m road - 1x2.3m parking lane, 2x1.5m bicycle lanes, 2x3.1m traffic lanes. Parking signage.

RR06 1

M2 Cycleway

Via M2 Motorway Reinstate bicycle shoulder lanes at cost to motorway company and RMS.

RR07 1 2

Epping to Sydney City Epping Road, Lane Cove River to Wicks Road Epping Road, Wicks Road to Mawarra Road

3 4 5

Epping Road, Mawarra Cr to Pembroke Road Epping Road, Mawarra Cr to Pembroke Road Pembroke Road between Vimera Road and path to Terrys Creek. Path between Pembroke Road and Terrys Creek

Via Epping Road Existing off-road cycleway. Standard treatment S03A, widened to 4m. Two-way shared path, 4.0m wide along one side of road. New path along Epping Road and through to Mawarra Cr. Standard treatment S07. Wide or narrow profile. Standard treatment S05C Downhill: 2.9m shared kerbside traffic lane - Uphill: 1x 3.2m motor vehicle lane, 1x1.6m exclusive bicycle lane and 1x2.3m parking lane uphill. Use existing path.

Ryde City Council

Route segm’t

Location

Treatment details and recommendations

RR08

Epping to Lane Cove

1 2

Path between Pembroke Road and Terrys Creek Pembroke Road between Vimera Road and path to Terrys Creek. Pembroke Road between Vimera Road and Agincourt Road Agincourt Road between Pembroke Road and Herring Road Herring Road Kent Road Lane Cove Road

Via Epping Road, Pembroke Road, Agincourt Road, Herring Road, Kent Road, Coxs Road, Cressy Road and Magdala Road Overlaps RR08 Segment 6. For details see above. Overlaps RR08 Segment 5. For details see above.

3 4 5 6 7 8 9 10 11 12

Coxs Road - Wicks Road to Kathleen Street pathway link Coxs Road - remainder Cressy Road Magdala Road Lane Cove River Bridge

RR09

Epping to Hunters Hill

1 2 3 4 5 6

Parramatta Valley Cycleway (PVC)

Lancaster Avenue between Hope Street and Crowley Crescent Intersection of Lancaster Avenue and Hope Street Intersection of Lancaster Avenue and Parer Street Intersection of Lancaster Avenue and Andrew Street Shared path between Lancaster Avenue and Bowden Street Shared path between Bowden Street and Princes Street via Waterview Street Shared path between Princes Street and Delange Road Delange Road, Pellisier Road and Jetty Road between Waterview Street and Morrisons Bay Park Path through Morrison Bay Park to Morrison Road Morrison Road between Morrison Bay Park and Meriton Street Meriton Street and Ashburn Place to Victoria Road

5 6 7 8 9 10 11 RR11

Eastwood to Parramatta River

West Parade between Rowe Street and rail trail start Clanalpine Street

Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Standard treatment S04. 9.0m road - 2x1.5m bicycle lanes, 2x3.0m traffic lanes. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Includes signal adjustments at Coxs Road. Standard treatment S01. Two-way ‘bicycle road’ along one side of roadway. Special bent-in treatments at intersections. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Standard treatment S07. Wide or narrow profile. Standard treatment S07. Wide or narrow profile. Replace bridge - further investigation required.

Via Corunna Road, North Road, Eulo Parade, Kuppa Road, Buffalo Road and Ryde Road Corunna Road and North Road Varies - Standard treatment 4, 5A, 5B and 5C. Adopt highest cost, ie 5C. Includes additional contingencies for minor civil and traffic management works. Eulo Pd, Wolger Road, Kuppa Road Standard treatment S07. Wide or narrow profile. Lane Cove Road Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Includes signal adjustments at Buffalo Road. Buffalo Road, Lane Cove Road to Atchindar Road Standard treatment S02. 12.8m road - 2x2.0m parking, 2x1.5m bicycle space, 2x2.9m travel lanes - with or without a centreline. Includes additional contingencies for minor civil and traffic management works. Buffalo Road, Atchindar Road to Cressy Road Standard treatment S06A. 11.2m road - 1x2.2m parking lane, 2x1.6m bicycle lanes, 2x2.9m traffic lanes. Buffalo Road east of Cressy Road, Monash Road, Standard treatment S02. 12.8m road - 2x2.0m parking, 2x1.5m bicycle space, 2x2.9m Ryde Road travel lanes - with or without a centreline. Includes additional contingencies for minor civil and traffic management works.

RR10

2 3 4

Standard treatment S05C Downhill: 2.9m shared kerbside traffic lane - Uphill: 1x 3.2m motor vehicle lane, 1x1.6m exclusive bicycle lane and 1x2.3m parking lane uphill. Standard treatment S07. Wide or narrow profile.

Ryde Bicycle Strategy - Updated February 2014

Via Wharf Road, Lancaster Avenue, Parramatta Valley Cycleway, Waterview Street, Delange Street, Pelliser Road, Jetty Road, Morrison Road, Meriton Street and Ashburn Place Standard treatment S07. Wide or narrow profile. Linemarking and signage. Signage. Linemarking and signage. Refurbish path to 3metre standard. Use existing path and street. Two-way shared path, 3.0m wide along one side of road. Standard treatment S07. Wide or narrow profile. Refurbish path to 3metre standard. Two-way ‘bicycle road’ along one side of roadway. Special bent-in treatments at intersections. Standard treatment S06A. 11.2m road - 1x2.2m parking lane, 2x1.5m bicycle lanes, 2x3.0m traffic lanes. Via West Parade, Clanalpine Street, Shaftesbury Road, Clan William Street, Read Street, Warrawong Street, Brush Road, Hermoyne Street, Winbourne Street, Marsden Road, Wharf Road, Cobham Lane and Cobham Avenue. Two-way ‘bicycle road’ along one side of roadway. Special bent-in treatments at intersections. Standard treatment S07. Wide or narrow profile.

