ACT Pedestrian & Cycle Review 2011 by Woden Valley Community Council

ACT Cycling and Pedestrian Network

Priority Network for Capital Works

Prepared for Territory and Municipal Services, Roads ACT

February

ACT Cycling and Pedestrian Network Priority Network for Capital Works

Sydney Level 3, Cardno Building 910 Pacific Highway Gordon NSW 2072 Tel: (02) 9496 7700 Fax: (02) 9499 3902

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DOCUMENT CONTROL Version

Date

Draft

December 2009

Author Author Name

Reviewer Initials

Name

Initials

Original signed

Russell Yell

Original signed

Russell Yell

Andrew McGill Sam Laybutt Jerryn Zwart Andrew McGill Final Draft

May 2010

Sam Laybutt Jerryn Zwart Andrew McGill

Final Report 1

December 2010

Sam Laybutt

Final Report 2

February 2010

Sam Laybutt

Final Report 3

February 2010

Sam Laybutt

Original Signed Original Signed Original Signed

Jerryn Zwart

Original signed

Jacob Martin

Original Signed

Jacob Martin

Original Signed

Jacob Martin

Original Signed

"ÂŠ 2011 Cardno All Rights Reserved. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person without the prior written consent of Cardno.â&#x20AC;?

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TABLE OF CONTENTS 1

INTRODUCTION 1.1 BACKGROUND 1.2 SCOPE 1.3 CONSULTATION 1.4 TERMINOLOGY TOWN CENTRE NETWORKS 2.1 CIVIC 2.2 BELCONNEN 2.3 WODEN 2.4 GUNGAHLIN 2.5 TUGGERANONG TRUNK NETWORK 3.1 OVERALL PLAN 3.2 EMPLOYMENT CENTRE INFRASTRUCTURE 3.2.1 Canberra Airport/Business Park 3.2.2 Hume 3.2.3 Barton/Parkes 3.2.4 Fyshwick 3.2.5 Mitchell 3.2.6 Molonglo 3.3 REVIEW OF STANDARDS (DS13) ACCESSIBLE STREETS 4.1 CIVIC 4.2 BELCONNEN 4.3 WODEN 4.4 GUNGAHLIN 4.5 TUGGERANONG 4.6 FYSHWICK PROJECT ASSESSMENT AND PRIORITISATION 5.1 Multi-criteria Analysis 5.1.1 Network Characteristics 5.1.2 Cost Effectiveness 5.1.3 Safety 5.1.4 Strategic Importance 5.1.5 Attractors Note 5.1.6 Diversity Note 5.2 Criteria Weighting 5.3 Resulting Priorities 5.3.1 Top Projects by Sub-region RECOMMENDATIONS 6.1 OTHER ISSUES

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1 1 2 3 4 5 6 10 13 16 19 22 23 29 29 32 35 38 41 44 46 48 50 51 52 52 52 53 54 54 54 55 55 55 58 58 59 59 63 73 74

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

List of Tables Table 3.1 Table 5.1 Table 5.2 Table 5.3 Table 5.4 Table 5.5 Table 5.6

Recommended Changes to DS13 Multi Criteria Analysis Criteria MCA Scoring System Criteria Weighting – Methodology One Top 30 Results Top 20 Result Rationale Top Five Projects by Subregion

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List of Figures Figure 2.1 Figure 2.2 Figure 2.3 Figure 2.4 Figure 2.5 Figure 2.6 Figure 2.7 Figure 2.8 Figure 2.9 Figure 2.10 Figure 3.1 Figure 3.2 Figure 3.7 Figure 3.8 Figure 3.9 Figure 3.10 Figure 3.11 Figure 3.12 Figure 3.13 Figure 3.14 Figure 3.15 Figure 3.16 Figure 5.1 Figure 5.2 Figure 5.3 Figure 5.4

Civic Town Centre – Pedestrian and Cycling Accessibility Issues Civic – Proposed Pedestrian and Cycle Facilities Belconnen Town Centre – Pedestrian and Cycle Accessibility Issues Belconnen – Proposed Pedestrian and Cycle Facilities Woden Town Centre – Pedestrian and Cycle Access Issues Woden – Proposed Pedestrian and Cycle Facilities Gungahlin Town Centre – Pedestrian and Cycle Accessibility Issues Gungahlin– Proposed Pedestrian and Cycle Facilities Tuggeranong – Pedestrian and Cycle Accessibility Issues Tuggeranong– Proposed Pedestrian and Cycle Facilities Existing and Proposed Trunk Network – Overall Canberra Airport Employment zone – Cycle Network Connections Canberra Airport and Business Park – Existing and Proposed Pedestrian and Cycle Facilities Hume Employment Zone – Cycle Network Connections Hume – Existing and Proposed Pedestrian and Cycle Facilities Barton/Parkes Town Centre – Pedestrian and Cycle Accessibility Issues Barton/Parkes – Existing and Proposed Pedestrian and Cycle Facilities Fyshwick Employment Zone – Cycle Network Connections Fyshwick – Existing and Proposed Pedestrian and Cycle Facilities Mitchell Employment Zone – Cycle Network Connections Mitchell – Existing and Proposed Pedestrian and Cycle Facilities Molonglo – Existing and Proposed Pedestrian and Cycle Facilities Top 50 Priority Routes – Overview Top 50 Priority Routes – Area 1 Top 50 Priority Routes – Area 2 Top 50 Priority Routes – Area 3

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8 9 11 12 14 15 17 18 20 21 24 30 31 33 34 36 37 39 40 42 43 45 69 70 71 72

ACT Cycling and Pedestrian Network Priority Network for Capital Works

List of Photographs Photograph 2.1 Photograph 2.2 Photograph 2.3 Photograph 2.4 Photograph 2.5 Photograph 2.6 Photograph 6.1

Current Facilities in Civic Shared Space and Copenhagen Bike Lane Example Existing Facilities in Belconnen Existing Facilities in Woden Existing Facilities in Gungahlin Existing Facilities in Tuggeranong The Range of Facilities in Canberra

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Appendices Appendix A Appendix B Appendix C Appendix D

Stakeholder Consultation Results and Outcomes Public Consultation Results Maps of Proposed Facilities and Attractors Priority Model Details and Results

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

1 INTRODUCTION As part of the response to the ACT Government’s development and release of the ACT Sustainable Transport Plan in 2004, Roads ACT, working with the ACT Planning Authority (ACTPLA) and the key ACT cycling advocacy group Pedal Power, undertook a master plan to examine and plan the next 10 years of pedestrian and cyclist infrastructure provision. It was anticipated that this plan would undergo biennial updates to account for completion of some projects and identification of others. This report forms the outcome of the 2009 review of the 10 Year pedestrian and cycle infrastructure plan. This review will also coordinate with the current preparation of the Sustainable Transport Action Plan 2010-2016, which will incorporate a walking and cycling strategy. Underpinning this study is the 2004 Sustainable Transport Plan for the ACT, which aims to have a 14% mode share for walking and cycling in the ACT by 2026. The aim of this study is to update the infrastructure plan with new projects, particularly within Canberra’s town centres and employment zones. The network plans were then utilised to produce a project list, which will be determined based on a prioritisation process applied to each project. The following sections of the report outline the process undertaken in the development of the project list, including the review of the 2007 Commuter Cycling Network – Priorities for Capital Works report, the identification of new links and gaps in the network and the assessment and ranking of the proposed projects.

1.1 BACKGROUND BACKGROUND The following reports provided a background to the project team in developing the projects and reviewing the 10 year plan:

Sustainable Transport Plan for the ACT (TAMS, 2004); Canberra’s Commuter Bicycle Network: A Report on Priorities for Work (McCann Property and Planning/R.D. Gossip Pty Ltd, 2005) Commuter Cycling Network – Priorities for Capital Works (CBRE, July 2007); Integrated Transport Framework (ACT Government, 2008); TAMS Design Standard 13 – Pedestrian and Cyclist Facilities (TAMS, 2007); Ten Year Master plan for Trunk Cycling and Walking Path Infrastructure 2004-2014 Final Report (Brown Consulting, 2004); Civic Accessibility Study Volume 3 – Access Guidelines (Eric Martin and Associates, 2004); Gungahlin Bicycle Network Plan (ACTPLA, 2008); Gungahlin Town Centre Study (ACTPLA, 2009); Road Safety Improvements for Gungahlin (ACT Government Media Release, 2009); Design Concept Report for Belconnen Town Centre Public Transport Improvements and Transit Oriented Development (ACTPLA, 2008); Canberra Central Movement Study (Intelligent Space Partnership Ltd, 2006); ACT Strategic Public Transport Network Plan and Service Design (McCormack Rankin Cagney, 2009).

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1.2 SCOPE The following tasks were undertaken as part of the review and development of the projects:

a review of the 2007 Commuter Cycling Network – Priorities for Capital Works report; a review and documentation of the detailed requirements for pedestrian and cycle networks in the five town centres: − − − − −

the development of an accessible pedestrian network for visually and mobility impaired persons in the five town centres; a review and documentation of the detailed requirements for cycle networks to the major employment nodes: − − − − −

Civic; Woden; Belconnen; Gungahlin; Tuggeranong;

Fyshwick; Hume; Mitchell; Barton/Parkes; Canberra Airport (Brindabella and Majura Park business precincts);

a stakeholder and public consultation process to present the results of the analysis and to receive feedback and input; updating the standard drawing DS13-13 from Standard Design 13 to incorporate the outcomes of the study process and provision for new standard drawings as appropriate to document the master plans intent for each of the major town centres and employment areas; reporting of the process and outcomes (this report).

The 2007 Commuter Cycling Network – Priorities for Capital Works report formed a key component of the review process. Since the report was completed, 16 of the top ranked 21 projects identified in the report as priority works have been constructed or have had funding secured for investigation or construction. The following projects, together with their ranking, are among those which are progressing to construction or have been constructed: 2 – Launceston Street (from Furzer Street to Yamba Drive only); 3 – Northbourne Avenue North of Mouat Street; 4 – Cotter Road Stage 1; 5 – Jerrabomberra Wetlands; 6 – Kingston Foreshore Link; 8 – Airport Shared Path; 9 – Cotter Road Stage 2;

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11 – David Street Crossing; 13 – Causeway Connection; 14 – De Burgh Street Crossing; 15 – Cotter Road Stage 3; 17 – Ginninderra Drive Stage 2; 18 – Mouat Street off-road path; 21 – Ginninderra Drive Stage 1.

ACT Cycling and Pedestrian Network Priority Network for Capital Works In addition, other lower ranked projects have been completed, including:

Fairbairn Avenue cycle lanes, Anzac Parade to Northcott Drive; Lanyon Drive cycle lanes from Monaro Highway to NSW Border; Morshead Drive cycle lanes from Dairy Road to Monaro Highway; Pialligo Avenue cycle lanes from Monaro Highway to Airport; and Sealing of the gravel path at Nerang Pool.

During the preparation of this report, funding was announced to install traffic signals at the intersection of Wakefield Avenue and Dooring Street at Dickson/Ainslie and consequently the improvement of this intersection was deleted from the priority project list. The focus of the 2007 Commuter Cycling Network â&#x20AC;&#x201C; Priorities for Capital Works report was on the trunk network connections, forming the overall network. Projects within town centres formed a minor component of the overall network. As part of the 2010 review, the priority is to develop town centre networks, ensuring that accessible networks for both pedestrians and all types of cyclists within the town centres are created as well as connections to the trunk network sections surrounding the town centres. The trunk network connections will also be updated to include the developing employment zones and new development areas. A further focus for the study is to consider other projects which would further the recreational network needs of the people of Canberra. The 2004 Sustainable Transport Plan sets out the direction and actions required to achieve a more sustainable transport system in the ACT over the next 25 years. One of the key elements relating to cycling and walking is the need to provide the walking and cycling infrastructure along commuter traffic corridors and links to Public Transport hubs. The implementation of travel behaviour change strategies stands a far greater chance of success when the means by which people can use an alternative travel mode to cars, such as walking or cycling, is already in place. One of the key aims of this study was to further enhance the walking and cycling connectivity across the ACT. The proposed network improvements have been developed with the intention of complementing the strategies in the existing Sustainable Transport Plan as well as supporting the more ambitious targets to be included in the 2010 Sustainable Transport Plan, which this study will inform.

1.3 CONSULTATION An important component for this project and the review and development of the network was the input and feedback from the community and key stakeholders. Key elements of the consultation undertaken for this project involved:

Initial meetings with the Bicycle Advisory Group (BAG), comprising representatives from Government, NRMA, Motor Cyclist Riders Association, Pedestrian Forum and Pedal Power; Issues Workshops were held at the Civic Griffin Centre and the Gungahlin Community Centre with members of the community councils, BAG and other stakeholders, including members of ACTPLA and TAMS; One on one meetings were also held with key stakeholders including Pedal Power, Geoff Farrar, a Civil Scope and Pedal Power member, Rod Baxter and James Cox from ACTPLA; An invitation to the Community Councils to discuss issues was made. 4 Councils (North Canberra, Tuggeranong, Gungahlin and Belconnen Community Councils) accepted the invitation where meetings were held to brief the councils on the process being undertaken and provide the opportunity to provide feedback and input into the network plans;

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

A community consultation process was undertaken between 13 November and 4 December 2009. The consultation process was advertised in the Canberra Times, as well as online and on community noticeboards. The process included the provision of the proposed draft network plans for each town centre on the TAMS website, as well as three public display locations at: − − −

Tuggeranong Hyperdome; Westfield Woden; Westfield Belconnen.

These displays were staffed for a couple of hours each day on 9 and 10 November and feedback forms were available from the website and at the public displays for public comment. From the consultation process, a total of 66 feedback forms were received by the project team. A stakeholder consultation process was undertaken during January 2010 with the BAG. The full draft report was circulated for review, along with proposed alterations to the schedule of projects based on the feedback during the public consultation phase. Details of the project ranks and assessment criteria scores were circulated to stakeholders for review. A meeting was consequently held with the BAG to discuss the outcomes.

Appendix A contains a summary of the stakeholder consultation outcomes, while the public consultation feedback received are summarised at Appendix B.

1.4 TERMINOLOGY Where possible, the terminology used in this report is consistent with the terminology used in Design Standard 13 to define the cycling network in the ACT. DS13 segregates the network into on-road, off-road, main and local segments. Therefore, the term ‘trunk network’ is used in this report to refer to the network as a whole.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

2 TOWN CENTRE NETWORKS In order to assess the required infrastructure requirements for pedestrian and cyclist facilities in each of the town centres, a site visit was undertaken. During these visits key issues were identified. These issues included such aspects as:

footpath quality; connectivity; crossings â&#x20AC;&#x201C; convenience and safety aspects; personal safety; accessibility considerations; land use and desire line observations.

In addition, existing facilities were identified, including public transport facilities, attractors and generators, bicycle parking and shaded areas. It is important to note that the site visits were not a full safety and accessibility audit of the existing facilities. Consideration was also given during the on-site assessment to the needs of various user types, including considering the quality of the facilities from the point of view of those with mobility impairments. The site visits assisted with the development of future networks. In addition, for each town centre, a detailed review of existing and future land uses, public transport connections, users, other planning studies, and consideration of the ability of transport corridors to include walking and cycling facilities underpinned the assessment and planning of the future networks. As previously discussed, these proposed networks were also submitted for consideration and consultation by the internal stakeholders and the general public. The above process resulted in the development of strong, accessible and legible internal pedestrian and cycle networks, linking key attractors and generators throughout each of the town centres as well as connections to the surrounds. The following sections document the key outcomes for each town centre.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

2.1 CIVIC The network plan responded to issues identified through the site visits and desire line analysis for Civic. Figure 2.1 summarises the issues identified. The key observations included:

generally good quality footpaths throughout the centre, however some areas lack tactile paving on crossings; a lack of connectivity in all directions through the centre of Civic, within London Circuit specifically; well spaced bicycle parking facilities in use, particularly in the eastern precinct; no footpaths along Vernon Circle; significant areas utilised for at-grade car parking facilities, resulting in potential personal safety issues in some locations, given lack of activity and surveillance. It is noted that there are plans for many of these areas to be redeveloped; generally comprehensive existing cycling and pedestrian facilities on most streets within the core; a need to develop facilities to assist and foresee the intensification of activity in the centre of Civic.

Photograph 2.1

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Current Facilities in Civic

ACT Cycling and Pedestrian Network Priority Network for Capital Works

Some key recommendations emerged from the investigations, including:

an area of shared space (i.e. equal priority to all users) for investigation along Bunda Street, to enable a better utilisation of the space by pedestrians and cyclists, as the relative volumes of various user modes appeared to support this concept. This investigation should consider service vehicle requirements and volumes for all transport modes; an area for investigation with the potential for the provision of protected bicycle lanes (also known as Copenhagen bicycle lanes) along Marcus Clarke Street, Alinga Street and Parkes Way.

Photograph 2.2

Shared Space and Copenhagen Bike Lane Example

Figure 2.2 contains the proposed walking and cycling facilities recommended as a result of the investigations and analysis undertaken. These also reflect results of the public consultation on these draft plans. These facilities were assessed and prioritised for inclusion in the works program.

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Legend Existing Bus interchange Areas with good shade cover Areas with high pedestrian volumes observed Bike parking observed Study area boundary

Issues Uneven footpath

Footpath does not meet observed demand Footpath with clutter No footpath Frequent driveway intrusion on footpath Potential personal safety issues

No disabled access

Tactile paving incorrect or non existent Poor crossing Poor connection/crossing (incl. through car park) Poor lighting

*Note: This plan includes a preliminary assessment of walking and cycling related issues. A full audit of all facilities has not been undertaken.

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Poor sight distance to Commonwealth Bridge â&#x20AC;&#x201C; potential for car-cyclist conflict

Pedestrians have long wait times around Northbourne Avenue and London Circuit

Shared zone at the top of the mall is unsigned and has unnecessary linemarkings

Sections of Bunda Street have the potential for shared space form, given the high pedestrian volumes, active frontages, low traffic volumes and slow speed environment â&#x20AC;&#x201C; for further investigation

Vernon Circle lacks easy pedestrian through movement opportunities and involves mixing with high speed vehicle traffic

Car parking areas make through movement difficult and unattractive

Alinga Street bus interchange lacks wayfinding signage from nearby destinations

Civic Town Centre - Pedestrian & Cycling Accessibility Issues Figure 2.1 | Job Number: CES01143

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

2.2 BELCONNEN A number of issues were identified for Belconnen. Figure 2.3 summarises the issues identified. The key observations were:

poor connections from the Westfield Shopping Centre west to the industrial area between Lathlain Street and Josephson Street; uneven footpaths on many roads and footpaths which are not wide enough to accommodate their relatively high pedestrian volumes, including Benjamin Way; cycling facilities in existence along the major roads surrounding the town centre, providing good commuter and longer distance trip connections; gaps between the external connections as well as the connections within the town centre itself; consideration required of the forthcoming changes to pedestrian and cycle movement due to the Cohen Street extension; areas of poor connections from surrounding residential communities, through service/light industry precinct to town centre, particularly to the west and south; possible need to consider a 40km/h speed limit for Lathlain Street while the area remains a major public transport node; improvements required to east-west connections to support the recent changes to the public transport systems which have resulted in the Belconnen bus interchange demolished and interim facilities installed, on Lathlain Street and Cameron Avenue; Benjamin Way has the potential to develop as a major pedestrian and cycle connection through the town centre, with significant median space available for improved facilities.

Photograph 2.3

Existing Facilities in Belconnen

Some key recommendations emerged from the investigations, including:

increased connections to be provided from the surrounding residential areas, particularly to the south and west; improved east-west connections to be provided, between and within the industry and retail precincts; Benjamin Way as a potential major pedestrian and cycle connection through the town centre, with significant median space available for improved facilities.

Figure 2.4 contains the proposed facilities to emerge from the investigations. These facilities were assessed and prioritised for potential inclusion in the works program.

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Legend Existing Bus interchange Areas with good shade cover Areas with high pedestrian volumes observed Bike parking observed Study area boundary

Issues Uneven footpath

Footpath does not meet observed demand Footpath with clutter No footpath Frequent driveway intrusion on footpath Potential personal safety issues

No disabled access Tactile paving incorrect or non existent Poor crossing Poor connection/crossing (incl. through car park)

Poor lighting

*Note: This plan includes a preliminary assessment of walking and cycling related issues. A full audit of all facilities has not been undertaken.

Lack of active frontages in some places â&#x20AC;&#x201C; sight line axis is disrupted by Chandler Street underpass and unnecessary detour on slope towards waterfront

Benjamin Way is too wide and car oriented. It requires active frontages and more pedestrian crossing facilities

The bus stops on Lathlain Street have inadequate shelter for the patron demand. Temporary measures for shelter should be considered

Site of future bus interchange

Belconnen Town Centre - Pedestrian & Cycle Accessibility Issues Figure 2.3 | Job Number: CES01143

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

2.3 WODEN A number of issues were identified for Woden. Figure 2.5 summarises the issues identified. The key observations identified were:

many walking and cycling connections exist to/from the surrounding areas; improvements required on the internal connections to improve accessibility within the town centre itself as well as higher quality, more frequent connections from surrounding residential areas to town centre; walking and cycling links needed to service the industry precinct to the south and Canberra Hospital to the east; some uneven footpaths and footpaths with widths that do not meet existing demands were identified, particularly along major roads, including Hindmarsh Drive as well as throughout the industry precinct to the south; intimidating road crossings for pedestrians along Hindmarsh Drive; identified gaps in footpath provision along desire lines. This includes areas with ongoing construction where alternatives where not provided; some potential personal safety issues were present, including in the vicinity of Callam Street where there is a lack of surveillance and activity; poor connections from nearby residential areas to the east and west, particularly to the east, where residential areas are separated from the town centre by undeveloped land parcels.

Photograph 2.4

Existing Facilities in Woden

Some key recommendations emerged from the investigations, including:

increased connections from the surrounding residential areas to the town centre to be provided, particularly from the east; improved connections to nearby destinations to be provided, such as the Canberra Hospital; improved connections through the southern industry precinct required.

Figure 2.6 contains the proposed facilities to emerge from the investigations. These facilities were assessed and prioritised for potential inclusion in the works program.

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Legend Existing Bus interchange Areas with good shade cover Areas with high pedestrian volumes observed Bike parking observed Study area boundary

Issues Uneven footpath Footpath does not meet observed demand Footpath with clutter No footpath Frequent driveway intrusion on footpath Potential personal safety issues No disabled access Tactile paving incorrect or non existent Poor crossing Poor connection/crossing (incl. through car park) Poor lighting

*Note: This plan includes a preliminary assessment of walking and cycling related issues. A full audit of all facilities has not been undertaken.

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Lack of permeability through town centre precinct. Limited signage and poor visual cues for those unfamiliar with the area

Inaccurate signage within Westfield regarding location of bus interchange and no signage into Westfield from bus interchange

Woden Town Park has poor amenity and displays evidence of vandalism and poor maintenance as well as poor casual surveillance due to lack of surrounding land uses

Hindmarsh Drive provides a major barrier between the retail and business precinct and the southern commercial/light industry precinct, with eight traffic lanes, few crossing points and long delays for pedestrians wishing to cross

The residential area east of the town centre lacks connections to the town centre

Callam Street pedestrian path is closed on the eastern verge for construction, however there is evidence of significant pedestrian demand

The bus interchange has poor amenity and layout

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Woden Town Centre - Pedestrian & Cycle Access Issues Figure 2.5 | Job Number: CES01143

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Woden - Proposed Pedestrian and Cycle Facilities Figure 2.6 | Job Number: CES01143

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

2.4 GUNGAHLIN A number of issues were identified for Gungahlin. Figure 2.7 summarises the issues identified. The key observations identified were:

the area is a developing community with many existing walking and cycling facilities; the existing facilities need to be linked cohesively to allow for greater mobility; connections to the residential areas surrounding the town centre are also required; some potential personal safety issues were present in some areas due to many sites not currently being developed. In particular some areas lack casual surveillance, including along Ernest Cavanagh Street and Gribble Street. However these are all proposed to be developed and as such these issues should be resolved in time; bicycle parking exists along Hibberson Street, in prominent and visible locations; variation in level of activity in retail frontages, requiring careful consideration when determining possible pedestrian/cyclist treatments; some poor crossing facilities exist between the town centres and the surrounding residential areas to the north; the central open space plaza is currently underutilised space which would benefit from an intensification of activity.

Photograph 2.5

Existing Facilities in Gungahlin

Some key recommendations emerged from the investigations, including:

an area along Hibberson Street was identified which could undergo investigation for conversion into a shared space form (i.e. equal priority to all users); increased connections for the surrounding residential areas required, particularly to the north-west and south; new connections to fill gaps within the town centre area should be provided.

Figure 2.8 contains the proposed facilities to emerge from the investigations. These facilities were assessed and prioritised for potential inclusion in the works program.

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Legend Existing Bus interchange Areas with good shade cover Areas with high pedestrian volumes observed Bike parking observed Study area boundary

Issues Uneven footpath Footpath does not meet observed demand

Footpath with clutter No footpath Frequent driveway intrusion on footpath Potential personal safety issues No disabled access

Tactile paving incorrect or non existent Poor crossing Poor connection/crossing (incl. through car park)

Poor lighting

*Note: This plan includes a preliminary assessment of walking and cycling related issues. A full audit of all facilities has not been undertaken.

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Underused space

Shared zone opportunity for investigation

Bus stops located outside developed area

Lack of activity results in reduced personal safety. Once these areas develop some of these issues may be resolved

Disabled spaces well placed near bus interchange * Note â&#x20AC;&#x201C; overall lack of signage â&#x20AC;&#x201C; lighting good in developed areas

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Gungahlin Town Centre - Pedestrian & Cycle Accessibility Issues Figure 2.7 | Job Number: CES01143

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Gungahlin - Proposed Pedestrian and Cycle Facilities Figure 2.8 | Job Number: CES01143

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

2.5 TUGGERANONG A number of issues were identified for Tuggeranong. Figure 2.9 summarises the issues identified. The key issues identified were:

Tuggeranong is a newer town centre with extensive pedestrian and cyclist facilities; there are some missing links in the footpath network that were not provided during development of the town centre and where demand is evident; some streets are difficult to cross due to a combination of road reserve width and limited pedestrian crossing facilities; connectivity between the bus interchange and the northern area of the town centre is poor; cycle lanes along Anketell Street could create a cycling spine through the town centre; and connections from the town centre to surrounding suburbs are limited due to barriers such as the lake, and major roads such Soward Way and Athllon Drive (south) routes.

Photograph Photograph 2.6

Existing Facilities in Tuggeranong

Some key recommendations emerged from the investigations, including:

missing footpaths should be provided, particularly in the southern part of the town centre; a cycle spine along Anketell Street would bring cyclists to within a block of their destination; difficult road crossings should be improved by the provision of pedestrian crossing facilities to allow safe crossing manoeuvres; pedestrian and cyclist approach routes from Erindale Drive and Isabella Drive should be improved.

Figure 2.10 contains the proposed facilities to emerge from the investigations. These facilities were assessed and prioritised for potential inclusion in the works program.

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Legend Existing Bus interchange Areas with good shade cover Areas with high pedestrian volumes observed Bike parking observed Study area boundary

Issues

Uneven footpath Footpath does not meet observed demand Footpath with clutter No footpath Frequent driveway intrusion on footpath Potential personal safety issues No disabled access Tactile paving incorrect or non existent Poor crossing Poor connection/crossing (incl. through car park) Poor lighting

*Note: This plan includes a preliminary assessment of walking and cycling related issues. A full audit of all facilities has not been undertaken.

Pram ramps point into centre of road

Tuggeranong Town Centre - Pedestrian & Cycle Accessibility Issues Figure 2.9 | Job Number: CES01143

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Tuggeranong - Proposed Pedestrian and Cycle Facilities Figure 2.10 | Job Number: CES01143

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

3 TRUNK NETWORK NETWORK This development of the trunk network was divided into three key aspects:

review of the 2007 Trunk Network and identification of missing commuter links; addition of major recreational links; separation of proposed links into individual projects.

These tasks were addressed via a desktop review of the 2007 Commuter Cycling Network â&#x20AC;&#x201C; Priorities for Capital Works report, aerial photographs and site visits to assist in defining the missing links and scoping individual projects. The review focused on providing additional cross-regional links (e.g. Belconnen to Mitchell, Long Gully Road/Mugga Lane), links with the Queanbeyan cycle network (e.g. Lanyon Drive, Pialligo Avenue) and serving suburbs which were not connected to the trunk network. The developing public transport interchanges at Erindale and Kippax were also identified as nodes in need of improved connectivity. The review identified additional links were required in some areas, particularly in parts of Tuggeranong, Weston Creek and western Belconnen. It is noted that the review did not include a full safety and accessibility audit of all facilities in the network. In addition to the commuter network, recreational links were given greater consideration through the provision of off-road facilities as an alternative to the on-road facilities preferred by commuters. Routes that facilitated loop rides, such as Majura Road, Cotter Road and Long Gully Road were also included. Discussions with Pedal Power and other stakeholders indicated that whilst many corridors were substantially complete, there were still significant barriers to cycling such as multi-lane roundabouts, short missing lengths of cycle lane or difficult road crossings that discouraged cyclists. Site visits and aerial photographs were used to identify pinch points or missing links and these have been incorporated into adjacent projects or included as standalone projects. It is noted that the review did not include a full safety and accessibility audit of all facilities in the network, and hence not all issues may be identified. An examination of pedestrian and cyclist access to the following employment centres was also undertaken via a review of aerial photographs and site visits:

Mitchell; Canberra Airport (including the adjacent business parks); Fyshwick; and Hume.

The improvements proposed for these employment centres were generally located on approach routes to the centre. The employment centre of Barton/Parkes were also reviewed for the connections to/from the trunk network as well as the internal connections to key destinations in the area. Barton/Parkes underwent a review similar to that undertaken in the town centres due to its unique characteristics and significance. The following details the trunk network projects identified for Canberra as a whole, as well as those specific facilities which are proposed for each of the Employment Zones.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

3.1 OVERALL PLAN The ACT government has constructed a vast proportion of the pedestrian and cycle trunk network, consisting of both on and off-road facilities. This has included proactive schemes, such as providing cycle lanes as part of resealing programmes and providing both on and off-road facilities as part of major capital works. As a result, Canberra has a significant network of pedestrian and cycling facilities. There are however, improvements which could be made to reduce significant barriers to cycling or walking along these corridors which reduce potential usage of the facilities. The major focus of the review was to identify these missing links, as well as expand the coverage of the trunk network. Some key corridors which were identified as having missing links include:

Lake Burley Griffin Loop; Athllon Drive; City to Belconnen; and Woden to Fyshwick.

Some key additions to expand the coverage of the Trunk Network include:

Long Gully Road/Mugga Lane; Tharwa Drive; Pialligo Avenue; and Majura Road.

All the proposed trunk network facilities are contained on Figures 3.1a to 3.1d.

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AMAROO

NGUNNAWAL oo D dar n u G

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New on-road and off-road cycle facilities throughout Molonglo will be provided by Developers and the ACT Government as part of its development.

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Existing and Proposed Trunk Network - Map A

e Adelaid

Figure 3.1a | Job Number: CES01143

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Figure 3.1b | Job Number: CES01143

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Lake Burley Griffin

Commonwealth Av

New on-road and off-road cycle facilities throughout Molonglo will be provided by Developers and the ACT Government as part of its development.

CAPITAL HILL e Av Adelaid

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Existing and Proposed Trunk Network - Map C Figure 3.1c | Job Number: CES01143

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Existing and Proposed Trunk Network - Map D Figure 3.1d | Job Number: CES01143

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

3.2 EMPLOYMENT CENTRE INFRASTRUCTURE The following are the proposed projects intended to provide greater accessibility to/from the key employment zones within Canberra. They have been included as part of the Trunk Network.

3.2.1 Canberra Airport/Business Park Canberra Airport and the adjacent business parks have suffered from being poorly linked to the rest of Canberra. The analysis of issues is contained in Figure 3.2. The recent completion of the City to Airport shared path to Fairbairn Avenue has improved the situation, however there are still a number of desirable improvements, including:

Majura Road cycle lanes; Fairbairn Avenue cycle lanes; Morshead Drive cycle lanes from Russell to Airport; Pialligo Avenue cycle lanes; and a more direct link across the Molonglo River to Fyshwick and Narrabundah.

The proposed facility improvements are contained in Figure 3.3.

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to Gungahlin

Legend Existing paths Proposed paths Existing lanes Proposed lanes Identified missing links Study area boundary *Note: This plan includes a preliminary assessment of walking and cycling related issues. A full audit of all facilities has not been undertaken.

3 3

Missing link to business preceint

Missing link to Queanbeyan

Missing link

Missing link to airport

1 4

2 to Queanbeyan

Canberra Airport Employment Zone - Cycle Network Connections Figure 3.2 | Job Number: CES01143

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Canberra Airport and Business Park - Existing and Proposed Pedestrian and Cycle Facilities Figure 3.3 | Job Number: CES01143

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

3.2.2 Hume Hume is a relatively isolated employment centre, located several kilometres from the nearest residential areas. Its proximity to Queanbeyan and Jerrabomberra is an important consideration, as is the potential future development of Tralee. The results of the investigations are contained in Figure 3.4. Consideration has been given to desirable links between Hume and Tralee, however none have been included in the prioritisation process due to the uncertainty surrounding this development. It is anticipated that these links would be funded as part of the development should it go ahead. Key improvements on approach routes to Hume include:

cycle lanes along Monaro Highway from Fyshwick to Tharwa Drive; cycle lanes along Isabella Drive from Tuggeranong to Hume; cycle lanes along Lanyon Drive to be provided as part of duplication works; and cycle lanes/wide shoulders along Long Gully Road and Mugga Lane to link with southern Woden and northern Tuggeranong.

The proposed facility improvements are contained in Figure 3.5.

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to Queanbeyan

1 3 2

Potential future link to Tralee

Major entrance point

Missing link (Mugga Lane/Long Gulley Road to Woden)

Potential future link as Hume/Tralee develops

Hume Emploment Zone - Cycle Network Connections Figure 3.4 | Job Number: CES01143

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Hume - Existing and Proposed Pedestrian and Cycle Facilities Figure 3.5 | Job Number: CES01143

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

3.2.3 Barton Barton/ ton/Parkes Barton and Parkes are the locations for many of the centres of national significance in Canberra. These include, but are not limited to:

National Gallery of Australia; Old Parliament House; High Court of Australia; National Portrait Gallery; National Library of Australia; National Science Centre (Questicon).

The area is a key attractor for tourists and large volumes of people. Given this, the need for high quality pedestrian networks is important, particularly to cater for large volumes. Figure 3.6 contains the outcomes of observations of the precinct. Some of the proposed projects to overcome issues identified in this area include:

footpaths along the outer verge of Federation Mall; proposed off road shared path along King Edward Terrace; improved footpath facilities along National Circuit; on-road facility along Kings Avenue.

Figure 3.7 contains the proposed infrastructure improvements.

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Legend Existing Bus interchange Areas with good shade cover Areas with high pedestrian volumes observed Bike parking observed Study area boundary

Issues Uneven footpath Footpath does not meet observed demand Footpath with clutter No footpath

Frequent driveway intrusion on footpath Potential personal safety issues

No disabled access Tactile paving incorrect or non existent Poor crossing Poor connection/crossing (incl. through car park) Poor lighting

*Note: This plan includes a preliminary assessment of walking and cycling related issues. A full audit of all facilities has not been undertaken.

The varying traffic volumes and speeds on King Edward Terrace and Parkes Place are an opportunity for walking and cycling facilities to improve. There are high speeds and traffic volumes on Commonwealth Avenue and Kings Avenue, also warranting consideration for pedestrian/cyclist facilities improvements

No kerb ramps

Pedestrians have long delays at Kings Avenue to cross and are required to cross only half the intersection at a time

Some routes along Federation Mall lack footpaths, though there are obvious desire lines

The High Court precinct has poor permeability

*Note: poor wayfinding signage generally

Barton/Parkes Town Centre - Pedestrian & Cycle Accessibility Issues Figure 3.6 | Job Number: CES01143

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Barton Parkes - Existing and Proposed Pedestrian and Cycle Facilities Figure 3.7 | Job Number: CES01143

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

3.2.4 Fyshwick Fyshwick is a centre that can be quite difficult to negotiate for both pedestrians and cyclists due to significant numbers of vehicles illegally parked on verges and footpaths. Figure 3.8 contains the outcomes of the observations. The main spine routes, Newcastle and Ipswich Streets, do not have any cycle facilities and the multi-lane roundabouts on Newcastle Street can be difficult to negotiate for both pedestrians and cyclists. Important approach routes to Fyshwick identified include Monaro Highway (north and south), Canberra Avenue and Hindmarsh Drive. Completion of the Lake Burley Griffin loop through Kingston Foreshore would provide an off-road link to the centre. The rail corridor and the alignment of the Newcastle Street extension were both identified as potential routes for direct off-road links with Kingston. Key improvements for Fyshwick employment centre include:

cycle lanes along Newcastle Street; an off-road path along the western side of Ipswich Street; cycle lanes on Hindmarsh Drive and Canberra Avenue; and an off-road link from Narrabundah via Wormald Street and an existing underpass beneath Monaro Highway; and off-road links to Kingston via the rail corridor and Newcastle Street extension.

Figure 3.9 contains the proposed facilities for Fyshwick.

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to Airport

to Chapel Hill

Legend Existing paths

Proposed paths Existing lanes Proposed lanes Identified missing links Poor crossing Study boundary area

*Note: This plan includes a preliminary assessment of walking and cycling related issues. A full audit of all facilities has not been undertaken.

Shared path should continue along greenspace not Service Road

Missing links across rail line

Poor permeability

Missing link to airport and business parks

Fyshwick Employment Zone - Cycle Network Connections Figure 3.8 | Job Number: CE001143

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Fyshwick - Existing and Proposed Pedestrian and Cycle Facilities Figure 3.9 | Job Number: CES01143

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

3.2.5 Mitchell This employment zone is focussed on light industry. Surrounding the area are existing and proposed residential precincts. Figure 3.10 contains the outcomes of the observations in this area. There are existing on-road facilities along key roads which run adjacent to the employment zone along Gungahlin Drive, Flemington Road and Sandford Road; the proposed links are intended to connect these facilities. Some of the proposed connections included:

Hoskins Street; Vicars Street; and A new link from Kaleen to Bellenden Street across Barton Highway.

These proposed facilities are contained on Figure 3.11.

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to Gungahlin

Legend Existing paths Proposed paths Existing lanes Proposed lanes Identified missing links Study area boundary

*Note: This plan includes a preliminary assessment of walking and cycling related issues. A full audit of all facilities has not been undertaken.

North-south missing internal connection

East-west missing internal connection

Northern precinct missing internal connection

to Civic

Mitchell Employment Zone - Cycle Network Connections Figure 3.10 | Job Number: CES01143

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Mitchell - Existing and Proposed Pedestrian and Cycle Facilities Figure 3.11 | Job Number: CES01143

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

3.2.6 Molonglo The Molonglo area is a new development area. As part of this process ACTPLA has planned some preliminary pedestrian and cyclist routes through the area. New routes were proposed as part of this study. This included additional links parallel to the primary road links and connections to the key destinations, such as local educational and community facilities. These are shown on Figure 3.12.

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New on-road and off-road cycle facilities throughout Molonglo will be provided by Developers and the ACT Government as part of its development.

Molonglo - Existing and Proposed Pedestrian and Cycle Facilities Figure 3.12 | Job Number: CES01143

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

3.3 REVIEW OF STANDARDS (DS13) The following table summarises the recommendations for changes to Design Standards for Urban Infrastructure – Pedestrian and Cycle Facilities (DS13) based on the analysis undertaken in this 2009 review, consultation undertaken and proposed network plans documented in this report. Table 3.1

Recommended Changes to DS13

Section

Recommended Change

13.1.1 General

Second paragraph discusses the AUSTROADS documents Part 13 and Part 14. These documents have recently been revised and such reference needs to be updated here and throughout the document.

13.1.4 ACT policies

This section needs to be updated to reference new Sustainable Transport Plan and Walk and Cycle Strategy – references to be updated here and throughout the document.

13.2.2 Industry standards

Update AUSTROADs references as discussed above. Update with new sustainable transport plan and walk and cycle strategy documents.

13.2.3 Policy and Guidelines

TAMS to consider adding guidelines in relation to implementing shared spaces and protected bike lanes (Copenhagen style cycle lanes). Suggestions include: Liveable Copenhagen: The Design of a Bicycle City http://www.sightline.org/research/sprawl/res_pubs/Livable_Copenhagen_re duced.pdf Street Design Manual (New York City DOT) http://www.nyc.gov/html/dot/html/about/streetdesignmanual.shtml It is also noted that in terms of Bicycle parking provision, ACT has, in its Territory Plan, provided code guidance on bicycle parking provisions for developments. These should be reviewed against the Green Building Council of Australia rates for bicycle parking in their Green Star rating tools. http://www.gbca.org.au/green-star/rating-tools/

13.6.3.1 Table 13-1 Off Road Path types

13.6.4.1 On road cycling facilities

13.6.4.1 – Table 13.2 On Road Cycling

1143 REPORT 240211

The Column “width” should be described as minimum width. Another column should be added to include desirable widths to encourage wider paths which should cater for potential future demands and future proofing. Recommendations for changes to minimum widths are: Minor path – minimum width should be 1.8m to be consistent with new AUSTROADS guidelines Intermediate path – minimum width should be 2.5m to be consistent with new AUSTROADS guidelines Trunk path – minimum width should be 3.0m Trunk path – minimum width should 3.5m The list of alternative types should be increased to include protected bike lanes and shared spaces. The last paragraph after Table 13.2 should also discuss the opportunity to consider shared spaces in town centres. Major Collector Streets – addition of shared space treatments should be added to the on road cycling provision column.

ACT Cycling and Pedestrian Network Priority Network for Capital Works Section Provisions for New Road

Recommended Change Arterials (both categories) and Parkway – addition of protected bike lane treatments should be added to the on road cycling provision column. A dot point should be added to also consider the concept of “Road Dieting” as another way to retrofit facilities on arterial roads. A road diet entails removing travel lanes from a roadway and utilizing the space for other uses and travel modes.

13.6.5.1 General

A new section under 13.6.5 should also be added to describe when such treatment could be considered. Refer to the Road Diet handbook: Setting trends for Liveable Cities by Jennifer Rosales. http://egov.oregon.gov/ODOT/TD/TP_RES/docs/2008NWTC/2008_presentations /7A_3_rosales.pdf

13.6.10.2 Flexible pavements and 13.6.10.3 Concrete Paths

There are improved construction practices which result in concrete paths being a smoother ride due to the treatment of joins. Concrete paths have benefits in regards to reduced cracking and consequently reduced maintenance and an overall longer life, and hence could be considered for Trunk Paths and other paths. These construction practices should be investigated by TAMS and dependant on the outcomes Section 13.6.10.2 and 13.6.10.3 be amended accordingly.

13.6.14.1 Accessible Pedestrian Networks

The last paragraph should be updated to refer to the APNs recommended for town centres in this report.

13.6.15 Provisions at structures

The minimum clear widths should be updated to reflect the recommendations discussed above for Table 13-1.

13.8 Glossary

Definitions of Shared Spaces, Protected Bike Lanes and Road Dieting should be added

13.9 Standard Drawings

DS13-01 The recommendations in regards to changes to minimum widths need to be applied to this drawing (i.e. Table 13-1). Dependant on the outcomes of investigations into new concrete paths constructions, notes in regards to asphalt and concrete should be updated. DS13-11 To be updated with recommended trunk network in this report. A new standard design drawing should be developed for protected bike lanes.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

4 ACCESSIBLE STREETS The assessment and development of key routes through the town centres to cater for those with vision and mobility impairments was central to the priority plan review. All streets should be developed to consider all users, however in some situations this has not occurred. As a result, a recommendation for a key route through each town centre was identified for priority action. To identify these routes, site visits were undertaken of each town centre, examining key land uses and destinations to assess demand along various potential routes. In tandem with this was the assessment of the quality of the facilities present and the works which would be required. In addition, discussions were held with representatives of Guide Dogs NSW/ACT to collaboratively identify key routes which were frequently used by their members. Representatives from the Guide Dogs NSW/ACT noted the following important considerations for the placement of the accessible routes:

Many people who are vision impaired or blind use public transport as their means to access town centres around ACT. Therefore, a key route through each town centre must have accessible routes to both the bus interchanges and the taxi ranks, from this point people will vary where they access in the town centre. People who are vision impaired or blind use a technique with their white long canes called Shorelining. This technique involves using two different tactile surfaces to follow a straight line. This might be a building line, a grassed edge footpath or an open space with two different surfaces, i.e. brick tiles and smooth concrete. Because of the use of this technique it is important to keep the edges of these surfaces clear of any obstacles, i.e. sandwich boards, signs, tables and chairs as they can become a hazard. To achieve a high quality, accessible route, standards identified in the Civic Accessibility Study Volume 3 â&#x20AC;&#x201C; Access Guidelines (2004) were used for all centres. The guidelines were developed in order to ensure that Civic was accessible to all users. The guidelines established designs to meet the requirements of the Building Code of Australia, Australian Standards and the Disability Discrimination Act. The Guidelines set out specific notes related to various areas of interest for accessible travel, including:

accessible pedestrian networks (including path clearance, grades and maintenance aspects); kerb ramps; Tactile Ground Surface Indicators (TGSIs or tactiles); lighting; controlled intersections; information signage.

The key outcomes are summarised in the following.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works Accessible Pedestrian Networks The guidelines state that:

Special access provisions should not be necessary if the environment is built to adequately reflect the diversity and needs of the community. Good design should seamlessly provide access for all. Providing equal access should be a fundamental part of good design rather than, at a later stage providing solutions to problems. Access is required for all people including adults and children, the frail aged and young children as well as those with intellectual, physical, sensory or mobility disabilities. The guidelines outline the primary requirements for an accessible path. These are as follows:

A clear path of travel is the basis of the accessible pedestrian network. It should be free of steps, lips and steep gradients and free of all barriers and hazards….. The clear path of travel shall be adjacent to a “tactile cue” to enable people with a visual impairment to track off it. This can include a wall, shopfront or a kerb. The minimum width of an accessible pedestrian network and any path is to be 1800mm. In the high volume open areas without roads the path width should be a minimum of 2,500mm. It is desirable that the accessible pedestrian network is covered using a colonnade network or awning. Paving should be slip resistant, including when wet and should not have transitions greater than 5mm in height. The surface should be overall hard, flat and stable, with appropriate use of colours to assist accessibility. Gradients for ramps should be a maximum of 1 in 8 if less than 1,520mm long and a maximum of 1 in 14 with landings every 9m at 1 in 20 landings at 15m. Sloping walkways at 1 in 33 landings should be located every 25m, over 1 in 33 does not require landings. Cross fall should not exceed 1 in 40. Landings should be a minimum 1,200mm long for the full width of the clear path of travel. Overhead obstacles must be at least 2.0m high, unless identified. Cycleways shall not intrude into the clear path of travel. Any location where they do cross any clear path of travel should be treated as a hazard and tactile should be deployed. They are also to be clearly signed. Kerb ramps These enable the safe and easy crossing of kerbs and direct users in the correct direction. They should be located within the clear path of travel and direction of travel. Tactiles Tactiles Tactiles are to be used to alert people to hazards as well as to direct people to important facilities. They are required at road crossings, vehicle crossings on an accessible pedestrian path, where there are overhead obstructions and ground level obstructions, intrusions into the clear path of travel and the top and bottom of stairs. Directional tactile are required at mid block crossings, t-intersections, to bus timetables, to major signage and across large open spaces where there are no other route of tactiles available.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works Lighting It is intended that lighting will provide adequate vision for safe use and access at all times and conditions, with levels set down in AS1158.3.1 or the ACT Crime Prevention and Urban Design Resource Manual. Controlled Intersections Traffic signals are recommended to assist pedestrian movement, and should have visible, tactile and audible cues. Traffic islands should be safe and accessible for people with wheelchairs, with a minimum length of 1200mm and width of 1000mm. Cut through or ramped walkways are required, with push buttons within reach. Fixtures Fixtures are intended to be located within areas of public facilities but must not impinge on the accessible pedestrian network, with location preference being on the kerb side of the accessible pedestrian network. Information Signage The intention of this measure is to ensure that signs provide users with easy to understand and essential information. It is recommended that information signage to assist in travel and identification of amenities should include tactile maps and Braille. The considerations of the above standards assisted with identifying works required along each of the proposed accessible routes. The outcome of these investigations was an accessible route being identified within each town centre and associated works required. Details of the proposed accessible routes are contained below.

4.1 CIVIC The priority route for Civic is between the Alinga Street bus interchange and the Canberra Centre. This route runs along Alinga Street, Garema Place and Scotts Crossing. This route would also encompass the Bunda Street taxi rank, which runs perpendicular to Garema Place. It would also encompass connections north to the Griffin Centre, either along Bunda street or internally through the Canberra Centre. Key issues were raised about many aspects of this priority route by the representatives of Guide Dogs NSW/ACT. With regard to the bus interchange at Alinga Street, the following observations were made:

The Civic [bus] interchange has extremely poor access for a person who is vision impaired or blind. From the majority of the bus platforms a person must cross East Row, Mort street or Alinga street to access most facilities in the area. This area can be confusing and dangerous for people with low vision. Firstly, there is a combination of loud distracting noises, including the high flow of bus traffic sometimes drowning out the sounds from other service vehicles using this area, there is often construction noise from buildings in the area, there are no safe points to cross as there could be buses pulling up at any point along the road, and on the corners the pram ramps lead into the middle of the intersection rather than straight across the road. This is a definite area for concern and keeps some travellers from accessing buses to Civic. This area also houses Vision Australia which is a very highly used service for people with a vision impairment or who are blind, they must first be able to make their way through the interchange.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works There were also concerns about the accessibility of the route from the bus interchange to the Canberra Centre via Garema Place:

This area can be very confusing also for vision impaired and blind. There are no straight lines to follow, i.e. shorelines, there are unexpected drop offs and stairs in open areas that are not marked effectively, there are also cars travelling through the area, and many unexpected obstacles i.e. sandwich boards along the footpaths. The connections north to the Griffin Centre currently has good connections, according to the Guide Dogs NSW/ACT representatives and is accessible and safe. The following works would be required along this route to improve its accessibility for those with mobility or visual impairments:

provision of a dedicated pedestrian crossing facility (ideally signals) for visually impaired at East Row, Mort Street or Alinga Street; audit of all pedestrian crossing facilities along the proposed route to ensure it is safe and convenient for crossing by visually impaired persons. This should include identification and replacement of pram ramps which do not meet the guidelines; detailed audit of priority route to identify safe movement from the interchange across to the Canberra Centre, to provide a clear path along the “shoreline”, tactile paving, signage and lighting to clearly demonstrate safe passage options; provision of improved tactile facilities, particularly around the Scotts Crossing section of the route; improved lighting of Scotts Crossing to improve the ease of use of the pedestrian crossing facility.

4.2 BELCONNEN The proposed priority route would be located from the Lathlain Street bus station to the Belconnen shopping centre. This would also continue to the eastern commercial buildings around Chandler Street. The Guide Dogs NSW/ACT representatives made the following observations on the issues facing those with mobility and visual impairment throughout this key route:

Currently to do this route one must walk through the car park to access either the ‘red bridge’ or the mall, this is not an ideal route and is highly used. Pedestrians must give way to vehicles in the carpark and this can become particularly confusing for Vision Impaired or blind that are accessing this route. There is also a lot of surrounding noise from the buses and traffic on Lathlain Street interfering with the safe crossings at the car park. The key infrastructure required for the improvement of this route would include:

Benjamin Way was also cited as a potential key route, with the area outside the Churches Centre cited as an area with poor access conditions. These should be the next priority for works.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

4.3 WODEN The proposed priority route would be located between the Woden bus interchange and the shopping centre. This area would connect not only the public transport and the primary retail destination, but would also serve other key services, including banks and the post office. As stated by the Guide Dogs NSW/ACT representative:

The Woden interchange is currently quite accessible for blind and vision impaired, however the stairs that lead from the interchange have quite poor access including no marking on the edge of each step and poor lighting. The key works which would therefore be necessary to achieve a more accessible route for those with mobility and visual impairment would include:

audit of all pedestrian crossing facilities along the proposed route to ensure they are safe and convenient for crossing by visually impaired persons. This should include identification and replacement of pram ramps which do not meet the guidelines and identification for tactile paving at key conflict points such as driveways. The audit may also identify need for further pedestrian crossing facilities; detailed audit of priority route to provide a clear path along the “shoreline”, tactile paving and lighting to clearly demonstrate safe passage options; improved lighting along Bradley Street, linking the bus interchange to the shopping centre; introduce appropriate markings on the steps leading up to the courtyard areas (in accordance with Civic Accessibility Study Volume 3 – Access Guidelines (2004)); investigate opportunity to provide alternative treatments to stairs, including ramps for disability access; CPTED treatments to increase the safety perceptions of users of this route.

4.4 GUNGAHLIN GUNGAHLIN The proposed priority route is along Hibberson Street, between the bus services and the retail destinations. Currently Hibberson Street has a wide and clear pathway. Another proposed route would be in the vicinity of the library and community centre and this would be the second priority for treatment in this centre. The key works which would be required to achieve these routes would include:

audit of all pedestrian crossing facilities along the proposed route to ensure they are safe and convenient for crossing by visually impaired persons. This should include identification and replacement of pram ramps which do not meet the guidelines and identification for tactile paving at key conflict points such as driveways. The audit may also identify need for further pedestrian crossing facilities. It is noted that the majority of this route is already up to standard; detailed audit of priority route to provide a clear path along the “shoreline”, tactile paving and lighting to clearly demonstrate safe passage options. It is noted that the majority of this route is already up to standard; improved kerb ramps in the vicinity of the library and community centre.

4.5 TUGGERANONG The proposed priority route identified is from the Tuggeranong bus interchange and taxi rank to the Hyperdome and beyond to the public service buildings on Athllon Drive. The route could also be extended from the taxi rank to the library and Community Centre along Anketell Street and connecting through to Cowlinshaw Street. The issues raised by Guide Dogs NSW/ACT were:

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

Most of the crossings in this area are ground level, giving vision impaired and blind no warning of where exactly the road starts and the footpath/gutter finishes, this can become a great hazard. This area already possess wide footpaths. Therefore the key infrastructure requirements for this priority route are as follows:

provision of appropriate lighting and wayfinding signage throughout the route; audit of the route to identify and provide tactile tiles along the route, which should include identification of pedestrian crossing hazards; detailed audit of priority route to provide a clear path along the “shoreline”, tactile paving and lighting to clearly demonstrate safe passage options. It is noted that the majority of this route is already up to standard.

4.6 FYSHWICK Fyshwick has also been added to the assessment of accessible streets, despite not being a town centre, due to particular concerns raised by Guide Dogs NSW/ACT. Guide Dogs NSW/ACT note the following issues:

The area and route of concern is from the Canberra South Motor Park to the closet bus stop which is at the Canberra Eye Hospital. Currently there is no footpath that leads to this bus stop and the visually impaired client must trek either through nature reserve or along Canberra Av, where there is also no footpath and traffic running at 80kms/hour. We are unaware of many of clients accessing Fyshwick at all due to safety concerns for pedestrians. If they need to access the area they generally take a carer with them. The route identified is along Canberra Avenue, between Wormald Street and the Monaro Highway. The specific works which would be required for this route would include:

provision of footpath along the extent of the route; lighting and wayfinding signage as required; tactile paving; audit of all pedestrian crossing facilities along the proposed route to ensure they are safe and convenient for crossing by visually impaired persons. This should include identification and replacement of pram ramps which do not meet the guidelines and identification for tactile paving at key conflict points such as driveways. The audit may also identify need for further pedestrian crossing facilities; detailed audit of priority route to provide a clear path along the “shoreline”, tactile paving and lighting to clearly demonstrate safe passage options.

The proposed accessible street works for each centre outlined above were added to the prioritisation model.. Each project ranked relatively highly in the model, due to their strategic importance and location close to population, employment areas and other attractors.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

5 PROJECT ASSESSMENT AND PRIORITISATION The key objective of the 2009 review process is to provide a priority project list for pedestrian and cycle infrastructure. It was therefore important to have a rigorous process for assessing and prioritising each of the proposed projects. A summary of the overall process undertaken to prioritise projects is: 1. 2. 3. 4. 5. 6. 7. 8.

Prepare draft network plans. Gather information on potential projects for the seven year rolling program. Assess the priority of the project based on a multi-criteria analysis. Apply weightings to the multi-criteria analysis. Conduct a moderation process on the results of the program. Produce a draft seven year program. Consult with the ACT Government and stakeholders on the program. Finalise program.

