Draft Pedestrian Access and Mobility Plan (PAMP) by Mosman Council

Mosman Pedestrian access and mobility plan (PAMP) Draft Report

S11-0032 January 2011

Cover Image: Vista Street, Mosman

corporate profile transportation planning, design and delivery

MOSMAN PAMP Draft Report

Prepared For: Mosman Municipal Council PO BOX 211 Spit Junction NSW 2088

Prepared by: CLOUSTON Associates Landscape Architects • Urban Designers • Landscape Planners Level 2, 17 Bridge Street • Sydney NSW 2000 PO Box R1388 • Royal Exchange NSW 1225 • Australia Telephone +61 2 8272 4999 • Facsimile +61 2 8272 4998 Contact: Crosbie Lorimer Email • sydney@clouston.com.au Web • www.clouston.com.au

in association with GTA Consultants - Transportation Planning, Design and Delivery

S11-0032 • Issue 3 • January 2011

January 2011

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Table of contents

page

Title

1.0 Introduction

2.0 Characteristics of Mosman

Background Study Objectives Reasons for Walking PAMP Methodology Population Journey To Work Data Road Network Public Transport tRIP aTTRACTORS AND gENERATORS Pathway User Categories Pedestrian Facility User Groups Geography and Topography Pedestrian Catchment of the study area VEGETATION of the study area and locality

3.0 Strategic PLANNING CONTEXT Local Context Regional and State Context Other Guidelines and Relevant Documents

7 7 9 9 10 10

12 14 16 18 18 20 22 24

26 33 34

4.0 dATA cOLLECTION

5.0 PAMP Routes

6.0 Generic Recommendations

7.0 Detailed Studies

8.0 LANEWAY STRATEGY Appendix 1

90 97

Walking and Road Safety Pedestrian Counts Pedestrian Interview Surveys ROUTE PROIRITISATION METHODOLOGY ROUTE AUDITS

Generic Reccomendations AREA 1 - MILITARY ROAD BETWEEN COWLES RD AND McPhearson Street AREA 2 - SPIT JUNCTION BETWEEN COWLES RD, ORIMBAH RD, & ALAN BORDER OVAL AREA 3 - MILITARY RD BETWEEN OuRIMBAH AND BICKELL AREA 4 - MILITARY RD BETWEEN OuRIMBAH AND BICKELL Conclusion INTRODUCTION DTEAILED STUDY 1 - Issues Summary DETAILED STUDY 1 - Works plan- MILITARY ROAD DETAILED STUDY 1 - Works Schedule Detailed Study 2 - Issues Summary DETAILED STUDY 2 - works plan - Spit Junction DETAILED STUDY 2 - Works Schedule

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37 40 44 46 48 50 54 58 6 66 70

73 74 76 78 80 82 84

1.0 Introduction

Legend Study area Local Government Area

Figure 1.1: Study Area and Mosman LGA

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1.0 Introduction Background

Mosman Local Government Area is located in a highly developed area to the north of Sydney CBD. Spit Road and Military Road form part of the main corridor from the northern beaches to the Warringah Freeway and the Sydney Harbour Bridge. It is also a key public transport route, with bus services running along these roads. In order to meet the present and future needs of its residents and visitors and as part of its Road Safety Action Plan to provide a safe road environment, Council has identified the need for a Pedestrian Access Mobility Plan (PAMP) for the Mosman area, in particular the area surrounding Spit Junction. The study area is shown in Figure 1.1. CLOUSTON was commissioned by Mosman Council to prepare a PAMP that includes strategies to ensure walking is a viable, safe and attractive transport mode choice. This report details the findings and recommendations associated with the development of the Mosman PAMP.

Study Objectives

The Mosman PAMP seeks to improve the pedestrian network within the study area with respect to: • Coherence (with logical connections) • Directness • Safety • Comfort • Attractiveness • Equal access for all user groups in the community. The objectives of the study are: •

To facilitate improvements in the level of pedestrian access and priority, particularly in areas of pedestrian concentration and areas requiring pedestrian links;

•

To make walking less stressful and more attractive modes within the PAMP area by better managing the conflict of users, infrastructure and limited space;

•

To reduce pedestrian access severance and enhance safe and convenient crossing opportunities on major roads;

•

To facilitate improvements in the level of personal mobility and safety for pedestrians with disabilities and older and younger persons through the provision of pedestrian infrastructure and facilities which cater to the needs of all pedestrians;

•

To provide links to all modes of transport and increase the proportion of Mosman residents for whom a combination of walking, cycling, and public transport is the preferred choice for local trips;

•

To ensure that opportunities for improved pedestrian amenity presented by the redevelopment of sites within the PAMP area, particularly at Spit Junction are fully exploited; and

•

With the pressure on funding sources, another key element of the PAMP is to identify ways to balance the cost of new facilities with the upgrade of older infrastructure.

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1.0 Introduction Reasons for Walking

There are numerous reasons for walking within the public domain but broadly these may be categorised as: •

Access: walking the entire route to a destination

•

Sub Access: walking to and from another form of transport to the final destination

•

Leisure: walking for health and fitness or for social reasons

The attractors and generators outlined in this PAMP will determine the reason for walking and they will also greatly affect the individual’s decision on the preferred route i.e. an ‘Access’ walker going to work may be seeking the fastest and most direct route to the destination whilst the ‘Leisure’ walker may be unconcerned about time and distance but may prefer a route with high amenity.

PAMP Methodology

The key tasks for the PAMP review are to: •

Review the current relevant documents, existing facilities, mapping data and key destinations;

•

Undertake peak hour pedestrian counts;

•

Undertake community consultation via pedestrian interview surveys at key activity centres in Mosman;

•

Develop and map a network of prioritised PAMP routes;

•

Conduct pedestrian route audits along prioritised PAMP routes;

•

Establish a set of generic recommendations for upgrading prioritised routes;

•

Provide a PAMP detailed study of Cowles Road to Cremorne Junction including a prioratised schedule of proposed works;

•

Provide a PAMP detailed study of Spit Junction High Pedestrian Activity Zone including a prioratised schedule of proposed works;

•

Provide a Draft PAMP for public exhibition; and

•

Review the submissions and finalise the draft plan and costing of prioritised works.

To achieve these outcomes and to ensure that the proposals are underpinned by all relevant data the PAMP commences by considering the characteristics of Mosman (its population and geography) and the strategic planning context (the statutory and policy framework).

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2.0 Characteristics of mosman Population

According to the 2006 census, Mosman has a population of just over 26,000 with a higher proportion of females (55%) than males (45%). The majority of the population is aged between 15 and 64 years of age (64%), however a significant proportion are aged 65 years or older (15%). There is a large proportion of high income households in Mosman, with nearly 50% considered to have a high income (compared to an average of 30% in Sydney). Unemployment levels are low at 2.6%, compared to 5.3% in the Sydney statistical division. Detached housing makes up 34% of all dwellings which is 17% below the Sydney average. High density development is prevalent at 35%, being 18% above the Sydney average. In Mosman, 12% of households do not own a vehicle, 41% own one vehicle and 38% own two or more vehicles. The average household owns 1.32 vehicles. A comparison of car ownership in Mosman and other areas in Sydney is shown in Table 2.1. Implications for the PAMP: Mosman Council has a significant aged population with lower than average car ownership. This suggests that there is a high dependency on walking or public transport and given its significant aged population this makes pedestrian mobility and access a key issue. Area

Do not own vehicle

Own one vehicle

Own two or more A v e r a g e vehicles ownership

Mosman LGA

12.2%

41.4%

37.5

1.32

Sydney Statistical 12.6% Division

36.4%

41.7%

1.44

car

Table 2.1: Car ownership by households

Journey To Work Data

The top five LGAs where residents of Mosman are employed are: • • • • •

City of Sydney (37%) Mosman (20%) North Sydney (13%) Willoughby (5%) Warringah (3%)

For the journey to work, 52% drive and an additional 4% travel as a car passenger. A quarter of all commuters travel by bus, with a total of 35% using some form of public transport. Just under 1% and 6% of commuters cycle and walk to work from Mosman, respectively. Refer to Figure 2.1. At 71%, a significant proportion of Mosman employees drive to work either as the driver or passenger. The use of public transport to get to work within Mosman is low at 15%, whilst just under 1% and 10% of work trips to Mosman are made by bicycle and walking, respectively. Refer to Figure 2.2. Implications for the PAMP: Relatively low figures for public transport use, walking and cycling to Mosman suggest poor pedestrian access is forcing people into their cars.

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2.0 Characteristics of Mosman

Figure 2.1: Method of Travel to Work – Residing in Mosman LGA

Figure 2.2: Method of Travel to Work – Employed in Mosman LGA

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2.0 Characteristics of Mosman Road Network Road Hierarchy The administrative/ functional classification of roads in NSW is: •

State/Arterial – Predominantly carry through traffic from one region to another, forming principal avenues of communication for urban traffic movements.

•

Regional/Sub Arterial – Connect the arterial roads of development and carry traffic directly from one part of a region to another. They may also relieve traffic on arterial roads in some circumstances.

•

Collector – Connect the sub arterial roads to the local road system.

•

Local – Access roads to properties.

The study area as shown in Figure. 2.3 contains roads falling under all four classifications. Notably Military Road and Spit Road are classified as State/Arterial Roads whilst the eastern end of Miltary Road and Ourimbah Rd are classified as Regional and Sub Arterial Roads. These roads present one of the key challenges for walking in Mosman. Traffic Volumes A summary of the Annual Average Daily Traffic (AADT) volumes obtained from the RTA’s Traffic Volume Data 2005, Sydney Region, for a number of key roads is summarised in Table 2.2. Street (Location)

AADT

Military Road (between Cardinal Street and Wudgong Street)

57,745

Military Road (east of Cowles Road)

63,073

Spit Road (north of Military Road)

49,839

Ourimbah Road (west of Cowles Road) Table 2.2: RTA Traffic Count Data

23,503

Implications for the PAMP High traffic numbers along State/Arterial Roads will mean that the road network is highly sensitive to changes. The PAMP will need to be pay particular attention to this ensuring that improvements to the pedestrian network do not exaggerate traffic congestion issues.