Route segm’t 3 4

Location

Treatment details and recommendations

Shaftsbury Road section and crossing facility

Standard treatment S03B. One-way pair bicycle paths on footpath with bent-in intersection treatments. Standard treatment S07. Wide or narrow profile.

5 6 7 8

Clanalpine Street, Clan William Street, Read Street,, Warrawong Street, Brush Road, Hermoyne Street and Winbourne Street Marsden Road Victoria Road Wharf Road Cobham Lane and Cobham Avenue

RR12

Parramatta to Macquarie

1 2 3

Terry Road between Marsden Road and Hillview Road Hillview Road West Parade

First Ave, across railway

3 4 5 6

Rowe Street Blaxland Road Edgar Street and Welby Street Road reserve from Welby Street to Agincourt Road Herring Road Cox Road ELS Hall Park betweenKent Road and Shrimptons Creek Path

7 8 9

LOCAL ROUTES

LR01 1 2 3 4

Eastwood Heights to Marsden High Marsden Road Rutledge Street Farnell Street Winbourne Street

LR02

Eastwood to Parramatta River

1 2

Eastwood to PVC via West Ryde

West Parade between Rowe Street and rail trail entrance Rail trail between Chatham Road and Anthony Road Anthony Road, Betts Street, Chatham Road, Station Street, Rex Street and Federal Road Path through Meadowbank Memorial Park between Federal Road and PVC

2 3 LR04

Via Terry Road, Hillview Road, Railway underpass, Rowe Street, Blaxland Road, Edgar Street, Welby Street, County Road corridor, Woorang Street, County Road corridor (Kotara Park), Herring Road, Kent Road, ELS Hall Park paths and Shrimptons Creek Path. In Parramatta City LGA. Part of PCC Regional Route RR03. Planned for Standard treatment S02 bicycle shoulder lanes Standard treatment S05C Standard treatment S02. 12.8m road - 2x2.0m parking, 2x1.5m bicycle space, 2x2.9m travel lanes - with or without a centreline. Update existing facilities. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Includes signal adjustments at East Pd. Standard treatment S04. 9.0m road - 2x1.5m bicycle lanes, 2x3.0m traffic lanes. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Overlaps Segment 6 of RR08. See above for details. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Includes signal adjustments.

Via Marsden Road, Farnell Street and Winbourne Street Standard treatment S03A. Two-way shared path, 3.0m wide alongside road. Standard treatment S07. Wide or narrow profile. Standard treatment S07. Wide or narrow profile. Standard treatment S07. Wide or narrow profile.

Via Rowe Street, Trelawney Street, Bellevue Avenue, Victoria Road, Adelaide Street and Andrew Street Rowe Street, Trelawney Street, Bellevue Avenue, Standard treatment S07. Wide or narrow profile. Includes allowance for minor civil and Adelaide Street and Andrew Street traffic works. Victoria Road between Bellevue Avenue and Standard treatment S03A. Two-way shared path, 3.0m wide on northern side of road. Adelaide Street Cyclists lanterns at Victoria Road crossing.

LR03

Standard treatment S03A. Two-way shared path, 3.0m wide along eastern side of roadway Signalised shared path crossing Standard treatment S03A along eastern side of street Standard treatment S07. Wide or narrow profile.

Via West Parade, Railway Corridor, Anthony Road, Betts Street, Chatham Road, Station Street, Rex Street, Federal Road and Meadowbank Memorial Park Paths Two-way ‘bicycle road’ along one side of roadway. Special bent-in treatments at intersections. Existing shared path Standard treatment S07. Wide or narrow profile. Standard treatment S03A. Upgrade existing path to current standard.

North Ryde to West Ryde

Ryde City Council

Route segmâ&#x20AC;&#x2122;t

Location

Treatment details and recommendations

LR05

North Ryde to Meadowbank

Lyonpark Road, David Avenue, Trevitt Road, Ada Street, Flinders Road, Aeolus Avenue, Melville Street, Parkes Street, Bowden Street and MacPherson Street Sections of Epping Road (eastern side) shared path and overbridge) Sections of Bridge Road, Quarry Road, and Melville Road Sections of North Road, Blaxland Road

Via Lyonpark Road, Epping Road paths and overbridge, David Avenue, Hawkes Pathway, Trevitt Road, Ada Street, Flinders Road, Bridge Road, Smalls Road, Quarry Road, Aeolus Avenue, North Road, Blaxland Road, Melville Street, Parkes Street, Bowden Street and MacPherson Street Standard treatment S07. Wide or narrow profile. Includes allowance for minor civil and traffic works.

