Pedestrian & cycle Movement Study For the Woden Town Centre , Mawson Group Centre and Athllon Drive by Woden Valley Community Council

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Pedestrian and Cycle Movement Study for the VVoden Town Centre. Mawson Group Centre and AthHon Drive East

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NA50513040

Prepared for Environment and Sustainable Development Directorate

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

Document Information Prepared for Project Name File Reference Job Reference

Environment and Sustainable Development Directorate Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East WAM Ped & Cycle Study - September v2.docx NA50513030

Contact Information Cardno (NSW/ACT) Pty Ltd ABN 95 001 145 035 Level 2, 14Wormald Street, Symonston ACT 2609Level 2, Telephone: 02 6112 4500 Facsimile: 02 6112 4599 www.cardno.com.au

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Author

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17/07/13 11/09/13

Larissa Miller Richard Thomas

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Richard Thomas Renee Smith

Larissa Miller Richard Thomas

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Richard Thomas

O Cardno 2013. Copyright in the whole and every part of this document belongs to Camino 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 other than by agreement with Cardno.

This document is produced by Cardno solely for the benefit and use by the client In accordance with the terms of the engagement Cardno does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document.

Pedestrian and Cycle Movement Study for the Woden Town Centre,'Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

Executive Summary Cardno was engaged to prepare a Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlon Drive East. The Woden Town Centre is undergoing significant changes that will affect way that people move around the centre in the future. The bus interchange is proposed to be redeveloped in partnership with an extension of the Westfield shopping centre and there are several plans for significant redevelopments of land parcels within the town centre which are proposed to increase the residential and commercial uses in the centre and reduce the at grade car parking. These proposed redevelopment opportunities have brought about the requirement for an updated Woden Town Centre Master Plan. This Pedestrian and Cycle Movement Study will be one of several background reports that will support the development of a new Master Plan. The increased densities, new bus interchange and the ACT Government's commitment to a mode share shift away from private motor vehicles to active and public transport modes creates an opportunity to encourage walking and cycling in the Woden, Mawson and Athllon Drive East areas by providing safe, connected, direct, accessible, legible and attractive routes and infrastructure. This executive summary provides an overview of the study findings and recommendations, with more detail provided in the subsequent sections.

Study area and population Study area The Woden Town Centre, located in the Woden Valley, is one of five key town centres in the ACT, located around 8km south of the Canberra CBD. The Woden Town Centre, situated in the suburb of Phillip, is a retail, employment and community facilities hub for the surrounding residential suburbs as well as the wider Canberra area. The Woden Town Centre includes a town square, bus interchange and Westfield shopping centre as well as commercial and recreational/sporting land uses. The latest Woden Master Plan was completed in 2004. The Mawson Group Centre is a district centre that services the residential suburbs of Mawson, Ferrer, Ton-ens, Pearce, Isaacs and O'Malley. The centre is bordered by Athllon Drive to the west, Mawson Drive to the north and the Mawson District Playing Fields to the south. It includes a Woolworths supermarket, supporting retail and services, two service stations and three clubs. Athllon Drive is an arterial road connecting the Woden Town Centre with the Tuggeranong Town Centre, past the Mawson Group Centre. The road is generally a dual carriageway through the study area, except for the section opposite the Marist College, south of the Woden Town Centre which is single carriageway. The corridor is understood to have growth potential and has been identified as a key transport corridor. There is a large section of undeveloped land adjacent to Athllon Drive (east) between Hindmarsh Drive and Mawson Drive which makes up the study area.

Existing situation Land uses The Woden Town Centre is one of the major employment hubs in Canberra. Major employers include, IP Australia, Department of Health and Aging, Westfield and Department of Veteran Affairs. These employers are all based within the core commercial area of the Woden Town Centre, bordered by Corinna Street, Bradley Street and Launceston Street. The Phillip Trades and Services Area is another area of major employment, as well as the Canberra Hospital which employs around 3,000 people. There is one primary school located adjacent to the study area, Saints Peter & Paul Primary School is adjacent to Yamba Drive north of the Woden Cemetery. There are three secondary schools in or adjacent to the study area. The Canberra College and Melrose High School are public and Marist College is private NA50513030

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

(years 4 â&#x20AC;&#x201D; 12). The Canberra College s i located on Launceston Street while Melrose High School and Marist College are located to the west of Athilon Drive on Marr Street. The Canberra institute of Technology's South Campus, a tertiary institution, is located on Ainsworth Street adjacent to Hindmarsh Drive. Woden s i home to the Canberra Hospital, the largest n i Canberra, which is located along Yamba Drive between Kitchener Street and Hindmarsh Drive in the east of the study area. The hospital is tertiary level health facility and also a teaching hospital for the Australian National University Medical School. The hospital Includes a number of specialist centres, and an Adult Acute Mental Inpatient Unit. The Westfield shopping centre, located between Corinna Street and Bradley Street n i the Woden Town Centre, is the major retail destination n i the study area with a department store, discount department store, two supermarkets and over 200 specialty retailers. The shopping centre also includes a Hoyts Cinema. The Trades and Services Area in the south of the Woden Town Centre Includes car yards and automobile â&#x20AC;˘ repair services, wholesale trade, liquor stores, specialty retail and transport and storage services. At the Mawson Group Centre, retail is focused on the Woolworths supermarket within Southlands. It is surrounded by smaller supporting retail in the Southiands complex and along Mawson Place (west). Entertainment The Woden Town Centre is home to a number of large clubs including the Hellenic Club bordered by Launceston, Bowes, Matilda and Callam Streets and the Southern Cross Club on Corinna Street, shown on Figure 4.1. A Hoyts Cinema is located on Bradley Street and restaurants with street frontages are located on Bradley Street (south) and Corinna Street (west). The Trades and Services Area includes a number of cafes and restaurants located throughout the area. The Mawson Group Centre is also home to a number of community clubs including The Mawson Club, the Austrian Australia Club and the Culture Centre of Serbia, all located along Mountevans Street to the east of the Group Centre. Sporting and public open space Sporting fields and public open space are provided throughout the study area. A sports and recreation district exists n i the north of the study area which includes the Phillip Swimming Pool and ice Centre, Woden YMCA, squash courts, Pitch n' Putt course and the bowling greens, gymnasium and basketball centre.

Movement and access Pedestrians There s i significant variation between the extent, accessibility and qualfty.of the existing pedestrian network within the Study Area Woden Town Centre is generally well equipped with footpaths, but accessibility and legibility of the network is constrained in a number of locations due to gradient changes requiring stairs or steep ramps, as well as limited safe or formalised crossing provisions. The paths provided in the southern portion of the Town Centre (Phillip Trades and Services Area) are of a lower quality and maintenance issues have been noted. Mawson Group Centre benefits from a relatively complete pedestrian network, while Athllon Drive is characterised by a range of unformed paths, reflecting a range of destination located along both sides of this arterial route. The Woden Town Square is a pedestrian only environment situated amongst commercial office buildings, community facilities, the Westfield shopping centre and the Woden bus Interchange. Pedestrians can enter the town square through links between buildings from the surrounding road network via Corinna Street, Worgan Street, Bowes Street, Purzer Street and Corinna Street. Access between the town square and Bowes Street (south) and the bus interchange is impeded by a poor grade change connection; a set of tight stairs to descend to Bowes Street from the town square and a dark ramp to descend into the bus interchange. Pedestrians face difficulties in crossing the major arterial roads that adjoin and pass through the study area. For the major roads including Athilon Drive, Melrose Drive, Hindmarsh Drive and Yamba Drive, the only safe crossing points are at signalised intersections or underpasses which can be spaced up to 500 metres apart. Some major roads include medians which provide a waiting space if an informal road crossing is attempted.

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

While destinations within the core town centre are close together, Westfield, the bus interchange, the town square and surrounding major offices, other destinations are a lengthy walk. The Canberra Hospital is 1.5 kilometres walk from the bus interchange, Phillip Oval is over 500 metres, the Canberra Southern Cross Club is 580 metres and the northern most part of the Trades and Services Area is 700 metres. These longer walking distances for destinations outside of the core town centre can be a barrier to walking, reinforced by a lack of knowledge about how long the trip will take and what the quickest route is. Bicycle riders Woden is generally well connected to the surrounding area for bicycle riders as they are able to use the same footpaths and off-road shared paths as pedestrians. On road cycle lanes are provided north-south through the study area along Melrose Drive and east-west along Hindmarsh Drive and Launceston Street. The on road cycle lanes combined with the off road shared paths and footpaths provides a comprehensive network for cyclists in terms of accessibility, however may not suit riders of all ability levels, for example less confident and younger riders.

Identified issues The study details the issues and constraints for pedestrian and cycle movements to and through the Woden Town Centre, Mawson Group Centre and Athllon Drive East. The issues and constraints were identified through stakeholder consultation, a background document review, crash data analysis, an infrastructure audit and saddle survey and site observations and counts. Some of the key issues identified are summarised by category in the below table.

Connectivity

Accessibility

Legibility

Permeability

East-west connectivity through the town centre is not direct or coherent

There is limited north-south connection: â&#x20AC;&#x201D; Within the Woden Town Centre as the Westfield shopping centre creates a barrier. â&#x20AC;&#x201D; Between the Woden Town Centre and the Trades and Services Area. â&#x20AC;&#x201D; Into the Trades and Services Area across Melrose Drive from Chiefly.

Access between the western side of the Woden Town Centre and the bus interchange is impeded by the level change and narrow stairs or ramp.

A number of dirt tracks throughout the study area demonstrate a lack of alignment between formal pedestrian and cyde facilities and desire lines.

Sections of the pedestrian and cycle network are steep in grade reducing accessibility for mobility impaired people including the access to Eddison Park and the Melrose Drive underpass ramps.

The stairs from the Woden Town Square to Bowes Street provide poor accessibility, induding markings, lighting and a lack of a ramp for mobility impaired people.

Throughout the study area a lack of dear wayfinding signage exists, this is particularly lacking between the Canberra Hospital and the Woden Town Centre and directions to the town centre from other directions.

Navigation is difficult between key land uses such as the Woden Town Square and surrounding commercial buildings and the bus interchange due to lack of clear delineation, wayfinding signage and the small scale ramp to descend into the interchange.

The Westfield shopping centre presents significant barriers for north-south connections (with no southern pedestrian entrance) and for east-west connections (with only one entrance provided on Corinna Street and Bradley Street which is also limited to shopping centre opening hours). Cyclists are not able to use the shopping centre as a connection and must detour around it

The major roads surrounding the Woden Town Centre mean that the only safe crossing opportunities are at signalised intersections or underpasses, reducing the number of formal access points to the town centre. The Woden bus interchange is difficult to locate and access from several locations around the Woden Town Centre. The interchange is at a different grade to the town square and is accessed through either a tight stair case or dark ramp in unobvious locations. >

Public transport & land uses

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Pedestrian and Cycle Movement Study for the Woden Town Centre. Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

Road safety

"'"'"'"I' & provision

Conflict between.pedestrianskydists and motor vehicles occurs where the off-road AthiIon Drive East shared path crosses Mawson Drive dose to the exit froth the Mawson Group Centre, at the pedestrian crossing n Ainsworth outside Westfield On Corinna Street, at the intersection of Worgan Street and Furier Street and O Street on the Mute between the town centre and the Canberra Hospital The current 'signal Phasing at the intersection of thi interchange and Gallem Street also causes conflict as exiating buses do not anticipate giving way to crostring pedestrians. Poor bus driver visibility is also --------------experienced. Speeding vehicles cause issues for pedestrians and bicycle rides, induding'on zebra crossings on Corinna Street Crashes involving injury or fatality to pedestrians are concentrated on HindMarsh Drive between the intersections with Meirose Drive and Athlion Drive. The intersection with Melrose Drive has recently been upgraded. The shirred zone at the south of the Mawson Group Centre is not well signposted. The designated east-west connection for cyclists (adjacent to Bowes Street) often-had parked cars despite the no stopping sign. Crashes involving injury to cyclists are concentrated along Melrose Drive between the intersections with ' Hindmarsh Drive and Yamba Drive. The intersection of Melrose Drive and Theodore Street is a key conflict point A lack of lighting and passive surveillance exists alpng Athlion Drive between the Woden Town Centre and Mewson Drive, along the routs to the hospital, throughout the Trades and Services Area and around the ' i Central Park residential area. Melrose Drive underpass. Lighting is also an issue n Callon Street, Hindmarsh Drive and Melrose Drive have a lack of street front activity. Anti-sodal behaviour occurs at the bus interchange. _ has _ kuldive f a d s * increasing personal safety risks; similarly Callanf Street The Westfield shopping centre has a lack of surveillance and activity at does the pedestrian bridge over Yarralunila Creek " i the northern There is a lack Of bike *icing facilities at the bus interchange, Woden Town Square and n sections of the town centre. i a =Tiber of locations including the Trsdes and Services Area, the northern Poor quality footpaths present n part of Corinna Street the Melrose Drive underpass, Worgan street (east), Launceston Street (west), and the southern-most part of the Athlion Drive East shared path (on approach to the Mawson Group Centre). Narrow footpaths, which can cause conflict between pedestrians and cyclists, need to be widened between the Woden Town Centre and the Canberra Hospital, the southern-most part of the W o n Drive East shared path (on approach to the Mawson Group Centre), and through the Mawson Drive underpass. Vegetation needs to be trimmed on a,,number of pedestrian and cycle facilities including the route between Woden Town Centre and the Canberra Hospital and along Hindmarsh Drive. Trip hazards are present on Hindmarsh Drive. Kett retTiPs ere misidng on Ms Worsen Blrest Intersection with Melrose Drive,

Future oontext

Woden, is proposed to undergo significant redevelopment with associated population and employment growth which will have implications for the development of the future active transport network. The location of the future developments, discussed n i Section 7, helps to define the important internal pedestrian n o * * * heeded for the future Determining access from existing and new residential and commercial deVeltiPments to key destinations such Is the Otis interchange and community facilities will help to establish the ilicdve transport hierarchic for the town Contra â&#x20AC;˘ . residential at-grade the.Woclen town development will assist to make A reduction in car parks and increased centre a more vibrant place end Improve the pedestrian arnitinity In those locations as new offices or residentialsieveloptherits will be more peeple friendly that an expansive car park The incriaae in residential units planned for the town centre will create a -demand fortnore evening and weekend trade such as restaurants, late night shopping and entertainment. Development of community facilities such as the bus interchange, increased employment â&#x20AC;˘opportunities from the new commercial offices and new retail and entertainment destinations, such as the extension of the Westfield shopping centre, will increase the demand for integrated access from surrounding residential *area.

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

An increasingly aging population in Woden will need to be supported by an accessible and safe pedestrian network. This older population will need formal road crossings, good street lighting and access to important destinations for them including community and health facilities.

Active transport hierarchy An active transport hierarchy serves two main functions. It facilitates the access of the study area from the walking and cycling catchments from adjacent suburbs, as well as promotes ready and high quality access between and within the centres. The active transport hierarchy determined for the Woden Town Centre, Mawson Group Centre and Athllon Drive East includes principal and secondary routes which provide connection between key land uses across the study area now and n i the future. Principal routes provide direct, accessible and safe connection to key destinations and also incorporate a number of other routes such as the ACT Main Routes Networks (MRN routes), a Hospital Link and Active Streets precincts for the Woden Town Centre and the Mawson Group Centre. The principle and secondary routes, alongside the proposed supporting network, will produce a high level of pedestrian and cycle access adjacent to the bus interchange, supporting TOD principles. This hierarchy aligns where possible with route classifications from the ACT Government's Design Standards for Urban Infrastructure 13 Pedestrian and Cycle Facilities; specifically the -Main Route Network" (main community routes, main on-road routes and connector routes) which aims to provide a high level of amenity and link town centres and major employment areas.