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2.0 Characteristics of Mosman

Legend Study area Local Government Area Arterial Road Regional Road/Sub Arterial Collector Road Local Road

Figure 2.3: Road Hierarchy

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2.0 Characteristics of Mosman Public Transport

Mosman is serviced by a public transport network of buses and ferries. There is no train station within the LGA and the closest is located in North Sydney, approximately 5km from the main commercial area along Military Road. Buses Bus services in the LGA are operated by Sydney Buses. The area is well served, with 55 services that start, end or pass through the Mosman region. Refer to Figure 2.4. The main route is along Military Road via the Spit Bridge which provides access to North Sydney and the Sydney CBD. Almost all services pass through Spit Junction, located at the intersection of Spit Road and Military Road. At peak times, bus services run every couple of minutes between Spit Junction and North Sydney and Sydney CBD. A summary of these services is provided in Table 2.3. The figures are based on a peak AM period of 7.30am to 8.30am and a peak PM period of 5pm to 6pm. Route

Peak AM services

Peak PM services

Sydney CBD to Mosman

2 – 3 min

1 – 2 min

Mosman to Sydney CBD

1 – 2 min

3 – 4 min

North Sydney to Mosman

6 – 7 min

3 – 4 min

Mosman to North Sydney

1 – 2 min

6 – 7 min

North of Spit Bridge to Mosman

3 – 4 min

4 – 5 min

Mosman to North of Spit Bridge 6 – 7 min 2 – 3 min Table 2.3: Frequency of weekday bus services between Mosman and major destinations In addition to these routes, Mosman Council operates the ‘Mosman Rider’, a free community bus service which runs a circle route between Beauty Point, Balmoral Reserve, Spit Junction and Taronga Zoo (refer to Figure 2.4). It operates 7 days a week between 8am and 6pm with a service every half an hour. Ferry There are three ferry wharfs within the Mosman LGA. Taronga Zoo Wharf is serviced by the ‘Circular Quay to Taronga Zoo’ ferry whilst Mosman Wharf and Mosman South Wharf are serviced by the ‘Circular Quay to Mosman’ ferry. For commuters, Mosman Wharf is the most commonly used due to its proximity to Mosman’s core commercial area. The operating hours and frequency of ferries servicing this wharf are shown in Table 2.4 (overleaf)

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2.0 Characteristics of Mosman

Legend Study area Local Government Area Major Bus Route (Express) Bus Route Mosman Rider Ferry Wharf Major Bus Stop (Express) Bus Stop

Figure 2.4: Major bus routes operating in Mosman and the location of ferry wharfs

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2.0 Characteristics of Mosman Day

Morning Peak Operating Hours Frequency

Evening Peak Frequency

Off Peak Frequency

Monday to Friday

6am to 6am to 2-3 per 2-3 per 2-3 per 3-4 per 12am 12am hour hour hour hour

Saturdays

7am to 7am to 12am 12am

1 per hour

Sundays / Public Holidays

9am to 9am to 9pm 9pm

1 per hour

NB 1 per hour

Table 2.4: Operating hours and frequency of the Circular Quay to Mosman ferry Implications for the PAMP The study area is clearly well serviced by public transport, particularly by buses. There is a concentration of bus stops around Spit Junction that act as major attractors and generators of pedestrians. Ensuring easy and safe pedestrian access to these is one of the primary goals of the PAMP.

tRIP aTTRACTORS AND gENERATORS

Trip attractors are important for identifying the places which people will most commonly visit and are useful in determining the major pedestrian desire lines. The main trip attractors for the Mosman LGA include the commercial centre along Military Road (between Spit Junction and Mosman Junction), Taronga Zoo, Balmoral Beach, recreational areas, schools and educational institutions and retirement homes as shown in Figure 2.5. Implications for the PAMP There is a high intensity of pedestrian generators and attractors within the study area and outside of it along the harbour foreshore. Challenging links between the two due to varied topography, distance, crossings and indirectness of routes make walking between them a difficult prospect. The concentration of attractors around Spit Junction would suggest that high levels of walking at a local level here is achievable.

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2.0 Characteristics of Mosman

Legend Study area Local Government Area Commercial Open Space School Carpark Retirement Homes Sydney Harbour National Park Beach Church Other Attractors

Figure 2.5: Trip Attractors and Generators within Mosman

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2.0 Characteristics of Mosman Pathway User Categories

In NSW the vast majority of pathways are developed for shared use by pedestrians and cyclists. By nature these pathways attract a wide range of community groups including: • Commuter cyclists; • Recreational cyclists and families; • Rollerbladers; • Strollers and prams; • Wheelchairs; • Council, RTA, Sydney Water and other service vehicles; • Emergency vehicles; • Families and tourists on foot; and • Older people on foot.

Pedestrian Facility User Groups

Pedestrian planning often considers a number of facility user groups to categorise pedestrians based on their age. These are classified as follows: • Pre-school (aged 0-4) • Infants (aged 5-8) • Primary (aged 9-11) • Secondary (aged 12-17) • Young Adults (aged 18-25) • Adults (aged 26-59) • Elderly (aged 60+). Implications for the PAMP All of the above age groups present opportunities for increased walking however the age groups from pre-school to secondary school and also the elderly tend to rely on good walking environments more. The study area contains and is close to several schools of varying age groups as well as hosting a number of retirement homes. This is likely to result in a high desire for walking but will come with particular needs for access and mobility. Figure 2.6 shows formal walking and cycling routes across the study area and Mosman LGA. The cycling routes are in most part marked on-road routes whilst the walking routes are generally for recreational purposes and are inclusive bushland tracks. These routes only represent those that are either marked with signage or wayfinding and are not necessarily a representation of everyday walking and cycling routes taken by all users in Mosman. Everyday walking within Mosman takes place within the existing street network for which, on the vast majority of streets, there are dedicated footpaths on both sides. Whilst this street network provides a comprehensive coverage of the area, focussed works will serve to improve identified priority routes for walkers.

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2.0 Characteristics of Mosman

Legend Study area Local Government Area On - Road Marked Cycle Route Suggested Unmarked Cycle Route Off Road Cycle Route Walking Track Loop Walks Existing Street Network

Figure 2.6: Walking and Cycling Routes

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2.0 Characteristics of Mosman Geography and Topography

The Mosman Local Government Area (LGA) is located on the lower north shore of Sydney, approximately 6km north east of Sydney’s CBD. The LGA borders North Sydney to the west, with other nearby LGA’s including Manly to the north and Willoughby to the north-west. Bordered by the waters of Sydney and Middle Harbours on its north east and southern boundaries, the LGA is characterised by harbour beaches and bushland, set within undulating topography. Much of the study area lies on a series of 4 ridgelines that lead to major headlands at the harbour edge. Consequently while the topography of the study area is relatively flat areas immediately adjacent to it fall away sharply to the harbour (refer to Figure.2.7). This topography has a profound effect on walking distances. Figure 2.8 and 2.9 overleaf show how the inbound and outbound pedestrian catchments for 5 minutes and 10 minutes walking distance are effected. Implications for the PAMP Walking gradients within the study area is relatively easy with shallower gradients however access to and from the study area is more challenging.

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2.0 Characteristics of Mosman

Legend Study area Local Government Area

Figure 2.7: Topography of Mosman Area

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2.0 Characteristics of Mosman Pedestrian Catchment of the study area

Military Roa

lita

Spit Road

Figure 2.8 and 2.9 show the pedestrian catchment of both the inbound and outbound pedestrian movement to/from a centre point within the study area. The distances take into account the effect of topography (based on 2m contour intervals) on a 5 and 10 minute walking catchment. The steep gradients falling away from the centre point result in a shorter inbound catchment.

Legend Study Area Centre Point Within 5 minutes walk of Spit Junction Within 10 minutes walk of Spit Junction

Figure 2.8: Pedestrian Catchment Outbound

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Military Roa

lita

Spit Road

2.0 Characteristics of Mosman

Legend Study Area Centre Point Within 5 minutes walk of Spit Junction Within 10 minutes walk of Spit Junction

Figure 2.9: Pedestrian Catchment Inbound

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2.0 Characteristics of Mosman VEGETATION of the study area and locality

The relative walkability of any urban area is not only dependant on the amenity (shade, temperature etc) and aesthetics (visual appeal, scale and character) of the walking environment but also on the degree to which nature is present and evident within the landscape. In this regard the ‘green infrastructure’ of Mosman has a direct bearing on the present and future walking experience. As may be seen in Figure 2.10, in which the dominant public domain tree canopy is illustrated, Mosman boasts a strong vegetation structure throughout its street network. This provides shade (reducing the urban heat island effect of pavements and roads), amenity and vital ecological links to the largely natural landscapes of much of the LGA’s harbour foreshore. Implications for the PAMP With the exception of Spit Junction and sections of Military Road to its west, where obvious gaps appear, this condition provides a very positive walking environment for much of the LGA and the study area. Additional street tree planting will be considered in those areas where gaps appear (refer to Section 6.0 and 7.0 of this document).

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2.0 Characteristics of Mosman

Legend Study area Local Government Area Vegetation

Figure 2.10: Vegetation within the public realm

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3.0 Strategic / Planning Context Local Context Mosman Council Draft LEP (2012) Mosman Council is currently finalising its new LEP. An aim of the plan (and the current 1998 LEP) is ‘to limit potential for additional traffic on the road system and to reduce car dependence through development that supports public transport, cycling and walking’. The draft LEP assigns land use zonings, with medium density residential development and local centre (business) zoning dominating the majority of the study area. There are also some open space, infrastructure and enterprise corridor zonings within the study area. Low density residential zoning is located predominately outside the study area. Refer to Figure 3.1.

Figure 3.1: Land use zoning for the study area

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3.0 Strategic / Planning Context Mosman Council DCP (2012) Mosman Council is currently finalising three new DCP’s; Residential, Business Centres, and Open Space and Infrastructure. The controls in relation to footpaths are similar to those contained in the 2004 Residential DCP and the 2000 Business Centres DCP. Of relevance to the current project, Council’s footpath controls relate predominantly to commercial areas and include the following: •

Provide sufficient lighting to adequately illuminate the footpath and shopfronts

•

Ensure passive surveillance of footpaths

•

Promote footpaths for use in outdoor dining and display of goods, whilst maintaining the primary purpose of footpaths as a pedestrian thoroughfare for access

•

Maintain a safe and pedestrian-friendly environment

•

Provision of pedestrian shelter along footpaths (particularly along Spit Road and Military Road frontages)

•

Enhance pedestrian amenity at business frontages and progressively improve footpaths connecting to adjoining residential areas.

Environmental Management Plan 2005 – 2008 (2005) This plan primarily focuses on the environmental impacts of Mosman Council, but also aims to reduce the environmental impacts associated with living and working in Mosman. Table 3.1 summarises the initiatives within the action plan which are relevant to the current project. Prioritised Actions

Timescale

Costs

Publish maps to display information for public transport, cycling and walking

3-6 months

Low

Promote walking school buses

3-6 months

Low

Place benches at various locations to provide resting areas

12+ months

High

Integrate pedestrian walkways with cycleways around open spaces

12+ months

High

Ensure that future upgrading of footpaths should provide tactile surfaces, Ongoing handrails and ramps

High

Identify signalised intersections in areas of high pedestrian use to give priority 6-12 months Low to pedestrians (consult with RTA) Provide tactile footpath surfaces

6-12 months High

Install audio and flashing signals at pedestrian traffic lights (negotiate with RTA) 12+ months

High

Install motion detectors in pedestrian traffic lights (negotiate with RTA)

High

12+ months

Table 3.1: Actions for increasing walking within the Management Plan

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3.0 Strategic / Planning Context Social/Community Plan 2005 – 2009 (2005) The plan includes a range of strategies which aim to address the needs for specified target groups, including children, young people, women, older people and people with disabilities. The strategies revolve around the issues of safety, access to services, community information, recreation, income, housing, health, employment, education, care, welfare and transport. The need to improve safety for pedestrians is highlighted however most of the strategies do not show relevance to this project. MOSPLAN: Community Strategic Plan 2011 – 2021 (2011) This plan seeks to set the direction for Council and is divided into four themes; governance, environment, social and economic. Within these themes are 12 program areas with a range of objectives to be achieved over the 10 year lifespan of the plan. Those objectives relevant to this project are specified in Table 3.2. Program area

Objective

Urban Planning

To have the local character of Mosman maintained by conserving its heritage, ensuring sustainability, effective land use planning (including protection of the foreshore), requiring high quality development, and improving amenity

Built Environment

Sustainability, To have sustainable transport taken up using an integrated Environment and Health network of walking and cycling paths throughout Mosman. Transport and Traffic

To have a multi-modal sustainable transportation network which meets the community’s needs in terms of safety, user comfort and local access and amenity. To have a well maintained network of roads and footpaths. To reduce the reliance on private vehicles for local trips through the expansion of community transport and pedestrian and cycling facilities.