LR06

Macquarie Park to Putney

New streets through Macquarie Park between Lane Cove Road and Epping Road Ryrie Street, Truscott Street

2 3

Hospital grounds (creek corridor), Wicks Road, Twin Road Boyce Street, Woodbyne Crescent, Crescent Avenue, Blaxland Road, Church Street, Wandoo Avenue and Regent Street Quarry Road and Morrison Road sections

Victoria Road crossing

LR07 1

Talavera Road Route Path between Vimera Road and Talavera Road (Waterloo Park) Taranto Road intersection Talavera Road between Waterloo Pk and Culloden Road Talavera Road between Culloden Road and Khartoum Road. Talavera Road between Khartoum Road and Lane cove Road

2 3 4 5

Use existing paths and bridge Standard treatment S03B. One-way pair bicycle paths on footpath with bent-in intersection treatments. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Includes adjustments to traffic signals. Via new path through Talavera Business Park, Waterloo Road, new path through Wicks Business Park, Epping Road over-bridge, Ryrie Street, Truscott Street, path through Macquarie Hospital grounds, Wicks Road, Boyce Street, Quarry Road, Woodbyne Crescent, Green Avenue, Buffalo Road, Crescent Avenue, Princess Street, Ryde Park paths, Argyle Avenue, Blaxland Road, Church Street, Wandoo Avenue, Gladstone Avenue, Morrison Road and Regent Street Refuge crossing in Waterloo Road, Signposting, Intersection linemarking. All other bicycle facilities provided as part of new street development Standard treatment S07. Wide or narrow profile. Includes allowance for minor civil and traffic works. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Standard treatment S07. Wide or narrow profile. Includes allowance for minor civil and traffic works. Includes section of shared footpath along Blaxland Road. Standard treatment S03B. One-way pair bicycle paths on footpath with bent-in intersection treatments. Signal phasing adjustments, new crossing, bike lamps. Via Waterloo Park paths and Talavera Road Using existing shared path. New kerb ramps and approaches. Using existing shared path. Using existing shared path. Using existing shared path.

LR08

Lane Cove River Road

Riverside Drive

LR09

Marsfield to Macquarie Park

Waterloo Road between Vimera Road and Gymnasium Road University Avenue, Gymnasium Avenue, Macquarie University Waterloo Road and Wicks Road

LR10 1 2

Eastwood to Macquarie University Graham Avenue, Millham Avenue, Hunts Road Balaclava Road

Via Graham Avenue, Millham Avenue, North Road and Balaclava Road Standard treatment S07. Wide or narrow profile. Standard treatment S03B. One-way pair bicycle paths on footpath with bent-in intersection treatments.

LR11 1

Marsfield to East Ryde Bridge Road, Twin Road

Moncrieff Drive

Via Bridge Road, Wicks Road, Twin Road and Moncrieff Drive Standard treatment S03B. One-way pair bicycle paths on footpath with bent-in intersection treatments. Standard treatment S07. Wide or narrow profile.

Ryde Bicycle Strategy - Updated February 2014

Via Riverside Drive between Delhi Road and De Burghs bridge at Lane Cove Road in Lane cove National Park Use existing facilities. Direction signage. Via Waterloo Road, Macquarie University roads (Gymnasium Road, Library Road, Western Road, Macquarie Drive and University Avenue), Waterloo Road, and Wicks Road Using existing shared path. Standard treatment S03A. Two-way shared path on southern side footpath with bent-in intersection treatments. Part of University bicycle Network Masterplan proposals Standard treatment S03A. Two-way shared path on southern side footpath with bent-in intersection treatments.

Route segm’t

Location

Treatment details and recommendations

LR12

Eastwood to Top Ryde

2 3

Second Avenue, Young Parade, Third Avenue, Ryedale Road, Fourth Avenue, Denistone Road, Inkerman Road, Pennant Avenue and Anzac Avenue Denistone Park and Terry Road Blaxland Road to Melville Street

Via Second Avenue, Young Parade, Third Avenue, Ryedale Road, Fourth Avenue, Denistone Road, pathway through Denistone Park, Terry Road, Inkerman Road, Pennant Avenue, Anzac Avenue and Blaxland Road Standard treatment S07. Wide or narrow profile.

Blaxland Road to Parkes Street

LR13

Denistone to North Ryde

Cecil Street, Quarry Road, Olive Street, Dougherty Street, Bridge Road and Flinders Road Kings Road, Quarry Road and Bridge Road Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. sections

Standard treatment S03A. Two-way shared path Standard treatment S03A. Two-way shared path, 3.0m wide along northern and southern sides of road. Standard treatment S03B. One-way pair bicycle paths on footpath with bent-in intersection treatments. Via Terry Road, Kings Road, Cecil Street, Quarry Road (with link to Shrimptons Creek path), Olive Street, Dougherty Street, Bridge Road and Flinders Road (with link to Shrimptons Creek Path) Standard treatment S07. Wide or narrow profile.

LR14 1

West Ryde to Top Ryde Hermitage Road and Parkes Street

Via Hermitage Road and Parkes Street Standard treatment S07. Wide or narrow profile. Includes shared footpath signage for Blaxland Road section and bike lamps at signals at Blaxland Road/Park Street.

LR15

West Ryde to Gladesville

1 2

Squire Street, Yerong Street, Morrison Road Morrison Road, Devlin Street to Tyagara Street

3 4

Tyagara Street, Warner Street, Osgathorpe Road and Westminster Road Victoria Road section

Via Bowden Street, Squire Street, Sutherland Avenue, Yerong Street, Morrison Road, Bremner Park/Mallee Reserve paths, Warner Street, Osgathorpe Road, Victoria Road and Westminster Road Standard treatment S07. Wide or narrow profile. Standard treatment S03B. One-way pair bicycle paths on footpath with bent-in intersection treatments. Standard treatment S07. Wide or narrow profile.