5.1 MultiMulti-criteria Analysis The criteria used to assess the projects are categorised into the following groups:

Network Characteristics: − − − − −

number of attractors; diversity of attractors; demand; % of overall corridor complete (i.e. to achieve a cohesive connected network); barrier to cycling/walking;

Cost Effectiveness; Safety; Strategic Importance.

5.1.1 Network Characteristics These measures assess the quantifiable pedestrian and cycle network improvements which could be achieved from each project. These measures are utilised as they can impact on the level of use the facilities could potentially receive and consequently achieve an increase in the number of people cycling and walking. The criteria include:

number of attractors (existing and future) – quantifies the number of potential key destinations which fall within 500m of the proposed project alignment, including schools, employment zones, recreational areas, transport infrastructure, activity centres and community facilities; diversity of attractors – measures the mix of attractors which are served by the project, as a greater mix will potentially increase the number and diversity of users; demand – measures the population and jobs within 500m of the project (population/jobs for the next seven years was used to identify potential users of the link); percentage overall complete – measures the extent to which this project will assist in the completion of the overall corridor. This assists in achieving a connected cohesive network; barrier to walking/cycling – measures the extent to which the link will overcome an obstacle to walking or cycling e.g. provides a creek crossing, or crossing of a major road.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

5.1.2 Cost Effectiveness Effectiveness This criterion measures the cost of the link divided by the population it serves. This measure ensures the most cost effective projects are implemented. It should be noted that the cost used included a 40% contingency to allow for unknown construction issues, such as landscaping, support facilities, etc.

5.1.3 Safety This measure scores those projects higher which are high quality off road separated shared paths, a protected bicycle lane, a shared space treatment or a high quality pedestrian footpath with widths greater than 1.8m and high quality paving, taking into account that these are safer for users and consequently have the potential to attract a greater number of users. Existing personal safety issues are also considered in this measurement.

5.1.4 Strategic Importance Another key consideration in the ranking of projects is the strategic importance criteria. The aim of this criterion is to highlight the opportunistic economic benefit in undertaking the project at a certain time. This is due to the potential significant financial advantages to implementing the project at a certain time. For example it could be built in partnership with another road project and could therefore achieve cost advantages. The second aim of this criterion is to consider road congestion and the consequent potential to encourage walking and cycling on these congested corridors as an alternative. These corridors can offer a real alternative to driving which may be quicker due to congestion but also has the benefit of potentially easing congestion. Data was gathered from the strategic traffic model to assess this criteria. A summary of the proposed measures related to each criterion are described in Table 5.1.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works Table 5.1

Multi Criteria Analysis Criteria

Criteria (Weighting %*)

Heading

Connectivity (20%)

Network Characteristics Demand (20%)

Network Enhancement (20%)

Safety (20%)

Cost Effectiveness (10%)

Strategic Importance (10%)

Measure

Aim

Number of attractors served along a route divided by the kms

Higher number of attractors indicate higher potential demand. This also enables distinction between attractors to score more highly ones that are more likely to attract cyclists

Diversity of attractors served along a route

Indicates whether a route will serve multiple types of pedestrian/cycle users and hence have a greater demand

Total population and jobs within adjacent catchment of route divided by the length

To understand potential demand for a route

% of the completed.

Measures connectivity by the opportunity to fill missing links and completion of a route.

overall

corridor

Fills a gap by addressing a major barrier to walking/cycling

Project makes a safer and more secure environment for pedestrians/cyclists.

Cost per person served by route

Whether project coincides with a proposed infrastructure project / Considers adjacent road corridor congestion

Provides a link over a major physical barrier A high quality corridor with no or limited driveway crossing with a minimum width of 3m, a protected bicycle lane, a shared space treatment or a high quality pedestrian footpath with widths greater than 1.8m and high quality paving are the safest form of pedestrian/cycle infrastructure and has the greatest opportunity to encourage more walking and cycling. Also considers existing personal safety issues. To produce a cost effective outcome for the region To ensure that any project which can occur as part of other projects in the next 7 years and achieve an opportunist economic benefit. Indicates where congestion occurs or is likely to occur. Ideal to provide cycling facilities as an alternative along these routes.

* determined based on consultation â&#x20AC;&#x201C; see Table 6.3

In order to assess the criteria, scores were developed to apply to each criterion. These are detailed in Table 5.2.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works Table 5.2

Criteria

MCA Scoring System

Measure

Score

Number of attractors served along a route (1) divided by length

Connectivity

Demand

Network Enhancement / Safety

Safety

Normalised Score*

Scoring Parameter Normalised score â&#x20AC;&#x201C; see table footnote for details.

The route serves four of the potential use types of Commuter, Recreation, Education or Community/Utility

The route serves three of the potential use types of Commuter, Recreation, Education or Community/Utility

The route serves two of the potential use types of Commuter, Recreation, Education or Community/Utility

The route serves only one of the potential use types of Commuter, Recreation, Education or Community/Utility

Total population within adjacent catchment within 500m radius (scored on population per km)

Normalised score *

Normalised score based on the total population within the 500m catchment

Total jobs within adjacent catchment within 500m radius (scored on population per km)

Normalised score*

Normalised score based on the total jobs within the 500m catchment

% of the completed.

Normalised score*

% of the total corridor completed by project (and accounting for % already complete)

Addresses a major barrier e.g. River or Creek Bridge crossing

Addresses a moderate barrier e.g. provides crossing of major road (i.e. high speed and 4 lanes or greater), addresses multi-lane roundabout crossings

Upgrades existing facility to improve conditions for cycling

Addresses a less major barrier e.g. intersection improvements/no end of trip facilities

Does not address a gap

Project >75% high quality facility (refer Table 5.1 for definition) plus Project Addresses Personal Safety Issues/incorporates CPTED Principles

Project >75% high quality facility (refer Table 1 for definition)

Project Only Addresses personal issues/Incorporates CPTED principles

None

Diversity of attractors served along a route (2)

overall

corridor

Fills a gap by addressing a major barrier to cycling (Note this is also considered to be part of safety)

Proposal makes a safer and more secure environment for cyclists

safety

Project cost/population Cost Effectiveness

Cost per person served by route

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Normalised score*

ACT Cycling and Pedestrian Network Priority Network for Capital Works Criteria

Strategic Importance

Measure

Opportunity Congestion

Score

Value

and

Scoring Parameter

Critical – economic benefits of combining projects and activities. Priority will be given to projects which can be undertaken concurrently with other infrastructure works within the next 7 years resulting in cost efficiencies.

Major – areas with high tourism or recreational walkers/cyclists

Adjacent road link has a Volume/Capacity ratio of greater than or equal to 0.8

Adjacent road link has a Volume/Capacity ratio of between 0.6 and <0.8

None

*Normalised score = project score-minimum score (all projects)/maximum score (all projects)-minimum score (all projects)

5.1.5 Attractors Note Attractors served by a project will be grouped into high priority, medium priority or low priority attractors. To assess the number of attractors served by a project a score is assigned for each attractor type and then will be added together to get an overall number of attractors. The scoring has been developed taking into consideration the benefits of commuting cycling for work/education and hence scoring these attractors more highly as do large scale attractors such as hospitals and universities. The scoring used for attractor types is as follows:

high priority attractors: employment areas, bus interchanges (considering intermodal opportunities), hospitals and TAFEs/Universities are awarded a score of 3; medium priority attractors: retail areas, secondary and primary schools and regional parks are awarded a score of 2; low priority attractors: local parks/recreational nodes and community/health facilities (e.g. libraries, community halls, medical centres) are awarded a score of 1.

The number of attractors by the type score served by a route represents the total score of all attractors along the route. An average score per km is determined to equalise longer routes scoring more highly than shorter routes. For instance if a 10km long route served two shopping centres, a high school and three parks, the number of attractors score is calculated as:

two shopping centres (2 x 2); plus one high school (1 x 2); plus three parks (3 x 1).

5.1.6 Diversity Note The diversity of attractors served by a route considers the type of all attractors along the route and assesses whether the route will serve different type of users as opposed to the number of all attractors. The diversity of attractors are:

utility – community facility, retail/entertainment areas; commuter – employment node, hospital, bus interchange; recreation – park; education – TAFE/university, high school, primary school.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works The attractors are categorised into the above user types and a score of 1 is given if a user type attractor(s) is met. The highest score that can be achieved is 4. For example, if a 10km long route is served two shopping centres, a high school and three parks, the diversity of attractors score are calculated as: two shopping centres (1 for utility); plus one high school (1 for education); plus three parks (1 for recreation); resulting in a total score of 3.

5.2 Criteria Weighting At the community workshops with stakeholders, the attendees were asked to consider a weighting for the criteria discussed above. The following Table 5.3 illustrates the results of this activity plus the recommended weightings by the project team. Table 5.3

Criteria Weighting â&#x20AC;&#x201C; Methodology One

Criteria

Points Scored in consultation Recommended Recommended Weighting workshop

Connectivity number of attractors diversity of attractors

20%

Demand total population served by route total jobs served by route

20%

Network Enhancement % complete addresses Barrier

20%

Cost Effectiveness cost per person

10%

Strategic Importance economic benefits

10%

Safety

safer more secure route

5.3 Resulting Priorities As a result of the analysis and assessment of the proposed routes, the projects were ranked. This ranking resulted in the following projects, as shown in Table 5.4, being identified as the top 30 proposals for the ACT to develop into construction projects. In accordance with the methodology, the Top 30 projects are generally located in urbanised areas (i.e. mostly within Civic or other town centres with high attractors, population and jobs). Some of the projects identified as desirable involve the widening of single carriageway arterial roads to provide 2.0m wide cycle lanes. Given the cost of extensive pavement widening, particularly where structures are involved, a suitable alternative for these projects may be the provision of a high quality off-road path with appropriate intersection treatments. However, this arrangement would mean that cyclists do not have priority at intersections without providing expensive grade-separation. Consultations with cycling advocacy and user groups will need to be undertaken to develop an appropriate compromise for each individual situation.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works Table 5.4

Top 30 Results

Rank

Project

Civic Cycle Loop – Rudd Street, Marcus Clarke Street, Parkes Way, Allara Street (excludes section along Bunda Street)

Sullivans Creek path – Barry Drive to Mouat Street, Lyneham – lighting project

Accessible street project on Pittman Street and Athllon Drive, Tuggeranong

Brisbane Avenue Link – State Circle to Bowen Drive, Barton, cycle lanes

Bunda Street– Genge Street to Akuna Street, Civic - Shared Space

Kings Avenue – Russell Drive to Parliament House, Barton, cycle lanes

Barry Drive – Clunies Ross Street to Northbourne Avenue, Turner, cycle lanes

Chandler Street – Benjamin Way to College Street, Belconnen, cycle lanes

Accessible Street project on Bradley Street, between Easty Street and Town Square, Woden

National Circuit – Canberra Avenue to Flynn Drive, Barton, cycle lanes

King Edward Terrace – Kings Avenue to Langton Crescent, cycle lanes

Accessible street project on Lathlain Street to Westfield and then to Chandler Street, Belconnen

Hibberson Street – Kate Crace Street to Gozzard Street, Gungahlin - shared space project

Eastern Valley Way – Emu Bank to College Street, Belconnen – off road shared path

Belconnen to Florey Stage 1 (former busway) – Cohen Street to Coulter Drive, Belconnen – off road shared path

Athllon Drive – Atkins Street to Hindmarsh Drive, Tuggeranong, cycle lanes

Wattle Street – Brigalow Street to De Burgh Street, North Canberra– off road shared path

Constitution Avenue – London Circuit to Northcott Drive, Civic, cycle lanes

London Circuit, Civic, cycle lanes

Accessible street project on Alinga Street to Scotts Crossing, Civic

Erindale Centre North Link (Sternberg Crescent, Wheeler Crescent, Garratt Street & Langdon Street)

Wakefield Avenue – cycle lanes

Tharwa Drive – Drakeford Drive to Monaro Highway cycle lanes

University Avenue off-road path

Canberra Avenue – State Circle to Hume Place cycle lanes

Chan Street & Cameron Street cycle lanes

Constitution Avenue – London Circuit to Anzac Avenue off-road path

Hibberson Street, Gungahlin – Accessible Street

Erindale Centre South Link – off-road path

Tuggeranong Bus Interchange – provide access directly to Cowlinshaw Street

Appendix D provides a more detailed evaluation of each project against the criteria. Table 5.5 summarises the score each project received against the criteria and its total MCA score.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works Table 5.5

Top 20 Result Rationale

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ACT Cycling and Pedestrian Network Priority Network for Capital Works The top 50 projects to emerge from the ranking process have been mapped and are shown at Figure 5.1 to Figure 5.4. A map of the attractors used to score the projects is included in Appendix C. The detailed results of the scoring for each project is included in Appendix D. The top projects are primarily located within the five town centres as well as the urban areas around north and south Canberra, such as Barton. This is related to the methodology which scores more highly links which are served by a high number of attractors, people and jobs. Some key trunk network routes also form part of the top 50 priority routes, particularly those through greenway corridors. Due to their location in these town centres many of the accessible streets projects have ranked within the top 30 priority list.

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ACT Cycling and Pedestrian Network Priority Network for Capital Works

5.3.1 Top Projects by SubSub-region A further analysis was undertaken to summarise the top projects in each sub-region. The following Table 5.6 shows the ranking of the top five projects within each geographic sub-region. Table 5.6

Top Five Projects by Subregion

SubSub-region

Rank

Project

Description

Civic Cycle Loop – Rudd Street, Marcus Clarke Street, Parkes Way, Allara Street (excludes section along Bunda Street)

North Canberra (including Civic) 2

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Sullivans Creek path – Barry Drive to Mouat Street, Lyneham – lighting project

An issue which has been raised through consultation for this project is cycling in the winter months, where commuters are likely to be returning home after sunset. It is understood that a lack of light along many of the off-road paths discourages cyclists from using them and also introduces potential danger through low visibility. This important commuter route should be lit as a trial to evaluate the effect that lighting has on night cycling safety and usage. If the trial is successful, then projects to light the main commuter routes which are located away from existing streetlights should be undertaken.

Bunda Street – Genge Street to Akuna Street, Civic - Shared Space

This project proposes a shared space be investigated through a key retail and commercial precinct of Civic to increase safety for pedestrians and cyclists and complete the Civic Cycle Loop, complementing project no. 1.

Barry Drive – Clunies Ross Street to Northbourne Avenue, Turner –cycle lanes

ACT Cycling and Pedestrian Network Priority Network for Capital Works SubSub-region

Rank

Project

Description will be required to ensure the facility is fully integrated with the proposed bus priority facilities in the City West area.

Accessible street project on Alinga Street to Scotts Crossing, Civic

This project will involve detailed audits of the entire route, including provision of new crossing facilities, provision of a new pedestrian signal crossing at East Row or Mort Street or Alinga street, new tactile and new lighting at Scotts Crossing, to enable increased accessibility for those with mobility impairments.

Brisbane Avenue Link – State Circle to Bowen Drive, Barton –cycle lanes

This project will form an important link within Barton, connecting the employment area with the commuter route along Wentworth Avenue and the Lake Burley Griffin Loop. Preferably this route would be implemented by reducing the road space allocated to general traffic and providing cycle lanes on both carriageways with appropriate intersection treatments, such as storage boxes to facilitate right turns.

Kings Avenue – Russell Drive to Parliament House, Parkes –cycle lanes

This project involves the provision of an on-road facility along Kings Avenue. With the completion of the Russell Underpass in 2011, it is expected that demand for cycling to/from Russell will increase and Kings Way forms part of a major link to the rest of the cycling network. Detailed investigations will need to be undertaken to determine how cyclists will proceed across Kings Avenue Bridge, given the space constraints.

National Circuit – Canberra Avenue to Flynn Drive, Parkes –cycle lanes

This route is designed to collect cyclists from the main access routes (Commonwealth Avenue, Kings Avenue, Wentworth Avenue, Canberra Avenue) and distribute them through the Barton and Parkes employment area. The preferred layout is the provision of cycle lanes, however detailed investigations will be required to determine the optimum road layout, particularly in the vicinity of the bus interchange identified in STNP. Isolated low speed off-road sections combined with on-road sections may be a suitable compromise, given the constraints of the road reserve. Intersection treatments will need to be provided to facilitate safe right turns for cyclists onto the major access routes.

King Edward Terrace – Kings Avenue to Langton Crescent, Parkes –cycle lanes

South Canberra

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ACT Cycling and Pedestrian Network Priority Network for Capital Works SubSub-region

Rank

Project

Description flows and speeds along King Edward Terrace. The preferred layout involves the provision of cycle lanes so cyclists have priority through intersections, however a suitable alternative may be a higher speed off-road path. Adequate connections to Bowen Drive, Commonwealth Avenue and the lakeside path at each end will be required.

Canberra Avenue – State Circle to Hume Place, Parkes –cycle lanes

This project involves the provision of 1.5m wide cycle lanes along Canberra Avenue, filling in a gap along the important corridor from Queanbeyan to Capital Hill. Pavement widening may be required in some sections.

Accessible Street project on Bradley Street, between Easty Street and Town Square, Woden

This project will involve a detailed audit of the entire route, including provision of new road crossings, a review of access options at the courtyard and a CPTED audit and implementation along the designated accessible path through the town centre, to enable increased accessibility for those with mobility impairments.

Wisdom Street link – Yamba Drive to Carruthers Street/Yarra Glen, Woden – off road shared path

This project is designed to provide a high-quality link between the Hughes neighbourhood centre, Woden Town Centre and the MCR along Adelaide Avenue. The existing footpaths along Wisdom and Groom Streets will be upgraded and appropriate linkages provided across Yamba Drive and to the MCR at Carruthers Street.

Easty Street link – Launceston Street to end of existing off-road path, Woden – off road shared path

This project involves the provision of a shared path along Easty Street, linking the existing shared path with Launceston Street. This fills a missing link in the off-road network in this area and means cyclists are not forced to share Easty Street with general traffic, particularly during peak times.

Callam Street – Launceston Street to Hindmarsh Drive, Woden - cycle lanes

This project involves the provision of cycle lanes along both carriageways of Callam Street, linking cyclists approaching from Athllon Drive, Hindmarsh Drive and Launceston Street to the centre of Woden. Storage boxes should be provided at signalised intersections to facilitate right turns.

Red Hill to Garran sealed path

This project involves some reconstruction and sealing of an existing unpaved track from Brereton Street, Garran, to Flinders Way/Mugga Way, Red Hill. This would provide a continuous cycle route along quiet streets, filling the present missing link between Woden, Manuka and Fyshwick.

Accessible street project on Pittman Street and Athllon Drive, Tuggeranong

This project involves a detailed audit of the footpaths along Pittman Street

Woden

Tuggeranong

1143 REPORT 240211

ACT Cycling and Pedestrian Network Priority Network for Capital Works SubSub-region

Rank

Project

Description and Athllon Drive in Tuggeranong Town Centre and the provision of tactile paving, wayfinding signage and associated infrastructure to enable increased accessibility for those with mobility impairments. This route was identified in consultation with stakeholders as the primary route for mobility impaired people through the town centre.

Athllon Drive – Atkins Street to Hindmarsh Drive, Tuggeranong –cycle lanes

This project involves filling in the missing links in the cycle lanes along Athllon Drive, including the provision of suitable intersection treatments. Currently, there are cycle lanes on some sections of this route, however they are discontinuous and of varying quality. A detailed review of this route should be undertaken to determine the best method of providing a consistent, high quality cycle facility in both directions. This route is one of the most important cycling links in southern Canberra.

Erindale Centre north link –Erindale Drive/Sternberg Crescent to Athllon Drive/Atkins Street, Tuggeranong – off road shared path

This project consists of upgrading of existing footpaths and provision of crossing facilities along the route. This route links Erindale Centre with Wanniassa neighbourhood centre and surrounding residential areas.

Tharwa Drive – Drakeford Drive to Monaro Highway, Tuggeranong –cycle lanes

Erindale Centre south link, Erindale Drive, Tuggeranong – Harricks Crescent to Ashley Drive– off road shared path

This project involves constructing and upgrading paths to link with the existing pedestrian bridge over Erindale Drive between Erindale Centre and Monash. These paths will allow cyclists from Ashley Drive, Harricks Crescent and Sturdee Crescent to safely cross Erindale Drive.

Hibberson Street – Kate Crace Street to Gozzard Street, Gungahlin shared space project

Accessible street project on Hibberson Street, between Hinder Street and Gozzard Street, Gungahlin

This project involves the creation of an ‘accessible street’ through Gungahlin Town Centre for persons with physical and vision impairments. A detailed audit of all crossing facilities, tactile paving etc is required.

Nature Park West – The Valley Avenue to Haystack Crescent through nature

This project involves providing an off-road link from The Valley Avenue near

Gungahlin

1143 REPORT 240211

ACT Cycling and Pedestrian Network Priority Network for Capital Works SubSub-region

Rank

Project

Description

park, Gungahlin – off road shared path

Gozzard Street, through the western part of the nature reserve to Haystack Crescent, Palmerston. Includes crossing facilities at Gungahlin Drive. This route would provide a shorter cycling link from Palmerston to the town centre.

Nature Park East – Newsom Street to The Valley Avenue through nature park, Gungahlin – off road shared path

This project involves providing an off-road link from The Valley Avenue near Gozzard Street, through the nature reserve, to Newsom Street, Franklin. This would considerably reduce the distance between Franklin and the town centre.

Nature Park South – The Valley Avenue to Nudurr Drive through nature park, Gungahlin – off road shared path

This project involves providing an off-road link from The Valley Avenue near Gozzard Street, through the nature reserve to the future intersection of Gungahlin Drive/Nudurr Drive. This project would provide a direct link into Gungahlin town centre from Gungahlin Drive, Mitchell and southern Palmerston.

Chandler Street – Benjamin Way to College Street, Belconnen –cycle lanes

Chandler Street is a key distributor route through Belconnen town centre. The identified project involves the provision of cycle lanes, however a reduction of the speed limit to 40km/h or less with appropriate traffic calming devices and cyclists operating in mixed traffic would also provide an acceptable outcome.

Accessible street project on Lathlain Street to Westfield and then to Chandler Street, Belconnen

Eastern Valley Way – Emu Bank to College Street, Belconnen – off road shared path

This project involves the reconstruction and widening of the existing path along the eastern side of Eastern Valley Way, linking with shared paths on approach to the town centre. Eastern Valley Way is an important northsouth link at the eastern edge of the town centre.

Belconnen to Florey Stage 1(former Busway) - Cohen Street to Coulter

This link involves the conversion of the former busway into a high quality,

12 Belconnen

1143 REPORT 240211

ACT Cycling and Pedestrian Network Priority Network for Capital Works SubSub-region

Rank

Project

Description

Drive, Belconnen – off road shared path

high speed cycle path to provide a high quality facility from Coulter Drive into the town centre. This project ranks higher than it might otherwise due to the opportunity to utilise the former busway alignment before other land uses can claim it. Appropriate crossing facilities will need to be provided at Coulter Drive to allow cyclists to turn right to continue north. The second stage (a separate project) would extend this path through Florey towards Melba, providing a high-quality, direct approach to Belconnen from the north west.

Chan Street and Cameron Street – Lathlain Street to Eastern Valley Way, Belconnen –cycle lanes

This project involves the provision of cycle lanes along Chan and Cameron Streets through Belconnen Town Centre, forming a direct link between the existing Aikman Drive lanes and the western part of Belconnen town centre.

As can be seen above, most town centres contain projects within the top 30, with the exception of Woden, which largely has lower scores, due to the generally lower levels of population and jobs within the immediate area, as well as lower relative cost effectiveness scores.

1143 REPORT 240211

B B BA A AR B B B A R R A TTT TO R R RT O ON O N NH O N H H N IG IGH H H HIG IG H HW IG H H H W WA A A A

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N N NEEE N N N EEEW WC W C CA C C C AS A SS SS STTT TTTLLLEEE EEES SS SS STTT R R REEE TTTR R R EE EEEE EE ETTT TTT

Inset B

AY AY AY HWAY HW HW AY AY GHW G G HIG HI HI HW HW G G OHI O O RO R R HI HI O O NAR NA NA R R ONA O O MO M M NA NA O O M M M EEE V IIV VEEE VV RRRIIIIV D DRRR DD DD N N NN NN O O O O O O Y Y Y NYYY NN NN AAAN L LL LL LAAA

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Inset C

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Legend Rank (New Model)

FIID FF FF F DG IID IID DD GEEE G G EEES STTT SS SS REEE TTTR RR RR EEEE ETTT EE EE T

1 to 10 11 to 20 21 to 30 31 to 50 Y YY YY AY A A A A WA W W HW H H W W H H IGH IG IG HIG H H IG IG H H OH O O RO R R O O AR A A R R NA N N A A ON O O N N MO M M O O M M M

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DAAA DDD D RW RRR R WIIN W NIIA IINN IN A IIAA IIA TTTE ERRR EEE RRR RAAA RR RR AACCCEE EEE

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D D D A A A D D AD A O O O OA R O R R RO R R R EEER RR R T T T T TEEER TT TT T T T O O O O C O C C CO C C

W W W AK AK WAK W W EF AKEF AK AK EF IE EFIE LD EF IE LD IELD IE AV LDAV LD AV EN AVEN AV EN UE ENUE EN UE UE UE

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DD AAADDD O O O O O AARRR RRRAAA R RRR IIAAR RRIIIA UUURRR

CO CO CO TT TT ER ER COTT CO CO TTER TT TT RO RO ERRO ER ER AD AD ROAD RO RO AD AD AD

U U U E EE EE N N UE U NU N N VVVEEEN A A EEEA AVVVEEE A A ID ID ID A A A IDEEE ID ID L L L A A A E E E L L L D D D E E E A A A D D AD A A

N N N E EN N E E G G GLLLE A AG G G A R RA A R R RR R A AR A Y YA A Y Y Y

D D D A AD D D A O OA A O R RO O R R E E ER RR R TTT TE TTT E TT E O OT O O C CO C

HINDMAR HINDMAR HINDMAR SH SH DRIVE DRIVE HINDMAR HINDMAR HINDMARSH SH SH SHDRIVE DRIVE DRIVE DRIVE

MA MA MA CA CA MA MACA RT CA CA CART RT HU RT RTHU HU R HU HUR AV R AV R RAV EN AV AVEN EN UE EN ENUE UE UE UE

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DD EEEDDD M M M M AAAM NNN NAA NNNN U UUU UNN

Inset A

BAA BB BB B AAAR RTT RRR TTTO O OOO G G NNNHH E EE EE G GGIINIIN UE UUU E E E INNNNNN HHHIIIG E E V VIIVV NU NNN GHHH IIV IIGG N N N G I I I I ALB ALB ALB R R R ERG ERG VEEE IIN VVV HHHW A ALB A ALB A ALBERG RRR STR STR STR ND NINN ERG ERG ERG W W D D EET EET EET V A A A W D D STR STR STR W D D D EET EET EET A A A DDE A AAA N NIINN E A EEE ER EEE YYY IIIN RR RRR NE NNN N HLLLLL HHH RA RRR AA AH AAA URRR ADDD AA UUU GA GG OU OO OO DDR GG O NG NNN B B RIIIIVIIVV UUUN RRR B B B H HHH H VVE GGUU GE E EE RTTTTT RRR IVE IVE DR DR OR OO OO IVE IVE IVE RA RA DR DR DRIVE ER ER RA RA RADR IND IND NO NNN ER ER ERRA NN NN GI GI GI IND IND INDER N NN NN NNIND GI GI GINN

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YYY Y AY A W WA W H HW W H H IG IG IGH H HIG IG IG H H A ALLLH A R RA A R E E R R E D D D E E EEE ED D D FFF FE F

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PROJECT TITLE:

ACT Cycling and Pedestrian Network DRAWING TITLE:

Tops 50 Projects - Location

FIGURE NO.

5.1 PROJECT NO.

CES01143 25/02/2011

BBBAAA AAR RR RR RTT TTTO OOO O NNN HHH HI I H GIGG GH IIG HH HWW HH W W WAAA AAY YY YY Y

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ET ET RE RE ET ET ET ST ST REET RE RE LL IL IL STRE ST ST LST LL NT NT ILL IL IL A A A NTIL NT NT ANT A A

PROJECT TITLE: DRIVE DRIVE GUNGAHLIN GUNGAHLIN GUNGAHLIN DRIVE DRIVE DRIVE GUNGAHLINDRIVE GUNGAHLIN GUNGAHLIN

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DRAWING TITLE:

Top 50 Projects - Inset A

FIGURE NO.

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PROJECT TITLE: E E IVE IV E IV E IV HDR H H DR DRIV RSH RS H RS H MARS MA RS MA NDMA ND MA ND HI HIND HI ND

Legend Rank (New Model)

EEE E V VE R R RIIIV IIVV D DR R R D D HD H SS SS SH R RS R A AR R A M M MA A D DM M M D D D IN IN IN H H H H H

ACT Cycling and Pedestrian Network DRAWING TITLE:

IND IND INDMAR MAR MAR MARSH SH SHDRI IND IND IND DRI DRIVE SH MAR MAR VE VE DRI SH VE DRI VE

1 to 10 11 to 20 21 to 30 31 to 50

Top 50 Projects - Inset B

FIGURE NO.

5.3 PROJECT NO.

CES01143 24/02/2011

H HIN H H H IND IN D DM D M MA D M M AR A R RS R SSS SH R H HD H H DR D RIV D D R IV IVEEE R R IV IV EEE

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FF FFIIIID DG D IID DD GEEE G G EEESS SST TRRR TT TT RRRE EEEE EE EE EEETT TT

PROJECT TITLE:

ACT Cycling and Pedestrian Network DRAWING TITLE:

Top 50 Projects - Inset C

FIGURE NO.

5.4 PROJECT NO.

CES01143 25/02/2011

ACT Cycling and Pedestrian Network Priority Network for Capital Works

6 RECOMMENDATIONS RECOMMENDATIONS Based on the outcomes of the investigations documented in this report and the consultation undertaken to date, the following recommendations are made to TAMS:

adopt the proposed network plans and trunk network and accessible route networks as shown on Figures 2.2, 2.4, 2.6, 2.8, 2.10, 3.1 in this report. These networks should be included in DS13; adopt and implement recommended priorities and create a works program; continue the biennial review of the pedestrian and cycle network and works program; based on the recommended network plans, further investigation is required into the following key projects: − − − − −

Bunda Street shared space opportunity; Hibberson Street shared space opportunity; Marcus Clarke protected bicycle lanes; London Circuit on-road facility; and Southern portion of the Civic Cycle Loop along Parkes Way.

Investigations need to include a detailed feasibility study of these opportunities, impacts on other modes and operation in these locations, cost effectiveness, detailed costing, further consultation with adjacent stakeholders to develop detailed and staged program of works. Access to Parliament House for commuter cyclists is an issue that has been raised a number of times through the community and stakeholder consultation processes. Presently access is provided via a number of on-road or off-road routes of varying standards, ranging from unsealed off-road paths to low speed streets with no formal on-road facilities. Preliminary investigations on potential improvements to access routes have been undertaken, however these will need to be further investigated with the NCA and security authorities. It is recommended that this work be undertaken outside the Infrastructure Priority Works program and the project incorporated into the program once the scope has been finalised. The lighting of Sullivans Creek Path should be considered a trial project to assess the effects of lighting off-road paths. Detailed information on cyclist and walker numbers, behavioural observations and crash statistics should be collected before and after the project is implemented and the results evaluated. If the trial is considered a success, other off-road paths should be considered for lighting as part of the next infrastructure priority review. Undertake a detailed safety and accessibility audit of accessible routes to refine proposed works. undertake a more detailed audit of missing links in the existing network; undertake a more detailed review of bicycle parking facilities to understand gaps and incorporate the implementation of these facilities into future works programs; develop a database to keep a record of all requests for additional footpath/cycleway works/identified deficiencies for input into future reviews.

1143 REPORT 240211

ACT Cycling and Pedestrian Network Priority Network for Capital Works

6.1 OTHER ISSUES The scope of the study is to identify infrastructure and prepare a works program, however during the process of undertaking these tasks other issues have been identified which could be considered by TAMS:

better coordination of road works program with cycle network delivery, as per DS13; greater consideration to be given in detailed design process of connections between on and off road facilities, as per DS13; increase level of funding for cycling and pedestrians â&#x20AC;&#x201C; Canberra has an extensive network of cycle facilities, however, due to issues such as climate change, rising fuel costs and increasing demand for other travel modes, more could be done to reach the targets set by the Government for cycling. Introducing new facilities has been proven to induce demand and encourage more people to cycle. In order to achieve this, additional funds need to be allocated to provision of cycling facilities. As an example, Brisbane City Council currently spends $25million per annum on the provision of cycle facilities. This equates to approx $66.70 per household. In comparison, the ACT Government recently announced proposed expenditure of $2million for capital works in the 2009/10 budget; staff resourcing - Creating an Active Travel team â&#x20AC;&#x201C; another positive contribution to achieving the targets for walk and cycle provision is to create a larger team within TAMS responsible for planning and implementing pedestrian and cycle facilities. Brisbane City Council currently has a team of seven people dedicated to doing this task. This has resulted in not only best practice facilities being developed in Brisbane, it has also enabled the integration of cycle facilities to be implemented into other Council projects, ensuring that cycling facilities are implemented in projects outside of the direct bikeways budget; behavioural change is an important aspect of encouraging modal shift. Actions and strategies which promote this are addressed in the Sustainable Transport Action Plan 2010-2016. It is recommended that this be adopted by the ACT Government.

1143 REPORT 240211

ACT Cycling and Pedestrian Network Priority Network for Capital Works Photograph Photograph 6.1

The Range of Facilities in Canberra

1143 REPORT 240211

APPENDICES

Appendix A Stakeholder Consultation Results and Outcomes

Cardno Eppell Olsen Pty Ltd ABN 82 095 614 154

Transportation and Traffic Specialists

Our Ref: CES01143 Date:

20 November 2009

DESIGN NOTE

Level 11 Green Square North Tower 515 St Paul’s Terrace Locked Bag 4006 Fortitude Valley Queensland 4006 Australia Telephone: 07 3310 2401 Facsimile: 07 3369 9722 Email: transportqld@cardno.com.au www.cardno.com.au/eo

SUMMARY OF FEEDBACK The purposes listed by the first 30 feedback forms received include a range of activities. The most common activity was commuting, however recreation, leisure and access to schools were also widely cited as reasons for walking and cycling. Suggestions for routes not included in the proposed network included a mix of short connections between existing networks, as well as suggestions for areas without any infrastructure. The responses are below: •

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too much attention given to on road cycle routes - this is not the trend in Europe. The health of the cycle network can be measured by the ratio of women and kids to lycra clad men ACT rates poorly; there is a need for a cycling route - on or off road - linking the western side of Northborne Avenue (Turner) to Limestone Avenue/Ainslie, for commuting and mountain biking; the West Lake to Civic route through ANU - Liversidge/Childers/Rudd Streets. This is an important alternative to having to cycle along Marcus Clarke Street which is currently quite dangerous; the on-road cycling on Ginninderra Drive should be completed. The map suggests that it is already completed. There are vital gaps (such as the North entrance to UC); Building road infrastructure should include, simultaneously, the building of infrastructure for bicycles and walking on an equal basis. On road cycle path on Ballumbir St linked with Barry Drive; Coulter Drive needs continual off-road cycleway between Belconnen Way and William Hovell Dr. This forms a vital link to the proposed off-road paths in Molongolo Valley; maybe better tracks around Dickson; Tharwa Drive from Johnson Drive going past Theodore and Ashley Drive heading towards Erindale Centre. At the moment there are no shoulders or cycle paths on these roads which are main feeder roads; Your map of the proposed civic cycling and facilities map shows that existing on-road fyacilities exist on currong st and Doonkuna St. They do not. They should be included in the proposed network; Campbell has almost no footpaths or cyclepaths, yet has increasing car density and a population including young families with strollers and elderly citizens who need footpaths and cycleways; Hawker and to a lesser extent Weetangera, Higgins and Holt residents who commute to the City or Woden have no cycle access, particularly off road cycle paths connecting to the path through Cook; Mugga Lane - it is a good route with little vehicular traffic from Tuggeranong to the Narrabundah/Kingston/Fyshwick area; Giralang - see ubd map38.g5 - a short 200m section of bike track; CIT is difficult to access by bicycle especially from the north along Coranderrk St; Iff road cycle path along Hindmarsh Drive from Woden all the way through to Fyshwick. This is a very busy road and high speed - desperately needs a cycle lane (on road) and an off-road path even better;

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I think the rest of Bunda Street and Allara Street should be made into a shared space or have a cycleway as there is a disconnect between the two. I use this to get to Civic quite often; I currently commute from Cook to Woden via the off-road 'community path'. It is very indirect, rough and dark in winter months. It would be terrific if a more direct route was created that was suitable for commuting rather than just being a dual purpose recreational path. I do not think an on-road path is that feasible as the speed limit for the Tuggeranong parkway is too high, on-road cycling would require dangerous crossings and Canberra drivers are generally uncomfortable with sharing the road; all existing routes are not shown on the map - the bike path goes all the way around Lake Tuggernong but not shown on your map; there is no path that allows me to reach the the suburbs in western creek closer, coming from the coolemen court path (passing under Namatjira drive) it currently terminates at Hindmarsh drive leaving me to get to Waramanga via thin footpaths filled with bumps, wheely bins, pedestrians, and people using electric moblity scooters, these paths are also all at right angles which are too sharp to ride at speeds using clip-in pedals. Also there is currently no cycling path for reaching the centre of the ANU, although the map shows a path connecting Barry drive with Parkes way, beside north road, this path in fact becomes simply a footpath at the start of sullivans creek road untill it reaches the bridge at fellows road, it then turns into a gravel path after untill it reaches ward road, there is a fork before the gravel but that simply runs down to Darran road where it terminates with an unannounced dead-end with a construction fence. Furthermore to reach this path coming south from the path following parkes way, after crossing the parks way bridge there is an extremely acute angle required to take the path that goes underneath the bridge. missing links via Launceston/Devonport Streets (and a way-too-steep section from the Melrose Drive pedestrian underpass heading towards Weston Creek). Need better access Woden to Duffy/Molonglo; the existing off-road cycling along Atthlon Drive (Mawson to Woden) is not indicated on the map. I hope that's a mistake, and not part of the proposal. An off road next to Adelaide Ave would be good; utilise the old rail tracks 'rail trails' - a combined initiative w NSW govt to use the KingstonCooma track; cycle routes around the Southlands/Mawson shops haven't been considered. Existing cycle routes deposit cyclists at the shops, without providing a safe and efficient bypass route; not that I can see. However, existing main commuter routes should remain or be replaced (current construction at the eastern side of Woden is a case in point; on road and separate cycle ways along the same road are a total waste of taxpayers money, either one or the other please; most of Bunda Street should be closed to car traffic. It's already ridiculous during lunchtime especially, and a shared zone could be dangerous to all road users; Mugga Way does not really have an off-road cycle way. It has a narrow path against hedges where cars coming and going from the houses can't see the bicycles. Narrow Kent Street needs off-road path; Civic Map on road cycling - from Anzac Pde to Commonwealth Ave down ramp. A number of cyclists use this section of road and there is no edge or breakdown lane until you get to the pedestrian overpass; Yarralumla - near novar street roundabout - the well-worn track linking dudley street with kintore street needs ashphalt and make better access to track by widening space between posts on kintore st; I won't mix it with traffic....i like my life too much to end up under a bus. I want a seperate, really eperate cycleway along Northbourne Ave. the current arrangement is very dangerous; they’re good; all urban streets should have a white line painted on them delineating space for cyclists. This would be an excellent traffic calming measure; link from Rudd St to Childers street for getting into ANU from the east side of Civic;

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I live in Hannan Crs Ainslie. There are some useful cycle paths in the inner north, but there is no path linking me to my local shops, and the only dedicated path to the city is rather circuitous; not that I can see for the routes that I use regularly; Corrina St Woden - off road or Copenhagen lanes to give access to supermarkets and to link to proposed off rd to Townsend St Put on road along full length of Kitchener to link Garran and Hughes; an underpass system or pedestrian traffic light system at the intersection of Athllon and Sulwood Drives to better link the Tuggeranong Valley and Woden Valley and to make the crossing safer for kids; my work travel route is between Kaleen and CSIRO Sustainable Ecosystems on the Barton Highway. At present the connectivity between the two is circuitous. Any improvements would be welcome; footpaths in my suburb - lyneham. I am constantly forced to take my toddlers pram onto the road b/c of lack of footpaths; Canberra’s older suburbs have very good off-road pedestrian and cycle access. All new suburbs and developments should reflect this and be discouraged from incorporating onroad cycle paths. Existing off-road paths should not be built over - I hope that this move to on-road cycle lanes is not an attempt to free up public land for housing or other construction; how are you linking north bound Yamba Drive to Yarra Glen? Hospital needs bike access and facilities; a lot of cyclist ride through Glebe park into the city. I suggest bike routes that connect to the park into/around the city. (I note that Currong St is shown with an existing cycle facitility - it doesn't have one. this is a route many take into/across town. this route should be planned for - ie direct route along currong and into/through town. Also - the map shows an existing off road cycle facility from London Circuit along University avenue. From memory- there is none, but it is an important route, if you want to get around town to ANU. there has to be a safe way of turning right from London Circuit down Uni Ave to ANU; safe crossing of Barton Hway for those coming from Belconnen & Civic - Issue for CSIRO staff as well as those going to Mitchell, track through nature park S of Palmerston (if environmentally-viable).

Some disagreements with the proposed routes were noted from the feedback, with some concerned about the feasibility of some proposed routes, mostly from a safety perspective. The responses are contained below: • • • •

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Complete off road connection from City, Woden, Inner South and Belconnen to airport. Not enough attention to walking; I think Bunda Street at the North Quarter should not have any street-side parking, and instead have a Copenhagen bike lane; Kent St should be off-road - on the Hughes side, because the road is too busy and narrow for on-road; Bunda Street shared treatment should go all the way to Allara Street. Off-road lanes only work if right-of-way is given to cyclists at intersections and round-a-bouts. Dutch and Danish style lanes!!!; Proposed on road cycle lines isabella drive and erindale drive, bike path does run paraellel, though it would be a good idea to link the footpath with the thawra drive footpath. road also narrow; There are many proposed cycle routes that just end without being linked up to others. This is a major issue. Routes like that of the Ainslie Avenue should continue somewhere and link up; The map shows EXISTING on-road cycle facilities on Athllon Dr in Woden. There is NOTHING on Athllon Drive that could be called a "cycle facility"; The proposed off-road cycleway along Barry Dr/Belconnen Way will be very steep and is unlikely to be used. A better path is along Dryandra, linking up with the existing path through Oconnor and Bruce;

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For the new path from the intersection of William Hovell Dr & Coppins Crossing Rd to Cotter Rd, I suggest that the path leads past the Stromlo Forest Park to encourage cyclists off Coppins Crossin Rd; As much off road as possible, riding on the road is dangerous for cars and bike riders; South side of Ginninderra Dve, between UC and Aikman Drive. The path is a combination of on road and rough form off road with no formed entry/exit between them or a painted path across the entry to UC; I would prefer more off-road cycle/pedestrian paths, or separated cycle lanes, such as those suggested in the Pedal Power submission. Cars park over cycle lanes if they're not specifically separated; Proposed cycleways in Campbell need to be off-road. Footpaths and cycleways are needed to get to local and city shops. Creswell Street is an obvious candidate for an off road combined path; There are greater priorities, such as improving existing paths and creating access as described above; the on-road cycling in Marcus Clarke St north end is dangerous. Need off-road facility here too; Proposed Himdmarsh Drive path between Woden & Fyshwick should be off-road; I think they are all worthwhile but have a preference for decent off-road paths that don't require mixing it with cars. I also think that the road/path connections around Woden force cyclists to mix with workers looking to park in the morning - they are invariably concerned more about getting a park than obeying road rules or giving way to cyclists. The Furzer Street intersections are a nightmare for cyclists and pedestrians; Some disconnected bits - what happens on Soward Way? The route along Erindale Dr into Monash - is it proposed just to stop, shouldn't it perhaps go all the way to the bike path aslong isabella Dr?; I think all cycling routs should be off road (e.g. off-road cycling paths should be further developed and better maintained. Any 'on-road' cycling lanes are not safe and we're witnessing more and more cyclists being hit by motor vehicles; The Woden path running along Hindmirsh drive currently terminates at Melrose drive, preventing easy access to Phillip and instead requiring a lengthy detour to safely reach town send street, I have ridden where I think this path should be and there is currently nothing but gravel with some existing path lips giving the impression that a path has been removed. proposed Himdmarsh Drive path between Woden & Fyshwick should be off-road; I think both on-road and off-road routes should be made available, where possible. I would also like to see some routes left unsealed, to meet the needs of equestrians and joggers; there are too many and they encroach on non-cyclist's rights; not on main roads where traffic competes; direct, off-road route between Woden and Civic . Parallel to Adelaide Ave would be ideal. 80km zone traffic is unsafe for non-athletic commuters. Recreational route via lake is too long/tortuous; Athlon Dr needs onroad paths as Melrose Dr path ends and takes you to offroad path which requires maintenance and is slow; unless you keep up the repainting of the lines the whole project is futile, many of the existing on road markings are so faded they are impossible to see at night or in wet weather; most of Bunda Street should be closed to car traffic. It's an accident waiting to happen; Mugga Way does not really have an off-road cycle way. It has a narrow path against hedges where cars coming and going from the houses can't see the bicycles. Narrow Kent Street needs off-road path; too much emphasis on on-road bike facilities where the existing road is narrow and busy, and unsafe for cyclists, especially during peak periods, e.g. Majura Avenue, Dickson/Ainslie border. Marcus Clarke St can be busy, and is the way from the inner north-west down to the lake for recreation. It would be nice to see an off-road cycle route option along this entire street; in principle I believe there should be more off-road paths, but with proper buffer zones (e.g. screening plants) between roadways and cycle lanes on-road routes are acceptable;

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not clear that Civic proposals adopt all of Pedal Power’s proposed Civic loop – adopt it all; new off road route at between Kaleen and Mitchell goes through CSIRO. Strongly agree that the link should be made (have been lobbying for this for years) but should be adjacent to Bellenden St; I would always prefer off-road cycling routes. I'm particularly happy about the proposed Ainslie Ave, Limestone and Macathur Ave cycle routes; the main north side route to Civic moves along the path on Watson St. Turner and then crosses Barry Drive for perhaps 100 metres and then vanishes You cant actually get to civic on a marked path; there should be absolutely no bike lanes on any arterial roads. I am strongly opposed to any extension of on-road bike lanes to other ACT roads and would like to see the existing lanes removed as far as possible. I have viewed the maps provided on the Pedestrian and Cycling Infrastructure Review website and am appalled at the extent of the proposed onroad cycle lanes; there should be no bike lanes that compromise the safety and amenity provided by existing arterial or high-traffic roads. I am strongly opposed to any extension of on-road bike lanes and would like to see the existing lanes removed or redesigned. I have viewed the maps provided on the Pedestrian and Cycling Infrastructure Review website and am appalled at the extent of the proposed on-road cycle lanes; Johnston can be tricky for drivers in peak hour. I think it will be better off road. There are so many roundabouts that require drivers to wait. Cyclists would be stuck and may inconvenience drivers; everywhere (town centre, hospital, etc) needs big convenient parking for bikes, bike trailers, cargo bikes, trikes; the more off road (Copenhagen style) the better, as long as they connect up well; Parkes Way looks potentially dangerous? And there's a gap - what to do there? Related to 2 above (not enough typing space): crossing of Barton will be important for those living at Crace also.

The majority of the comments on the overall network were positive and enthusiastic. There were also comments on the feasibility of some proposals, with some respondents questioning the wisdom of onroad cycle facilities. All responses are provided below: • • • •

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An off road link along La Perouse St in Redhill is proposed in the Trunk Network map - How will this be achieved ?; It's just great that some serious thought is going into this; Pleased to see the Red Hill Saddle and Ipswich Street are being considered; From a safety and cycling encouragement point of view, motorists need one rule: give way to cyclists. The design of all infrastructure must follow this rule. Less cars, more bikes! For all our sake; There is no current off-road route parallel to Benjamin Way in Belconnen as depicted in the map. There is also no cycle route through University of Canberra; More infrastructure to park bicycles in sheltered spots is needed. New buildings/carparks need to include facilities for bicycles like secure racks and change facilities; Before you call something a "cycle facility", ask a cyclist what they think of it; The increase in off-road cycle paths through town centers is a great idea!; I suggest the walk/cycle path alongside Gungahlin Dr between Barton Hwy and Bellenden St have an underpass at stormwater easement halfway, to reduce cyclists crossing at Bellenden intersection; I am very excited to hear of the additions to existing cycling infrastructure especially those running from Tuggeranong to Woden and Civic as current bikepaths are limited; Please make it highly visable where one path joins another. I had an accident last week where another rider crashed into me as they didn't see me coming on the path. Make paths as wide as possible too; It's very exciting and I am looking forward to being able to use more direct roads/routes safely when cycling; To continue, the route is marked as 'existing' but it doesn't really exist at all. An upgarde would be appreciated;

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Off road cycleways are preferable for safety as they separate bikes from vehicles; Improve existing routes. Create paths where there is no access as described above; The network, as described in the plan, with its combination of on and off road cycle lanes, will make Canberra the best location for cycling in Australia, particularly for the young and inexperienced; a couple of small improvements would increase the utility of the network for me...The existing shared use footpath alongside Mouat Street betw Northbourne and Gininderra is narrow, poorly aligned and crosses busy intersections/driveways. Could the new off-road path through southwell park continue on the north side of mouat street to northbourne? some bridge work over the stormwater drain would be required, thsi would be a significant safety and time improvement for riders to the city coming down from ellenborough and gungahlin drive and reverse. where the pedestrian bridge crosses belconnen way into aranda, coudl teh cycle path be extended to connect up with bandalong crescent? the existing zig-zag footpath route is dangerous; the footbridge across Coranderrk St at CIT ends with steps! It's not easy to use by bicycle. Also behind the convention centre it is difficult to find the path; Its looks comprehensive and fantastic, the main reason I moved to Canberra recently. Just needs completion asap for Canberra to be a world class cycling city; I would like to see consideration given to ensuring safe crossing facilities on busy roads in areas surrounding schools (not just roads immediately adjacent to schools). For example, my children would need to cross Officer Crescent, Ainslie to get to school, then Sherbrooke St (which, incidentally IS immediately adjacent to Nth Ainslie Primary and has no crossing on it), both of which are very busy roads at 9am. My understanding is that studies have shown that children under the age of 12 (ie all primary school aged children) are not equipped to make safe judgements about approaching traffic. Given this, the increasing rates of childhood obesity linked to inactivity and the environmental benefits of reducing road traffic, I urge the ACT government to consider providing safe crossing facilities so that ALL children residing in a suburb can make their way safely to their local primary school. Thanks; ery pleased to see shared space on Bunda Street. Also very pleased to something proposed for Marcus Clarke Street which is very bad for cyclists at the moment; I would prefer more dedicated, well lit, flat and safe off-road paths rather than being forced to cycle beside cars; 'On-road' cycling lanes should be abolished as they are not providing safe cycling environment; I think overall the network looks suitable, I would like to less dead-end bike paths, better bike access to built up areas, more path lips (allowing bikes to cross gutters) and smooth paths, as a long distance commuter using a racing bike, bumpy footpaths at right angles and gravel tracks simply aren't an option. Most importantly I strongly recommend the removal of the white barriers placed on certain cycle and footpaths, they are simply dangerous, forcing cyclist and pedestrians into the same narrow area one which is very difficult for a cyclist to even get through. There is currently one in the underpass between Melrose drive and Chappell St and another one across the road from the corner of Nemerang crescent and Larakia St. Also I would like to suggest the usefullness of simply adding dividing line on already suitably wide pedestrian paths, this can greatly enhance the use of these paths by cyclists as it sends a strong messsage to pedestrians to be aware of how they are using the path, I find that no matter how wide the path is that without a line it is still difficult to navigate use efficiently on a bicycle if there are any more than one or two pedestrians. delighted to see proposed link Devonport St - Cotter Road (avoids killer hills on Heysen St). Please give this top priority, but also improve access through Lyons to Woden; who is paying for it? they will cost too much; can you please also ensure that where bike paths come down to the road, there are sufficient curb-ramps; the Tuggeranong map includes 'existing on-road facilities' all the way along Tharwa Dr. I'm pretty sure they vanish across the bridge (but it's been a while since I've checked); no on main arterial roads with traffic turning off in peak hour;

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major commuting routes (between town centres) should be direct, and physically separated from fast traffic, not just painted lines on the road; the proposed routes in Townshend St. Phillip will allow me much safer access to areas I normally shop; the map you've provided has some errors in it. Athlon Dr doesn't have onroad cycle facilities at the moment, see previous comment; assumption - road lines on map are for both sides of the road and not single side as drawn. I would love to see a Lake Burley Griffin Cycle Circuit. I have tried to ride a lap of the lake but there are a few spots where paths intersect and it is not obvious which way to go. I went the wrong way a few times. I strongly suggest something similar to the Menzies Walk Path being developed but called the Burley Griffin Cycle Circuit. It needs very strong signage with, I suggest, a sort of stylised cartoonish style sign every 500 metres which shows the circuit in full and a "you are here" dot. This has huge potential for this city. The new directional signs appearing on bike paths now are terrific so keep putting more up but please do a proper circuit of the lake (all the big lakes in Canberra would benefit from this in fact as they all have the same problems as Burley Griffin in terms of ease of circling OR NOT); too much emphasis on on-road bike facilities where the existing road is narrow and busy and unsafe for cyclists, especially during peak periods, e.g. Majura Avenue, Dickson/Ainslie border; the more the better the sooner. Get on with removing automobiles from city and urban centres! as per comments above, all urban streets, when made or re-surfaced, should have bike lanes marked on them with a bit of white paint!; I am very impressed with the proposed network, and it will make it much easier for me to cycle in places that I currently find difficult and/or dangerous on a regular basis; just that I'm very grateful to the government for their efforts in this area, and for the opportunity to air my opinion; very pleased to see a better path proposed for the city end of Barry Drive; applaud off roads: beside QBN-Cooma rail line, through fyshwick and from fys to pialligo, from muggaway across to garran and from lyons to cotter road for new Molonglo; it is good to see Canberra will be better linked; for off road cycle paths, more regular indications of directions; proper crossing facilities are needed at corner Bellenden St and Barton Highway. At least an island refuge is needed; great to see improved cycle access in many areas. See also suggestion in Q2; Brigalow St, Lyneham - Brindabella Christian college has just build a new car park. There are not signes to watch for pedestrians on the footpath across this car park entry; I'm very happy to see the plan addressing the lack of cycle paths on the eastern side of Northbourne ave, particularly on Limestone Ave. I ride from Reid to Bellenden St, Crace, to work; ps. these forms dont allow for detailed responses - andre.zerger@csiro.au if you require expanson on Q3. Better connectivity on marked paths into Civic...all offroad paths vanish just before civic;

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The ACT Government, in proliferating on-road bike lanes, has chosen the cheapest option rather than the most effective or the option best suited to all of Canberra’s road users. Canberra’s design has numerous walking paths linking the town centres that could be better utilised for bikeways. Off road bikeways could be safely used by a much wider range of Canberrans, such as schoolchildren. Reducing the number of lanes on major roads to accommodate bike lanes has seriously added to the problem of congestion in the ACT. It has also added an additional element of danger to already congested and difficult chokepoints such as on and off ramps and merging lanes. It both endangers riders and disadvantages other users of road transport. Rather than attempting to alleviate congestion by offering ACT residents a modern, efficient public transport system, the ACT Government has sought to encourage bike-riding in a short-sighted way designed to pose them the least cost. This ‘encouragement’ is achieved by degrading the amenity of existing commuters and attempting to make travel by car as unpalatable as possible. I strongly believe that in its aggressive pursuit of a policy of on-road bike paths, the ACT Government is wasting money that would be better spent on a more considered and holistic approach to ACT roads and on modernising the ACT’s public transport system. Encouraging bike riding should not be undertaken by further reducing the amenity of existing road users, with illconsidered cycle route planning and design that puts cyclists themselves in physical danger. It should also be remembered that on-road cycle lanes are being paid for by motor vehicle owners, the majority of whom will not benefit from the cycle lanes even if the ACT Government’s target of walking and cycling making 14% of all journeys made to work by 2026 is met. Any degradation in the amenity of ACT roads must not be undertaken without commensurate reduction in registration fees for motor vehicle commuters. Bicycles are not registered or insured nor identifiable in the case of an accident. Regardless of who may be at fault in an accident between a bicycle and a car, the burden of insurance rests solely on the motorist. It is irresponsible for the ACT Government to encourage greater numbers of cyclists on roads. My decision not to ride to work is largely based on factors that the ACT Government cannot influence and the presence of bike lanes cannot alleviate weather distance / travel time from home to work the availability of clean and safe changerooms, showers, lockers and ironing facilities at work the irregular/extended nature of my work hours my after-work commitments Publicly-provided change facilities would not increase my use of cycling to travel and I believe would be an excessive waste of the ACT Government’s resources. Public toilets in the ACT are poorly-maintained as it is – they are unsafe, unclean and frequently out of service. I would not expect these changing facilities to be any better and they would only add to the existing maintenance burden; good idea, best off road cycle lanes though. The on road ones just melt away at intersections and cause delays for motorists waiting for slow bikes; change law requiring cyclists to dismount at pedestrian crossings. Cars need to give way to mounted cyclists; Parkes Way looks potentially dangerous? And there's a gap - what to do there? Related to 2 above (not enough typing space): crossing of Barton will be important for those living at Crace also; it is a great pity that to get from east to west when cycling or walking, you have to go around (using roads) and can't go under the town centre! it would encourage people to walk and cycle if the route was more direct. (I work at ANU).