Community Development To have well designed and accessible community facilities and Services which are recognised as community hubs which support the effective delivery of community services and programs and promote healthy lifestyle. Local and Regional Economy

Having shops and services easily accessible by walking, riding driving or community/public transport.

Table 3.2: Relevant objectives of MOSPLAN 2011 – 2021 for improving pedestrian facilities in Mosman

January 2011

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3.0 Strategic / Planning Context Road Safety Strategic Plan 2003 – 2007 (2003) This plan reveals a number of road safety issues and priorities within the Mosman Council area, based on a study of the road crash data for the period 1996-2001, a telephone survey of 200 householders, interviews with key stakeholders, and a focus group with the local community. Pedestrian safety, bicycle safety, school road safety, and community awareness/education were among the primary issues and priorities identified. In relation to pedestrian safety, the plan identifies the following tasks to be implemented: •

Audit and identify any pedestrian black spot areas

•

Investigate methods of improving pedestrian safety at any pedestrian black spots

•

Investigate with the RTA opportunities for increasing ‘walk time’ and reducing ‘wait time’ at traffic lights on major intersections

•

Identify if accidents are caused because of a lack of access to pedestrian crossings

•

Review the road speed limits through the Mosman shopping area

•

Audit pedestrian safety around playgrounds and parks in Mosman

•

Develop a campaign to educate the high-risk pedestrian groups about the dangers posed.

Road Safety Action Plan 2010 – 2011 (2010) This plan aims to provide strategic direction for a number of safety issues, including bicycle and pedestrian safety. The project objectives (in relation to cyclists and/or pedestrians) include the following: •

Educational strategies to promote safe walking and cycling

•

Enhance the safety of pedestrians when using shared footpaths with cyclists

•

To raise awareness of the incidence and severity of pedestrian / cyclist crashes and the dangers of not using crossings

•

To implement look stencilling in the target areas

•

Identify potential engineering solutions to address safety issues.

Sustainable Transport Action Plan (2007) and Review Report (2008) The goals of the Sustainable Transport Action Plan (STAP) include: •

To coordinate an integrated approach to sustainable transport across Council in its entirety

•

To actively promote sustainable transport modes as a viable option of travel to both Council staff and the community

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3.0 Strategic / Planning Context •

To provide improved facilities and support for sustainable transport modes in Mosman

•

To lobby for a sustainable transport system that better satisfies the needs of the community.

The STAP identifies 38 actions to meet these goals and assign a timeline, budget and responsibility to each. The Review Report outlines the current status of each action, with 26 being achieved, 3 discontinued and 9 yet to be implemented. Mosman Bicycle Strategy 2005 – 2010 (2005) (due to be updated in 2012) This plan seeks to create an urban environment in Mosman which supports the safe use of bicycles for transport and recreation and incudes providing safe, useful and well signed routes, sufficient and secure parking and public information on cycle facilities. The plan includes a number of specific key infrastructure priorities to improve safety and useability of certain routes, including the following locations within the subject study area (some of the following have now been completed): •

Upgrading the facilities in the area around the top of Parriwi Road, Spit Road, Stanton and Bickell Roads.

•

Improving bicycle access to and from Spit Bridge particularly between the bottom of Parriwi Road and the bridge.

Specific cycle network proposals for shared paths (including upgrades to existing) within the current study area are as follows:

•

Parriwi Road / Spit Road (8) – facilitate cycle access between the shared use path / boardwalk and Parriwi Road.

•

Parriwi Road to Bickell Road (10) – implement proposals to facilitate cycle access across Spit Road (concept design proposes an extended network of shared use paths).

•

Parriwi Road to Stanton Road (11) – concept design prepared for the widening of the shared use path between Parriwi Road and Stanton Road.

•

Wudgong Street (33) – provide access through road closure at the end of Wudgong Street, and designate footpath alongside Military Road between Wudgong Street and Cardial Street as shared use allowing cyclists to access pedestrian crossing on Military Road.

•

Military Road (34) – Designate footpath between Hale Road and Macpherson Street as shared use.

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3.0 Strategic / Planning Context Pedestrian Refuges Audit at Roundabouts for MMC (2008) This project involved an audit of 39 pedestrian refuges at 15 different sites within the Mosman LGA. All of the 39 refuges failed to comply with at least one of the required parameters, meaning that all were non-compliant structures. The areas of noncompliance found included: • Refuge form/shape • Holding rails – including colour, width and height • Signage • Build-outs & ‘no stopping’ distance • Crossing gap widths • Road widths at crossing • Line marking & RRPMs • Kerb ramps – size, width and alignment Recommendations include the complete reconstruction of 33 refuges/buildouts and minor adjustments to 2 existing refuges/buildouts plus additional signage. The 4 remaining refuges were considered to be unable to comply under current road conditions. Table 3.3 identifies the refuges relevant to the current study area and Figure 3.2 shows their location (note only kerb ramps in the southern part of the study area were audited). All of the refuges in the current study area required level one works (i.e. reconstruction of the existing refuge and other minor adjustments).

Approach Street

Approach Direction (from) Cross Street

Wolger Road

Noble Street

Wolger Road

Noble Street

Wolger Road

Raglan Street

Muston Street

Raglan Street

Muston Street

Prince Albert Street

Bradley Head Road

Avenue Road

Canrobert Street

Avenue Road

Rangers Ave

Avenue Road

Rangers Ave

Avenue Road

Table 3.3: Audited refuges within the current study area

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3.0 Strategic / Planning Context

Figure 3.2: Location of audited refuges within the study area Military Road Streetscape Upgrade Program This project responds to the changing demands of the community and visitors to the Military Road area through a streetscape upgrade to enable expanded outdoor dining, improved utilisation of the existing road space, increased car parking, more accessible public transport, and improved lighting, street furniture, landscaping and trees and levels of public safety. The vision is to create a friendlier and more amenable space for pedestrians through wider footpaths, reduced speed limits and increased activity. Figures 3.3 and 3.4 show some before and after (artist impressions) images of Military Road and Avenue Road, respectively.

Figure 3.3: Before and after images of Military Road area

Figure 3.4: Before and after images of Avenue Road area

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3.0 Strategic / Planning Context Sharing Sydney Harbour, Harbour to Spit Walks (2006) This map and brochure provides information on walks between the Spit Bridge and Harbour Bridge. The ‘Central Route’ passes through the Mosman town centre along the following roads: •

Cowles Road

•

Military Road (between Cowles Road and Spit Road)

•

Myahgah Road (between Spit Road and Belmont Road)

Currently Mosman Council provides information on several other walking routes including: •

Beauty Point to Balmoral via Rosherville Reserve

•

Taronga Zoo to Chowder Bay

•

The Mosman Mile

•

Parriwi Park and The Spit

•

Shellbank to Pearl Bay via Quakers Hat

•

Middle Head

•

Balmoral to Chowder Bay

•

Avenue Road Shops to Cremorne Wharf

•

Taronga Zoo to Avenue Road Shops via Sirius Cove

•

Bradleys Head

•

Lawry Plunkett Reserve

Regional and State Context SHOROC Shaping Our Future (2010) The report recognises there are a number of critical issues for the region which include significant road congestion, limited and inefficient public transport, which is an increasing issue within Mosman and surrounding areas. A key driver of the area is identified as health and wellbeing that is providing a connected community living safely with a healthy lifestyle. Walking is a key part of achieving this goal. Focus areas are identified in the report that relate to transport include: •

Integrated transport for a connected community

•

Developing skills to live and work more sustainably

The role of Council is identified as to lobby for State and Federal government for investment

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3.0 Strategic / Planning Context in the transport needs of the region, maintain the bike path network, cycling infrastructure and pedestrian and mobility planning and to seek funding for infrastructure from the State and Federal governments. Another activity Council is responsible for is the promotion and delivery of living and working sustainably events. The preparation of the Mosman PAMP will assist council in achieving the region’s goals and fulfilling their role as member of the organisation.

Other Guidelines and Relevant Documents Development and Active Living (2010) This document was developed by the Premiers Council for Active Living (PCAL) to provide advice on urban design factors which promote active living. Although aimed predominantly at new development, the checklist provides a valuable tool against which the existing built form can be evaluated. Walking for Travel and Recreation in NSW: What the Data Tells Us (2011) This report, written by GTA Consultants, reviews the extent and quality of available walking data, analyses this data and attempts to benchmark NSW against other international walking indicators. The document recognises the opportunity to shift existing short trips to walking and to generate more walking trips by planning (and retrofitting) the built environment. Healthy Spaces and Places (2009) This document (and website) aims to guide the planning, designing and creation of sustainable communities which encourage healthy living. It identifies the following key design principles as being essential to healthy communities: • Active transport • Aesthetics • Connectivity • Environmental for all people • Mixed density • Mixed land use • Parks and open space • Safety and surveillance • Social inclusion • Supporting infrastructure Healthy Urban Development Checklist (2009) This document was developed by the NSW Department of Health to address the growing concern about the link between the built environment and health issues such as overweight and obesity, diabetes and heart disease. It is based on a series of 11 checklists, including housing, transport and physical connectivity, public open space, and environment and health.

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3.0 Strategic / Planning Context Table 3.4 shows some of the checklist questions which are relevant to the Mosman PAMP. Category

Question

Encourage incidental physical Are land uses arranged to encourage walking, cycling and other forms of active transport between activities? activity Are streets (including bicycle and pedestrian networks) highly connected, offering direct routes to destinations of choice? Are streetscapes designed to be attractive, interesting and welcoming to pedestrians and cyclists, including by providing enjoyable scenery, appropriate amenities and shelter from the weather? Are pedestrian areas (such as public plazas, squares, pathways, trails, shopping areas, etc.) universally accessible (designed to accommodate the widest range of potential users)? Promote opportunities for Do pathways consider topography, minimising steep slopes and providing alternatives to steps? walking, cycling and other Are footpaths and shared paths designed to comfortably accommodate users travelling in each direction? forms of active transport Does the design of streets promote pedestrian activity and bicycle use by considering the comfort and amenity of users including whenever possible: Providing footpaths along both sides of the street Including a buffer zone between the roadway and the walking area to provide a safer, more comfortable walking environment Avoiding placing pedestrian and cycling crossing points at busy intersections Locating pedestrian and cycle crossings as close to the direct line of travel as possible Including rest facilities along well used paths and trails Ensuring there are clear views of traffic at crossing points Providing kerb ramps Providing alternatives to pedestrian and bicycle crossings at roundabouts Improve public transport Are public transport nodes safe and easy to approach on foot and bicycle (are they clearly signed and well-lit with direct routes services and safe and convenient crossing points)? Reduce car dependency & Are there areas with both high pedestrian and bicycle activity, and high vehicle traffic that could benefit from additional safety encourage active transport measures? Are walking and cycling entrances to buildings prioritised and safe (avoiding conflict with cars)? Where traffic ‘squeeze points’ are introduced (to slow traffic speeds and provide safer pedestrian crossings) are there provisions for cyclists to pass through unobstructed? Promote quality streetscapes Are streets designed to prioritise use by pedestrians and cyclists by including bike lanes and wide footpaths free from obstacles? that encourage activity Are design features included to encourage activity on streets such as street trees, landscaped nature strips and street furniture? Do walking and cycling paths offer travel at a good rhythm with few interruptions (such as crossing busy intersections with long waiting times)?