LR16

Tennyson to Gladesville

Tyagara Street, Potts Street, Cressy Road, Higginbotham Road and Thompson Street

LOCAL LINKS

LL01

Brush Road Link

1 2

Brush Road, Terry Road to Lawson Street Brush Road, Lawson Street to Rutledge Street

Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Includes signal adjustments. Via Mallee Reserve path, Tyagara Street, Potts Street, Victoria Road, Cressy Road, Higginbotham Road and Thompson Street Standard treatment S07. Wide or narrow profile. Includes signal adjustments at Victoria Road and allowance for civil and traffic works.

Terry Road to Clan William Street via Brush Road, Denman Street and Clan William Street Standard treatment S03A. Off-road shared path Standard treatment S03B. One-way pair bicycle paths on footpath with bent-in intersection treatments. Includes on-rd-off-rd transitions. Standard treatment S07. Wide or narrow profile.

Denman Street and Clan William Street

LL02 1

Tarrants Avenue Link Tarrants Avenue

Terry Road to Clan William Street via Tarrants Avenue Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate.

LL03

Marsden Road to West Ryde Link

1 2

Victoria Road between Adelaide Street and Marsden Road Dickson Avenue and Anthony Road

Via Victoria Road shared path, Bellevue Avenue, Dickson Avenue, Chatham Road, Betts Street and Anthony Road Standard treatment S03A along southern side of roadway. Upgrade existing path.

LL04 1

Archer Creek Link Archer Ck Path, Meadowbank Memorial Park

Archer Ck Path, Meadowbank Memorial Park Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate. Includes crossing facility at Andrew Street.

LL05 1

Meadowbank Memorial Park Links Constitution Road, Meadowbank Memorial Park paths and Bank Street

Via Constitution Road, Meadowbank Memorial Park paths and Bank Street Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate.

LL06

Meadowbank Eastern Links

Bay Street (and ramp to Meadowbank Bridge), Bowden Street and Underdale Lane

Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate. (Bellevue Avenue, Chatham Road, Betts Street overlaps Routes LR02 and LR03. See above for details)

Ryde City Council

Route segm’t 1

Location

Treatment details and recommendations

Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate.

LL07 1

Denistone Station Link West Parade, Gordon Crescent, Symonds Pathway and Florence Avenue

Via West Parade, Gordon Crescent, Symonds Pathway and Florence Avenue Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate. Part included in LR04.

LL08 1

Culloden Road - Waterloo Park Link Waterloo Park path, Waterloo Road path and Culloden Road path.

Via Waterloo Park path, Waterloo Road path and Culloden Road path. Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate. Part included in LR10.

LL09

Macquarie Park A Link (Epping Road)

New street, Coolinga Street, Giffnock Street and path, Lane Cove Road path, Epping Road path to Shrimptons Creek Path New street, Coolinga Street, Giffnock Street and Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path path, Lane Cove Road path, Epping Road path to as appropriate. Excludes construction of new sections of pathways or roads. Shrimptons Creek Path

LL10

Macquarie Park B Link (East-West)

Giffnock Street, Paul Street Hth path, Epping Road Path, connecting path and bridge to Shrimptons Creek Path

LL11 1

Shrimptons Creek to Coxs Road Link Trevitt Road and Lane Cove Road path

Linking Shrimptons Creek path to Lane Cove Road via Trevitt Road Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate. Excludes pathway widening along Lane Cove Road.

LL12 1

Avon Road Link Avon Road and connecting path to Epping Road

Avon Road and connecting path to Epping Road Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate.

LL13 1

Coxs Road shops to Blenheim Road shops Link Pathway from shops to Kathleen Reserve, Kathleen Street, Beatrice Street, Wicks Road and signalised crossing, Collins Street, Ryrie Street, Edmonston Street and Cutler Parade

Via Kathleen Reserve, Kathleen Street, Beatrice Street, Wicks Road and signalised crossing, Collins Street, Ryrie Street, Edmonston Street and Cutler Parade Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate. Includes bicycle lamps at Lane Cove Road and minor civil and traffic works.

LL14 1

Lavarak Street Link Lavarak Street

Quarry Road to Bridge Road (alternative to Lane Cove Road) via Lavarak Street, Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate. Includes crossings at Quarry Road and Bridge Road. Excludes path widening along Quarry Road.

LL15 1

Macquarie Hospital Link Internal roads through hospital

Internal road through hospital between Cox Road and Twin Road Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate

LL16 1

Top Ryde Link Tucker Street and Smith Street

Access to Top Ryde shopping via Tucker Street and Smith Street Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate.

LL17

Ryde Pool Link

Giffnock Street, Paul Street Hth path, Epping Road Path, connecting path and bridge to Shrimptons Creek Path Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate. Excludes construction of new sections of pathways or roads and new structures across Shrimptons Creek.

Access to Ryde Pool via College Street and Frank Street from the north and via Potts Street, Weaver Street and Victoria Road from the south College Street, Frank Street, Potts Street, Weaver Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path Street as appropriate. Includes signal adjustments at Victoria Road. Excludes path widening along Victoria Road.