Many respondents suggested more bike parking facilities, particularly in retail areas as well as Civic. Some respondents also cited the need for more support facilities. The responses provided are below: • •

Off road routes would be a greater encouragement; There is never enough bike parking in the city, around entrances to the Canberra Centre and the North Quarter;

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Secure parking is a must. I would personally like good parking facilities at Cooleman Court. I think this would encourage more shopping trips by bike. Hopefully it is not vandalised; In carparks and in work buildings; Bike racks at ALL shops. Public shower facilities (coin-op if necessary) at the major shopping hubs; Shopping centers, Bunnings, More Secure options in Civic and Woden; Woden, Civic and Fyshwick; More bike locks in civic and Dickson. Free (or discount) travel on ACTION if you have a bike. Better lighting around Reid and Commonwealth park; in town centres and recreational areas such as parks and lakes; I'd like to see them incorporated into car-parking facilities in town centres and civic; The only reason I say no is that the places I generally ride are already well served for these facilities (provided by work or the sporting club); more bike lockers in Civic!; bike parking is a bit limited around CIT Reid; Manuka and Kingston Shops, and Canberra Hospital. yes. But best achieved through employer, rather than government provided. Government should focus on safe, well maintained paths and cycle lanes; wherever possible. It would be nice to encourage work places to install more lockers, ironing-boards, showers etc; it might decrease it, considering some of the road 'improvements' I have seen in this city. The cycle paths I use are fine (I ride 30km to work and back -- each way). Just get rid of the glass; from Florey to City/ Lyneham; yes, cycle trails into the countryside as country roads are dangerous. Use some old rail tracks eg railtrails.com.au adding tourist facilities; bike Lockers or safer bike parking areas around the Woden Centre would lead me to visit there by bike more often; I would cycle regardless of them, but they should still be provided; deal with broken glass on roads and ban glass beer bottles or have bottle refund - this is becoming a major disincentive to ride; heart of civic. Civic Centre needs heaps more bike parking facilities. Likewise, the bus interchange in Civic; more bike parking is needed on Lonsdale Street; more bike parking would be useful, and lockers where morons can't wreck your bike are also handy. Change facilities? You don't need a lycra outfit to ride a bike!; more parking and lockers at shops. Lockers can have electronic timing and be bookable at major shopping centres, just like lockers at gyms & pools; around the office buildings in Woden not just near the bus station; yes; bike lockers at new Belconnen Bus interchange so I can commute from there to Civic; bike locking areas are the main requirement - particularly around the canberra centre in Civic; great idea, especially for those that can ride to a stop that has an express bus; secure bike and bike trailer parking at airport, more parking for bikes, bikes with trailers, cargo bikes, and trikes at facilities. In Woden this includes at Woden, Phillip and Hospital. Laws See Q.4; bike parking ie. things to lock up to (these are even limited near Canberra Centre and are often full when I visit).

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Cardno (NSW) Pty Ltd ABN 95 001 145 035

Transportation and Traffic Specialists

Our Ref

Level 3 910 Pacific Highway Gordon, NSW 2072 Australia Phone: 61 2 9496 7700 Fax: 61 2 9499 3902 Email: sydtraffic@cardno.com.au www.cardno.com.au

CES01143

Date 07 December 2009

CONSULTATION FEEDBACK 1 SUMMARY OF FEEDBACK 1.1

Reason for Travel

1.2

The travel purposes listed by the feedback forms received include a range of activities. The most common activity was commuting, however recreation, leisure and access to schools were also widely cited as reasons for walking and cycling.

Route Suggestion

Suggestions for routes not included in the proposed network included a mix of short connections between existing networks, as well as suggestions for areas without any infrastructure. The responses are below:

too much attention given to on road cycle routes - this is not the trend in Europe. The health of the cycle network can be measured by the ratio of women and kids to lycra clad men - ACT rates poorly;

there is a need for a cycling route - on or off road - linking the western side of Northborne Avenue (Turner) to Limestone Avenue/Ainslie, for commuting and mountain biking;

the West Lake to Civic route through ANU - Liversidge/Childers/Rudd Streets. This is an important alternative to having to cycle along Marcus Clarke Street which is currently quite dangerous;

the on-road cycling on Ginninderra Drive should be completed. The map suggests that it is already completed. There are vital gaps (such as the North entrance to UC);

Building road infrastructure should include, simultaneously, the building of infrastructure for bicycles and walking on an equal basis. On road cycle path on Ballumbir St linked with Barry Drive;

Coulter Drive needs continual off-road cycleway between Belconnen Way and William Hovell Dr. This forms a vital link to the proposed off-road paths in Molonglo Valley;

maybe better tracks around Dickson;

Australia ● Belgium ● Indonesia ● Kenya ● New Zealand ● Papua New Guinea United Kingdom ● United Arab Emirates ● United States ● Operations in 60 countries

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

Tharwa Drive from Johnson Drive going past Theodore and Ashley Drive heading towards Erindale Centre. At the moment there are no shoulders or cycle paths on these roads which are main feeder roads;

Your map of the proposed civic cycling and facilities map shows that existing on-road facilities exist on currong st and Doonkuna St. They do not. They should be included in the proposed network;

Campbell has almost no footpaths or cyclepaths, yet has increasing car density and a population including young families with strollers and elderly citizens who need footpaths and cycleways;

Hawker and to a lesser extent Weetangera, Higgins and Holt residents who commute to the City or Woden have no cycle access, particularly off road cycle paths connecting to the path through Cook;

Mugga Lane - it is a good route with little vehicular traffic from Tuggeranong to the Narrabundah/Kingston/Fyshwick area;

Giralang - see ubd map38.g5 - a short 200m section of bike track;

CIT is difficult to access by bicycle especially from the north along Coranderrk St;

If road cycle path along Hindmarsh Drive from Woden all the way through to Fyshwick. This is a very busy road and high speed - desperately needs a cycle lane (on road) and an off-road path even better;

I think the rest of Bunda Street and Allara Street should be made into a shared space or have a cycleway as there is a disconnect between the two. I use this to get to Civic quite often;

I currently commute from Cook to Woden via the off-road 'community path'. It is very indirect, rough and dark in winter months. It would be terrific if a more direct route was created that was suitable for commuting rather than just being a dual purpose recreational path. I do not think an on-road path is that feasible as the speed limit for the Tuggeranong parkway is too high, on-road cycling would require dangerous crossings and Canberra drivers are generally uncomfortable with sharing the road;

all existing routes are not shown on the map - the bike path goes all the way around Lake Tuggernong but not shown on your map;

there is no path that allows me to reach the the suburbs in western creek closer, coming from the coolemen court path (passing under Namatjira drive) it currently terminates at Hindmarsh drive leaving me to get to Waramanga via thin footpaths filled with bumps, wheely bins, pedestrians, and people using electric moblity scooters, these paths are also all at right angles which are too sharp to ride at speeds using clip-in pedals. Also there is currently no cycling path for reaching the centre of the ANU, although the map shows a path connecting Barry drive with Parkes way, beside north road, this path in

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

fact becomes simply a footpath at the start of sullivans creek road untill it reaches the bridge at fellows road, it then turns into a gravel path after untill it reaches ward road, there is a fork before the gravel but that simply runs down to Darran road where it terminates with an unannounced dead-end with a construction fence. Furthermore to reach this path coming south from the path following parkes way, after crossing the parks way bridge there is an extremely acute angle required to take the path that goes underneath the bridge.

missing links via Launceston/Devonport Streets (and a way-too-steep section from the Melrose Drive pedestrian underpass heading towards Weston Creek). Need better access Woden to Duffy/Molonglo;

the existing off-road cycling along Atthlon Drive (Mawson to Woden) is not indicated on the map. I hope that's a mistake, and not part of the proposal. An off road next to Adelaide Ave would be good;

utilise the old rail tracks 'rail trails' - a combined initiative w NSW govt to use the Kingston-Cooma track;

cycle routes around the Southlands/Mawson shops haven't been considered. Existing cycle routes deposit cyclists at the shops, without providing a safe and efficient bypass route;

not that I can see. However, existing main commuter routes should remain or be replaced (current construction at the eastern side of Woden is a case in point;

on road and separate cycle ways along the same road are a total waste of taxpayers money, either one or the other please;

most of Bunda Street should be closed to car traffic. It's already ridiculous during lunchtime especially, and a shared zone could be dangerous to all road users;

Mugga Way does not really have an off-road cycle way. It has a narrow path against hedges where cars coming and going from the houses can't see the bicycles. Narrow Kent Street needs off-road path;

Civic Map on road cycling - from Anzac Pde to Commonwealth Ave down ramp. A number of cyclists use this section of road and there is no edge or breakdown lane until you get to the pedestrian overpass;

Yarralumla - near novar street roundabout - the well-worn track linking dudley street with kintore street needs ashphalt and make better access to track by widening space between posts on kintore st;

I won't mix it with traffic....i like my life too much to end up under a bus. I want a seperate, really eperate cycleway along Northbourne Ave. the current arrangement is very dangerous;

theyâ&#x20AC;&#x2122;re good;

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

all urban streets should have a white line painted on them delineating space for cyclists. This would be an excellent traffic calming measure;

link from Rudd St to Childers street for getting into ANU from the east side of Civic;

I live in Hannan Crs Ainslie. There are some useful cycle paths in the inner north, but there is no path linking me to my local shops, and the only dedicated path to the city is rather circuitous;

not that I can see for the routes that I use regularly;

Corrina St Woden - off road or Copenhagen lanes to give access to supermarkets and to link to proposed off rd to Townsend St Put on road along full length of Kitchener to link Garran and Hughes;

an underpass system or pedestrian traffic light system at the intersection of Athllon and Sulwood Drives to better link the Tuggeranong Valley and Woden Valley and to make the crossing safer for kids;

my work travel route is between Kaleen and CSIRO Sustainable Ecosystems on the Barton Highway. At present the connectivity between the two is circuitous. Any improvements would be welcome;

footpaths in my suburb - lyneham. I am constantly forced to take my toddlers pram onto the road b/c of lack of footpaths;

Canberraâ&#x20AC;&#x2122;s older suburbs have very good off-road pedestrian and cycle access. All new suburbs and developments should reflect this and be discouraged from incorporating on-road cycle paths. Existing off-road paths should not be built over - I hope that this move to on-road cycle lanes is not an attempt to free up public land for housing or other construction;

how are you linking north bound Yamba Drive to Yarra Glen? Hospital needs bike access and facilities;

a lot of cyclist ride through Glebe park into the city. I suggest bike routes that connect to the park into/around the city. (I note that Currong St is shown with an existing cycle facitility - it doesn't have one. this is a route many take into/across town. this route should be planned for - ie direct route along currong and into/through town. Also - the map shows an existing off road cycle facility from London Circuit along University avenue. From memory- there is none, but it is an important route, if you want to get around town to ANU. there has to be a safe way of turning right from London Circuit down Uni Ave to ANU;

safe crossing of Barton Hway for those coming from Belconnen & Civic - Issue for CSIRO staff as well as those going to Mitchell, track through nature park S of Palmerston (if environmentally-viable).

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

1.3

Route Modification Requests

Complete off road connection from City, Woden, Inner South and Belconnen to airport. Not enough attention to walking;

I think Bunda Street at the North Quarter should not have any street-side parking, and instead have a Copenhagen bike lane;

Kent St should be off-road - on the Hughes side, because the road is too busy and narrow for on-road;

Bunda Street shared treatment should go all the way to Allara Street. Off-road lanes only work if rightof-way is given to cyclists at intersections and round-a-bouts. Dutch and Danish style lanes!!!;

Proposed on road cycle lines isabella drive and erindale drive, bike path does run paraellel, though it would be a good idea to link the footpath with the thawra drive footpath. road also narrow;

There are many proposed cycle routes that just end without being linked up to others. This is a major issue. Routes like that of the Ainslie Avenue should continue somewhere and link up;

The map shows EXISTING on-road cycle facilities on Athllon Dr in Woden. There is NOTHING on Athllon Drive that could be called a "cycle facility";

The proposed off-road cycleway along Barry Dr/Belconnen Way will be very steep and is unlikely to be used. A better path is along Dryandra, linking up with the existing path through Oconnor and Bruce;

As much off road as possible, riding on the road is dangerous for cars and bike riders;

South side of Ginninderra Dve, between UC and Aikman Drive. The path is a combination of on road and rough form off road with no formed entry/exit between them or a painted path across the entry to UC;

I would prefer more off-road cycle/pedestrian paths, or separated cycle lanes, such as those suggested in the Pedal Power submission. Cars park over cycle lanes if they're not specifically separated;

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

Proposed cycleways in Campbell need to be off-road. Footpaths and cycleways are needed to get to local and city shops. Creswell Street is an obvious candidate for an off road combined path;

There are greater priorities, such as improving existing paths and creating access as described above;

the on-road cycling in Marcus Clarke St north end is dangerous. Need off-road facility here too;

Proposed Himdmarsh Drive path between Woden & Fyshwick should be off-road;

I think they are all worthwhile but have a preference for decent off-road paths that don't require mixing it with cars. I also think that the road/path connections around Woden force cyclists to mix with workers looking to park in the morning - they are invariably concerned more about getting a park than obeying road rules or giving way to cyclists. The Furzer Street intersections are a nightmare for cyclists and pedestrians;

Some disconnected bits - what happens on Soward Way? The route along Erindale Dr into Monash - is it proposed just to stop, shouldn't it perhaps go all the way to the bike path aslong isabella Dr?;

I think all cycling routs should be off road (e.g. off-road cycling paths should be further developed and better maintained. Any 'on-road' cycling lanes are not safe and we're witnessing more and more cyclists being hit by motor vehicles;

The Woden path running along Hindmirsh drive currently terminates at Melrose drive, preventing easy access to Phillip and instead requiring a lengthy detour to safely reach town Send Street, I have ridden where I think this path should be and there is currently nothing but gravel with some existing path lips giving the impression that a path has been removed.

proposed Himdmarsh Drive path between Woden & Fyshwick should be off-road;

I think both on-road and off-road routes should be made available, where possible. I would also like to see some routes left unsealed, to meet the needs of equestrians and joggers;

there are too many and they encroach on non-cyclist's rights;

not on main roads where traffic competes;

Direct, off-road route between Woden and Civic. Parallel to Adelaide Ave would be ideal. 80km zone traffic is unsafe for non-athletic commuters. Recreational route via lake is too long/tortuous;

Athlon Dr needs onroad paths as Melrose Dr path ends and takes you to offroad path which requires maintenance and is slow;

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

unless you keep up the repainting of the lines the whole project is futile, many of the existing on road markings are so faded they are impossible to see at night or in wet weather;

Most of Bunda Street should be closed to car traffic. It's an accident waiting to happen;

Mugga Way does not really have an off-road cycle way. It has a narrow path against hedges where cars coming and going from the houses can't see the bicycles. Narrow Kent Street needs off-road path;

Too much emphasis on on-road bike facilities where the existing road is narrow and busy, and unsafe for cyclists, especially during peak periods, e.g. Majura Avenue, Dickson/Ainslie border.

Marcus Clarke St can be busy, and is the way from the inner north-west down to the lake for recreation. It would be nice to see an off-road cycle route option along this entire street;

in principle I believe there should be more off-road paths, but with proper buffer zones (e.g. screening plants) between roadways and cycle lanes on-road routes are acceptable;

not clear that Civic proposals adopt all of Pedal Power’s proposed Civic loop – adopt it all;

new off road route at between Kaleen and Mitchell goes through CSIRO. Strongly agree that the link should be made (have been lobbying for this for years) but should be adjacent to Bellenden St;

I would always prefer off-road cycling routes. I'm particularly happy about the proposed Ainslie Ave, Limestone and Macarthur Ave cycle routes;

the main north side route to Civic moves along the path on Watson St. Turner and then crosses Barry Drive for perhaps 100 metres and then vanishes You can’t actually get to civic on a marked path;

there should be absolutely no bike lanes on any arterial roads. I am strongly opposed to any extension of on-road bike lanes to other ACT roads and would like to see the existing lanes removed as far as possible. I have viewed the maps provided on the Pedestrian and Cycling Infrastructure Review website and am appalled at the extent of the proposed on-road cycle lanes;

there should be no bike lanes that compromise the safety and amenity provided by existing arterial or high-traffic roads. I am strongly opposed to any extension of on-road bike lanes and would like to see the existing lanes removed or redesigned. I have viewed the maps provided on the Pedestrian and Cycling Infrastructure Review website and am appalled at the extent of the proposed on-road cycle lanes;

Johnston can be tricky for drivers in peak hour. I think it will be better off road. There are so many roundabouts that require drivers to wait. Cyclists would be stuck and may inconvenience drivers;

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

everywhere (town centre, hospital, etc) needs big convenient parking for bikes, bike trailers, cargo bikes, trikes;

the more off road (Copenhagen style) the better, as long as they connect up well;

Parkes Way looks potentially dangerous? And there's a gap - what to do there? Related to 2 above (not enough typing space): crossing of Barton will be important for those living at Crace also.

1.4

Route Feasibility

An off road link along La Perouse St in Redhill is proposed in the Trunk Network map - How will this be achieved ?;

It's just great that some serious thought is going into this;

Pleased to see the Red Hill Saddle and Ipswich Street are being considered;

From a safety and cycling encouragement point of view, motorists need one rule: give way to cyclists. The design of all infrastructure must follow this rule. Less cars, more bikes! For all our sake;

There is no current off-road route parallel to Benjamin Way in Belconnen as depicted in the map. There is also no cycle route through University of Canberra;

More infrastructure to park bicycles in sheltered spots is needed. New buildings/carparks need to include facilities for bicycles like secure racks and change facilities;

Before you call something a "cycle facility", ask a cyclist what they think of it;

The increase in off-road cycle paths through town centres is a great idea!;

I suggest the walk/cycle path alongside Gungahlin Dr between Barton Hwy and Bellenden St have an underpass at stormwater easement halfway, to reduce cyclists crossing at Bellenden intersection;

I am very excited to hear of the additions to existing cycling infrastructure especially those running from Tuggeranong to Woden and Civic as current bikepaths are limited;

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

Please make it highly visible where one path joins another. I had an accident last week where another rider crashed into me as they didn't see me coming on the path. Make paths as wide as possible too;

It's very exciting and I am looking forward to being able to use more direct roads/routes safely when cycling;

To continue, the route is marked as 'existing' but it doesn't really exist at all. An upgarde would be appreciated;

Off road cycleways are preferable for safety as they separate bikes from vehicles;

Improve existing routes. Create paths where there is no access as described above;

The network, as described in the plan, with its combination of on and off road cycle lanes, will make Canberra the best location for cycling in Australia, particularly for the young and inexperienced;

a couple of small improvements would increase the utility of the network for me...The existing shared use footpath alongside Mouat Street betw Northbourne and Gininderra is narrow, poorly aligned and crosses busy intersections/driveways. Could the new off-road path through southwell park continue on the north side of mouat street to northbourne? some bridge work over the stormwater drain would be required, thsi would be a significant safety and time improvement for riders to the city coming down from ellenborough and gungahlin drive and reverse. where the pedestrian bridge crosses belconnen way into aranda, coudl teh cycle path be extended to connect up with bandalong crescent? the existing zigzag footpath route is dangerous;

the footbridge across Coranderrk St at CIT ends with steps! It's not easy to use by bicycle. Also behind the convention centre it is difficult to find the path;

Its looks comprehensive and fantastic, the main reason I moved to Canberra recently. Just needs completion asap for Canberra to be a world class cycling city;

I would like to see consideration given to ensuring safe crossing facilities on busy roads in areas surrounding schools (not just roads immediately adjacent to schools). For example, my children would need to cross Officer Crescent, Ainslie to get to school, then Sherbrooke St (which, incidentally IS immediately adjacent to Nth Ainslie Primary and has no crossing on it), both of which are very busy roads at 9am. My understanding is that studies have shown that children under the age of 12 (ie all primary school aged children) are not equipped to make safe judgements about approaching traffic. Given this, the increasing rates of childhood obesity linked to inactivity and the environmental benefits of reducing road traffic, I urge the ACT government to consider providing safe crossing facilities so that ALL children residing in a suburb can make their way safely to their local primary school. Thanks;

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

Very pleased to see shared space on Bunda Street. Also very pleased to something proposed for Marcus Clarke Street which is very bad for cyclists at the moment;

I would prefer more dedicated, well lit, flat and safe off-road paths rather than being forced to cycle beside cars;

'On-road' cycling lanes should be abolished as they are not providing safe cycling environment;

I think overall the network looks suitable, I would like to less dead-end bike paths, better bike access to built up areas, more path lips (allowing bikes to cross gutters) and smooth paths, as a long distance commuter using a racing bike, bumpy footpaths at right angles and gravel tracks simply aren't an option. Most importantly I strongly recommend the removal of the white barriers placed on certain cycle and footpaths, they are simply dangerous, forcing cyclist and pedestrians into the same narrow area one which is very difficult for a cyclist to even get through. There is currently one in the underpass between Melrose drive and Chappell St and another one across the road from the corner of Nemerang crescent and Larakia St. Also I would like to suggest the usefullness of simply adding dividing line on already suitably wide pedestrian paths, this can greatly enhance the use of these paths by cyclists as it sends a strong messsage to pedestrians to be aware of how they are using the path, I find that no matter how wide the path is that without a line it is still difficult to navigate use efficiently on a bicycle if there are any more than one or two pedestrians.

delighted to see proposed link Devonport St - Cotter Road (avoids killer hills on Heysen St). Please give this top priority, but also improve access through Lyons to Woden;

who is paying for it? they will cost too much;

can you please also ensure that where bike paths come down to the road, there are sufficient curbramps;

the Tuggeranong map includes 'existing on-road facilities' all the way along Tharwa Dr. I'm pretty sure they vanish across the bridge (but it's been a while since I've checked);

no on main arterial roads with traffic turning off in peak hour;

major commuting routes (between town centres) should be direct, and physically separated from fast traffic, not just painted lines on the road;

the proposed routes in Townshend St. Phillip will allow me much safer access to areas I normally shop;

the map you've provided has some errors in it. Athlon Dr doesn't have onroad cycle facilities at the moment, see previous comment;

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

assumption - road lines on map are for both sides of the road and not single side as drawn.

I would love to see a Lake Burley Griffin Cycle Circuit. I have tried to ride a lap of the lake but there are a few spots where paths intersect and it is not obvious which way to go. I went the wrong way a few times. I strongly suggest something similar to the Menzies Walk Path being developed but called the Burley Griffin Cycle Circuit. It needs very strong signage with, I suggest, a sort of stylised cartoonish style sign every 500 metres which shows the circuit in full and a "you are here" dot. This has huge potential for this city. The new directional signs appearing on bike paths now are terrific so keep putting more up but please do a proper circuit of the lake (all the big lakes in Canberra would benefit from this in fact as they all have the same problems as Burley Griffin in terms of ease of circling OR NOT);

too much emphasis on on-road bike facilities where the existing road is narrow and busy and unsafe for cyclists, especially during peak periods, e.g. Majura Avenue, Dickson/Ainslie border;

the more the better the sooner. Get on with removing automobiles from city and urban centres!

as per comments above, all urban streets, when made or re-surfaced, should have bike lanes marked on them with a bit of white paint!;

I am very impressed with the proposed network, and it will make it much easier for me to cycle in places that I currently find difficult and/or dangerous on a regular basis;

just that I'm very grateful to the government for their efforts in this area, and for the opportunity to air my opinion;

very pleased to see a better path proposed for the city end of Barry Drive;

applaud off roads: beside QBN-Cooma rail line, through fyshwick and from fys to pialligo, from muggaway across to garran and from lyons to cotter road for new Molonglo;

it is good to see Canberra will be better linked;

for off road cycle paths, more regular indications of directions;

proper crossing facilities are needed at corner Bellenden St and Barton Highway. At least an island refuge is needed;

great to see improved cycle access in many areas. See also suggestion in Q2;

Brigalow St, Lyneham - Brindabella Christian college has just build a new car park. There are not signes to watch for pedestrians on the footpath across this car park entry;

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

I'm very happy to see the plan addressing the lack of cycle paths on the eastern side of Northbourne ave, particularly on Limestone Ave. I ride from Reid to Bellenden St, Crace, to work;

Better connectivity on marked paths into Civic...all offroad paths vanish just before civic.

weather

distance / travel time from home to work

the availability of clean and safe changerooms, showers, lockers and ironing facilities at work

the irregular/extended nature of my work hours

my after-work commitments

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

Publicly-provided change facilities would not increase my use of cycling to travel and I believe would be an excessive waste of the ACT Governmentâ&#x20AC;&#x2122;s resources. Public toilets in the ACT are poorly-maintained as it is â&#x20AC;&#x201C; they are unsafe, unclean and frequently out of service. I would not expect these changing facilities to be any better and they would only add to the existing maintenance burden;

good idea, best off road cycle lanes though. The on road ones just melt away at intersections and cause delays for motorists waiting for slow bikes;

change law requiring cyclists to dismount at pedestrian crossings. Cars need to give way to mounted cyclists;

Parkes Way looks potentially dangerous? And there's a gap - what to do there? Related to 2 above (not enough typing space): crossing of Barton will be important for those living at Crace also;

it is a great pity that to get from east to west when cycling or walking, you have to go around (using roads) and can't go under the town centre! it would encourage people to walk and cycle if the route was more direct. (I work at ANU).

1.5

Additional Facilities

Off road routes would be a greater encouragement;

There is never enough bike parking in the city, around entrances to the Canberra Centre and the North Quarter;

Secure parking is a must. I would personally like good parking facilities at Cooleman Court. I think this would encourage more shopping trips by bike. Hopefully it is not vandalised;

In carparks and in work buildings;

Bike racks at ALL shops. Public shower facilities (coin-op if necessary) at the major shopping hubs;

Shopping centers, Bunnings, More Secure options in Civic and Woden;

Woden, Civic and Fyshwick;

More bike locks in civic and Dickson. Free (or discount) travel on ACTION if you have a bike. Better lighting around Reid and Commonwealth park;

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

in town centres and recreational areas such as parks and lakes;

I'd like to see them incorporated into car-parking facilities in town centres and civic;

The only reason I say no is that the places I generally ride are already well served for these facilities (provided by work or the sporting club);

more bike lockers in Civic!;

bike parking is a bit limited around CIT Reid;

Manuka and Kingston Shops, and Canberra Hospital.

yes. But best achieved through employer, rather than government provided. Government should focus on safe, well maintained paths and cycle lanes;

wherever possible. It would be nice to encourage work places to install more lockers, ironing-boards, showers etc;

it might decrease it, considering some of the road 'improvements' I have seen in this city. The cycle paths I use are fine (I ride 30km to work and back -- each way). Just get rid of the glass;

from Florey to City/ Lyneham;

yes, cycle trails into the countryside as country roads are dangerous. Use some old rail tracks eg railtrails.com.au adding tourist facilities;

bike Lockers or safer bike parking areas around the Woden Centre would lead me to visit there by bike more often;

I would cycle regardless of them, but they should still be provided;

deal with broken glass on roads and ban glass beer bottles or have bottle refund - this is becoming a major disincentive to ride;

heart of civic.

Civic Centre needs heaps more bike parking facilities. Likewise, the bus interchange in Civic;

more bike parking is needed on Lonsdale Street;

ACT Pedestrian and Cycle Infrastructure Program

7 December 2009

more bike parking would be useful, and lockers where morons can't wreck your bike are also handy. Change facilities? You don't need a lycra outfit to ride a bike!;

more parking and lockers at shops. Lockers can have electronic timing and be bookable at major shopping centres, just like lockers at gyms & pools;

around the office buildings in Woden not just near the bus station;

yes; bike lockers at new Belconnen Bus interchange so I can commute from there to Civic;

bike locking areas are the main requirement - particularly around the canberra centre in Civic;

great idea, especially for those that can ride to a stop that has an express bus;

secure bike and bike trailer parking at airport, more parking for bikes, bikes with trailers, cargo bikes, and trikes at facilities. In Woden this includes at Woden, Phillip and Hospital. Laws See Q.4;

bike parking ie. things to lock up to (these are even limited near Canberra Centre and are often full when I visit).

Cardno (NSW) Pty Ltd ABN 95 001 145 035

Transportation and Traffic Specialists Level 3 910 Pacific Highway Gordon, NSW 2072 Australia Phone: 61 2 9496 7700 Fax: 61 2 9499 3902 Email: sydtraffic@cardno.com.au www.cardno.com.au

Our Ref: CES01143 Date:

15 January 2010

DESIGN NOTE ADDITIONAL AND AMENDED PROJECTS BASED ON PUBLIC CONSULTATION RESPONSES – NOVEMBER AND DECEMBER 2009 Amended Projects The following projects are proposed for amendment based on feedback received from the public consultation period. Project Number 16 (trunnc-007)

22 (trunnc-012)

59 (gungat-004)

62 (trunwv-002)

64 (trunnc-018)

165 (trunnc-033)

180 (gungat-001)

186 (civict-002) 192 (civict-009)

Existing Description Provide on-road cycle lanes to connect Antill Street with Sherbrooke Street and the eastern 'quiet streets' route which parallels Northbourne Avenue Quiet streets route along Officer Cr, Ebden St, Chisholm St, Donaldson St. Cycle lanes and intersection treatments Proposed off-road path along Hibberson Street and Crinigan Circle, west of Gozzard Street Provide underpass for southbound cyclists to pass below eastern leg of roundabout, linking to existing Yarralumla Creek commuter path and provide link to Melrose Drive. Allows cyclists to bypass high speed turning traffic Provide lighting along Sullivans Creek path from Barry Drive to Mouat Street to address CPTED and night cycling issues Provide off-road path to link Ginninderra Drive with Sullivans Creek path Cycle Lane provision along Gundaroo Drive, linking existing east-west lanes on Gundaroo St and Anthony Rolfe Ave shared space along Bunda Street protected Cycle Lane around central street, connecting into

Australia ● Belgium ● Indonesia ● Kenya ● New Zealand ● Papua New Guinea United Kingdom ● United Arab Emirates ● United States ● Operations in 60 countries

Amendment Provide protected lanes instead of painted cycle lanes along Majura Avenue to improve protection for cyclists

Extend route from Donaldson St/Doonkuna St via Donaldson St, Cooyong St and Genge St to Civic Loop. Included spur via Ballumbir St and Scotts Crossing. Extend path from end of Crinigan Circle to The Valley Avenue Include links for northbound Yamba Drive cyclists to access Yarra Glen

Include the sealing of gravel sections of this path through ANU.

Include spur along the northern side of Moaut Street to Northbourne Avenue intersection Include the provision of cycle lanes between Palin Street and Horse Park Drive (missing link)

Extend to Akuna Street Extend from Constitution Avenue to Akuna Street via Allara Street to link with Bunda Street shared

CES01143 Consultation Feedback 2 15 January 2010Error! Reference source not found.

existing and proposed facilities 194 (wodent-001)

219 (tuggert-007)

Cycle Path provision along central spine of town centre (Bowes Street, Bradley Street and Townshend Street), linking retail and commercial areas Provide footpath along southern side of Soward Way/Erindale Drive from Lake Tuggeranong to Steffanoni Cres to link to existing footpath network in Monash

space. Include spur along Childers Street to link with existing quasi shared space. Extend path at northern end along Launceston Street to link with Irving Street path

Extend path south-easterly across drainage easement to link with existing paths near Clive Steele Ave.

Airport to Queanbeyan is a strategic link â&#x20AC;&#x201C; Pialligo Avenue shoulders should be widened to appropriate dimensions. Route will link in with Queanbeyan cycle network at Yass Road. Additional Projects The following projects are proposed for inclusion in the priority works schedule based on feedback received during the public consultation phase. Project Number (civict-011) (trunbe-028) (trunnc-036)

(wodent-011) (civict-012) (trunnc-037)

(trunnc-038) (trunbe-029) (trungu-039) (truntu-023) (trunnc-039) (trunnc-040) (trunsc-030) (trunwc-009)

Description Upgrade and formalise existing path along southern side of Edinburgh Ave as an offroad link between London Circuit and Parkes Way Extend existing cycle lanes on Aikman Drive to Ginninderra Drive intersection Westbound on-road facility from Wendouree Drive bridge to Commonwealth Avenue ramp with off-road link to Allara Street overbridge. Eastbound on-road facility from Anzac Pde to Wendouree Dr bridge and off-road connection from Constitution Ave/Anzac Pde intersection to Parkes Way lanes. No eastbound lane provided on remainder of Parkes Way due to difficult intersections and weaving issues. Provide on-road cycle lanes to fill gap on Launceston Street between Melrose Drive and Furzer Street Provide on-road cycle lanes along Cooyong Street, Ballumbir Street and Coranderrk Street to link northern and eastern approach routes Provide off-road path along existing underpass below Parkes Way south of Consitution Ave, provide off-road path along Wendouree Drive and Constitution Ave to intersection with Anzac Pde, designate Anzac Park E & W as Connector Streets and provide appropriate off-road link to Fairbairn Ave traffic signals Improve crossing of Masson Street for Sullivans Creek path users - options include grade-separation or signals Off-road path along eastern shore of Lake Ginninderra through Lawson, extending lake loop Signalise intersection of Gundaroo Drive/Mirrabei Drive to provide safer crossing facilities for pedestrians and cyclists Construct missing 700m of path along northern side of Athllon Drive; modify traffic signals at Drakeford Drive to include pedestrian/cyclist crossing phase Provide off-road path along Menindee Drive to eliminate mixed traffic section of Lake Burley Griffin loop Extend off-road path from present terminus at Fairbairn Avenue to Brindabella Business Park Provide on-road cycle lane on the anti-clockwise carriageway of State Circle off-road path along green corridor from Waramanga shops to Tuggeranong Parkway,

CES01143 Consultation Feedback 3 15 January 2010Error! Reference source not found. replacing connector street route along Neramang Cres Provide off-road path from end of existing path at Fisher shops via Kalgoorlie Cres and (trunwc-010) easement opposite Jarrahdale Cres to link with existing path alongside Tuggeranong Parkway Link from Yarra Glen-Adelaide Avenue off-road path into Deakin commercial area (trunsc-031) Provide on-road cycle lanes along Eloura St, Doonkuna St, Currong St & Blamey Cr to (trunnc-041) Consitution Ave Provide cycle lanes along Murranji St, Springvale Dr, Reffern St, Bindel St and (trunbe-030) Bandjalong Cr with a spur via Springvale Dr to Belconnen Way at Weetangera Shops Provide off-road path between Hawker and Aranda via Murranji St, Springvale Dr, (trunbe-031) Redfern St, Bindel St & Bandjalong Cr, with a spur to Weetangera Shops Provide 200m section of sealed path linking existing path sections (near Baldwin (trunbe-032) Drive/William Slim Drive intersection, Giralang) Off-road path along Adelaide Ave from Kent St to State Circle, then along State Circle (trunsc-032) to connect with existing path alongside Flynn Dr Provide off-road path from Mawson Drive along eastern side of drainage easement, (trunwv-006) southern side of Mawson Place then along Heard Street to join Farrer off-road path. Include improved crossing facility at Mawson Drive. Provide cycleway along median of Northbourne Avenue to provide quick route in and (trunnc-042) out of Civic, protected from cars Provide Copenhagen lanes along Corinna Street with appropriate linkages to Melrose (wodent-012) Drive underpass and Kitchener Street Signalise London Cct/University Ave intersection to provide safe crossing facilities on (civict-013) key radial route Widen and reconstruct existing footpath to provide off-road route along western side of (trunwv-007) Kent Street Off-road path along south side of Ginninderra Drive to fill in missing link between (trunbe-033) Allawoona Street and Lake Ginninderra Off-road path along Creswell Street, Campbell (trunnc-043) Off-road path along east side of Benjamin Way from College St to Emu Bank (belcot-012) Provide ramped approaches for Coranderrk Street overbridge to allow easier use by (civict-014) bicycles Provide off-road path linking Constitution Ave to University Ave via Vernon Circle, (civict-015) including underpasses Signalise Hindmarsh Drive/Launceston Street/McDonald Street intersection to provide (trunwv-008) safe crossing route between Chifley and Lyons

Revised Priority Schedule The amended and additional projects have not yet been entered into the prioritisation model. This will be undertaken following the receipt of stakeholder comments at the end of January 2010.

Appendix Appendix B Public Consultation Results

PEDAL POWER ACT Inc GPO Box 581, Canberra City, ACT 2601 Tel: 02 6248 7995, Fax: 02 6248 7774 office@pedalpower.org.au www.pedalpower.org.au More Canberrans cycling, more often, for a better community

Dear Russell and Jerryn, Thank you again for the opportunity to comment on the draft walking and cycling priorities report, following the publication of the draft maps. We always appreciate the opportunity to be involved. The maps reflect a lot of good work, however to keep this submission brief and readable, we focus below on things we think could be improved, rather than on things already done well. An exception however is to specifically welcome the suggestion for shared streets on Bunda and Hibbertson Streets and your support for the Civic Cycling Loop, which shows an innovative and modern approach to old problems. Our main suggestions and concerns are as follows. Some of this has been informally discussed, however we feel it is best to ensure it is all in the formal submission.

Civic Cycle Loop and Round Lake Burley Griffin Path As you are aware, these two projects are Pedal Power’s ‘flagship’ projects with strategic and cultural change benefits that go beyond the more commonly recognised benefits of closing missing links. As such, we give them special attention here. Civic Cycle Loop We strongly feel that this facility should take the route shown on Pedal Power’s document that we have provided you with, rather than via City Walk. A great deal of consideration and local knowledge has gone into choosing that particular route (along Bunda and Binara Streets among alternatives. Reasons include: •

If left as per the map, the Bunda Street shared space will be a dead end, without the vibrancy of maximum through cycling traffic

•

There are generally more destinations that bicycle riders need to get to on our preferred alignment, and the route should reflect this

•

The route as proposed already has considerable political support, and any deviation from this will have a confusing effect that will slow down and potentially jeopardise the whole project

•

The gains to cycling will be considerably less, because City Walk can already be cycled on by less confident riders, whereas the route as per Pedal Power’s proposal will create new cycling options.

•

Pedestrian groups may be opposed to a greater emphasis on cycling in City Walk,.

Accordingly we suggest that the map be re-drawn as per Pedal Power’s proposal.

Round Lake Burley Griffin Path (Australia’s Best Half Day Cycle Ride) We are pleased to see a continuous route planned along the southern shore of East Basin. However, when this is completed there will remain a gap of just approximately 400 metres in a route of well over 30km. This location is at Wendouree Drive on the north side of East Basin, though we note the very low traffic count in this section lowers its priority.

Map Quality There appear to be several problems with the accuracy and readability of the maps in respect of both existing and proposed cycle routes. These include: •

No distinction between ‘quiet street’ connector on road cycle routes marked with cycle pavement logos and signs only, and routes equipped with exclusive cycle lanes. DS13 has clearly defined classes of routes (eg main community routes, main on road routes, connector routes). The draft plans do not use this terminology (on road routes and connector routes are grouped together as on road routes). It is good to be consistent with existing definitions. Acknowledging that too many colours on a map can be confusing, dashed or dotted blue and green lines to differentiate connector routes from main on road routes may be an option. We note that most connector routes are, currently only planned, the exceptions are the Forbes St route and the Boldrewood St/Miller St route.

•

Routes shown as proposed that already exist

•

Routes shown as existing that do not exist.

•

Incomplete routes with gaps, but shown as fully contiguous

•

Cycle routes shown on one side only of roads, such as Northbourne Ave; it is not sufficient to use these to infer a facility on both sides, as in many cases there is a cycle lane on one side only, as on Flynn Drive

•

Particularly on the larger scale trunk routes map, routes overlaying each other so that they are difficult to see individually, and/or positioned so that it is difficult to see which side of a road they are on.

Errors of the type described in the first 4 points above are listed at Attachment A below there may be other errors we have not picked up. Having a correct map to start with is essential to creating a full and complete list of missing links that need to be considered for the next step of prioritisation.

Short Missing Links In our previous submission we emphasised the importance of continuity on cycle routes. This is not only Pedal Power’s opinion; it is listed as important in ACT Government Design Standard 13 Part 6.1. However the maps include many instances of existing and proposed routes with gaps between them as short as a few hundred metres, with no proposals to bridge those gaps. As these gaps are clear from looking at the maps, we have not provided a list. However we feel that the map should be reviewed and obvious gaps should be considered for rectification.

We also noted that large busy roundabouts are a particular problem for bicycle riders and walkers; however this does not appear to have translated into proposed rectification measures. We have below proposed recognition as missing links a small number of roundabouts that we feel are especially worthy of mention.

Missing Links that should be considered We are pleased to see that most of the missing links that Pedal Power regards as most important are shown on the maps as missing links. There are however, some that are missing, and for completeness they are listed at Attachment B below. We ask that these be placed on the map for specific consideration. We are not asking that these specific locations be given â&#x20AC;&#x2DC;special treatmentâ&#x20AC;&#x2122; in the prioritisation process, merely that they definitely be placed on the list of locations fed into that process.

Molonglo Town Centre As a town centre of planned equal importance to Belconnen, Woden etc in the Canberra planning hierarchy, we feel that this should be reflected in the study by creation of a Molonglo map. The fact that there is presently almost nothing yet built there emphasises rather than detracts from this point; as a greenfield development, and the first town centre built since cycling for transport in Canberra was truly recognised by government, a golden opportunity exists to build Molonglo from the very beginning as a truly cycle-friendly centre, without the retrofitting problems that bedevil provision of cycling infrastructure elsewhere in Canberra.

Next steps When the collated list of proposed routes is finalised and fed into the prioritisation methodology, we would like to be given the opportunity to comment further on the resulting prioritised ranking table. Thank you again for allowing Pedal Power to comment. We look forward to working with you on the remainder of the project. Regards, Tony Shields, On Behalf of Pedal Power ACT Inc 7 December 2009 Attachment A: Errors in Draft Maps Attachment B: Additional Proposed Locations for Treatment

Attachment A Errors in Draft Maps Civic Map • • • • • • • • • • •

•

Northbourne Ave cycle lanes should be shown on both sides of Northbourne Ave There is no recognizable shared path along Marcus Clarke north of Edinburgh Ave (development has obliterated what route there was) There is no recognisable shared path on Edinburgh St, though one is shown on the plan There is no recognisable shared path on Allara St, though one is shown on the plan There is no recognisable shared path on Childers St it is a slow traffic zone (it could be termed a shared zone) The McCaughey St path is shown as a proposed route instead of an existing one Menzies Walk, on the north shore of Lake Burley Griffin east of Commonwealth Avenue, is shown as a proposed route instead of an existing one Parkes Way has cycle lanes on both sides west of Edinburgh St and westbound only west of Commonwealth Ave, but these are not shown. The quiet street route west of Northbourne Avenue runs along Forbes Street, north of Haig Park, not MacLeay Street as shown (the segment of road marked as Forbes street is actually Moore St- the name changes where the road is broken by Haig Park) A cycle lane is shown on Parkes Way at the easternmost end of the map- there is only a shoulder which disappears at the bridge over Wendouree Street The Watson Street path is shown as crossing Barry Drive at the Watson St intersectionthere is in fact no easy way across Barry Drive at this point, and the crossing point is actually at the Marcus Clarke Street traffic lights, with the cycle route running along the north side of Barry Drive for the short distance between these two roads A path exists but is not shown along the eastern shoreline of Lotus Bay and Lake Burley Griffin (near Flynn Drive)

Belconnen Map • •

The Aikman Drive cycle lanes are shown continuing north across Ginninderra Drive into Lawson- in fact they stop well short of Ginninderra Drive A pedestrian and cycle bridge crosses Lake Ginninderra near its southernmost extremity- this is an important and well used cycle facility but is missing from the map

Woden Map • • • •

Launceston Street does not have a cycle lane in the eastbound direction between Melrose Drive and Furzer Street The Yarra Glen Cycle lanes extend the full way (in both directions) south to the Yarra Glen/Melrose Drive/Yamba Drive roundabout. They do not end well north of this location as shown on the map. A main path extends west from King Street into the Yarra Glen path, but is not shown Cycle lanes are shown on Kent Street- in reality only segments of disconnected shoulder exist 4

• • •

An off road path runs along the western side of Athllon Drive all the way to Tuggeranong- but this is missing from the map Athllon Drive is shown as having cycle lanes. It does not; only disconnected segments of shoulders exist on the ground The shared path on the western side of Melrose Drive is continuous- it does not have a gap near Theodore St as shown on the map

Gungahlin Map • • • • •

The cycle lanes on Anthony Rolfe Avenue do not extend north to Gundaroo Drive- they end well short of it A shared path runs along the western side of Horse Park Drive from Gundaroo Drive to well past the northern edge of the map, including with connections to the lakeside paths. This is not shown. The shared path alongside Mirrabie Drive is continuous, and does not have the two gaps shown The cycle lanes on shown on Gundaroo Drive between Palin/ Hollingworth Streets and Horse Park Drive mostly do not exist Conversely, an existing shared path alongside Gundaroo Drive at this location is mostly not shown on the map

Tuggeranong Map • •

Major sections of existing shared path on the shores of Lake Tuggeranong are missing from the map The existing shared path along eastern side of Athllon drive through Tuggeranong Town Centre and Kambah is entirely missing from the map (note similar Woden comments above)

Other Areas as Shown on Trunk Routes Map • • • •

No on-road routes are shown at all in Molonglo- including on John Gorton Drive where they are definitely planned Cycle lanes are shown as contiguous on Canberra Avenue- in fact there are numerous gaps in continuity Cycle lanes exist on Sandford St Mitchell but are not shown The Dairy flat road path is not shown

Attachment B Additional Proposed Locations for Addition to the Considered List for Priorities Generally •

All of the locations listed in the most recent version of the CBRE report

Civic Map • • • • •

• •

•

Missing sections of Civic Cycle Loop as discussed above Connect Childers St with Rudd St (to connect ANU accommodation with the Civic Cycle Loop) Mort St between Cooyong and Rudd St (and possibly Alinga St) should be marked as a future connector route to connect with the Civic Cycle Loop The plan would benefit with connections from the Northeast into Civic (eg Genge St, Donaldson St, Scotts Crossing) Connect Barry Drive with Ainslie Avenue and Constitution Avenue on road cycle route via Cooyong, Bullimbir and Correnderrk Streets, to allow easy connection of through cycling traffic between Russell, Constitution Drive offices, and parts of North Canberra and Belconnen Extend University Avenue cycle route further west along the existing main ANU axis to create a direct straight line route through the campus, connecting several main student halls of residence on the western boundary straight into Civic Tourist cycle connections between Lake Burley Griffin and Anzac Park West via the existing underpass beneath Parkes way near the Reid CIT campus, and between Lake Burley Griffin and Anzac Park West via the Wendouree Drive underpass. The primary purpose of these connections is to create a route to the Australian War Memorial, which is a major tourist destination but unconnected to any useful cycle routes Although smaller than most problem roundabouts, the roundabout intersection of McCaughey and Masson Streets is a missing link on Canberra’s busiest off road path where it crosses the Masson Street arm, due to very high peak hour traffic volumes

Belconnen Map •

The off road path on the east shore of Lake Ginninderra should continue north underneath the Ginninderra Drive Bridge along the shoreline through Lawson, ultimately to connect with the existing path on the western side

Woden Map •

The cycle lane eastbound on Launceston Street between Melrose Drive and Furzer Street needs completion. Launceston Street was ranked No.2 in the CBRE priorities report, but was not finished because of budget constraints. It is essential that this short uncompleted section does not ‘fall through the cracks’ because the project has been ticked off the list as ‘done’. In the meantime the short missing section is a particularly dangerous missing link.

•

The trunk path crossing of Melrose Drive at the Melrose Drive/Athllon Drive Roundabout is particularly hazardous for riders on the Athllon Drive path, and for riders transferring to the path from the terminating southbound cycle lane on Melrose Drive Cycle lanes should be considered for Athllon Drive. Although relatively low priority because of the parallel off-road paths, we regularly receive requests to lobby for them indicating a latent demand, and they should at least be given a ranking on the list.

Gungahlin Map •

The current proposed routes miss a great opportunity to run a north south off-road cycle route bisecting the Hibbertson St shared space mid-way through it, creating a cycle route from two directions into the very heart of Gungahlin. This route would extend north via Gungahlin Place and Nelle Hamilton Avenue to connect to the Yerrabi Pond path. In the southern direction, it would extend from Gungahlin place into proposed path across the grasslands from Nuddr Drive. The Gozzard St route shown one block to the west is already badly compromised by commercial frontage in some locations, but the route we are proposing could run along the wide vista/median away from shopfronts etc.

•

The Gundaroo Drive/Mirrabie Drive roundabout is a missing link in the path network to many northern Gungahlin suburbs, and should be treated as such.

•

Fit a cycle lane on Gundaroo Drive eastbound connecting the gap between the Horse Park Drive cycle lanes and the existing cycle lanes on Gundaroo Drive further east (the westbound direction is lower priority due to the off-road path).

Tuggeranong Map •

The otherwise continuous path on the western side of Athllon Drive has a gap of about 700 metres, consisting of two of roughly equal lengths extending south west and north east of Drakeford Drive. This is a major irritation in a path that runs for a total of 12km either side of the gap. Note that because the path is missing entirely from the maps as noted above, the gap cannot be seen on them.

Other Areas as Shown on Trunk Routes Map • • • •

The missing 400m section of shared path on the north side of East Basin (Lake Burley Griffin) as discussed above An off-road cycling connection extending from the existing path, which terminates at Fairbairn Avenue, to Brindabella Business Park in the Canberra Airport precinct Cycle lanes or a shared path on the anti-clockwise direction of State Circle (the project about to commence is for cycle lanes on the clockwise direction only) John Gorton Drive in Molonglo Town Centre has cycle lanes planned, however as the primary road through the commercial area, these should be upgraded to separated Copenhagen type lanes.

â&#x20AC;˘ â&#x20AC;˘

A continuous off-road shared path connection is required between Tuggeranong Town Centre and Coolamon Court in Weston Creek- several paths as shown on the map almost connect, but none of them actually do. A short connecting path between the Adelaide Avenue shared path (just south of the Cotter Road Flyover) and Thesiger Court, Deakin, is required for easy access into this part of the Deakin commercial area

TO: Department of Territory and Municipal Services (TAMS) GPO Box 7217 CPBC, Canberra ACT 2601 Attention: Russell Yell

Canberra, 3rd December 2009

Submission to the Draft Pedestrian and Cycling Infrastructure Review Dear Mr Yell, With reference to the above I would like to submit the feedback from the Heart Foundation ACT concerning the future of the cyclist and pedestrians of Canberra. The Heart Foundation welcomes the review and the will to invest into this critical infrastructure. The draft plan provides a solid framework for an achievable outcome for Canberra s Cyclist community and all of us who are pedestrians. An extensive bicycle and pedestrian network plan will contribute directly to a more physical active and liveable society in ACT. Canberra has for many years been planned around the car and we re paying for this with increasing rates of physical inactivity, which in turn is increasing rates of obesity and chronic disease. Australia is one of the most overweight of the developed nations, with overweight and obesity affecting about one in two Australian adults and up to one in four children. Cardiovascular disease is the leading cause of death in the country, with approximately 23,000 deaths in 2007. The built environment can have a significant influence on each person s level of physical activity and has the potential to save the health system a significant amount of money. Obesity (overweight excluded) was estimated to cost Australia $58.2 billion (financial cost $8.28 billion, lost wellbeing $49.9 billion). The Heart Foundation has developed in partnership with the Planning Institute of Australia and the Australian Local Government Association a national guide to promote healthy living called Healthy Spaces and Places (copy attached). The purpose of this is for planning, designing and creating sustainable communities that encourage healthy living. Healthy Spaces and Places outlines the particular need for active places and shows the strong links between peoples overall health and regular physical activity. Recently the Heart Foundation has also released a position statement on the built environment and walking (copy attached) that underpins interrelated factors associated with transport- related walking. This includes spatial land-form pattern, population density and mixed land use.

A reduction of car- dependent lifestyle supported through thus strategic transport plan represents a significant contribution to changing existing development practise that gives often priority to cars, rather than encourage people to walk, cycle and use public transport. Please find below comments on the discussion paper: Civic Area Connectivity throughout town centres and employment centres to the adjoining suburbs is critical if we want to encourage people to become more physical active. The Civic Cycle Loop concept is much appreciated and supportive of our aim to achieve healthier spaces and places. Prioritisation of pedestrians and cyclists - in particular the proposed low speed shared space in Bunda Streets would give more priority to pedestrians and cyclists. Best practice shared spaces in Australia such as in Bendigo or internationally in New York, St Gallen or Copenhagen has shown that local business enjoying higher consumer spending and passive surveillance can be ensured throughout the night by allowing cars to travel through in adequate speed. As a sign for great success Bendigo is just about to construct its second shared space on the busiest roundabout in the Town Centre. New York has started to shut down systematically parts of Broadway on strategic position as Time Square for pedestrians/ cyclist only. Melbourne s Bourke Street redevelopment has led to the precinct having now more pedestrian traffic and consumer spending than London s Oxford Street. The introduction of Shared spaces has led to a significant reduction pedestrian and cyclist related accidents. The suggested Copenhagen-style bike lanes will ensure a safer and more cyclist friendly environment, which is essential in order to promote physical activity for a wider range of the community especially for older people and children. Network improvement recommendation Inconsistency between maps and provided infrastructure at the existing off-road pedestrian and cycle facility through ANU. Parts of the track is a goat trail and on road. In order to encourage Civic as a desired destination for all cyclists not just sport bike users, consider revisiting the proposed on-road cycle facility along Marcus Clarke Street up to the intersection Rudd street and change to Copenhagen style by reducing vehicle traffic to one lane on each side. The crossing intersection at the western end of Rudd Street is highly pedestrian/ bicycle unfriendly. Please investigate for potential zebra crossing. The off road cycle route along Watson Street in one of the most utilised pedestrian/ cycle paths in the city and requires urgent repairs as well a priority given sign for pedestrians/ cyclist on the crossing at Masson Street. In order to create a safe environment in evening hours sufficient illumination along the track should be introduced. Consideration should be given to provide a wide separate walking and cycling track (gravel surface) in the middle strip of Northbourne Avenue from Civic to Dickson in accordance to the original Griffins Design to utilise this space for alternative, sustainable and healthy transport option. Adequate changes on road crossings would require further investigation.