Recommended improvements The recommended improvements for the active transport network were made on the basis of the following rationale: > > > > > >

Short term and easy wins to identified deficiencies with existing infrastructure A long term view which would aim to improve walkability and access to and within the study area Focused on moving people into, within and out of the key areas, rather than along or past them Prioritised on the basis of promoting mode share shift to walking and cycling Capitalise on known or expected redevelopment opportunities including the bus interchange in the Woden Town Centre. Provide a strong foundation for the future liveability of Woden Town Centre

General improvements aicross the study area included C > > > > > >

wayfinding signage lighting sealed footpaths signalised pedestrian crossings fixing footpath quality/widths zebra crossing

> > > > > >

Kerb build outs Pram ramps Vegetation maintenance Sweeping/maintenance Pedestrian refuges On road cycle lane

> > > > >

Bike hold rail Adjust barrier for cycle safety Bicycle parking â&#x20AC;&#x201D; rails Bicycle parking lockers Principal and secondary routes

A number of transformational projects are also proposed for integration into the Woden Master Plan or for consideration in future Mawson Group Centre planning, described below. Woden bus interchange access Access to the bus interchange needs to be enhanced through well-defined and attractive entrances from the Woden Town Square, Bowes Street and Bradley Street. A wide set of well-lit stairs and a DDA compliant ramp, both with active surveillance, should be provided at both the current ramp access to the interchange from the Town Square and the current stairs access to Bowes Place from the Town Square. The entrances to the bus interchange should be an extension of the town square with space for interacting, lingering in the space and meeting people provided.

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

Corinna Street pedestrian only section The opportunity exists to take advantage of the existing land uses along the southern part of Corinna Street to develop an Active Street. An Active Street is a focal point of pedestrians and complementary land uses such as cafes and restaurants. The intention of an active street in Corinna Street would be to establish the area as a focal point for afterhours activity as the town centre develops taking advantage of the existing concentration of afterhours land uses currently occupying the area. To establish the Active Street/Zone along Corinna Street, a medium term partial or full closure of Corinna Street is proposed between Brewer Street and the southern roundabout at the entrance to the Westfield shopping centre car parks. Principal and seCondary route urban realm improvements A key outcome of the study is the recommendation to develop a high quality principal north south pedestrian , and active travel link along the alignment of Bowes Street and Bradley Street This link provides the link the town centre together in a cohesive north south:alignment using a wide boulevard style opportunity to of road layout and take dvantage of providing clear unobstrudted access to land uses throughout the town centre via this spine route This alpine route would be fully utilised when the redevelopment of currently under developed parcels of land is undertaken. Thie north south link would join info the existing town square through high quality urban realm and an extension of the public space of the square linking into the proposed bus interchange area. A similar east-west link would be achieved via the alignment of the existing bus interchange, through the town square and linking via pedestrian paths to Corinna Street. The principal and secondary routes through the town centre should undergo improvements to the urban realm to enhance their status as attractive routes for pedestrians and bicycle riders. This can be achieved through surrounding high quality architecture, quality materials, creative lighting, public and street art, street furniture, sunny and sheltered places, active frontages with a mix of shops and restaurants, and landscaping and vegetation. Through traffic on these routes should be actively discouraged and limited to provision of access to adjacent land uses and public transport. The use of shared zones or other means of enhancing the pedestrian realm should be considered, n i the context of maintaining priority vehicle (bus) 11CCOSS and safety. These routes are chosen as key activity areas (spine routes) for the future transformation of the Woden Townâ&#x20AC;˘Centre from one which is currently dominated by at grade car parks and offices/commercial space, to one where a more balanced mix of uses exists including high density residential This mix of uses requires a more balanced approach to ensure the amenity of future residents, workers and shoppers is maintained and to ensure the benefits of a mixed use town centre are achievable. To delineate between the different routes, primary routes SnOuld consist of finishings, furniture and landscaping that is different tt that used for secondary routes, helping tddenionstrate the Mute hieraithy. The primary routes should present as a walking boulevard while the secondary routes Will balsas grand but attractive and functional. Bowes Street On road cycle lane An additional to the existing on road cycle lane along the current east-west alignment of Bowes Street will allow bicycle riders to avoid the bus interchange and conflict with buses and waiting passengers. To minimise potential conflicts with pedestrians, the main east west cycle connection through the town centre Is proposed to extend via Bowes Place through to Furier Street, conne*gireth the Corinna Street shared path and underpass under Melrose Drive. This roil* requires an infraitnicturesolutIon to bridge the elevation change in Bowes Place, and would ideally take advantage of future redevelopment opportunities to theeast of Furzer Street to create an ideal alignment Mawson Placeâ&#x20AC;&#x201D; Active Street/ Pedestrianised area The opportunity exists to enhance the Mawson Group Centre through creation of an active street in Minvson Place. This street would allow for a range of new businesses which would add to the vitality of the centre. To establish the Active Street/Zone along Mawson Place, either closure of two way traffic or conversion to one way traffic with traffic calming of Mawson Place (north-to south) to motor vehicles between the entrance i proposed. This change would result in to the park and ride car park and the Mawson district playing fields s NAr$1713030

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

a reduction in the flow of vehicles through this zone, and create the opportunity for widened footpaths and a number of active street uses such as cafĂŠs and restaurants to utilise the space. This proposal currently conflicts with a number of land uses and businesses including two services stations and an auto repair shop and could therefore best be achieved with long term land use planning changes. It is noted that current levels of patronage of the Mawson Group Centre may not support this option; however the future development of Athlon Drive area may provide the patronage required for this initiative.

Staging and timing The recommendations in this study represent a comprehensive package of works which when delivered would contribute a significant improvement to the long term walkability and cycle-ability of the study area. Schemes outlined in this study can be grouped into the following categories: 1.

Initiatives and programs

Short to long term infrastructure adjustments

Master planning objectives

The initiatives and programs outlined in this report can be developed and implemented as required. Many of these will benefit from incorporation into policy and the Development Control Plan (or similar) established for the study area. No particular priority has been established for these options. Short to long term Infrastructure adjustments have been graded into LOW, MEDIUM and HIGH priority, where the following timeframes are recommended for implementation: > > >

High Priority (0-2 years) Medium Priority (2-5 years) Low Priority (5-10+ years)

Master planning objectives relate to strategies which rely on the development of adjacent land uses in order to be practical. It is recommended that these options are incorporated into the Master Planning for the various locations within the study area. These options are designed specifically to cater for the medium to long term expansion and future growth and development of the study areas, and consider the needs of future development and long term planning goals as well as the existing identified needs.

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mattison Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

Table of Contents Executive Summary

lii

introduction 1.1 Project objectives 1.2 Report structure 1.3 Reference information

13 13 13 14

Study Area 2.1 Study area and surrounds Demographics 2.2

15 15 16

Policy and Planning Context Federal policy framework 3.1 ACT Government policies and plans 3.2 Woden and Mawson plans and studies 3.3

22 22 22 25

Existing Sftuation Land uses 4.1 Movement and access 4.2 Travel behaviour. 4.3 Research insights 4.4

29 29 35 48 49

Existing Issues Identification and Mapping Stakeholder identified issues and constraints 5.1 Background review: identified issues and constraints 5.2 Crash data analysis 5.3 Results of the infrastructure audits 5.4 5.5 Results of site observations and pedestrian and bicycle rider movements 5.6 Summary of findings

61 51 55 57 59 71 76

Future Context Population growth 6.1 Employment growth 6.2 Demographic changes 6.3 6A Land use changes 8.5 Summary of future context Priorities and opportunities 7.1 Priorities Opportunities 7.2

79 79 79 79 80 82

8787 87

Active transport hierarchy Route development 82 Design framework 8.3

89 90 103

Future Active Transport Nebrioric Stakeholder suggested improvements for pedestrian and cyclist facilities 9.1 Background review pedestrian and cyclist network opportunities 9.2 Recommended improvements 9.3

105 105 106 107

Staging and indicative costs Staging 10.1 Indicative costs 10.2

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

120

Support Initiatives

Figures 16

Figure 2.1

Study area

Figure 2.2

Household composition

Figure 2.3

Dwelling characteristics

Figure 2.4

Vehicles per household Current Land Uses - Woden Town Centre

Figure 4.1 Figure 4.3

Current Land Uses - Trades & Services Area Current Land Uses - The Canberra Hospital

Figure 4.4

Current Land Uses - Mawson Group Centre

Figure 4.5

Pedestrian and cycle facilities - Woden Town Centre

Figure 4.2

Figure 4.6

Pedestrian and cycle facilities - Trades & Services Area and Athllon Drive

Figure 4.7 Figure 4.8

Pedestrian and cycle facilities - The Canberra Hospital Pedestrian and cycle facilities - Mawson Group Centre

Figure 4.9

Existing bus routes and bus stops

31 32 33 34 37 38 39 40 45 48

Figure 4.10 Woden residents' mode of travel to work (ABS Census, 2011) Figure 4.11

Woden workers mode of travel to work (ABS Census, 2011)

Figure 4.12 Cycling trip purposes ACT and Australia, 2011 Pedestrian and cyclist crash locations 2008-2012 Figure 5.1 Figure 5.2 Figure 5.3 Figure 5.4 Figure 5.5 Figure 5.6 Figure 5.7

58 67

Facility audit issues - Woden Town Centre Facility audit issues - Trades & Services Area and Athllon Drive

68 69

Facility audit issues - The Canberra Hospital Facility audit issues - Mawson Group Centre

70 72

Pedestrian movements - Woden Town Centre Pedestrian movements - Trades & Services Area and Athllon Drive

73 74

Pedestrian movements - The Canberra Hospital Figure 5.9 Pedestrian movements - Mawson Group Centre Figure 6.1 Future land use changes and new developments - Woden Town Centre Figure 5.8

Figure 6.2 Figure 6.3 Figure 6.4 Figure 8.2 Figure 8.3

Key routes - The Canberra Hospital

Figure 8.4

Key routes - Mawson Group Centre Improvements - Woden Town Centre

Figure 9.1 Figure 9.2 Figure 9.3 Figure 9.4

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Future land use changes and new developments - Trades and Services Area Future land use changes and new developments - The Canberra Hospital Future land use changes and new developments - Mawson Group Centre Key routes - Woden Town Centre Key routes - Trades & Services Area and Athllon Drive

Figure 8.1

85 86 95 97 99 102 111

Improvements - Trades and Services Area and Athllon Drive Improvements - Mawson Group Centre Improvements - The Canberra Hospital

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Tables Table 2.1 Gender and age demographics Table 2.2 Household composition Table 2.3 Dwelling characteristics Table 2.4 Vehicles per household Table 2.5 Labour force Table 4.1 ACT road hierarchy Table 5.1 Key pedestrian and cyclist routes and destinations Table 5.2 Stakeholder identified pedestrian and cyclist issues , Table 5.3 identified pedestrian and cycle network issues Table 8.1 Educational campus projects Table 9.1 Stakeholder suggested improvements for pedestrian and cyclist facilities Table 9.2 Background review pedestrian and cyclist recommendations Table 9.3 Infrastructure improvement references Table 9.4 Recommended improvements — Woden Town Centre Table 9.5 Recommended improvements — Trades and Services Area Table 9.6 Recommended improvements — Mawson Group Centre Table 9.7 Recommended improvements — Canberra Hospital Table 11.1 Support initiatives

Appendices Appendix A — Detailed stakeholder consultation process and outcomes Appendix B — Detailed crash history data Appendix C — Estate Development Plan for Woden bus interchange Appendix D — Indicative costs and priorities

17 18 19 20 21 48 51 52 55 82 105 106 107 109 112 114 118 120

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

Introduction Cardno was engaged by the ACT Government's Environment and Sustainable Development Directorate (ESDD) to prepare a Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East (the study area). The Pedestrian and Cycle Movement Study involved investigation of the pedestrian and cyclist network through the study area; identifying key routes and linkages, presenting volumes of pedestrians and cyclists, analysing the network for issues such as accessibility, connectivity, barriers, safety and integration with public transport and significant land uses. The existing and future land uses were considered for their impact on pedestrian and cyclist movement and amenity. This report examines the existing situation, recommends a range of network improvements and enhancements with the long term objective of encouraging more people to walk and cycle to, and through, the study area. The study is one of several background reports that will inform the upcoming review of the Woden Town Centre Master Plan.

1.1

Project objectives

The objectives of the Pedestrian and Cycle Movement Study are to: > Provide an analysis of the existing pedestrian and cycle network. > Recommend improvements to the pedestrian and cycle network in response to recent and proposed developments and other identified matters. > Encourage increased and improved pedestrian and cyclist movement in, out, around and between the three sites and Canberra Hospital. > Encourage the development of Woden Town Centre, Mawson Group Centre and Athllon Drive East to provide opportunities for walking and cycling.

1.2

Report structure

This report is presented in the following chapters: Chapter 2 provides a description of the study area including the demographic characteristics in and surrounding the study area. > Chapter 3 presents the policy and planning context for the study including a review of the existing policies, studies, strategies and programs. > Chapter 4 presents the existing situation; detailing the land uses, transport provisions and movements as well as the travel behaviour of residents and workers. Chapter 5 describes and maps the existing issues in the study area, identifying the pedestrian > and bicycle rider constraints and issues from stakeholder consultation, the background review, an analysis of crash data, and results from the saddle survey and site observations. Chapter 6 presents the future context including expected residential and employment population > growth and land use changes in the study area. > Chapter 7 sets out the priorities and opportunities for the development of a coherent, attractive, safe, convenient and accessible pedestrian and cycle network. Chapter 8 details the network route development, based on the priorities and opportunities > established in Chapter 7. A design framework is also established. > Chapter 9 depicts the Future Active Transport Network, recommending planned improvements for pedestrian and cyclists and proposing an implementation strategy. > Chapter 10 recommends a range of potential support initiatives to encourage greater walking and cycling. Chapter 11 provides indicative costs. > >

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prej:iared for Environment and Sustainable Development Directorate

1.3

Reference information

1.3.1

Documents reviewed

A review of background studies and reports provided an understanding of the key transport and land use planning studies, plans and strategies to be considered in the development of the Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East. The review built a picture of the policy context, existing features and deficiencies of the pedestrian and cycling networks in the study area. The following documents were reviewed: > ACT Planning Strategy 2042. > Transport for Canberra 2012. > Woden Town Centre Master Plan April 2004. > ACT Public Transport Network Walkability Analysis, Report 1: Weston Creek and Woden Valley, Xavier Gold's, 2012. Woden and Selconnen Town Centres infrastructure Study 201t > > Mawson Infrastructure Study 2012. > Spatial Plan Evaluation â&#x20AC;&#x201D; Urban Form Scenarios Adaptation and Mftigation Interventions November 2010. Territory Plan. > > Territory Plan Urban Principles Review December 2009. > Woden Town Centre Stakeholder and Community Brief 2001. > Woden Valley Stomiwater Retardation Basins Feasibility Study 2011. > ACT Strategic Cycle Master Plan. > ACT Government Cycling and Walking Strategy Feasibility Study, SKM for ACT Government (2009). > Cycling and Pedestrian Network Priority infrastructure for Capital Works, Cardno for ACT GoVernment (2010). > Minimising Pedestrian-Cyclist Conflicts on Paths, Information Notes No 1 toll, Australian Bicycle Council, (2008). Healthy Spaces and Places: A national guide to designing places for healthy living. > 1.3.2

Saddle survey and facility audit

A saddle survey and facility audit was undertaken on Wednesday 27 March to document issues, constraints and opportunities for improvement The saddle survey was attended by Cardno traffic engineers and representatives from local stakeholders Including Environment and Sustakkeele Development Directorate, Pedalysower and the Woden Community Council. Pedestrian and bicycle rider movement* Pedestrian and bicycle rider movements were observed across the week commencing 8 April 2013. Counts were taken at various 18 minute intervals at key locations laves the study area during morning, lunch time and evening peak periods on Tuesday 9 April and Thursday 11 April and between 10am and 2pm on; Saturday 13 April. Due to the large study area, the data collected presents an indicative, rather than complete, picture of thrit key liederstrian end bicycle rider movements through the study arei. This data has been considered for the pedestrian and movement naps. 1.3.3

1.3.4

Stakeholder consultation

Stakeholder participation was a critical input to the study process in terms of securing local knowkidge of issues, identifying the opportunities for improvement and determining the areas and items for priority. Interviews were held with key stakeholders to receive their comment on the issues, constraints and planned development to be taken into account for the study. Cardno also consulted with stakeholder participants via the saddle survey and invited other key stakeholders who were not interviewed to submit written comment.