LL18

Gladesville Link

1 2

Evan Street, Gerard Street, Western Crescent, Glades Avenue, and York Street Glades Bay Park

LL19 1

Macquarie Park Cemetery Internal roads through Cemetary

Ryde Bicycle Strategy - Updated February 2014

Alternative to Victoria Road via Evan Street, Gerard Street, Western Crescent, Glades Avenue, Glades Bay Park path and York Street Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate. Standard treatment S03A. Two-way shared path, 3.0m wide along one side of road. Includes signal adjustments. Access through Macquarie Park Cemetary between Delhi Road and Riverside Drive Standard treatment S07. Wide or narrow profile. Includes sections of existing shared path as appropriate. Excludes new paths.

7 Appendix B – Implementation guidelines This section is designed as a technical resource for Council officers to support the ongoing implementation of the physical infrastructure component of the City of Ryde Bicycle Strategy.

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 com munity, 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.

Design standards and guidelines The principal guidelines to be used in the implementation of this bicycle network plan are: • NSW Bicycle Guidelines, (RMS 2003); • Australian Standard AS1742.9 – Manual of Uniform Traffic Control Devices, Part 9 Bicycle Facilities. Standards Australia; • Austroads Guide to Road Design – Parts 3, 4, 4A, 4B, 6A. Austroads Sydney, NSW; • Austroads Guide to Traffic Management – Parts 6, 7, 8, 10. Austroads Sydney, NSW; 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 AS1742.10 – Manual of Uniform Traffic Control Devices, Part 10 Pedestrian Control and Safety Facilities. Standards Australia; • Design Manual For Bicycle Traffic (CROW 25 2006), Centre for Research and Contract Standardisation in Civil and Traffic Engineering, The Netherlands; • Collection of Cycle Concepts, Danish Road Directorate, Denmark 2000 (DRD 2000); and, • RMS Technical Directions and Supplements to Austroads and Australian Standards.

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 momentum 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. • Bicycles need space to manoeuvre. As a two wheeled, lightweight vehicle powered by human muscle power the machine often requires additional space to manoeuvre and is sensitive to 42

•

• •

•

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, lowspeed road environments the bulk of arterial roads (which provide important access to most destinations) give very hazardous and unpleasant cycling conditions. The RMS, 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 particularly on uphill climbs. 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.

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 (see Figure 7): • 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 socially “safe” place to be as the community prefers well-lit, open-to-view Ryde City Council

routes to dark and dingy surroundings. â&#x20AC;˘ 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. â&#x20AC;˘ 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 offroad routes in high traffic locations. Where routes are chosen through quiet suburban streets separation is not needed.

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 Figure 7: Design principles for the design of bicycle facilities (Source NSW Bicycle Guidelines)

Principle

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 8 (from the NSW Bicycle Guidelines) shows the three major

Criteria Regional routes

Coherence

Directness

Consistent quality of routes and facilities Minimal quality changes

Connect to regional route Minimal quality changes

Easy access to local routes N/A

Easy to follow

Regional route signage

Local route signage

All street signs visible

Freedom of choice of routes

Choice of at least two

Less than 250m to a route

Efficient operating speed

50 km/h design speed

30 km/h design speed

Delay time Detour factor * Detour factor is the relationship

15 sec/km 20%*

20 sec/km 30%*

Consistent with street design 20 sec/km 40%*

Monitor use of facility and investigate any links between accidents and design.

Public support and ownership Well lit and open appearance Minimum reports of vandalism & harassment Coordination of all supporting system elements (maps, fittings, signage etc)

Public support and ownership Well lit and open appearance Minimum reports of vandalism &harassment Coordination of all supporting system elements (maps, fittings, signage etc)

N/A

Smooth riding surface

Steep climbs minimised Minimise illegal parking 0.5

Steep climbs minimised Minimise illegal parking 1.0

N/A

Shade trees and wind breaks

N/A

Continuity of routes

between the most direct distance between origin and destination and the distance taken by the actual route taken. A detour factor of 20% means that the route will be 20% longer than the distance as the crow flies.

Safety

No breaks in route

Minimum risk of accident on routes

Monitor use of facility and Minimum risk of conflict with car traffic investigate any links between accidents Minimum risk of unsafe infrastructure and design.

Attractiveness Support for the system Attractiveness of environment Perception of social safety System attractiveness

Comfort

Design considerations Local routes Mixed traffic streets

Smoothness of ride (Refer to Austroads - Part 14 Section 8.5) Comfortable gradient Minimum obstruction from vehicles Reduced need to stop - number of stops (average per km)

Ryde Bicycle Strategy - Updated February 2014

N/A N/A N/A

N/A 1.5

Bicycle Footpath path

Parking

Vehicle travel lanes

Parking

Separated path

Physical separation - off-road bicycle paths Footpath

Parking

Bicycle lane

C. Designed bicycle facilities to include all types of bicycle user

Marked shoulder

Vehicle travel lanes

Visual separation - on-road bicycle lanes or shoulder Spacious lane profile

Tight lane profile

Parking

Shared path

Mixed traffic and shared paths Figure 8: Methods of separation for bicycle traffic (Source NSW Bicycle Guidelines)

methods of separation. The requirement for separation is generally based on the the prevailing traffic speed and volume for the route. There are three methods of separation: physical separation (paths, shared or exclu sive-use, sepa rated from the road way); visual separation (line marked space on roads – bicycle lanes or shoul ders); and mixed traffic (riders share lane space on the road with motor vehicles and off-road with pedestrians). There are two categories of shared space. Spacious profile - shared space is where there is a consistently wide kerb lane to allow riders and drivers to comfortably share space according to the prevailing road speed. In very low speed environments such as residential 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 44

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. The Ryde 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 Road Design (AUSTROADS GtRD) 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. The Ryde 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 15 encompass the Austroads categories. Table 16 - Bicycle user group categories and their operating characteristics Group Description A Vulnerable to traffic B C

Characteristics 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 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, 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 could be met by developing Road Riders’ Circuits – loops of varying distances using existing individual road rider or club training routes streets utilising directional markers along existing roads.