This will provide a safe environment for all age groups, which walk and cycle. Furthermore this can be seen as a more affordable option to Copenhagen style bike lanes along this particular road to encourage a wider range of people to utilise the public realm, ensure more passive surveillance and more Canberrans being physical active. Considering the amount of students commuting to ANU on a daily base it would be a great asset if the proposed on-road cycle track on the northern side of the ANU campus would become Copenhagen style. Consider providing off- road facilities on Dudley Street in Deakin, the peak of the hill is very unsecure in particular for commuter bicycle users. Gungahlin Area As indicated earlier in this submission connectivity is crucial in functional pedestrian/ bicycle networks. Therefore consideration should be given to off-road bicycle lanes to close the gaps on Mirrabel Drive (southern side where the red line is missing). Consider continuing the proposed off road pedestrian a cycle facility from Crinigan Cir towards Kosciuszko Avenue. Close the gap from Delma Way towards Kosciuszko Anvenue with an off road bike track. Consider a transformation of the following roads to Copenhagen style bike lanes (Gundaroo Dr, Anthony Rolfe Av, The Valley Av) throughout the town centre. Woden Town Centre Consider closing the gaps on to strategic locations along Melrose Dr where the off road pedestrian and cycle facilities have not been connected. Continue the proposed off road pedestrian and cycling facility on Irving Street toward south and link it to Bradley Street to ensure safe access to the Town Centre from the adjoining residential neighbourhood. Consider Copenhagen style lanes on Callam Street from the bus terminal toward south. Provide sufficient bike racks around the Bus interchange and improve the amenity to ensure a bike/ pedestrian friendly environment. Tuggernong Town Centre Tuggernong is strategically located on the southern outskirts of Canberra and considering its natural assets (lakes and open spaces) in combination with commercial retail and an existing bus interchange is has the potential to become a more active leisure time destination for Canberrans and a gateway to the nature surrounding the area. Therefore consideration should be given to the following advice: Create connectivity between desired locations and the existing off-road pedestrian and cycle facilities by off road in fill or at least Copenhagen style lanes. In particular along Soward Way. Close the gap on Eileen Good Street, as well as Bedd St South and the strip between Joseland St and Scollay St. Belconnen Town Centre An implementation of the proposed off-road network for the town centre represents a great contribution to an improved Belconnen town centre. However, in order to achieve a success of this network it is crucial to provide priority for pedestrians and cyclist around intersections and road crossings wherever

possible. This submission outlines under additional recommendation ideas how to achieve this. Additional recommendations In order to achieve a more sustainable, healthy, liveable, safe and vibrant Canberra it is essential to provide high quality infrastructure for pedestrians/ cyclists using a holistic framework as that is outlined in Healthy Spaces and Places. The following actions relate to and have the potential to enhance the pedestrian and bicycle network plan review: Reducing lanes for vehicle traffic and dedicate them to cyclist by providing on street car park as buffer from constant vehicle movement throughout all town centres in Canberra. Closing the gaps of the existing network in order to create connectivity and consistency. Improving indicative signage for pedestrians (including interactive maps and distances shown in walking minutes distance instead of km). Creation of places worth caring about with a sense for human scale/ comfort instead of supporting boulevards for vehicles by narrowing road width reasonable scale. Significant boulevards similar to Constitution Ave should be built for people not cars. Reducing vehicle speed limits throughout all town centres to a maximum speed of 30 km/h. Scientific evidence and statistics has shown that accidents with people will be reduced to just 10 % chance of serious injure. Provision of signage which indicated pedestrians and bicycles priority . Wherever bicycle traffic can not be separated from vehicle traffic on intersections priority zones should be provided for cyclists. This concept works very well in urban environments with similar populations overseas. The city of Muenster and Freiburg are best practice examples in that regard. Detailed advice can be provided by the Heart Foundation ACT. Introduction of separate traffic lights for bicycles on busy intersections in all town centres that switch to green approximately 5 seconds earlier to green that vehicle lights. Regulating traffic lights that bicycles have the pleasure of enjoying green waves in order to reduce travel time to promote a convenient alternative to other transport options. Please note that any infrastructure provision require appropriate hardware content, but be aware that hardware alone often doesn t work by not investing in adequate software . A holistic approach to innovative infrastructure is essential to achieve a more sustainable, vibrant, safe, active and healthy city. Should you have any question or require further information please don t hesitate to contact Greg Mews on 04 22 645 179 or per email Greg.Mews@heartfoundation.org.au. Yours faithfully,

Tony Stubbs Chief Executive Officer Heart Foundation ACT

Caroline Le Couteur MLA ACT Greens Spokesperson for Planning, Territory and Municipal Services, Business and Economic Development, Indigenous Affairs, Arts and Heritage. MEMBER FOR MOLONGLO

Russell Yell Senior Transport Engineer GPO Box 7217 CPBC, Canberra ACT 2601 4 December 2009 Submission on Pedestrian and Cycling Infrastructure Review Thank you for the opportunity to contribute to the review of Canberra’s pedestrian and cycling infrastructure. The ACT Greens strongly support rapid and significant improvements to the ACT’s pedestrian and cycling infrastructure. Government planning and policies need to give much greater priority to walking and cycling. There are a number of reasons for this. Our current transport patterns are unsustainable. Our increasing motor vehicle emissions are helping to push us towards disastrous climate change. Cities that are designed to support cycling and walking will be more resistant to the looming crisis of peak oil. A built environment that supports and encourages walking and cycling also increases the level of physical activity of the population, which will help combat obesity, heart disease and other preventable diseases. Support for walking and cycling will be a key contributor to a modal shift in transport use, away from personal motorised transport. Given that the Pedestrian and Cycling Infrastructure Review is part of the Sustainable Transport Action Plan, we recommend it emphasises the key role that cities designed for cycling and walking can have in climate change mitigation, peak oil resistance, and improved health. It should make recommendations about walking and cycling in Canberra that are designed to tackle these issues. Funding/planning priorities In order to make transport sustainable, cycling and walking numbers need to increase and they need to displace car trips. If cycling and walking trips increase and at the same time motor vehicle use increases, this will not make an impact in terms of sustainability. Canberra already has a higher percentage of car travel than any other

Australian capital city. 1 Yet the Government continues to facilitate – and even encourage – unsustainable traffic growth. Its funding and planning priorities focus on building roads for use by motor vehicles. For example, the Government has provided record funding for roads for the last two years. The ACT Government’s Integrated Transport Action Plan 2 sets out $161 million for road infrastructure projects over five years and another $41 million for car parks. By contrast, it provides $4 million for cycling and walking. Roads are expensive. A lot could be achieved by redirecting road funding towards sustainable transport. Reprioritising funding to cycling and walking also has many secondary economic benefits, such as reducing the needs for carpark infrastructure, increasing population health, reducing costs of car related policing, reducing carrelated expenses for households, and of course mitigating the huge costs that will be caused by climate change. In terms of planning, even new suburbs are planned around motor travel. In new suburbs, arterial roads are given priority and built first, and cycle paths are not built or even planned until the arterial roads are complete (Wells Station Road in Harrison is an example). One of the lessons from cities around the world where cyclists and walkers have reclaimed space from cars, is that there needs to be some restrictions on the use of road space by cars. The Danish architect Jan Gehl captures this idea with his “five birds, one stone” concept. 3 He has shown that city centres become more livelier, safer, more attractive, more sustainable and healthier (the five birds) if governments restrict cars in core areas (one stone) using a variety of methods, including removing lanes, widening sidewalks, and using traffic signals to impede, rather than expedite, vehicular movement. This concept has been showcased in Copenhagen, which is widely regarded as the cycling and walking capital of the world. Over the past 40 years, 18 carparks in Copenhagen have been converted to people-friendly spaces, and the need for inner city carparking has been reduced by increasing the numbers of people using public transport, riding bikes and walking. The improvement in the pedestrian network has also played a key part in making the public transport system more attractive. The city of Toronto, Canada, recently took a major step in this direction by proposing the removal of a whole traffic lane on a main street in order to prioritise bikes and reduce cars. Toronto Council’s policy is now to put pedestrians, cyclists and public transit ahead of motor vehicles as part of its integrated transportation plan. The ACT Government needs to do the same.

(Australian Bureau of Statistics Census of Population and Housing, 2006)

See: http://www.tams.act.gov.au/__data/assets/pdf_file/0019/117145/Integrated_Transport

_Framework.pdf 3 Discussed by Jan Gehl at the 2009 Walter Burley Griffin Memorial Lecture, 30 November 2009.

The Pedestrian and Cycling Infrastructure Review should make recommendations about the cycle and pedestrian network with these issues in mind. The review should not be limited to recommendations that only fit into existing patterns of planning. That is, it should recommend ways that cycle and pedestrian paths – in conjunction with public transport routes – can begin to displace roads. It should recommend specific areas in Canberra where changes can be made to restrict car traffic and encourage the growth of pedestrian and cycle traffic. The Review should also recommend methods for prioritising cycle and pedestrian infrastructure in new or redeveloped suburbs. In particular it should make recommendations about Molonglo. It should be noted that the Government has also committed to ‘pedestrian and childfriendly design’ of new suburbs. The Greens also recommend a reassessment of the Sustainable Transport Plan targets for the various modes of travel. The current targets are very unambitious. The ACT Government’s current target is to increase walking and cycling to be 14 percent of all journeys made to work by 2026. This should be increased considerably. By comparison, Brisbane (not a city known for being friendly to cyclists and walkers) has a target of 15% mode share for walking and 8% mode share for cycling in Brisbane City by 2016. The city of Sydney - another place notoriously congested with motor vehicle traffic - has set 2030 targets for at least 10% of city trips to be made by bicycle and 50% of trips by pedestrian movement. As an example of the steps being taken by some of the best cities around the world: in 2007, Copenhagen set a target to increase the modal share of cycling to grow to 50 percent of all trips to work and education. Pedestrian Priority/ Shared spaces We support the proposals to investigate the transformation of Bunda Street, Civic, and Hibberson Street, Gungahlin, into ‘shared spaces’. For some time the Greens have advocated for a redesign of these spaces so that pedestrians and cyclists are prioritised, their safety is maximised, and the spaces become more liveable streets. ‘Shared space’ is a general term that can refer to a range of design options, but usually it will involve removing traditional traffic signals and traffic segregation, and creating an safe, slow-moving environment shared by all road users. The key principle for the Greens is for city spaces to be redesigned to give priority to pedestrians, cyclists and other vulnerable road users, making the spaces safer, more vibrant, and less populated by motor vehicles. This will require careful, tailored design to suit each different space. In Bunda Street, for example, it may be appropriate to keep a segregated Copenhagen style lane for cyclists, as cyclists may wish to pass through the street quickly while travelling on a Civic cycling loop. Hibberson Street however, may be more suited to a more open shared space with limited car traffic. Evidence from around the world shows that ‘shared’ or ‘pedestrian priority’ spaces create an environment which is much safer for pedestrians and cyclists than regular traffic zones. Shared space can overcome many of the problems associated with the traditional traffic environment, and which are prevalent in both Bunda and Hibberson Streets. These streets are currently unattractive and sometimes dangerous for people using other modes of travel, such as walking, cycling, skateboarding, scooters, wheelchairs etc. The ‘public space’ in these streets is minimised, limiting

opportunities to use the streets for multiple purposes. The current design also encourages ‘drive-through shopping’, which has a negative impact through noise, pollution and short stay times. By contrast, shared spaces reclaim the streets as shared, public spaces, increasing the social dividend of our towns. They result in increased pedestrian/cyclist visits, longer stays, and more retail purchasing. If appropriate shared space designs are built in Bunda Street and Hibberson Street, these streets should become a much safer environment for pedestrians and cyclists. They will encourage people to walk and cycle, and will help to shift Canberra toward becoming a town that is based on sustainable transport. Shared spaces have potential to improve public space in many areas in Canberra, beyond Bunda Street and Hibberson Street. We recommend that the Government proactively identify other appropriate areas to implement shared spaces, or aspects of the shared space principles. The Government is currently consulting on introducing 40km/h maximum speed limits around shopping and community centres, which would fit well with redesigned ‘shared space’ areas. Copenhagen style lanes The Greens agree with the proposal to begin using ‘Copenhagen style’ separated bicycle lanes in Canberra. This style of cycle path has been shown to be safer and to encourage more cycling. These cycle paths should be 2 or more metres wide to allow overtaking and maximise safety. Ideally, they would be 2 metres wide in one direction, although many Copenhagen style lanes are two directional, with 1-1.5m allowed for each direction (allowing overtaking when no-one is travelling in the opposite direction). Consideration also needs to be given to the dimensions required by non-standard bikes such as tandems, recumbents, tricycles and trailers. Additional measures will be needed at intersections - such as raised, coloured priority crossings. It is also important that areas where there are separated bike lanes still contain separate walking paths. Electric bicycles Electric (or power-assisted) bicycles are growing in popularity in Australia. As fuel becomes more expensive and as people become more environmentally conscious, the popularity of electric bikes will continue to grow. In many ways electric bicycles are a good, sustainable transport solution, and they can be used by people who couldn’t usually use a standard bicycle. They are likely to be an important part of a shift towards mass bicycle commuting. The introduction of electric bicycles to Canberra’s roads and bike network will create new complexities and safety issues. We need to plan for this development now. The Review should make recommendations about how Canberra’s cycling and pedestrian infrastructure should be developed so that it can safely accommodate a growth in electric bicycles.

Cycle highways We recommend investigating the ‘cycling highway’ concept – that is, creating stretches of smooth cycling paths where traffic lights are limited, and where cyclists have right of way at any point where they cross traffic. The ‘highways’ are smooth and well maintained, to a higher degree than regular bike paths. This concept has been used in parts of the Netherlands and has reportedly increased the number of cyclists considerably. London’s mayor has recently announced that building ‘cycle superhighways’ is part of his plan to boost low carbon transport and make London one of the world’s great cycling cities. Canberra’s current off-road cycle path network winds considerably and crosses many roads, which means cyclists often take indirect routes, as well as stop at road crossings to wait for cars. The Review may be able to identify particular areas where cycle highways would be appropriate. Cycle highways will be a part of a future of ‘mass cycle commuting’, and they could also be planned to accommodate electric bicycles. A ‘green wave’ for cyclists We also recommend investigating the ‘green wave for cyclists’ concept for use in Canberra. A green wave is a series of traffic lights that are coordinated to allow continuous traffic flow over several intersections. It allows vehicles to not have to stop at intersections, giving them a continuous run. They can be implemented at any series of two or more traffic lights. Planners tend to think of using green waves for car traffic. However, green waves can be used to facilitate bicycle traffic. For example, in Copenhagen and Amsterdam, green waves on arterial streets allow cyclists to maintain a speed of approximately 20km/h without being stopped by a red signal. Testing has shown that this improves travel time for cyclists, and also has benefits for motorists and public transport. Green waves reprioritise the travel network to improve comfort and travel times for cyclists and can be implemented at low cost. This can be an important factor in encouraging people to travel by bicycle instead of using cars. They can be especially useful in peak hour travel areas. A useful summary of how green waves have been used for cyclists in Copenhagen and Amsterdam can be found at: http://www.fietsberaad.nl This simple measure, as well as measures like the cycle highways, and Copenhagenstyle lanes, make travelling by bicycle convenient, fast and easy. In cities like Copenhagen - where there are continuous efforts to improve cycling infrastructure with these kinds of measures - cycle traffic is growing faster than motor traffic. Interestingly, when people in Copenhagen (where 36% of travel is done by bike, 33% by public transport, 27% by car, and 5% walking) are surveyed on why they choose to ride bikes, 61% answer that it is convenient, fast and easy. This suggests that cycling

numbers can be hugely increased in Canberra through measures that make this travel mode fast, convenient and easy. Vibra-line We recommend that ‘vibra-line’ markings be used on key parts of the cycling network: in particular, green painted lanes, and rural and high speed roads. This is a way to make these areas safer for vulnerable cyclists. Vibra-line lane markings are sometimes used at the edges of roads or on the approach to roundabouts to alert car drivers. They make an audible noise when the vehicle crosses them. The same markings should be used to delineate key parts of the cycling network: in particular, at places where cars cross a bicycle lane - such as green painted lanes - and in areas where cyclists may be vulnerable to traffic travelling behind them - such as rural and high speed roads. The vibra-line alerts both cyclists and motorists if they cross into the others’ road space. An example of vibra-line can be found on the cycling path along Rathdowne Street in Melbourne. ‘Walkability’ The Greens want to see Canberra become a much more walkable city. To this end we support the principles established by the International Charter of Walking (through the Walk21 project), which include: - Putting pedestrians at the heart of urban planning and giving slow transport modes such as walking and cycling priority over fast modes. - Reducing the conditions for car-dependent lifestyles (for example, reducing urban sprawl) and re-allocating road space to pedestrians. - Ensuring that pedestrian networks link people’s homes, shops, schools, parks, public transport interchanges, green spaces and other important destinations. Achieving these outcomes largely involves a shift in attitude from government authorities, to prioritise ‘walkability’. As a first step, we recommend that the ACT Government signs the International Charter of Walking, engages with the international work being done to benchmark the walkability of world cities, and formalises new pedestrian-focused priorities into its urban planning policies. It should use the principles of the charter and the benchmarking process to begin a programme of improvement. Benchmarking requires the collection of data. Traffic management agencies need to have full data on cyclist and pedestrian numbers. The Chief Minister’s Department now has a traffic simulation model which is being used by all government agencies and private sector developers. This modelling also needs to include cycle and pedestrian counts. It should be noted that the ACT Government has also committed to instituting “childfriendly planning principles” into ACT planning guidelines; these should reflect the above principles.

Legible Canberra Lack of information is a common barrier to walking and cycling. This can be overcome with a wayfinding system to allow people to navigate their way around pedestrian and cycling networks without confusion. One of the principles of the International Charter of Walking is “Designing legible streets with clear signing and on-site information to encourage specific journey planning and exploration on foot.” Such a system would make a big difference in Canberra. The networks of cycling and walking paths are often confusing and there is no connected, legible system of wayfinding. Canberra’s layout can be confusing, especially for visitors from cities based on a grid system. Work done in cities around the world suggests that wayfinding systems work well when: - they focus on journey time rather than distance - the system is common across many areas to encourage people to travel between them (as opposed to individual wayfinding systems for each area) - they contribute to the urban environment – eg by consolidating street clutter into a single point of reference - they are integrated with city sights and attractions, which also makes the systems useful for tourists. Bristol’s “legible city project” presents an excellent example. In Australia, work is being done on walkability and legibility in Bendigo and Parramatta. The Pedestrian and Cycling Infrastructure review should recommend a strategy for introducing a new wayfinding system into Canberra that can be used by cyclists and pedestrians.

Summary of recommendations * The Pedestrian and Cycling Infrastructure Review should be informed by the fact that a modal transport shift is needed to combat climate change, peak oil, and an increasingly unhealthy population. * Sustainable Transport Plan targets for the various modes of travel should be reassessed and the target for the modal share of trips made by walking and cycling should be sharply increased. * The Review should recommend changes that prioritise cycling, walking, and liveable streets, and not be restrained by planning and funding policies that currently favour motorised transport. * The Review should recommend ways that new suburbs and developments can prioritise sustainable transport options such as cycling and walking; starting with specific recommendations about the Molonglo area. * The Review should recommend/identify specific areas in Canberra where changes can be made to restrict car traffic and encourage the growth of pedestrian and cycle traffic (for example, replacing car lanes with dedicated cycle or bus lanes, widening sidewalks etc). * Canberra should utilise separated (Copenhagen-style) bicycle paths, which are greater than 2 metres wide, and connect with specialised cycle and pedestrian prioritised crossing facilities at intersections. * The Review should make recommendations about how Canberra’s cycling and pedestrian infrastructure should be developed so that it can safely accommodate a growth in electric bicycles. * The Government should investigate appropriate places to build ‘cycling highways’, which give cyclists/pedestrians the right of way at crossing points. * The Government should investigate appropriate places to install ‘green waves’ for cyclists, to facilitate bicycle traffic and reduce travel times. * Vibra-lane markings should be used on key parts of the cycling network: in particular, delineating green painted lanes, and rural and high speed roads. * The Government should investigate converting a number of Canberra’s town centres into ‘shared spaces’, including Hibberson Street in Gungahlin and Bunda Street in Civic.

* The Government should join the international programme that is benchmarking walkability in world cities, and commit to a programme of improvement. * The Government’s traffic simulation model should include counting of cycling and pedestrian numbers. * The Government should sign up to the International Charter of Walking and formalise the Charter’s principles into its own planning policies, which would include: - Putting pedestrians at the heart of urban planning and give slow transport modes such as walking and cycling priority over fast modes. - Reducing the conditions for car-dependent lifestyles (for example, reducing urban sprawl) and re-allocating road space to pedestrians. - Ensuring that pedestrian networks link people’s homes, shops, schools, parks, public transport interchanges, green spaces and other important destinations. * The Pedestrian and Cycling Infrastructure review should recommend a strategy for introducing a new wayfinding system into Canberra that can be used by cyclists and pedestrians.

I would be happy to provide further comment if needed.

Caroline Le Couteur MLA ACT Greens Member for Molonglo

Further reading Some useful sources which expand on some of the information in this submission: - Jan Gehl and Lars Gemoze, Public Spaces - Public Life, Copenhagen 1996 (2004) - Walk21: organisation promoting sustainable walking; holds international walking conferences and promoting International Walking Charter. See the many useful papers on walking housed at this site: http://www.walk21.com/default.asp - Fietsberaad (Centre of expertise on bicycle policy, Netherlands): http://www.fietsberaad.nl/index.cfm?lang=en - City of Toronto’s walking strategy: http://www.toronto.ca/transportation/walking/pdf/walking-strategy.pdf - Streets Blog - Part of the ‘Livable Streets Initiative’ - an online community for people working to create sustainable cities through sensible urban planning, design, and transportation policy: http://www.streetsblog.org - David Engwicht, Mental speed bumps : the smarter way to tame traffic (2005)

REVIEW OF THE CYCLE AND PEDESTRIAN NETWORK

Canberra, ACT

2009

Cycle Friendly Cities

Underpass for pedestrians and Cyclists, Woden

Cycle Parking, Woden Bus interchange

Cycle Parking, Bogota’ Bus station

Separate Facilities for walking and cycling, Bogota’ Shared Facilities for walking and Cycling , Canberra

Martin Miller

Review of the Pedestrian and Cycle Network

2009

Executive Summary As part of the second Sustainable Transport Action Plan 2010 -2016 we once again are reviewing the Pedestrian and Cycle network. This will be the third review in six years. This time the consultant ‘Cardno ‘will try and prioritise areas of the network for future public works over the next seven years. A review the network every few years is not a bad thing, in Copenhagen every two years they conduct what is called a Bicycle Account, which surveys resident with a view to improve several issues of the network like, Cycle track maintenance , Safety ,Cycle parking Etc. This first started back in 1995. In the last Bicycle account 2006, even with their cycle infrastructure, only 57% said that they felt safe riding in the city. There are several issues to consider, particularly when reviewing the network to increase cycling and walking. Safety of cyclist and pedestrian ,connectivity, maintenance ,parking and multi-mode transport. The goals of the ACT Government Sustainable Transport Plan, 2004 is to increase the use of public transport, walking, cycling away from Car based transportation. This is not an easy task when you look at the current lay out of the city and road infrastructure built from the1960’s favouring the use of the automobile. How does Australia rate compared to other countries in terms of Cycle use?

Review of the Pedestrian and Cycle Network

2009

Is density an issue? The he following graph shows and interesting relation between transport and density:

Canberra

This graph demonstrates annual transport emissions per capital in relati relation on to city cit densities, if you look at this graph, a city like Copenhagen stands out out, as a city that is less than half as dense as other European cities, but maintains similar annual transport emissions. Also Amsterdam which is only half as dense as Tokyo but has the virtually the same amount of per capital transport emissions. Cycling culture is a major factor in these cities, one that cannot be ignored. 3

Review of the Pedestrian and Cycle Network

2009

The Office of transport should seriously consider a study tour to Denmark and the Netherlands to look at their Cycle Friendly Cities. The ACT could learn so much from their policies. Next year in Copenhagen ,the inaugural VELO-CITY GLOBAL 2010, a conference that brings together cycling experts, city planners, decision makers, NGOs and researchers from all over the world to discuss the potential and challenges of cycling. The ACT should be there:

www.velo-city2010.com Having lived most of my life in the ACT, I started cycling to school at a reasonably early age. Living in Kambah in the southern part of the Canberra, most locations within the Suburb are severed by a cycle path without having to cross any major roads, even with the suburb divided by a major arterial road. Most Children attending schools back then cycled or walked to school. Yet today this not the case as several children are driven to and from school and many do not attend their local neighbourhood schools as was initially planned by the NCDC. I believe that once you start cycling at an early age this behaviour carries on into adult life for your personal transport choices but only if there is adequate infrastructure to assist this. Almost every journey is made by the car; this is how the majority of our city was designed. What Iâ&#x20AC;&#x2122;d hope this review would do is comprehensively look at International Best practice regarding safe and integrated transport for Walking and Cycling. Starting with a transport Hierarchy commitment:

Pedestrian Cyclist Public Transport Private Automobiles The Pedestrian comes first, people always come first, you can have a city than is friendly to cars or a city that is friendly to people, you cannot have both. In the ACT we are dominated by the car, cars have the right of way in the majority of cases, and this needs to change. Transport and traffic engineers believe they can manage Pedestrian and Cycle movements just like car traffic movements and prioritise the network based on demand. A more proactive approach is what is needed rather than more reactive solutions.

Review of the Pedestrian and Cycle Network

2009

Network We cannot continue to deceive ourselves thinking that painting a little line on a road in a bikeway, a bicycle way which is not safe for an 8 year old is not a bicycle way. Enique Penalosa, Mayor of Bogotaâ&#x20AC;&#x2122; Columbia 1998 - 2001 The Idea that you would build a bicycle network only for the elite commuter cyclist lacks understanding of what a cycle friendly city is, and to do this on roads that have large volumes of traffic and high speed limits is the complete opposite rule to European cities which have greater use of bicycles. If we are to use road space for cycle infrastructure, than it should be designed for all bicycle users not just the elite cyclist.

www.walkandbikeforlife.com suggests a rule for designing a network that is safe and inclusive for everyone. It is called the 8 - 80 rule. A network that can be safely used by a child that is 8 years old and by someone who is 80 years old. Commuting to work, school, shopping or just leisure should be an enjoyable experience. If your commit to building cycling infrastructure, it has to be a safe an enjoyable experience for everyone. Under this rule and international best practise, I propose the following changes regarding cycling infrastructure in relation to our current road network. This will form the basis for the network priority in the ACT. 5

Review of the Pedestrian and Cycle Network

2009

The ACT Road structure is based on a road hierarchy of:

• • • •

Arterial Roads – Speed limits from 60 to 100 Km/hr Major Collector Roads – 40 to 60 Km/hr Minor Collector Roads – 40 to 50Km/hr Access Streets – 10Km/hr( Shared Zones) - 20km/hr - 50 km/hr

Using international best practise the current on-road bicycle lanes will have to be retrofitted and some on major arterial road s will have to be removed and left as a break down areas for car, trucks and Buses. It should be said that the elite cyclist will always do their training at higher speeds and should be allowed to do so on these roads, but at a ride at your own risk. Current signage that alerts drivers to cyclists should be maintained. The other issue with fully a separated facility is that it is shared with pedestrians; this also creates another area of conflict one that is can be addressed by separating pedestrians and cyclists also. Retrofit options for the current ACT network: •

Widening current bike lanes to 2.5m with a curb

•

Installing a 1m buffer with bollards next to current 1.5m bike lane

•

Physically separate lanes by parking spaces and other furniture

•

Full separation with Bi-directional facility, also separated from pedestrians

Review of the Pedestrian and Cycle Network

2009

Arterial Roads – Full separation.

Road Classification - Parkway, Free way, High way, Drive Speed limits ranging from 80 km/hr to 100Km/hr • • • • • •

Tuggeranong Parkway Monaro High way Barton Highway Gungahlin Drive Caswell Drive Canberra avenue

This will be a fully separated bi-directional bike way along one side of the major arterial road. Some of these roads already have this, but may are in poor condition and in need of resurfacing and then re-marking. In areas with high pedestrian use there should be physical separation of cyclists and pedestrians, not a shared path. This will maintain bike speed and safety for pedestrians. Some improvements have been made with signage and directional information, which is an improvement and needs to be acknowledged. If there are Bus stops along these routes, bike and ride should be encouraged with bike parking facilities at these stops. This is a cheaper option compared to car park facilities.

Review of the Pedestrian and Cycle Network

2009

Arterial Roads - Physical Separation

Road Classification – Drive, Way and Avenues in built up areas Speeds ranging from 60km/h to 90km/hr • • • • •

Hindmarsh Drive, Yamba Drive, Melrose Drive, Athllon Drive Adelaide Avenue, Northbourne Ave, Parkes way Kingsford Smith Drive, Belconnen way, Ginninderra Drive Drakeford Drive ,Athllon Drive Etc.

The best choice for fully separated or physically separated will be determined by location, for example Hindmarsh drive already has shared path next to the road and the majority of commuting bike riders prefer to use this instead of the on road facility which has no physical separation. The issue with the shared path is that there is no separation between the cyclists and pedestrians on the pathway. On this occasion this would have been a better use of funding than the installation of an unprotected bike lane on an 80km/h six lane road.

Review of the Pedestrian and Cycle Network

2009

Major Collector Roads – Bike lanes Widths to be determined on site, Physical separation at 60km/hr

Road Classification – Street, Crescent, Avenue Speed limits ranging from 40km/hr to 60km/hr Major collector roads are in most residential areas and connect to other major collectors and arterial roads. I would only recommend bike lanes for these roads with speed limits 50 km/hr and less with physical separation at higher speeds (60 km/h). Nearly all Major collector roads are 60 km/h where 40km/hr is the speed limit for school zones. These roads will be difficult to provide separation as private driveways connect to the roadside at grade level. On street parking can provide physical separation as long as the vehicle doesn’t block the bike lane. Then there is the issue or car dooring, which could happen on either side of the parked car. Bike lane width should be at a minimum of 2m to prevent car door accidents. This will depend upon the full width of road. A bi-directional facility on one side of the road may be a better choice. Some Suburbs have bicycle ways and shared paths at widths of 2.5m, which traverse some areas of the suburbs. This was common for suburbs that were built after the 1970’s ( Kambah ,Wanniassa, Cook, etc). These are called green ways in other countries and making better use of these areas would be a better and cheaper solution. It is important to physically separate Pedestrian and Bicycle users, because they travel at different speeds. A person walks at approx. 5km/h and a cyclist at 15k/h and greater. In most areas, widening of pathways can be easily achieved, making it safer for everyone. 9

Review of the Pedestrian and Cycle Network

2009

Minor Collector Roads and Access Streets Intergrated /shared zone and Contra flow

Road Classification – Street, Crescent, Circuit, Place Speed limits ranging from 10km/h to 50km/h These roads are where most people reside at and also where retail areas are. In residential streets many start their journeys on roads whether it from a ‘cul de sac’ (place) or through road, many of these roads do not have pathways for pedestrians or cyclists and the only option is on the road. While these roads are areas of low car traffic, if pedestrians and cyclists are to share the road space, then reduction in speed limits should be less than 50km/h. I recommend that speed limits in residential streets should be reduced to 40km/h and no through roads (cul de sacs) reduced to shared zone speeds of 10km/h or 20km/h. When there are pathways they are usually only 1.5 m wide. These paths are not wide enough for cyclists to share with pedestrians, pedestrians with prams, disabled people in wheel chairs or on electric scooters. I note that all new suburbs being built will have at least one path located on one side of the street but footpath widths have not changed. Around local shopping centres these access roads should become Shared zones (Pedestrians has absolute right of way). In major shopping centres in town centres and I note the consultation on reduces speed limits to 40km/h around shopping centres and community facilities, for which I agree. These streets can be shared with cyclists, and in some cases of one way streets a ‘contra flow’ design can be adopted. Road is shared with the car and separated in the other direction.

Review of the Pedestrian and Cycle Network

2009

Other network issues worth considering: Pedestrian Crossings There is always seems to be a heated debate in this country relating to pedestrian crossings and under the current Australian road rules a cyclist must dismount and walk across the crossing. A possible solution is to mark a bike lane next to the crossing or if there isnâ&#x20AC;&#x2122;t sufficient room at the side, then space is allocated across one side of the marked crossing.

Bike Parking Facilities Bike parking is generally poor in town centres and sometimes underutilised at local shopping centres fro bike and ride. Bike parking at some commercial offices are good but could be improved. As we are a low density city, cycling 20km to and from work every day is simply not an option. Multi-mode transportation should be encouraged with better bike parking facilities next to Bus interchanges and also along transport corridors next to Bus stops .This is a far cheaper option than park and ride for cars. Surface grade car parks can cost up to $ 10 000 per car park space and double and triple the price per car park space for multi storey or underground car parking spaces. Simple bike racks or rails can be installed next to Bus stops with lager parking facilities next to Bus interchanges. In some cases re-use of underground parking spaces for bicycle parking can accommodate twenty or more bikes one car park space.

Review of the Pedestrian and Cycle Network

2009

Lighting Lighting along pathways is generally poor and none existent except where the paths are near road lighting. Lighting should be installed particularly on pathways in residential areas; this will improve safety for those travelling home late and also in winter when sunset times are earlier. At several road underpasses lighting does not meet current ACT Design standards by having adequate lighting in the underpasses or at either ends of the underpass.

Right of Way The issue of right of way for Pedestrians and Cyclists at road crossing needs to be explored particularly in residential areas and around major shopping precincts. Cars should give way to pedestrian and cyclists at minor road intersections, slowing car speeds will help this. Signage and minor road markings can be used to educate drivers, but this will need signification consultation and implementation over a much longer period.

Review of the Pedestrian and Cycle Network

2009

Conclusion It must be acknowledged the work of Pedal Power particularly in the early and late 1970’s to lobby the Federal Government for bicycle paths. This was seen as a major safety issue then for cyclists who had some frightening experiences with riding on the road with cars and buses. This sadly continues today after some 40 years. The now acceptance and support of the current on-road cycle policy, by Pedal power has been quite disappointing, and one that has divided the community.

On-Road Cycle Lanes “A Safe and Practical Choice” Pedal Power ACT Inc. “More Canberrans cycling more often for a better community” In this presentation Pedal power suggests that on-road cycle lanes on major arterial roads are a safe and practical choice and a proven concept worldwide. While un-protected bike lanes exist in other countries, they are not the design choice for major arterial roads with heavy traffic and high speed limits. Bike/Cycle lanes are used in low traffic areas with low speed limits. America does of course have bike lanes on major roads but are now realizing that they are not the safest choice. America along with Australia has the lowest Bike share use in the world. See graph page 2. The problem with bike lanes in general is that they only provide a perception of separation and in general are not respected by other road users, as the photos below show.

Review of the Pedestrian and Cycle Network

2009

‘In the ideal world you would have a separate off road / direct cycle only network as well as a pedestrian only network but in practise Canberra has not been planned like this and the opportunity to do so has been lost and even if it was argued it still remained it would be at a cost that the Territory could not sustain.’ Tony Gill, Director of ACT Roads. 27/02/2009 While the infrastructure improvements proposed here need more investment than the current funding that will be allocated over the next four years. I believe we cannot afford not to implement these measures if we want to encourage more people to cycle and walk. Australia is now the world leader per capital in obesity , childhood obesity continues to rise at an alarming rate. In the ACT, health costs are now 1 billion dollars a year and increasing by nearly 10% a year. Denmark and the Netherlands while having 100 years of cycling history ,has stated that significant investment in Bicycle Infracstructure saves them millions in health care costs every year. Retrofitting cities, Copenhagen has lead the way on this issue of building cycle friendly infrastructure and another city ,that is worth mentioning, Bogota’ the capital of Columbia,built 300km of seperated bike paths and pedestrian paths in just 3 years from having next to nothing This has been done by reallocating road funding. Canberra has a proud history of cycling, particulary commuting to work and school in the 1950’s before cars started to dominant the road. Then there was a significant attitude change and behavioural change in th 1960s and early 70’s towards cycling. This now needs to change if the ACT is to became a carbon neutral and I believe the ACT could leed Australia in safe cycling infrastructure and be one day regarded as one of the world’s most cycle friendly cities.

Canberra 1940’s - 1950’s

Copenhagen 1950’s

Review of the Pedestrian and Cycle Network

2009

An example of road treatment for safer in the ACT cycling, Cotter Road possible treatment.

Before

After

Other Australian cities implementing Physically separted infrastructure worth mentioning:

Sydney

Brisbane CBD

Melbourne

References. 15

Review of the Pedestrian and Cycle Network A cycle inclusive policy development, A Handbook. April 2009 NYC Department of Transportation. www.streetfilms.org www.copenhagenize.com www.amdsterdmize.com Cycling Canberra, A history of cycling in Canberra & Region. Barbara Malpass

2009

Review of the Pedestrian and Cycle Network

Appendix

2009

Woden

• Walking and cycling connections exist to and from surrounds. • Focus of improvements is on internal connections and better connections from surrounding residential areas to the town centre. • Walking and cycling links are also recommended to service the industry precinct and Canberra Hospital. • Hindmarsh Drive can be intimidating for pedestrians and discourages crossing.

Review of the Pedestrian and Cycle Network

2009

Other Issues for Woden.

• Connections to Education Facilities a priority as well. (55% of students do not attend their local schools).

• Melrose Drive intimidating for pedestrians as well. Look at narrowing road for better pedestrian crossing points.

• Encourage more people to walk and cycle to the town centre and Phillip Trading area.

• Better bike parking facilities next to the Bus Interchange or in car • • • • • •

park areas around Shopping centre. Widen Melrose drive under-pass for a Pedestrians and cyclists. Look at a Pedestrian/Cycle bridge over Callam Street. Consider Bradley Street to become Pedestrian and Cycle only, from the car park entry to the Bonner House connection. Corinna street, look at reducing Car traffic, more crossing points. for pedestrians. Entry to underground Car park could be moved. Reduction in speed limits to 40km/h in town centre streets, also north and south Phillip precincts. Consider traffic lights at Launceston, Hindmarsh and Macdonald Street intersection. This will provide an additional safe crossing for pedestrians and cyclists.

Review of the Pedestrian and Cycle Network

2009

Revised Map: Woden Network Cycle Path extension along side of Tuggeranong Parkway , to connect to cycle links to Civic, Belconnen and Gungahlin.

40km/h Zones internal Streets

Extend path/cycle way along Yamba Drive ,Hughes side

Full separation.

Continue Path/Cycle way to Eddison Park

Widen underpass ,and remove barrier

Eddision Park Upgrade refer to following page

Consider Traffic light intersection For Launceston, Macdonald & Hindmarsh

Separated path / cycle way links both sides of Hindmarsh Drive

Roundabout intersection for Parramatta Street . Safer crossing points for proposed pathway connection National Bike Path Funding Chifley /Pearce Link between Tuggeranong Parkway and Athllon Drive

Mawson Park & Ride ,Extend path/cycle to Farrer and Issacs

Review of the Pedestrian and Cycle Network

Eddison Park Detail.

2009

Canberra Pedestrian Forum Mr Russell Yell Senior Transport Engineer Cardno Eppell Olsen Level 3, Cardno Building 910 Pacific Highway Gordon NSW 2072 Dear Russell Comments on Cycling & Pedestrian Network Review – December 2009 draft report

Principal findings and recommendations • Canberrans need a complete, continuous, safe and accessible pedestrian network that brings everyday destinations within walking distance. • Our walking infrastructure determines the extent to which walking can contribute to our mobility, health and environment, and to our Sustainable Transport Plan, Road Safety Strategy, Aboriginal and Torres Strait Islander Health strategies, Chronic Disease Strategy, Climate Change Strategy and Social Plan. • The information used for the draft report is sufficient to allow 226 projects to be ranked according to their cost-effectiveness. • The Multi-Criteria Analysis (MCA) ranking is biased towards large projects, and is not an adequate basis for funding decisions. • The Review’s Terms of reference confine it to a quarter of the Canberra’s walking infrastructure, and bias it towards (1) walking trips that supplement car trips, at the expense of walking trips that replace car trips and (2) adult cycling at the expense of child cycling – hence, it does not address the one third decline in child cycling. • At current funding levels, it will be more than a century before there is a footpath on at least one side of every residential street in Canberra. • The draft report focuses on physical infrastructure, at the expense of behavioural measures to improve the utility of the physical infrastructure. • The entire 226 projects will cost less than twice as much as the Canberra Hospital car park. • The Canberra Pedestrian Forum recommends that:  As recommended by the ACT Greens, “The Government should sign up to the International Charter of Walking.”  The 226 projects be ranked for cost-effectiveness;  The ACT Government implement three low-cost behavioural projects, identified below, that will improve the utility of existing

http://grapevine.net.au/~mccluskeyarundell/pedestrian.html

November 26, 2010

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physical walking infrastructure, and avoid the need to retrofit footpaths on streets that are yet to be built;  The ACT Government expand the review’s Terms of Reference to include both behavioural measures, and all of Canberra’s pedestrian network.  The ACT Government review the prospects for accommodating population growth without new greenfields development.

Findings Canberrans need a complete, continuous, safe and accessible pedestrian network that brings everyday destinations within walking distance. Distance is the most significant factor affecting Canberrans’ ability to walk. Canberra’s population density of around 430 persons per square kilometre can support only a limited number of services within walking distance of a home. In comparison, Copenhagen’s population density of people per square kilometre can support thirteen times as many schools, shops, jobs and bus services within walking distance of a home. To access the same services, Canberrans must currently walk or cycle more than three times as far as Copenhageners. Canberra’s walking routes do not form a true network because they are continually interrupted by street crossings where pedestrians must give way to motor vehicles – either because they are legally required to do so, or because they cannot rely on drivers to observe the Road Rules that require them to give way to pedestrians. An estimated 600 km of Canberra streets have no footpaths. On many of these streets pedestrians must walk along the road – into the face of oncoming motor vehicles that often exceed the speed limit – either because it is impractical for them to use the nature strip or because the nature strip is obstructed by illegally parked cars or by illegal landscaping. The mobility of children who live on these streets is severely constrained, because Canberra’s drivers are not trained to safely share the road with children. Kidsafe ACT recommends that children under nine should be supervised “at all times near traffic,” and “should not ride on the road without an accompanying adult to supervise.” Our walking infrastructure determines the extent to which walking can contribute to our mobility, health and environment. We endorse the Heart Foundation’s comments about Australia’s health issues and their potential costs to the community, and the role that walking – in particular, walking for transport – can play in addressing these issues. Canberrans’ ability to walk – to shops, to schools, to bus stops, to work, for work, from car parks and for recreation – is crucial to our health, to our environment, and to our ability to live fulfilling lives in a future that is overshadowed by the spectres of peak oil and of the need to reduce greenhouse emissions. We note that increased walking can contribute significantly to achieving the objectives of a range of ACT Strategies and Plans including the:

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 Sustainable Transport plan  Road Safety Strategy  Various Aboriginal And Torres Strait Islander Health strategies  Chronic Disease Strategy  Climate Change Strategy  Canberra Social Plan The information used for the draft report is sufficient to allow 226 projects to be ranked according to their cost-effectiveness. The Multi-Criteria Analysis ranking is biased towards large projects, and is not an adequate basis for funding decisions. Funding for cycling and pedestrian and cycling infrastructure is limited. It is essential that we allocate pedestrian and cycling funding to projects will be most cost-effective. This objective is commonly achieved by ranking projects according to their cost-effectiveness. Cost-effectiveness is calculated by summing the “effectiveness” or benefits of a project, and dividing this by the sum of its costs. In the Multi Criteria Analysis, cost-effectiveness is calculated only for the number of people served by each route, and this factor counts for only ten per cent of the project score. Ninety per cent of the MCA score for a project is assessed independent of cost. Factors assessed independent of cost include the diversity of attractors served along a route, the number of residents and jobs near the route, the proportion of the total corridor that the project will complete and the project’s strategic importance. All of these factors tend to increase with the size (and hence the cost) of a project, without necessarily increasing its cost-effectiveness. This leads to the anomalous results such as:  If the cost of the Marcus Clarke link (from Allara St to Bunda Street) increases from $69,000 to $69 million, its cost-effectiveness falls by 99.9% but its MCA ranking falls only from first to equal eighth.  If the cost of the Molonglo link 6 project falls from $951,638 to $1, its cost-effectiveness will far exceed that of any other listed project, but its MCA ranking will rise from equal 224 th only to equal 148th. The Review’s Terms of reference limit it to considering only a quarter of the Canberra’s walking infrastructure, and bias it towards walking trips that supplement car trips, at the expense of walking trips that replace car trips. According to the Terms of Reference for this report, it “will review the Main Routes network and develop walking, cycling and disabled access routes in the town centres and major employment nodes.” Even if the report were extended to cover a radius of 2km around each town centre, employment node, it would cover less than a quarter of Canberra. Data on walking in Canberra are currently quite limited. As the ACT Greens submission points out, “benchmarking requires the collection of data. Traffic

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management agencies need to have full data on cyclist and pedestrian numbers.” However Dutch data1 are available, and they indicate that walking and cycling are essentially local. 34% of Dutch journeys up to 7.5 km are made by bicycle, but this falls to 15% for journeys from 7.5 to 15 km, and 2% for journeys over 15 km. Nineteen per cent of all Dutch journeys are walked, but virtually none of these are over 7.5 km. Comparison with cycling trends indicates that most walking journeys would be less than 2.5 km. Most Canberrans live beyond 2.5 km walking distance from the locations covered by the study (see figure at right). Unlike walking trips that supplement car trips, walking trips that substitute for car trips reduce congestion, transport costs and pollution. Most walking trips that substitute for car trips occur within walking distance of home. Most walking trips in the Town Centres and major employment nodes are conducted by people who have driven to those places, and thus supplement car trips. It should also be noted that: 1. the proportion of children cycling in the ACT declined 14% between 2000 and 20092; 2. In the same period, the amount of time child cyclists spent cycling declined nationally by 24%; combined with the reduction in the proportion of children cycling, this indicates a 35% decline in child cycling; 3. one third of Canberra’s cyclists are children; 4. most cycling opportunities for children are outside the scope of the current report – i.e. they are within their own suburb (e.g. to and from school), rather than along trunk routes or in Town Centres; and 5. the President of Pedal Power has confirmed that Pedal Power supports the building of footpaths, as they are places for people to cycle. At current funding levels, it will be more than a century before there is a footpath on at least one side of every residential street in Canberra. The Chief Minister advised on 6 November 2009 that, “No information is available on the length of urban roads where no footpaths have been 1

Ministerie van Verkeer en Waterstaat, 2009, Cycling in the Netherlands.

ABS 4901.0: Children's Participation in Cultural and Leisure Activities, Australia.

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provided,” and “The Department has an annual program providing new footpaths with some $1.16 million allocated in 2009-10 specifically for this purpose.” The Canberra Pedestrian Forum estimates that Canberra has 600 km of footpath-free streets. At $200,000 per km of footpath, it will cost $120 million to construct footpaths along one side of all of these streets. At the current annual funding level, this will take 104 years. The draft report focuses on physical measures, at the expense of behavioural measures, to improve the utility of the physical infrastructure. Issues that can be addressed by behavioural measures include: • nature strips that are obstructed by illegally parked cars or by illegal landscaping – especially on footpath-free streets. This can be addressed by the ACT Government ensuring that residents are aware of their obligations, and comply with them; • walking and cycling routes that cannot be safely used by children, because Canberra’s drivers are not trained to share the road safely with children; • walking routes that are interrupted because pedestrians cannot rely on drivers to comply with road rules that require them to give way to pedestrians; • Road Rules that discriminate against pedestrians; and • Traffic light programming that imposes unwarranted delays on pedestrians, thus leading to worse traffic congestion and road safety outcomes. Many pedestrian traffic lights are poor indicators of whether or not it is safe to cross – they show red at times when pedestrians have adequate time to cross without facing conflicting traffic. As a result, many pedestrians either cross against red, or save time by driving instead of walking. The entire 226 projects will cost less than twice as much as the Canberra Hospital car park. The amount that the ACT Government allocates to the cycling and walking network reflects the priority that it places on cycling and walking. The “top 50” listed projects will cost only $13.6 million, and the entire 226 listed projects will cost only $50 million. These projects will increase cycling and walking, thus improving health and reducing health costs, pollution and congestion. In contrast, the $30 million-plus Canberra Hospital car park will encourage people to drive rather than walk or cycle, thus adding to our future health and transport costs, pollution and traffic congestion.

Recommendations The Canberra Pedestrian Forum recommends that:

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1. as recommended by the ACT Greens, “The Government should sign up to the International Charter of Walking.” 2. the data used for the Multi Criteria Analysis be used to rank the costeffectiveness of the 226 projects, in order to identify priority projects for funding; 3. the ACT Government implement the following three low-cost behavioural projects, that will improve the utility of existing physical walking infrastructure, and avoid the need to retrofit footpaths on streets that are yet to be built: • Ensure that residents comply with their requirements to maintain a clear walking space on their nature strips, on streets that do not have footpaths; • Ensure that all ACT drivers understand and observe the Road Rules that require them to give way to pedestrians, and are trained to safely share the road with children; • Modify the Future Urban Area Residential Subdivision Development Code to ensure that all new streets form part of a complete, continuous, safe and accessible pedestrian network. 4. the ACT Government expand the Terms of Reference for the review to include the whole of Canberra’s pedestrian and cycling networks, including our estimated 600 km of footpath-free residential streets, and prioritising: • the places where Canberrans actually walk, as identified from existing data such as travel survey data from TravelSmart projects. The ACT Greens point out that “Benchmarking requires the collection of data. Traffic management agencies need to have full data on cyclist and pedestrian numbers. The Chief Minister’s Department now has a traffic simulation model which is being used by all government agencies and private sector developers. This modelling also needs to include cycle and pedestrian counts … The Government’s traffic simulation model should include counting of cycling and pedestrian numbers." • routes where cycling and walking substitute for car travel (e.g. travel from home to school, shops and bust stops), as distinct from supplementing car travel (e.g. travel within Town Centres and major employment nodes); • routes that serve children and other people who do not have ready access to the alternative of car travel (e.g. routes between home and school) noting the ACT Greens’ point that “the ACT Government has also committed to instituting ‘child friendly planning principles’ into ACT planning guidelines." 5. the ACT Government expand the Terms of Reference for the review to include behavioural issues including: • Road Rules that discriminate against pedestrians – for example, Rule 236 (1): “A pedestrian must not cause a traffic hazard by

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moving into the path of a driver,” for which there is no equivalent that applies to drivers; • Traffic light programming that imposes unwarranted delays on pedestrians, thus leading to worse traffic congestion and road safety outcomes and encouraging people to drive rather than walk – thus further adding to health and transport costs, pollution and traffic congestion. 6. the ACT Government review the prospects for accommodating population growth without new greenfield developments. • Compared with urban infill, greenfield developments increase the distances that people must travel to shops, schools, employment and recreation, thus encouraging driving and discouraging walking and cycling. They also reduce the number of people who live within walking distance of any given bus stop, thus making it more expensive (and less effective) to provide an adequate frequency of bus services. • This review should note the Melbourne City Council study, that concludes that Melbourne can house an additional 1 million people along its transit corridors, leaving 94% of its urban space unaffected. 7. the review also consider cycling and walking issues for the proposed centre of Molonglo, including that: • Molonglo’s proposed location is three hours’ walk from adjacent employment centres, and • on the proposed 70 metre wide arterial road, the walk from an inwards bus stop to the corresponding outwards bus stop will require crossing six lanes of motor traffic. 8. ACT funding for repair and construction of footpaths be increased to a level so that all Canberra residential streets with speed limits exceeding 30 km/h will have footpaths by the year 2020. 9. the review address the difficulty of walking across arterial roads (such as Northbourne Avenue in Civic) that either bisect shopping or employment precincts or separate these precincts from nearby residential areas. This arises in part from the width of the central reserve, which makes it difficult to provide traffic light sequences that allow people to walk across the street in less than two traffic light sequences. 10.the review address construction practices that make roads pedestrian-unfriendly – for example, large-radius corners that increase cornering speed, and at the same time increase pedestrian crossing distances by up to – or in some cases more than – 100%. 11.the review address the danger and difficulty of crossing to and from bus stops, where they are not adjacent to safe crossing points such as zebra crossings or traffic lights. 12.the Government reject Pedal Power's policy of not supporting lighting of bicycle paths, noting that:

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• the Sullivan's Creek path is Canberra's most heavily used cycle path; • several sections of the path are so dark that they cannot be safely ridden without bicycle lighting that significantly exceeds legal requirements; • several people have been assaulted on that path, by assailants who used the cover of darkness; • some pedestrians who use this route have taken to the use of flashing LED lights, to make themselves visible to cyclists with lowpowered headlights; • costs can be minimised by restricting lighting to the darkest sections of the path that do not receive "light spill" from nearby street lighting - for example, Haig Park and the section between Macarthur Avenue and Wattle Street; • additional initial cost savings may be achieved by using existing lighting on nearby sporting fields, without needing to install dedicated path lighting. With my best regards Leon Arundell Convenor 31 January 2010

Cardno Eppell Olsen Pty Ltd

Transportation and Traffic Specialists

Our Ref: CES01143/SL Date:

22 October 2009

DESIGN NOTE ACT Pedestrian & Cycling Strategy Stakeholder Workshop – 14 September 2009 at Gungahlin Community Centre TRUNK NETWORK Erindale and Kippax are future major nodes (shops + bus interchange) – these should be considered as centres Needs to be cycle demand to have cycle lanes, don’t just put them in willy nilly ~ 26,000 jobs at the Airport in the medium/long term as part of master plan Prioritisation – give higher weighting to those sections with short term conflicts/congestion Prioritisation – provide alternative (on-road) facilities for higher speed cyclists Parallel routes along lower traffic streets (e.g. to bypass Northbourne Avenue) Miller Street crossing en route to Belconnen needs attention Co-ordination between developers in the different stages of Molonglo required to make sure all facilities line up properly Barry Drive/Belconnen Way – ped/cycle facility needed on south side from Gungahlin Drive towards Civic Barry Drive eastbound – design underway for bus + cycle lanes School catchments are increasing as schools close – expanding beyond the traditional neighbourhood unit Blind people love underpasses as it means they can cross roads that they wouldn’t otherwise be able to – good sightlines and lighting are essential for the perception of safety. Cyclists don’t like underpasses due to broken glass puncturing tyres moreso than any safety issue

GUNGAHLIN Bike lockers – too restrictive/personal use, usage has been dropping in favour of bikes on buses or casual parking. Secure bike cages should be provided instead of lockers Tactiles all over Canberra have been put at an angle that leads blind people into the middle of an intersection Penny to get back to us with ideas for accessible routes in town centres Hibberson Street should be a shared zone or a low traffic route that incorporates buses – needs gateway treatments and a method of dispersing through traffic entering via Flemington Road Constant stream of peds crossing Hibberson Street from Big W entrance to south side New library will need accessible route for disabled people Pram ramps at some intersections are on the wrong angle \\Sydcfs01p\ceo\PROJECTS\Current\CES01143 ACT Pedestrian and Cycle Network Review\Reporting\meeting minutes\Notes 14 September_SL.doc

BELCONNEN High speed traffic in town centre Poorest cycling facilities in all of Canberra’s town centres Cycleway option for old busway corridor from Emu Bank north to Coulter Drive Lighting required along Eastern Valley Way south of College Street The waterfront development (café/pub etc.) introduce ped/cycle conflicts to what was a deserted commuter route – need to balance the conflicting needs of different user groups Low contrast stairs in Swanson Plaza are an issue for blind people Access along Benjamin Way at Joynton Smith Drive is poor due to car park entrance/exit New ped link will be provided from Benjamin/Chan to Cohen/Lathlain Need to change character of Benjamin Way north of College Street as it still feels like an arterial, not a town centre street Access issues across driveway on Lathlain Street south of present bus stops – pram ramps in the wrong direction Future plans for development along the Emu Bank frontage of Westfield There is a barrier to movement along Benjamin Way after hours due to Westfield closing and so it is deserted/people harassed by security

FYSHWICK Potential east-west links from Kingston to Fyshwick – either via Newcastle Street and/or the rail corridor Verge parking is an issue however some premises (e.g. car yards) have permits Monaro Hwy/Newcastle Street intersection is a major barrier to cyclists east-west Ped/cycle link across railway from either Lithgow or Geelong Streets is desirable Shared path on western side of Ipswich Street is high priority Monaro Highway/Canberra Ave/Ipswich Street is poor for eastbound cyclists due to unusual island set up – fix this as part of Monaro duplication? Need to improve crossing at bus stops on Canberra Ave near Wormald Street (lights?) Newcastle Street – future accessible route

AIRPORT Airport bike path – will cross Fairbairn Avenue then disappears. Need a bike path through and past the terminal area to Brindabella Business Park High demand for cycling to BBP Safety issue for cyclists crossing the two roundabouts on Pialligo Avenue

MITCHELL Link to Kaleen has been suggested previously by several people who work at CSIRO and live in the Kaleen area, however it was knocked on the head as it did not feature as being a priority in the 2007 report – can be re-evaluated as part of this priority report. Existing dirt tracks west of Barton Hwy could be upgraded and some form of crossing provided over Barton Hwy.