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

2 Study Area 2.1

Study area and surrounds

The study area for the Pedestrian and Cycle Movement Study covers the Woden Town Centre, the Mawson Group Centre, Athllon Drive East and the Canberra Hospital, shown on Figure 2.1 and referred to in this report as he study area'. The project study area is surrounded by the residential suburbs that comprise Woden Valley, including Phillip, Curtin, Hughes, Garran, O'Malley, Swinger Hill, Isaacs, Ferrer, Torrens, Pearce, Chiefly and Lyons. Beyond the residential suburbs is the Tuggeranong Parkway to the west and a number of nature reserves that form a ring around Woden including Oakey Hill, Red Hill, Mugga Mugga, Mount Taylor and Isaacs Ridge. 2.1.1

Woden Town Centre

Woden Town Centre, located in the Woden Valley, is one of five key town centres in the ACT, located around 8km south of the Canberra CBD. The Woden Town Centre, situated in the suburb of Phillip, is a retail, employment and community facilities hub for the surrounding residential suburbs as well as the wider Canberra area. Key features of the Woden Town Centre include the central location of the Woden Town Square and the bus interchange, the Westfield Woden Plaza, the Trades and Services Area to the south of Hindmarsh Drive, the sports and recreation precinct to the north of Launceston Street, and the Canberra Hospital to the east of Yamba Drive. The latest Woden Master Plan was completed in 2004. 2.1.2

Mawson Group Centre

Group Centres provide district shopping and services for groups of suburbs in Canberra. They are generally designed to provide a large supermarket and associated retail and services for three to five surrounding suburbs. The Mawson Group Centre is a district centre that services the residential suburbs of Mawson, Farrer, Torrens, Pearce, Isaacs and O'Malley. The centre is bordered by Athllon Drive to the west, Mawson Drive to the north and the Mawson District Playing Fields to the south. It includes a Woolworths supermarket, supporting retail and services, two service stations and three clubs. 2.1.3

Athllon Drive East

Athllon Drive is an arterial road connecting the Woden Town Centre with the Tuggeranong Town Centre, past the Mawson Group Centre. The road is generally a dual carriageway through the study area, except for the section opposite the Marist College, south of the Woden Town Centre which is single carriageway. The corridor is understood to have growth potential and has been identified as a key transport corridor. There is a large section of undeveloped land adjacent to Athllon Drive (east) between Hindmarsh Drive and Mawson Drive which makes up the study area.

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

Figure 2.1

Study area

• Study Area 1 sIS.011Sisk stfa

cr,ctirvine

PEDESTRIAN N M CYCLE MOVEMENT STUDY 1.....■■■■Wilmia•UMAINMV.*

2.2

Demographics

The study area's population characteristics are established in the following sections; based on the Australian Bureau of Statistics (ABS) 2011 Census data. The data is generally presented for four geographical areas: Cardrx)

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

> Woden - encompassing the 12 suburbs that comprise and surround the Woden Town Centre (Phillip, Curtin, Hughes, Garran, O'Malley, Swinger Hill, Isaacs, Farrer, Torrens, Pearce, Chiefly, Mawson and Lyons). > Phillip - the suburb in which the Woden Town Centre is located (within Woden). > Mawson - The suburb in which the Mawson Group Centre is located (within Woden). > Canberra - To provide context for Woden, Phillip and Mawson, the full results for Canberra are provided as a comparison against the wider Canberra population. Gender and age Woden and Mawson have significantly higher proportions of people over 65 years than the Canberra average, 17.9% and 19.1% respectively, compared with 10.7% for Canberra. This is not the case in the inner suburb of Phillip where the proportion of people 65 years and over is 8.7% of the total population. 2.2.1

Woden, Phillip and Mawson have fewer children than the Canberra average. Woden's population includes people 0-4 years at 5.4% and people 5-9 years at 5.7% compared with 6.7% and 6.0% for Canberra. Table 2.1 summarises the gender and age characteristics for the Woden, Phillip, Mawson and Canberra areas. Table 2.1

Gender and age demographics VVoden

Phillip

Âź

Mawson

Canberra

"/,

Pelson characteristics

Male

16,070

48.8%

1,011

48.6

1,454

49.8

175,896

49.5%

Female

16,888

51.2%

1,071

51.4

1,486

50.2

179,700

50.5%

Total Persons

32,958

2,082

0- 4 years

1,776

5.4%

103

4.9%

132

4.5%

23,756

6.7%

5- 9 years

1,877

5.7%

2.1%

127

4.3%

21,326

6.0%

10 - 19 years

3,938

11.9%

4.6%

321

11.0

44,849

12.6%

20 -64 years

19,482

59.2%

1,662

79.7%

1,782

61.1%

227,624

83.9%

65 years and over

5,885

17.9%

180

8.7%

558

19.1%%

38,039

10.7%

Total Persons

32,958

2,082

2,920

355,596

2,920

355,596

Age groups

2.2.2

Household composition

There are fewer family households with children in Phillip and Mawson, compared with the Canberra average. This difference is significant in Phillip where family households make up 45% of households, compared with 71% across Canberra. Group households are more common in Phillip (9%) than Woden (5%), Mawson (6%) or Canberra (6%). The household compositions in Woden, Phillip, Mawson and Canberra are detailed in Table 2.2 and household types are shown graphically on Figure 4.10.

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

Table 2.2

Household composition

Family households Single person households

r-tiTherta

iviavv-wri

Magi)

8,649

67%

487

45%

3,892

28%

509

47%

420.

623

97 ttpj

33% 6% •

Flgure 2.2 Household composition

• Family households Single (or lone) person households • Group households

2.2.3

Dwellings

The following table and charts summarise the building types of dwellings In the VVoden, Phillip, Mawson and ACT (Canberra Only) areas.

The majority of dwellings in Woden and Mawson are Separate houses; in Philflp,the hsegrity.of dWeilfingis are listed as aPartmeets. Dwelling characteristics are shown on Table 2.3 and Figure 243.

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

Table 2.3

Dwelling characteristics Gaither r a

55.3

93,988

72.8

245

19.3

18,795

14.6

52.7

324

25.5

16,067

12.4

221

0.2

1,095

1,270

129,101

1,184

128

135

10,161

Total Dwellings (including unoccupied)

14,149

1,223

1,405

139,262

Average household slze (persons)

2.4

Woden

Phillip

'I,

1111awson °A

Separate house

8,814

68.0

2.1

703

Semi-detached, row or terrace house, townhouse etc

1,736

13.4

494

45.2

Flat, unit or apartment

2,411

18.6

577

Other dwelling

Total Occupied Private Dwellings

12,965

Unoccupied Dwellings

Dwelling characteristics

Figure 2.3

1.8

2.2

2.6

Dwelling characteristics

80% 70% 60% 50%

• Separate house

40%

• Semi-detached, row or terrace house, townhouse etc • Flat, unit or apartment

30%

• Other dwelling 20% 10% 0% Woden

2.2.4

Phillip

Mawson

ACT (Canberra Only)

Car ownership

Households in Woden, Phillip and Mawson are less likely to own a motor vehicle than households across Canberra. The difference is particularly noticeable in Phillip where 14.2% of households don't own a car and Mawson where 9.3% of households don't own a car compared with 6.2% across Canberra. This is reflective of the smaller household sizes and the higher densities, in particular in Phillip. Table 2.4 and Figure 2.4 summarise the car ownership per household in the Woden, Phillip, Mawson and ACT (Canberra Only) areas. NA50513030

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

In Woden, Phillip and Mawson, the majority of households tend to own one motor vehicle compared with a majority of households owning two motor vehicles throughout Canberra, shown on Table 2.4 and Figure 2.4. Table 2.4

Vehicles per household 01 ,

,1, i ■

, , t)

I, 1 iI(t1-h4i No motor vehicles

980

7.6%

155

14.2

118

9.3%

7,968

6.2% .

One motor vehicle

5,225

40.3%

849

59.3%

522

41.1%

47,445

38.8%

Two motor vehicles

4,768

38.8%

231

21.1%

458

38.1%

50,188

38.9%

Three motor vehicles

1,209

9.3%

3.4%

104

8.2%

14,473

11.2%

Four or more motor vehicles

525

4.1%

0.4%

3.3%

8,514

5.1%

Number of motor vehicles not stated

255

2.0%

1.7%

2.1%

2,535

12.0%

Total private vehicles

12,962

1,094

1,270

129,103

Figure 2.4 Vehicles per household 70%

50% , s No motor vehicles One motor vehicle

40%

s'iWo motor vehicles •Three Moir vehicles •Four or more motor vehldes •Number of motor vehicles not stated

20% 10% 0%

2.2.5

VVoden

PhillIp

Mawson

_ACT (Cariberis On)y)

Employment

Woden residents Of the 27,353 people Of working age (over 15 years) who live In the Woden area, 65% participate in the workforce. 42% of Woden residents are employed full-time while 17% are employed part-time. 2.2.5.1

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

Of the Woden residents that reported being in the labour force and over 15 years, 64.4% worked full-time and 26.0% worked part-time. This aligns with the Canberra average where 65.6% of people worked full-time and 24.6% worked part-time. Phillip has a higher proportion of full-time workers at 73.0% and less part-time workers. Table 2.5 summarises the labour force characteristics for the Woden, Phillip, Mawson and Canberra areas. Table 2.5

Labour force Woden

Y 'o

Phillip

% (,

Mawson

Canberra

LABOUR FORCE People who reported being in the labour force, aged 15 years and over)

Worked fulltime

11,486

64.4

1,051

73.0

1,100

65.6

131,481

65.0

Worked parttime

4,629

26.0

259

18.0

413

24.6

50,782

25.1

Away from work

1,127

6.3

5.5

101

6.0

12,770

6.3

Unemployed

589

3.3

3.5

3.8

7,254

3.6

Total In labour force

17,831

1,439

1,678

202,287

2.2.5.2

Woden workers

According to the ACT Planning Strategy, Woden-Weston accounts for 13% of ACT jobs. Of the 22,150 people who work in Woden, 64% are employed full-time and 29% are part-time. 2.2.6

Key considerations for the Pedestrian and Cycle Movement Study

Woden and Mawson have older demographics than the Canberra average. These resident populations will require walking facilities that are accessible and DDA compliant. Mawson also has relatively high proportion s of households that either don't own a vehicle or own only one vehicle, indicating a higher reliance on active and public transport than the average household in Canberra. These households need to be supported by safe and convenient access to the Group Centre and public transport services for access to destinations further afield. The town centre suburb of Phillip's resident population characteristics includes higher dwelling densities, low car ownership and a younger adult population. This presents the potential to support commuting trip mode share shift to walking and cycling as they reside close to the Woden employment centre. Emphasis should be placed on providing access to a range of travel options to encourage a reduction in single occupancy car use.

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

3 Policy and Planning Context The key documents with relevance for the Pedestrian and Cycle Movement Study from either a policy i the study area, are context or identification of issues/ opportunities, proposed works and development n detailed n i the following sections: > Federal policy framewoik. > ACT Government policies and plans. > Woden and IVIawson plane and Studies,

Federal policy framework

3.1

Responsibilities for transport punning are spread across all levels of government and provide a broad context for the Pedestrian and Cyele Movement Study. The Federal Government can have an important Rile to play in the funding of active transport initiatives and In establishing the framework within which the ACT Government can act. Relevant Federal policies, plans and programs that can affect the planning and implementation of active travel in the ACT include: > The National Urban Policy. > National Road Safety Strategy. > National Cycling Strategy. > National Partnership on Preventative Health. > National Disability Strategy. > The Liveable Cities Program. > Disability Discrimination Act 1992. > Walking, Riding and Access to Public Transportâ&#x20AC;&#x201D;Draft report for discussion 2012.

3.2 ACT Government policies and plans 3.2.1

The Territory Plan

The Territory Plan is the ACT's key statutory planning document, setting the policy framework for planning and development in and around Canberra. The Territory Plan encompasses a statement of strategic directions, the Territory Plan Map with structure plans and concept plans. It also details objectives and codes for the different zones and precincts throughout the ACT. The Territory Plan's strategic directions that relate specifically to the provision of pedestrian and cycling f a t i e s include: > >

> > >

Environmental Sustainability (1.5): This direction commits to efficient use of all resources and reduction of use of non-renewable resources. Transport is specifically noted as a means to undertake energy saving and conservation measures. Environmental Sustainability (1.10): This direction stipulates that land use and transport planning will be integrated to mindmise accessibility and transport efficiency, reduce energy consumption, support the preferred pattern of development, promote safety, safeguard environmental quality and minimilie greenhouse gas emissions Social Sustainabliity (112): This direction states that urban development will be planned in a manner that promotes community vitality and safety, applying principles of crime prevention through environmental design. Social Sustainability (1.23): This direction requires that the needs of people with disabilities are recognised in all facets of urban planning, particularly including the design and operation of transport and access systems. Social Sustalnability (1.24): This direction commits to the planning of new suburban areas to include a legible and permeable hierarchy of roads; conveniently located commercial and

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

community facilities; a network of open spaces; an off-road system for pedestrians and cyclists; and provision for accessible public transport. Spatial Planning and Urban Design Principles (2.7): This direction requires that development be planned to encourage use of public transport, walking and cycling, including commuter cycling. Routes will be reserved for an enhanced inter-town public transport system.

The Territory Plan Map specifies that the Woden Town Centre and Mawson Group Centre are zoned as commercial core zones for business and services while surrounding residential areas are zoned as medium density and suburban core. There are also community facilities and urban open space within or adjacent to the project study area and key roads such as Athllon Drive, Hindmarsh Drive, CaIlam Street, Launceston Street, Mawson Drive and Melrose Drive are zoned as Transport. 3.2.2

Territory Plan Urban Principles Review, 2009

This review aims to improve the ACT Planning Strategy through the Sustainable Future Program. It proposes and explains six principles to facilitate the delivery of sustainable planning outcomes including liveability, economic vitality, accessibility, identity, environmental responsibility and accountability. The principal factors of these relevant to the Pedestrian and Cycle Movement Study are:

• 1.iveability - the creation and maintenance of a diverse community`; and •

Accessibility — the provision of safe, convenient and attractive access to recreational, cultural, educational and employment destinations'

Liveability encompasses the provision of healthy and green ways for moving through the community and the provision of opportunities for non-car based travel to access local services and further destinations such as work places. Access is acknowledged as an important factor needed for social connectedness and an emphasis is placed on public and active transport over private car use. The review reiterates the journey to Work' target from the ACT's Sustainable Transport Plan which aims to achieve mode share of 7% walking, 7% cycling and 16% public transport by 2026. 3.2.3

ACT Planning Strategy, 2012

The ACT Planning Strategy 2012 (The Strategy) is the key document that will guide the future development of the ACT over the next thirty years to achieve The Canberra Plan's vision that: Canberra will be recognised throughout the world as a truly sustainable and creative city; as a community that is socially inclusive — acknowledging and supporting those who are vulnerable and in need and enabling all to mach their full potential,. as a centre of economic growth and innovation; as the proud capital of the nation and home of its preeminent cultural institutions; and as a place of great natural beauty. The strategy centres on five outcomes related to sustainable living, equality of access and participation, development of a ,lean' economy, quality public spaces and buildings that reflect the city's unique character and a balanced approach to development and protection of natural resources. These outcomes will be achieved through the implementation of nine strategies. Of the nine strategies, several are generally relatable, and two are directly relevant, to the improvement of pedestrian and cycling opportunities in the ACT: >

Strategy 1: Create a more compact, efficient city by focusing urban intensification in town centres, around group centres and along the major public transport routes, and balancing where greenfield expansion occurs. Strategy 2: Improve everyone's mobility and choice of convenient travel by integrating the design and investment of the various networks and transport systems with the land uses they serve.