Table 3.4: Example of questions within the Healthy Urban Development Checklist Implications for the PAMP There is a strong planning policy framework in place with many strategic and local projects completed and underway, which are already playing a pivotal role to the study area in improving the pedestrian environment. The PAMP will need to compliment this work and help the region achieve its goals.

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4.0 dATA cOLLECTION Walking and Road Safety

Pedestrian crashes recorded in the Mosman LGA area for the most recent five year period available (January 2005 to December 2009 inclusive) were analysed. Refer to Figure 4.1. A total of 23 pedestrian crashes were recorded, however it should be noted that pedestrian crashes are generally under-reported and the actual number of crashes involving pedestrians has the potential to be much higher than shown in Figure 4.1.

Figure 4.1: Number of crashes in Mosman between 2005 and 2009 In relation to the data, the following points are made: •

Pedestrian crash numbers fluctuate over the years with the highest recorded in 2007-2008 and 2009-2010, and the lowest in 2008-2009.

•

11 crashes occurred with a pedestrian being impacted stepping onto the nearside of the roadway.

•

4 crashes occurred while a pedestrian was emerging from the sidewalk onto roadway.

•

8 crashes occurred with a pedestrian being impacted on crossing the second direction of traffic on the far side of the carriageway.

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4.0 data collection The time of the 23 pedestrian crashes is shown in Figure 4.2. There is a peak in accidents in the early afternoon period, with no crashes recorded between midnight and 8am in the morning.

Figure 4.2: Time of pedestrian crashes

Figure 4.3 shows the days on which the crashes occurred. There is a peak on Fridays whilst all other crashes were spread relatively evenly throughout the week. There were no reported crashes on Sundays.

Figure 4.3: Day of pedestrians crashes

January 2011

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4.0 Data collection

Figure 4.4: Location of pedestrian crashes in Mosman 2005 to 2009. A high proportion of pedestrian crashes have occurred in close proximity (within 200m) to Spit Junction (See Figure 4.4 above and 4.5 overleaf), located at the intersection of Spit Road and Military Road. More specifically, these locations are: •

Intersection of Military Road and Brady Street (five crashes).

•

Intersection of Military Road and Spit Road (two crashes).

•

Along Military Road between Spit Road and Mandolong Road, (two crashes)

•

Intersection of Spit Road and Clifford Street (one crash).

•

Intersection of Spit Road and Ourimbah Road (one crash).

In addition, crashes have occurred at the following Mosman locations: •

Intersection of Spit Road and Stanton Road (two crashes).

•

Intersection of Military Road and Upper Almora Street, (two crashes).

•

Intersection of Military Road and Belmont Road (one crash).

•

Along Spofforth Street just south of Military Road (one crash).

•

Intersection of Bardwell Road and Military Road (one crash).

•

Intersection of Military Road and Wudgong Street (one crash).

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4.0 data collection •

Along Cowles Road just north of Military Road (one crash).

•

Intersection of Military Road and Belmont Road (east side) (one crash).

•

Intersection of Military Road and Raglan Street (one crash).

•

Along Raglan Street just east of Military Road (one crash).

Figure 4.5: Location of pedestrian crashes around Spit Junction 2005 to 2009.

Pedestrian Counts

Pedestrian counts were undertaken on Wednesday 29 June 2011 at the following intersections: • Awaba Street and Spit Road • Military Road and Spit Road • Raglan Street and Military Road. These locations were chosen as the busiest within the study area and those that were closest to the majority of attractors. The counts occurred at three different times during the day; 7am - 9am, 12pm - 2pm, and 4pm - 6pm. The selected times were based on surrounding land use and the expected level of activity during the course of the day at each count location. The pedestrians were counted according to pedestrian facility user groups (refer to page 18). The weather on the day of the surveys was overcast. The results for each location are discussed opposite.

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4.0 data collection Awaba Street and Spit Road At the intersection of Awaba Street and Spit Road, overall levels of pedestrian activity were highest in the afternoon with a total of 189 pedestrians between 4pm and 6pm. The busiest peak hour occurred in the morning, with 108 pedestrians crossing between 7am and 8am. Adults were the main user group, particularly during the morning and late afternoon periods. Figure 4.6 shows the combined level of activity by pedestrian facility user group, whilst Table 4.1 shows levels of activity at each intersection by time period.

Figure 4.6: Pedestrian activity by user group at Awaba Street and Spit Road

7am to 9am

7am to 8am 12pm to 2pm (peak period)

1 2 3 0 p m t o 4pm to 6pm 130pm (peak period)

4pm to 5pm (peak period)

West

South

East

Total

179

108

189

Table 4.1: Pedestrian activity by time period at Awaba Street and Spit Road

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4.0 data collection Military Road and Spit Road This intersection was the busiest of those surveyed. Adults were the most common group observed at all times, with relatively high activity amongst young adults and elderly at the intersection during the early and later afternoon periods. The busiest period was between 12pm and 2pm, with 653 pedestrians being recorded during the 12.30pm - 1.30pm peak period. Figure 4.7 shows the combined level of activity by pedestrian facility user group, whilst Table 4.2 shows levels of activity at each intersection by time period.

Figure 4.7 Pedestrian activity by user group at Military and Spit Road

7am to 9am

8am to 9am 12pm to 2pm (peak period)

1 2 3 0 p m t o 4pm to 6pm 130pm (peak period)

4pm to 5pm (peak period)

West

213

154

637

351

489

266

South

242

142

193

227

119

East

251

140

411

214

458

239

Total

706

436

1241

653

1174

624

Table 4.2: Pedestrian activity by time period at Military Road and Spit Road

January 2011

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4.0 data collection Raglan Street and Military Road This intersection was busiest during the 12pm - 2pm period, with 1057 pedestrians crossing during this time. Adults were the most common user group, peaking between 12pm and 2pm. There was also a peak of secondary school-aged children between 12pm and 2pm which is likely to be linked to lunch times at nearby school(s). The Military Road crossing on the north side was the busiest crossing for all time periods. Figure 4.8 shows the combined level of activity by pedestrian facility user group, whilst Table 4.3 shows levels of activity at each intersection by time period.

Figure 4.8: Pedestrian activity by user group at Raglan Street and Military Road

7am to 9am

8am to 9am 12pm to 2pm (peak period)

1 2 3 0 p m t o 4pm to 6pm 130pm (peak period)

4pm to 5pm (peak period)

North

169

110

462

263

318

196

West

109

250

176

129

South

East

159

302

164

220

112

Total

485

297

1057

631

735

392

Table 4.3: Pedestrian activity by user group at Raglan Street and Spit Road

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4.0 data collection Pedestrian Interview Surveys

Interview surveys were undertaken on Thursday 28 July 2011 at Spit Junction. The survey comprised of nine questions with all but two being multiple choice. There was a total of 178 participants; 64 were male (36%) and 114 were female (64%). The age of participants is summarised in Table 4.4. Under 18 1 8 – 2 4 25 to 34 35 to 44 45 to 54 55 to 64 65 to 74 Over 75 years years years years years years years years 22 (12%)

19 (11%)

34 (19%)

35 (20%)

20 (11%)

18 (10%)

21 (12%)

8 (4%)

Table 4.4: Pedestrian interview surveys by age group The majority of respondents stated that their main mode of transport was by bus (37%) and walking, either just walking (11%) or combined with car travel (14%). Private vehicle use was the sole transport mode used by 33 (19%) of respondents. Figure 4.9 shows the mode split for travel, including respondents who listed more than one mode as their main mode.

Bus and Train 2% Walking, Bus and Private Vehicle 3%

Other 5%

Walking 11%

Bus and Private Vehicle 7%

Private Vehicle 19%

Walking and Private Vehicle 14%

Bicycle 0%

Taxi 0%

Mobility Scooter/Wheelchair 2% Bus 37%

Figure 4.9: Main Mode of Transport 11% of respondents required the following physical or visual aids: • Pram – 8 • Mobility scooter – 1 • Wheelchair – 3 • Walking Frame or Stick – 2 • Trolley – 2 • Other – 3

January 2011

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4.0 data collection Of the respondents interviewed 73% thought the existing footpaths/pedestrian facilities in Mosman were safe and easy to use. However, the key deficiencies identified included: • • • •

Uneven footpath surfaces Lack of pedestrian crossings Lack of appropriate pedestrian signage Poor lighting/security

The most hazardous locations identified included: • Spit Junction • Brady Street • Military Road • Spit Road A total of 126 (71%) of people interviewed thought more people would walk if pedestrian access, safety and mobility were improved, either through improvements to existing facilities and/or introduction of new facilities. The main reasons respondents did not agree with this statement is because of the convenience of other transport modes, the distance of trips or the existing facilities were thought to be adequate. Table 4.5 summarises the level of agreement by survey participants in terms of which improvements would encourage more people to walk within the LGA. Improvement

Participant agreement

Additional pedestrian crossings and /or upgrades to existing pedestrian crossings 115

65%

Additional or upgrades to existing directional / warning signage

17%

Pedestrian barriers on busy roads to stop illegal crossings

44%

Mobility maps for the area showing accessible locations

31%

Improved lighting and security

25%

Accessible transport options

24%

14%

Audible/tactile crossing facilities at signals for the sight impaired Table 4.5: Surveyed level of agreement on improvements

Additional pedestrian crossings and/or upgrades to existing pedestrian crossings and pedestrian barriers on busy roads to stop illegal crossings were the most supported improvements. Other general comments regarding the pedestrian facilities that were received include: • Short pedestrian crossing times, which should be increased • Uneven and damaged footpath surfaces were identified as obstacles • Overhanging trees are a problem • Traffic volumes and speeds need to be addressed. Implications for the PAMP Whilst all of the above research should be taken as an indication that there are genuine concerns from the public for improvents there is a clear need to focus on new or improved pedestrian crossings where possible.

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5.0 PAMP Routes ROUTE PROIRITISATION METHODOLOGY

Mosman Council has in defining the study area, in some part defined the prioritised routes for this PAMP. The refined high priority routes shown on Figure 5.1 are a result of the context mapping, data collection, planning context study and a thorough process of walking over and recording/auditing all opportunities and constraints within the study area. These ‘Prioritised Routes’ represent the best opportunities to:

•

provide links between main attractors and generators

•

improve existing pedestrian hazards locations

•

formalise existing pedestrian links

•

create new off-road facilities

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5.0 PAMP Routes

Legend Study area Priority Route

Figure 5.1: Map showing Prioritised PAMP Routes

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5.0 PAMP Routes ROUTE AUDITS

The entire study area was surveyed on foot using the ‘Five C’s’ methodology developed from the original UK model (Tolley 2003). The ‘Five C’s’ are summarised as follows: Connected • Connecting backstreets and sidestreets •

Safe pedestrian and cycle access

•

Information and advertising signage

•

Disability access including consistent clear path routes for the unsighted

Convenient • Ease of servicing to businesses •

Crossing times at traffic lights

•

The importance of ambiguity

•

Integrated street furniture that minimises street clutter

•

Flexibility to accommodate small local events

•

Clarity of pavement, what goes where

Comfortable • Path surfaces and crossfalls that suit prams, wheelchairs and the aged •

Street noise and air quality impacts and mitigation

•

Microclimate including sun, shade, shelter and breeze (winter and summer variations)

Convivial • Active and adequate spaces throughout the site •

‘Offline’ locations for rest and watching the passing streetlife

•

Successful street planting

•

Public art opportunities

Conspicuous • Natural surveillance and Crime Prevention Through Environmental Design (CPTED) issues

•

Night lighting adequacy and spread (incl shadow mitigation)

•

Ease of wayfinding through integrated signage

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5.0 PAMP Routes Data recording sheets were completed for every street. A blank example of a data sheet is included in Appendix 1 for reference. Completed sheets and notes can be provided on request. Figure 5.2 shows the focus areas for proposed improvements. These ‘Area’ sheets (see Figures 5.3, 5.4 and 5.5) focus improvements towards the identified priority routes only.