Integration to adjoining regional and local networks The Ryde Bicycle Network is designed to give users maximum connectivity to popular trip generators and destinations within Ryde Ryde City Council

(a) Regional bicycle route direction finger boards Regional route fingerboard showing two destinations

60mm

140mm

40mm 60mm 60mm 60mm

28mm

60mm

28mm

G2-204-2 Intersection fingerboard (double-sided, two-lines) Length of fingerboard to suit

280mm

30mm 50mm 50mm 50mm

Border 6mm. Gap to edge 8mm

280mm

60mm

40mm

35mm

70mm

50mm

Regional cycle route on a named facility, one destination

G2-204-2 Intersection fingerboard (double-sided, two-lines) Length of fingerboard to suit. Arrow dimensions as per above sign 12mm 12mm

Numbered regional route direction finger board, one destination

35mm 60mm

100mm

60mm 60mm

G2-204-1 Intersection fingerboard (double-sided, one-line) Length of fingerboard to suit. Arrow dimensions as above 45mm

(b) Advance direction board for regional cycle route intersection

45mm

120mm

Border 6mm. Gap to edge 8mm

60mm

45mm

60mm

70mm

35mm

60mm 40mm 60mm

20mm

60mm

60mm 60mm

45mm 70mm 30mm 120mm

45mm

G1-205 Advance direction board (single-sided) - width to suit

60mm

40mm

Border 6mm. Gap to edge 8mm

G4-202 Reassurance direction board (single-sided) - width to suit

180mm

60mm 60mm

60mm

Numbered route indicator Lettering AS1744 Mod E

60mm

Branded route logo size sample Maximum size

Notes 1. This drawing is to be read in conjunction with the NSW Bicycle Guidelines. 2. See separate diagram for typical intersection sign layout and mounting methodology. 3. Direction signs use AS2700 Royal Blue lettering, logos and arrows on white retroreflectorised background. Letter sizes as shown. 4. Typeface used for destinations/distances is AS1744 Modified E mixed capitals and lower case. Where distances are less than 10km these should be indicated to the nearest 100 metres expressed in standard decimal form with the sub kilometre numeral 75% of the height of the whole kilometre numerals. 5. On fingerboards, distance numerals are located adjacent to the direction arrow. On reassurance direction boards they are located to the right of listed destinations. 6. Typeface used for named routes is AS1744 Series D Medium capital letters. Route name plates use black lettering with white background. 7. Fingerboards are double sided from 6mm thick aluminium or steel plate or extrusion (height as above) and cut to length. Fingerboard signs are mounted on poles using standard pipe clamps. Clamps should be pinned to prevent accidental movement due to wind or vandalism. 8. Fingerboard sign plates can be square- ended provided that the sign border and main directional arrow are reproduced to dimensions given. 9. Direction arrows on advance and reassurance direction boards are AS1743 - short arrow. 10. On fingerboards, the bicycle symbol points in the direction of travel. On reassurance and advance direction boards the bicycle symbol faces towards the left as shown.

Figure 9: Regional Bicycle Route Directional Signage after the NSW Bicycle Guidelines 2003 Ryde Bicycle Strategy - Updated February 2014

G2-206-1 Local cycle route intersection fingerboard (one-line) For indicating a terminal destination only. Preferably mounted above existing street name sign. Length of fingerboard to suit

50mm 50mm 10mm

Notes

10mm

1. Local cycle route signs use AS2700 Royal Blue lettering or white retroflective background. 2. Letter sizes as shown. Typeface used for destinations/distances is AS1744 Modified E mixed capitals and lower case. Where distances are less than 10km these should be indicated to the nearest 100 metres expressed in standard decimal form with the sub kilometre numeral 75% of the height of the whole kilometre numerals. 3. On fingerboards, distance numerals are located adjacent to the direction arrow. 4. Single line fingerboards are double sided aluminium street sign size extrusion (150mm height) and cut to length. Double line fingerboards are double sided from thick aluminium or steel plate or extrusion (180mm height) and cut to length. 5. Fingerboards are mounted on poles using standard pipe clamps or brackets. Clamps should be pinned to prevent accidental movement due to wind or vandalism. 6. On fingerboards and markers the bicycle symbol points in the direction of travel. 7. When signing local routes fingerboards are only used at major junctions (with other routes) and at the final corner leading to a terminal destination. Route markers are used to indicate route turnings, or for reassurance, between major junctions.

60 mm

100mm

150 mm

45mm

150 mm

10mm

G5-1 Street name sign (150mm high) 50mm 50mm

180 mm

10mm 60mm

10mm

30mm 20mm 30mm

180 mm

40mm

G2-206-2 Local cycle route intersection fingerboard (two-lines ) For local routes linking to regional routes. Preferably mounted beneath existing street name sign. Sub lettering indicates terminal destinations of intersecting regional route. Length of fingerboard to suit Local cycle route marker For marking local routes between signed junctions (where fingerboards etc are used).

300mm

80 mm

Turn left

Alternative mounting for local route markers

Turn right

Veer left

150 mm

80 mm

Straight ahead

Marker fixed below street name sign

300 mm 80mm 150mm

Reduced versions. Actual size as per dimensions (left).