The Strategy notes the importance of improving Canberrans' proximity to work and recreational destinations and Irequent, rapid public transport' and states one way to achieve this is to encourage more people to choose to live in town centres while creating employment opportunities in these centres to reduce the commuting travel to central Canberra.

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

The strategy also supports walking and cycling initiatives from a health perspective and recommends the provisions of safe, easy gradient walking routes away from busy roads to local destinations such as schools and shops. The review of the Woden Master Plan and preparation of a master plan for the Mawson Group Centre and Athllon Drive are short term actions to be Implemented under Strategy 1. Strategy 2 builds on the master plan to require the development of walking plans to „reruns the network covers the residential areas and links them to centres, public spaces and public transport routes'. 3.2.4

Transport for Canberra, 2012

The Transport for Canberra Policy (the Policy) sets the basis for planning Canberra's transport Over the next' 20 years. It demonstrates a commitment to the integration between transport and land-use planning as a means to increase sustainable transport. The Policy establishes sir key principles for planning Canberra's transport, based on the integration of transport and land-use planning, encoirraging potty. transport,„ providing environmentally sustainable trimeport options, accessibility and affectiveneris as viell as efficiency to deliver value for money and Manage travel demand. The Policy confirms the mode share target of 29% of Canberrans walking, cycling or catching public transport to Work by 2026. The issues that will affect the ACT's transport needs include the high proportion of trips by private vehicle, the greenhouse gas emissions associated with car travel, increasing road congestion, the ACT's aging population, addressing social inclusion, declining rates of physical activity and balancing transport investments. Key actions relevant to the Pedestrian and Cycle Movement Study include: > > > > > >

Integrating transport and land use planning to develop urban environments that encourage walking and cycling. Encouraging active travel through bike racks on buses and parking for bikes at bus stops Continuing to expand the on and off-road cycle and pedestrian netwOrks and improving active travel infrastructure like lighting, seating and drinking fountains, to make walking easier and safer. Encouraging behaviour change, particularly for travel to school, to establish sustainable travel habits for life. Create an 'urban form that encourages active travel. Change the balance of travel towards low-emission transport through mode shift to public' and • transport and providing associated infrastructure, programs, pricing, policy and promotion.

Cycling sad Walking Feasibility Study, 2009 This cycling and walking study is a component of the ACT Cycling and Walking Strategy With the objective's 3.2.5

to complement the Roads ACT infrastructure Study; tp Identify initiatives that support walking and cycling to achieve the targets ni the Sustainable Transport Plan, and to make ‘recommendations to Improve cycling and

walking in the A c t The study details international and Australian cycling aid walking best practice, reviews ACT current practices, reports on stakeholder consultation and presents a Priority Action Plan. While the study doesn't specify any specific existing issues or proposed •actions for the Woden Town Centre or the futawson Group Centre, it provides an introduction to the context and prevalence of active transport in the ACT including the following key insights: • .• i the tprimary transport task' in canbenet comprised of regular work > The marring commuter Peak s commuters and school trips; a proportion of these trips are able to be replaced with public • . transport • > More capable walkers and cyclists may be most comfortable withs network that is Integrated with the road network however less proficient or new users may prefer a segregated walking and cycling network. > Canberra's road network with its on-road cycling network provides the perception that Canberra support cyclists; sustaining this image will assist with supporting a modal shift to active travel. > Signage in the ACT provides distances to destinations in kilometres but distances expressed in minutes might make the trip appear more manageable.

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

End-of-trip facilities including parking and lockers range in quality throughout the ACT, including at schools and universities which are key land uses that could encourage active travel by students. The 50 bike lockers operated by Pedal Power in the ACT have a low take up rate due to design, location and inflexible access to them.

The study identifies a number of walking and cycling information sources including surveys, school travel plans, assessments of skills, hospital admissions, bicycle repair reports, and workplace data and discusses potential behaviour change, promotional, safety and education programs. 3.2.6

ACT Strategic Cycle Network Plan Preliminary Options Report, 2012

This report details four strategic cycle network options to address the future cycling needs of the ACT while achieving the target mode share of 7% of journeys to work by bike by 2026. The report differentiates between two approaches to shifting mode share towards cycling. The first is to target people who already behave in a similar manner to commuting cyclists, implementing actions that will make the shift easy for a small group of people; the second proposes providing cycling infrastructure to attract the widest possible range of users. The report notes the design principles of connectivity, directness, safety, legibility, accessibility, quality, clarity and comfort and describes the needs of the different types of cyclists. The report states, in contrast to the Cycling and Walking Feasibility Study, that Canberra's road network is well-defined for cars but not for bicycles. The report presents four options for a hierarchical network, city centric, town centre centric, a hybrid option and the complete strategic cycle network. The complete strategic cycle network is determined to be a comprehensive, integrated and connected network for all user types which includes: > > >

Primary routes – main routes that connect town centres and major destinations. Secondary routes – links between town and group centres and connections to the primary network. Tertiary routes - connections to local centres and destinations.

For Woden, the report indicates that the routes between Woden and Civic, Woden and Tuggeranong and Woden and Weston Creek are primary routes.

3.3 Woden and Mawson plans and studies The following overview of relevant studies and plans for the Woden and Mawson areas provide a summary of each document's purpose, premise and general recommendations. Specific issues identified are detailed in Section 5 – Existing issues identification and mapping and infrastructure proposed is listed in Section 7 – Future Active Transport Network. 3.3.1

Woden Town Centre Master Plan, 2004

The Woden Town Centre Master Plan (the Master Plan) sets out a vision -to foster the growth of an innovative, safe and collaborative living and working environment that values the social and physical heritage of Woden Town Centre—. The Master Plan identifies the factors driving change in Woden, noting that a number of new developments are planned for the town centre including an additional 12,000m2 of office space at Guardian House, realignment of Callam Street to Athllon Drive, expansion of the Southern Cross Club and a proposal for a residential development on the eastern side of the club. The Master Plan also notes that the community is concerned about the area's access, safety, amenity, convenience, safety and vibrancy. The Master Plan estimates three different growth scenarios for the town centre, with even the highest growth scenario representing only moderate growth: > > >

Low Growth: 100 new residential dwellings per year and negative jobs growth in the short term with employment dropping and then recovering to the 2004 level of 14,000 jobs by 2019. Medium Growth: 150 new residential dwellings per year and employment increasing to 16,600 by 2019. High Growth: 150 new residential dwellings per year and employment increasing to 18,500 by 2019.

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Pedestrian and Cycle Movement Study for the Woden Town Centre. Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

Instead of identifying specific improvement to the pedestrian network, the 2004 Master Plan sets out a number of principles related to walking by which development proposals will be assessed. The Master Plan is more specific about upgrades to cycling infrastructure; its recommendations are listed n i Section 8 — Future Active Transport Network, in this report. 3.3.2

Woden and Belconnen Town Centres Infrastructure Study (AECOM, 2011) This infrastructure planning study includes a review of existing infrastructure (civil, traffic and transport), details of approved and planned future infrastructure and identification of short, medium and long term improvements required to support each town centre's development potential. Issues identified for walking and cycling In Woden are discussed in Section 6—Existing knees Identification and mapping of this report and the identified traffic and transport infrastructure reqUirements identified by the study that are related to walking and cycling at identified in Section 8— Future Active Transport Network of this report 3.3.3

ACT Public Network WalkabIllty Analysis, Report 1: Weston Creek and•Woden Valley (Xavier Goldle, 2012) A M

& J D

. A l a M.%

This atsessment of the walking travel time to bus stops in Weston Creek and Woden Valley is based on actual walked distance as opposed to i s the crow flies'. The report assesses compliance with the draft minimum standards for access to the ACT public transport network: >

Frequent Network: 500m — 750m (7-10 minute) walk for 95% of households. Coverage Network: 500m (5-7 minute) walk for 95% of households.

> While the report provides a technical analysis of the walking networks, walking times and distances for Woden Valley, a discussion of the results and recommendations is being reserved until the complete of the assessments for all other parts of the city. The assessment found that 79% of all properties n i Woden were within a 500m walking distance of a bus stop and 97% of all properties were within a 760m walked distance of a bus stop. This falls short of the minimum standard of 95% of households within a 500m walk to a bus stop. Woden also falls short of the time criteria, only 88.5% of properties are within a 5-7 minutes' walk of a bus stop. The assessment is accompanied by maps indicating the walking paths, roads and bus stops throughout the Pedestrian and Cycle Movement Study area. The report also touches on the extent of social and transport disadvantage and accessibility and includes maps demonstrating a number of transport disadvantage Indicators by ABS mesh block such as households without a car, number of residents aged 65+, number of adults on a disability pension and number of households With a gross weeldy income of loss than $650. Woden Public Transport Planning Fratnewelt, 2012 3.34 The VVoden Public Transport Planning Framework (PT Framework) establishes the context for planning public transport Infrastructure and services n i Woden through :assessment of travel demand changes, investigation of a new bus interchange location and required supporting infrastructure, and capitalisation on future Westfield shopping centre expansions that would affect the interchange. The PT Framework provides anticipated growth in travel demand, office and retail space as welt as the number of residential dwellings and car parks. The PT Framework shoWir through maps that oknostthe entire town centre, Including otirtent aml proposed developments, is within e 500m radius of the Woden Sus Interchange, with the exception of the proposed developments to the north of PhillipOval. The PT Framework cites the Strategic Public Transport Network Plan's (SPTNP) target Increase of Public transport mode-share from 14% in 2011 to 21% in 2026. In 2006 Woden Town Centre's observed mode share for public transport was 13,6%. For Woden Town Centre this means a growth in public transport trips 8.4% over 2006 levels. 3.3.5

Woden Estate Development Plan (DA201323970), 2013

The Woden Estate Development Plan aims to improve the eastern side of the Woden Town Centre through development of a new bus interchange and demolition of the existing interchange, extension of the Westfield

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

shopping centre, upgrade of public amenities and provision of better pedestrian and cycle connections through to other parts of the town centre. The proposed estate development plan includes: > > > > >

Demolition of the existing bus station, connecting elevated walkways, Directions ACT building and adjoining —kiden garden"; Construction of a new bus station, bus layover and driver facilities; Road re-alignment and verge works to improve pedestrian and bicycle access between Woden Shopping Centre and other destinations within the Precinct; Services relocation works and preparatory works to facilitate the planned extension of Westfield Woden Shopping Centre; Creation of four developable parcels of land blocks for commercial development; and Provision of lighting to precinct.

The redevelopment of the Woden bus interchange is discussed in more detail in Section 6 – Future Context. 3.3.6

ACT Cycling and Pedestrian Network – Priority Network for Capital Works This review of the ACT's ten year pedestrian and cycle infrastructure plan identifies remaining or new links or gaps in the walking and cycling network and provides a prioritised action list for implementation of improvement works. The review is focused on Canberra's five town centres and five major employment nodes. A trunk walking and cycling network to link the town centres with on and off road facilities is also examined. As one of Canberra's identified town centres, Woden's existing and required infrastructure provisions for walking and cycling were investigated through the review to identify issues that included footpath quality, connectivity, crossing safety and convenience, accessibility and safety and desire lines. Future pedestrian and cyclist networks were also proposed to link key attractor/generator land uses and the Woden Town Centre with the surrounding suburbs. The off-road shared path along Athllon Drive and CaIlam Street is identified as the key off-road facility through the Woden Town Centre with the shared path along Melrose Drive providing a secondary route. An off-road route along Townshend Street, under Hindmarsh Drive and along Bradley Street and Bowes Street is proposed in the review. The existing issues for Woden as identified by the review are provided in the discussion on background issues in Section 5 – Existing issues identification and mapping of this report and the review's recommendations are provided in Section 8 – Future Active Transport Network of this report. 3.3.7

Mawson Group Centre – Infrastructure Study, 2012 This study reviewed the existing infrastructure associated with the Mawson Group Centre, including traffic and transport, utilities, water and sewer, gas, electricity and telecommunications, and commented on the planned and required infrastructure to support development of the centre until 2031. The study found that the Group Centre and its road connections to residential areas were largely well serviced by walking and cycling facilities, noting however that the playing fields to the south of the centre acted as a barrier for Farrer residents attempting to access the centre on foot. The study recommended a few infrastructure improvements related to pedestrians, discussed in Section 8 – Future Active Transport Network of this report. Spatial Plan Evaluation - Urban Form Scenarios – Adaption and Mitigation Interventions, 2010 This report looks at how changing Canberra's urban form can assist in climate change mitigation and adaption. The report findings are based on modelling climate change impacts to town centres, group centres, local centres and the urban edge, of a less than 2 degree temperature increase. The report then proposes possible interventions and identifies where these would require changes to the ACT Spatial Plan. The Mawson Group Centre was used as the case study for the Group Centre impacts and interventions. 3.3.8

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The report identifies general climate change risks, urban form issues for Group Centres and opportunities for reducing the impact of climate change. Specifically for the Mawson Group Centre the report proposes three intervention options: > > >

Contained high density (extension of residential into the town centre and redevelopment of unused open space in the road corridor along Athllon Drive) Contained mid density. Extensive mid density.

The extension of residential developments into the group centre under all three options delivered various achievements against a 2 degree temperature rise.

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

4 Existing Situation 4.1

Land uses

The locations of key land uses are illustrated on the following figures. These include educational institutions, retail centres, public open space and hospitals. > > > >

Figure 4.1: Figure 4.2: Figure 4.3: Figure 4.4:

4.1.1

Woden Town Centre Woden Trades and Services Area The Canberra Hospital Mawson Group Centre.

Major employment

The Woden Town Centre is one of the major employment hubs in Canberra. Major employers include: > > > >

IP Australia Department of Health and Aging Westfield Department of Veteran Affairs

These employers are all based within the core commercial area of the Woden Town Centre, bordered by Corinna Street, Bradley Street and Launceston Street. The Phillip Trades and Services Area is another area of major employment, as well as the Canberra Hospital which employs around 3,000 people. 4.1.2

Education

There is one primary school located adjacent to the study area, Saints Peter & Paul Primary School is adjacent to Yamba Drive north of the Woden Cemetery. There are three secondary schools in or adjacent to the study area. The Canberra College and Melrose High School are public and Marist College is private (years 4â&#x20AC;&#x201D; 12). The Canberra College is located on Launceston Street while Melrose High School and Marist College are located to the west of Athllon Drive on Marr Street. The Canberra Institute of Technology's South Campus, a tertiary institution, is located on Ainsworth Street adjacent to Hindmarsh Drive. 4.1.3

Hospitals and healthcare

Woden is home to the Canberra Hospital, the largest in Canberra, which is located along Yamba Drive between Kitchener Street and Hindmarsh Drive in the east of the study area, shown on Figure 4.3. The hospital is tertiary level health facility and also a teaching hospital for the Australian National University Medical School. The hospital includes a number of specialist centres, and an Adult Acute Mental Inpatient Unit. Parking for staff and visitors is provided on the opposite side of Yamba Drive as well as within the hospital grounds. Some administrative functions of the hospital are housed in the Woden Town Centre off Callam Street. The Woden Town Centre houses the Phillip Health Centre on the corner of Corinna Street and Kettie Street. Another medical centre is located in the Phillip Trades and Services Area in Colbee Court. The hospital attracts patients and their carers from a wide area (including most of south east NSW) due to its size, scale and provision of specialised medical services.