AREA 3

AREA 2 AREA 1

AREA 4

Figure 5.2: Key Plan Showing Audit Sheet Locations

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6.0 Generic recommendations Generic Reccomendations

The street audits identified a number of issues that were common to all surveyed areas. As a result a suite of Generic Recommendations is given below with a brief explantion of why these upgrades are suitable. Kerb Ramp Upgrades The audits picked up complying and non-complying kerb ramps at all intersections within the study area. Compliance was based on the criteria set out in RTA Technical Direction Ref:TDT 2002/08 and associated drawing MD.R173.B01.A

Example of non-complying kerb ramps along Military Road

Many of the kerb ramps were non-complying but those that were especially critical to pedestrian movement or particulary awkward to negotiate were recommended for upgrade often in conjunction with pedestrian refuges and/or kerb blisters. Reference to the RTA Technical direction should be made when upgrading these kerb ramps.

Figure 6.1: Extracts from RTA technical drawings showing kerb/kerb ramp design standards

January 2011

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6.0 Generic Recommendations Pedestrian Refuges Council has conducted it own survey of many of the existing pedestrian refuges in the study area. It was noted whilst conducting the street audits for this study that many of the cross streets adjoining Military Road and Spit Road would benefit from having pedestrian refuges installed. Given that most of these junctions are left in-left out only, this also allows for the refuges to be more substantial in size. All proposed refuges should be built to RTA/Austroads/AS 1428 standards and be capable of accommodating a waiting mobility scooter/cyclist and kerb. Kerb Blisters In some specified areas where road widths allow, it may be possible to accommodate kerb blisters on both sides of the intersection. This has the added benefit of reducing crossing distance, slowing the speed of turning traffic and increasing the amount of available public realm/pavement. Both pedestrian refuges and kerb blisters have been selected as a preference over new signalled pedestrian crossings due to their ability to provide least resistance to the line of pedestrian travel at side street intersections and also because of less onerous requirements with regard to traffic modelling and warrants. Paving/Surface Upgrades Throughout the study area pavement surfaces vary. The street audits recorded the quality/condition of the pavement surface and where this posed a significant hindrance to pedestrian access or made a significantly negative contribution to the visual amenity of the street upgrading/replacement has been suggested. Replacement paving surfaces should be a smooth finish with gradients complying with AS1428.2 (Design for Access and Mobility). In general surfaces should be paving (as used adjacent to commercial areas within Spit Junction) or an in-situ concrete finish and should extend from the adjacent property boundary to the back of the kerb. Signalised Pedestrian Crossing Times There are a number of signalised pedestrian crossings along Military Road and Spit Road. The audit picked up that a number of these would benefit from more generous crossing times (green man times) to allow pedestrians (particulary the elderly and less able bodied) longer to cross and not feel overly rushed or end up being caught in the central refuge between 2-3 lanes of traffic. Restricting left in or left out turns Military Road is a key corridor, both for cars and bus services, and currently experiences congestion and delays during peak periods and any changes to traffic flow could further worsen the situation. Any changes to the local road network, such as banning movements at intersections would require traffic modelling to assess the impact (outside the scope of this PAMP).

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Example of in-situ concrete used on Military Road

Example of paving used on Military Road

6.0 Generic recommendations Street Tree Planting Street tree planting along the western section Military Road is especially struggling to become established. In general, areas that are directly fronted by residential properties with existing tree planting on/next to their property boundary provide an ample level of greening to the street without requiring additional street trees within the tight verge widths. In commercial frontage areas, awnings also make street tree planting unfeasible. In other areas where these conditions do not existing it may be desirable to try to establish new street tree planting for enhanced amenity.

Existing struggling street trees along Military Road.

Where street trees are used these should be selected for their hardyness to surviving harsh urban environments. Species include Iron Bark (Eucalyptus siderophloia) (as recommended by Council’s Street Tree Master Plan), London Plane (Platanus acerifolia) and Brush Box (Lophostemon confertus). New tree planting should provide as much space for root expansion as possible and tree centres should be a minimum of 500mm from the back of the kerb to minimise damage from passing vehicles (see Figure 6.2 below). approx 3.5m 0.5m

2.5m

Property Boundary

0.5m

Timber centre to be min 0.5m from back of kerb Timber tree gaurd Permeable surface or tree grille

Root Barrier to protect services under kerb

Rootball

Locally extend rootzone with structural tree soil

Figure 6.2: Typical sketch detail for street tree planting along Military Road

January 2011

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6.0 Generic Recommendations Bus Shelters Both Military Road and Spit Road have numerous bus shelters spaced along the length of the study area. In the majority of these locations the design of the bus shelter and associated street furniture causes it to be an obstruction to pedestrian travel. Bus shelter should be modified or replaced so that minimal obstruction into the line of travel is made. This is especially important where shared paths are proposed. Bus shelter design should be in accordance with the Australian Human Rights Commisission - Guidline for promoting compliance of bus stops with the Disability Standard for Accessible Public Transport. The minimum level of performance for a basic accessible bus stop is: Existing bus shelter obstruction on Military Road

•

a firm, evenly graded boarding point, as level as possible;

•

an unobstructed space large enough to allow for the deployment of a ramp so that a person with a mobility disability can safely get on or off a bus;

•

a seamless transition between the bus stop and any connecting footpath, or the bus stop and the road where there is no footpath;

•

clear signage indicating the location of the bus stop; and

•

consistently-applied tactile ground surface indicators (TGSIs) to assist blind people or people with low vision to identify the presence of a bus stop and the location of the boarding point. approx 3.5m max 0.5m

approx 2.3m

max 0.7m

Posts and signage to be located within 0.5m from back of kerb

Transparent side panels to pertrude max 0.7m from property boundary

Figure 6.3: Typical sketch detail for showing suggested bus shelter design parameters.

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Typical example of suggested shelter

Note: replacement of shelters will need to honour council’s current contract with Adshel until 2017.

6.0 Generic recommendations AREA 1 - MILITARY ROAD BETWEEN COWLES RoaD AND McPhearson Street Proposed upgrades to improve pedestrian access include: 1A

1G Military Rd Adjacent to vacant plot the paving surfaces and street trees are poor. New paving and street trees are required. Could form a DA requirement.

1N Military Road/Hale Rd A pedestrian refuge and pram ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd.

Cardinal St (South)/Military Rd A pedestrian refuge and pram ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd.

1H Military Rd Bus stop and shelter are too far apart. Also a better street tree would help as well a less obstructive shelter.

1P Snell Street/Military Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd.

Cardinal St (North)/Military Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd.

1J Military Rd/Prince St A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd.

1Q Lang St/Military Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd.

Bond St/Military Rd A matching blister and kerb ramp to that recently constructed on the eastern corner is required to allow for safer and more comfortable east-west movement.

1K Military Rd Bus shelter, signage and lamp post combined pose as an obstruction. The shelter needs to be modified so that it can be moved onto the property boundary.

1R Military Road The bus shelter and associated signage are an obstruction. The shelter needs to be modified so that it can be moved onto the property boundary.

Wudgong St/Military Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd.

1L Military Road Poor street trees and asphalt surfacing needs upgrading to improve comfort and visual amenity.

Bardwell Rd (North)/Military 1S Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd

Military Rd The bus stop is an obstruction. The shelter needs to be modified so that it can be moved onto the property boundary and made more permeable to pedestrian traffic.

1M Military Road/Melrose St A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd.

Bardwell Rd (North)/Military 1T Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd.

Military Rd This signalised pedestrian crossing has a short crossing time for the less able bodied/elderly. A review of the signal timing to allow for a longer crossing time would help.

Table 6.1: Area 1 Generic Recommendations item descriptions.

January 2011

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6.0 Generic Recommendations

1T 1J

RY ITA

MIL

1C 1B

Figure 6.4: Proposed PAMP Works Area 1

Existing Priority Pedestrian Route

Commercial

Location of Proposed Upgrade Works

Seniors Living

Reference of Proposed Upgrade Works

Public Park

School

Bus Stop

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January 2011

6.0 Generic recommendations For location of photos see Figure. 6.4

January 2011

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6.0 Generic Recommendations 1L

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January 2011

6.0 Generic recommendations AREA 2 - SPIT JUNCTION BETWEEN COWLES RoaD, ORIMBAH RoaD, & ALAN BORDER OVAL Proposed upgrades to improve pedestrian access include: 2A

2G Brady Street/Orimbah Rd Blisters required to at this intersection to provide safer access across Orimbah from the existing pedestrian alleyway.

Myahgah Rd/Art Gallery Way 2N Junction requires east west pram ramps. A pedestrian refuge would also aid safer crossing to/from Allan Border Oval.

Spit Rd/Ourimbah Rd The signal phasing has been reported to be too short for the less mobile pedestrians. A review of the timing is be required.

2H Military Rd/Gurrigal St A pedestrian refuge and pram ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd.

2P The Crescent A marked street crossing connecting a pathway through the car park to the Oval would form part of a wider connection back to Military Rd.

Punch St/Spit Rd A very wide north-south crossing would benefit from a pedestrian refuge and/or blisters to improve safety.

2J Military Rd/Harbour St A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd.

2Q The Crescent/Council CP A dedicated pedestrian route through the carpark connecting the Crescent/Oval with the laneway that links to Military Rd.

Military Road/Spit Rd Crossing times are too short and often result in large numbers waiting on the island. A review of crossing times and an improved island are required for safer movement.

2K Military Rd/Vista St A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military Rd.

Military Road A new pedestrian crossing or blisters providing a crossing linking up with Civic Lane to provide an alternative pedestrian circulation route.

Pedestrian Bridge Entrances 2L The current entrances are not clearly marked or visible. New signage would encourage people to use the bridge. This will require negotiation with private property owners.

Civic Lane Civic lane can play and important role in providing an alternative to difficult circulation along Military Rd. New wayfinding signage would help with this but also re-zoning this lane as a shared zone may also help.

2M Art Gallery Way/Vista St Junction requires east west kerb ramps to improve safety and comfort when crossing.

Clifford St/Spit Rd This wide north-south crossing would benefit from an pedestrian refuge that also encourages a connection through Civic Lane.

Table 6.2: Area 2 Generic Recommendations item descriptions.