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Sandford Street extension from Flemington Road to Federal Highway needs cycle lanes and shared path to link to northern suburbs Wells Station Road is planned to be the major cycle route from northern suburbs to Gungahlin (Flemington Road to become a transit boulevard)

\\Sydcfs01p\ceo\PROJECTS\Current\CES01143 ACT Pedestrian and Cycle Network Review\Reporting\meeting minutes\Notes 14 September_SL.doc

Cardno Eppell Olsen Pty Ltd

Transportation and Traffic Specialists

Our Ref: CES01143/ Date:

15 September 2009

DESIGN NOTE ACT Pedestrian & Cycling Strategy Stakeholder Workshop – 15 September 2009 at Griffin Community Centre, Civic TRUNK NETWORK Finishing Lake Burley Griffin loop – i.e. Bowen Park, Kingston Foreshore, Jerrabomberra Wetlands – is the highest priority. Australia’s best half day cycle loop Fairbairn Avenue should be included in the trunk network (Northcott Drive to Airport) Sulwood Drive should be included in the trunk network as there are no routes serving the north of Kambah/Wanniassa Off-road facilities required east of Northbourne Avenue Limestone Avenue on-road facility is a priority Kuringa Drive on-road facility is a priority The absence of pram ramps create missing links – big bang for buck The shared path along the northern side of Belconnen Way between Haydon Drive and Benjamin Way needs lighting as it passes through bushland Missing off-road link in the trunk network – along Belconnen Way from Benjamin Way to Kingsford Smith Drive and then along Drake Brockman Drive to Spofforth Street, Holt. Also need to consider linkages from this path to Kippax Missing link in the Moore Street-Forbes Street-De Burgh Street link through Turner and Lyneham along David and Wattle Streets crossing Macarthur Avenue – bikes are directed off-road because it is a pinch point however commuter cyclists continue to use the road at some risk to their safety Sullivans Creek path is approaching capacity

CIVIC Copenhagen style cycle lanes on Civic loop – physical separation (Marcus Clarke Street – Parkes Way – Allara Street – Bunda Street – Rudd Street) Shared space concept for Bunda Street? These improvements would make it easier for shorter trips – don’t need to find car parking Poor crossings of Northboune/Commonwealth Avenues around City Hill Movement within Civic is very difficult – the Civic loop would bring them to at least a few blocks from destination Very narrow bridge over Parkes Way at Marcus Clarke Street – ped/cycle conflict Marcus Clarke Street used to be a coherent cycle route but was steadily built over – needs to be redone Need to improve safety on connector routes that cross Cooyong Street (B-double route) \\Sydcfs01p\ceo\PROJECTS\Current\CES01143 ACT Pedestrian and Cycle Network Review\Reporting\meeting minutes\Notes 15 September_SL.doc

Poor connections from the lake to Civic – the natural desire line is along Commonwealth Avenue but this has poor pedestrian and cyclist facilities around the Parkes Way interchange Cycle loop will bring benefits to business with greater movement of people throughout civic Bunda Street – maybe a shared zone with one-way traffic. NRMA support this concept. London Circuit is the key link in Civic When London Circuit is redeveloped it should have cycle lanes Put traffic on London Circuit and have pedestrianised area in the centre? Acton Peninsula development/Childers Street/Lonsdale Street shops/Akuna-Bunda Street area/SW part of London Circuit are major pedestrian/cycling attractors Public bicycle hire system – logical spot would be along Civic loop McCaughey Street off-road path has issues with crossing roundabout approaches High demand for peds crossing Bunda Street near Ainslie and Akuna

BARTON/PARKES Missing links can be as small as multi-lane roundabouts – we should be treating these intersections as missing links in the trunk network & prioritisation projects King Edward Terrace/Bowen Place is a car crash blackspot – things may have improved since the installation of the roundabout Bowen Place crossing is still the highest priority Bowen Park path extended to Kingston Park foreshore and around wetlands Commonwealth Park (Parkes foreshore shared zone) – no lighting, steps, bollards etc. are not cyclist friendly. Safety issues with the lack of lighting and obstacles at night. Conflicts between commuter cyclists and tourist traffic Unfinished track on lakefront behind National Gallery is still unpaved Coronation Drive needs cycling facilities between Flynn Drive and Queen Victoria Tce to cater for commuters entering Parkes from the west (e.g. Alexandrina Drive) Access from Canberra Ave to Parliament House is an issue – current arrangements discourage casual cycling access. Potentially a link could be provided from Canberra Ave/State Circle across Capital Circle (signals, coordinated with the C’th Ave/Coro Dr signals?) to link with Parliament House In high pedestrian areas the cycleway should be marked with different colour/texture paving to delineate the path King Edward Terrace could have cycle lanes to avoid ped-cycle conflicts on foreshore Parkes is ideal size for cycling between destinations – free bicycle hire scheme?

WODEN There used to be a cross-town bicycle route through the centre but it has been gradually built over – now east-west connectivity is poor between Callam and Corinna Streets Launceston Street is used by cyclists to bypass conflicts at Yarra Glen roundabout Yamba Drive/Launceston Street intersection has the first implementation of a hook turn for cyclists (southbound to westbound) – this could set a precedent for treatments at other problem intersections with high demand for right turns The issue of southbound cyclists on Yarra Glen negotiating the roundabout to reach Melrose Drive is a high priority – concept plan is for an underpass beneath the eastern part of the roundabout to reach the

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Yarralumla Creek cycle path and then emerge onto southern side of Melrose Drive. Northbound cyclists are adequately catered for Launceston St/Irving St intersection is a missing link in the Launceston Street on-road facilities – difficult to cross off-road due to traffic constantly turning in/out of Irving Street Woden Green Estate is being built on the east side of Yarralumla Creek at Woden – need to ensure the commuter path along Yarralumla Creek is retained as part of the development Lack of connectivity (CPTED/signage) between the south and north sides of Hindmarsh Drive On-road cyclists (northbound) have issues crossing the Athllon Drive/Melrose Drive roundabout (there is room for on-road lane between left and through lanes) Links from Chifley are good (grade-separated) but the path south of Hindmarsh Drive could use formalising (direction signs?)

TUGGERANONG Soward Way and Anketell Street are the key routes for cyclists – can get within a few blocks of where they are going by either of these two streets Project we can recommended – bike parking study Eastbound cyclists on Athllon Drive at the Anketell Street roundabout generally join the main traffic stream so they don’t have to give way as per the off-road path Isabella Drive roundabout is very poor for peds, cycles and cars alike Poor access to Tuggeranong Square Need more cycle parking

HUME Tralee links should not be considered as part of this study Rail trail potential alongside heritage trains

MOLONGLO To start construction early next year – first stage will only go as far north as Holdens Creek Eventual 60k-70k population There is a need for off-road facilities along the north-south arterial – can be provided on quieter parallel streets as long as connectivity is retained across creeks

PRIORITY PROCESS Multi-lane roundabouts are major barriers – higher score Need to take cost-effectiveness into account more, i.e. higher weighting Financial analyses need to be sensitive enough to take into account very low cost projects Sporting and recreation links need higher weighting Swimming pools and schools could be attractors Primary schools should rank higher than high schools Needs to include future sites for centres

\\Sydcfs01p\ceo\PROJECTS\Current\CES01143 ACT Pedestrian and Cycle Network Review\Reporting\meeting minutes\Notes 15 September_SL.doc

Cardno Eppell Olsen Pty Ltd

Transportation and Traffic Specialists

Our Ref: CES01143/ Date:

DESIGN NOTE Criteria

Weighting (no. of dots)

Connectivity

Demand

Network Enhancement

Safety

Cost Effectiveness

Strategic Importance

As determined by participants at the workshops on 14/15 September

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Cardno Eppell Olsen Pty Ltd

Transportation and Traffic Specialists

Our Ref: CES01143/ Date:

21 October 2009

DESIGN NOTE Gunghalin Community Council Meeting 14/10/09 Approx 10-15 people attended Key issues raised: •

• • • • •

Additional connections should be added to our plans south of Valley Ave through Environmental Park – to connect Kosisko Ave to centre, Palmerston to centre and Frankilin to Centre (see map mark ups). This could be formalized trails through this area – asphalt. Could also include interpretive and educational signage through area; Need an more direct link between Forde and proposed Throsby Playing fields; Plan should address motorized vehicles on paths e.g. Gophers; Higher priority should be given to off road cycle paths; Northbourne Avenue – govt should still pursue investigation of bus lane and cycle lane in centre median; Suggestion that words be provided for next newsletter about consultation (note need by mid November, for production December) noting what’s proposed, how to comment and how addressed issues raised in meeting.

Meeting w Pedal Power 15/10/09 – Tony Shields, Terry and Ben? Key discussion issues: • •

• • • • • • •

Priority of Civic loop and it role emphasized; Discussed importance of missing links to be included – I explained haven’t been commissioned to do full audit therefore can only include what we notice or what is provided to us. Suggested that during consultation people get change to suggest missing links; Importance of co-ordinating resurfacing program with bike facilities roll out – could include in recommendations; Suggest maybe do comparison of funding levels with other places (e.g. Brisbane similar population) to illustrate ACT should be spending more on cycling; Would like to see report address need for 1 person in TAMS to be responsible for cycling – compare to other locations; Maybe recommend need to do missing link audits; Suggest include some cross section e.g. – for Moongalu improvements and Copenhagen lanes; More photos – Terry to send Maybe send draft plans for Pedal Power to review.

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Cardno Eppell Olsen Pty Ltd

Transportation and Traffic Specialists

Our Ref: CES01143/ Date:

21 October 2009

DESIGN NOTE North Canberra Community Council Comments 21st October 2009 Officer Crescent Rat-run in the AM Peak Duffy Street is very narrow and highly trafficked in the morning peak so might not be the best location of a cycle route. The fire trail running around the back of Ainslie could be formalised as a cycle path. Currently used by many during daylight hours. Near Dickson College (Phillip Avenue/Majura Avenue) there are no formal crossing points at this intersection. Currently people use the footbridge over the stormwater drain and cross the Dickson college carpark to cross Phillip Avenue. Potential for signalised crossing. Antill Street cycle lanes could be accommodated on the ANtill Service Lane. Phillip Avenue Connection The Masson Street/ McCaughey Street Roundabout is seen as having dangersous crossing points The implementation of cycle parking at all major bus stops was suggested and seemed to be a well supported concept.

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Cardno Eppell Olsen Pty Ltd

Transportation and Traffic Specialists

Our Ref: CES01143 Date:

22 October 2009

DESIGN NOTE Geoff Farrar Meeting 22nd October 2009 Geoff was keen to see how weâ&#x20AC;&#x2122;ve progressed and liked what he saw. His main point was that he sees our work should tie in with the reseal program and that our priority schemes should connect with the reseals to combine projects. William Webb/ Kingsford Smith Illara Street We should consider that the off and on road cycle routes are mutually exclusive. Childers Street

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Cardno Eppell Olsen Pty Ltd

Transportation and Traffic Specialists

Our Ref: CES01143/ Date:

22 October 2009

DESIGN NOTE Meeting with Rod Baxter 22nd October 2009 Rod commented on the cycle lanes on Barry Drive, and the fact that they stop west of Watson Street. I showed him our plans to extend this link. He approved. He also mentioned that a new intersection might be implemented at the intersection of Barry Drive and Watson Street, which would make crossing into ANU and onto Childers Street easier. He wasnâ&#x20AC;&#x2122;t sure if there were cycle lanes on Mort Street.. can we check? He wanted us to consider Torrens Street cycle lanes. He wondered what width was available on Cooyong Street for cycle lanes The civic cycle loop proposals for Bunda Street are apparently not shared space all the way, rather a contraflow cycle lane against one way traffic with shared space ped crossing points (raised table tops) He discussed the possibilities for cycle facilities on Northbourne Avenue, including central reserve cycle lanes, on-street cycle lanes and incorporating these with a bus corridor on Northbourne.

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Appendix C Maps of Proposed Facilities and Attractors

B B BA A AR B B B A A R RT O ON TT TT TO O N NH O N N H HIG IG IG H H HW IG IG IGH W WA H H W W A A

-B EEE-B -B -B -BR R R O R R RO O C O OC C K C CK K M K KM M A M MA A N A AN N N ND D D R D DR R IV R RIV IV IV IVE EEE E

T TU TTT UG UUU GG GGG GE GGG ER EEE RA RRR AN AAA NO NNN ON OOO NG NNN GPPP GGG PPA AR AAA RK RRR KW KKK W W WAAA W AAY Y YYY

C CO CC CC O O OP O PP PPP PIIIN PPP IINN NS N SC SSS CR CC CC RO RRR O O OS O SS SSS SIIIN SSS IINN NG N G G GRRR G RRO O O OA O O AD AAA D DD DD

Y Y YA A A AR Y R R RR A A R R RA R R A A AG R R G GL A A LL LL LE G G G E E EN N N N E E N N

NA NA MA NA TJI MA NAMA NA RA RA TJI MATJI MA DR TJIRA TJI IVE DR RADR RA RA IVE DRIVE DR IVE IVE

AA AA ATTT A

E DRIV DRIVE DRIV E IS ISDRIV IS LEW LEWIS LEW E DRIV DRIV TIMER TIMER TIMER IS IS LEW MOR MORTIMER MOR LEW LEW TIMER TIMER MOR MOR MOR

NNNTTTTTT

F IIDD FFF FIIID D DG G G G GE EEE ES SSS ST TTT TR RR RR RE EEE EE EEE ET TTT T

FF FF FL LL LL LE E F EM M M MIN E IN IN ING M M G G GT IN IN TT TT TO O G G ON N N NR O R R RO N N O O OA R R A A AD O O D A A D D

LEGEND

Employment Areas Community Facilities Retail Areas Parks and Recreations

Bus Interchanges

Map 5

AYYYYYY W W WAAA W W HHHW GG GHHH IIG IIG HHIIG HH OO OO O RR RR RO AR NNNAAA OOONNN MMOOO MM

Tafes_Universities Hospitals Road Network Proposed on-road cycle facility

Existing on-road cycle facility Proposed off-road cycle & pedestrian facility

Existing off-road cycle & pedestrian facility

Map 8

A YY YY AY A A W WA H W HW H H IG IGH IG IG H HIG H O OH R O O RO R R A AR N A NA O N N ON O O M M MO M

P PP PP PIIIA IIAA A AL LLL LL LLL LIIIG IIG G G G GO O O O OAAA AAV VVV VE EE EE EN NNN NU UU UU UE EEE E

Schools

JO JJ JJ OH O J O HN O H O NSSS N H H H N N N ON O O SSSO O ND O N N N N DR D D RIV D R D IV R R R IVE IV E EE EE

E EEE VVVE RRRIIIVIIV D DRRR DDD A AA A A L L L LL EEELLLLL BEE BBB AAAB IIIS SAAA SIISS

Map 12

EE E VE EE RR RIIIIVIIVV RR DDDR AA ADDD AA LLLLLA L L L L EE ELLL EE BB BE BB AA AB AA IIS SA SS IISIIS

EE EE E IV IV IVE R R RIV IV IV D D DR R R D D N N ND O O N ON N SS SS SO O O N N NS H H HN N N O O O H H H J J J O O O JJJ

E EEE VVE RIIIVIIVV RRR DDR DDDD DDD RD RR RR OR O O O FO FF FF EF EEE KE KKK AK AAA RA RRR DR DDD D

EE IIVV IV VEEE R R R RIIV D D D DR D A A LLLA AD A L E E LLLL LLL E E E B B B B B A A A AB IISS IIIS SA S

Map 6

MMM

S ST TTT TE S S S R R RN E ER N N B BE N R R E ER B N R RG E B B R E R G GC C CR R RE E R ESC C C SC SCE C E R SC E SC N N NT E EN TTT T N N

EE EE ENNN CC CC CE SSC E EE ESS RR RR REE R C C C C C C HHH IITITTHHH MMIITITT SS SS SMM S LLLLLL E E E E E E AAZZZZZZ HH HH HAA H

AS AS ASHL HL HL HLEY AS AS AS EY EY EYDR HL HL DR EY EY DRIV IV IV IVE DR E E E IV IV E E

RRRIIV IIVV IV VE EEE E

THARWA THARWA DRIVE DRIVE THARWA THARWADRIVE THARWA DRIVE DRIVE DRIVE

Map 7

AY AY AY HW HW AY AY G G HI HI HW HW HWAY G G GHW O O HI HI HIG R R O O OHI NA NA R R RO O O M M M NA NA NAR O O ONA M M MO

E EEE NE N N AN A A N LA LLL A A AL A A GA G A G GG G G G UG U G U U MU M M M M

EEE IV IV IV IV IVEEE R R R R RIV D D D D DR A AD A B B B B BA M M M M MB A A A Y A AM YY YY YA

E EE EE VE V IIVV RIIIV RR RR DDR DDDD DDD OD O O O OO O O O WO W W W LW LLL UL UUU SU SS SS S E E IVE E IV IV DRIV DR DR NDR N ON O N O LLO LL HLL H LL AT AT AT H ATH AT AT

AY AY AY HWAY HW AY HW HIGHW HIG HW HIG ROHIG RO RO HIG NARO NA RO RO NA MONA MO NA MO MO MO

TU TU GG TU GG ER TUGG TU ER AN GGER GG AN ON ERAN ER ON G G ANON AN PA ONG ON PA RK GPA G G RK WA PARK PA WA Y RKWA RK Y WAY WA Y Y

DRIVE LON DRIVE DRIVE ATHL LONDRIVE LON ATHLLON ATHL ATHL

EEEE U UU UU U N NN NN N VVVEEEEEE AAAVVV NNN A IIRIRRNNN AAAIIRIRR BBBAAA IIRIRRB AAAIIRIRR FFFFAAA

E E E E E U U U E E E DRIV DRIVE DRIV MOR D DDRIV D U U N N E E SHEA SHEAD SHEA N DRIV DRIV MORSHEA MOR D D NU SHEA SHEA MOR MOR MOR EN EEE VVVE A A AVVV A SSSA G G G GSSS N IIN IIN NG K K KIN K K BR BR BR IS BR BRIS BA IS BA IS ISBA AV NE NE EE NE BA BA AV U NE NE U NE E AV EE EN EN U E N AV AV EN UE UE N EN ENUE UE NU N VVV UE UE EN A A VEEE A E AVV EA ID ID EEE ID A A ID ID ID A L L A A L E E L L E D D D E E A A D D A AD A N N E E N N G EN E E G LE LLL G A GL A R R A G A R RA R R R A RR R A Y Y AR A Y YA Y D D D A A D D A O O A A O R R R R ROO R E R RR R E ER E TE TTT O O TT TTT C C OT O O C CO C CAAA CC C CC AAANN NN B E BB B BB EERRR ER R R R CO CO CO TT R R TT TT ER ER COTT CO CO RA RO TTER TT RO A AA ERRO ER ER AD AD ROAD RO RO AA AD AD AD AVVV AA A A A V V V ENNN EE E EE NNNU UE UU UU EEE NEEE N N N N N WC W W EEEW W W CA C C C C A AS ST A SS SS Y YY TLLL TT Y Y A A TT A AAM ESSS EE EE LE M M M M TR TT SSST TT B B B REEE R B BBA A R R R A A A ETTT EE EEEE EE D TTT DDD DR R R RRRIIIVIIV V E VVE E E E E E E V E HINDMAR HINDMAR HINDMAR E E I I I V V SHDRIVE SH SH DRIVE DRIVE DRIVE R R HINDMARSH HINDMAR HINDMAR RIIIV SH SH DRIVE DRIVE D D D R R R H H H D D D H H H IN H H HIN SS SS SH IN H H IN IND D R R RS D E E M M A A AR D DM IV IV R R E DR E E A M M MA M M MA A A IVE H IV IV DR A R RS H DRIV DR A AR D D DM R M M HDR H RS MA R RS RSH RS MA ND ND ND D D H IN IN IND MARS HI MA SSS SH H HI NDMA ND ND H H HIN H HD D IN IN HI HI HI D R H H H D DR R DMA IV IV R RIV HIN HIN HIN DMARSH DMA IV IV IVE RSHDRI RSH RSH HIN HIN HIN EE DMA DMA DMA DRI E E VE VE VE RSH DRI RSH DRIVE VE VE D DDD DA AA AA ARRR RW R W W W W WIIIN IINN N N IIIA IIAA A ATTT TTTE EEE ER RRR RR GL GLED RRR RA GL ED EDDE GL GL ED DE DE DEN AAA ACC ED N NST DE DE N ST STRE CC CE ST N RE RE EE ST RE C E E RE ET ET ET YYYYYY A A AAA W W W W W KK K K KK R R R R R A AAA PPPPPA G G G GG N N NNN O O OOO N N NNN A A AAA RR R RR EEEEER G G GGG G G G GGG U UUU TTTTTU S U SSS SU U U UL EEE W LL LL LW W V W W IIVV O O VEEE O O O O O O RRRIIIV D O O OD D D D DD D DRRR DDD D D R D DR N R NN D DDD IIVV R RIIIV N N A A O O A O E E E V V A A YYYOO EEE O OOO RRO NYY NNN AAN L LLLLLRRR LAAA LLL O O OOO M M O M M MC C O OOO C P C CK K PP K P P K K E E E N EEEN N H HHH N NZ AAAH IIEE ZZZ ZIIIIE B E ES EE BAA BBB M M SSS ST M EE E M MU VVVE R TT TT TR M MM MM R AAAM R R E UUU UG G G RRRIIIIVIIVV EEE EE K G G GG T EE EE ET G KAA KKK T D DD G Y YYY T T G GA AAAY DD DRRR AA E EE AA ALLL E E E WAAA W L L L W LLA LLL EE EE E H A AA AAA AN E HWW HHH A A A V V D V D D I I I NNN NE IIG IIIG L G GG G DDD III EE N N E E N R R R LLL LE H H I I I N N N H R R R EEE EA A A HH DDD RRRIII AAAR RRR RM E EE M NNNDDD O OOO M RRRO EE M ERRR MO O O OOONNN O ON ARR AAA NNN NT LLLLLLOOO NNA TTT TH HHH HDDD OONNN HH HH HLLLLLL DDRRR TTTH MMMOOO

EE EE E UUUE NN NN NUU EEEN VV VV VEE AAV AAAAAA RR RRAA RRRR EE EERR BBE M MBBB M M OOOM BB BB BOO AAAB RR RR RAA RRRR EE EE ERR JJJJJE

EEE U U U U UEEE N N N N NU EE EE EN VVVE A A A A AVVV H H TTTH H H HA R R R R RTTT O O O O OR W W TTTW W W WO N N N N NTTT EEEN W W W W W WE

T TTT NT N N EN EEE N CE C C SC SSS C ES EEE RE R R CR C R C C OC O O RO R R O AR A R R A NA N A N ON O N O O MO M M M M WAY WAY MUGGA MUGGA MUGGA WAY WAY WAY MUGGA MUGGA MUGGAWAY

D D D A A A D D AD A O O O R OA R O R RO R R R EEER R RR R TT TTT TT TEEE O O O C OTTT C O C C CO C

UUUEEE NNNUUU E E EE EE AAAVVV AAAAAA RAAA RR RR RRRR ERRR EE EE BBBE NBBB NN NN AAAN C CAAA CC CC

ET ET ET REET RE ET RE RE LST LL LL STRE ST ILL IL IL NTIL NT IL ANT A NT A NT A A TT T T TT EE E E E E E E E RRREE TTT TRRR SS STT SS NNNS EE D ENNN EE DDE S SDDD SSS RR R R R R A A A M M M MAA M M

TTT EEETTT EEEEEEEE R R RRR SSSSSTTTTT LLLLLLL TTTTTTIIILIILL N N NNN A A AAA

YY YY Y AAY W WAAA W W SS SS SW EEE ES KKK KE RRR RK AAA AR PPP PA P

DDD AD O O OAAA RO AAARRR RRRA RRRR A IAAR RRRIIIA UUUR U

Map 3

EEE U UE U N N NU N N EN VVVEEE AV A A EA N N NEEE N N ON O TO O SSSTTT EEES M IM IM ME M L LLLIIM

MACA MA MA CA CA CA MA MA MA RT RT RT CA CA HUR HU HU ET ET RT RT RT RE R AV R R HU HU HU ET ET ET RE AV AV AV ST EN X RE REET ST R R ENUE EN X FA AV AV ST STRE X XST IR UE FA EN EN EN IR UE FA FAX FA FA FA IR IRFA UE FA FA FAIR W W AK AK W AK W W EF EF AK AK EF IE IE IE LD EFIE LD EF IE IELD AV LD LDAV AV EN EN AV EN UE ENUE UE AV UE UE EN TT T TT EE ET E E E E E E RR R E TT R TR R TT SS ST SS D DS DD ID VV VIIID VV AA AV D AA DD DA DD Y Y Y WA WA Y Y ES WA ES WA RK WA ES RK ES PA ES PA RK PA RK PARK PA PA

E E E IV IV E E R R IVE IV IV D D D RIV R R DR D LD LL LL E E E LL LL LL W W EL E S S WE W W A A SW S S C C C AS A A CA C C

GUNGAHLINDRIVE GUNGAHLIN GUNGAHLIN DRIVE DRIVE GUNGAHLIN GUNGAHLIN GUNGAHLIN

B B B B BE EEE EL C LLL LC C O C CO O O N ON N N N NN N N NE EE N E EN N N NW W W W W WA A A A AY YYY Y

YY A A AYY W A A W WA H W W HW H IG IG IGH H H HIG IG IG H H LL LL LH A A AL R R RA A A E E E R R R D D DEEE EE EE ED D D FFE FF

DRIVE DRIVE DRIVE

W W DDD W WIIIL IILL AAADDD W L LL IIA LLL LIIIA A OAAA A M M AM M M MH RRROOO H H H O O HO O O OV GG GG GRRR VVV VE G N N N EEE LL EL IIINIINN LL LL I LLL LD D S D S S D R DR R SSSS R IIVV RIIIV EE V VE OOOSSS EE E RR RR ROOO R CC CC C C SSSSSS N N N I I I IIIN P P P P P P PPP OPPP CC CC COOO C

TT TT T EE EE EET R R REE EE EE ST ST STR R R ST ST UB UB UBIIIIIIST D D DUB N N ND UB UB BI BI BIN D D N N BI BI BI

EEE VV VEEE IIVIV RR RII DDDRR LLDDD LLLLLL EE ELL VVEE OOOVVV HH HH HOO M M M M IIAIAAM LLLIIIAA IIILLIILLLLLL W W W W W W

E E E IV IV E IVE IV IV R RIV D R DR R D D RD E E R R ER E E TTTE U U LLT LL UL O O U C OU O O C CO C

DDD EEED M MEEE M AAAM NNNA NNNN UUUN U

BB BAA B BB AAAR RRR RTT TTTO OOO O G G NNNHH G EE EE E GGIININ UU UU UE E E E ININNNN HHHIIIG E E NN NN NU GHHH IIIV IIGG V VIIVV N NNNIIINIIN G EE R R R HHHW ALBERG ALB ALB VV VV VEE RRR NNND ERG ERG W ERG W D D ALB A A ALB ALB W A V STR D ERG ERG W A A A STR EET EET STR EET D D A A A DDD DE STREET AAA A EET EET A EEE ER IIIN EE EE EAAA N NIINN YYY RRR RR NN NN NE HHHLLLLL RRR RA RRN A AA AA ADD UUURR AHH AAA G OO OO OUUU DDDR G GG GG O B B B NN RRR RIIIIVIIV UUUN N N B B B HH HH H UU VVVE H EEG EGG G GE R RR RTTTT R R IVE DR DRIVE IVE DR OO OO O IVE RA RADR RA DR DR ER ERRA ER RA RA IND INDER IND NN NN NO ER ER NN GI IND NNIND IND N GI GINN NN GI

Map 4

B B B B B BR R R R RA A A AIIIN IIN N A N NE EEE ES SSS T ST T R R R T T R R RE EE E E E E E T E E TT TT T

GIIN G G G G G NN N IN IN N NIIIN N N N N ND IN IIN DEEE D D D D RR R EEER R R RA R R R R R AD A A A A DR D D D D RIV R R R R IVEEE IV IV IV IV EEE

VE VE DRI DRI VE VE VE SH SHDRI DRIVE DRI DRI MO MO MO NA NASH MONA MO MO

EE UUEEE NUUU NNN N VVEEEEE AAAVVV PPAA LLLIIIIPIIPP ILILLLL HHHIILILL PPPPPHHH

CH CC CC C HHHEEE EEEW WIII W W W W NG NN N I I I N N GSSS G G G G SSSS S SS SS TRRR TT TT T RE EEEE EE EE ET T TT TT

Y A Y Y Y A W AY A H H H W WA W IG HW H H IG IGH IG H HIG H A LH R R LLL A E AL A D E RA R R E ER E D F E DE D ED E FE FFF

M AJ M M AJ MAJ UR AJUR UR A URA A LA LA ALA N LAN E LA LA N E NE E

D D D R D D DR R A RA A R K K A AK K K KEEE

G G G G GIIIIN G IIN N N N NN N N N IIN NIIIN N N N D ND N D D DE D R R ER EEE R R RR R R R RA R A A AD A D D D R DR D R R IIV RIIIIV R VV EE VE V E EE

M M MOOO M M M OOON NN NN NA AAASSS SSSHH HH DD DD DRRR D RRRIIIIVIIVV VE EE EE E

CO COM CO M M MMO CO MO MO MONW M M NW NWEA MO MO EA EALT NW NW NW LT EA EA EA H H HAV LTH AV AV AVEN LT H H EN EN ENUE AV AV UE UE UE EN EN UE UE

M M ME M M M EEELLL LLLBB BBOOO OOOUU UURRR RRRN NN NN NEEE EEEAAA AAAVV VVEEE EEEN NN NN NUUU UUUEE EE

SO SO SO UT UT SOUT SO HE UT UTHE UT HE RN HERN HE RN CR RNCR RN CR O O CRO CR SS SS O OSS O DR SSDR DR IV DRIV DR E IV SS E IVE IV E E

C CLLLLLL CCC U UN UUU NIIIEIIEE NN NN EES SRRR SSS RRRO OS OOO SS SSS SSSS SSS SSTTTTTRR RRRE EE EEE ETTTTT EEE

W W W IL WIL W IL ILL IL IA LIA LLL IA M IAM IA M MS M SL SS SS IM LIM LLL IM IMD IM D D R DR D D R IV RIV R IV IVE IV E EEE

HAY HAY DON HAY DRIV DON DRIV HAYDON HAY E DONDRIV DON E DRIVE DRIV DRIV E E

B BBB BA AA AA AR RRR RT TT TT TO O O O ON NNN NHHH HHIIIIG IIG G G GH HHH HW W W W WAAA AAAY YYY Y

SS SS STTT S TTTR RR RR RE EEET TT TT TTTT TTTO O O ONNN O O NNNC CC CC CRRR RRRE EE EE ESSS SSSCC CCEEE EEEN NN NN NTTT TTT

VVVEEEEEE RR RIIIIVIIVV RR DDDR OO ODDD O OO O O O O O O RR R R RR AA DDDAA NN NDDD NN UN GG GUUU G GG

EEE V VV VEEE IV RRRIIIV DD DD DRRR KKKD RR RR RKKK AAAR PP PP PAAA EEEP SS SS SEEE RRRS O O O O ORRR HH HHO

EEE IIV VVEEE RRRIIIIV D DD DD DRRR N NN N IN LLLIIIN HH HH HLLL AAAH G G G G GAAA NN NN NG UUUN G G G G G GUUU

YY AAAYYY WAA W W W W HHHW IGIGGHH HHHIIGIG NNHH ONNN OOO TTO RRRTTT AARRR BAAA BBB B

EEE V VV VEEE IIV IV RR RR RI DR NNNDDD O O O O ONNN IIX IX X XX XO D DD DD DIII NN NN N EEEN W W W W WEEE O O O O O OW

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EE EE E V VV VE IIV RR RR RIIIIV DDDR D O O O DD O O O O O O O O O RR RR R AA AA AR DD DD DA NN NN ND U UU UN G G GUU G G G

H H H H HO O O O OR R R R RS SS SS SE EEE EP PPP A PA A A AR R R R RK K K K K KD D D D DR R R R R RIIIV IIVV V VE EE EE E

FLEM FLEM FLEM ING TON ING FLEMING FLEM ROA TON INGTON ING D D ROA TONROA TON ROAD ROA D D D

HO H H OS O O SK S S H H H O O INS IN IN KIN K S S SST S S IN IN STR ST ST S S REE R R ST ST EETTT EE EE R R EE EE TTT

BAAA BB BB B AAAR RT RR RR TTTOOO OOONNN N HHH HHHIIIIGIIGG GGGHHH HHHW W WAAA W AAAY Y YY YY

NORT NO NO RTHB RT RT NO NO NO HBOU HB HB RT RT OURN OU OU HB HB RN OU OU RNE EAV E E RN AVEN AV AV E E ENUE EN EN AV AV UE EN EN UE UE

Parks and open spaces Waterways

PROJECT TITLE:

ACT Cycling and Pedestrian Network DRAWING TITLE:

ATTRACTORS & CYCLE NETWORK OVERVIEW

FIGURE NO.

1 PROJECT NO.

CES01143 02/02/2012

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Parks and open spaces Waterways

PROJECT TITLE:

ACT Cycling and Pedestrian Network

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Bus Interchanges

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CES01143 02/02/2011

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T TTT ET EE EE R EE EEE R RE R TR TTT ST SSS JJIIIS N N A A NJJJIII N A R R R AN R R RA R R R U U R R U M M U U M M M

SPRINGVAL SPRINGVAL DRIVE E DRIVE E SPRINGVALE DRIVE EDRIVE SPRINGVAL SPRINGVAL DRIVE E

WEETANGERA

BELCONNEN

B BBB B E EE EE EL LLL LC CCC CO O O O ON NNN NN NNN NEEE

BEEELLL B B B B B EEELLLC CO C C ON O C C NN N O O O NEEEN N N N N N N N EEEN NW N WA W W AYYY A W W A A A Y

KALEEN

LEGEND

EE U U UEE N N NU U U EE EE EN N N VV VV VE A A AV A A G G GA N N NG G G O O ON N N N N N O O O R N N N R R YY YY YR IB IB IBY R IB IB RIB A A AR R M M A MA A M M M

G GG GIIIN GG IIN NN NN N NN NIIIIN NN IIN NN ND N DE DDD EE ER EE RR RRR RR RA RR ADDD AAA DDDR RR RIIIVIIVV RR VVVE EE E EE

EEE VVVEEE RRRIIIIIIV DDDRRR NNNDDD LLLLLLIIIINIINN HHH AAAHHH GAAA NN NN NGGG UUUN GGUUU GG

IVE IVE DR RA DR IVE IVE IVE RA DRIVE DR DER RADR RA NIN DER GIN NIN GIN DERRA DER NINDER NIN GIN GINNIN GIN

Retail Areas Parks and Recreations

EE IIVV IIV VEEE R R RIIV R DR D D N IIN NDD N LLIIIN H H H HLLL H A A A A A G G G G G N N N NG U U U UN G G G GU G

LYNEHAM

Road Network

Proposed on-road cycle facility

Existing on-road cycle facility

Proposed off-road cycle & pedestrian facility

O'CONNOR

Tafes_Universities

B B B EE B BE B LL EL EE C C LC LL O C CO C O N ON O N N N N NN N N NE N N N EN EEE N NW N W W W WA W A A YY A AY A Y YY

Hospitals

BRUCE

Community Facilities

Bus Interchanges

Employment Areas

Schools

STREET STREET STREET COLLEGE COLLEGESTREET COLLEGE STREET STREET COLLEGE COLLEGE COLLEGE

B B B EE BE B B LL EL EE C C LC LL O O CO C C N ON O N O N NN N N N EE NE N N N N EN EE NW N N W W WA W W A A YY AY A A Y YY TT T E E E T T T E B B E E E E E B A R R RE BBA A TT N TR N A A R R N D D S S S T T T N N D J J J D D S S S N N N A JJJA A R R RN N N A AL O EE ER LLL LO R R O N N FF FE O ON EE G N N NG D D DF FF G G GC EE ED C D D C R R EE C CR R R RE R RE R EEE ES C SSS SC C C CE N EEE EN N N NT TTT T ARANDA COOK

MACQUARIE

MITCHE

E EE EE VVE RRRIIIVIIVV D DRR DDD IINN IIIN N N W W W W W D D D LDD LLL AAAL B BAA BBB

E E E UE U E U NU N N U EN E N N E VE V E V AV A V A GA G G A NG N G G N ON O N O NO N O N RN R R N YR Y R R Y IBY IB Y IB R R IB IB R A A A R R MA M A A M M M

GIII GG GG G NN NN N IN IIN NNNIIN NDDD NN IIN IIN DDDE ERRR EE EE RRRR RAAA RR RR AAADDD DR RI RR RR IIV VEEE VV VIV EEE

EEEN NNN NW W W W WA AAA AY YYY Y

BALDW BALDW IN BALDW DRIVE IN DRIVE BALDW BALDWIN IN INDRIVE DRIVE DRIVE

LAWSON

BIN BIN DUB DUB BINDUB DUBIIIIISTR BIN BIN STR STR DUB EET STREET EET STR EET EET

W W W IL LI IL WIL W W A LI ILLI IL M A LIA LI M HO AM A HO MHO M VE VE HOVE HO LL VELL VE VE LL DR LLDR LL DR IV DRIV DR E E IV IVE IV E E E

D D DS TTT TR S ST R E E RE EE E E ET TTT T E E E E

MCKELLAR

GIRALANG

Y YYY AY AAA WA W W W YW YYY EY EEE LE LLL LL LL LL AL AAA VA VVV NV NNN RN RRR ER EEE TE TTT ST SSS AS AAA EA EEE E

EEE IVV IIV VEE V RIII RRR DDDR BBBDDD B BBB BBB E E E E E W W W W W M M M M M IIAA AM A LLIIIA IIIL LLLL LIILL W W W W W

T TTT ET E E EE E E E RE R R E TR TTT R R ST S S NS N S N ON O N O SO S S O HS H S S PH P H H P EP E P E SE S E S OS O O S JO JJJ O O J

PAGE

B BB BB BA AAA AR RR RR RT TTT TO O O O ON NNN NHHH HHHIIIG IIG G G GH HHH HW W W W WA AAA AY YYY Y

TTTTT EEEEEEEEEE R R RRR SSSSSTTTTT SSSSS G G GG GG IIIN N NIINN W W W W EEEEEW H H H HH C C CCC

WAY WAY N NWAY WAY ONNE N ONNEN WAY BELC BELCONNE ONNE N BELC ONNE BELC BELC

PEN PEN PEN NEF NEF PEN ATH PENNEF ATH NEF ER NEFATH STR ER ATH ATHER STR EET ER ERSTR EET STR STREET EET EET NEF

E E E IVE IV IV E E RIV R R IV IV DR D D R R HD H H D D ITH IT IT H H MIT M M IT IT SM S S M M NS N N S S ON O O N N TO TT TT O O NT N N YN Y Y N N OY O O Y Y JO JJ JJ O O J

D DR D RA R R D AK A R R K A A A KE E-B EE EE K -BR -B -B -B -B R RO OC O O R CK C O O K C C C KM MA M M K M AN M A N A A A ND N DR D D RIV R D D IV R R R IVE IV E EE EE

TT TT T EEEEEET R R R R REEEEEE SSSTTTR TT FF TT TSSSTTT F FF FF FT E EE FF FF R R R E E E K K K R R R K K K

C C C O CO C O U U OU O UL U U E LT LLL R E TE TTT R ER E D D RD R R DR D D IV R IV RIV R E IVE IV E E E

T TT N N N TT T EE E N N C C C EN SS C CEE EEES SS SC R R R C C R REEE C C CR YYYC S SS SS A A SYYY A N N N A A A A A A N N K K K A AN H H K KA SSSH H H HK A A A A A ASSS

G GIII G G G G NN IIN IN N NIIN N N N ND N IIN IIN N DEEE D D D D EEER R RR R RA R R R AD A A A A DR D D D D RIII R R R R IIV IVVE EE E EE

C C CO O O OU C C C U U UL O O LL LL LTT U U TTE E E ER R R RD E E D DR R R R D D D RIV IV IV IVE R E E IV IV E E E

C CO C C OU O U U O UL U U LLLT ER TTTE E E RD R D D R DR D D RIV R R IVE IV IV E E E

R RA RRR AT AAA TC TTT CL CCC LIIIIF LLL FF FIIFF FE FFF ECCC EE EE CCR RE RRR ES EEE SC SSS CE CCC EN EE EE NT NNN T TT TT

S S SH H H HU S S S U U UM H H M M MA U U A M M AC C C CK A K K KS C C S STT K K TTR S S S R R RE E E EE R R E E ET E E TT TT T E E

HOLT

S SSS SO O O O OU UUU UT TTT TH HHH HE EEE ER RRR RN NN NN NCCC CCR RRR RO O O O OS SS SS SS SSS SD DDD DR RRR RIIIIV IIVV V VE EEE E

G G G IN IN G GIN N IN IN INN N IN IN N NIN D IN IND D E E D DE R R E E ER R R RR R A A R RA D A AD D R R D DR IV R R RIV IV E IV IVE E E E O OOO O'''L''LL LLO OOO OG GGG GH HH HH HLLLLL E EE EE EN NNN NSSS SSTTTTTRR RRRE EEE EE EEE ETTTTT

K K KIN K K K IN ING IN IN IN G GSSS G G G FF FF FO SF O OR O O O R RD R R R D DS D D D SSSM M M MIIT M M TT TH IIT IIT H HD H H H D DR D D D R RIV R IV IV IVEEE IV IV EEE

STARKE STA STA RKESTR RKE RKE STREET STR STR STA STA STA EET EET EET RKE RKE STR STR EET EET

MAP 4

CRESCENT CRESCENT CLELAND CLELAND JOHN JOHN JOHN CRESCENT CRESCENT CRESCENT CLELAND CLELAND CLELANDCRESCENT JOHN JOHN JOHNCLELAND

LATHAM

S SO S O OU O S S S U O O UT TH TT U H HE H TT E ER E H H R E E RN N NC N R C CR N N R RO R C C C O R R OS S SS S O S SD S S S D DR S S R D D D RIV IV IVE IV R E E IV IV E E E

EE EE ETTTTTT EE EE EE RRE RR SSTTTTTT SS N N N N N N EE EE E PP PP PE P AA AA ALLLLLL A

D DD DD DIIIIA IIA A AA AM M M M M MA AA AA AN NN NN NT TT TT TIIIIN IIN N NN NA AA AA ACCC CCCR RR RR RE EE EE ES SS SS SC CC CC CE EE EE EN NN NN NT TT TT T

E E IV E E IVE R R IV IV D RIV R R DR A D D AD R A A RA R R R R E RR R R ER D E E DE IN D D IND N N IN IN IN NIN N N INN G G IN IN GIN G G

MACGREGOR

H HH HH HA AA AA AY YY YY YD DD DD DO OO OO ON NN NN NDDD DDDR RR RR RIIIIVIIVV VVVE EE EE E

W W WIL W W W IL ILLLL IL IL IL LLLIIIIA A AM IIA M M MSSS M M LL LL LIIM SSSL M MD IIM IIM M D DR R RIV D D D R R R IV IVEEE IV IV IV EEE

FLYNN

EEE IIV VEE VV VIV RI I RRR DDR HHDDD IIITTIITTTHHH M M M S SMM SS SS D DDD RRRD ORR OO OO FFFFFO S S S GGGSS IN IIN NGG NN N K KI I KKK

MA MA MARI RI RI BY BY MA MA RIBY BYRN RN RN RI BY RNON ON ON ONG RN G G AV AV ON ON GAV AVEN EN EN G AV ENUE UE UE EN UE UE

CRACE

DRRR DD DD RYY YAAA YY AANN NDDD NN DDR RAA RR RR AAASSS SSSTT TRRR TT REE EEEE EE EET T TT TT

A A A AIK A IK IK IKM IK M M MA M A A AN A N N ND N D D R R DR D RIIIV R R IIVV VE V E EE EE

BENJAMIN BENJAMIN BENJAMINWAY WAY WAY WAY BENJAMIN BENJAMIN BENJAMIN WAY WAY

CC CC COOO C OOOP PP PP PLLL LLLA AA AA ANNN NNNDD DD DD DD DRRR D RRRIIIIVIIVV VVVE EE EE E

G GU GGG UN UUU NG NNN GA GGG AH AAA HLLLLLI HH HH IIIIN INN NDDD N DDR RIIIIVIIVV RRR VVE E EEE

EE E IV EE IVE IV R IV IV RIV D DR D R D D O OD O O O O OO R RO R O A AR A R R D D D A A A N D D D N N U UN U G GU G U U G G G

O OW OO OO W W WEEE W W EEEN NDDD NN NN DDDIIXIXX IIXIXXOOO OOONNN NNNDDD DDDRRR RRRIIVIVV IIVIVVEEE EEE

NUUU NN NN N UUUD DUUU DD DD UUURR RRRRR RRRDDD DDDRR RRIII VEEE VV VIV IIV EEE

LL LL LEEE L EV VV VV VEEE EEER RR RR RRRR RRRIIIIE EE ER IIE E RRRSSS SSST TT TT TRRR RRRE EE EE EEEE EEETT TT

CHARNWOOD

SPENCE

H H HA A AYYYD H H H A A A D DO YYYD O O ON D D N ND O O N N N D DR R R RIV D IV IVEEE R R IV IV IV EEE

PALMERSTON

GUNGAHLIN DRIVE GUNGAHLIN GUNGAHLINDRIVE DRIVE GUNGAHLIN DRIVE

EEE IIIIVVIIVVVVEEE R RR RR R D DD DD D A AA AA A RR RR RR RR R EEEEEER D DD DD D IIIIN NIIN NN N N NN NN N IIIINIIN NN GG GG

W W WIL IL IL ILLI LI LI LIAM W W W AM AM AMSL IL IL LI LI SL SLIM AM AM IM IM IMDR SL SL SL DR DR DRIV IM IM IV IV IVE DR DR E IV IV E E

EEE V IVVE RRRIIIV DDDR D N INN LIIIN LL LL HHHL AAAH G GAAA G NG NN NN UUUN GU G G G G G

E EE EE UUUE NUU NN NN EEEN VEE VV VV AAAV O OAA O KKO ZZZKKK SSSZ IIU U IUUSS CCII CC SSC O O OSSS O K KKO KK

E EEE VE V IIVV RIIIV RRR DDR HDDD HHH TTH MIIITIITT M M M M SSM DSSS DD DD RD RRR OR O O O O FO FFF SF SSS GS G G G NG N IINN KIIIIN KKK K

DUNLOP

FRASER

TTT ETT EEE EEEE REE RRR TTTR S STT SSS Y Y Y EYYY EEE LLLE RLL RRR EEER P PEE PPP M M M M M E E E TTTTTEE

NICHOLLS

YYYYYY A AA AA A W W W W W HHHW IIGIGGHHH HHHIIIG NNNHHH OOONNN TTTTOOO R RR RR R A AA AA A B BB BB B

S SIIIM SSS IIM M MO M M O O ON O NE NN NN ET EEE TT TT TT TIIIIISSS TTT SST TR TTT RE RR RR EE EEE ET EEE T TTT

C C C H CH C C H U HU U C C UC U CU C C U ULLL B LB B A BA A AC C C R CR R REEE ESSS C SC C CEEE N EN N NTTT T

KU K K U K K K UR RIN R R U ING IN R R IN IN IN G GA AD A A G A A DR D RIV R D D D IVEEE IV R R R IV IV IV EEE

GG GG GUUU G UUUN NN NN NDDD DDDAA AARRR RRROO OOOOO OOODDD DDDRR RRIII VIV VV VEEE IIV EEE

K K K U UR K K KU U R RIN U R IN ING R IN G G IN A AD G G GA A DR A D D D R RIV IV IV E E IV IVE IV E E

Existing off-road cycle & pedestrian facility

Parks and open spaces

Waterways

FIGURE NO. 4 Network ACT Cycling and Pedestrian PROJECT NO. DRAWING TITLE: CES01143 BELCONNEN 02/02/2011 ATTRACTORS & CYCLE NETWORK PROJECT TITLE:

FORREST

G GG GG G OOOLLL LLLDDD E EE EE E NNNGGG GGGR R RR RR OOOVVV VVVEEE

WAY MUGGA WAY MUGGA MUGGAWAY WAY MUGGA

C CCC CA AAA AP PPP PTTTTT A AAA AIIINIINN NNCC CCCO OOO OO W W W W W W OOO OKKK A A A AAALLLLLL KKCCC K K K CCCR KKKE ERRR EE RRR RE E E CA CC CC EE EE ES C AAALLL RRRCC SSS SC C RE RR CCC CE LLLE EYYY CR EE RR EE EEE EN SC SS YYYCCC EEES NNN NTT S S C C CR RE CE RR RR EEENNN TTT EEESSS EEN SSSCC CCEEE NNTTTTTT EEENN NNTTT TTT

TT ETTT EEE EEE R R R REEE TR TT TT SSST N N N NSS N N R R R R R U U U O O O OUU LLL LO LLL A A A ALLL Y YA YYY

C CCC CA AAA AN NNN NB BBB BE EEE ER RRR RR RRR RA AA AA AAAA AAV VVV VE EEE EN NN NN NU UUU UE EE EE E

T TTT TE EEE EN NN NN NN NNN NA AA AA AN NNN NT TTT TS SSS ST TT TT TR RRR RE EEE EE EEE ET TTT T

BB BBE EA EE EE AAACCC CCCO O ONNN O NNNSS SSF FIII FF FF ELLL EE IE EE LLLDD DDSSS SSST TRRR TT TT RRRE EEEE EE EE EEET T TT TT

E E IV E R E E IV D R IVE IV D RIV H R DR S D H R R S HD H A A SH S M RS R R D AR A A M D MA IN M DM H D H IN H IND IN HIN H

EEE IIVV IV VEEE R R DR D RIIV R D H H SSSH HDD H R R R A A RSSS R A A A M M M M D M D D N DM IIN IN ND H H H HIIN H

EE EE E V VV VE IV R R RIIIV D D DR R R D D H H HD SS SS SH H H R R RS A R R AR M M MA A D D DM M M D D D IN IN IN H H HIN IN IN H H H

E E IV E IVE IV E IV DR DRIV SH SHDR SH AR ARSH SH AR AR DM DMAR IN IN INDM

DM DM IN INDM HHHHHHIN

CAN CA CA NB N CA CA CA BER B B ERRA ER ER N N N B B RA ER ER RAA AVE A A RA VEN VE VE A A NU N N VE VE UE U U E N N E U U E

EE UUUEE NNUUU EEENN VVEEE AAAVV AAAAAA RR RR RAAA RRRR EE EE ERRR BBBE M M M M MBBB O O O O OM BB BB BO AAAB RRAAA RRRRR EE EE ERRR JJJJJJE

E E E IV E E R RIV R IVE IV D DR D R R H HD H D D S SH S H H R S S RS A AR A R M MA M A A D DM D M M IN D D IND H HIN H IN H H H

G G G O O GO G Y G Y D D OY O O E E YD Y Y R R DE D D ER E E S S RS R R TT R R ST S S E E TR TT E E RE R R TT EE E E ET E E T TT

EE EE ETTTTTT EE EE EE RRRE SSSTTTTTTRRR RR RR RSSS R E E E DD DD DE YYD OO OO OYY GG GG GO G

B BB BA BB AA AR AA RR RR RR RR RIIIIEIIEE RR EEER RSSS RRR SSST TT TR TT RR RE RR EE EEE EE ET EE T TTT

K KKK KE EEE EM M M M MB BBB BLLLLL A AAA ASSS SSTTTTTRR RRRE EE EE EE EEE ETTTTTT

TT EE TT T EE EE ET R EE EE R TT R RE SSST TT TR W W W O O O WSSS G G O OW H H H G G GO IT H HG IT L LL IT ITH LL LIT

ETTTT EE EE EE EE EE RRRE STTTTTTRRR SS SS S T T T NNNT EENNN RRREE PPRRR SPP SS SS S

L LL APPP A A LA A A PPPEE RO R R EER OU O R R U O O O US SEEE SS U SS EEESS S TR TT ST REEEEEE R TT R R R EEEEEET T TT TT

GARRAN

TT T EE TT ET EE EE EE EE R R RE TT R TR R SS TT ST SS R R RS EE R ER R EE M M ME M M E M E E R R RE R R B B BR B B B

FYSHWICK

AY AY W W WAY AY AY GH GHW W W HI HIGH GH GH O OHI R RO HI HI O O NA NA NAR R R O ONA M MO NA NA M O O M M

RED HILL

TTT T TT TT N N N NT N EEEN N N NTTT EEEN C CE C SSSC C C EEES R C C CEEE SSSC RE R C CR C OC O O EE EE ESSS R R O O RO R RE A R AR A C C C N NA N ON O O C CR O M O O OC MO M O M R R R R RO A A A A AR N N N N NA O O O O ON M M M M M MO

CAAA CC CC C AAAN NB NN NN BBBEEE EEERRR RRRRRRRAAAAAAAAAAAA VEEE VV VV V EEEN NU NN NN UUUEEE EEE

MIII M M M M M IILLILLLLDDD DDDU UR UU UU RRRAAA AAASSS SSSTTTTTTRRR RRREEEEEEEEEEEETTTTTT

TTT EEETTT EE EEE RREE TT TRRR SSTT EEESSS SS SEEE UUUSS O O O OUUU RRRO EE ERRR PPPEE AAAPPP LL LL LAA

YY YY Y A AY A W W W WAA W SSW R R R EE RSSS R EE ER D DE D IN IN IN LL L IN INDD IN F F F L L L FFF

STREET STREET GLADSTONESTREET GLADSTONE STREET GLADSTONE STREET GLADSTONE GLADSTONE

YYY A AY A W WA W A AW A G GA G G GG G U UG U M MU M M

TTT EE ETT EEEE RRREEE TT TRR SSTT TTSSS RRRTTT AA ARR UUAA TTTUUU SS SS STT

NT NT NT CE ESCE ES CENT CE ES CR ES ES CRES CR RO ROCR RO NA NARO NA MO MONA MO MO

TTTTT EEEEEEEE REEE RRR R SSSTTTTT EESS NNEEE ONNN OOO O SSTTTTTT DDSSS ADDD AAA LLA GLLL GG GG G

NE NE NEW W W WCA NE NE NE CA CA CAST W W ST CA CA STLE LE LE LEST ST ST STRE LE LE RE RE REET ST ST ST ET RE RE ET ET

KINGSTON

M M MO M M M OOONNN NNNAA AARRR IIPP IIIP RRRO OO OO O PS P SW SSS HHIII W HH W WIIC W IICC G GG GHHH IIG IG IC CH H H HHHW HHHSSS W W W W W SST AA AA AY TR TTT A RE RRR E E YYY EEEE ET EEE T T TT

STURT STURT AVENUE STURT AVENUE STURTAVENUE STURT AVENUE AVENUE

MCKI MC MC KINL KI MC MC NLAY NL KI KI AYST NL NL AY STRE ST AY REET RE ST ST ET ET RE RE ET ET

E EEE NNNE ANN AAA LLA HHHLLL A AHH AAA D DD D D N N N UNNN UUU BBBU ABBB AAA RRRA RRRR RRR AAAR N NAA NNN

O'MALLEY

M M MUG UG UG UGG M M M G UG UG A A ALA GA LA LA LAN G A A N N NE LA LA E E E N N E E

ISAACS

EEE N N A N N NEEE AN LLLA A A A G A A ALLL GA G G G G U U G GG U U UG M M MU M

AY WAY W AY W AY H G HW H W W GH HI G HIG HI RO ROHI RO NA O NARO NA M ONA O MO M M

EE EE E V VV VE IIV RR RR RIIIIV DDDR NNNDDD O ONNN O YY YY YO Y N N N N N N AA AA A LL LL LA L

LO LL ON O O LL L NG N N O O G N N GG GU G G G UL U U G G LL LL U U LY LL LL Y YR LL RO R R Y OA O O R R AD A A O O D A A D D

AAAYYYYY WAA W W H HWW HHH GG IIG IIIG G G H H H OOOHH ROO RRR AAAR N NAA NNN O O OOO M M M MM

M M M M M M UGGG UU UU U GGGGG GGAAA AAALLL LLLA ANNN AA AA NNNEE EE

FADDEN

LEGEND

YYY AA A AA AYY W W W W W H HHH H IIIG IIGG G G H H H HHH OOO O RRO AAARRR N NNN NAA O O O O O M MMM M

Parks and Recreations

Bus Interchanges

Hospitals Road Network

Existing on-road cycle facility Proposed off-road cycle & pedestrian facility

GILMORE

Waterways

ACT Cycling and Pedestrian Network

DRAWING TITLE:

PROJECT TITLE:

CHISHOLM

Existing off-road cycle & pedestrian facility

Parks and open spaces

MAP 5

Retail Areas

Tafes_Universities

Community Facilities

Proposed on-road cycle facility

Employment Areas

Schools

GOWRIE

MACARTHUR

U U N U N N U UN A A N N NN M N NA M E A A AM D E M ME D E ED D D

TTT ETT EE EE EEEE REE RRR TTTR S STT SSS D D D RDDD RRR AAAR PAA PPP PPPP E EPP EEE H HH H H S S S SSS

TTT TTTRRRRREEEEEEEEEEETT TTT S S S S S EEE E EEE EEE AAALLLLL RAAA RRR TTTTTTR

YYY A AYY AAA W W W W W H HW HHH G GG I I G G I I I HHH OOOHH ROOO RRR AAAR N NAA NNN O O O O O M M MMM

JERRABOMBERRA ATTRACTORS & CYCLE NETWORK

FIGURE NO.