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4.1.4

Retail

i the Woden Town The Westfield shopping centre, located between Corinna Street and Bradley Street n Centre, is the major retail destination n i the study area with a department store, discount department store, two supermarkets and over 200 specialty retailers. The shopping centre also includes a Hoyts Cinema. The Trades and Services Area in the south of the Woden Town Centre includes car yards and automobile repair services, wholesale trade, liquor stores, specialty retail and transport and storage services. At the Mawson Group Centre, retail is focused on the Woolworths supermarket within Southlands ft is surrounded by smaller supporting retail in the Southiands complex and along MawsonPlace (west). 4.1.5

Entertainment

The Woden Town Centre is home to a number of large clubs including the Hellenic Club bordered .by Launceston, Bowes, Matilda and CaNam Streets and the Southern Cross Club on Corinna Street, shown on Figure 4.1. A Hoyts Cinema is located on Bradley Street and restaurants with street frontages are:located on Bradley Street ( s o ^ and Corinna Street (west). The Trades and Services Area includes a number of cafes and restaurants located throughout the area. The Mawson Group Centre is also home to a number of community clubs including The Mawson Club, the Austrian Australia Club and the Culture Centre of Serbia, all located along Mountevana Street to the east of the Group Centre. 4.1.6

Sporting and public open space Sporting fields and public open space n i the study area are shown on Figure 4.1, Figure 4.3 and Figure 4.4 include: and

> Phillip Oval— north of Launceston Street. > Woden Pond and VVoden Cemetery — east of Easty Street. > Arebanoo Park and Woden Town Park — between Callam Street and Easty Street. > Phillip Enclosed Oval — between Ainsworth Street and Yamba Drive. > Marist College and Melrose High School Ovals — west of Athlion Drive. MaWS011 District playing fields south of the Mawson Group Centre. > Other sporting and recreationatfacilities include the Philip Swimming Pool and ice Centre, VVoden YMCA, squash courts,. Pitch n' Putt course and the bowling greens, gymnasium and basketball centre associated with the Yamba Sports Club and all located north of Launceston Street. 4.1,7 Ftealdentlal Wodett, is defined by the ABS Census, is 28.6 square IdlOmetres, with 4, population. of 32,958 this equates to an average density of 11.5 people per hectare. The ACT Planning Strategy (2012) notes that Woden has one of the tithed :proportional of high density dwellings of the eutxhinri town centrel, 0104410 20% Of all dwellings are high density compered with 5% or less for Belhonnen, TuggeMnong and Gungehliri. This supports the 2011 ABS Census data'discussed in Section 2.2.3 which showed that 52.7% of the dwellings in Phillip are fiats, Units or apartments compared with 12.4% for the Canberra Average. 4.1.7.1 Retirement living . As noted In Section 2.2.1, Woden has a higher ptoportisn of people otiertIffeyeanithaitthe Canberra average. Seniors qeedsbften relate to physical challenges which impact on their general mobility, sight, and heartng all of which blave Impact on their ability to deal with fnOcOrirlronments, and bencteincroase their reliance on *Wel by modes other than Private irehicie. The Bellerive retirement village is located to the west of Melrose Drive adjacent to the study area

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mouton Group Centre and AtMon Drive East Prepared for Environment and Sustainable Development Directorate

Figure 4.1

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Current Land Uses — The Canberra Hospital

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

4.2 4.2.1 4.2.1.1

Movement and access Pedestrians Network

There is significant variation between the extent, accessibility and quality of the existing pedestrian network within the Study Area. Woden Town Centre is generally well equipped with footpaths, but accessibility and legibility of the network is constrained in a number of locations due to gradient changes requiring stairs or steep ramps, as well as limited safe or formalised crossing provisions. The paths provided in the southern portion of the Town Centre (Phillip Trades and Services Area) are of a lower quality and maintenance issues have been noted. Mawson Group Centre benefits from a relatively complete pedestrian network, while Athllon Drive is characterised by a range of unformed paths, reflecting a range of destination located along both sides of this arterial route. The key pedestrian facilities including footpaths, off-road shared paths and unformed tracks identified for each study area are shown on Figure 4.5, Figure 4.6, Figure 4.7 and Figure 4.8, with outcomes of the site observations included on Figure 5.6, Figure 5.7, Figure 5.8 and Figure 5.9. The Woden Town Square is a pedestrian only environment situated amongst commercial office buildings, community facilities, the Westfield shopping centre and the Woden bus interchange. Pedestrians can enter the town square through links between buildings from the surrounding road network via Corinna Street, Worgan Street, Bowes Street, Furzer Street and Corinna Street. Access between the town square and Bowes Street (south) and the bus interchange is impeded by a poor grade change connection; a set of tight stairs to descend to Bowes Street from the town square and a dark ramp to descend into the bus interchange. The town square includes street furniture such as benches and landscaping along its length, creating an attractive pedestrian friendly route between central destinations. Connected to the town square, another pedestrian only environment extends to the east of the Sirius building. This walking area uses different materials and paving to the town square but maintains an attractive environment for pedestrians and bicycle riders. Pedestrians face difficulties in crossing the major arterial roads that adjoin and pass through the study area. For the major roads including Athllon Drive, Melrose Drive, Hindmarsh Drive and Yamba Drive, the only safe crossing points are at signalised intersections or underpasses which can be spaced up to 500 metres apart. Some major roads include medians which provide a waiting space if an informal road crossing is attempted. While destinations within the core town centre are close together, Westfield, the bus interchange, the town square and surrounding major offices, other destinations are a lengthy walk. The Canberra Hospital is 1.5 kilometres walk from the bus interchange, Phillip Oval is over 500 metres, the Canberra Southern Cross Club is 580 metres and the northern most part of the Trades and Services Area is 700 metres. These longer walking distances for destinations outside of the core town centre can be a barrier to walking, reinforced by a lack of knowledge about how long the trip will take and what the, quickest route is. Off road paths approach the Woden Town Centre from the south parallel to Athllon Drive and Melrose Drive and from the north parallel to Yarra Glen. The Athllon Drive and Yarra Glen paths form part of the Tuggeranong to Belconnen trunk route. These major shared paths intersect with feeder paths from Woden's residential suburbs. An off-road shared path is provided along Yamba Drive on approach to Canberra Hospital from the south. Missing links in the footpath network are made obvious by s o * tracks' or unformed dirt tracks. These are particularly obvious through the study area along Athllon Drive East, on approach to the Mawson Group Centre from the South, towards Launceston Street from northern car parks and within the courts of the Phillip Trades and Services Area. However it is noted that not all tracks visible from aerial photography are as a result of recent, regular pedestrian traffic as given the nature of the soil, once vegetation cover is removed a track can form from erosion and can take many years, if ever, for vegetation to recover. In this respect, dirt tracks can appear through the action of erosion and poor soil condition to be much more active as pedestrian corridors than they actually are.

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

4.2.1.2

Supporting Facilities

Signalised pedestrian crossings are provided at major intersections within the study area, although not necessarily on every leg of the Intersection. An example of this s i the intersection of Bradley Street and Callam Street at the exit to the bus interchange where there is no opportunity to cross on either the western or northern arms of the intersection. Signalised, zebra and underpass crossings are also shown on Figure 4.5, Figure 4.8, Figure 4.7 and Figure 4.8. Zebra crossings are provided at various locations within the Woden Tom Centre, Trades and Services area and the Mawson Group Centre. Underpasses exist mid-block on a number of major roads in the project study area, such as Melrose Drive and Athlion Drive. These underpass's provide an opportunity for pedestrians and cyclists to cross under the road separate from motor vehicles. Despite these underpasses some lengthy stretches of major roadt exist without a formal opportunity to cross provided for over 500 metres. In addition to signalised, zebra and undeMits crossings, pedestrian refuges are provided at smaller intersections and some mid-blocks to assist pedestrians to croSs multi-lane roads. Pedestrian facilities

The Wqden Town Square

Zebra crossing at CO/Ina Street

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Pedestrian crossing facilities at the intersection of Hindmaish bliVe and Melrose Drive

Pedestrian and Cycle Movement Study for the Wodan Tow Centre, Mawson Group Centre and Athlon Drive East Prepared for Environment and Sustainable Development Directorate

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PedesMan and Cycle Movement Study for the Woclen Town Centre. Mewson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

4.2.2 4.2.2.1

Bicycle Riders Network

Woden is generally well connected to the surrounding area for bicycle riders as they are able to use the footpaths and off-road shared paths described in Section 4.2.1. On road cycle lanes are provided north-south through the study area along Melrose Drive and east-west along Hindmarsh Drive and Launceston Street, shown on Figure 4.5, Figure 4.6 and Figure 4.7. The on road cycle lanes combined with the off road shared paths and footpaths provides a comprehensive network for cyclists in terms of accessibility, however may not suit riders of all ability levels, for example less confident and younger riders. 4.2.2.2

Supporting Facilities

Cycling storage is provided in different formats throughout the study area, generally close to transport infrastructure. Bike cages are provided at the Athllon Drive bus stop close to the intersection with Mawson Drive and the Melrose Drive bus stop in Lyons. This cage was observed to have limited use during site inspections however it is understood that it is a new facility which would benefit from increased promotion including additional information on how to gain access. A small cluster of bike lockers are provided at the Woden bus interchange and the Athllon Drive bus stop close to the intersection with Mawson Drive. The level of utilisation of these facilities was not apparent during site inspections due to the closed nature of the lockers. There are limited bike racks provided throughout the Woden Town Centre, Trades and Services area and the Mawson Town Centre. Of those that do exist, some are not provided to Australian Standards. The types of provisions are illustrated in the following photos. Generally bike racks on street were observed to have a low level of utilisation, potentially reflecting short term utilisation patterns or limited appeal including potential concerns regarding security under an all-day parking scenario. One well-used private bicycle storage facility is the Sirius Building located at Worgan Street. This bicycle enclosure contains two levels of private bicycle parking accessed by swipe pass for employees of the building. It is estimated that there were over 100 bicycles stored in the facility on the weekday of inspection. This represents a significant cycle trip generator for the town centre and is reflective of what good policy in relation to the required provision in new buildings or significant redevelopments of end of trip facilities and secure bike storage can achieve in promoting a mode shift to cycling. The secure storage of bikes used for work commuting purposes at the destination reflects the desire to use a single mode of travel to the workplace, and also the good level of accessibility and catchment size available to the Woden Town Centre for cycle commuting. Bike storage locations

The bike & ride facility at the AthHon Drive bus stop

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Bike storage occurring in the Sirius Building, Worgan

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Pedeshian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

near the Mawson Group Centre

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Bike racks at corner of Prospect Court and Townehend Street

Bike rack, Woden Town Centre

Bike lockers north of the bus Interchange

Bike lockers at Athlon Drive bike and tide bus stop near the klawson Group Canby

Bikehoopa behind the Woden Library

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

4.2.3 4.2.3.1

Public transport Network

While this study doesn't focus on public transport, the pedestrian and cycle network and facilities should integrated with public transport provisions. Bus routes and stops throughout the project study area are shown on Figure 4.9. Bus routes exit the bus interchange onto CaIlam Street and head north onto Launceston Street or south towards Hindmarsh Drive. The intertown Blue Rapid service accesses the bus interchange along Athllon Drive from the south and Launceston Street via Yarra Glen from the north. It is noted that ESDD have plans to relocate bus routes passing through Woden Town Centre into Bowes Street through a modified interchange layout. A reorientation of north-south pedestrian movement along a principal spine route utilising Bowes Street would take advantage of this change of use. The future bus routes are examined in more detail in Section 6.4.1 of this report. Bus Services are provided by ACTION and Deane's Buslines. ACTION provides all bus services within the ACT while Deane's Buslines provides services from Woden to Queanbeyan and Yass.

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Atlilion Drive East Prepared for Environment and Sustainable Development Directorate

Public transport facilities

Bus stop on Corinna Street

Woden Bus interchange

Athlion &lye bus stop near Mawson Group Centre

Pedestrian tamp at bus interchange

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athilon Oliva East Prepared for EnAronment and Sustainable Development Directorate

Existing bus routes and bus stops

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4.2.3.2

Supporting Facilities

The Woden bus interchange s i the Woden Town Centre on i a major public transport interchange located n Bradley Street and Bowes Streets adjacent to CaIlam Street. It is dose to the Westfield shopping centre and the Woden Town Square. 43 weekday services operate from or through the bus interchange providing services to and from suburbs in Woden and Weston Creek and also intertown services to destinations further afield. The Woden Public Transport Planning Framework repents that between 8am and 9arn there are a total of 130 buses stopping at Woden bus Interchange equating to an average of over One bus per 30 seconds in peak periods. During the midday hour there are 81 buses stopping at Woden bus interchange, equating to nearly one bus per 45 seconds. The Woden St* Btation is currently proposed to be redeveloped with better integration to the town centre's retail precinct and Town Square. The Mawson Group Centre is serviced by 15 weekday bus routes via the bUs stops located on Athllon Drive close to the intersection with MeW11011 Drive and Beasley S t e t and by another four weekday N I routes that utilise the bus stops on Mawson Plane. i the hospital grounds. These routes The Canberra Hospital is serviced by routes along Yamba Drive and n provide access to the Woden bus interchange and surrounding suburbs but interchange at Woden for direct routes to other town centres. 4.2.4

Road

4.2.4.1

Network

The ACT's road hierarchy comprises arterial roads, major collector roads, minor collector roads and access streets, described in Table 4.1. Generally, the road hierarchy reflects the traffic volume which may be expected on the route, the travel speed and the therefore the types of pedestrian crossing facilities as well as the footpaths and cycle facilities which are appropriate on various road categories. Table 4.1

ACT road hierarchy

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Athllon Drive, Hindmarsh Arterial roads predominantly serve longer distance travel Drive, Yamba Drive within a district and through traffic from one district to , another, and form the principal avenues of communication for metrOpoiltan scale traffic moveteente. They include , ,iknibed access roads and parkways (or **Ways) having full' access control and grade separatectintersectIons.

Major collector

Melrose Drive, Major collector roads collect and distribute traffic within residential, industrial and commercial areas. They form the Launceston Street, link between the primary network and the roads within local Callam Street areas and should carry only traffic originating or terminating In the area.

Access

Access Streets provide access but do not accommodate traffic generated by sites in other streets, excluding rear lanes.

Bowes Street, Worgan Street, Colbee Court

Source: Trunk Road Infrastructure Standard No. 01, Territory and Municipal Services (2012)

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

4.2.4.2

Supporting Facilities

At grade car parking is provided throughout the study area, shown on Figure 4.1, Figure 4.2, Figure 4.3 and Figure 4.4. Multi-story car parking is provided at two locations in the Woden Town Centre, both to the south of the bus interchange and bordered by Bradley Street to the west and CaIlam Street to the east.

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

4.3 Travel behaviour The study area's resident and worker travel behaviour s i the following sections; based on the i established n Australian Bureau of Statistics (ABS) 2011 Census data. The data s i generally presented for four geographical areas: > Woden — encompassing the 12 suburbs that comprise and surround the Woden Town Centre (Phillip, Curtin, Hughes, Garran, O'Malley, Swinger Hill, Isaacs, Farrar, Torrens, Pearce, Chiefly, Mawson and Lyons). > Phillip — the suburb in which the Woden Town Centre is located (within Woden). i located (within Woden). > Mawson — The suburb in which the Mawson Group Centre s > Canberra — To provide context for Woden, Phillip end Mawson, the full results for Canberra are provided as a comparison against the wider Canberra population. 4.3.1

Journey to work - travel patterns

The Journey to work travel patterns for Woden are discussed n i the following sections, both for Woden residents and for Woden workers. Woden residents' refers to the residents of Wader' who are employed at i the Woden area, regardless of any location. -Woden workers' refers to the people who are employed n where they reside. 4.3.1.1

Woden residents

The employed resident population of Woden mainly travel to work by car (79.8%). Car travel s i followed by buses at 8% while 7% of people walk and 2.6% of people cycle as shown on Figure 4.10. This data does not distinguish between the location where Woden residents work (e.g. which could be n i Woden or elsewhere in Canberra). Figure 4.10

Woden residents' mode of travel to work (ABS Census, 2011)

• BUS ▪ Car, as driver • Car, as passenger • Motorbike/scooter a Bicycle • Other

▪ Walked only

Compared with the wider Canberra population, Woden residents are more likely to travel to work by walking; 7% compared with 5% for all Canberrans. They cycle less to work, 2.6% compared with 2.9%. 4.3.1.2

Woden workers

The Woden workers, people who hold jobs with the Woden area, also mainly travel to work by car, a higher proportion than Woden residents at 84.2%. Car travel is followed by buses at 7.6% while 5.4% of people walk and 1.8% of people cycle as shoWn on Figure 4.11. Figure 4.11

Woden workers mode of travel to work (ABS Census, 2011)

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

• Bus • Car, as driver

• Car, as passenger • Motorbike/scooter • Bicyde • Other •Walked only

Compared with the wider Canberra population, Woden workers walk to work at almost the same proportion as all Canberrans, 5.3% compared with 5% but are much less likely to cycle; 1.8% compared with 2.9%. The ACT Planning Strategy (2012) notes that 23.1% of local jobs in Woden are held by local residents. While this is significantly lower than other town centres (Belconnen at 60.6% and Tuggeranong at 72.8%), it is an opportunity to encourage mode share away from cars.