January 2011

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6.0 Generic Recommendations

2P 2N

PIT

MILITARY RD 2B

2D 2K MIL

ITA

2J 2H

Figure 6.5: Proposed PAMP Works Area 2

Existing Priority Pedestrian Route

Commercial

Carpark

Location of Proposed Upgrade Works

Seniors Living

Underground Carpark

Reference of Proposed Upgrade Works

Public Park

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January 2011

6.0 Generic recommendations For location of photos see Figure. 6.5

January 2011

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6.0 Generic Recommendations 2L

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January 2011

6.0 Generic recommendations AREA 3 - MILITARY RD BETWEEN OuRIMBAH AND BICKELL Proposed upgrades to improve pedestrian access include: 3A

Spit Rd The pathway is narrow and the surface treatment is poor. A surface upgrade would be beneficial with widening if possible.

3L Spit Rd/Mitchell Rd The bus shelter and signage is an obstruction. The shelter needs to be modified so that it can be moved onto the property boundary and allow for better circulation.

Spit Rd The shared footpath is significantly reduced by the verge planting. This could be corrected by replacing this with a smaller shrub species or turf (requires negotiation with private property owners).

3G Spit Rd The bus shelter is an obstruction. The shelter needs to be modified so that it can be moved onto the property boundary and allow for better circulation.

3M Bickell Rd/Spit Rd The kerb ramps and refuge are poorly aligned. A more generous refuge and upgraded kerb ramps would be desirable.

Stanton Rd/Spit Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable north-south movement along Spit Rd.

3H Military Rd/Awaba St Crossing time is too short for the elderly and less able. The crossing phasing needs to be reviewed and increased.

3N Spit Rd A difficult unsighted corner for cyclists and pedestrians. Improvement would required acquisition of additional land from the adjacent property.

Stanton Rd/Spit Rd The bus shelter and signage is an obstruction. The shelter needs to be moved/modified so that it can allow for better circulation.

3J Killarney St/Spit Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable north-south movement along Spit Rd.

Spit Rd The shared footpath width is significantly reduced by the verge planting. This could be corrected by replacing this with a smaller shrub species or turf (requires negotiation with private property owners).

3K Spit Rd The surface treatment is poor with many different treatments and joints. A surface upgrade is required.

Warringah Rd/Spit Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable north-south movement along Spit Rd.

Table 6.3: Area 3 Generic Recommendations item descriptions.

January 2011

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6.0 Generic Recommendations

3H 3G

SPIT RD

MITCHELL

3J 3K

WARRINGAH R

3E 3L

3M 3N

STANTON RD

AWABA S T

3C 3A 3B

Figure 6.6: Proposed PAMP Works Area 3

Existing Priority Pedestrian Route

Commercial

Location of Proposed Upgrade Works

Seniors Living

Reference of Proposed Upgrade Works

Public Park

School

Bus Stop

CLOUSTON ASSOCIATES • LANDSCAPE ARCHITECTS •URBAN DESIGNERS • LANDSCAPE PLANNERS

January 2011

6.0 Generic recommendations For location of photos see Figure 6.6

January 2011

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6.0 Generic Recommendations 3J

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January 2011

6.0 Generic recommendations AREA 4 - MILITARY RD BETWEEN OuRIMBAH AND BICKELL Proposed upgrades to improve pedestrian access include: 4A

Almora St/Military Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable north-south movement along Military Rd.

4L Gladstone Ave/Avenue Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable crossing to/from the school.

Raglan St (East) Carpark This busy carpark is hazardous to pedestrians crossing its entrance. Threshold paving or zebra markings would increase safety moving east-west.

4G Gouldsbury St This corner space would benefit from a blister/widened verge width to allow more space for outdoor dining and pedestrian circulation.

4M Avenue Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable crossing to/from the school.

Raglan Street Carpark/Raglan Street (East) A formal pedestrian pathway would increase safety and comfort in the car park.

4H Gouldsbury St - Carpark At present this rear lane does not provide a link through to Belmont Rd. In the future property aquistion on Belmont Rd may make this a viable pedestrian link.

4N Raglan St (West) - Carpark This is currently an informal pedestrian link. This link will need to be maintained as part of the planned re-development of the car park.

Raglan St/Muston St A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Raglan St.

Gouldsbury St/The Crescent 4J There is an alignment and driveway conflict with the ramps. An upgrade to the ramps and a refuge would improve this link to the oval.

4P Raglan St (West) This corner space would benefit from a blister/widened verge width to allow more space for outdoor dining and pedestrian circulation.

North Raglan St/Military Rd The traffic light phasing at this crossing leads to confusion and safety issues as turning traffic encounters crossing pedestrians. The timing needs to be reviewed to increase safety.

4K Gladstone St/Belmont Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable crossing to/from the school.

Raglan St (East) This corner space would benefit from a blister/widened verge width to allow more space for outdoor dining and pedestrian circulation

Table 6.4: Area 4 Generic Recommendations item descriptions.

January 2011

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6.0 Generic Recommendations

Gouldsbu

ry St

4D 4B

Belmont

MILITARY RD

Gladstone Av

4M 4F ad

e Ro

nu Ave

4G 4H

4P 4K

St lan 4J

g Ra

Figure 6.7: Proposed PAMP Works Area 4

Existing Priority Pedestrian Route

Commercial

School

Location of Proposed Upgrade Works

Seniors Living

Carpark

Reference of Proposed Upgrade Works

Public Park

Bus Stop CLOUSTON ASSOCIATES • LANDSCAPE ARCHITECTS •URBAN DESIGNERS • LANDSCAPE PLANNERS

January 2011

6.0 Generic recommendations For location of photos see Figure 6.7

January 2011

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6.0 Generic Recommendations 4J

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January 2011

6.0 Generic recommendations Conclusion

The Generic Recommendations provide a comprehensive account of how smaller individual interventions across the study area could contribute to the overall walkability of Mosman. As the contextual research and data gathering suggested, it is important to recognise the importance of pedestrian mobility to Mosman’s ageing population who rely heavily on walking and public transport. The generic recommendations will provide an authorative framework for Council to undertake its own analysis of the remaining pedestrian routes and zones of high pedestrian activity. The remaining section of this report focuses on two detailed study areas covered in the previous chapter with a view to further development an understanding of the issues and the likely improvements required: Area 1 (Detailed Study 1) (Military Road - between Cowles Road and Macpherson Street) has been identified by Council as an area to focus improvements and for the inclusion of a shared pedestrian/cycle path along the north side of Military Road. Area 2 (Detailed Study 2) (Spit Junction) is identified as a hot spot for pedestrian movement and also for pedestrian crash incidents. With the highest concentration of pedestrian attractors and generators, works proposed within this area will likely have the most impact on improving pedestrian mobility in Mosman.

January 2011

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January 2011

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7.0 Detailed studies Introduction

The following two detailed studies give a closer look at two critically important zones of high pedestrian activity within the study area for the PAMP: •

Detailed Study 1 - Cowles Road to Macpherson Street

•

Detailed Study 2 - Spit Junction

A summary of the overriding issues that have been identified through the PAMP process has been given for each Detailed Study with extended discussion for particular items of relevance for each of the areas. A more detailed plan (than the one shown in the Generic Recommendations) shows the location of both the suggested generic works as well as some other strategically important interventions that should be considered. A works schedule is provided covering all of the identified works. These works have been prioratised H - High, M - Medium, L - Low according the following criteria: •

Safety implications of identified issue/opportunity

•

Proximity to attractors and generators

•

Level of pedestrian usage

•

Ability to further local strategic pedestrian linkages

•

Impact on/feasibility of changes to traffic flows

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January 2011

7.0 Detailed studies Detailed Study 1 - Issues Summary

As discussed within the Data Collection chapter of this report, Military Road sits on top of a ridge line. In theory this should make it a logical corridor for pedestrian and cycle movement through the area. As detailed within the ‘Generic Recommendations’ section, the pedestrian environment on Military Road between Cowles Road and Macpherson Street currently poses a number of issues for safe, comfortable pedestrian movement: •

The verge widths are very restricted (approx 3.5m) given the volume of traffic along Military Road contributing to and oppressive (noisy and polluted) pedestrian environment

•

There are many intersections with cross streets that currently lack complying kerb ramps or pedestrian refuges

•

There is a myraid of surfacing types that often transition poorly and generally contribute to a lack of visual amenity

•

There is a number of bus shelters that pose an obstruction to both pedestrians and mobility scooters or prospective cyclists

•

There are only two signalised pedestrian crossings on this section of Military Road which require pedestrians to divert significantly to reach essential public transport, schools and shops

•

Some attempts to establish street tree planting have failed leading to a lack of shade and general visual amenity

•

Due to the narrow lane widths cycling along the road is fraught with difficulties with commuter cyclists often observed to be taking back street routes.

The detailed area plan overleaf documents all of the recommendations for upgrading the existing pedestrian network addressing all of the issues listed above.

January 2011

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7.0 Detailed studies Shared Cycling/Pedestrian Path Council have requested that the northern side of Military Road between Cowles Road and Twin Towers Walk is to be designed as a shared cycling/pedestrian path. The overall width of the verge in this location varies between 3.3m and 3.5m. Current best practice as detailed in Austroads Guide to Road Design Part 6A recommends a desirable minimum obstacle free width to be 3.0m based on this route being classified as a commuter path. Figure 7.1 below shows a recommended breakdown of the verge based on a 3.5m width. It is only possible in this instance to provide a 2.3m shared cyling/pedestrian path where bus stops exist (providing existing bus stops are modified as per the Generic Recommendations earlier in this document) but the 3.0m could be achieved elsewhere. It is worth noting that the current location of street furniture, post, poles and trees does not conform to this typical section and the width available for the shared path would vary along the route.

0.5m Signage, street lamps and trees zone

2.3m

0.7m

Shared Path

Bus shelter zone

Property Boundary

Approx 3.5m

Figure 7.1: Typical sketch detail showing shared cycling/pedestrian path The detailed area plan overleaf shows the inclusion of the shared path based on the above priciples.

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January 2011

DETAILED STUDY 1 Works plan- MILITARY ROAD

8 7

January 2011

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12 15

LEGEND Spit Junction High Pedestrian Activity Zone Proposed shared pathway and streetscape upgrade Existing pedestrian circulation Proposed council on-road cycle route Proposed pedestrian link upgrade Proposed/upgraded pedestrian crossing Potential improvement to pedestrian network through future property development Indicative location for new street tree planting Location of existing Bus Stop Strategic link to primary schools 12

Reference number of upgrade works. Refer to Works Schedule

1:2000 0

10 20 30 40 50

100m

Figure 7.2: Detailed Study 1 Works Plan

7.0 Detailed studies DETAILED STUDY 1 - Works Schedule Item Code Description

Type

Priority*

New paving and Military Rd Adjacent to vacant plot the paving surfaces and street trees are poor. New plant street trees paving and street trees are required.

New/modified Military Rd Bus shelter, signage and lamp post combined pose an obstruction. The shelter bus shelter needs to be modified so that it can be moved onto the property boundary (see generic recommendations).

New/modified Military Rd Improvements or replacement of the bus shelter is required to make it less bus shelter obstructive to pedestrian movement.

New paving and Military Rd Poor street trees and asphalt surface needs upgrading to improve comfort plant street trees and visual amenity.

New pedestrian Military Rd/Melrose St A pedestrian refuge and kerb ramp upgrades required to allow for safer and refuge and Kerb ramps more comfortable east-west movement along Military Rd.

New pedestrian Military Rd/Hale Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and refuge and Kerb ramps more comfortable east-west movement along Military Rd.

New signalised Military Rd - Additional Crossing An additional signalised crossing between Cardinal Street and Belmont Road crossing would provide significant benefit to pedestrians. Reducing walking distances and the likelihood of people making dangerous unassisted crossings.