G8-202-R Local cycle route marker - horizontal layout Mounted on beneath street name sign

G8-201-SA Local cycle route marker vertical layout Facilities and services pictograms for use on bicycle network signage

Facilities and services fingerboards

Direction sign indicating off-route services

Acredited Visitor Information Centre (Yellow infill)

Police Station (Mid blue background)

Hospital (Green background)

Telephone

Post office

Scenic attraction or viewpoint

Historic site or heritage site

Restaurant

Cafe

Shops

Toilets (F & M)

Drinking water

Swimming (pool or beach)

Walking trail

Bicycle repair shop

Airport

Railway station

Bus interchange

Ferry wharf

Bicycle parking

Direction sign indicating access path to street system Facilities and services signs use standard 150mm high aluminium extrusion. Facility/service logo 60mm high. Main lettering height 50mm. Lettering colour dark blue on white background. Recommended typeface AS1744 Modified E mixed capitals and lower case. Distances of less than a kilometre should be shown in metres. Numeral and metre abbreviation should be 75% of the height of the destination lettering. Direction arrow as for local signage.

60 mm

150 mm

Street name location plate

Mounted on sides of bridge deck above a bicycle path or shared path) indicating cross street location

Figure 10: Local bicycle route signage for bicycle networks. After QTMR TRUM 1.36 Cycle Network Directional Signage Guidelines 46

Ryde City Council

City and adjoining council areas. Though the routes shown on Map 2 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 municipalities. 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, RMS recommended bicycle lanemarking and line marking treatments will be used. On highvolume, 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.

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. Location-based recommendations for bicycle network signage are included in the works schedule.

Route direction signage

Regional routes and connecting local routes will use directional signage as specified in Section 9 of the NSW Bicycle Guidelines (see Figures 9 and 10). Route signage will indicate target destinations (the end locality or centre served by the route) and sub destinations (key centres within Ryde along the route). It is recommended that all direction signage show kilometre distances to target and sub destinations.

Linemarking

For good route coherence, high visibility and overall consistency along the length of the route, RMS recommended bicycle linemarking treatments will be used (see RMS Delineation Guidelines). 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 for local routes 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. 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. midblock 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.

User 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 11 for example used by the City of Sydney).

Figure 11:Example of map display board for bicycle networks.

Sydney Bicycle Network

St Ge

La tan nia Bri

een Qu

be th za Eli

Ga St rvie

Mc e St org

ntw St orth

abe th

Eliz

Uls St ter

Oatley

Alexand

St L Stewart

La La

ial tenn Cen

ber

ok Co

g Rd Lan La

g Rd

ion

Way

Dic

Dickens Dr

La ley

rts

Anzac Pde

MOORE PARK

rtin

Walter St Martin St

Rd ok

tenn ial

n Dr

Centennial Park Cen

Raper St

Olivia La

St Sth Dowling

Rege nt St

Fur

Mitc hell St

milto

Rush St

eet

Vaughan

d Str

n Dr

Rennie St Mount St

James

gto

r St

rrin

Lan

Smith

MOORE PARK

Maddison

Wi on

Queen

James

Fox Studios

THE ENTERTAINMENT QUARTER

erat

Eastern Sth Dowling St Distributor

a St

er Rd

Sydney Cricket Ground

Sydney Girls High

CENTENNIAL PARK

Dacey Av

kes Dr

ive d Dr

Amelia St

Par

Murray St

an Gr

0.5m minimum clearance to sign. Supports are flush with sign edges

ton

oni

Oxfor

MOORE PARK GOLF CLUB

Halls

Park Rd

ngt

ing

led

der wo

ate

MOORE PARK

ddi

Jersey Rd

StFrancis School

ela

Fed

Madison St

Crescent

Moore

Sydney Boys High

a St

n St

Moore Park

tori

Paddington Public School

Poate

Vic

ford

MOORE PARK

10 Charles Moore

Stewart St

tso

Chelsea St

Aussie Stadium

Driver Av

Lt Cleveland

nst

Charles St

Thurlow St

Madison La

Broome St

Renny

Lei

ac Pde

Nobbs St

Nobbs La Parkham La Parkham St Bourke St Mort St PS Mort La Ridge St Ridge La

Crown Park

Walter Reid Gardens Renny

Bent St

shal l St Mar

Anz

Whiltshire Nickson St St

Moore Park

Phe lps ur St St lton La

Arth Cou

Esther St Whittell St

Nickson

VICTORIA BARRACKS

Josephson St

Kendall St Chapman St

ford St Davie s St

Stanley St

Davoren La

roy

Iris St

Fitz

McE lhon Ben e nett Pl St Prospect St

our

Phe lps St

Rain

Seym

Norton St Richards La Shannon Res Alex ande Richards Av St r

Moore Park Paths St

Tay St

Clearances for map display boards

Ryde Bicycle Strategy - Updated February 2014

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

Technical details and recommendations Reference guidelines for bicycle parking

Where bicycle parking provision is made or recommended by Ryde Council, the following guidelines should be used (in priority order): • Ryde Council Development Control Plan 19 – Parking Strategy. (MC-DCP19); • NSW Planning Guidelines for Walking and Cycling, (DOP 2004); • Guide to Traffic Management, (AUSTROADS GtTM); and, • NSW Bicycle Guidelines, (RMS 2003).