4.4

Research insights

The following research results for waking and cycling present insights into participation for all of Canberra, rather than specifically for Woden. 4.4.1

Walking

The yaking Walking Count' telephone survey in 2010 of Canberrans, undertaken on behalf of the ACT Government, found that over 95% of Canberrans found their walking environment to be pleasant or very pleasant with a key motivator for walking being exercise and health at 62%. Walking to private transport, e.g. a parked car, accounted for 42% of trips by survey respondents, followed by walking all the way to a destination at 39%. Walking recreationally accounted for only 12% of trips. The survey found that people who were not in paid employment walked far less than workers, an average of 14 minutes a day compared with 26 minutes for the whole ACT population. Almost 90% of primary school children were not allowed to walk to school alone, this drops to just over half of students aged 12-16 who are generally allow to walk to school alone while 30% in this age group are never allowed to walk alone. 4.4.2

Cycling

The ACT has one of the highest participation rates of cycling in Australia; the 2011 National Cycling Participation Survey found that 22% of the ACT's population rode a bicycle each week, 32% each month and 46% each year. Cycling participation for children aged under 10 is at 46% each week and this is maintained as they grow older with 43% of 10-17 year olds still cycling each week. Among adults, there is a significant difference between male and female cyclists, many more men cycle than women each week and both sexes drop off after the age of 40, down to 18% of men and 8% of women each week. Recreation is by far the most common cycling purpose trip with over 70% of the cycling trips in the survey week undertaken for fun. This in line with overseas research that demonstrates that countries with lower levels of cycling participation are more likely to have resident populations that cycle for pleasure rather than NA50513030

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

utilitarian purposes (Making Cycling Irresistible, 2008). Commuting followed at 26%, education and shopping at 13% each. The ACT cycling trip purposes are compared with the results for the Australian average in

Figure 4.12. Figure 4.12

Cycling trip purposes ACT and Australia, 2011

Purpose for cycling travel by ACT residents whi 80%

"P 0 4

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0 6

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Source: The 2011 National Cycling Parlidpation Survey

i the number of people who cycle to work In the ACT; 4,667 people The 2011 Census found a 24% increase n cycled n i 2011, up from 3,757 in 2006. This included a 32% incline in the number of ACT women cycling, 1,200 women In 2011, up from 960In 2006. The 2011 Journey to Work mode share for cycling in the ACT wil2.8%, this is more than double the national average at 1..3% share of work trips. . Making Woden a connected en-attractive place to cycle will help to build on this recent increased Intelsat in cycling and contribute to achieving significant and permanent mode share 'shift. Despite the pips made in female bicycle riders, their participation still lags behind men. A focus on addressing the barriers for women, will be needed.

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

5 Existing Issues Identification and Mapping This sections details the issues and constraints for pedestrian and cycle movements to and through the Woden Town Centre, Mawson Group Centre and Athllon Drive East. The issues and constraints were identified through: > > > > >

Stakeholder Consultation (Section 5.1) Background Review (Section 5.2) Crash Data Analysis (Section 5.3) An infrastructure audit and saddle survey (Section 5.4) Site observations and counts (Section 5.5)

i Section 5.6. A summary of the key issues and constraints findings is provided n

5.1

Stakeholder identified issues and constraints

Stakeholder participation is a critical input to the study process in terms of securing local knowledge of issues, identifying the opportunities for improvement and determining the areas and items for priority. Appendix A details the stakeholder consultation activities, stakeholders consulted and outcomes. The sections below provide a summary of the key routes, issues and suggested improvements for walking and cycling the in project study area. 5.1.1

Routes and destinations

Stakeholder identified a number of routes and trip attractors throughout the study area, discussed in Table 5.1. Table 5.1

Key pedestrian and cyclist routes and destinations Stakeholder

Location

Comment

To / from Canberra Hospital

Canberra Hospital staff have a walking dub at lunchtime through the study area and some staff walk to the Woden Town Centre for lunch. Many staff and visitors catch the bus to Woden bus interchange then walk to Canberra Hospital.

Canberra Hospital

A significant percentage of Canberra Hospital staff live in neighbouring suburbs (Swingers Hill, Tiffany Gardens, and Central Park) and so active travel is a key method of travel to work. This applies especially to nursing staff, who need to live close to work due to shift hours.

Canberra Hospital

Bike riders access the hospital from all approaches either on main roads or on footpaths.

Canberra Hospital

Corinna Street has developed as a food precinct while Bradley Street has two restaurants and the cinema which keeps it busy in the early evening and night.

Woden Community Council

Cyclists travelling east-west through the town centre have to ride through the bus interchange.

Woden Community

The Corinna Street bus stop is well utilised.

ACTION Buses

Crossings are occurring on Melrose Drive at the pool (crossing to the centre), behind the Southern Cross Club and crossing Hindmarsh Drive into Phillip. There is a laneway at the bottom of Bradley Street to access Hindmarsh Drive.

ACTION Buses

The pedestrian crossing at the intersection of Melrose Drive and Hindmarsh Drive from Chiefly is busy. There are concems regarding the potential safety of a two stage crossing at this location.

Woden Community Council

People accessing the town centre from the east connect north of the bus interchange via Easty Street (except for people travelling to or from the hospital).

Woden Community Council

Around Woden Town Centre

East of Woden Town Centre

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Around Athllon Drive

VVilbow Street and Caliam Offices are used for east-west mutes.

ACTION Buses

informal crossing of Beasley Street is occurring by Melrose High students as they access the bus stops on Athlion Drive.

ACTION Buses Woden Community Council

Pedestrians are crossing Athllon Drive north of the signalised Intersection with Wockin Community Council Melrose Drive, to access the northbound bus stops and access/ egress the school. Limited lighting along Athion drive to Illuminate the off road paths and distance Woden Community Council to points of active surveillance, as well as close proximity of trees to the pathway can create a reduced sense of personal security during hours of darkness. Seldom & The Melrose Drive underpass has unmade tracks to StrathOordon on the Woden Youth Centre mobility corner of Melrose Drive, There are some mobility disabled used who use these impaired paths. routes and destinations Between the trade & services area and the town centre

5.1.2

VVoden Community Commuters to the Woden Town Centre park for free n i the Trades and Services area and then walk across Melrose Drive, and people also walk north- Council south between the trades and services area to Westfield, principally at lunchtime.

Pedestrian and cyclist Issues

Stakeholders identified a number of existing issues for pedestrians and cyclists throughout the study area. These issues and constraints are grouped n i broad categories and presented in Table 5.2. Table4.2

Stakeholder identified pedestrian and cyclist Issues SOMME

MOB

Connectivity East-west conriectivity through the town centre Is poor. It can take 10-15 minutes to Walk east-west across the CBD.

There is limited north-south connection: To the trades and ietvices area and Through Westfield; it s i also hard to walk between the cinema and the restaurants on Corinna Street > Through the town centre at town square, due to the size of the footprint of INestfield. This issue is particularly relevant outside of trading hours when Westflekttioors are dosed, but also mists during trading bouts due to the change:hi ambience and Indired-Paikwaks involved from walking through Westfield. Desire lines am not catered for and navigation Is difficult, especially Mawson Drive underpass. > >

Woden Community Council & Woden Youth Centre VVoden Community Council & Woden Youth Centre

Woden Community Council & Woden Youth Centre

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

Footpath condition

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Missing pedestrian links: > No footpaths on the west side of CaIlam Street near Neptune Street and between car park entrances. > Missing pedestrian link at Wilbow Street roundabout > South side of Launceston St between CaIlam Street and Bowes Place (adjacent to the Hellenic Club building and car park). > The footpath on the western side of Yamba Drive north of Kitchener Street ends abruptly. > Athllon Drive East cycle path leads to a crossing near the Southlands post office which puts them in conflict with traffic from the shops.

Woden Community Council, Woden Youth Centre, ACTION Buses, Canberra Hospital & IP Australia

Wider footpaths needed on route between the hospital and the Woden Town Centre and trees overhang the existing narrow path.

Canberra Hospital

Some trip hazards present on Hindmarsh Drive.

Canberra Hospital

Footpaths are not wide enough for both walkers (especially elderly/ frail people) and cyclists.

Canberra Hospital

Footpaths are not good quality on the north side of Corinna Street.

Woden Community Council

Access to Eddison Park is steep and it is necessary to weave through the metal barriers.

Woden Youth Centre

The access pathways for the Melrose Drive underpass are too steep for elderly people.

Woden Youth Centre

Athllon Drive East the southernmost section of this cycle path - is and has always IP Australia been a narrow concrete walking path of very poor quality. Cracked, dislodged slabs, rough edges etc have been there for decades. Crossing

There is potential for pedestrian / car conflict on Ainsworth Street as walkers crossing over Ainsworth interact with cars using Ainsworth as a shortcut to avoid the Yamba Drive / Hindmarsh Drive intersection.

Canberra Hospital

Safety concerns for crossing VVilbow Street north-south.

Canberra Hospital

Some conflict between people and vehicles on Corinna Street west, the pedestrian crossings are located too close to the Westfield car park entrance.

Canberra Hospital

There are limited crossings of Melrose Drive into the trades and services area from Chiefly.

Woden Community Council

The roundabout refuges at the intersection of Botany Street and Townsend Street are very small and are not pedestrian or cycle friendly.

Woden Community Council

The pedestrian crossing outside of Westfield on Corinna Street is too close to the intersection with Brewer Street

Woden Community Council

There is no north-south pedestrian crossing on the west side of the intersection of Bradley Street and Callam Street â&#x20AC;&#x201D; where buses exit the interchange. Speeding occurs through the two zebra crossings at Westfield on Corinna Street due to a lack of traffic calming devices.

Woden Youth Centre

There are significant pedestrian safety issues associated with Launceston Street and the number of staff who are required to cross it from car parking on its north side. The same safety issues impact on bus travellers required to cross Launceston Street.

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Poor intersection design, especially at intersections of dual carriageway roads, limits the ability of road engineers to program pedestrian signals to allow, pedestrians to cross when it is safe to do so. In many cases this problem was compounded by poor pedestrian signal programming. Personal safety

Living Streets Canberra

Altree Court presents some pensonalsafety issues for taxi drivers.

Taxi Council

After Spm there is a lack of people e s the Woden Town Centre.

Woden 'Community ' Council

VVoden The bus interchange presents a security Issue, anti-social behaviour goes i Isolated with limited shop fronts and Inactive facades, Westfieldslaci Community unseen. It s Council has inactive facades. . . ACTION 00,1fia

Menage

„ during the . evening In winter motile is IP Australia ' Walking distances, such as to Southlands, -,• seen as undesirable by many female staff members because of ladcof light There is a lack of signage indicating how to access the VVoden Town Centre and Canberra Hospital & Woden between Canberra Hospital and the Woden Town Centre. Community Council

Integration with other transport modes

Bus services could be improvedwith better connections into the hospital grounds. Canberra Hospital There are also slow connections between bus services.

Vehicle speeds

Only half the town centre s i 40kpm where there is high pedestrian activity, there should be more 401cpm zones. Eg. Corinna Street

Woden Community . Council & Woden Youth Centre

Motor vehicle speed is a safety issue for pedeetrians and cyclists – especially for IP Australia children under ten who, according to Meats ACT, should not be allowed to walk or cycle on (presumably including across) roads without adult supervision. Conflict with vehicles

Conflict between cyclists & ' pedestrian

There is bus/pedestrian conflict as buses exit the interchange. Drivers have poor Woden Youth Centre & ACTION visibility. (Pedestrians crossing Callam Street in the eastboUnd direction ate in Conflict with buses exiting the Interchange when they are in the second half of the Buses , crossing) . The lack of "drop off" and "pick up" points for some of the buildings in Woden.. IP Australia present safety ilium for stall Grossing roads such as Worgartend Puraer Streets. The street art item at the comer of Worgan / Furzer also adds to safety issues at • that intersection between 4,45pm and 5.300m ._" An Important ...—•_ owner is driver ignorance of the rules that require: them to give way ' Living Skeet Casten to pedeitrians at intersections. A barrier for child cyclists and for adults who cycle on footpaths is that they must LIVIIV.Street Canberra give way to all other traffic whenever they cross a road. , . The Issue of mixed pedestrian and cycle paths presents safety challenges, IP Astragal . particularly with theincreased use of hoed phones and ear p i e * by pedsatens, joggers and cycle*.

. : . the chemist And the 'Woden Youth Accessibility Peet Corinna Street thee Is , of disabled parking near Centre chemist loading operations occur on the footpath. Street fronts

The medical land uses on Corinna Street are not consistent With the emerging, ,Woden Community food precinct Council

Lighting

i needed through Central Park. More street lighting s

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Cycle lanes/paths

Cycle parking

5.2 5.2.1

There is limited lighting on cycle paths e.g. no lighting along the share path adjacent to Athllon Drive.

Woden Community Council

The Melrose Drive underpass is poorly lit and could be wider.

Woden Community Council

There is limited lighting on cycle paths. Cycle paths can be isolated and dark, dependent on the time of the day.

Woden Community Council & Woden Youth Centre

Planning cycle lanes adjacent to taxi ranks should be avoided.

Taxi Council

The cycle path is tree-lined which is great but it is on the wrong side of the road for Woden.

Woden Youth Centre

CaIlam Street has bus-only lanes which are not for cycling.

Woden Youth Centre

The East/West "Bicycle Way" adjacent to Bowes Street (EastNVest) and on the southern edge of the large car park bounded by Bowes Street, CaIlam Street & Matilda Street is signposted as a cycleway with "no stopping". Cyclists conflict with motorists parking there, opening doors, and also driving along there.

IP Australia

The lack of proper cycle paths on the Lyons side of Launceston Street is noted as a deficiency, this also impacts on staff cycling to Woden from Weston Creek, via Heyson Street

IP Australia

There is not enough cyde parking in the study area, particularly at Westfield.

Woden Community Council

The Bike & Ride facility at Mawson & Lyons is not well used.

ACTION Buses

Background review: identified issues and constraints Pedestrian and cyclist network issues

The background review identified a number of pedestrian and cyclist issues that need to be addressed to enhance the safety, convenience and directness of the walking and cycling networks in, to and through Woden and Mawson, shown in Table 5.3. Table 5.3

identified pedestrian and cycle network issues

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Connectivity

Improvements to Woden Town Centre's internal connections will improve accessibility and facilitate higher quality, more frequent connections from surrounding residential areas as well.

ACT Cycling and Pedestrian Network (2009)

Walking and cycling links are needed to connect the trades and services area and the Canberra Hospital precinct with the town centre.

ACT Cycling and Pedestrian Network (2009)

Gaps in footpath provision along desire lines.

ACT Cyding and Pedestrian Network (2009)

Poor connections from nearby residential areas to the east and west of the town centre.