New pedestrian Snell Street/Military Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and refuge and Kerb ramps more comfortable east-west movement along Military Rd.

New pedestrian Bradwell Rd (North) / Military Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and refuge and Kerb ramps more comfortable east-west movement along Military Rd.

New/modified H Military Rd The bus shelter and associated signage are an obstruction. The shelter needs bus shelter to be modified so that it can be moved onto the property boundary.

New/modified H Bardwell Rd (South) / Military Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and bus shelter more comfortable east-west movement along Military Rd.

New pedestrian M Bardwell Rd (North) / Military Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and refuge and Kerb ramps more comfortable east-west movement along Military Rd. * H - (High Priority), M (Medium Priority), L (Low Priority)

January 2011

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7.0 Detailed studies DETAILED STUDY 1 - Works Schedule cont. Item Code Description

Type

Priority*

New pedestrian Cardinal St (South)/Military Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and refuge and Kerb ramps more comfortable east-west movement along Military Rd

New pedestrian Cardinal St (North)/Military Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and refuge and Kerb ramps more comfortable east-west movement along Military Rd

Extend crossing Military Rd This signalised pedestrian crossing has a short crossing time for the less able time bodied/elderly. A review of the signal timing to allow for a longer crossing time would help.

New/modified Military Rd Improvements or replacement of the bus shelter is required to make it less bus shelter obstructive to pedestrian movement. (see generic recommendations)

New bkerb Bond St/Military Rd A matching blister and kerb ramp to that recently constructed on the eastern blister and kerb corner is required to allow for safer and more comfortable east-west movement. ramp

New pedestrian Wudgong St/Military Rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and refuge and Kerb ramps more comfortable east-west movement along Military Rd.

New/modified Military Rd The bus stop is an obstruction. The shelter needs to be modified / replaced so bus shelter that it can be moved onto the property boundary and made more permeable to pedestrian traffic (see generic recommendations).

Pedestrian Link - Through Private Car Park This private car park could provide a strategic link in implementing an east west back street route to the west of Spit Junction. Negotiations with the property owner or land acquisition would be required to implement this route.

New formalised pedestrian path through existing car park

New zebra Wudgong St A pedestrian crossing here could form part of the east west link mentioned crossing with blisters above. This could take the form of kerb blisters and a zebra crossing.

Shared path Shared Path Shared path to enhance cycling safety and amenity. Involves the review and (approx 400m) removal/replacement of obstacles, surfacing and new signage and markings.

Street Tree Tree Planting New and replacement street tree planting to locations indicated on Detailed Planting Study 1 for improved amenity.

* H - (High Priority), M (Medium Priority), L (Low Priority)

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January 2011

7.0 Detailed studies DETAILED STUDY 2 - Issues Summary

Spit Junction is the commercial and transport heart of Mosman whilst at the same time being one of Sydney’s busiest arterial roads. This leads to a conflict between traffic and pedestrians. Whilst Mosman Council is currently undergoing a comprehensive design and feasibility process for the future redevelopment of Spit Junction this study seeks to resolve the many smaller obstacles to easy, safe and comfortable pedestrian access that currently exist as a shorter term solution. These issues include: •

A busy pedestrian crossing at the centre of Spit Junction that often requires pedestrians to wait in the middle of 6 lanes of traffic

•

an oppressive noisy and polluted pedestrian environment around the junction

•

A large number of stopping/waiting buses with little room for loading/unloading of passengers

•

Limited verge widths and unattractive guard rails

•

No connectivity with the local bicycle network

•

Limited options for bicycle or mobility scooter

•

An unattractive pedestrian bridge

However, an number of key opportunities exist that include:

•

An attractive shopping area to the south of Military Road and to the West of Spit Junction

•

A series of rear laneways that provide an opportunity to create an alternative pedestrian loop away from the busy arterial road

•

An number of development opportunities that could serve to strengthen laneway connectivity

•

Two attractive open spaces close easy walking distance of the centre

January 2011

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7.0 Detailed studies Circumferential Laneway Concept The detailed plan overleaf proposes to utilise the existing pedestrianised lane to the south of Military Road, the laneways at Civic Lane and Hordern Place together with additional and/or improved pedestrian crossing facilities to provide an alternative circulation loop away from the congestion of Military Road and Spit Road. Shared Zones Hordern Place has recently been converted into a ‘Shared Zone’ for pedestrians and traffic. This has led to the removal of all kerbs and 10km/h speed limit. Many of the shops backing onto the lane now have dual frontage which is beneficial in that it provides activation as well as access between Military Road and the laneway. As with Hordern Place, Civic Lane could also benefit from becoming a shared zone. As the plan overleaf shows this will help to achieve the alternative circumferential concept, if not, then simply providing an alternative link from Spit Road to Military Road avoiding the congested pavements adjacent to the bus stops on Spit Road. Hordern Lane Shared Zone. Utilising the service lane for improved pedestrian circulation and active shop frontage.

Civic Lane would benefit from becoming a shared zone reinforcing pedestrian links.

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January 2011

DETAILED STUDY 2 works plan - Spit Junction

LEGEND Spit Junction High Pedestrian Activity Zone Proposed circumferencial laneway route Existing pedestrian circulation Proposed council on-road cycle route

12 12

council on-road cycle routefence with Proposed replacement of pedestrian planters Proposed replacement of railings with planting Proposed pedestrian link upgrade Proposed pedestrian link upgrade Proposed/upgraded pedestrian crossing Proposed/upgraded pedestrian crossing Potential improvement to pedestrian network Potential improvement pedestrian network through future property todevelopment through future property development Uprgraded streetscape to enhance Uprgraded streetscape to enhance pedestrian priority and amenity pedestrian priority and amenity Indicative location of/for bicycle racks Indicative location of/for bicycle racks Indicative location for mobility scooter parking Indicative location for mobility scooter parking Location of existing Bus Stop Location of existing Bus Stop Potential future strategic back street link to primary school Potential future strategic back street link to primary school Reference number of upgrade works. Refer Reference number of upgrade works. Refer to Works Schedule to PAMP text

Refer to Detailed Area 1 for proposals

1:2000 0

10 20 30 40 50

100m

January 2011

CLOUSTON ASSOCIATES • LANDSCAPE ARCHITECTS • URBAN DESIGNERS • LANDSCAPE PLANNERS

26 25

12 11 8 9

3 2

6 5

19 21

Figure 7.3: Detailed Study 2 Works Plan

7.0 Detailed studies DETAILED STUDY 2 - Works Schedule Item Code Description

Type

Priority*

New pedestrian Military Rd/Gurrigal St A pedestrian refuge and kerb ramp upgrades required to allow for safer and refuge and Kerb ramps more comfortable east-west movement along Military Rd.

New pedestrian Military Rd/Harbour St A pedestrian refuge and kerb ramp upgrades required to allow for safer and refuge and Kerb ramps more comfortable east-west movement along Military Rd.

New pedestrian Military Rd/Brady St The existing pedestrian refuge and kerb ramps require upgrading to allow for refuge and Kerb ramps safer and more comfortable east-west movement along Military Rd.

Pedestrian Bridge Entrances The current entrances are not clearly marked or visible. New signage would encourage people to use the bridge (requires negotiation with private property owners). The bridge would also benefit from an architectural makeover allowing greater transparency for improved legibility and perceived safety.

Architectural upgrade to bridge and imporvements to entrance inc. signage

Military Rd/Vista St Blisters to slow turning traffic that extend back to the existing pedestrian crossing on Vista Street would help to improve pedestrian priority and ease cramped pavement/verges allowing more room for cycle and/or mobility scooter parking adjacent to shopping areas.

Extended kerb blisters (approx 25m)and associated paving and street furniture

Spit Junction Pedestrian Crossing & Island Safety at this primary crossing point would be improved by a more generous crossing time allowing people to cross the full distance. If crossing to central island only then an improved central island with more space and better visual amenity is required.

Review and extension of crossing time and/ or improvement of central island

Mobility scooter Mosman Council Plaza The plaza space outside Mosman Council could provide marked parking parking bays spaces for mobility scooters.

Military Road Pedestrian Fence The guard rails along military road are unattractive and whilst serving as an important safety feature if the circumferential laneway concept could be implemented then a subsequent ease in pedestrian pressure could allow these to be replaced with permanent planters with low shrub planting.

Future Future Development Opportunity The private space at the rear of the blocks has the future potential to provide development more active uses that may lend activity to Civic Lane. Opportunity exists to opportunity. use development to fund public works to Civic Lane.

Replace guard rails with permanent planters

* H - (High Priority), M (Medium Priority), L (Low Priority)

January 2011

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7.0 Detailed studies DETAILED STUDY 2 - Works Schedule cont. Item Code Description

Type

Priority*

Rezoning / Civic Lane This lane has the potential to provide a strategic pedestrian link and would signposting and benefit from being made into a shared zone. This could be done through surface treatments simply signposting and/or implementing a dedicated pathway for pedestrians

Street closure Spit Road/Clifford St The full or partial closure of this street is proposed as part of the Council’s or blisters and current DCP. If this were not possible this wide intersection would benefit from refuge. both pedestrian blisters and a refuge.

Future Corner Building - Clifford St/Spit Road Existing proposals for turning this vacant site into a bus interchange will help development opportunity to ease the waiting passenger congestion at Spit Junction.

New signalised Military Rd A new mid block signalised pedestrian crossing would be a key link in providing pedestrian a circumferential laneway. This crossing would need to co-ordinated with furture crossing plans for a new bus interchange in/close to this location.

Future Development Opportunity Creating a formal link through to Hordern Place somewhere at the mid block and adjacent to a new Military Road Crossing would require the acquisition of property, this would help to ensure the circumferential laneway and added pedestrian activity to Hordern Lane.

Signalised Spit Rd/Ourimbah Rd This pedestrian crossing has been reported to be too fast for the less mobile. crossing timing review A review of the timing is required to achieve longer crossing times.

Kerbs blisters x2 Brady Street/Orimbah Rd Blisters required at this intersection to provide safer access across Ourimbah pairs from the existing pedestrian alleyway.

Kerbs blisters Military Rd A new pedestrian zebra crossing and/or blisters providing a crossing linking up and/or a zebra crossing with Civic Lane to provide an alternative pedestrian circulation route.

Pedestrian Link - Military Rd to The Crescent An existing narrow lane provides a link through the car park behind the Council building. This could be formalised and provide a link all the way through to The Crescent linking with Allan Border Oval. A formal path could be located within the island of planting within the existing car park.

Future development opportunity / land acquisition

Formalised pathway through car park with new signage, surfacing and lighting.

* H - (High Priority), M (Medium Priority), L (Low Priority)

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January 2011

7.0 Detailed studies DETAILED STUDY 2 - Works Schedule cont. Item Code Description

Type

Pedestrian Link - Through Council CP A dedicated pedestrian route would link through the carpark connecting Allan Border Oval, the Library and the existing pedestrian link through to Military Rd. This would require a dedicated/marked pedestrian route through the eastern end of the car park.

Formalised pathway through car park with new signage, surfacing and lighting.

Kerbs blisters The Crescent A marked street crossing connecting a pathway through the car park to the and/or a zebra Oval would form part of a wider connection back to Military Rd. Could take crossing the form of blisters and/or a zebra crossing.