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 intervals, so that the bike does not 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. Figure 12:Bicycle parking criteria and their relationships.

Functionality Easy to use Will not injure user Will not damage bike Fits all bike types Durable and sturdy

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.

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.

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.

Easy to maintain and clean Good use of space Directional signage

Well sited blends well with surrounds Protected from the weather

Happy bicycle riders

Convenience Not accessible by vehicles User instructions for theft prevention

Close to destination Close to bike routes Not in the way of pedestrians or motor vehicles

Security Good natural and controlled supervision Bike and frame can be securely locked by user's own lock

Ryde City Council

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 17 - Bicycle parking types (from Austroads Part 14) Class Security Description level 1 High Bicycles stored within fully enclosed individual lockers fitted with high security door locks. 2

High to Bicycles locked to rack medium within a security room, enclosure, compound or cage.

High to Low

Bicycles locked to high quality racks in public area. Users provide their own locking device. Level of security dependent on level of supervision.

Type of use Transport interchanges commercial buildings and remote (unsupervised) public locations. Recommended for regular and longer term storage. Regular use by company employees. Users need to have a key to the enclosure and provide their own lock to secure the bike to racks within the enclosure. Casual and medium term use by staff, customers and the general public.

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:

Figure 13:Bicycle parking management and operational issues

Managers

Bicycle riders

Clear instructions to users Access issues Liability issues

Problem-free operation Efficient use of space Minimal management Easy to keep clean

Efficient design Good use of materials Easy to supervise and maintain

Happy customers and managers

Want to be close to destination Want good security and easy to use facilities Will provide own locking device

Convenient location Good level of security Support facilities

Hardware Good natural and controlled supervision Bike and frame can be securely locked by user's own lock

Ryde Bicycle Strategy - Updated February 2014

• 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, • 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).

Table 18 - Design principles and specifications for bicycle racks and hardware Design principle Proximity

Secure/safe (situation, lighting, rack security) Access/ Comfort

Visible Attractive Rack and rack element

Facilities -showers and lockers

Minimum specifications 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. Bicycle parking facilities situated where there is active and passive surveillance (i.e. people passing the facilities, and where possible, people overlooking the facilities). Good lighting (see Austroads Part 14). 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. Easily accessible from the road or dedicated bicycle path. 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%. 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. 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. Bicycles supported upright by the rack in two places with the front wheel prevented from turning and thus tipping over the 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’. Complementary showers and lockers (and where appropriate, changing rooms) provided in close proximity to bicycle parking.

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).

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. 50

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 highsecurity (non-copyable) types and usually require the user to pay a fee to cover the costs of administering and maintaining the system. Ryde City Council

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 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.

Ryde Bicycle Strategy - Updated February 2014

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.

9 Appendix D – 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 Ryde Bicycle Strategy.

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. 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; 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 Eastwood or Epping) 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.

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 19 - Recommended technical guidelines Guidelines NSW Bicycle Guidelines, (RMS 2003)

Coverage • Local and regional bicycle network facilities • Medium- and high-volume parking installations at stations Guide to Traffic Management, (AUSTROADS GtTM) • Bicycle parking provision – racks and siting AS2890.3 Parking facilities Part 3: Bicycle parking facilities NSW Planning Guidelines for Walking and Cycling, (DOP 2004)

• Bicycle parking provision – racks and siting (more comprehensively covered in the two documents listed above) • Planning and policy context and resources

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 52

promoted at rail stations in The Netherlands have resulted in a significant increase of the number of people travelling by train. 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 Ryde City Council

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. Table 19, 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 20 - Mode of choice connecting with public transport in The Netherlands Mode of transport before transit Cycling/moped Walking Car driver Car passenger Bus/ tram/ underground Other All modes

1975

1978

1979-83 1988

30 35

39 25

35 27

20 0 100

21 3 100

20 4 100

45 25 5 6 18 1 100

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

Ryde Bicycle Strategy - Updated February 2014

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 multilevel 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.

10 References ABS 2006 and ABS2011. Australian Census Data. Australian Bureau of Statistics (also quoted in RITS 2006) AS2890.3 1993. Parking facilities Part 3: Bicycle parking facilities AS2890.3. Standards Australia, Sydney, Australia. AUSTROADS GtRD. Guide to Road Design, various parts. Austroads. Sydney, Australia. AUSTROADS GtTM. Guide to Traffic Management, various parts. Austroads. Sydney, Australia. CROW25 2006. Design Manual for Bicycle Traffic. 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. GEOPLAN-ARUP 1996. Ryde Bicycle Strategy 1996. Ryde 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. Ryde Council Development Control Plan 19 – Parking Strategy. Ryde Council. Sydney, Australia. RITS 2006. Ryde Integrated Transport Study 2006 Working Paper 1. City of Ryde/PBAI Australia. Sydney, Australia. RMS 2003. NSW Bicycle Guidelines. Roads and Traffic Authority of NSW. Sydney, Australia. RMS-NRTC 1999. NSW Road Rules (Incorporating the Australian Road Rules). Roads and Traffic Authority of NSW/ National Road Transport Commission. Sydney/Canberra, Australia. CITY OF RYDE 2007. Ryde Bicycle Strategy and Masterplan 2007. City of Ryde. Ryde, Australia SKM 2000. Review of Secure Bicycle Locker Rental Scheme. NSW Department of Transport - Sinclair Knight Mertz. Sydney, Australia 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. p112117. In Velo-city 11th 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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