ACT Cycling and Pedestrian Network (2009)

The stormwater channel along Athllon Drive to the west of the Mawson Group Centre presents a barrier to pedestrians and cyclists but a number of informal crossings exist They connect to laneways from Batchelor Street in

Mawson Infrastructure Study

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(2012) The playing fields to the south of the AAawson Group Centre separate Ferrer Mawson from the Group Centre; there is only one format path to the east of the. fields Infrastructure Study (2012) and paths on Heard Street informal paths through the playing fields link to . the zebra crossing on Mawson Place. , The study identifies that whileittertowni footniths/shr are paths are provided,Woden and they cease at the entrance to Wnden town centre. Beiconnen Town Centres infrastructure Study (2011) Footpath condition

' Crossing

Some uneven footpaths, and footpaths with widths that do not meet existing ACT Cycling and Pedestrian Network demands, were identified through Woden particularly along major roads, • (2009) including Hindmarsh Drive and the trades and SWARM area.. Crossing along Hindmarsh Drive is Intimidating to pedestrians: •

ACT Cycling and Pedestrian Network (2009)

There is no zebra crossing connecting shops on the west side of Mawson Place to the rest of the shopping centre.

Mawson Infrastructure Study (2012)

Corinna Street Is difficult to cross due to too much traffic and a lame number Woden Town Centre Master Plan (2004) of heavy vehicles. The pedestrian crossing on the corner is too close to turning traffic. Personal safety

Some potential personal safety Issues were present, inducing in the vicinity ACT Cycling and Pedestrian Network of Callam Street Where them is a lack of sunreillance and activity. ' (2009) . - Woden Town Centre Master Plan (2004) . The pedestrian bridge from Callam Offices to the western side of Yerralumla Woden Town Centre Master Plan (2004) Creek s i a security issue for the major tenant of the building. Crossing Yarralumia Creek to car parks on the eastern Ode feels unsafe both Woden Town Centre Maid& Plan (2004) night and day.

Signage

Shored zones Accessibility

Street fronts Lighting Cycle lane

The shared zone at the southern interface between the Meascrn Group ' Mawson . Infrastructure Study Centre shopping centre and the Woolworths car prat needs additional (2012) signage; the operation of the shared zone is dePendept olqtve eignage at ' Main entrances off Mawsort Place and Heard Street but SO„lane Warning for drivers that enter the car park at other locations. Thestieredarbne vatuld • also be more evident to visitors to the Group Centre Ma different pavement texture and colour were used. ' . „ the . paricen MawsOn •, • hiewson acmes The Group eentri shrine /ash lie Main car to , Infrastructure Study Heard Streetjustifies a shared zone More than the:editing one (In the ' (2012) ' Woolworths car park). The stairs that lead from the bus interchange have quite Poor MONS Including no marking on the edge of each step and poor lighlingt ,, . . . street frontage activity alongCallem Street HindrairshOrive and A lack of MelroseDrive. ., Town Centre. Inconsistent nsistent quality of lighting and landscaping in the Woden , The on-road cycle path has gap:Mifflin the town centre. ,

ACT Cycling and Pedestrian Network ,lAfirden Town Centre Master Plan (2004) Woden Town Centre Master Plan (2004) Wcden and Belconnen Town Centres Infrastructure Study (2011)

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

5.3

Crash data analysis

There were 53 crashes involving cyclists reported in the project study are during the most recent 5 year period of recorded data from 2008 to 2012 and 17 crashes involving pedestrians during the same period. 5.3.1

Crash severity

Of the 53 cyclist crashes, 24 involved injury and 29 involved property damage only. Of the 17 pedestrian crashes there two fatalities, 14 crashes involving injury and one involving property damage only. 5.3.2

Crash locations

The pedestrian and cyclist crashes are mapped on Figure 5.1. There was a high concentration of cyclist crashes at the intersection of Melrose Drive and Theodore Street and a number of crashes causing injury, and in one case death, to pedestrians at points along Hindmarsh Drive. The cyclist crashes that occurred within the town centre on streets such as Caliam Street, Wilbow Street, Bowes Street and the majority on Launceston Street are less severe, causing property damage only. Figure 5.1 also shows the crashes that occurred just outside of the project study area. 5.3.3

Crash profiles

More than half of the recorded cycling related crashes are represented in two crash type categories. 20 of the cycling related crashes occurred when the cyclist and driver were travelling in the same direction and one attempted to turn left or right while a further 11 cycling related crashes occurred when cyclists moved from the footpath to an on-street location. Nine pedestrian crashes occurred as a pedestrian stepped into the roadway to cross the road, while four pedestrian crashes occurred when the pedestrian had almost completely crossed to the other side of the road. Hindmarsh Drive and particularly the intersection with Melrose Drive has been highlighted as a black spot for these crossing incidents. It is noted however that the Hindmarsh Drive and Melrose Drive intersection was recently upgraded with a two stage pedestrian crossing. Detailed information on the pedestrian and cyclist crashes is provided in Appendix B.

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5.4

Results of the infrastructure audits

The site audit and saddle survey identified a number of issues throughout the study area ranging from the quality of facilities through to locations of personal and road safety risk. Photo examples of some of the instances where these issues occurred as shown below, with issue locations shown on Figure 5.2, Figure 5.3, Figure 5.4 and Figure 5.5. Poor surface condition Pr

Footpaths in the rear facing courts of the Trades and Services Area are in disrepair.

Tree roots are causing uplift and unevenness in the footpath, Bowes Street north of the bus interchange.

Patchwork repairs to uplift and cracking in the footpath, Melrose Drive north east corner of Hindmarsh Drive.

Loose topsoil runoff covering the footpath, Melrose Drive southbound near Worgan Street.

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Dirt track not sealed/no formal pedestrian provision

Sealed footpath not provided for and informal crossing location, VVorgan Street near Melrose Drive.

Concrete lining providing on drainage channel only, near â&#x20AC;˘ Mawson Mao%

Informal track, Melrose Drive north Of Corinna Street. 4

Pedestrian desire lines indicate a regulatiy-used alternative path to the footpath provided, corner of Ainsworth St and Albenuarie Pi.

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Footpath over underpass northbound along Melrose Drive. Handrail does not cover point of need on approach to avoid an errant cydist falling into the underpass.

Narrow ramp, north of Town Square near Atlantic Street.

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

Stairs impeding cyclist or disabled access

Stairs descending from the Woden Town Square to Bowes Place

Limited night time lighting

AthIon Drive, west side near underpass north of Mawson Drive

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Vegetation overgrown

Hindmarsh Drive eastbound, near Botany Street

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Vehicle crossing footpath, Corinna Street

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

Other safety concern

Unmade track extending south on Corinna Street No hand rail provided against the wall.

Use of similar coloured concrete for both shared path and bus bay (passenger waiting and unloading area) without delineation.

Trip/slip/fall concern

Uneven path surface on Melrose Drive, south of underpass

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Road crossing not fonnallsed

Lack of crossing fedlities,on Mawson Place (west).

Lack of pedestrian crossing on two awns of signalised Intersection of Caliam Street and Bradley Street near bus Interchange.

Unclear wayfIndIng

Entrance to Park from Easty Street

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Kerb layback and pram ramp not provided

Roundabout in Chaseling Street

Chaseling Street

Crossing of Corinna Street at Melrose Drive intersection

Crossing of Woman Street at Melrose Drive Intersection

Cycle! pedestrian conflict point

Corinna Street southbound bus stop

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Bike hold rail not provided

Yarnbe Drive at Launceston Street

Padasaian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Addlon Drive East

Prepared for Environment and Sustainable Development Directorate

Figure 5.2 Facility audit Issues Woden Town Centre

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Milton Drive East Prepared for EmAronment and Sustainable Development Directorate

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

5.5

Results of site observations and pedestrian and bicycle rider movements

The Woden Town Centre experiences significant pedestrian movements through the centre to office buildings, the Westfield shopping centre and transport such as the bus interchange or car parks. Other sections of the study area experience more through bicycle rider flows, or movements to education institutions, the hospital and recreational facilities. The following pedestrian movement maps for Woden Town Centre, Trades and Services Area, Mawson Group Centre and the Canberra Hospital on Figure 5.6, Figure 5.7, Figure 5.8 and Figure 5.9 give an indication of the pedestrian movements through the study area, indicating high to low pedestrian flows. While bicycle rider movements are not mapped specifically, their movements mirror those of pedestrians albeit with more movements through the study area to further afield destinations rather than within the study area. Pedestrian heat maps were developed based on the results of site observations during the study process as well as specific pedestrian and cyclist counts undertaken for the study. The counts were undertaken using surveyors who were positioned at various points throughout the study area undertaking 15min spot counts throughout an average weekday period, as well as during a Saturday morning. By combining site observations with the count data set and interpolation based on knowledge of the study area including intensity of adjacent land uses, heat maps were then compiled. It is acknowledged that not every possible pedestrian or cyclist route in the heat map figures carries a heat classification. For routes without a classification, it is understood from the site inspections that the volume of pedestrian or cyclist use is limited, or there may exist circumstances where use is substantial but the periods when use is substantial are limited. It was not within the scope of the study to assess pedestrian and cyclist volumes under all times of the day or for all seasonal scenarios, and subsequently there is only a strategic level of accuracy implied in the resulting figures.

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Pedestrian and Cycle Mowment Study tor the Woden Tow' Centre, Masson Group Centre and Athlon Drive East Prepared for ErsAronment and Sustainable Development Directorate

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5.6

Summary of findings

The analysis of stakeholder consultation, background review, examination of existing land uses and the pedestrian, bicycle rider, public transport and road netwodcs, and identification of issues and key pedestrian movements through the area provide a detailed understanding of the studyarects issues. These issues are primarily associated with pedestrian and cycle accessibility, connectivity, barriers, safety and integration with public transport They also present a number of Opportunities that can be incorporated into the development of improvements for Woden Town Centre, Mawson Group Centre andAlhliOn Drive East. The summarised key issues are presented in the below sections. 5.6.1 5.6.1.1

Connectivity issues Internal

East-west connectivity through the town centre is not direct or coherent Walking east-west at the southern part of the town centre is not possible as the Westfield shopping centre creates a barrier. > There is limited north-south connection: Within the VVoden Town Centre as the Westfield shopping centre creates a barrier. Between the Woden Town Centre and the Trades and Services Area. Into the Trades and Services Area across Melrose Drive from Chiefly. Access between the western side of the Woden Town Centre and the but interchange is impeded > by the level change and narrow stairs or ramp required to descend from the Woden Town Square to the interchange. > A number of signalised intersections are missing pedestrian crossing legs including the Bradley Street and Callan Street intersection. > Other difficult intersections for pedestrians and cyclists include the roundabout on Botany Street in the Trades and Services Area which has smd refuges and high traffic volumes/ if safe crossing opportunities at certain times of the day. >

5.6.1.2

External

> A number of dirt tracks throughout the study area demonstrate a lack of alignment between formal 'Pedestrian and cycle facilities and desire lines. Some of these tracks lead to informal crossing points on major roads. There are poor connections fromresidential areas east and west of the town centre.. > 54.1 > >

Accessibility Issues ' , Sections of the pedestrian and cycle network are 'steep n I grade reducing accessibility for mobility impaired people including the access to Eddison Park and the Whine Drive Underpass ramps.. Thastairs from the Woden Town Square to Bowie Street provide poor accessibility, inc.luding markings, lighting and a lack of a ramp for mobility impaired people.

5.6.3

Legibility issues

Throughout the. study area a lack of clear Wayfinding.signaite Oats, this ls particularly tacking . between the.Canberraliodrital and the .VVoden Town Ceniho and directions to the tOOM centre from other directions. â&#x20AC;&#x201D; 'Navigatio'n is difitedt between key land Utte$ tuah as the Wedenâ&#x20AC;˘Town Squire and surrounding. > commercial buildings and the bus interchange due to lack of-dear delineation,,wayfinding sionage and the small scale romp to descend into the interchange. >

5.6.4 >

Permeability issues

The Westfield shopping centre presents significant barriers for north-south connections (with no southern pedestrian entrance) and for east-west connections (with only one entrance provided on

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

Corinna Street and Bradley Street which is also limited to shopping centre opening hours). Cyclists are not able to use the shopping centre as a connection and must detour around it. The major roads surrounding the Woden Town Centre mean that the only safe crossing opportunities are at signalised intersections or underpasses, reducing the number of formal access points to the town centre.

5.6.6 >

Integration with public transport and land uses Issues

The Woden bus interchange is difficult to locate and access from several locations around the Woden Town Centre. The interchange is at a different grade to the town square and is accessed through either a tight stair case or dark ramp in unobvious locations.

5.5.6

Road safety issues

5.6.6.1 >

> > > >

A number of informal road crossing points occur on Melrose Drive, Launceston Street, Mawson Place and Hindmarsh Drive due to a lack of formal crossing facilities or inconvenience of existing formal crossing points being located away from desire lines. Conflict between pedestrians/cyclists and motor vehicles occurs: Where the off-road Athllon Drive East shared path crosses Mawson Drive close to the exit from the Mawson Group Centre. At the pedestrian crossing outside Westfield on Corinna Street. On Ainsworth Street on the route between the town centre and the Canberra Hospital. Poor driver visibility causes motor vehicle conflicts with pedestrians including due to poor bus driver visibility at the exit to the bus interchange onto Callam Street and the street art at the intersection of Worgan Street and Furzer Street. The current signal phasing at the intersection of the interchange and CaIlam Street also causes conflict as existing buses do not anticipate giving way to crossing pedestrians. Speeding vehicles cause issues for pedestrians and bicycle rides, including on zebra crossings on Corinna Street. Loading vehicles park within the No Stopping for the pedestrian zebra crossing on Corinna Street near Keltie Street Crashes involving injury or fatality to pedestrians are concentrated on Hindmarsh Drive between the intersections with Melrose Drive and Athllon Drive. The intersection with Melrose Drive has recently been upgraded. The shared zone at the south of the Mawson Group Centre is not well signposted.

5.6.6.2 > >

> > >

Cyclists

The designated east-west connection for cyclists (adjacent to Bowes Street) often has parked cars despite the no stopping sign. Crashes involving injury to cyclists are concentrated along Melrose Drive between the intersections with Hindmarsh Drive and Yamba Drive. The intersection of Melrose Drive and Theodore Street is a key conflict point.

5.6.7 >

Pedestrian / car

Personal safety issues

A lack of lighting and passive surveillance exists along Athllon Drive between the Woden Town Centre and Mawson Drive, along the route to the hospital, throughout the Trades and Services Area and around the Melrose Drive underpass. Lighting is also an issue in Central Park residential area. Callam Street, Hindmarsh Drive and Melrose Drive have a lack of street front activity. Anti-social behaviour occurs at the bus interchange. The Westfield shopping centre has inactive facades increasing personal safety risks; similarly CaIlam Street has a lack of surveillance and activity as does the pedestrian bridge over Yarralumla Creek.

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5.6.8

Infrastructure provision and quality Issues

i the There is a lack of bike parking facilities at the bus interchange, Woden Town Square, and n northern sections of the town centre. > Poor quality footpaths present in a number of locations including the Trades and Services Area, the northern part of Corinna Street, the Melrose Drive underpass, Worgan street (east), Launceston Street (west), and the southern-most part of the Athllon Drive East shared path (on approach to the Mawson Group Centro). > Narrow footpaths, which can cause conflict between pedestrians and cyclists, need to be widened between the Woden Town Centre and the Canberra Hospital, the southern-moit pert of the Athllon Drive East shared path (on approach to the MaWson Group Centre), and through the Mawson Drive underpass. > Vegetation needs to be trimmed on a number of pedestrian and cycle facilities including the route between Woden Town Centre and the Canberra Hospital and along Hindmiirsh Driver. Trip hazards are present on Hindmarsh Drive. > > Kerb ramps are missing on the Worgan Street intersection with Melrose Drive. This summary of the existing issues in the Woden Town Centre, the Mawson Group Centre and along Athllon Drive East presents the current situation for active transport in the study area. To ensure that Improvements recommended by this plan will address both this current situation and the area's future needs as it grows and changes, the potential development plans and anticipated increases in population and employment also need to be considered for their impact on pedestrian and cyclist movement and amenity. This future context is described in the following section. >

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

6 Future Context The following sections set out the population, employment, demographic and land use changes that are expected to occur within the study area over the next 20 years. This growth and change will be an important consideration in the development and enhancement of appropriate pedestrian and cycle networks that support a more active, attractive Woden Town Centre, Mawson Group Centre and Canberra Hospital precinct for the future.