Future Potential Future strategic Link to Vista Street Future development opportunities may present an a case for linking The development Crescent and Allan Border Oval through to Vista Street and beyond to Nathan opportunity. Lane. This would require property acquisition.

New pedestrian Art Gallery Way/Vista St This Junction requires east west kerb ramps and would also benefit from a refuge and Kerb ramps and/or pedestrian refuge and/or blisters to aid safer crossing. bkerb blisters

Future Potential Future strategic Link - Nathan Lane to Cowles Road Future development opportunities may present a case for linking Nathan development Lane with Cowles Road and thus helping to implement a back street route opportunity. from Spit Junction to the Sacred Heart Primary School. This would require property acquisition.

Kerbs blisters Cowles Road A new mid block crossing would help to implement a back street route from and/or a zebra Spit Junction to the Sacred Heart Primary School. This could take the form of crossing kerb blisters and a zebra crossing.

Pedestrian Link - Civic Lane to Brady Street A private lane currently exists that could provide a key pedestrian link. Access to the lane is currently blocked from the western end. Negotiations with the private property owners would be required to implement this link.

New kerb blisters M Brady Street and a zebra A new mid block crossing would help to link up a link from Civic Lane through to Cowles Road. This could take the form of kerb blisters (western side only) crossing and a zebra crossing. * H - (High Priority), M (Medium Priority), L (Low Priority)

January 2011

Pedestrian link requiring negotiation with private property owners

Priority* M

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7.0 Detailed studies

Costing of High Priority Works Indicative costing for the above High Priority works will occur once public consultation is complete and Council has considered all public feedback on the Draft PAMP document. Costing will be based on indicative rates for standard works by Council approved contractors. Strategic East-West Back Street Link A number of existing connections and potential future development may present an opportunity to implement an east west link parallel to Military Road to the west of the commercial centre. This would have the benefit of providing a safer and more comfortable pedestrian route away from the intensity of Military Road linking with the Retirement Village and the Sacred Heart Primary School. As shown in the Detailed Study 2, this route would make use of existing connections but would also require some land acquisition/negotiation to implement. Wheelchairs and Wheeled Electric Carts (mobility scooters) The current design standard for mobility that relates to Wheelschairs, either self propelled of motorised is AS 1428 - Standards for Access and Mobility. In general, when designing for access for wheelchairs and wheeled electric carts the following should be considered: •

Pavement crossfall - gradients steeper than 1:40 make it difficult to push wheelchairs and maintain a consistent line of travel.

•

Compliance with AS 1428 and RTA guidlines on kerb ramp gradients widths and alignments allowing for the dimensions of a mobility scooter.

•

Maintaining a clear path of travel free from obstacles such as posts, poles and street furniture.

A pedestrian on a mobility scooter negotiates the narrow pavements along Military Road

The dimensions of a mobility scooter are not listed within AS 1428 (only wheelchairs are listed). A brief look at several mobility scooter manufactures suggests allowing for approximately 1600x730x130mm. The detailed area plan shows a number of indicative locations where marked parking bays could be located where they would not be in conflict with other pedestrians and would be close to shops and facilities.

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January 2011

7.0 Detailed studies Outdoor Dining There is a number of existing outdoor dining areas around Spit Junction that are well used and in general do not hinder pedestrian access. Any new areas of outdoor dining should be focussed towards areas of public realm that have space to accommodate dining without compromising access to either pedestrians on foot or mobility scooters. Outdoor dining should be discouraged along Military Road where pavement/verge widths do not permit adequate room for pedestrian access. Queuing Bus Passengers The footpaths adjacent to the bus stops on Spit Road closest to Spit Junction that cater for the express buses in and out of central Sydney are often overcrowded with waiting passengers. Without acquiring property or reducing road widths it is difficult to alleviate this problem due to the narrow verge/pavement widths. By implementing a Circumferential Laneway Concept illustrated in Detailed Area 2 some relief may be provided in the form of an alternative circulation route. Furthermore, if plans to develop the vacant building at the corner of Clifford Street as a bus interchange this issue could be significantly resolved.

Waiting passengers gather on the narrow pavement along Spit Road

January 2011

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7.0 Detailed studies Wayfinding A key component in increasing walkability and participation in walking is well planned and designed wayfinding. While street signage for Mosman is custom designed and for the most part is consistent in coverage, the goal of increasing walking is greatly enhanced by an integrated signage system linked to strategically placed maps which show destination routes and walking distances and times. Parramatta City Council has installed a best practice mapping system throughout the CBD which identifies key destinations, walking times and also links to public transport, thereby fostering walking as an integral part of the community’s day to day lifestyles. The system is based on the adage ‘the right information at the right time’ and thus maintains simplicity in route planning. It is therefore recommended that Council consider developing a wayfinding strategy for Mosman that will greatly enhance and compliment improvements to walkability throughout the study area and beyond. Mosman Rider The Mosman Rider provides a crucial service in linking the centre of Mosman with its broader community and the various attractions on the Councils’ harbour foreshores (beaches, Taronga Zoo etc). One of the key benefits achieved in the route is addressing the very steep topography that surrounds the study area and as a service it is a critical component in encouraging the community, particularly the elderly, to visit Mosman shops by bus and then to walk once there. In light of the walking catchments identified in this PAMP, it would be worthwhile reviewing the Mosman Rider’s exact route in some detail and relating this to areas of steepest topography, actual user type (through a survey of users), potential maximized user catchment (especially locations where seniors live) and the key attractors for local residents. This may result in some minor route changes that would increase users throughout the day/week and thus increase walking in the LGA.

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January 2011

8.0 LANEWAYS STRATEGY THE LANEWAYS OF MOSMAN

Many of the laneways of Mosman not only provide important walking routes that extend the locality’s streetscape permeability but a significant number of them are of considerable character and amenity. For the most part however, these laneways are often only known to the residents of the immediate vicinity or locality in which they lie and in some cases their obscurity and confusing layout make them unsafe in terms of vehicle/pedestrian conflict and from an absence of natural surveillance. For the planners and managers of many urban centres there is a growing realisation that, when well designed, laneways have much to contribute to the character, walkability and commercial vibrancy of their neighbourhoods. Accordingly, this brief section describes the laneways of Mosman and offers some suggestions on how their contribution to the walking environment of Mosman could be greatly enhanced.

TYPES OF LANEWAYS IN MOSMAN

Within the study area of Mosman there are broadly two forms of laneway, both with distinctive uses and characteristics; these are: •

commercial precinct laneways: those that mostly service the rear of businesses and related car parks in the retail precinct (such as Civic Lane, Carney Lane and Hordern Place)

•

residential laneways: those that connect streets within the residential areas (such as Richard Arthur Walk off Ballantyne Street and Nock Lane).

Commercial Precinct Laneways These laneways perform an essential role, not only in servicing businesses and gaining car access for parking, but as importantly they serve as routes that pedestrians can take to move around the shopping areas without the hustle, bustle and noise associated with busy main roads such as Spit Road and Military Road. It is noticeable that a number of businesses in Hordern Place for instance are in effect maintaining two frontages for their customers with the formal entrance on Spit Road and rear walk in access off Hordern Place, in some cases with seats, tables, signs and displayed products all on the laneway frontage, narrow as it is. When interviewed, several shop owners indicated that they had to accept that their shops were essentially treated by many people as ‘thoroughfares’ to Hordern Place. As demonstrated in earlier sections of the PAMP, there is essentially an opportunity to make a circumferential laneway ‘circuit’ centred around the Spit Junction that could be an attractive walking environment that would boost walk-in business, if well designed. The key to success in this area is to combine some simple design interventions with a clear

January 2011

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8.0 LANEWAYS STRATEGY management structure that permits practical servicing with a high pedestrian amenity. Suggested actions in this regard would include: •

upgraded paving, lighting and street furniture to a distinctive laneway design palette

•

encouraging businesses to address the laneways (doors, display windows, seats and tables where space permits, etc)

•

establishing core service times for large vehicles to limit vehicle and pedestrian conflict

•

excluding private vehicles at certain times of the day or week (where existing use is simply for through traffic as opposed to car park access) to encourage

•

laneway specific directional signage (see Promoting the Laneways)

Businesses within Hordern Place are already adapting their customer focus to the laneway; but the absence of a design and management framework that embraces this space as a walking environment - rather than a vehicle thoroughfare in which pedestrians may walk - leads to an unsafe place with a visually confusing and cluttered character. Relatively minor design and management interventions on paving, barriers, bins, signs, servicing and lighting would significantly improve this situation and provide added commercial viability for these businesses which struggle with the challenges of the noisy street environment of Spit Road. To that end, Hordern Place holds a pivotal position in the proposed circumferential pedestrian route that centres on Spit Junction.

Residential Laneways There are a number of laneways within the residential areas of Mosman that have considerable appeal, but which may only be known to locals, as they may not be visible from the street junctions, are not signed and may appear as private accessways. The example overleaf of Richard Arthur Walk epitomises both the benefits and problems of such laneways in Mosman. The issues addressed in the photo caption are common to many such situations. As with the commercial laneways, signing, promoting and upgrading these residential laneways with modest improvements in a common design language will enhance active transport and recreational walking and cycling in these neighbourhoods.

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January 2011

8.0 LANEWAYS

Richard Arthur Walk, off Ballatyne Street is an excellent example of the residential laneways in Mosman. Its scale, location and character have considerable appeal and add permeability to the streets, encouraging walking and cycling. However, the lack of signage, the limited natural surveillance, ambiguity of ownership, overgrown vegetation and the poor condition of paving all make these laneways obscure and unsafe. Simple design guidelines for enhancing these laneways that addressing issues would increase walking and cycling at all hours of the day and night, thereby improving neighbourhoood safety. A Laneways Strategy for Mosman would underpin this approach.

PROMOTING THE LANEWAYS

The City of Sydney has actively promoted its laneways over recent years through a new approach to small scale licensed outlets, upgrading laneway design, introduction of public art, temporary ‘pop ups’ (small scale short term events that occupy the laneways) and specific wayfinding signage and social media promotions. While Mosman is clearly a different environment from The City of Sydney, - and indeed it has several attractive laneways in its own right (such as the lane between Myagagh Road and Vista Street) - applying many of the same principles more broadly would greatly enhance the Mosman walking and cycling environment. In particular providing a distinct identity to the laneways through specific promotional strategies would raise the profile, usage and appreciation of the laneways. These might include: • laneway specific signage (ie special laneway graphics and logo, visible at street junctions) •

maps of the Mosman laneways located at key places in locality

•

brochures promoting the laneways as destinations for meeting and eating

•

public art on blank laneway walls or suspended in the laneway

Ideally the above promotional initiatives would for a part of a Mosman Laneways Strategy.

January 2011

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January 2011

Consultant Team 94

January 2011

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consultant team Consultant team

The Mosman PAMP was prepared by: Crosbie Lorimer - Director Nick Bucktin - Project Co-ordinator of CLOUSTON Associates Landscape Architects • Urban Designers • Landscape Planners Level 2, 17 Bridge Street • Sydney NSW 2000 PO Box R1388 • Royal Exchange NSW 1225 • Australia Telephone (02) 8272 4999 • Facsimile (02) 8272 4998 Email • sydney@clouston.com.au Web • www.clouston.com.au

In association with GTA Consultants - Transportation Planning, Design and Delivery

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January 2011

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APPENDIX 1

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January 2011

Appendix 1 - Street Audit sheets

January 2011

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Appendix 1 - Street Audit sheets