5 PROJECT NO.

CES01143 02/02/2011

AY AY KW R KW R KW KWAY PA PA PAR R RKW N N PA PA G GPA O O O N N NG O O ON

DD D DD AAAD O O OAAA O O RRRO RRRRRR EE E ERRR EE TT T T T T T T T T T T O O O O O CC C CO CC

ET ET RE RE ST ST ET ET H H RE REET OC OC ST STRE H HST LL LL OC OC OCH CU CU LL LLOC MC MC CU CULL MC MC MCCU

DEAKIN

FORREST

K K KEEE K K K N EEEN NT N TT TT TSSS TTR SSSTT R REEE R R R EETTT EEEEE TTT

YA AR Y Y RR R R A Y RA A AG R R R A GLE R A LEN G LE G N N LE N N N

YAR YAR YARRA RA RA RAGLE GLE GLE GLEN YAR YAR YAR N N N RA RA GLE GLE N N

CC CCO C O ONNN O O NYYYEEE WI N W W W EERRRSS SDDDYYE IIS ISS SSSS DO OMRRS O O TT TTRR M M MSSS SSST EE EEEEE STTT TRRR RRRE TT TT REEE EEEE EEET ETTT T

Community Facilities

Retail Areas

SU S S UL U U S LW S LL S LL U U W WO OO O O W OD O O O O DD D D O O D D D DR RIV R R D IVE IV IV R R E E E IV IV E E

Parks and Recreations

Hospitals Road Network

Existing on-road cycle facility

Proposed off-road cycle & pedestrian facility

MAP 6

WANNIASSA

Existing off-road cycle & pedestrian facility

Parks and open spaces Waterways

YYYYYAAA A AAM MMM MBBB BBAAA AAADD DDDR RRR RIIIIVIIV VVVEEEEE

EE IIVV IV VEEE R R RIIV DR R D D N N N NDD O O LLO ON O L LLLL H LLL H H T T H H T A A A ATT A

SUUU SS S SS UUUL LW LL W LL WO W W W O OO O O O O ODDD O O O DDDD DRRR DD DD RRRIIIV IV VEEE V VV EEE

Proposed on-road cycle facility

KAMBAH

Tafes_Universities

Bus Interchanges

Schools

AI AI AINS NS NS NSWO WO WO AI AI AI NS WORT RT RT WO RTH H H ST ST STRE RT HST RE RE H REET ST ST ET ET RE ET ET

M MM MMEEE EELLLLL R RR RR ROOO OOSSS SSEEEEE D DD DDRRR RRIIVIV IIVIVVEE EEE

PPP A PA A AR R R K RK K KH H H HIIL IILL LLLL LSSS ST R TR TT TT R REEE EE ETTT EE EE T H HO HHH ODDD OOO DDGGG GGSSS SSO ONNN OO OO NNCC CCCRRR RREEEEE SSSSSCC CCCEEEEE N NTTTTT NN NN

LAAA LL LL L AAAM MBBB M M M M BBBR RIII RR RR G IG GG IIG G G G G G STTT L SS SS LLL S O O ON TTTRR RREEELLO O O NG N G G EEE N EEEEEETTTTTT GGGEEEEEERRRRRREEEEEE N N NO N O O ON O O N N C C C CCU NNNGGGGGGSSSSSSTTTTTTRRRRRREEE UUU US S S SST TTT TA EEEE EE ETTT AAA AN EE NNN NC TTT CCC CE EEE ESSS SST TTT TR R R RRE EEE EE EEE ET TTT T

EEEEERR RRRIIIINIIN NNNDDD DDDA ALLL AAA LLEEEEE D DR DDD RIIVIVV RR RR IVIVVEE EEE

Employment Areas

ISAACS

D D D DO O O OO O O OK O O K K KIIE IIE ESSS EE E ST R TR TT TT R REEE EE ETTT EE EE T

GO GO GO UG GO GO GOUG UG ER UG UGER ER ST ER ERST ST RE RE ST STRE ET RE RE REET ET ET ET

N NGGG NNN GGGUUU UUN NAAA NNN AAAW W W WAA W AAALLL LLLDDD DDRRR RRIIVIV IIVIVVEE EEE

TT TT TH H T HE EE EE EO H O O OD D DO O O O D D D OR R R REEESSS O R R EEESSST TT TT TR R R RE EE EE EE R R EE EE ETT TT

L A LA LLL A U AU A U N UN U N C C NC N CE C C ES EEE ST SSS O TO TTT O N ON O N NS N ST SSS R TR TTT R RE R EE EEE ET EE EE T TTT

EE E U U UEE N NU U U EE EN N N VV VV VEE A AV A A N NA N N NN N N YY YN N N LL LYY FF FLL IA IAFF LL LIA IA IA U ULL JJ JU U U JJ

DRIVE DRIVE ON ON ATHLL DRIVE DRIVE DRIVE ATHLL ATHLLON ON ON ONDRIVE ATHLL

LEGEND

TT EEE ETTT EEE R R TTR REEE R STTT SSS YYYS E L L EYYY EEE L S S S L L A A EEA ASSS A B B B BEEE B B

YYYNN NNN NA NN NN AAAV VEEE VV VV EEEN NUUU NN NN UUUEE EE

IVE IVE DR DR A A IVE IVE IVE MB DR DR DRIVE YA YA YA MBA A A ADR MB YA YA YAMB

BEASLEY BEASLEY STREET BEASLEY BEASLEYSTREET STREET BEASLEY STREET BEASLEY STREET STREET STREET BEASLEY BEASLEY STREET BEASLEY BEASLEY BEASLEY STREET BEASLEY STREET STREET STREET

KKKLLL LLE EE ET EE TO TTT OO ON OO NCCC NNN CCCIIIIR IIR RR RC R CU CCC UU UIIITIITT UU TTT

E IV IVEEE IV R RIV R D D DR A AD A B B BA M M MB M M A A AM Y YYYA

DRIVE DRIVE LON LON ATHL ATHL DRIVE DRIVE ATHL LON LONDRIVE ATHL ATHLLON

E E TT TT T E E E E ET R R E E EE R R RE S S S TTR Y Y S STT E E Y Y YS E E EY S S LL LL LE A A S S SL E E A A AS B B B E E EA B B BE

DRIVE DRIVE DRIVE YAMBADRIVE YAMBA YAMBA DRIVE DRIVE YAMBA YAMBA

W W AAAW M M M MAA M

TT EE E EE ETTT EE R R TTR REEE R STTT SSS YYYS E L L EYYY EEE L S S S L L A A ASSS A EEA B B B BEEE B B

EEETT TT EE EE EEEE R RE R SSST TT TT TR N N N N NSSS O O O O ON TTTSS SSO R R TTT ER R R RTTT EEEE B B B EE EE ETTT B BEEE TTTR O O R R O O OB R RO R R REEE R C C C C CR A A A SS SS STTT A A AC SSSS M M M M M M N E E IIN IIN E E TT TT TK N NSSS R E E ET RE K K E E EE S S R TT TT TR S S K KIIN S S ST IIL IN IN LIL S S SS LL LK K K IN IN INS IL W W W K K KIN ILK W W W IL W W WIII W W WIL

STRE STRE ET ET MARR MARR MARR STREET STRE STRE MARRSTRE MARR MARR

STREE EY TT TT STREET HURL HURL EYSTREE STREE STREE HURLEY EY EY HURL HURL

EEE IV IV R R R IV IV IVEEE D D R RIV D D DR SSSEEED O O O R R O OSSSEEE R R RO EEELLLR M M M M M MEEELLL

T TT TT TU UU UU UG G G G G GG G G G G GE EE EE ER RR RR RA AA AA AN NN NN NO O O O O ON NN NN NG G G G G GPPP PPPA AA AA AR RR RR RK KK KK KW W W W W WAAA AAAY YY YY Y

E E E IVE IV E IV RIV R IV R DR D R D AD A D A BA B A B MB M B AM A M M A YA Y Y A Y Y Y

IVEEE E E E IV R R IV D D R R RIV D D DR N ND O O N N N TH TTH O O ON ETT EEE T LL LL LO HL LL LL LL EEE H H H E T T A A A RE R E T R A A A TR TTT R SST S S MS M M T TT TT AAM M ET EEE A LA LLL EE EEE A LL LLL RE R R TR TT TT AL A A R ST SSS CA C A A DS D E E C D E E TT TT TC ND N C D E E ET R R N EN EE EE E E EE N HE H R R RE S ST TT TT TR H T TTT M M SH SSS ET E H A A NS N EE E E M M MS N RE R R E E A A AM WN W W N TR TTT E LL LL LA ST S A LL LL LL AL C C C OW O R R W W S O TO YS Y TTT S C C CA O EY E Y LE LLL Y E T DL D D E AD A RA R D D A BR B A R R B B B

T TTT ET E EE E E RE R E E E R SSTTTR R S T T T RS R S ER E R ZE ZZZ R E RZ R E UR U U R EEE FU FFF R IVE IV U U IV F RIV R D R DR D ED EE EE SSSE OS O O RO R R LLLR M EEEL ME M M

TT T TT T T NT NNN EE EE ETT EEN E EE EE E CE CCC RR REE SSSC TT TRR S S ES EEE SSTT RRRE R R NN NSSS CCR AA ANN DCCC DDD HH HAA ND NNN EE EHH AN AA AA EE EEE LA LLL HH HEE RL RR RR SS SS SHH AR AAA S FA FFF CF CCC AC AAA MA M M M M

ETTTTT EE EE EE EEE RE RR RR R SSSTTTTT RSSS RRR ER EEE NE NN NN EN EEE HE HHH CH CCC TTTC KIIITIIT KK KK K

EEE IVIVVEE RRR RIIVIV DDDR AAA ADD BBA MMMBBB AAAMMM YYYYYAA

TTT EEEEETTT REEEEEE RRR TTTR SSSSSTT RREEEEE OORRR DDOOO ODDD OO OO EEO HHHEEE TTTTTHH

TTT EE EE ETTT EEEE RRREEE SSSTTTTTTR TTTSSS RRRTTT OO OO OR PPPO NN NN NPPP OOON VV VV VOOO EEEV D DD DD DEEE

Y A A A A AYYY W W K W W WA KW R R R K A A R RK A A AR PPPA G G G N N N G GP N O NG O O N N N O ON A A A N NO R R A AN EEER R R RA G G G G G GEEE G G U U U G GG T U UG TT TT TU

SSS SU S ULLL U U U W W LLLW W W O O O O OD O O O D D D D D DR D D D RIIV R R R VEEE IV V VV EE

TTT ETTT EE EE EEEE R REEE RR RR SSSTTTTTT SSSSSS RSSS RR RR EEER H HEEE HH HH UUUTTTTTT RRRUUU R RR RR AAAR C CAAA CC CC

TU TU TU GG GG TU TU TUGG ER ER GG GG GGER A A ER ER ERA NO NO A A ANO NG NG NO NO NONG PA PA NG NG NGPA R R PA PA PAR KW KW R R RKW AY AY KW KW KWAY AY AY AY

CCC COOO OTTTT TTTTEEE ERRR RRRR RO OAAA OO OO ADDD D

CA C C AR A A C C C RR R R A A RU R R R R UT U U R R TH TT U U H H H TT ER E E H H RS R R E E E S S S R R S S S S S SSSTTTTTTRRRRRREEEEEEEEEETTT C C TTT C A AR C C A A A R R R RU R R R UTTT U U U HHHHHEEEEERRRSSSSSSS TT TR SSST CURTIN R TT R R EEE R EEE CA CA E CA RR RR RR E CA UT CA TTT T UT UT RR RR HE RR HE UT RS UTHE T RS HE HERS ST RE RS RE RE RSST ST ET ST ST ET RE RE REET ET ET B B B IR IR B B BIR D D IR IR IRD W W D D DW O O W W WO O O O O OO D D O O OD S S D D DS S S ST R R TT TT TR E E R R RE E E E E EE E E ET TT TT T RED HILL WESTON LA LAUN LA UN UNCE GILM GI GI LA LA LA LMO LM LM CE UN UN GI GI GI FIIT FF ORE O UN FF CEST O ST STO ST LM LM RECR RE RE CE O ON O F O O ST N ST NST N CRES CR TC TT RE RE ST STRE ST O O ESCE ES ES IIT IIT N RE N REET RE C CR CR CR CE ST ST CH ET ET ET ES ES CENT NT NT RE NT RE C HEEE H H CE ET NT NT H H ET E E T E T T TSSS TT TT TT S T S T S T REEE R R TTTR R R E E E E E E T TT TT EEET GARRAN TTT EE EE ETTT EEEE R RR RR REEE T T T T T T S S S RRRSSSGGG GIIILIIL EE EE ERRR G NNNE LLLM M M M M M OOO ORR IITTITTTTCCCCCCHHHHHHEEEEEENNN O RREEE R I I I K K K KKK E CCC CRRR IV E E E IV C DR DR IVE IV DR SH DRIV RRRE SH AR AR SHDR EEE SH ESS AR DM ARSH RNIE IN IN DM H H ET ET ET DMAR DM H INDM IN IN RE RE REET HIN SSSC H ET ET ST ST STRE CCC CEE IE IEST RE RE ST ST PHILLIP IE IE RNIE BU BU BURN RN EENNN BU BU BU E H H H N N IN IN IND HIN IN IN TTTTT D DM M D D D MA A A M AR R RSSS A A R R R H H H H HD E SH E H IN IV IV IV H HIN IN H H E E E D DR D D DR DR IN IN IV IVE D M H H H R RIV D D D DM DR DR M DRIV RS RS RS A M MA H H HDR IV A IVEEE A TTTTTTD A R R R A R R M M M N RS RS N RS A A R S D D S D IV IV IV A A A N R R S IN IN IN H M M M H N N H H H D D D S S E E H E E D IN IN HHD D H H HIN R D DR CEEE R CCC H H IV R RIV IV H E HIIIIN IV H IVE IIN SC E SS N E E SS ND N D ES EEE D M DM D M RE RRR MA M A A CCR AR A R R RS R NCCC NNN H SH SSS H N TIRLING HD H D D O O O D DR D R TTTTOOO R RIIIV R IIVV T S S S VE V ESSS EEE E EEE E L L L GLLL GGG GG GG GG EG EEE E TT N WARAMANGA N EEEN N NTTT C C C C CEEE S S S E E E S S R R R REEE C CR C N N N N NCC O O O T T T O O SSTTT LLLE EEE ESSS G G G GLLL G G G O'MALLEY EE E GG EE EG W W WAL AL ALDO W W W DO DO DOCK AL CK CKST DO DO ST STRE CK CK CK RE ST ST ST REET ET ET ET RE ET ET E ETT E E EE E TT R RE R E E TT TR E E S S S R R S T T T S S S G G S G S N NG N LI LIN G LI GS LL LLI N N O O O LI LI C L L L C C O O O C FISHER MMMMMM PEARCE A A AW W A A A WSSSO W EEE O ON SSSO VV N O ND O II VEE VIIV IV N N N D DR R R R R D D D R R JJJJU RIIIIV D ULLL UU R S SS VEEE D DDD UU IIV S S S V VV N N H N LLLIIIIA EEE AFFF A HA HHH O O IIA AA AA O ONN O AC AA S S C S C LYYY LL S S FFFL CCKKK W W W LL

FIGURE NO. 6 ACT Cycling and Pedestrian Network PROJECT NO. DRAWING TITLE: CES01143 WODEN VALLEY ATTRACTORS & CYCLE NETWORK FADDEN 02/02/2011 PROJECT TITLE:

AY AY AY KW KW AY AY R R KW KWAY PA PA R RKW G G N PA N PAR O O G G GPA N N N NG A A O ON N NO ER ER A AN G G G G ER ERA G G GER TU TU G GG TU TU TUG

TT NTTT NNN EEEN CEEE CCC C EESSSSS RREEE CRRR CC CC C EESSSSS DEEE DD DD ND NNN N HYYYYY HHH H

NNAAA NN AAAM MM MM M AATTT AA TTTJJJJIII RIR RR RAAA IIR AAADDD DDDR RR RR RIII VIV VV VE IIV EEE

EU EU EU CU CU MB MB EUCU EU CUMB CU EN MBEN MB MB EN E DR E ENE EN DR IVE EDR E DRIVE DR IVE IVE IVE

STTT SS SS S REEE R R TTTR R R ETTT EE EE EEEE ON O O TTTO O O ND N DR D D D D RIV R R R R IVEEE IV IV IV IV EEE SSS STTT TRRR REEE EE ETTT EE EE O TO O ONNN NDDD DRRR RIIV IIVV VE E EE EE

S STTTTTRRR SS SS RRRE EE EEE ETTTTTOOO EE EE OOON NDDD NNN DDR RIIIVIIVV RRR VVE E EE EE

N N NA A A N N M A A AM MA A M M AT A A TT TTJ IR JJ IRA JJ JIR A IR IR AD D A A DR R R D D IV R R RIV IVE E IV IV E E E

Bus Interchanges

Hospitals

Road Network

Proposed on-road cycle facility

Existing on-road cycle facility Proposed off-road cycle & pedestrian facility

Existing off-road cycle & pedestrian facility

Parks and open spaces

CHIFLEY

TTT TUUU UG G G GG G G GEEE ERRR RAAA ANNN NO O O ONNN NG G G GPPP PPPAAA ARRR RKKK KW W W WAAA AY Y YY YY

E EEE VE V IIVV RIIIV R R R DR D D D DD D D D D RD R R R OR O O FO FFF O EF EEE KE K K K K AK A A A RA R R R DR D D D D

Tafes_Universities

PEARCE

TORRENS

E E IV IV E E E DR DR IV IVE IV D D DR DRIV DR OO OO D DDR LW LW OO OOD OO SU SU SU LW LWOO LW SU SULW SU

DR DR DRAK AK DR DR DR AKEF EF EF EFOR AK OR OR ORD EF EF D D DDR DR DR DRIV OR OR IV D D DR DR E E E IVE IV E E

Parks and Recreations

SULWOO SULWOO SULWOO D DRIVE DRIVE D SULWOO SULWOOD DRIVE SULWOO D D DRIVE DRIVE

E E IV IV IV E E E DR DR IV IVE H H DR DR DRIV RS RS H H HDR A A M M RS RS RSH D D A A ARS IN IN M M MA H H H D D DM IN IN IND H H HIN

BADI BADI MARA BADI STRE MARA STRE BADIMARA BADI ET MARASTRE MARA KK K ET STRE STREET STRE ET ET KA KK AL AAA LL LG LL G G GO G G O O O O O O O O T T T O O O E E RR R E E E ETTT R E E R R R R T T E E R L L L S S T R R T T S L L A A A L I I I D EE ASS A N D IE IIE DA U D N EC E ND P N U UN A U A P PU K P K CR CCC AP A A K RR KA K RE RR ES EEE SS KAAA KK KK SC SS CC K CE CC EE AAAMMM EN EE NN NT NN TT T MMMB TT BAAA BB BB AAALLL LLLD DA DD DD T T T AAA E E E T T E EEE EE C CC CC R R E E R T T C R R T RE RR RR S R STT SSS T T T EEESSS T A A T A A R A A R R R SSSC A R A C CC A CC L L L L LLLLAA A LLL A A EEEEEEN A B B A B NTTT NN NN B B B TTT NT CRESCE CRESCE CRESCE NT NT DACRESCE DA DA KAMBALDA KAMBAL KAMBAL CRESCE CRESCENT DA DA KAMBAL KAMBAL KAMBAL

FISHER

KAMBAH

E EEE VE V IIVV RIIIV RRR DDR DDDD DD DD OD O O O OO O O O O WO W W W LW LL LL UL UUU SU SS SS S

Retail Areas

Waterways

NT SCE NT NT NT CRE SCE SCENT SCE NG CRE CRESCE CRE ARA NG NGCRE NG ARA NEM NEM NEM ARANG ARA NEMARA NEM NEM

KK KK KAAA K AAAM M MBBB M BBBA AA AA AHHH HHHPPP N NA NN NN PPPO O O OO AM AAA M M O O O OL MA M M O O O AT AAA LLLRRR TJJJJJIIR TT TT RRRO IIRR O O IR OA RA AA AA AD ADDD AAA DDD DDDR RIIIIV RRR IIVV VE V E EEE

Employment Areas

Schools

LEGEND Community Facilities

E E C C E E A A C CE R R A AC R R R RA E E R RR TTE E ER E E E ETTTE Y Y LL LE O O Y YLL D D O O OY D D DO

D D DO O OYYYL D D D O O O YYYLLLE EE EE ETTT EER TTTEE R RR R RA R R R A AC R R R C A A A CE EE EE E C

EEE IV IVEEE IV R R R R RIV D D D D DR YYYD R R R R RYYY R RR EEER R P PP PP PEEE

EE IIVV IV VEEE R R R D RIIV R T TTT D DR D ET EEE YYD EE EE R R RE R EE RR RYYY SSST R R R R TTR R EER PP P YSSSTT PEEERR A PP YYY A Y A A A W W W AW A W A A A ID ID ID SID SSS ID ID S

TTT NN NTTT EEENN CC CEE SSCC EEESSS RR REE CCRR DDCCC NNNDDD AA ANN LLLAA RR RLL AARR FF FAAA CCCFF AAACCC M M M M M MAA

TTT EEEEETT REEEEEE RRR R SSSTTTTT AASS RRAAA AARRR MAAA IM IIMM DIIM DDD AAAD BAAA BBB B

EET EET STR A STREET EET EET EET ASTR IMAR IMAR STR BAD BAD BAD A IMAR IMAR IMARA BAD BAD BADIMAR

E E DRIVE DRIV DRIV E TLEDRIV TLE E MANTLE MAN DRIV DRIV TLE FREMAN FRE TLE MAN MAN FRE FRE FRE

TT TT T EE EE ET EE EE EE R R RE TT TT TR R R SS SS ST A A AS K K KA A A O O OK K K O O OO O O N N NO O O A A AN N N K K KA A A K K K

CURTIN

STREET STREET MALARA MALARA MALARA STREET STREET STREET MALARA MALARA MALARASTREET

B BA BB BB AN AAA NG NNN G G GA G AL AAA LA LLL AY AAA YC YY YY CR CCC RE RR RR ES EEE SC SSS CE CCC EN EEE NT NNN T TTT

D D EEED D D M M M A A A M MEEED N N N A AM N N N NA U N N NN UN U U

TTU TT U ULLLLLL U U U LLLLLLA A A AR R RO A A O OO R R R O OPPP O O O O O O PPPSS SSTTTR R REEE TTTR R R EE EE ETTT EEEE TTT

WESTON

STREET STREET STREET SON SON SONSTREET WILLIAM WILLIAM WILLIAMSON STREET STREET SON SON WILLIAM WILLIAM WILLIAM

E EEE VE V IIVV RIIIV RRR DDR NDDD NNN ON O O O O XO X IIXX DIIIX DDD D

RIVETT

YY Y AY A Y A WA W A W KKW W K RK R K R AR A R A PPPA TT A TT T P P GP G EE ET G NG N G N ON O EE EEE N O NNO O RR REE N AN A N A RA R TT TRR A R R SS STT GGEEER E E E G GG G G G TT TSS UG U G U TU TT TT U O OTT T O O LL LO EE EE ELL VV VE UU UU UVV BB BU BB

DUFFY

TT TT T N N NT EEN N N C C CEE SS SS SC C C EE EE ES R R RE EET EET C C CR R R STR STR SEN SEN K K KC EET EET EET C C HEY HEY HEY B STR STR STREET C C CK SEN SEN SENSTR K K HEY HEY HEYSEN U BBB BLLLLLL C C UC JJ JJ JU U IN IN INJ A R R R IN IN IN R AAA AC R R R R R U U U B B BU U UR CCC CK B B B K K K K ET W W W W W O O O ET ET RE RE REET OOOOOO ET ET ST ST STRE RE RE ET ST ST ETST RS RS RSET OODDD ET ME ME MERS RS RS SO SO SOME ME ME DDTT SO SO SO OOODDD TTTE O OO EEE ER OO OOOO HILDER W W HILDER HILDERSTREET W STREET STREET STREET RRR RR HILDER HILDER W W STREET STREET K KK RRR RA KK KW A C CC HILDER AAA AAC C C C C A ACCEEE LLLAAC BTTB TT TT T BTT B BLLL EE ETTB EEE EE EE ET E E E E E E E E R R REEE RRREEE TT TT TR R R SS SS ST K K KS SSTTTTTTRR R K K RK A A R AR HSSS HHH NT NT CE NT CE A A M M MA H NT NT ES CE ES T T CE CE ES CR CR T M N M M K K K ES ES T CR T N N UC R RRR EE EE EN CR KCR K K UC INJ UC UC RR INJ R R R RE INJUC INJ RR BU BU RRINJ RR R R R BU BURR BU GAAA GGG EE EE ETTTT G EEE IINN RR RR REE EEIIIIN TT T R TT EE EEE EET WEEE W R R RE W E E SS EE SS STTTTTT W TT W TR E R R IV E S IV TT R R R IVE IV TT TSS SST D D RIV R R D O O OT TT H H D D H S S O O H H S EE ELL R R R GGGAAAAAALLLLAAAAAA HINDMAR LLO VV VE A A EE RSS R R A HINDMAR HINDMAR U U U M M V V V A A SH SH SH DRIVE DRIVE DRIVE M D D B HINDMAR HINDMAR HINDMAR U U U M M D B B SH SH SH IN IN DRIVE DRIVE DRIVE IN B H H INDD IN H NN NN NGGG HIN H M M M AA AA AN M MC C C IIN C CIIIN N YA N N N NN N N NE W W WYYY EEE ES H H W W W H IN IN SSS SS HIN H T T E E IN IND IN D D SSS ST T TT E E E M M R E E E D D D TTT TR R R M R E E T T R T A A A MA M R RE S S R R TTTRR A AR S EEE EE N N S S S S S R R R N EEE ET E E H H N N S S S E E E T T T E H TTT T D HHD D B N EEE E B N R E R R D DR D BE B NTTT N E R A C IV RB R EN E R RIV R C A S S C C C IV AR A CE C E IVE IV EE SC S S CA C C E R ES E E EE R C C RE R C A A A CR FFFFFRR R R AC A A R R R R R R U U R R R U G G G U U R R N N G G EEEEEMM N U U NG N U H H HIN G G U U G IN IN H H H G G M AN MMAAA AN ANGO IN IND IN D D DM GO GO GOPH AN AN AN M MA D D PH PH PHOR GO GO AANNN OR OR ORA M A M M AR PH PH A A AST OR OR ST ST STRE R RSSS A A A A RE A RE REET NNTTT ST ST R R R RE RE BUNB BU BU ET ET H H HD SSSH NBUR NB NB TTLLLLL BU BU BU H H URY UR D UR DR NB NB YST Y Y R UR UR D D D ST EEEEEE RIV STRE Y Y REET RE RE IV IV IVEEE R ST ET ET ET RE RE IV IV ET ET D D EEE D DDRRR RRIIVIV IIVIVVEE T T T E EE EN EN ENTTT C C CEN EN EN ES ES ES C C C CR ES ES ES CR Y Y CR Y A A AY Y Y CR AL AL ALA A A NG AL AL TT NGAL E E ETT NG E E EE R R RE BBBBBBAAAANG E E TT TT TR E E S S ST R R O O OS S S B B BO M M MB O O U U UM B B LL LL LU M M E U U N EL N NE E N D D D CE R DDDAAAR RRR RA NT NT NT CE CENT NT NT ES ES ESCE RRRW W W AAA AFFFAAAR CE CE CR CR CRES ES ES G G GCR W WIIIN CR CR AN IN FFFFFFFF W G G ANG N N AR AR ARAN AN M M MAR IIA AR AR NE NE NEM EEEEERR INNIIIIA M M AA NE NE NE A A RRRTTTTTYYY TTTTTTEEEEEERRRRRRRRR YYSSS RRRA AC AAA CC SSSTTTTT CE CC RE R R E VE V V R EV R R R E EEE ELE E E E LEY LE LE V V RRR REEEEE E E YC Y LE LE C Y Y Y CR RE R R ES E E C EEEEETT SC S S R R CE C C E E E E E S S N C C T T T N N E E T NTTT TT

DARWINIA DARWINIA TERRACE DARWINIA TERRACE DARWINIA TERRACE DARWINIATERRACE TERRACE

D D D A A D A AD O O O R OA O R RO R RR R EEER TTT TEEERR TTT O O O C C OTTT O C CO C

HEEE H H H H YSSS YYY Y SSEEEN N N N N STTT SSS S REEE R R R R EEEEETTT TT

AAACCCCCCEEEEEE RR RR RAAA RRRR EE EE ERRR TTTE DDDTTT

IVE IVE DR N IVE IVE IVE DR XO N DRIVE DR DI DI NDR N XO DI XON XO DIXO DI

UE EN EN UE UE UE AV ENUE EN EN AV BA AVEN AV BA AM BAAV BA AM AG AMBA AM RR RR AG AGAM AG WA WA RRAG RR RR WA WARR WA

L A LA LLL A U AU A U N UN U N C NC N C CE C ES EEE ST SS SS O TO TTT O N ON O N NS N ST SSS R TR TTT R RE R EE EE EE ET EEE T TTT

EU EU EUCU CU CU CUM EU EU EU M MBE CU CU BE BE BEN M M M N N NE BE BE E E ED D D DRI N N RI RI RIVE E E VE VE VE D D RI RI VE VE

T U U G G TU TT TT G G UG U U E E GG G G RA RA GE G G ERA E E N N RAN RA RA O O NG NG NO N N ONG O O PA PA NGPA NG NG R R PAR PA PA K K W W RK R R A A KW K K Y Y WA W W AY A A Y Y Y

D D D D D A A A AD A O O O OA O R R R RO R R R R EE RR R TTTE ER EE TT T TTTT TT O O O O O O C C C CC

CO COTT TTER TT CO TT ERRO ER ER CO TT TT ROAD RO RO ER ER AD AD AD RO RO AD AD

C COOO CC CC OTTTTTT TTTTEEE EEERRR RRRR ROOO OAAA AD D DD DD

D D D A A AD D D A A O O OA R R RO O O R R R R RR EE EE ER R R TT TT TE TT TT TT T O O O C C CO C C C

SSS ST R TR TT TT R REEE EE ETTT EE EE O TO O N ON N ND N N D D R DR R IIVV RIIIIV VEEE E

UR UR UR IA IA URIA R R IAR R IA IA A R RR A R RA O AR R A A O RO D D OA AD A A D D D

MAP 7

TITLE: PROJECT ACT Cycling and Pedestrian Network DRAWING TITLE: ATTRACTORS LOCATION OF WESTON CREEK AREA

FIGURE NO. 7 PROJECT NO. CES01143

WANNI 08/04/2010

TTT UUIIIITIITT CC CUU CC RRRC CC CCIIIIRIIRR C NN N NN AA AN AA RR RA RR OOOR LLLLLLLLLLLOOO L A A A HHHA OO O''''H''HH OO O

L LLL LE A EE EE EA A R A AR R M M R RM M M MO O O O N ON N N NT H TT TT TH H H HD D D R R D DR IV R R RIV IV IV IVE EEE E

EEE V IIVV VEEE RRRIIIV D DRR DDD N NN N N O O O LOO LLL LLLL HLL HH HH TTTH A ATT AA AA

LO LL LL ON O L O O O NG N GG G N N N G G G GU G ULLL G U U U U LLYYY LLLLL YYYR RO R R O R R OA AD O A A A D A D D D D

VVVEEEEEE RRRIIIIVIIVV DRRR DD DD D EEEEEE L L L L L L A AA AA A NNNDDD RRRIIIINIINN EEERRR

DR DR DR AK DR DR DRAK AKEF EF AK AK EFO O EF EF RD RD ORD O O D RD RD RDD RI DRI VE RIVE D D VE RI RI VE VE

A A ATTT A A A H H HLLL TTTH H H LLLL LL LL LO O ON O O O N ND N N N D DR D D D R RIIV R R R VV VEEE IV IV EEE

ISABELLA PLAINS

EE EE E VV VE IIV RR RR RIIIV DD DR DD DD DDD RR RD O O ORR O O FF FO EE EFF KK KEE AA AKK RR RR RAA DD DR DD

BONYTHON

GILMORE

RICHARDSON

AAAYYYYYY W W WAAA W W HHHW GIG GG GHHH IIG I HHH OOOHHH RR RR ROOO AA AA AR NN NN NA N O O O MM MM MO M

E DRIV E N DRIV NSO E NSO E N JOH DRIVE JOH DRIV NDRIV N JOH NSON NSO NSO JOHNSO JOH

W W W W W O OO OO O OO OO D DDD C CC CC O OO OO O C CCC K KK KK D DD DD R RRR IIIVIIVVVV EEEEE

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Road Network

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TH TT TT HA H H T AR A H H RW R R A A A R R WA W AD A A DR D A A D D D RIV R IVEEE IV IV IV IV EEE

Parks and Recreations

Hospitals

Y YYY AY A A A WA W W HW H W W H H IGH IG IG IG HIG H H H OH O O RO R O R AR A R A A NA N N N ON O O O MO M M M M

Retail Areas

Tafes_Universities

Community Facilities

TT T H H TH TT A A HA H H R R AR A A W W RW R R A WA A W W AD A A D D R R DR D D IV IV RIV R R IVE EE IV IV E EE

Employment Areas

Bus Interchanges

CALWELL

Schools

CHISHOLM

PO P P OIN O O INT IN IN P P P O O TH TT IN IN HU H H U TT TR TT UT H H RO R R U OA O O TT AD A A R R D D D O O A A D D

LEGEND

MAP 8

EE VVVEE RR RR RIIIIVIIVV DDDR AA AA ADDD A L L L L EELLLLLL BB BB BEE AA AA AB SIIS SS SA IIIIS

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GOWRIE

MONASH

EE E EE V VE VV IIV RR RIIIIV RR DD DR DD EE ED EE LL LE L L L A A A DDDA EEEERRRRRRIIIINIINNNDDD

FADDEN

OXLEY

S S STE TE TER TE S S S RNB TE NB NBE R NB R R NB R R RG E ER G GC G C R R CR R G RES C ES ESC R C ES R C CEN ES EN ENTTT EN C C C EN TT

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GREENWAY

Y AAAYYY W W WAAA W W HHHW GIG GG GHHH IIG I HHH OOOHHH RR RR ROOO AAAR NN NN NAAA N O O O MM MM MOOO M

JACKIE JACKIE HOWE HOWE CRESCENT CRESCENT JACKIE JACKIE JACKIEHOWE HOWE HOWECRESCENT CRESCENT CRESCENT

T TTT NT N N N EN EEE CE C C C C SC SSS ES EEE RE R R R CR C C C RC R R ER EEE R LE LLL EL EEE EE EEE HE H H H H WH W W W W

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LE LE LE AR AR LE LEAR MO AR ARMO MO NT MO MONT NT H DR H NT NTH DR H IVE HDR DR DRIVE IVE IVE IVE

M MCCC M M CCCK KEEE KK KK EEEN NZZZ NN NN ZZZIIIIE E IIE EE E SS SST TRRR TT TT RRRE EE EE EE EEETTT TTT

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EEE IIV VEEE VV VIV RIII RR RR DDDR DDDDDD OOODDD O O OO OO W W W W W W UUULLL SSSUUU

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AS AS HL AS HL ASHL AS EY EY HLEY HL DR EYDR EY EY DR IV E DRIV DR IV E IVE IV E E

Proposed on-road cycle facility Existing on-road cycle facility Proposed off-road cycle & pedestrian facility Existing off-road cycle & pedestrian facility

Parks and open spaces

THEODORE

Waterways

PROJECT TITLE:

ACT Cycling and Pedestrian Network DRAWING TITLE:

TUGGERANONG ATTRACTORS & CYCLE NETWORK

FIGURE NO.

8 PROJECT NO.

CES01143 02/02/2011

Appendix D Priority Model Details and Results

Project Summary and Rank Project Details Record ID

RANK ID

Project Number

Project Corridor Name

Project Name

Project Description

Project Start

Project End

The loop will provide cyclists with a quick and convenient route through the eastern and western sides of the City for cyclists commuting between areas north and south of Lake Burley Griffin. It also provides a convenient internal route within the City between the eastern and western sectors for commuter and recreational cyclists. The facility should provide both on and off road cycle facilities either as separate facilities, e.g. cycle lanes and shared paths or footpaths for pedestrians and cycle paths for cyclists. The exact type of facility will require further investigation, particularly the section linking the southern end of Marcus Clarke Street with the southern end of Allara Street. The project should include a high quality link to Barry Drive and the Sullivans Creek route. Due to the variable scope of this project, a cost estimate was based on the provision of 2 cycle lanes and a concrete median, only, along the length of the route. Other works, e.g. pavement re-arrangements, signal modifications, bridges etc. have not been consted, pending clarification of the project scope as part of in the design phase.

Bunda Street/Akuna Street

Bunda Street/Mort Street

Barry Drive

Mouat Street

190

WR-200-CIVICT-009

Allara to Northbourne Av

Civic Cycle Loop - Copenhagen lanes along Marcus Clarke, Rudd, Allara streets

WR-200-TRUNNC-018

Sullivans Creek

Sullivans Creek Path Lighting

274

WR-200-ACCESS-005

Tuggeranong Town Centre

Accessible Street - Tuggeranong

Pitman Street

Athllon Drive

173

WR-200-BARPAR-003

Brisbane av

Brisbane Avenue link - on road lanes

National Circuit

Bowen Drive

184

WR-200-CIVICT-002

Bunda Street

Bunda Street shared space

This project proposes a shared space be investigated through a key retail and commercial precinct of Civic to increase safety for pedestrians and cyclists and completes the Civic Cycle Loop, complementing project no. 1. A cost estimate was prepared for intsllation of brick pavers along the length of the route. Other works, e.g. raising of pavement, modification to kerbs and drainage, street furniture, have not been included, pending clarification of the project scope as part of the detailed design phase.

Mort Street

Akuna Street

113

WR-200-TRUNSC-022

Kings Avenue

Kings Avenue - on road lanes

Russell Drive

Parliament House

191

WR-200-CIVICT-010

Barry Drive

Barry Drive - on road lanes

Clunies Ross Street

Watson Street

218

WR-200-BELCOT-010

Chandler Street

Chandler Street - on road lanes

Benjamin Way

College Street

272

WR-200-ACCESS-003

Bus to Shops

Accessible Street - Woden

Bradley Street

Town Square

State Circle

Kings Avenue

Kings Av

Commonwealth Avenue

Lathlain Street

Chandler Street

171

WR-200-BARPAR-001

National Circuit

National Circuit cycle facility - on road lanes

This project involves the provision of an on-road cycling facility between Clunies Ross Street and Northbourne Avenue, filling a missing link in the on-road cycle route between Civic and Belconnen. Detailed investigations will be required to ensure the facility is fully integrated with the proposed bus priority facilities in the City West area. Chandler Street is a key distributor route through Belconnen town centre. The identified project involves the provision of cycle lanes, however a reduction of the speed limit to 40km/h or less with appropriate traffic calming devices and cyclists operating in mixed traffic would also provide an acceptable outcome. Accessible path along Bradley Street, from the Woden bus interchange, to the Westfield Woden and also to the Town Square. Requires audit of facilites, new lightinga long Bradley Street, courtyard steps, review of courtyard access options and CPTED audit and elements This route is designed to collect cyclists from the main access routes (Commonwealth Avenue, Kings Avenue, Wentworth Avenue, Canberra Avenue) and distribute them through the Barton and Parkes employment area. The preferred layout is the provision of cycle lanes, however detailed investigations will be required to determine the optimum road layout, particularly in the vicinity of the bus interchange identified in STNP. Isolated low speed off-road sections combined with on-road sections may be a suitable compromise, given the constraints of the road reserve. Intersection treatments will need to be provided to facilitate safe right turns for cyclists onto the major access routes. This route is designed to allow higher speed commuter cyclists to bypass the lake foreshore at Parkes, which is a low speed section with pedestrian conflicts. The route also provides greater penetration into the Parkes employment area and is consistent with the NCAâ&#x20AC;&#x2122;s goal of reducing traffic flows and speeds along King Edward Terrace. The preferred layout involves the provision of cycle lanes so cyclists have priority through intersections, however a suitable alternative may be a higher speed off-road path. Adequate connections to Bowen Drive, Commonwealth Avenue and the lakeside path at each end will be required. This project will involve a detailed audit of the entire route, including provision of new road crossings, a review of access options at the courtyard and a CPTED audit and implementation along the designated accessible path through the town centre, to enable increased accessibility for those with mobility impairments

177

WR-200-BARPAR-007

King Edward Terrace

King Edward Tce - on road lanes

273

WR-200-ACCESS-004

Lathlain to Chandler

Accessible Street - Belconnen

183

WR-200-GUNGAT-006

Hibberson Street

Hibberson Street Shared Space

Hinder Street

Gozzard Street

207

WR-200-BELCOT-011

John Knight Memorial Park

Eastern Valley Way path upgrade - off road path

John Knight Memorial Park

College Street

WR-200-TRUNBE-004

Belconnen to Florey

Belconnen to Florey off-road path S1 - off road path

Cohen Street, Belconnen

Ginninderra Drive at John Cleland Crescent, Florey

Athllon Drive/Atkins Street

Athllon Drive/Hindmarsh Drive

Brigalow Street

De Burgh Street

London Circuit

Northcott Drive

London Circuit

Alinga Street

Scotts Crossing

Erindale Dr/Sternberg Cr

Athllon Drive/Atkins St

Northbourne Avenue

Ebden Street

WR-200-TRUNTU-011

Athllon Drive

Athllon Drive cycle lanes - Atkins to Hindmarsh

WR-200-TRUNNC-013

Lyneham to City

Wattle Street - off-road path

WR-200-TRUNNC-017

City to Airport

Constitution Avenue - on road lanes

186

WR-200-CIVICT-004

London Circuit

London Circuit cycle facility - on road lanes

271

WR-200-ACCESS-002

Bus station to Canberra Central

Accessible Street - Civic

160

WR-200-TRUNTU-022

Erindale Centre North Link

Erindale Centre North Link - off road path

WR-200-TRUNNC-010

Belconnen to Ainslie (on-road)

Wakefield Avenue - on road lanes

This link involves the conversion of the former busway into a high quality, high speed cycle path to provide a high quality facility from Coulter Drive into the town centre. This project ranks higher than it might otherwise due to the opportunity to utilise the former busway alignment before other land uses can claim it. Appropriate crossing facilities will need to be provided at Coulter Drive to allow cyclists to turn right to continue north. The second stage (a separate project) would extend this path through Florey towards Melba, providing a high-quality, direct approach to Belconnen from the north west. This project involves filling in the missing links in the cycle lanes along Athllon Drive, including the provision of suitable intersection treatments. Currently, there are cycle lanes on some sections of this route, however they are discontinuous and of varying quality. A detailed review of this route should be undertaken to determine the best method of providing a consistent, high quality cycle facility in both directions. This route is one of the most important cycling links in southern Canberra. This project involves the reconstruction and widening of the existing footpath along the northern side of Wattle Street to link the Sullivans Creek route with Lyneham shops. Where possible, the path should be realigned to improve sight distance at driveways. This project involves the provision of cycle lanes along Constitution Avenue, connecting the Civic Cycle Loop with the Russell employment area and the Canberra Airport employment area. The cost of widening Parkes Way to provide cycle lanes is generally prohibitive so it is intended that this route will become the primary on-road route between Civic and the Airport. The provision of cycle lanes along Russell Drive to complete the linkage to Morshead Drive is a separate project. London Circuit is an important distributor route for cyclists through Civic and will complement the Civic Cycle Loop. An on-road facility has been identified as the preferred option, however detailed investigations will be required to determine the appropriate outcome and balance between competing uses for the available road space. This project will involve detailed audits of the entire route, including provision of new crossing facilities, provision of a new pedestrian signal crossing at East Row or Mort Street or Alinga street, new tactile and new lighting at Scotts Crossing, to enable increased accessibility for those with mobility impairments. This project consists of upgrading of existing footpaths and provision of crossing facilities along the route. This route links Erindale Centre with Wanniassa neighbourhood centre and surrounding residential areas. This project involves the provision of cycle lanes along Wakefield Avenue and Wakefield Gardens to link Northbourne Avenue/Macarthur Avenue with Limestone Avenue and Ebden Street. A shared path through the centre of Wakefield Gardens may be a suitable alternative to cycle lanes for this section.

Project Summary and Rank Project Details Record ID

RANK ID

Project Number

Project Corridor Name

Project Name

WR-200-TRUNTU-009

Monaro Highway

Tharwa Drive cycle lanes: Drakeford Drive to Monaro Hwy - on road lanes

188

WR-200-CIVICT-007

University Avenue

university avenue - off road path

115

WR-200-TRUNSC-024

Canberra Avenue

Canberra Avenue cycle lanes: State Circle to Hume Place - on road

203

WR-200-BELCOT-006

Chan and Cameron Street

Chan St & Cameron Ave - on road lanes

187

WR-200-CIVICT-006

Constitution Ave

Constitution Ave - off-road path

275

WR-200-ACCESS-006

Hibberson Street

Accessible Street - Gungahlin

162

WR-200-TRUNTU-021

Erindale/Yamba Drive

Erindale Centre south link - off road path

212

WR-200-TUGGER-004

Tuggeranong Town Centre

Bus Interchange access

WR-200-TRUNTU-003

Erindale/Yamba Drive

Erindale Drive - on road lanes

224 222 87 210 195 100 194

32 33 34 35 36 37 38

WR-200-GUNGAT-012 WR-200-GUNGAT-010 WR-200-TRUNSC-016 WR-200-TUGGER-002 WR-200-WODENT-004 WR-200-TRUNBE-024 WR-200-WODENT-003

Gungahlin Nature Park Gungahlin Nature Park Lake Burley Griffin Loop Tuggeranong Town Centre Wisdom Street Ginninderra Drive Easty St

Nature Park West path - off road path Nature Park path east - off road path Kingston Foreshore Link - off road path Anketell Street - on road lanes Wisdom street link - off road path Ginninderra Drive cycle lanes: Kingsford Smith Drive to Kerrigan Street - on road Easty Street link - off road path

206

WR-200-BELCOT-009

Benjamin Way

Benjamin Way cycle lanes: Belconnen Way to Emu Bank - on road lanes

99 109 193 201 9

40 41 42 43 44

WR-200-TRUNBE-023 WR-200-TRUNNC-029 WR-200-WODENT-002 WR-200-BELCOT-003 WR-200-TRUNBE-006

Belconnen to Kippax North Canberra to Airport Callam/Athllon Nettleford and Fern Hill Kippax North Link

Southern Cross Drive cycle lanes: Ross Smith Crescent to Spofforth Street - on road Limestone Avenue - on road lanes Callam Street - on road Cycle Lanes Nettleford St & College St - on road lanes Kippax North Feeder Route - off road path

WR-200-TRUNSC-004

Woden to Fyshwick (off-road)

Red Hill to Garran sealed - off road path

267

WR-200-TRUNSC-035

Lake Burley Griffin Loop

Bowen Drive Crossing

216 223 266 130 202

47 48 49 50 51

WR-200-TUGGER-006 WR-200-GUNGAT-011 WR-200-TRUNBE-037 WR-200-TRUNSC-026 WR-200-BELCOT-004

Tuggeranong Town Centre Gungahlin Nature Park Haydon Dr/Baldwin Dr Jerrabomberra Creek Luxton and Lathlain Street

Soward Way - on road lanes Nature Park Path South - off road path Haydon Dr/Baldwin Dr - on road Lanes Jerrabomberra Creek greenway - off road path Lathlan Street - on road lanes

269

WR-200-BELCOT-014

Belconnen Town Centre

Coulter Drive off-road path and Town Centre link - off road path

192

WR-200-WODENT-001

Bowes Street

Bowes Street and Townshend Street - off road path

211

WR-200-TUGGER-003

Tuggeranong Town Centre

Town Centre Footpath Missing Links - off road path

WR-200-TRUNBE-005

Kippax South

Kippax South Feeder Route - off road path

180 220

56 57

WR-200-GUNGAT-004 WR-200-GUNGAT-008

Hibberson Street Eastern Valley Way

Hibberson west pathway - off road path Hibberson Street West - on road lanes

198

WR-200-WODENT-007

Canberra Hospital

Garran Cycle route - on road lanes

WR-200-TRUNBE-001

Belconnen Way West

Belconnen Way Shared Path - Coulter Drive to Kingsford Smith Drive - off road path

WR-200-TRUNBE-003

Belconnen to Mitchell

Kaleen to Mitchell link - off road path

WR-200-TRUNWC-003

Streeton Drive

Hindmarsh Dr to Namatjira Dr - on-road lanes

169

WR-200-BELCOT-001

Belconnen Way

Belconnen Way West - on road lanes

WR-200-TRUNSC-010

Monaro Highway

Jerrabomberra Avenue - on road lanes

WR-200-TRUNSC-015

MCR to Deakin

Dudley Street - off-road path

268

WR-200-BARPAR-009

Federation Mall

Federation Mall Ped/Cyc Improvements

WR-200-TRUNBE-002

Drake Brockman Drive

Drake Brockman Drive Shared Path - off road path

WR-200-TRUNBE-007

Kippax Centre

Kippax Centre Link - on road path

59 19

68 69

WR-200-TRUNBE-018 WR-200-TRUNBE-011

Belconnen to Bruce Belconnen to City

College Street - on road lanes Off-road path lighting, Haydon Drive to Eastern Valley Way

116

WR-200-TRUNSC-025

Monaro Highway

Monaro Highway cycle lanes: southbound from Molonglo River to Newcastle Street - on road

WR-200-TRUNNC-014

Anzac Parade

Anzac Parade - on road lanes

WR-200-TRUNNC-006

Northbourne Avenue Quiet Streets West

David Street & Wattle Street missing link - on road lanes

WR-200-TRUNSC-014

Kingston to Fyshwick

Monaro Highway/Newcastle Street intersection treatment

Project Description

This project involves widening of the road pavement to accommodate 2.0m wide cycle lanes. A suitable and more cost effective alternative may be a high quality shared path constructed within the road reserve. This project involves the construction and delineation of a shared path along University Avenue between Marcus Clarke Street and Ellery Crescent. This is the primary access to ANU from Civic and is intended primarily to serve these local journeys. This project involves the provision of 1.5m wide cycle lanes along Canberra Avenue, filling in a gap along the important corridor from Queanbeyan to Capital Hill. Pavement widening may be required in some sections. This project involves the provision of cycle lanes along Chan and Cameron Streets through Belconnen Town Centre, forming a direct link between the existing Aikman Drive lanes and the western part of Belconnen town centre. This project involves the reconstruction of the existing paths and filling in of gaps to provide a high-quality off-road route between Civic and Russell, linking to the wider network. This route will be the primary approach to Civic from the east. This project involves the creation of an â&#x20AC;&#x2DC;accessible streetâ&#x20AC;&#x2122; through Gungahlin Town Centre for persons with physical and vision impairments. A detailed audit of all crossing facilities, tactile paving etc is required. This project involves constructing and upgrading paths to link with the existing pedestrian bridge over Erindale Drive between Erindale Centre and Monash. These paths will allow cyclists from Ashley Drive, Harricks Crescent and Sturdee Crescent to safely cross Erindale Drive. Provide access between Cowlinshaw Street (east-west leg) and the bus interchange by opening existing locked gate and provide pedestrian refuge for crossing Cowlinshaw Street

This project involves widening the road pavement to provide 2.0m wide cycle lanes. A suitable cost effective alternative may be the provision of a high-quality off-road path along the road reserve. path through nature park to directly connect western residentiala rea to town centre path facility through nature park connecting southern new residential area to town centre Provide off-road path along Kingston foreshore to complete Lake loop Provide on-road cycle lanes along Anketell Street Cycle Path along Wisdom Street and along Groom Street, connecting town centre to school Provide cycle lanes through this intersection to connect existing isolated lengths of cycle lanes Provide off-road path from existing off-road path near Wilbow Street to Launceston Street along eastern side of Easty Street On-road cycle facility along Benjamin Way from Belconnen Way to Emu Bank. Provide on-road cycle lanes to complete link from Belconnen to Kippax Provide on-road cycle lanes along Limestone Avenue Cycle Lane along Callam Street and Athllon Drive between Launceston Street and Hindmarsh Drive On-road facility along Nettleford St and College St through Belconnen Town Centre Widen existing off-road path along Florey Drive and improve road crossings Seal existing path across Canberra Nature Park and provide linkages to Mugga Way, Flinders Way and Brereton Street. Forms part of an offroad/quiet streets route from Woden to Manuka and Fyshwick. improve crossing of bowen drive for connection from Lake Burley Griffin to Kings Avenue Bridge. NCA project with funding contribution by ACT government. Timing to be matched with NCA. Provide cycle lanes on Soward Way new path through nature park connecting southern residential area to town centre provide on road facility along Haydon Dr and Baldwin Dr to link other on-road routes with AIS, Calvary Hospital, Uni of Canberra Provide off-road path along Jerrabomberra Creek corridor for recreational use. Future extension to Hume/Tralee is a possibility. On-road facility from Coulter Dr/Luxton St intersection via Luxton St, Lathlain St and Catchpole St to Fulton St. provide off road path along western side of Coutler Drive between Belconnen Way and Southern Cross Drive. Includes improvements to the existing underpass and off-road connection to Nettleford Street/Cohen Street intersection Cycle Path provision along central spine of town centre - Bowes Street, Bradley Street and Townshend Street), linking retail and commercial areas. Connects at northern end to Irving Street path Provide missing footpaths - see town centre map. Widening existing off-road path between Hardwick Street and Powell Street, installation of a pram ramp at Powell Street, provision of cyclist markings along Powell Street, improved crossing of Starke Street, widening existing off-road path along Starke and MacNaughton Streets. This provides a link to the Kippax bus interchange and centre Cycle Path provision from central retail area to western magnet mart precinct along Hibberson Street and Crinigan Cir Provide on-road facility along Hibberson Street between O'Brien Place and Gozzard St Provide on-road link along Kitchener Street, Gilmore Cr & Palmer St from Yamba Dr to Hindmarsh Dr. Provides linkages from wider network to The Canberra Hospitakl and Garran residential area. Shared path on northern side of Belconnen Way and cycle lanes, linking Belconnen town centre with western Belconnen suburbs Extension of existing off-road path from Kaleen to Barton Highway, provision of a safe crossing of Barton Highway, provision of cycle lanes or markings along Bellenden Street to connect to existing off-road path at Gungahlin Drive. Connection to Bellinger Crescent in Kaleen may also be desirable Provide on-road cycle lanes along Streeton Drive south of Hindmarsh Drive to link with proposed Namatjira Drive cycle lanes to Tuggeranong Cycle Lanes along Belconnen Way, between Coulter Drive and Kingsford Smith Dr south of the town centre and designed to connect into existing lanes and connecting attractors Provide on-road cycle lanes along Jerrabomberra Avenue and provide appropriate linkages to Monaro Highway. Provides a shorter and quieter route from Monaro Highway into South Canberra. Provide off-road path from Dunrossil Drive to existing off-road path at Novar Street/Dudley Street intersection. This provides a link between the MCR and Deakin and is cheaper than providing on-road cycle lanes along Dudley Street. mark cycle lanes along Federation Mall to formalise parking, cyclist and traffic movements. Provide marked pedestrian crossing at either end to link existing footpaths Shared path on western side of William Hovell Drive and northern side of Drake Brockman Drive to link Higgins, Holt and Kippax with route to Belconnen town centre Cycle lanes or off-road path along Hardwick Place through Kippax Centre - provides the final link between the bus interchange and surrounding suburbs, as well as facilitating flows through Kippax. Should include secure bike parking Provide on-road cycle lanes along College Street to link Belconnen with Bruce and University of Canberra. Provide lighting for existing off-road path Provide on-road cycle lane along southbound carriageway between Molonglo River bridge and Newcastle Street On-road cycle lanes in both directions Provision of on-road cycle lanes through the intersection with Macarthur Avenue. Cyclists are forced off-road at this location due to narrow pavement and the need for turning lanes. Provide cycle lanes through intersection, including right turn facilities to/from Monaro Highway

Project Start

Project End

Drakeford Drive

Were Street

Marcus Clarke

Ellery Crescent

State Circle

Hume Place

Lathlain Street

Eastern Valley Way

London Circuit

Anzac Ave

Hinder Street

Gozzard Street

Erindale Drive/Harricks Cr

Erindale Drive/Ashley Drive

Bus Interchange

Cowlinshaw Street

Long Gully Road

Drakeford Drive

The Valley Avenue Newsom Street Bowen Park Athllon Drive north Yamba Dr Kingsford Smith Drive Launceston St

haystack Cres The Valley Avenue Jerrabomberra Wetlands Athllon Drive south Webster St Kerrigan Street Hindmarsh Dr

Benjamin Way/Belconnen Street

Benjamin Way/Emu Bank Road

Ross Smith Crescent Majura Ave/Wakefield Ave Launceston Street Coulter Drive Ginninderra Drive

Spofforth Street Fairbairn Ave/Anzac Pde Melrose Drive Haydon Drive Southern Cross Drive

Mugga Way

Brereton Street

Bowen Drive

Drakeford Drive/Soward Way The Valley Avenue Belconnen Way/Haydon Dr Jerrabomberra Wetlands path Coulter Drive Coulter Drive/Southern Cross Drive

Athllon Drive/Soward Way Nudurr Drive William Slim Dr/Baldwin Dr south of Hindmarsh Drive Fulton Drive Coulter Drive/Belconnen Way

Launceston Street

Corinna Street

N/A

Hardwick Crescent

Darke Brockman Drive

O'Brien Place O'Brien Place

Gozzard Street Gozzard Street

Yamba Drive/Robson Street

Hindmarsh Drive/Kitchener Street

Coulter Drive

Kingsford Smith Drive

Kaleen North Oval

Gungahlin Drive

Hindmarsh Drive

Namatjira Drive

Chewings Street

Coulter Drive

Monaro Highway

Captain Cook Crescent

Dunrossil Drive

Novar Street/Dudley Street

Queen Victoria Tce/Federation Mall

Parliament House

Belconnen Way

Spofforth Street

Southern Cross Drive

Flack Street

Eastern Valley Way Eastern Valley Way

Haydon Drive Haydon Drive

Pialligo Avenue/Morshead Drive

Newcastle Street

Constitution Avenue

Limestone Avenue

David Street/Forbes Street

Wattle Street/De-Burgh Street

Monaro Highway/Newcastle Street

Project Summary and Rank Project Details Record ID

RANK ID

Project Number

Project Corridor Name

Project Name

246

WR-200-TRUNNC-042

City to Gungahlin

Northbourne Avenue cycleway - on road lanes

WR-200-TRUNWV-002

City to Woden

Yarra Glen/Melrose Drive/Yamba Drive intersection treatment

Project Description

WR-200-TRUNNC-007

Watson to City

Majura Ave-Watson connector - on road lanes

110

WR-200-TRUNNC-030

Ainslie Avenue

Ainslie Avenue - on road lanes

276

WR-200-TRUNNC-046

Federal Highway

Federal Highway off-road path

WR-200-TRUNGU-001

Barton Highway

Barton Highway/Kuringa Drive intersection treatment

6 52 161

80 81 82

WR-200-TRUNNC-003 WR-200-TRUNSC-005 WR-200-TRUNNC-032

North Canberra to Airport Melbourne Avenue Downer - Ainslie - City

Fairbairn Avenue - on road lanes Melbourne Avenue - on road lanes Eloura Street - on road lanes

Provide cycleway along median to provide quick route in and out of Civic, protected from cars Provide underpass for southbound cyclists to pass below eastern leg of roundabout, linking to existing Yarralumla Creek commuter path and provide link to Melrose Drive. Allows cyclists to bypass high speed turning traffic. This includes links for northbound Yamba Drive cyclists to access yarra glen Provide on-road cycle lanes to connect Antill Street with Sherbrooke Street and the eastern 'quiet streets' route which parallels Northbourne Avenue Provide on-road cycle lanes along Ainslie Avenue to link City with northeast suburbs Provide off-road path along Federal Highway between Antill Street and Flemington Road, in accordance with Gungahlin Bicycle Netowrk Plan 2008 Provision of crossing facilities for cyclists to/from proposed Kuringa Drive off-road path. To be done as part of Clarrie Hermes Drive extension Cycle lanes on Fairbairn Ave between Northcott Drive and Pialligo Avenue Provision of on-road cycle lanes along Melbourne Avenue Provide on-road cycle lanes to link the city approach routes

WR-200-TRUNTU-010

Tuggeranong to Banks

Tharwa Drive cycle lanes: Drakeford Drive to Pockett Avenue - on road lanes

Provision of on-road cycle lanes and intersection treatments on Drakeford Drive and Tharwa Drive from Johnson Drive to Pockett Avenue

228 46 278

84 85 86

GC-201-WODENT-011 WR-200-TRUNBE-016 WR-200-TRUNSC-099

Launceston Street Belconnen to Molonglo State Circle

Launceston Street - on road lanes Bindubi Street cycle lanes: Belconnen Way to Bandjalong Crescent - on road lanes State Circle clockwise on road cycle lanes

WR-200-TRUNWC-006

Streeton Drive

Streeton Drive cycle lanes: Cotter Road to Hindmarsh Drive - on road

167

WR-200-TRUNNC-034

City to Airport

Majura Business Park link - off road path

105 89 137

89 90 91

WR-200-TRUNGU-008 WR-200-TRUNSC-020 WR-200-TRUNGU-014

Gungahlin Drive Monaro Highway Mirrabei Drive

Gungahlin Drive cycle lanes: Nudurr Drive to Gundaroo Drive - on road Monaro Highway cycle lanes: Hume - on road lanes Mirrabei Drive - on road lanes

108

WR-200-TRUNNC-028

Belconnen to Ainslie (on-road)

Fairfax Street/Macarthur Avenue - on road lanes

63 98

93 94

WR-200-TRUNSC-008 WR-200-TRUNBE-022

Queanbeyan to Cooma Rail Trail Belconnen to Kippax

WR-200-TRUNTU-018

Provide on-road cycle lanes to fill missing link between Furzer St and Melrose Dr Provision of on-road cycles to form part of future link to Molonglo. This section also serves the suburbs of Cook and Aranda. provide on-road cycle lanes for clockwise travel on State Circle Provide on-road cycle lanes along Streeton Drive between Cotter Road and Hindmarsh Drive as part of link from Weston Creek to Molonglo

Project Start

Project End

Mouat St

Rudd St

Yarra Glen/Melrose Drive/Yamba Yarra Glen/Melrose Drive/Yamba Drive Drive Sherbrooke St/Hawdon St

Phillip Ave/Antill St

Limestone Avenue

Ballumbir Street

Flemington Rd

Antill Street

Barton Highway/Kuringa Drive

Northcott Drive Stonehaven Crescent Torrens Street

Pialligo Avenue State Circle Northbourne Ave

Johnson Drive

Pockett Avenue

Melrose Drive Belconnen Way Flynn Drive

Furzer Street Bandjalong Crescent Adelaide Avenue

Cotter Road

Hindmarsh Drive

Provide on-road cycle lanes from Nudurr Drive to Gungahlin Drive Provide on-road cycle lanes in both directions between Isabella Drive and Lanyon Drive Provide on-road cycle lanes along existing and future sections of Mirrabei Drive

Fairbairn Ave/Airport Shared Path Nudurr Drive Isabella Drive Gundaroo Drive

Provide on-road cycle lanes along Macarthur Avenue between Barry Drive and Northbourne Avenue

Belconnen Way/Barry Drive

Queanbeyan to Cooma Rail Trail - off road path Southern Cross Drive cycle lanes: Coulter Drive to Chewings Street - on road

Provide off-road path adjacent to rail corridor for recreational use Provide on-road cycle lanes to link Belconnen town centre with existing cycle lanes near Chewings Street

Canberra Avenue, Harman Coulter Drive

Gundaroo Drive Lanyon Drive Horse Park Drive Northbourne Avenue/Macarthur Avenue NSW Border, Williamsdale Chewings Street

Weston Creek to Tuggeranong

Drakeford Drive cycle lanes: Sulwood Drive to Taverner Street - on road lanes

Provide on-road cycle lanes along Drakeford Drive to link existing lanes south of Taverner Street with proposed lanes along Namatjira Drive

Sulwood Drive

Taverner Street

WR-200-TRUNNC-002

Belconnen to CBD (off-road)

Belconnen Way/Barry Drive off-road path: Gungahlin Drive to ANU - off road path

WR-200-TRUNGU-004

Barton Highway

Federation Square - off-road path

WR-200-TRUNNC-023

Fairbairn Park

Glenora Drive - on road lanes

WR-200-TRUNNC-001

Belconnen to Dickson (off-road)

Miller Street crossing improvement

100

WR-200-TRUNWC-002

Weston to Tuggeranong

Namatjira Drive cycle lanes: Hindmarsh Drive to Tuggeranong Parkway - on road lane

101

WR-200-TRUNTU-015

Ashley Drive

Ashley Drive - on road lanes

102

WR-200-TRUNTU-001

Tuggeranong to Banks

Drakeford Drive/Athllon Drive/Isabella Drive intersection treatment

117

103

WR-200-TRUNGU-010

Clarrie Hermes Drive

Clarrie Hermes Drive - on road lanes

165

104

WR-200-TRUNSC-028

Kingston to Fyshwick

Newcastle Street - on road lanes

105

WR-200-TRUNSC-012

Woden to Fyshwick (off-road)

Tallara Parkway, Narrabundah - off road path

106

WR-200-TRUNBE-008

Kippax South East Link

Kippax South East Feeder Route - off road path

107

WR-200-TRUNTU-016

Sulwood Drive

Sulwood Drive - on road lanes

106

108

WR-200-TRUNGU-009

Horse Park Drive

Horse Park Drive cycle lanes: Gundaroo Drive to Gungahlin Drive - on road

217

109

WR-200-TUGGER-007

Tuggeranong Town Centre

Erindale Drive footpath - off road path

55 96

110 111

WR-200-TRUNSC-006 WR-200-TRUNBE-020

Canberra Avenue Coulter Drive

Canberra Avenue: Hindmarsh Drive to NSW Border - on road lanes Coulter Drive cycle lanes: Weetangera - on road

112

WR-200-TRUNNC-009

Downer - Ainslie - City

Phillip Ave cycle lanes - on road lanes

113

WR-200-TRUNNC-025

Gungahlin to Airport

Majura Road - on road lanes

114

WR-200-TRUNNC-022

Airport to Queanbeyan

Pialligo Avenue - on road lanes

107

115

WR-200-TRUNNC-027

Federal Highway

Federal Highway cycles lanes: Flemington Rd to NSW Border northbound - on road

182

116

WR-200-GUNGAT-005

Gozzard Street

Gozzard Street path link - off road path

117

WR-200-TRUNWV-003

Molonglo to Woden

Heysen/Devonport Streets Link - off road path

118

WR-200-TRUNBE-013

Barton Highway

Barton Highway/Gundaroo Drive/William Slim Drive intersection treatment

119

WR-200-TRUNSC-009

Woden to Fyshwick (on-road)

Hindmarsh Drive cycle lanes: Garran to Fyshwick - on road lanes

120

WR-200-TRUNNC-035

Dickson North Link

Dickson North Feeder Route - on and off road paths

104 68

121 122

WR-200-TRUNGU-007 WR-200-TRUNWV-004

Nudurr Drive Erindale/Yamba Drive

Nudurr Drive - on road lanes Yamba Drive cycle lanes: Yarra Glen to Hindmarsh Drive - on road lanes

Provide off-road path to link City-Airport path with Majura Business Park

Off-road path along southern side of Belconnen Way and Barry Drive to link Aranda/Belconnen with ANU/Civic Extension of existing off-road path from near Gundaroo Drive to O'Hanlon Place via Barton Highway and drainage easement. Provide on-road cycle lanes along Glenora Drive to link business park with Pialligo Avenue and the remainder of Canberra. timing will depend on canberra airport contribution Improvement of off-road path crossing at Miller Street between Macarthur and Quandong Streets by the installation of a refuge island Provision of on-road cycle lanes along Namatjira Drive and Sulwood Drive between Hindmarsh Drive and Tuggeranong Parkway to provide a link from Weston to Kambah and Tuggeranong Provide on-road cycle lanes or utilise earthworks for future road duplication to provide an off-road path parallel to Ashley Drive. This links the southern suburbs of Tuggeranong with the future Erindale interchange. Signalisation of intersection to provide safe crossings for cyclists. High traffic volumes make refuges difficult to use. Provide on-road cycle lanes along existing and soon-to-be-constructed sections of Clarrie Hermes Drive Provide on-road cycle lanes Provide off-road path from Tallara Parkway under Monaro Highway to Wormald Street. Provide link from Wormald Street to Canberra Avenue at existing bus stops. Provide refuges for safe crossing of Canberra Avenue. New off-road path from Flack Street/Hardwick Crescent along Hardwick Cr to Starke Street, then through Higgins Oval to Findlay Street at Fullagar Cr. Widen existing footpath along Findlay Street to Kingsford Smith Drive. Provide new off-road path along western side of Kingsford Smith Drive. This links with Belconnen Way route. Provide on-road cycle lanes with appropriate intersection treatments along Sulwood Drive between Tuggeranong Parkway and Erindale Drive. Acts as a distributor for northern Tuggeranong, linking the three main arterials. Provide on-road cycle lanes from Gundaroo Drive to Gungahlin Drive Provide footpath along southern side of Soward Way/Erindale Drive to link to existing footpath network in Monash. Footpath leaves Erindale Drive near Steffanoni Cres and passes through drainage easement to Clive Steele Ave. Provide on-road cycle lanes to link existing lanes through Fyshwick with Queanbeyan cycle network Provide on-road cycle lanes to link existing disconnected sections of cycle lanes On-road cycle lanes along Phillip Avenue between Federal Highway and Antill Street. Links northern suburbs of Canberra to Gungahlin and also forms part of route to City via Ainslie Provide on-road cycle lanes between Fairbairn Avenue and Mustang Avenue to link Majura Business Park with the remainder of Canberra. Provide on-road cycle lanes via shoulder widening on Pialligo Avenue, linking Queanbeyan with Canberra Airport and business parks. Links to Queanbeyan cycle network at Yass Road bridge. Provide on-road cycle lanes along northbound carriageway of Federal Highway from Flemington Road to NSW Border Cycle Path provision from west of retail centre to northern residential area along Gozzard St and James Kirk St from Hibberson St to Yerrabi Pond Provide off-road path between existing paths at Weston and Lyons via Heysen and Devonport Streets. Forms part of Woden to Molonglo offroad route. Improve crossing facilities for cyclists using Barton Highway - e.g. refuges Provide on-road cycle lanes to link existing isolated lengths of cycle lanes along Hindmarsh Drive. Provides a link from Woden to South Canberra and Fyshwick. Provision of an on and off-road link through Downer along Melba Street, through Downer Oval, along Frencham Street and Bradfield Street to Canberra Technology Park Provide on-road cycle lanes along Nudurr Drive Provide on-road cycle lanes along Yamba Drive between Launceston Street and Hindmarsh Drive

Gungahlin Drive Barton Highway, 400m NW of Gundaroo Drive

Majura Road/Spitfire Avenue

Sullivans Creek O'Hanlon Place

Pialligo Avenue

Richmond Avenue

Miller Street

Hindmarsh Drive

Tuggeranong Parkway

Sternberg Crescent

Johnson Drive

Drakeford Dr/Athllon Dr/Isabella Drakeford Dr/Athllon Dr/Isabella Dr Dr Gungahlin Drive/Horse Park Barton Highway/Kuringa Drive Drive Monaro Highway Canberra Avenue Tallara Parkway

Canberra Avenue

Flack Street

Kingsford Smith Drive

Tuggeranong Parkway/Drakeford Drive/Sulwood Drive

Erindale Drive/Sulwood Drive

Gundaroo Drive

Gungahlin Drive/Clarrie Hermes Drive

Soward Way bridge

Steffanoni Cres

Hindmarsh Drive Springvale Drive

NSW Border 300m south of Springvale Drive

Antill Street

Federal Highway

Fairbairn Avenue/Majura Road

Majura Road/Mustang Avenue

Brindabella Business Park

NSW Border at Yass Road

Flemington Rd

NSW Border

Hibberson Street

James Kirk Street

Heysen Street/Hilder Street

Devonport Street/Lyons Place

Barton Highway/Gundaroo Drive/William Slim Drive

Tyagarah Street

Canberra Avenue

Phillip Avenue/Bradfield Street

Antill Street/Melba Street

Gundaroo Drive Launceston Street

Gungahlin Drive Hindmarsh Drive

Project Summary and Rank Project Details Record ID

RANK ID

Project Number

Project Corridor Name

Project Name

112

123

WR-200-TRUNNC-031

City to Airport

Russell Drive - on road lanes

124

WR-200-TRUNTU-005

Monaro Highway

Monaro Highway/Isabella Drive intersection treatment

125

WR-200-TRUNBE-021

Coulter Drive

Coulter Drive cycle lanes: Belconnen Way to Joynton Smith Drive - on road

126

WR-200-TRUNNC-005

Federal Highway

Federal Highway/Antill Street/Sandford Street intersection treatment - on road lanes

253 13 69 30 42

127 128 129 130 131

WR-200-CIVICT-015 WR-200-TRUNNC-004 WR-200-TRUNSC-011 WR-200-TRUNGU-003 WR-200-TRUNWC-001

Constitution Ave to University Ave Antill Street Wentworth Avenue Belconnen to Gungahlin Cotter Road

Constitution Ave to University Ave - off road path Antill Street - on road lanes Wetnworth Avenue - on road lanes Gundaroo Drive - on road lanes Cotter Road cycle lanes: Streeton Drive to Cotter - on raod lanes

132

WR-200-TRUNSC-003

Woden to Fyshwick (off-road)

Red Hill - Narrabundah Link - off road path

214

133

WR-200-GUNGAT-002

The Valley Ave

Valley Ave link - on road lanes

244

134

WR-200-TRUNSC-032

City to Woden

Adelaide Ave off-road path

138 56 229 101 133 22 29

135 136 137 138 139 140 141

WR-200-TRUNGU-015 WR-200-TRUNSC-007 GC-201-CIVICT-012 WR-200-TRUNBE-025 WR-200-TRUNGU-038 WR-200-TRUNNC-012 WR-200-TRUNGU-002

Mulligans Flat Road Lanyon Drive Cooyong-Ballumbir-Coranderrk Kingsford Smith Drive Gungahlin Downer - Ainslie - City Gungahlin Drive

Mulligans Flat Road - on road lanes Lanyon Drive - on road lanes Cooyong-Coranderrk - on road lanes Kingsford Smith Drive cycle lanes: Ginninderra Drive to Kuringa Drive - on road Wells Station Track - off-road path Ainslie Quiet Streets route - on road lanes Gungahlin Drive cycle lanes: Gundaroo Drive to Horse Park Drive - on road lanes

168

142

WR-200-TRUNWV-005

Molonglo to Woden

Devonport Street to North Weston - off-road path

240

143

WR-200-TRUNNC-041

Inner North/East Distributor

Braddon to Campbell - on road lanes

132 255 249

144 145 146

WR-200-TRUNGU-011 WR-200-TRUNNC-044 WR-200-TRUNWV-007

Sandford Street Watson Shops Connector Woden to Deakin

Sandford Street - on road lanes Knox Street to Simpson Street - off-road path sealing Kent Street - off-road path

237

147

WR-200-TRUNWC-009

Tuggeranong to Weston

Weston to Tuggeranong - off road path

31 35 102

148 149 150

WR-200-TRUNSC-001 WR-200-TRUNTU-004 WR-200-TRUNGU-005

Canberra Avenue Isabella Drive Barton Highway

Hume Place intersection treatment Isabella Drive - on road lanes Barton Highway/Bellenden Street intersection treatment - on road

131

151

WR-200-TRUNNC-008

City to Airport

Morshead Drive cycle lanes: Russell Drive to Staff Cadet Avenue - on road

261 45

152 153

WR-200-TRUNBE-035 WR-200-TRUNBE-015

Latham Community Path Belconnen to City

Upgrade Latham Community Path - off road path Eastern Valley Way - on road lanes

270

154

WR-200-ACCESS-001

Canberra Avenue

Accessible Street - Fyshwick Corridor

247

155

WR-200-WODENT-012

Woden Town Centre

Corinna Street on-road facility

178

156

WR-200-GUNGAT-001

Gundaroo Drive

Gundaroo Drive lane link - on road lanes

157

WR-200-TRUNWC-005

Woden to Stromlo

Eucumbene Drive - on road lanes

230

158

GC-201-TRUNNC-037

Anzac Parade

Lake to War Memorial Links - off road path

260

159

WR-200-TRUNSC-033

Wentworth Avenue

Widen footpath on Wentworth Avenue - off road link

245

160

WR-200-TRUNWV-006

Woden to Farrer

Mawson Shops bypass route - off road path

248

161

WR-200-CIVICT-013

Civic Town Centre

London Circuit/University Avenue intersection treatment

227

162

WR-200-TRUNNC-036

City to Airport

Parkes Way east - on road lanes and connections

166

163

WR-200-TRUNSC-029

Kingston to Fyshwick

Newcastle Street crossing improvements

164

WR-200-TRUNTU-020

Erindale/Yamba Drive

Yamba Drive cycle lanes: Hindmarsh Drive to Long Gully Road - on road

165

WR-200-TRUNBE-009

Kippax West Link

Kippax West Feeder Route - off road path

166

WR-200-TRUNWV-001

Woden to Fyshwick (off-road)

Woden to Garran Link - off road path

167

WR-200-TRUNTU-006

Tuggeranong to Banks

Drakeford Drive/Johnson Drive/Woodcock Drive intersection treatment

231

168

WR-200-TRUNNC-038

Sullivans Creek path

Masson Street/McCaughey Street intersection treatment

233

169

WR-200-TRUNTU-023

Athllon Drive

Athllon Drive off-road path missing link - off road path

225

170

WR-200-CIVICT-011

Parkes Way West

Edinburgh Ave - on road lanes

171

WR-200-TRUNTU-012

Johnson Drive

Johnson Drive - on road lanes

239

172

WR-200-TRUNSC-031

Woden to City

Thesiger Court Link - off road path

234

173

WR-200-TRUNNC-039

Lake Burley Griffin Loop

Menindee Drive off-road path

Project Description

Provide on-road cycle lanes along Russell Drive as part of City-Airport corridor and to service Russell employment centre Marking of cycle lanes through roundabout Provide southbound cycle lane from 300m north of Southern Cross Drive to 100m south of Belconnen Way to fill in missing link Upgrade multi-lane roundabout to signalised intersection as part of Sandford Street intersection and include cycle lanes Provide off-road path linking Constitution Ave to University Ave via Vernon Circle, including underpasses On-road cycle lanes along Antill Street to link Federal Highway with Dickson and surrounding residential areas Provide on-road cycle lanes at either end of the present isolated section to link MCR with Canberra Avenue Provision of on-road cycle lanes along Gundaroo Drive with intersection treatments Provision of on-road cycle lanes (via shoulder widening) to improve safety for cyclist using the Cotter-Uriarra loop Provision of an off-road path along La Perouse Street and Dalrymple Street, and cycle lanes along Goyder Street, including a connection to the Hindmarsh Drive/Mugga Lane intersection. Forms part of an off-road/quiet streets link from Woden to Fyshwick.

Project Start

Project End

Constitution Avenue

Morshead Drive

Monaro Highway/Isabella Drive

300m north of Southern Cross Drive Federal Highway/Antill Street/Sandford Street London Cct/Constitution Ave Federal Highway Bowen Park Barton Highway Streeton Drive

100m south of Belconnen Way Federal Highway/Antill Street/Sandford Street London Cct/University Ave Northbourne Avenue Canberra Avenue Gozzard Street Murrumbidgee River bridge

Mugga Way/La Perouse Street

Goyder Street/Tallara Parkway

Gungahlin Drive

Gozzard Street

Adelaide Ave/Novar St/Kent St

State Circle/Flynn Dr

Horse Park Drive Sheppard Street Northbourne Ave Ginninderra Drive Sandford Street Majura Ave/Officer Cr Gundaroo Drive

Old Gundaroo Road NSW Border Constitution Ave Kuringa Drive Flemington Road/Sapling Street Eloura St/Donaldson St Horse Park Drive

Devonport Street/Lyons Place

Cotter Road/Kirkpatrick Street

Northbourne Ave/Eloura Street

Blamey Cr/Blamey Pl

Provision of appropriate cycle lanes and refuges to improve safety for cyclists using this intersection Provision of on-road cycle lanes and treatment of multi-lane roundabouts Provide on-road cycle lanes (markings on existing shoulders)

Federal Highway Knox Street/A'Beckett Street Groom Street Nemarang Crescent/Damala Street Hume Place Drakeford Drive Bellenden Street

Provide on-road cycle lanes to link proposed lanes on Russell Drive with existing lanes on Morshead Drive east of Staff Cadet Avenue

Morshead Drive/Russell Drive Kingsford Smith Drive Belconnen Way

Flemington Road Simpson Street Denison Street Nemarang Crescent/Badimara Street Hume Place Monaro Highway William Slim Drive Morshead Drive/Staff Cadet Avenue Southern Cross Drive College Street

Monaro Hwy, Fyshwick

Wormwald Street, Fyshwick

Melrose Dr/Corinna Street

Callam St/Corinna St

Anthony Rolfe Av

James Kirk Street

Hindmarsh Drive

Cotter Road

Lake Burley Griffin

War Memorial

Wentworth Ave/Eastlake Pde

Wentworth Ave/Giles St

Provide cycle lanes along The Valley Ave between Gungahlin Dr and Gozzard St Off-road path along Adelaide Ave from Kent St to State Circle, then along State Circle to connect with existing path alongside Flynn Dr Provide on-road cycle lanes along Mulligans Flat Road Provide on-road cycle lanes on Lanyon Drive to link Monaro Highway with Queanbeyan cycle network Provide on-road cycle lanes along Cooyong Street and Coranderrk Street to link northern and eastern approach routes Provide on-road cycle lanes Off-road path along Wells Station track - forms part of main route from North Canberra to Gungahlin. Quiet streets route along Officer Cr, Ebden St, Chisholm St, Donaldson St. Cycle lanes and intersection treatments Provision of on-road cycle lanes on Gungahlin Drive west of Gundaroo Drive, including treatment of roundabout intersections. Provide off-road path along Devonport Street and then through parkland to Cotter Road. Provide off-road path along south side of Sotter Road to Kirkpatrick Street - include signalised crossings at Tuggeranong Parkway. Provide on-road cycle lanes along Eloura St, Doonkuna St, Currong St & Blamey Cr to Consitution Ave Provide on-road cycle lanes along extension of Sandford Street from Flemington Road to Federal Highway Seal existing gravel path to address safety issues identified by NCCC, Majura Mountain Scouts and Majura Primary School Widen and reconstruct existing footpath to provide off-road route along western side of Kent Street off-road path along green corridor from Waramanga shots to Tuggeranong Parkway, replacing connector street route along Neramang Cres

Upgrade existing community path through Latham Provision of on-road cycle lanes in conjunction with changes to road character to reduce traffic speeds provide footpath, lighting, tactile paving, signage as well as an audit before construction of route - to make it an accessible street Provide on-road facility along Corinna Street with appropriate linkages to Melrose Drive underpass and Kitchener Street Cycle Lane provision along Gundaroo Drive, linking existing east-west lanes on Gundaroo St and Anthony Rolfe Ave. also includes provision of cycle lanes between Palin Street and Horse Park Drive Provide on-road cycle lanes along Eucumbene Drive to link proposed Hindmarsh Drive cycle lanes with Cotter Road and Stromlo Forest Park. Provide off-road path along existing underpass below Parkes Way south of Consitution Ave, provide off-road path along Wendouree Drive and Constitution Ave to intersection with Anzac Pde, designate Anzac Park E & W as Connector Streets and provide appropriate off-road link to Fairbairn Ave traffic signals Widen existing footpath Provide off-road path from Mawson Drive along eastern side of drainage easement, southern side of Mawson Place then along Heard Street to join Farrer off-road path. Include improved crossing facility at Mawson Drive. Signalise intersection of London Cct & University Ave to provide safe crossing facilities on key radial route Westbound on-road facility from Wendouree Drive bridge to Commonwealth Avenue ramp with off-road link to Allara Street overbridge. Eastbound on-road facility from Anzac Pde to Wendouree Dr bridge and off-road connection from Constitution Ave/Anzac Pde intersection to Parkes Way lanes. No eastbound lane provided on remainder of Parkes Way due to difficult intersections and weaving issues. Twin bridges over Wendouree Drive will require widening. Provide improved crossing facilities for pedestrians and cyclists at three roundabout intersections Provide on-road cycle lanes along Yamba Drive between Hindmarsh Drive and Long Gully Road to link with proposed lanes at either end. Provision of off-road path along Pickworth Street and improved crossing of Beaurepaire Cr to form the missing link between off-road paths Provision of a combination of off-road paths and on-road facilities along Brereton Street, Gilmore Crescent, Robson Street and Kitchener Street, including linkages to The Canberra Hospital. Forms part of an off-road/quiet streets link between Woden and Manuka/Fyshwick. Provision of safer crossing facilities for cyclists at major intersection Improve crossing of Masson Street for Sullivans Creek path users - options include grade-separation or signals Construct missing 700m of path along northern side of Athllon Drive; modify traffic signals at Drakeford Drive to include pedestrian/cyclist crossing phase Provide on-road cycle facility to link Parkes Way cycle lanes with proposed Civic Cycle Loop and London Circuit Loop Provision of on-road cycles on Johnson Drive with appropriate intersection treatments. Provides an east-west link across southern Tuggeranong Link from off-road path into Deakin commercial area Provide off-road path along Menindee Drive to eliminate mixed traffic section.

Mawson Drive

Heard Street

London Cct/University Ave

Commonwealth Avenue

Wendouree Drive

Newcastle Street/Isa Street

Newcastle Street/Wollongong Street

Hindmarsh Drive

Long Gully Road

Laycock Pl

Beaurepaire Cr

Bootle Place, Phillip

Brereton Street, Garran

Drakeford Drive/Johnson Drive/Woodcock Drive Masson Street/McCaughey Street

Drakeford Drive/Johnson Drive/Woodcock Drive

Underpass near Jenke Cct

Masson Street/McCaughey Street Fincham Cr

Parkes Way

London Circuit

Drakeford Drive

Monaro Highway

Adelaide Ave/Yarra Glen off-road path Menindee Drive

Denison St/Thesiger Court Menindee Drive

Project Summary and Rank Project Details Record ID

RANK ID

174

65 235 47 86

175 176 177 178

111

179

28 164

180 181

Project Number

Project Corridor Name

Project Name

WR-200-TRUNSC-013

Kingston to Fyshwick

Newcastle Street Extension - on road lanes

WR-200-TRUNNC-019 WR-200-TRUNNC-040 WR-200-TRUNSC-002 WR-200-TRUNTU-017

Campbell Park to Russell City to Airport Fyshwick Tuggeranong/Woden to Hume

Northcott Drive - on road lanes Brindabella Business Park off-road path Ipswich Street - off-road path Long Gully Road/Mugga Lane - on road lanes

WR-200-TRUNBE-026

Belconnen to Melba (off-road)

Melba off-road path links - off road paths

WR-200-TRUNBE-014 WR-200-TRUNGU-037

Belconnen to Gungahlin (on-road) Hoskins Street

William Slim Drive - on road lanes Hoskins Street - on and off-road cycle facilities

182

WR-200-TRUNTU-002

Athllon Drive

Athllon Drive/Sulwood Drive intersection treatment

143 140

183 184

WR-200-TRUNGU-020 WR-200-TRUNGU-017

Gungahlin Gungahlin

Hoskins Street extension - on road lanes Gungahlin Link 3 - off road path

242

185

WR-200-TRUNBE-031

Hawker to Aranda

Hawker to Aranda off-road path

241

186

WR-200-TRUNBE-030

Hawker to Aranda

Hawker to Aranda - on road lanes

254

187

WR-200-TRUNWV-008

Woden to Stromlo

Hindmarsh Drive/Launceston Street/McDonald Street intersection treatment

146

188

WR-200-TRUNGU-023

Gungahlin

Mitchell to Harrison - Off-road path

256

189

WR-200-GUNGAT-013

Gungahlin Town Centre

Cantamessa Avenue path extension - off road path

243 257

190 191

WR-200-TRUNBE-032 WR-200-GUNGAT-014

Belconnen to Gungahlin (off-road) Gungahlin Town Centre

Giralang Link - off road path The Valley Avenue to Gundaroo Drive link - on road lanes

238

192

WR-200-TRUNWC-010

Weston to Tuggeranong

Fisher off-road path

250

193

WR-200-TRUNBE-033

Ginninderra Drive

Ginninderra Drive off-road path, UoC to Lake Ginninderra

226

194

GC-201-TRUNBE-028

Belconnen to Mitchell

Aikman Drive cycle lanes extension - on road lanes

195

WR-200-TRUNBE-017

Dunlop Feeder Route

Kerrigan Street - on road lanes

232

196

WR-200-TRUNBE-029

Lake Ginninderra Loop

Lawson Shoreline - off road Path

197

WR-200-TRUNNC-024

Gungahlin to Airport

Majura Road - on road lanes

259

198

WR-200-TRUNNC-045

City to Airport

Fairbairn Business Park - off-road path

199

WR-200-TRUNBE-012

Kuringa Drive

Kuringa Drive - off-road path

258

200

WR-200-TRUNBE-034

Belconnen to Florey

Coulter Drive to Florey link - off road path

134

201

WR-200-TRUNSC-027

Fyshwick to Airport

Fyshwick to Airport direct link - off road path

277

202

WR-200-TRUNNC-080

Mouat Street

Mouat Street link - on road lanes

Project Description

Project Start

Project End

Provide on-road cycle lanes on Newcastle Street extension OR off-road path along the alignment for this road if it is not constructed

Newcastle Street, Kingston

Newcastle Street, Fyshwick

Provision of on-road cycle lanes along Northcott Drive and appropriate treatment of Fairbairn Avenue intersection Extend off-road path from present terminus at Fairbairn Avenue to Brindabella Business Park Provision of new off-road path along western side of Ipswich Street, including improvements to existing paths. Provide on-road cycle lanes along Long Gully Road and Mugga Lane to link Hume with Woden and Tuggeranong. Provide the following links to connect presently disconnected lengths of off-road path: sealed path along western side of Copland Drive between Carlile Avenue pedestrian underpass and northern side of Ginninderra Creek bridge; link off-road path on Ginninderra Creek south bank with proposed off-road path along western side of Copland Drive, either passing under Ginninderra Creek bridge or crossing Copland Drive at grade. Provide on-road cycle lanes and improved crossing facilities at roundabouts Provide cycle lanes and off-road path along Hoskins Street Provision of an underpass to take commuter cyclists across Sulwood Drive. Existing refuges are difficult to negotiate due to traffic volume and queuing Provide on-road cycle lanes Provide off-road path along Delma View/Wells Station Road corridor Provide off-road path between Hawker and Aranda via Murranji St, Springvale Dr, Redfern St, Bindel St & Bandjalong Cr, with a spur to Weetangera Shops Provide cycle lanes along Murranji St, Springvale Dr, Reffern St, Bindel St and Bandjalong Cr with a spur via Springvale Dr to Belconnen Way at Weetangera Shops

Constitution Avenue Fairbairn Avenue Canberra Avenue Erindale Drive/Yamba Drive

Campbell Park Offices Brindabella Circuit Newcastle Street Monaro Highway

Copland Drive/Carlile Street

Verbrugghen Street

Barton Highway Sandford Street

Ginninderra Drive Wells Station Road

Athllon Drive/Sulwood Drive

Wells Station Road Flemington Road

N/K The Valley Avenue/Delma View

Belconnen Way/Murranji St

Gungahlin Drive/Bandjalong Cr

Signalise intersection to provide safe crossing route between Chifley and Lyons Off-road path Extend existing off-road link south into future office precinct, terminating at future extension of the Valley Avenue Provide 200m section of sealed path linking existing path sections Provide on-road facility on future extension of The Valley Avenue to Gundaroo Drive Provide off-road path from end of existing path at Fisher shops via Kalgoorlie Cres and easement opposite Jarrahdale Cres to link with existing path alongside Tuggeranong Parkway Off-road path along south side of Ginninderra Drive to fill in missing link Extend existing cycle lanes to Ginninderra Drive intersection Provide on-road cycle lanes on Kerrigan Street as a feeder for Dunlop. Links to proposed lanes on Ginninderra Drive and existing shared path between Charnwood and Fraser. Off-road path along eastern shore of Lake Ginninderra through Lawson, extending lake loop Provide on-road cycle lanes on Majura Road from Federal Highway to Mustang Avenue to link Gungahlin with the Airport precinct Provide off-road facility along Pialligo Ave and Glenora Drive to link Fairbairn Business Park with remainder of trunk network Provide off-road path for cyclists utilising earthworks for future road duplication to link Barton Highway shoulders with existing path and future cycle lanes at Kingsford Smith Drive. Kuringa Drive pavement is too narrow for on-road cycle lanes. Construction of off-road path from Coulter Drive/former busway intersection through Florey to Ginninderra Drive. Requires provision of crossing facilities at Coulter Drive, construction of a new off-road path from Coulter Drive to Connah Street and upgrading crossing facilities at Ginninderra Drive. Provide direct link across Molonglo River to shorten distance between Fyshwick/South Canberra and Airport with associated approach works. Bridge could be ped/cycle only initially or provided as part of a road connection. connecting existing and proposed on and off road facilities and parallel to existing off-road facility

Belconnen Way/Murranji Street Hindmarsh Dr/Launceston St/McDonald st Wells Station Road Anthony Rolfe Drive/Cantamessa Avenue William Slim Dr/Baldwin Dr The Valley Avenue

Gungahlin Drive/Bdanjalong Crescent Hindmarsh Dr/Launceston St/McDonald st Flemington Road The Valley Avnue

Allawoona Street

Ginninderra Creek footbridge Gundaroo Drive Tuggeranong Parkway off-road path Lake Ginninderra bridge

250m south of Ginninderra Drive

Ginninderra Drive

Kalgoorlie Cres/Ballarat St

Ginninderra Drive

Tillyard Drive

Ginninderra Drive Federal Highway/Majura Road/Horse Park Drive Brindabella Circuit

Baldwin Drive

Barton Highway/Kuringa Drive

Majura Road/Mustang Ave Fairbairn Business Park Kuringa Drive/Kingsford Smith Drive

Coulter Drive/former Belconnen Ginninderra Drive/John Cleland Cr busway Gladstone Street, Fyshwick

Pialligo Avenue, Pialligo

Ginninderra Drive

Northbourne Avenue

Project Scores and Criteria Project Details Record RANK ID ID

Project Number

Project Corridor Name

Project Name

Project Description

Project Start

Project End

Bunda Street/Akuna Street

Bunda Street/Mort Street

Barry Drive

Mouat Street

Pitman Street

Athllon Drive

National Circuit

Bowen Drive

Mort Street

Akuna Street

Russell Drive

Parliament House

Clunies Ross Street

Watson Street

Benjamin Way

College Street

Bradley Street

Town Square

State Circle

Kings Avenue

190

WR-200-CIVICT-009

Allara to Northbourne Av

Civic Cycle Loop - Copenhagen lanes along Marcus Clarke, Rudd, Allara streets

WR-200-TRUNNC-018

Sullivans Creek

Sullivans Creek Path Lighting

274

WR-200-ACCESS-005

Tuggeranong Town Centre

Accessible Street - Tuggeranong

173

WR-200-BARPAR-003

Brisbane av

Brisbane Avenue link - on road lanes

184

WR-200-CIVICT-002

Bunda Street

Bunda Street shared space

113

WR-200-TRUNSC-022

Kings Avenue

Kings Avenue - on road lanes

191

WR-200-CIVICT-010

Barry Drive

Barry Drive - on road lanes

218

WR-200-BELCOT-010

Chandler Street

Chandler Street - on road lanes

272

WR-200-ACCESS-003

Bus to Shops

Accessible Street - Woden

171

WR-200-BARPAR-001

National Circuit

National Circuit cycle facility - on road lanes

177

WR-200-BARPAR-007

King Edward Terrace

King Edward Tce - on road lanes

This route is designed to allow higher speed commuter cyclists to bypass the lake foreshore at Parkes, which is a low speed section with pedestrian conflicts. The route also provides greater penetration into the Parkes employment area and is consistent with the NCA’s goal of reducing traffic flows and speeds along King Edward Terrace. The preferred layout involves the provision of cycle lanes so cyclists have priority through intersections, however a suitable alternative may be a higher speed off-road path. Adequate connections to Bowen Drive, Commonwealth Avenue and the lakeside path at each end will be required.

Kings Av

Commonwealth Avenue

273

WR-200-ACCESS-004

Lathlain to Chandler

Accessible Street - Belconnen

Lathlain Street

Chandler Street

183

WR-200-GUNGAT-006

Hibberson Street

Hibberson Street Shared Space

207

WR-200-BELCOT-011

John Knight Memorial Park

Eastern Valley Way path upgrade - off road path

WR-200-TRUNBE-004

Belconnen to Florey

Belconnen to Florey off-road path S1 - off road path

WR-200-TRUNTU-011

Athllon Drive

Athllon Drive cycle lanes - Atkins to Hindmarsh

WR-200-TRUNNC-013

Lyneham to City

Wattle Street - off-road path

WR-200-TRUNNC-017

City to Airport

Constitution Avenue - on road lanes

186

WR-200-CIVICT-004

London Circuit

271

WR-200-ACCESS-002

160

WR-200-TRUNTU-022

This project involves a detailed audit of the footpaths along Pittman Street and Athllon Drive in Tuggeranong Town Centre and the provision of tactile paving, wayfinding signage and associated infrastructure to enable increased accessibility for those with mobility impairments. This route was identified in consultation with stakeholders as the primary route for mobility impaired people through the town centre. This project will form an important link within Barton, connecting the employment area with the commuter route along Wentworth Avenue and the Lake Burley Griffin Loop. Preferably this route would be implemented by reducing the road space allocated to general traffic and providing cycle lanes on both carriageways with appropriate intersection treatments, such as storage boxes to facilitate right turns. This project proposes a shared space be investigated through a key retail and commercial precinct of Civic to increase safety for pedestrians and cyclists and completes the Civic Cycle Loop, complementing project no. 1. A cost estimate was prepared for intsllation of brick pavers along the length of the route. Other works, e.g. raising of pavement, modification to kerbs and drainage, street furniture, have not been included, pending clarification of the project scope as part of the detailed design phase. This project involves the provision of an on-road facility along Kings Avenue. With the completion of the Russell Underpass in 2011, it is expected that demand for cycling to/from Russell will increase and Kings Way forms part of a major link to the rest of the cycling network. Detailed investigations will need to be undertaken to determine how cyclists will proceed across Kings Avenue Bridge, given the space constraints. This project involves the provision of an on-road cycling facility between Clunies Ross Street and Northbourne Avenue, filling a missing link in the on-road cycle route between Civic and Belconnen. Detailed investigations will be required to ensure the facility is fully integrated with the proposed bus priority facilities in the City West area. Chandler Street is a key distributor route through Belconnen town centre. The identified project involves the provision of cycle lanes, however a reduction of the speed limit to 40km/h or less with appropriate traffic calming devices and cyclists operating in mixed traffic would also provide an acceptable outcome. Accessible path along Bradley Street, from the Woden bus interchange, to the Westfield Woden and also to the Town Square. Requires audit of facilites, new lightinga long Bradley Street, courtyard steps, review of courtyard access options and CPTED audit and elements This route is designed to collect cyclists from the main access routes (Commonwealth Avenue, Kings Avenue, Wentworth Avenue, Canberra Avenue) and distribute them through the Barton and Parkes employment area. The preferred layout is the provision of cycle lanes, however detailed investigations will be required to determine the optimum road layout, particularly in the vicinity of the bus interchange identified in STNP. Isolated low speed off-road sections combined with on-road sections may be a suitable compromise, given the constraints of the road reserve. Intersection treatments will need to be provided to facilitate safe right turns for cyclists onto the major access routes.

This project intends to transform the main street of Gungahlin into a high quality, pedestrian friendly shared space. This is an important project, in a centre with a growing population and employment area. This project is similar to the Bunda Street shared space project (#2). This project involves the reconstruction and widening of the existing path along the eastern side of Eastern Valley Way, linking with shared paths on approach to the town centre. Eastern Valley Way is an important north-south link at the eastern edge of the town centre.

Hinder Street

Gozzard Street

John Knight Memorial Park

College Street

Cohen Street, Belconnen

Ginninderra Drive at John Cleland Crescent, Florey

Athllon Drive/Atkins Street

Athllon Drive/Hindmarsh Drive

This project involves the reconstruction and widening of the existing footpath along the northern side of Wattle Street to link the Sullivans Creek route with Lyneham shops. Where possible, the path should be realigned to improve sight distance at driveways.

Brigalow Street

De Burgh Street

This project involves the provision of cycle lanes along Constitution Avenue, connecting the Civic Cycle Loop with the Russell employment area and the Canberra Airport employment area. The cost of widening Parkes Way to provide cycle lanes is generally prohibitive so it is intended that this route will become the primary on-road route between Civic and the Airport. The provision of cycle lanes along Russell Drive to complete the linkage to Morshead Drive is a separate project.

London Circuit

Northcott Drive

London Circuit cycle facility - on road lanes

London Circuit is an important distributor route for cyclists through Civic and will complement the Civic Cycle Loop. An on-road facility has been identified as the preferred option, however detailed investigations will be required to determine the appropriate outcome and balance between competing uses for the available road space.

London Circuit

Bus station to Canberra Central

Accessible Street - Civic

Alinga Street

Scotts Crossing

Erindale Centre North Link

Erindale Centre North Link - off road path

Erindale Dr/Sternberg Cr

Athllon Drive/Atkins St

This project involves the provision of cycle lanes along Wakefield Avenue and Wakefield Gardens to link Northbourne Avenue/Macarthur Avenue with Limestone Avenue and Ebden Street. A shared path through the centre of Wakefield Gardens may be a suitable alternative to cycle lanes for this section.

Northbourne Avenue

Ebden Street

WR-200-TRUNNC-010

Belconnen to Ainslie (on-road)

Wakefield Avenue - on road lanes

WR-200-TRUNTU-009

Monaro Highway

Tharwa Drive cycle lanes: Drakeford Drive to Monaro Hwy - on road lanes

188

WR-200-CIVICT-007

University Avenue

university avenue - off road path

115

WR-200-TRUNSC-024

Canberra Avenue

Canberra Avenue cycle lanes: State Circle to Hume Place - on road

203

WR-200-BELCOT-006

Chan and Cameron Street

Chan St & Cameron Ave - on road lanes

187

WR-200-CIVICT-006

Constitution Ave

Constitution Ave - off-road path

275

WR-200-ACCESS-006

Hibberson Street

Accessible Street - Gungahlin

162

WR-200-TRUNTU-021

Erindale/Yamba Drive

Erindale Centre south link - off road path

212

WR-200-TUGGER-004

Tuggeranong Town Centre

Bus Interchange access

WR-200-TRUNTU-003

Erindale/Yamba Drive

Erindale Drive - on road lanes

224 222 87 210

32 33 34 35

WR-200-GUNGAT-012 WR-200-GUNGAT-010 WR-200-TRUNSC-016 WR-200-TUGGER-002

Gungahlin Nature Park Gungahlin Nature Park Lake Burley Griffin Loop Tuggeranong Town Centre

Nature Park West path - off road path Nature Park path east - off road path Kingston Foreshore Link - off road path Anketell Street - on road lanes

195

WR-200-WODENT-004

Wisdom Street

Wisdom street link - off road path

This project involves widening of the road pavement to accommodate 2.0m wide cycle lanes. A suitable and more cost effective alternative may be a high quality shared path constructed within the road reserve. This project involves the construction and delineation of a shared path along University Avenue between Marcus Clarke Street and Ellery Crescent. This is the primary access to ANU from Civic and is intended primarily to serve these local journeys. This project involves the provision of 1.5m wide cycle lanes along Canberra Avenue, filling in a gap along the important corridor from Queanbeyan to Capital Hill. Pavement widening may be required in some sections. This project involves the provision of cycle lanes along Chan and Cameron Streets through Belconnen Town Centre, forming a direct link between the existing Aikman Drive lanes and the western part of Belconnen town centre. This project involves the reconstruction of the existing paths and filling in of gaps to provide a high-quality off-road route between Civic and Russell, linking to the wider network. This route will be the primary approach to Civic from the east. This project involves the creation of an ‘accessible street’ through Gungahlin Town Centre for persons with physical and vision impairments. A detailed audit of all crossing facilities, tactile paving etc is required. This project involves constructing and upgrading paths to link with the existing pedestrian bridge over Erindale Drive between Erindale Centre and Monash. These paths will allow cyclists from Ashley Drive, Harricks Crescent and Sturdee Crescent to safely cross Erindale Drive. Provide access between Cowlinshaw Street (east-west leg) and the bus interchange by opening existing locked gate and provide pedestrian refuge for crossing Cowlinshaw Street

This project involves widening the road pavement to provide 2.0m wide cycle lanes. A suitable cost effective alternative may be the provision of a highquality off-road path along the road reserve. path through nature park to directly connect western residentiala rea to town centre path facility through nature park connecting southern new residential area to town centre Provide off-road path along Kingston foreshore to complete Lake loop Provide on-road cycle lanes along Anketell Street Cycle Path along Wisdom Street and along Groom Street, connecting town centre to school

Drakeford Drive

Were Street

Marcus Clarke

Ellery Crescent

State Circle

Hume Place

Lathlain Street

Eastern Valley Way

London Circuit

Anzac Ave

Hinder Street

Gozzard Street

Erindale Drive/Harricks Cr

Erindale Drive/Ashley Drive

Bus Interchange

Cowlinshaw Street

Long Gully Road

Drakeford Drive

The Valley Avenue Newsom Street Bowen Park Athllon Drive north

haystack Cres The Valley Avenue Jerrabomberra Wetlands Athllon Drive south

Yamba Dr

Webster St

Project Scores and Criteria Project Details Project Activity Employment Park/ Record RANK Recreation Length Centre Node ID ID (m) (Number) (Number) (Number)

School (Number)

TAFE/ Bus Station/ Community Diversity % Overall Number of Demand Jobs Corridor University Interchange Facilities of Attractors (Population) (Number) (Number) (Number) Attractors Complete

Barrier to Cycling

Cost Effectiveness

Regional Strategic Importance

Safety

190

2812

6306

74756

100%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of between 0.6 and <0.8

Project >75% high quality facility

3624

6490

5996

100%

Upgrades existing facility to improve conditions for walking/cycling

none

Project only addresses personal safety issues/CPTED

274

880

6628

31495

100%

Upgrades existing facility to improve conditions for walking/cycling

None

none

173

1006

1416

6606

100%

Does not address gap or barrier in network

major - areas with high tourism or recreational walkers/cyclists

none

184

517

2826

22828

100%

Does not address gap or barrier in network

226

none

Project >75% high quality facility

113

2156

1046

15913

100%

Addresses a minor barrier e.g.intersection improvement/end of trip facilities

119

major - areas with high tourism or recreational walkers/cyclists

none

191

875

2935

9796

100%

Does not address gap or barrier in network

major - areas with high tourism or recreational walkers/cyclists

none

218

615

1413

4263

100%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

272

290

4683

12622

100%

Upgrades existing facility to improve conditions for walking/cycling

None

none

171

2361

690

6736

100%

Does not address gap or barrier in network

239

major - areas with high tourism or recreational walkers/cyclists

none

177

1213

660

5541

100%

Does not address gap or barrier in network

106

major - areas with high tourism or recreational walkers/cyclists

none

273

850

2330

5589

100%

Upgrades existing facility to improve conditions for walking/cycling

None

none

183

629

1610

1234

100%

Does not address gap or barrier in network

469

none

Project >75% high quality facility

207

810

1618

3598

100%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

2399

4956

5246

67%

Addresses a moderate barrier e.g. Crossing 4+ lane road or multi lane roundabout

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

4892

6867

8432

100%

Addresses a moderate barrier e.g. Crossing 4+ lane road or multi lane roundabout

none

816

2049

783

100%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

2487

3187

29849

100%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

186

1856

3209

40026

100%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

271

300

2826

22828

100%

Upgrades existing facility to improve conditions for walking/cycling

105

None

none

160

2981

5256

1305

100%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

1361

3902

1759

100%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

3336

5579

535

99%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

188

203

1420

17839

100%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of between 0.6 and <0.8

none

115

2613

3872

4002

38%

Does not address gap or barrier in network

major - areas with high tourism or recreational walkers/cyclists

none

203

842

2210

4664

100%

Does not address gap or barrier in network

none

187

1090

2325

21348

100%

Does not address gap or barrier in network

none

275

410

2160

1055

100%

Upgrades existing facility to improve conditions for walking/cycling

None

none

162

701

2159

346

100%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

212

410

274

1644

65%

Does not address gap or barrier in network

109

major - areas with high tourism or recreational walkers/cyclists

none

4374

6366

1719

76%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

224 222 87 210

32 33 34 35

904 1178 1536 1882

1 1 0 1

0 0 0 4

1 1 2 12

0 0 0 2

0 0 0 0

0 0 0 1

0 0 2 15

4 3 3 26

2 2 2 4

3012 2787 3695 6444

1274 1399 3489 30104

100% 100% 100% 70%

Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network

22 30 30 17

major - areas with high tourism or recreational walkers/cyclists major - areas with high tourism or recreational walkers/cyclists major - areas with high tourism or recreational walkers/cyclists none

none none none none

195

1922

2713

3302

100%

Does not address gap or barrier in network

none

Project Scores and Criteria Project Details Record RANK ID ID

Project Number

Project Corridor Name

Project Name

100

WR-200-TRUNBE-024

Ginninderra Drive

Ginninderra Drive cycle lanes: Kingsford Smith Drive to Kerrigan Street - on road

194

WR-200-WODENT-003

Easty St

Easty Street link - off road path

Project Description

Provide cycle lanes through this intersection to connect existing isolated lengths of cycle lanes Provide off-road path from existing off-road path near Wilbow Street to Launceston Street along eastern side of Easty Street

Launceston Street

Melrose Drive

On-road facility along Nettleford St and College St through Belconnen Town Centre Widen existing off-road path along Florey Drive and improve road crossings Seal existing path across Canberra Nature Park and provide linkages to Mugga Way, Flinders Way and Brereton Street. Forms part of an off-road/quiet streets route from Woden to Manuka and Fyshwick. improve crossing of bowen drive for connection from Lake Burley Griffin to Kings Avenue Bridge. NCA project with funding contribution by ACT government. Timing to be matched with NCA.

Coulter Drive Ginninderra Drive

Haydon Drive Southern Cross Drive

Mugga Way

Brereton Street

Bowen Drive

Drakeford Drive/Soward Way

Athllon Drive/Soward Way

Benjamin Way

Benjamin Way cycle lanes: Belconnen Way to Emu Bank - on road lanes

WR-200-TRUNBE-023 WR-200-TRUNNC-029

Belconnen to Kippax North Canberra to Airport

Southern Cross Drive cycle lanes: Ross Smith Crescent to Spofforth Street - on road Limestone Avenue - on road lanes

193

WR-200-WODENT-002

Callam/Athllon

Callam Street - on road Cycle Lanes

201 9

43 44

WR-200-BELCOT-003 WR-200-TRUNBE-006

Nettleford and Fern Hill Kippax North Link

Nettleford St & College St - on road lanes Kippax North Feeder Route - off road path

WR-200-TRUNSC-004

Woden to Fyshwick (off-road)

Red Hill to Garran sealed - off road path

267

WR-200-TRUNSC-035

Lake Burley Griffin Loop

Bowen Drive Crossing

216

WR-200-TUGGER-006

Tuggeranong Town Centre

Soward Way - on road lanes

223

WR-200-GUNGAT-011

Gungahlin Nature Park

Nature Park Path South - off road path

new path through nature park connecting southern residential area to town centre

266

WR-200-TRUNBE-037

Haydon Dr/Baldwin Dr

Haydon Dr/Baldwin Dr - on road Lanes

provide on road facility along Haydon Dr and Baldwin Dr to link other on-road routes with AIS, Calvary Hospital, Uni of Canberra

130 202

50 51

WR-200-TRUNSC-026 WR-200-BELCOT-004

Jerrabomberra Creek Luxton and Lathlain Street

Jerrabomberra Creek greenway - off road path Lathlan Street - on road lanes

269

WR-200-BELCOT-014

Belconnen Town Centre

Coulter Drive off-road path and Town Centre link - off road path

192

WR-200-WODENT-001

Bowes Street

Bowes Street and Townshend Street - off road path

211

WR-200-TUGGER-003

Tuggeranong Town Centre

Town Centre Footpath Missing Links - off road path

WR-200-TRUNBE-005

Kippax South

Kippax South Feeder Route - off road path

180 220

56 57

WR-200-GUNGAT-004 WR-200-GUNGAT-008

Hibberson Street Eastern Valley Way

Hibberson west pathway - off road path Hibberson Street West - on road lanes

198

WR-200-WODENT-007

Canberra Hospital

Garran Cycle route - on road lanes

WR-200-TRUNBE-001

Belconnen Way West

Belconnen Way Shared Path - Coulter Drive to Kingsford Smith Drive - off road path

WR-200-TRUNBE-003

Belconnen to Mitchell

Kaleen to Mitchell link - off road path

WR-200-TRUNWC-003

Streeton Drive

Hindmarsh Dr to Namatjira Dr - on-road lanes

Belconnen Way

Belconnen Way West - on road lanes

WR-200-TRUNSC-010

Monaro Highway

Jerrabomberra Avenue - on road lanes

WR-200-TRUNSC-015

MCR to Deakin

Dudley Street - off-road path

268

WR-200-BARPAR-009

Federation Mall

Federation Mall Ped/Cyc Improvements

WR-200-TRUNBE-002

Drake Brockman Drive

Drake Brockman Drive Shared Path - off road path

WR-200-TRUNBE-007

Kippax Centre

Kippax Centre Link - on road path

59 19

68 69

WR-200-TRUNBE-018 WR-200-TRUNBE-011

Belconnen to Bruce Belconnen to City

College Street - on road lanes Off-road path lighting, Haydon Drive to Eastern Valley Way

116

WR-200-TRUNSC-025

Monaro Highway

WR-200-TRUNNC-014

Anzac Parade

Anzac Parade - on road lanes

WR-200-TRUNNC-006

Northbourne Avenue Quiet Streets West

David Street & Wattle Street missing link - on road lanes

WR-200-TRUNSC-014

Kingston to Fyshwick

Monaro Highway/Newcastle Street intersection treatment

246

WR-200-TRUNNC-042

City to Gungahlin

Northbourne Avenue cycleway - on road lanes

WR-200-TRUNWV-002

City to Woden

Yarra Glen/Melrose Drive/Yamba Drive intersection treatment

Hindmarsh Dr

Cycle Lane along Callam Street and Athllon Drive between Launceston Street and Hindmarsh Drive

WR-200-BELCOT-009

40 41

WR-200-BELCOT-001

Launceston St

Ross Smith Crescent Majura Ave/Wakefield Ave

99 109

Project End

Kerrigan Street

Benjamin Way/Emu Bank Road Spofforth Street Fairbairn Ave/Anzac Pde

206

169

Project Start

Kingsford Smith Drive

On-road cycle facility along Benjamin Way from Belconnen Way to Emu Bank. Provide on-road cycle lanes to complete link from Belconnen to Kippax Provide on-road cycle lanes along Limestone Avenue

Provide cycle lanes on Soward Way

Benjamin Way/Belconnen Street

The Valley Avenue

Nudurr Drive

Belconnen Way/Haydon Dr

William Slim Dr/Baldwin Dr

Provide off-road path along Jerrabomberra Creek corridor for recreational use. Future extension to Hume/Tralee is a possibility. Jerrabomberra Wetlands path south of Hindmarsh Drive On-road facility from Coulter Dr/Luxton St intersection via Luxton St, Lathlain St and Catchpole St to Fulton St. Coulter Drive Fulton Drive provide off road path along western side of Coutler Drive between Belconnen Way and Southern Cross Drive. Includes improvements to the existing Coulter Drive/Belconnen Coulter Drive/Southern Cross Drive underpass and off-road connection to Nettleford Street/Cohen Street intersection Way Cycle Path provision along central spine of town centre - Bowes Street, Bradley Street and Townshend Street), linking retail and commercial areas. Connects Launceston Street Corinna Street at northern end to Irving Street path Provide missing footpaths - see town centre map. N/A N/A Widening existing off-road path between Hardwick Street and Powell Street, installation of a pram ramp at Powell Street, provision of cyclist markings along Hardwick Crescent Darke Brockman Drive Powell Street, improved crossing of Starke Street, widening existing off-road path along Starke and MacNaughton Streets. This provides a link to the Kippax bus interchange and centre Cycle Path provision from central retail area to western magnet mart precinct along Hibberson Street and Crinigan Cir O'Brien Place Gozzard Street Provide on-road facility along Hibberson Street between O'Brien Place and Gozzard St O'Brien Place Gozzard Street Provide on-road link along Kitchener Street, Gilmore Cr & Palmer St from Yamba Dr to Hindmarsh Dr. Provides linkages from wider network to The Canberra Hindmarsh Drive/Kitchener Yamba Drive/Robson Street Hospitakl and Garran residential area. Street Shared path on northern side of Belconnen Way and cycle lanes, linking Belconnen town centre with western Belconnen suburbs Coulter Drive Kingsford Smith Drive Extension of existing off-road path from Kaleen to Barton Highway, provision of a safe crossing of Barton Highway, provision of cycle lanes or markings along Bellenden Street to connect to existing off-road path at Gungahlin Drive. Connection to Bellinger Crescent in Kaleen may also be desirable

Kaleen North Oval

Gungahlin Drive

Provide on-road cycle lanes along Streeton Drive south of Hindmarsh Drive to link with proposed Namatjira Drive cycle lanes to Tuggeranong

Hindmarsh Drive

Namatjira Drive

Cycle Lanes along Belconnen Way, between Coulter Drive and Kingsford Smith Dr south of the town centre and designed to connect into existing lanes and Chewings Street Coulter Drive connecting attractors Provide on-road cycle lanes along Jerrabomberra Avenue and provide appropriate linkages to Monaro Highway. Provides a shorter and quieter route from Monaro Highway Captain Cook Crescent Monaro Highway into South Canberra. Provide off-road path from Dunrossil Drive to existing off-road path at Novar Street/Dudley Street intersection. This provides a link between the MCR and Dunrossil Drive Novar Street/Dudley Street Deakin and is cheaper than providing on-road cycle lanes along Dudley Street. mark cycle lanes along Federation Mall to formalise parking, cyclist and traffic movements. Provide marked pedestrian crossing at either end to link existing Queen Victoria Tce/Federation Mall Parliament House footpaths Shared path on western side of William Hovell Drive and northern side of Drake Brockman Drive to link Higgins, Holt and Kippax with route to Belconnen Belconnen Way Spofforth Street town centre Cycle lanes or off-road path along Hardwick Place through Kippax Centre - provides the final link between the bus interchange and surrounding suburbs, as Southern Cross Drive Flack Street well as facilitating flows through Kippax. Should include secure bike parking Provide on-road cycle lanes along College Street to link Belconnen with Bruce and University of Canberra. Eastern Valley Way Haydon Drive Provide lighting for existing off-road path Eastern Valley Way Haydon Drive

Monaro Highway cycle lanes: southbound from Molonglo River to Newcastle Street - on road Provide on-road cycle lane along southbound carriageway between Molonglo River bridge and Newcastle Street On-road cycle lanes in both directions Provision of on-road cycle lanes through the intersection with Macarthur Avenue. Cyclists are forced off-road at this location due to narrow pavement and the need for turning lanes. Provide cycle lanes through intersection, including right turn facilities to/from Monaro Highway Provide cycleway along median to provide quick route in and out of Civic, protected from cars Provide underpass for southbound cyclists to pass below eastern leg of roundabout, linking to existing Yarralumla Creek commuter path and provide link to Melrose Drive. Allows cyclists to bypass high speed turning traffic. This includes links for northbound Yamba Drive cyclists to access yarra glen

WR-200-TRUNNC-007

Watson to City

Majura Ave-Watson connector - on road lanes

110

WR-200-TRUNNC-030

Ainslie Avenue

Ainslie Avenue - on road lanes

Provide on-road cycle lanes to connect Antill Street with Sherbrooke Street and the eastern 'quiet streets' route which parallels Northbourne Avenue Provide on-road cycle lanes along Ainslie Avenue to link City with northeast suburbs

276

WR-200-TRUNNC-046

Federal Highway

Federal Highway off-road path

Provide off-road path along Federal Highway between Antill Street and Flemington Road, in accordance with Gungahlin Bicycle Netowrk Plan 2008

WR-200-TRUNGU-001

Barton Highway

Barton Highway/Kuringa Drive intersection treatment

6 52 161 41 228 46 278

80 81 82 83 84 85 86

WR-200-TRUNNC-003 WR-200-TRUNSC-005 WR-200-TRUNNC-032 WR-200-TRUNTU-010 GC-201-WODENT-011 WR-200-TRUNBE-016 WR-200-TRUNSC-099

North Canberra to Airport Melbourne Avenue Downer - Ainslie - City Tuggeranong to Banks Launceston Street Belconnen to Molonglo State Circle

Fairbairn Avenue - on road lanes Melbourne Avenue - on road lanes Eloura Street - on road lanes Tharwa Drive cycle lanes: Drakeford Drive to Pockett Avenue - on road lanes Launceston Street - on road lanes Bindubi Street cycle lanes: Belconnen Way to Bandjalong Crescent - on road lanes State Circle clockwise on road cycle lanes

WR-200-TRUNWC-006

Streeton Drive

Streeton Drive cycle lanes: Cotter Road to Hindmarsh Drive - on road

Provision of crossing facilities for cyclists to/from proposed Kuringa Drive off-road path. To be done as part of Clarrie Hermes Drive extension Cycle lanes on Fairbairn Ave between Northcott Drive and Pialligo Avenue Provision of on-road cycle lanes along Melbourne Avenue Provide on-road cycle lanes to link the city approach routes Provision of on-road cycle lanes and intersection treatments on Drakeford Drive and Tharwa Drive from Johnson Drive to Pockett Avenue Provide on-road cycle lanes to fill missing link between Furzer St and Melrose Dr Provision of on-road cycles to form part of future link to Molonglo. This section also serves the suburbs of Cook and Aranda. provide on-road cycle lanes for clockwise travel on State Circle Provide on-road cycle lanes along Streeton Drive between Cotter Road and Hindmarsh Drive as part of link from Weston Creek to Molonglo Provide off-road path to link City-Airport path with Majura Business Park

Pialligo Avenue/Morshead Drive

Newcastle Street

Constitution Avenue

Limestone Avenue Wattle Street/De-Burgh Street

David Street/Forbes Street Monaro Highway/Newcastle Street

Monaro Highway/Newcastle Street

Mouat St

Rudd St

Yarra Glen/Melrose Drive/Yamba Drive

Sherbrooke St/Hawdon St

Phillip Ave/Antill St

Limestone Avenue

Ballumbir Street

Flemington Rd Barton Highway/Kuringa Drive Northcott Drive Stonehaven Crescent Torrens Street Johnson Drive Melrose Drive Belconnen Way Flynn Drive Cotter Road

Hindmarsh Drive Majura Road/Spitfire Avenue Gundaroo Drive Lanyon Drive Horse Park Drive

167

WR-200-TRUNNC-034

City to Airport

Majura Business Park link - off road path

105 89 137

89 90 91

WR-200-TRUNGU-008 WR-200-TRUNSC-020 WR-200-TRUNGU-014

Gungahlin Drive Monaro Highway Mirrabei Drive

Gungahlin Drive cycle lanes: Nudurr Drive to Gundaroo Drive - on road Monaro Highway cycle lanes: Hume - on road lanes Mirrabei Drive - on road lanes

108

WR-200-TRUNNC-028

Belconnen to Ainslie (on-road)

Fairfax Street/Macarthur Avenue - on road lanes

Provide on-road cycle lanes along Macarthur Avenue between Barry Drive and Northbourne Avenue

Belconnen Way/Barry Drive

Northbourne Avenue/Macarthur Avenue

WR-200-TRUNSC-008

Queanbeyan to Cooma Rail Trail

Queanbeyan to Cooma Rail Trail - off road path

Provide off-road path adjacent to rail corridor for recreational use

Canberra Avenue, Harman

NSW Border, Williamsdale

98 88 5

94 95 96

WR-200-TRUNBE-022 WR-200-TRUNTU-018 WR-200-TRUNNC-002

Belconnen to Kippax Weston Creek to Tuggeranong Belconnen to CBD (off-road)

Southern Cross Drive cycle lanes: Coulter Drive to Chewings Street - on road Drakeford Drive cycle lanes: Sulwood Drive to Taverner Street - on road lanes Belconnen Way/Barry Drive off-road path: Gungahlin Drive to ANU - off road path

Chewings Street Taverner Street Sullivans Creek

WR-200-TRUNGU-004

Barton Highway

Federation Square - off-road path

Coulter Drive Sulwood Drive Gungahlin Drive Barton Highway, 400m NW of Gundaroo Drive

Provide on-road cycle lanes to link Belconnen town centre with existing cycle lanes near Chewings Street Provide on-road cycle lanes along Drakeford Drive to link existing lanes south of Taverner Street with proposed lanes along Namatjira Drive Off-road path along southern side of Belconnen Way and Barry Drive to link Aranda/Belconnen with ANU/Civic Extension of existing off-road path from near Gundaroo Drive to O'Hanlon Place via Barton Highway and drainage easement.

Fairbairn Ave/Airport Shared Path

Antill Street Barton Highway/Kuringa Drive Pialligo Avenue State Circle Northbourne Ave Pockett Avenue Furzer Street Bandjalong Crescent Adelaide Avenue

Nudurr Drive Isabella Drive Gundaroo Drive

O'Hanlon Place

Project Scores and Criteria Project Details Project Activity Employment Park/ Record RANK Recreation Length Centre Node ID ID (m) (Number) (Number) (Number)

School (Number)

TAFE/ Bus Station/ Community Diversity % Overall Number of Demand Jobs Corridor University Interchange Facilities of Attractors (Population) (Number) (Number) (Number) Attractors Complete

Barrier to Cycling

Cost Effectiveness

Regional Strategic Importance

Safety

100

3641

7837

564

100%

Does not address gap or barrier in network

major - areas with high tourism or recreational walkers/cyclists

none

194

293

2287

5834

100%

Does not address gap or barrier in network

none

206

1264

2330

5589

100%

Does not address gap or barrier in network

none

99 109

40 41

5762 3163

0 0

1 3

8 10

2 2

0 0

2 4

3 9

4 4

8637 7189

916 5786

93% 100%

Does not address gap or barrier in network Does not address gap or barrier in network

38 25

adjacent road link has a volume/capacity ratio of between 0.6 and <0.8 none

none none

193

858

3848

9731

100%

Does not address gap or barrier in network

none

201 9

43 44

1856 1862

2 0

4 0

2 2

0 0

5 1

13 2

3 2

4435 4565

5681 419

100% 100%

Does not address gap or barrier in network Does not address gap or barrier in network

25 28

none adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none none

1644

1649

953

100%

Upgrades existing facility to improve conditions for walking/cycling

none

267

2875

3185

100%

Does not address gap or barrier in network

174

major - areas with high tourism or recreational walkers/cyclists

none

216

910

3621

12598

70%

Does not address gap or barrier in network

none

223

1047

2462

1277

100%

Does not address gap or barrier in network

major - areas with high tourism or recreational walkers/cyclists

none

266

11494

6516

2627

100%

Does not address gap or barrier in network

101

none

130 202

50 51

7189 2251

2 1

0 3

3 1

0 0

1 0

0 1

1 10

2 12

3 3

1871 2823

8176

5896

73% 100%

Does not address gap or barrier in network Does not address gap or barrier in network

267 46

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8 none

none none

269

1124

2474

2691

100%

Does not address gap or barrier in network

none

192

3419

4683

12622

100%

Does not address gap or barrier in network

none

211

3737

6628

31495

90%

Does not address gap or barrier in network

none

1343

4133

772

100%

Does not address gap or barrier in network

none

180 220

56 57

900 673

1 1

0 0

1 1

0 0

1 1

8 8

3 3

2256 2160

1138 1055

100% 100%

Does not address gap or barrier in network Does not address gap or barrier in network

29 19

none none

198

911

1661

3407

100%

Does not address gap or barrier in network

none

2668

9081

1441

100%

Does not address gap or barrier in network

none

2020

3215

1179

87%

Addresses a moderate barrier e.g. Crossing 4+ lane road or multi lane roundabout

none

2299

4795

630

100%

Does not address gap or barrier in network

none

169

2434

2383

1392

100%

Does not address gap or barrier in network

none

2724

2367

844

99%

Does not address gap or barrier in network

none

942

1050

1012

98%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of between 0.6 and <0.8

none

268

908

271

2285

100%

Does not address gap or barrier in network

443

none

2481

2991

444

100%

Does not address gap or barrier in network

none

773

2408

383

100%

Does not address gap or barrier in network

none

59 19

68 69

1531 940

0 0

3 2

0 0

1 0

3 2

2 1

1818 1460

3257 998

100% 100%

Does not address gap or barrier in network Upgrades existing facility to improve conditions for walking/cycling

50 113

adjacent road link has a volume/capacity ratio of between 0.6 and <0.8 none

none none

116

2436

433

3972

100%

Does not address gap or barrier in network

323

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

965

1885

2198

24%

Does not address gap or barrier in network

none

455

2358

1425

70%

Does not address gap or barrier in network

major - areas with high tourism or recreational walkers/cyclists

none

500

1165

100%

Does not address gap or barrier in network

3645

major - areas with high tourism or recreational walkers/cyclists

none

246

3658

9784

31713

100%

Does not address gap or barrier in network

major - areas with high tourism or recreational walkers/cyclists

Project includes signage or lighting

1061

1041

30%

Addresses a moderate barrier e.g. Crossing 4+ lane road or multi lane roundabout

1569

none

1253

3259

1679

75%

Does not address gap or barrier in network

none

110

799

3596

12234

48%

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

276

2087

2819

589

100%

Does not address gap or barrier in network

none

252

89%

Does not address gap or barrier in network

198

major - areas with high tourism or recreational walkers/cyclists

none

6 52 161 41 228 46 278

80 81 82 83 84 85 86

2937 1071 340 1899 612 977 2313

0 0 0 1 0 0 1

0 1 1 0 0 0 1

18 1 1 5 14 3 2

0 1 0 0 0 0 1

0 0 0 0 0 0 0

0 4 3 1 2 2 8

6 9 7 5 16 5 11

1 4 3 2 2 2 4

1118 722 3687 7494 2948 2743 746

1486 1096 289 5410 448 3253

100% 42% 70% 100% 100% 100% 40%

Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network

152 90 5 15 12 22 95

adjacent road link has a volume/capacity ratio of between 0.6 and <0.8 none none none major - areas with high tourism or recreational walkers/cyclists none none

none none none none Project includes signage or lighting none none

1920

3582

1372

66%

Does not address gap or barrier in network

30.70618646

none

167

922

161

100%

Does not address gap or barrier in network

1613

adjacent road link has a volume/capacity ratio of between 0.6 and <0.8

none

105 89 137

89 90 91

1627 3173 2693

0 0 0

0 1 0

1 2 0

1 0 0

0 0 0

2 2 0

4515 47 6250

1043 1215 865

100% 49% 100%

Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network

21 3815 25

none adjacent road link has a volume/capacity ratio of greater than of equal to 0.8 adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none none none

108

2694

5018

1758

36%

Does not address gap or barrier in network

none

20255

141

281

100%

Does not address gap or barrier in network

9974

none

98 88 5

94 95 96

999 3896 3935

1 2 0

0 1 2

1 8 3

0 1 1

0 0 0

2 4 1

6 6 3

2 4 4

3266 5673 4066

1654 1740 3888

83% 34% 40%

Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network

18 40 68

none none none

1096

1020

140

45%

Does not address gap or barrier in network

none

5992

Project Scores and Criteria Project Details Record RANK ID ID

Project Number

Project Corridor Name

Project Name

WR-200-TRUNNC-023

Fairbairn Park

Glenora Drive - on road lanes

WR-200-TRUNNC-001

Belconnen to Dickson (off-road)

Miller Street crossing improvement

100

WR-200-TRUNWC-002

Weston to Tuggeranong

Namatjira Drive cycle lanes: Hindmarsh Drive to Tuggeranong Parkway - on road lane

101

WR-200-TRUNTU-015

Ashley Drive

Ashley Drive - on road lanes

102

WR-200-TRUNTU-001

Tuggeranong to Banks

Drakeford Drive/Athllon Drive/Isabella Drive intersection treatment

117

103

WR-200-TRUNGU-010

Clarrie Hermes Drive

Clarrie Hermes Drive - on road lanes

165

104

WR-200-TRUNSC-028

Kingston to Fyshwick

Newcastle Street - on road lanes

105

WR-200-TRUNSC-012

Woden to Fyshwick (off-road)

Tallara Parkway, Narrabundah - off road path

106

WR-200-TRUNBE-008

Kippax South East Link

Kippax South East Feeder Route - off road path

107

WR-200-TRUNTU-016

Sulwood Drive

Sulwood Drive - on road lanes

106

108

WR-200-TRUNGU-009

Horse Park Drive

Horse Park Drive cycle lanes: Gundaroo Drive to Gungahlin Drive - on road

217

109

WR-200-TUGGER-007

Tuggeranong Town Centre

Erindale Drive footpath - off road path

110

WR-200-TRUNSC-006

Canberra Avenue

Canberra Avenue: Hindmarsh Drive to NSW Border - on road lanes

111

WR-200-TRUNBE-020

Coulter Drive

Coulter Drive cycle lanes: Weetangera - on road

112

WR-200-TRUNNC-009

Downer - Ainslie - City

Phillip Ave cycle lanes - on road lanes

113

WR-200-TRUNNC-025

Gungahlin to Airport

Majura Road - on road lanes

114

WR-200-TRUNNC-022

Airport to Queanbeyan

Pialligo Avenue - on road lanes

107 182

115 116

WR-200-TRUNNC-027 WR-200-GUNGAT-005

Federal Highway Gozzard Street

Federal Highway cycles lanes: Flemington Rd to NSW Border northbound - on road Gozzard Street path link - off road path

117

WR-200-TRUNWV-003

Molonglo to Woden

Heysen/Devonport Streets Link - off road path

118

WR-200-TRUNBE-013

Barton Highway

Barton Highway/Gundaroo Drive/William Slim Drive intersection treatment

119

WR-200-TRUNSC-009

Woden to Fyshwick (on-road)

Hindmarsh Drive cycle lanes: Garran to Fyshwick - on road lanes

120

WR-200-TRUNNC-035

Dickson North Link

Dickson North Feeder Route - on and off road paths

104

121

WR-200-TRUNGU-007

Nudurr Drive

Nudurr Drive - on road lanes

122

WR-200-TRUNWV-004

Erindale/Yamba Drive

Yamba Drive cycle lanes: Yarra Glen to Hindmarsh Drive - on road lanes

112

123

WR-200-TRUNNC-031

City to Airport

Russell Drive - on road lanes

124

WR-200-TRUNTU-005

Monaro Highway

Monaro Highway/Isabella Drive intersection treatment

125

WR-200-TRUNBE-021

Coulter Drive

Coulter Drive cycle lanes: Belconnen Way to Joynton Smith Drive - on road

126

WR-200-TRUNNC-005

Federal Highway

Federal Highway/Antill Street/Sandford Street intersection treatment - on road lanes

253

127

WR-200-CIVICT-015

Constitution Ave to University Ave

Constitution Ave to University Ave - off road path

13 69 30

128 129 130

WR-200-TRUNNC-004 WR-200-TRUNSC-011 WR-200-TRUNGU-003

Antill Street Wentworth Avenue Belconnen to Gungahlin

Antill Street - on road lanes Wetnworth Avenue - on road lanes Gundaroo Drive - on road lanes

131

WR-200-TRUNWC-001

Cotter Road

Cotter Road cycle lanes: Streeton Drive to Cotter - on raod lanes

132

WR-200-TRUNSC-003

Woden to Fyshwick (off-road)

Red Hill - Narrabundah Link - off road path

214 244 138 56 229 101

133 134 135 136 137 138

WR-200-GUNGAT-002 WR-200-TRUNSC-032 WR-200-TRUNGU-015 WR-200-TRUNSC-007 GC-201-CIVICT-012 WR-200-TRUNBE-025

The Valley Ave City to Woden Mulligans Flat Road Lanyon Drive Cooyong-Ballumbir-Coranderrk Kingsford Smith Drive

Valley Ave link - on road lanes Adelaide Ave off-road path Mulligans Flat Road - on road lanes Lanyon Drive - on road lanes Cooyong-Coranderrk - on road lanes Kingsford Smith Drive cycle lanes: Ginninderra Drive to Kuringa Drive - on road

133

139

WR-200-TRUNGU-038

Gungahlin

Wells Station Track - off-road path

22 29

140 141

WR-200-TRUNNC-012 WR-200-TRUNGU-002

Downer - Ainslie - City Gungahlin Drive

Ainslie Quiet Streets route - on road lanes Gungahlin Drive cycle lanes: Gundaroo Drive to Horse Park Drive - on road lanes

168

142

WR-200-TRUNWV-005

Molonglo to Woden

Devonport Street to North Weston - off-road path

240 132 255

143 144 145

WR-200-TRUNNC-041 WR-200-TRUNGU-011 WR-200-TRUNNC-044

Inner North/East Distributor Sandford Street Watson Shops Connector

Braddon to Campbell - on road lanes Sandford Street - on road lanes Knox Street to Simpson Street - off-road path sealing

249

146

WR-200-TRUNWV-007

Woden to Deakin

Kent Street - off-road path

237

147

WR-200-TRUNWC-009

Tuggeranong to Weston

Weston to Tuggeranong - off road path

31 35 102

148 149 150

WR-200-TRUNSC-001 WR-200-TRUNTU-004 WR-200-TRUNGU-005

Canberra Avenue Isabella Drive Barton Highway

Hume Place intersection treatment Isabella Drive - on road lanes Barton Highway/Bellenden Street intersection treatment - on road

131

151

WR-200-TRUNNC-008

City to Airport

Morshead Drive cycle lanes: Russell Drive to Staff Cadet Avenue - on road

261 45

152 153

WR-200-TRUNBE-035 WR-200-TRUNBE-015

Latham Community Path Belconnen to City

Upgrade Latham Community Path - off road path Eastern Valley Way - on road lanes

270

154

WR-200-ACCESS-001

Canberra Avenue

Accessible Street - Fyshwick Corridor

247

155

WR-200-WODENT-012

Woden Town Centre

Corinna Street on-road facility

178

156

WR-200-GUNGAT-001

Gundaroo Drive

Gundaroo Drive lane link - on road lanes

157

WR-200-TRUNWC-005

Woden to Stromlo

Eucumbene Drive - on road lanes

Project Description

Provide on-road cycle lanes along Glenora Drive to link business park with Pialligo Avenue and the remainder of Canberra. timing will depend on canberra airport contribution Improvement of off-road path crossing at Miller Street between Macarthur and Quandong Streets by the installation of a refuge island Provision of on-road cycle lanes along Namatjira Drive and Sulwood Drive between Hindmarsh Drive and Tuggeranong Parkway to provide a link from Weston to Kambah and Tuggeranong Provide on-road cycle lanes or utilise earthworks for future road duplication to provide an off-road path parallel to Ashley Drive. This links the southern suburbs of Tuggeranong with the future Erindale interchange. Signalisation of intersection to provide safe crossings for cyclists. High traffic volumes make refuges difficult to use. Provide on-road cycle lanes along existing and soon-to-be-constructed sections of Clarrie Hermes Drive Provide on-road cycle lanes Provide off-road path from Tallara Parkway under Monaro Highway to Wormald Street. Provide link from Wormald Street to Canberra Avenue at existing bus stops. Provide refuges for safe crossing of Canberra Avenue. New off-road path from Flack Street/Hardwick Crescent along Hardwick Cr to Starke Street, then through Higgins Oval to Findlay Street at Fullagar Cr. Widen existing footpath along Findlay Street to Kingsford Smith Drive. Provide new off-road path along western side of Kingsford Smith Drive. This links with Belconnen Way route. Provide on-road cycle lanes with appropriate intersection treatments along Sulwood Drive between Tuggeranong Parkway and Erindale Drive. Acts as a distributor for northern Tuggeranong, linking the three main arterials. Provide on-road cycle lanes from Gundaroo Drive to Gungahlin Drive Provide footpath along southern side of Soward Way/Erindale Drive to link to existing footpath network in Monash. Footpath leaves Erindale Drive near Steffanoni Cres and passes through drainage easement to Clive Steele Ave. Provide on-road cycle lanes to link existing lanes through Fyshwick with Queanbeyan cycle network Provide on-road cycle lanes to link existing disconnected sections of cycle lanes On-road cycle lanes along Phillip Avenue between Federal Highway and Antill Street. Links northern suburbs of Canberra to Gungahlin and also forms part of route to City via Ainslie Provide on-road cycle lanes between Fairbairn Avenue and Mustang Avenue to link Majura Business Park with the remainder of Canberra. Provide on-road cycle lanes via shoulder widening on Pialligo Avenue, linking Queanbeyan with Canberra Airport and business parks. Links to Queanbeyan cycle network at Yass Road bridge. Provide on-road cycle lanes along northbound carriageway of Federal Highway from Flemington Road to NSW Border Cycle Path provision from west of retail centre to northern residential area along Gozzard St and James Kirk St from Hibberson St to Yerrabi Pond

Project Start

Project End

Pialligo Avenue

Richmond Avenue

Miller Street

Hindmarsh Drive

Tuggeranong Parkway

Sternberg Crescent

Johnson Drive

Monaro Highway

Drakeford Dr/Athllon Dr/Isabella Dr Barton Highway/Kuringa Drive Canberra Avenue

Tallara Parkway

Canberra Avenue

Flack Street

Kingsford Smith Drive

Tuggeranong Parkway/Drakeford Drive/Sulwood Drive

Erindale Drive/Sulwood Drive Gungahlin Drive/Clarrie Hermes Drive

Drakeford Dr/Athllon Dr/Isabella Dr Gungahlin Drive/Horse Park Drive

Gundaroo Drive Soward Way bridge

Steffanoni Cres

Hindmarsh Drive

NSW Border 300m south of Springvale Drive

Springvale Drive Antill Street

Federal Highway

Fairbairn Avenue/Majura Road

Majura Road/Mustang Avenue

Brindabella Business Park

NSW Border at Yass Road

Flemington Rd Hibberson Street

NSW Border James Kirk Street Devonport Street/Lyons Place

Provide off-road path between existing paths at Weston and Lyons via Heysen and Devonport Streets. Forms part of Woden to Molonglo off-road route.

Heysen Street/Hilder Street

Improve crossing facilities for cyclists using Barton Highway - e.g. refuges

Barton Highway/Gundaroo Drive/William Slim Drive

Tyagarah Street

Canberra Avenue

Phillip Avenue/Bradfield Street

Antill Street/Melba Street

Provide on-road cycle lanes to link existing isolated lengths of cycle lanes along Hindmarsh Drive. Provides a link from Woden to South Canberra and Fyshwick. Provision of an on and off-road link through Downer along Melba Street, through Downer Oval, along Frencham Street and Bradfield Street to Canberra Technology Park Provide on-road cycle lanes along Nudurr Drive Provide on-road cycle lanes along Yamba Drive between Launceston Street and Hindmarsh Drive Provide on-road cycle lanes along Russell Drive as part of City-Airport corridor and to service Russell employment centre Marking of cycle lanes through roundabout Provide southbound cycle lane from 300m north of Southern Cross Drive to 100m south of Belconnen Way to fill in missing link Upgrade multi-lane roundabout to signalised intersection as part of Sandford Street intersection and include cycle lanes Provide off-road path linking Constitution Ave to University Ave via Vernon Circle, including underpasses On-road cycle lanes along Antill Street to link Federal Highway with Dickson and surrounding residential areas Provide on-road cycle lanes at either end of the present isolated section to link MCR with Canberra Avenue Provision of on-road cycle lanes along Gundaroo Drive with intersection treatments Provision of on-road cycle lanes (via shoulder widening) to improve safety for cyclist using the Cotter-Uriarra loop Provision of an off-road path along La Perouse Street and Dalrymple Street, and cycle lanes along Goyder Street, including a connection to the Hindmarsh Drive/Mugga Lane intersection. Forms part of an off-road/quiet streets link from Woden to Fyshwick. Provide cycle lanes along The Valley Ave between Gungahlin Dr and Gozzard St Off-road path along Adelaide Ave from Kent St to State Circle, then along State Circle to connect with existing path alongside Flynn Dr Provide on-road cycle lanes along Mulligans Flat Road Provide on-road cycle lanes on Lanyon Drive to link Monaro Highway with Queanbeyan cycle network Provide on-road cycle lanes along Cooyong Street and Coranderrk Street to link northern and eastern approach routes Provide on-road cycle lanes Off-road path along Wells Station track - forms part of main route from North Canberra to Gungahlin. Quiet streets route along Officer Cr, Ebden St, Chisholm St, Donaldson St. Cycle lanes and intersection treatments Provision of on-road cycle lanes on Gungahlin Drive west of Gundaroo Drive, including treatment of roundabout intersections. Provide off-road path along Devonport Street and then through parkland to Cotter Road. Provide off-road path along south side of Sotter Road to Kirkpatrick Street - include signalised crossings at Tuggeranong Parkway. Provide on-road cycle lanes along Eloura St, Doonkuna St, Currong St & Blamey Cr to Consitution Ave Provide on-road cycle lanes along extension of Sandford Street from Flemington Road to Federal Highway Seal existing gravel path to address safety issues identified by NCCC, Majura Mountain Scouts and Majura Primary School Widen and reconstruct existing footpath to provide off-road route along western side of Kent Street off-road path along green corridor from Waramanga shots to Tuggeranong Parkway, replacing connector street route along Neramang Cres Provision of appropriate cycle lanes and refuges to improve safety for cyclists using this intersection Provision of on-road cycle lanes and treatment of multi-lane roundabouts Provide on-road cycle lanes (markings on existing shoulders) Provide on-road cycle lanes to link proposed lanes on Russell Drive with existing lanes on Morshead Drive east of Staff Cadet Avenue Upgrade existing community path through Latham Provision of on-road cycle lanes in conjunction with changes to road character to reduce traffic speeds provide footpath, lighting, tactile paving, signage as well as an audit before construction of route - to make it an accessible street

Gundaroo Drive

Gungahlin Drive

Launceston Street

Hindmarsh Drive

Constitution Avenue

Federal Highway/Antill Street/Sandford Street

Morshead Drive Monaro Highway/Isabella Drive 100m south of Belconnen Way Federal Highway/Antill Street/Sandford Street

London Cct/Constitution Ave

London Cct/University Ave

Federal Highway Bowen Park Barton Highway

Northbourne Avenue Canberra Avenue Gozzard Street

Streeton Drive

Murrumbidgee River bridge

Monaro Highway/Isabella Drive 300m north of Southern Cross Drive

Northbourne Ave/Eloura Street Federal Highway Knox Street/A'Beckett Street

Goyder Street/Tallara Parkway Gozzard Street State Circle/Flynn Dr Old Gundaroo Road NSW Border Constitution Ave Kuringa Drive Flemington Road/Sapling Street Eloura St/Donaldson St Horse Park Drive Cotter Road/Kirkpatrick Street Blamey Cr/Blamey Pl Flemington Road Simpson Street

Groom Street

Denison Street

Mugga Way/La Perouse Street Gungahlin Drive Adelaide Ave/Novar St/Kent St Horse Park Drive Sheppard Street Northbourne Ave Ginninderra Drive Sandford Street Majura Ave/Officer Cr Gundaroo Drive Devonport Street/Lyons Place

Kingsford Smith Drive Belconnen Way

Nemarang Crescent/Badimara Street Hume Place Monaro Highway William Slim Drive Morshead Drive/Staff Cadet Avenue Southern Cross Drive College Street

Nemarang Crescent/Damala Street Hume Place Drakeford Drive Bellenden Street Morshead Drive/Russell Drive

Monaro Hwy, Fyshwick

Wormwald Street, Fyshwick

Melrose Dr/Corinna Street

Callam St/Corinna St

Cycle Lane provision along Gundaroo Drive, linking existing east-west lanes on Gundaroo St and Anthony Rolfe Ave. also includes provision of cycle lanes between Palin Street and Horse Park Drive

Anthony Rolfe Av

James Kirk Street

Provide on-road cycle lanes along Eucumbene Drive to link proposed Hindmarsh Drive cycle lanes with Cotter Road and Stromlo Forest Park.

Hindmarsh Drive

Cotter Road

Provide on-road facility along Corinna Street with appropriate linkages to Melrose Drive underpass and Kitchener Street

Project Scores and Criteria Project Details Project Activity Employment Park/ Record RANK Recreation Length Centre Node ID ID (m) (Number) (Number) (Number)

School (Number)

TAFE/ Bus Station/ Community Diversity % Overall Number of Demand Jobs Corridor University Interchange Facilities of Attractors (Population) (Number) (Number) (Number) Attractors Complete

Barrier to Cycling

Cost Effectiveness

Regional Strategic Importance

Safety

2206

91%

Does not address gap or barrier in network

29053

none

1161

155

84%

Addresses a minor barrier e.g.intersection improvement/end of trip facilities

none

100

4074

5895

895

54%

Does not address gap or barrier in network

none

101

2992

5639

551

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

102

917

463

55%

Addresses a moderate barrier e.g. Crossing 4+ lane road or multi lane roundabout

109

none

117

103

2724

3690

466

100%

Does not address gap or barrier in network

none

165

104

2697

459

702

100%

Does not address gap or barrier in network

338

none

105

1174

1251

908

96%

Does not address gap or barrier in network

none

106

1904

4308

495

30%

Does not address gap or barrier in network

none

107

5556

4688

711

100%

Does not address gap or barrier in network

none

106

108

13700

14172

2051

100%

Does not address gap or barrier in network

none

none none

217

109

1411

2021

1355

70%

Does not address gap or barrier in network

none

110

5322

107

2752

100%

Does not address gap or barrier in network

2863

none

111

300

523

115

98%

Does not address gap or barrier in network

none

112

1560

4072

1039

34%

Does not address gap or barrier in network

none

113

973

170

100%

Does not address gap or barrier in network

1166

adjacent road link has a volume/capacity ratio of between 0.6 and <0.8

none

114

5844

384

100%

Does not address gap or barrier in network

11448

none

107 182

115 116

5984 744

0 1

2 0

7 1

0 0

2 4

2 2

2819 3007

589 1042

66% 60%

Does not address gap or barrier in network Does not address gap or barrier in network

121 18

none none

117

1649

3550

748

33%

Does not address gap or barrier in network

none

118

114

924

44%

Does not address gap or barrier in network

108

major - areas with high tourism or recreational walkers/cyclists

none

119

7100

4367

4559

39%

Does not address gap or barrier in network

none

none none

120

1270

4032

1396

17%

Does not address gap or barrier in network

none

104

121

4511

10175

1157

85%

Does not address gap or barrier in network

none

122

3230

2945

8143

30%

Does not address gap or barrier in network

none

112

123

2631

983

11996

55%

Does not address gap or barrier in network

153

none

124

1150

32%

Does not address gap or barrier in network

1334

adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none

125

883

2211

2376

21%

Does not address gap or barrier in network

none

126

1440

686

119

83%

Addresses a minor barrier e.g.intersection improvement/end of trip facilities

707

none

253

127

539

2342

32116

100%

Does not address gap or barrier in network

700

None

Project includes signage or lighting

13 69 30

128 129 130

4854 1463 3904

1 0 0

0 1 0

13 2 2

1 0 0

0 0 0

9 6 0

6 8 1

3 3 1

8234 4701 6384

3402 4934 1169

15% 11% 25%

Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network

34 18 35

none none adjacent road link has a volume/capacity ratio of greater than of equal to 0.8

none none none

131

6617

2124

506

51%

Does not address gap or barrier in network

179

none

132

4305

5819

1499

15%

Does not address gap or barrier in network

none

214 244 138 56 229 101

133 134 135 136 137 138

972 2333 2967 1108 1516 4105

0 0 0 0 0 2

0 0 0 0 0 0

0 10 0 0 3 3

1 1 0 0 0 0

0 0 0 0 1 0

0 0 0 0 0 0

0 15 0 0 9 3

2 12 0 0 10 3

1 3 0 0 3 2

3077 1384 4686 0 5026 6734

1122 1973 283 549 25777 589

70% 100% 100% 100% 100% 41%

19 69 36 0 18 35

none None none none None none

none Project includes signage or lighting none none Project includes signage or lighting none

133

139

3778

4575

330

69%

Does not address gap or barrier in network

none

22 29

140 141

4249 2247

0 0

13 5

1 0

0 0

6 0

5 2

3 1

8340 5586

18476 541

10% 38%

Does not address gap or barrier in network Does not address gap or barrier in network

35 23

none adjacent road link has a volume/capacity ratio of between 0.6 and <0.8

none none

168

142

2390

2636

675

65%

Does not address gap or barrier in network

none

240 132 255

143 144 145

3594 1986 325

0 0 0

0 1 0

15 2 3

1 0 1

0 0 0

10 1 2

8 3 7

3 3 3

7459 631 1726

16554 492 302

100% 10% 100%

Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network

27 182 14

None none None

Project includes signage or lighting none Project includes signage or lighting

249

146

2180

2979

2611

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

237

147

1062

2520

323

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

31 35 102

148 149 150

1151 5051 3114

0 1 0

0 0 0

0 7 1

0 0 0

0 3 0

0 2 1

1300 7977 4064

1007 1022 232

10% 28% 57%

Addresses a moderate barrier e.g. Crossing 4+ lane road or multi lane roundabout Does not address gap or barrier in network Does not address gap or barrier in network

77 36 44

none none none

131

151

1939

929

6711

55%

Does not address gap or barrier in network

118

none

261 45

152 153

3619 857

0 0

4 3

1 1

0 0

3 0

2 5

3 2

6123 1682

459

2730

100% 18%

Does not address gap or barrier in network Does not address gap or barrier in network

42 30

None none

Project includes signage or lighting none

270

154

520

1012

2704

Upgrades existing facility to improve conditions for walking/cycling

184

None

none

247

155

986

2389

6716

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

178

156

875

1999

1455

40%

Does not address gap or barrier in network

none

157

2134

2199

134

46%

Does not address gap or barrier in network

none

Project Scores and Criteria Project Details Record RANK ID ID

Project Number

Project Corridor Name

Project Name

Project Description

Project Start

Project End

GC-201-TRUNNC-037

Anzac Parade

Lake to War Memorial Links - off road path

Provide off-road path along existing underpass below Parkes Way south of Consitution Ave, provide off-road path along Wendouree Drive and Constitution Ave to intersection with Anzac Pde, designate Anzac Park E & W as Connector Streets and provide appropriate off-road link to Fairbairn Ave traffic signals

Lake Burley Griffin

War Memorial

Wentworth Ave/Eastlake Pde

Wentworth Ave/Giles St

Mawson Drive

Heard Street

London Cct/University Ave

Commonwealth Avenue

Wendouree Drive

230

158

260

159

WR-200-TRUNSC-033

Wentworth Avenue

Widen footpath on Wentworth Avenue - off road link

245

160

WR-200-TRUNWV-006

Woden to Farrer

Mawson Shops bypass route - off road path

248

161

WR-200-CIVICT-013

Civic Town Centre

London Circuit/University Avenue intersection treatment

227

162

WR-200-TRUNNC-036

City to Airport

Parkes Way east - on road lanes and connections

166

163

WR-200-TRUNSC-029

Kingston to Fyshwick

Newcastle Street crossing improvements

91 12

164 165

WR-200-TRUNTU-020 WR-200-TRUNBE-009

Erindale/Yamba Drive Kippax West Link

Yamba Drive cycle lanes: Hindmarsh Drive to Long Gully Road - on road Kippax West Feeder Route - off road path

166

WR-200-TRUNWV-001

Woden to Fyshwick (off-road)

Woden to Garran Link - off road path

167

WR-200-TRUNTU-006

Tuggeranong to Banks

Drakeford Drive/Johnson Drive/Woodcock Drive intersection treatment

231

168

WR-200-TRUNNC-038

Sullivans Creek path

Masson Street/McCaughey Street intersection treatment

233

169

WR-200-TRUNTU-023

Athllon Drive

Athllon Drive off-road path missing link - off road path

225 53

170 171

WR-200-CIVICT-011 WR-200-TRUNTU-012

Parkes Way West Johnson Drive

Edinburgh Ave - on road lanes Johnson Drive - on road lanes

239

172

WR-200-TRUNSC-031

Woden to City

Thesiger Court Link - off road path

234

173

WR-200-TRUNNC-039

Lake Burley Griffin Loop

Menindee Drive off-road path

174

WR-200-TRUNSC-013

Kingston to Fyshwick

Newcastle Street Extension - on road lanes

65 235 47 86

175 176 177 178

WR-200-TRUNNC-019 WR-200-TRUNNC-040 WR-200-TRUNSC-002 WR-200-TRUNTU-017

Campbell Park to Russell City to Airport Fyshwick Tuggeranong/Woden to Hume

Northcott Drive - on road lanes Brindabella Business Park off-road path Ipswich Street - off-road path Long Gully Road/Mugga Lane - on road lanes

111

179

WR-200-TRUNBE-026

Belconnen to Melba (off-road)

Melba off-road path links - off road paths

28 164

180 181

WR-200-TRUNBE-014 WR-200-TRUNGU-037

Belconnen to Gungahlin (on-road) Hoskins Street

William Slim Drive - on road lanes Hoskins Street - on and off-road cycle facilities

Widen existing footpath Provide off-road path from Mawson Drive along eastern side of drainage easement, southern side of Mawson Place then along Heard Street to join Farrer off-road path. Include improved crossing facility at Mawson Drive. Signalise intersection of London Cct & University Ave to provide safe crossing facilities on key radial route Westbound on-road facility from Wendouree Drive bridge to Commonwealth Avenue ramp with off-road link to Allara Street overbridge. Eastbound on-road facility from Anzac Pde to Wendouree Dr bridge and off-road connection from Constitution Ave/Anzac Pde intersection to Parkes Way lanes. No eastbound lane provided on remainder of Parkes Way due to difficult intersections and weaving issues. Twin bridges over Wendouree Drive will require widening. Provide improved crossing facilities for pedestrians and cyclists at three roundabout intersections Provide on-road cycle lanes along Yamba Drive between Hindmarsh Drive and Long Gully Road to link with proposed lanes at either end. Provision of off-road path along Pickworth Street and improved crossing of Beaurepaire Cr to form the missing link between off-road paths Provision of a combination of off-road paths and on-road facilities along Brereton Street, Gilmore Crescent, Robson Street and Kitchener Street, including linkages to The Canberra Hospital. Forms part of an off-road/quiet streets link between Woden and Manuka/Fyshwick. Provision of safer crossing facilities for cyclists at major intersection Improve crossing of Masson Street for Sullivans Creek path users - options include grade-separation or signals Construct missing 700m of path along northern side of Athllon Drive; modify traffic signals at Drakeford Drive to include pedestrian/cyclist crossing phase Provide on-road cycle facility to link Parkes Way cycle lanes with proposed Civic Cycle Loop and London Circuit Loop Provision of on-road cycles on Johnson Drive with appropriate intersection treatments. Provides an east-west link across southern Tuggeranong Link from off-road path into Deakin commercial area Provide off-road path along Menindee Drive to eliminate mixed traffic section.

Newcastle Street/Isa Street Hindmarsh Drive Laycock Pl

Newcastle Street/Wollongong Street Long Gully Road Beaurepaire Cr

Bootle Place, Phillip

Brereton Street, Garran

Drakeford Drive/Johnson Drive/Woodcock Drive

Drakeford Drive/Johnson Drive/Woodcock Drive Masson Street/McCaughey Street

Masson Street/McCaughey Street Underpass near Jenke Cct

Fincham Cr

Parkes Way Drakeford Drive Adelaide Ave/Yarra Glen off-road path Menindee Drive

London Circuit Monaro Highway Denison St/Thesiger Court Menindee Drive

Provide on-road cycle lanes on Newcastle Street extension OR off-road path along the alignment for this road if it is not constructed

Newcastle Street, Kingston

Newcastle Street, Fyshwick

Constitution Avenue Fairbairn Avenue Canberra Avenue Erindale Drive/Yamba Drive

Campbell Park Offices Brindabella Circuit Newcastle Street Monaro Highway

Provide the following links to connect presently disconnected lengths of off-road path: sealed path along western side of Copland Drive between Carlile Avenue pedestrian underpass and northern side of Ginninderra Creek bridge; link off-road path on Ginninderra Creek south bank with proposed off-road path along western side of Copland Drive, either passing under Ginninderra Creek bridge or crossing Copland Drive at grade.

Copland Drive/Carlile Street

Verbrugghen Street

Barton Highway Sandford Street

Ginninderra Drive Wells Station Road Athllon Drive/Sulwood Drive N/K The Valley Avenue/Delma View Gungahlin Drive/Bandjalong Cr

Provide on-road cycle lanes and improved crossing facilities at roundabouts Provide cycle lanes and off-road path along Hoskins Street

182

WR-200-TRUNTU-002

Athllon Drive

Athllon Drive/Sulwood Drive intersection treatment

143

183

WR-200-TRUNGU-020

Gungahlin

Hoskins Street extension - on road lanes

140

184

WR-200-TRUNGU-017

Gungahlin

Gungahlin Link 3 - off road path

Provide off-road path along Delma View/Wells Station Road corridor

242

185

WR-200-TRUNBE-031

Hawker to Aranda

Hawker to Aranda off-road path

Provide off-road path between Hawker and Aranda via Murranji St, Springvale Dr, Redfern St, Bindel St & Bandjalong Cr, with a spur to Weetangera Shops

Belconnen Way/Murranji St

241

186

WR-200-TRUNBE-030

Hawker to Aranda

Hawker to Aranda - on road lanes

Provide cycle lanes along Murranji St, Springvale Dr, Reffern St, Bindel St and Bandjalong Cr with a spur via Springvale Dr to Belconnen Way at Weetangera Shops

Belconnen Way/Murranji Street

Gungahlin Drive/Bdanjalong Crescent

254

187

WR-200-TRUNWV-008

Woden to Stromlo

Hindmarsh Drive/Launceston Street/McDonald Street intersection treatment

Hindmarsh Dr/Launceston St/McDonald st

146

188

WR-200-TRUNGU-023

Gungahlin

Mitchell to Harrison - Off-road path

256

189

WR-200-GUNGAT-013

Gungahlin Town Centre

Cantamessa Avenue path extension - off road path

243

190

WR-200-TRUNBE-032

Belconnen to Gungahlin (off-road)

Giralang Link - off road path

257

191

WR-200-GUNGAT-014

Gungahlin Town Centre

The Valley Avenue to Gundaroo Drive link - on road lanes

238

192

WR-200-TRUNWC-010

Weston to Tuggeranong

Fisher off-road path

250 226

193 194

WR-200-TRUNBE-033 GC-201-TRUNBE-028

Ginninderra Drive Belconnen to Mitchell

Ginninderra Drive off-road path, UoC to Lake Ginninderra Aikman Drive cycle lanes extension - on road lanes

195

WR-200-TRUNBE-017

Dunlop Feeder Route

Kerrigan Street - on road lanes

232

196

WR-200-TRUNBE-029

Lake Ginninderra Loop

Lawson Shoreline - off road Path

197

WR-200-TRUNNC-024

Gungahlin to Airport

Majura Road - on road lanes

259

198

WR-200-TRUNNC-045

City to Airport

Fairbairn Business Park - off-road path

199

WR-200-TRUNBE-012

Kuringa Drive

Kuringa Drive - off-road path

258

200

WR-200-TRUNBE-034

Belconnen to Florey

Coulter Drive to Florey link - off road path

134

201

WR-200-TRUNSC-027

Fyshwick to Airport

Fyshwick to Airport direct link - off road path

277

202

WR-200-TRUNNC-080

Mouat Street

Mouat Street link - on road lanes

Provision of an underpass to take commuter cyclists across Sulwood Drive. Existing refuges are difficult to negotiate due to traffic volume and queuing Provide on-road cycle lanes

Athllon Drive/Sulwood Drive Wells Station Road Flemington Road

Wells Station Road Anthony Rolfe Drive/Cantamessa Avenue

Flemington Road The Valley Avnue

Provide on-road facility on future extension of The Valley Avenue to Gundaroo Drive Provide off-road path from end of existing path at Fisher shops via Kalgoorlie Cres and easement opposite Jarrahdale Cres to link with existing path alongside Tuggeranong Parkway Off-road path along south side of Ginninderra Drive to fill in missing link Extend existing cycle lanes to Ginninderra Drive intersection Provide on-road cycle lanes on Kerrigan Street as a feeder for Dunlop. Links to proposed lanes on Ginninderra Drive and existing shared path between Charnwood and Fraser. Off-road path along eastern shore of Lake Ginninderra through Lawson, extending lake loop

Allawoona Street 250m south of Ginninderra Drive

Ginninderra Creek footbridge Gundaroo Drive Tuggeranong Parkway offroad path Lake Ginninderra bridge Ginninderra Drive

Ginninderra Drive

Tillyard Drive

Construction of off-road path from Coulter Drive/former busway intersection through Florey to Ginninderra Drive. Requires provision of crossing facilities at Coulter Drive, construction of a new off-road path from Coulter Drive to Connah Street and upgrading crossing facilities at Ginninderra Drive.

Coulter Drive/former Belconnen busway

Ginninderra Drive/John Cleland Cr

Gladstone Street, Fyshwick

Pialligo Avenue, Pialligo

Ginninderra Drive

Northbourne Avenue

Provide 200m section of sealed path linking existing path sections

William Slim Dr/Baldwin Dr The Valley Avenue Kalgoorlie Cres/Ballarat St

Ginninderra Drive Baldwin Drive Federal Highway/Majura Road/Horse Provide on-road cycle lanes on Majura Road from Federal Highway to Mustang Avenue to link Gungahlin with the Airport precinct Majura Road/Mustang Ave Park Drive Provide off-road facility along Pialligo Ave and Glenora Drive to link Fairbairn Business Park with remainder of trunk network Brindabella Circuit Fairbairn Business Park Kuringa Drive/Kingsford Provide off-road path for cyclists utilising earthworks for future road duplication to link Barton Highway shoulders with existing path and future cycle lanes at Barton Highway/Kuringa Drive Kingsford Smith Drive. Kuringa Drive pavement is too narrow for on-road cycle lanes. Smith Drive

Provide direct link across Molonglo River to shorten distance between Fyshwick/South Canberra and Airport with associated approach works. Bridge could be ped/cycle only initially or provided as part of a road connection. connecting existing and proposed on and off road facilities and parallel to existing off-road facility

Project Scores and Criteria Project Details Project Activity Employment Park/ Record RANK Recreation Length Centre Node ID ID (m) (Number) (Number) (Number)

School (Number)

TAFE/ Bus Station/ Community Diversity % Overall Number of Demand Jobs Corridor University Interchange Facilities of Attractors (Population) (Number) (Number) (Number) Attractors Complete

100%

Barrier to Cycling

Cost Effectiveness

Regional Strategic Importance

Safety

Does not address gap or barrier in network

None

Project includes signage or lighting

230

158

706

1172

4879

260

159

361

2553

3367

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

245

160

594

2107

516

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

248

161

1569

21524

100%

Does not address gap or barrier in network

159

None

Project includes signage or lighting

227

162

1962

2035

17768

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

166

163

770

1081

5115

Does not address gap or barrier in network

190

none

91 12

164 165

3971 260

0 0

4 1

0 1

0 0

1 0

1 3

2 2

4794 1620

3308 299

6% 1%

Does not address gap or barrier in network Does not address gap or barrier in network

48 12

none none

166

2528

3270

5438

Does not address gap or barrier in network

none

167

1207

32%

Addresses a minor barrier e.g.intersection improvement/end of trip facilities

none

231

168

2327

1011

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

233

169

707

1721

859

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

225 53

170 171

475 3363

0 1

0 0

0 2

1 0

0 0

1 2

3 2

2 2

1479 5615

18218 500

100% 1%

Does not address gap or barrier in network Does not address gap or barrier in network

20 35

None none

Project includes signage or lighting none

239

172

128

685

903

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

234

173

436

473

7892

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

174

1028

1012

2704

28%

Does not address gap or barrier in network

none

65 235 47 86

175 176 177 178

2175 1404 1061 3892

0 0 0 0

0 1 1 0

3 0 0 0

0 0 0 0

0 1 0 0

1 3 3 0

1 2 1 0

1613 15 400 489

5897 157 2220 306

1% 100% 21% 49%

Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network Does not address gap or barrier in network

78 6526 187 460

adjacent road link has a volume/capacity ratio of between 0.6 and <0.8 None none none

none Project includes signage or lighting none none

111

179

616

2212

216

15%

Does not address gap or barrier in network

none

28 164

180 181

3413 2853

0 0

0 1

3 0

0 0

1 1

4608 1607

1468 3801

13% 12%

Does not address gap or barrier in network Does not address gap or barrier in network

42 124

none none

182

564

128

37%

Does not address gap or barrier in network

2960

none

143

183

1864

4206

805

Does not address gap or barrier in network

none

140

184

2561

5357

1886

Does not address gap or barrier in network

none

242

185

7998

9120

1902

50%

Does not address gap or barrier in network

None

Project includes signage or lighting

241

186

7887

9192

1974

50%

Does not address gap or barrier in network

None

Project includes signage or lighting

254

187

1203

100%

Does not address gap or barrier in network

416

None

Project includes signage or lighting

146

188

2366

4876

623

Does not address gap or barrier in network

adjacent road link has a volume/capacity ratio of between 0.6 and <0.8

none

256

189

1026

3428

1968

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

243

190

409

1527

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

257

191

269

1890

588

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

238

192

424

1489

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

250 226

193 194

887 375

0 0

1 1

0 0

1 1

1419 1006

1566 1670

100% 100%

Does not address gap or barrier in network Does not address gap or barrier in network

46 25

None None

Project includes signage or lighting Project includes signage or lighting

195

3287

7282

435

Does not address gap or barrier in network

none

232

196

1898

3039

1447

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

197

9847

161

Does not address gap or barrier in network

41778

none

259

198

1992

179

100%

Does not address gap or barrier in network

14926

None

Project includes signage or lighting

199

1776

1129

112

16%

Does not address gap or barrier in network

none

258

200

1107

2874

2798

100%

Does not address gap or barrier in network

None

Project includes signage or lighting

134

201

1468

3402

Does not address gap or barrier in network

514863

none

277

202

810

170148

75004

100%

Does not address gap or barrier in network

none