6.1

Population growth

The Act Planning Strategy states that the ACT population will. increase to 453,000 by 2030, an additional 149,000 people. As discussed in Section 3.3.1, The Woden Town Centre Master Plan estimates three different residential growth scenarios for the town centre: > Low Growth: 100 new residential dwellings per year by 2019. > Medium Growth: 150 new residential dwellings per year by 2019. > High Growth: 150 new residential dwellings per year by 2019. The Chief Minister and Treasury Directorate provides regular Statistical Subdivisions (District) Projections for the ACT's districts. The most recent projections, published in 2011, predict that Woden Valley will have negative population growth from 2009 to 2021, decreasing from 33,800 in 2009 to 33,650 in 2021. When broken down to different suburbs within Woden Valley, the projections show significant variation with the Woden Town Centre (Phillip) set to grow from 2,050 people in 2009 to 3,450 people by 2021, a 68% increase while all other suburbs in Woden Valley are expected to decrease between 2% and 10% with the exception of Lyons which will grow 12% to 2,900 people and O'Malley which will remain at 900 people. The suburb of Mawson which houses the Mawson Group Centre is projected to have negative population growth between 2009 and 2021, down 300 people or 10% of the 2009 population. This concentration of population growth in the Woden Town Centre will mean greater demand for local walking and cycling trips to employment, retail, recreational and services destinations within the town centre.

6.2

Employment growth

As discussed in Section 3.3.1, The Woden Town Centre Master Plan estimates three different employment growth scenarios for the town centre: > Low Growth: Negative jobs growth in the short term with employment dropping and then recovering to the 2004 level of 14,000 jobs by 2019. > Medium Growth: Employment increasing to 16,600 by 2019. > High Growth: Employment increasing to 18,500 by 2019. Dependant on the growth scenario that eventuates, and the location, or relocation, of federal government departments, Woden's employment growth could vary significantly. In 2006 Woden-Weston accounted for 13% of jobs in the ACT and the proportion of local jobs held by local residents in Woden was 23.1%. This was less than other town centres such as Belconnen where local residents held at 60.6% of local jobs and Tuggeranong at 72.8%. With the significant population growth in Woden Valley occurring in the Woden Town Centre (Phillip) this currently low conversion of local residents to local workers represents a sizeable opportunity for the area to achieve an increased proportion of local workers in local jobs and therefore a higher incidence of walking and cycling to work.

6.3 6.3.1

Demographic changes An aging population

The Chief Minister and Treasury Directorate projects Woden Valley will have one of the oldest district populations in the ACT with around a fifth of the population aged 65 years and over by 2021, an additional NA50513030

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800 people and a 14.2% increase from 2009. Woden Valley's median age will be 38.3 in 2021, compared with the projected ACT median age of 35.7. An aging population means an increase in the number of mobility and sensory impaired pedestrians who will be reliant on walking aids such as walking sticks and frames and motorised scooters. Safety, lighting, grades, pram ramps, audible and tactile facilities and short walking distances need to be considered for these more vulnerable network users.

6.4

Land use changes

The following land use changes and new developments will create new pedestrian and cyclist destinations. Sites identified for redevelopment in the study area are demonstrated on Figure 8.1, Figure 8.2, Figure 9.3 and Figure 6.4. . . . .. . . . . .

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Dive East Prepared for Environment and Sustainable Development Directorate

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Pedestrian and Cycle Movement Study tor the Woden Town Centre, Mawson Group Centre and Athdon Drive East Prepared for Environment and Sustainable Development Directorate

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

7 Priorities and opportunities The project study area, comprising the Woden Town Centre including the Trades and Services Area and the connection to the Canberra Hospital in the east, the Mawson Group Centre and Athllon Drive East, presents the opportunity to create connected and safe walking and cycling opportunities between home, work and recreation destinations. Enhancing and creating direct, coherent, comfortable, safe and attractive active transport routes will support the ACT Government's goal to achieve a walking mode share of 7% and a cycling mode share of 7% by 2026. Development of a pedestrian and cycling network for Woden Town Centre, Mawson Group Centre and Athllon Drive East needs to integrate a number of overarching considerations in order to maximise the uptake of walking and cycling modes: > > > >

Provide missing links and develop key routes in the current and future primary, secondary and local routes. Improve infrastructure quality, including path condition, width and lighting; with works prioritised on principal and secondary routes to key current and future destinations. Ensure routes to key destinations for walkers and bicycle riders are coherent through use of urban realm treatments and directional signage. Address safety, both at road crossings and perception of personal safety, to reduce barriers to active transport by vulnerable road users.

This section sets out the priorities and opportunities determined through the study investigations into the existing active transport network, the issues, and the future context for the study area.

7.1

Priorities

A number of priorities emerged through investigations into the existing situation and future growth plans for the Woden Town Centre, the Mawson Group Centre and Athllon Drive East. 1. 2. 3. 4. 5. 6.

7. 8.

7.2

Creation of a bus interchange ,presence' in the town centre, with direct, legible and attractive access for all users. A coherent active travel connection between the Woden Town Centre and the Canberra Hospital. Enhancement of the Athllon Drive East connection between the Woden Town Centre and the Mawson Group Centre. Better connection across Launceston Street, Melrose Drive and Hindmarsh Drive to the Woden Town Centre. A simpleâ&#x20AC;&#x201D;to-navigate grid of paths for the town centre, increasing the number of direct, legible and convenient north-south and east-west routes. Creation of a major active travel spine route with a high quality urban realm through the town centre running north to south along the Bowes Street/ Bradley Street alignment as well as east to west through the existing Town Square. Wayfinding to and between key destinations throughout the study area. Providing safe town centre access for the several medium to high density residential developments planned or proposed within and adjacent to the town centre, including retirement living developments.

Opportunities

Amongst the issues to be addressed, several opportunities were identified, made possible by the redevelopment potential of several key sites in the Woden Town Centre. 1.

The number of potential medium to high density redevelopments proposed within the town centre and close to the bus interchange will allow Transport Oriented Development (TOD) principles to be applied, creating pedestrian friendly streets with direct connections to local destinations

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amongst a mix of land uses (including activation of street frontages after office/retail trading hours), with a focus on public spaces and neighbourhood activity. 2. The redevelopment of the bus interchange can ensure its position in the town centre is integrated into key pedestrian and cycle routes. 3. The Westfield redevelopment presents the chance for the shopping centre to become more permeable and support a principal spine network into and through the town centre for pedestrians and bicycle riders. 4. The potential development of the parkland along Athllon Drive East into medium to high residential dwellings will Increase the walkable residential catchment for the Woden Town Centre/ Trades and Services Area as well as the Mawson Group Centre. Addressing these priorities and opportunities forms the basis for the Woden Town Centre, Mawson Group Centre and Athllon Dtive Easts' network route development and the proposed active transport hierarchy, detailed in the following sections.

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

8 Active transport hierarchy An active transport hierarchy serves two main functions. It facilitates the access of the study area from the walking and cycling catchments from adjacent suburbs, as well as promotes ready and high quality access between and within the centres. The identification of the priorities and opportunities for the Woden Town Centre, Mawson Group Centre and Athllon Drive East guide the determination of the principal and supporting routes that constitute the active transport hierarchy throughout the study area. The following active transport hierarchy includes principal and secondary routes which provide connection between key land uses and also identifies a number of other routes such as the Main Routes Networks (MRN routes), a Hospital Link and Active Streets precincts for the Woden Town Centre and the Mawson Group Centre. The principle and secondary routes, alongside the proposed supporting network, will produce a high level of pedestrian and cycle access adjacent to the bus interchange, supporting TOD principles. This hierarchy aligns where possible with route classifications from the ACT Government's Design Standards for Urban Infrastructure 13 Pedestrian and Cycle Facilities; specifically the -Main Route Network" (main community routes, main on-road routes and connector routes) which aims to provide a high level of amenity and link town centres and major employment areas. The routes that comprise the active transport network proposed for the Woden Town Centre, Mawson Group Centre and Athllon Drive East are described in the following sections. These routes, titled Principal, Secondary, Main Routes Network and Supporting Routes, are proposed for the detailed project study area. Various previous cycling and pedestrian studies for the whole of the ACT cycling network also use similar terminology including the ACT Strategic Cycle Network Plan (primary, secondary and tertiary cycle routes), the 2004 Woden Master Plan (trunk cycling, primary walking and cycling and walking secondary routes), ACT Cycle and Pedestrian Network (trunk network). The comparatively detailed nature of this study, compared with previous studies that are applicable to the whole of the ACT, required the establishment of a new route hierarchy that is appropriate for the scale of a town centre and surrounds. This study proposes Principal routes and Secondary routes throughout the study area and also acknowledges the connections to the wider trunk network, using of the ACT Government's terminology for intercity routes, Main Routes Network, from the Design Standards for Urban Infrastructure 13 Pedestrian and Cycle Facilities. 8.1.1

Principal routes

Principal routes should provide a direct, accessible and safe connection to key destinations and public transport interchanges; prioritising users where appropriate, while providing a legible and uninterrupted path supported by wayfinding signage. The principal routes should have a high quality of architectural and urban form, appropriately sized for the principal route widths, providing a strong sense of place and clear, direct and unobstructed visual lines along the length of the connection. Solar access and active surveillance are key features to enhance these links, whilst avoiding becoming wind tunnels. Frontages should be active, and incorporate a range of uses which trade both day and night to provide informal surveillance opportunities. These routes need to encourage walking between places and include trees and plants along streets and paths to provide shade, comfort and visual interest as well as benches for resting and bicycle parking. Awnings that provide shelter during times of inclement weather, without imposing on the streetscape through appropriate bulking and massing as well as retaining solar access for the route are desirable along principal routes. These routes should have minimal or no waiting times for pedestrians and cyclists to cross intersections where appropriate. Principal routes are only identified for the Woden Town Centre and will provide for the future land use and population changes in, and adjacent to, the centre.

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8.1.2

Secondary routes Secondary routes provide alternative links to pedestrian and bicycle rider destinations. They intersect with the primary routes and allow access to employment, education and recreational destinations as well as connecting the principal routes within a town centre or group centre to the external main route network. Secondary routes should also provide a high level of pedestrian and cyclist amenity with passive surveillance, minimal interruptions, and should enhance permeability by providing direct and convenient connections. Footpaths should be provided on both skies of the street. Main Routes Network Canberra's trunk network provides longer distance connections to other town centres such as Civic, Weston Creek and Tuggeranong. These through routes may include on-road cycling as well as off-road paths forming Canberra's trunk network to access employment destinations !mother town centres and employment areas. These routes should be safe and convenient for longer distance trips, accommodating experienced commuter bicycle riders as Well as pedestrians and lets confident bicycle riders. 8.1.3

Support routes

8.1.4

Due to the presence of specific land uses, three other route classifications are proposed for the Woden Town Centre: a Hospital Link between the Woden Town Centre and the Canberra Hospital and an Active Street with active street frontages where pedestrians and bicycle riders are prioritised. 8.1.4.1

Active Streets' and Jones' Active Streets are proposed as slestinationl streets in the centres; places with significant activated street frontage, priority for pedestrians and an urban realm that encourages people to meet, dwell and socialise. Although the proposed Active Streets may not currently achieve the ideal environment due to the presence of vehicle-attracting land user or blank facades, they have been identified as having activity potential. Ear marking them as future pedestrian environments will help to guide the long term land use planning changes needed to support their evolution. Active Zones incorporate the same principles but are intended to be traffic free, Some zones' may also be deemed pedestrian only due to the context specific requirements such as gradients, user needs or space constraints. 8.1.4.2 Westfield Connections Connections through the Westfield shopping centre n i the Woden Town Centre are included as a different category of route because of their private ownership and limited access; they are only able to be used during shoppintcentre opening hours and contain a high degree of frictiors which, limits their use as a through fOUte. The scaleof the Westfield and its redevelopment proposal mean that routes thibugh the mem need to be acknowledged and supported as detouring around the shopping centre would lead toeignificard additional Journey length and a corresponding significant reduction in the pedestrian and cyclist amenity/ connectivity of the town centre. The impacts of this reduction in connectivity due to the severance of acceek will only intensify in the future under the proposed Estate Development Plan and other future potential Intensification of land uses within the town centre. 8.1.4.3

Hospital Link

.â&#x20AC;˘ The Hospital Link is a single function route addressing theoppetunitY to increase the pedeetritivand cycle trips between the town centre arid the hospital bystatt and Vitikirs. This Mite, with a relativey.king length and which avoids major roads by providing a direct link, will need to be supported by signage to reassure users that they are heading in the right *action.

8.2

Route development

The following sections describe the principal, secondary MRN and supporting routes proposed for the Woden Town Centre, the Trades and Services Area, the Canberra Hospital and the Mawson Group Centre, accompanied by maps depicting their routes and junctures with each other.

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8.2.1

Woden Town Centre

The extent of redevelopment for the Town Centre, alongside future improvements to the bus interchange, presents a significant opportunity to improve the pedestrian and cycling environment of Woden. High quality and well planned walking and cycling provisions that are integrated with public transport, supportive land uses and the broader movement network, present a range of benefits for communities. This approach, often referred to as â&#x20AC;&#x17E;Transit Oriented Development', is appropriate as a framework for the development of Woden and reflects the important role of the public transport interchange both within the Centre and for the wider community. The previous sections have identified a range of existing constraints upon the active transport network within Town Centre, particularly in relation to gradient changes, built form impacts upon permeability and legibility and the limited connectivity between the Town Centre and its surrounding environment. This study proposes three key transformational objectives for the future development of Woden Town Centre, reflecting transit oriented development principles and that should be considered for incorporation into the Master Plan. These objectives are to: 1) Deliver intuitive, attractive and vibrant primary routes, anchored by the Public Transport interchange Supporting the pedestrianised Ileart" of Woden Town Centre, and providing excellent access to the interchange, these routes will connect to beyond the Town Centre Frame and encourage increased interaction with the adjacent residential areas. Complemented by a number of additional route options and infrastructure enhancements, these active transport movement corridors will provide a high quality experience for Town Centre residents, workers and visitors, increasing foot traffic and providing opportunities for extended hours of operation, and activation, in future. 2) Provide accessible, safe and convenient access to the Public Transport interchange Recognising the existing and future population of Woden, ensuring equitable access to the Centre is a key priority. This is proposed to be achieved through the integrated development of the interchange, to enable excellent connectivity across Caliam Street into the interchange and step free access from the Town Square. Delivery of the interchange should incorporate clear lines of sight into the core of the Town Centre, improving legibility and addressing personal safety concerns from the community. 3) Reconnect Woden Reflecting transit oriented development principles, high levels of active transport connectivity, legibility and permeability should be provided within approximately 1-1.5kms of the Town Centre and interchange. Opportunities to provide enhanced, additional or relocated crossing provisions to better meet the active transport desire lines for Woden both within and to/from Town Centre have been identified. It is recognised that for some external connections, which include interaction with the higher order road network, further investigations will be required in order to identify possible approaches and options. The proposed route hierarchy network for the Town Centre builds upon these proposed objectives. The town centre in particular has potential for transformation. The revision of the Woden Town Centre Master Plan will allow rethinking of the town centre structure to prioritise pedestrian and cycle movements. The town centre is already compact and the bus interchange is well located to major employment, retail and entertainment destinations. The development of a new Woden Town Centre Master Plan is an opportunity enhance the centre's access for pedestrians and bicycle riders and to plan a connected, activated and safe town centre that encourages walking as the number one transport mode for internal trips. Replacing cars with pedestrians and cyclists in the centre will improve the safety, attractiveness, street fronting retail opportunities, and sense of place. The considerable number of potential redevelopment sites located in the town centre, within a short walk of the bus interchange, presents the opportunity for the application of â&#x20AC;&#x17E;transit oriented development' (TOO) principles in the planning and development of a revitalised Woden. Application of TOD principles are desirable as successful TODs have been found to result in: > High levels of walking, cycling, and public transport use, ,II/ability'.

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> Lower levels of car ownership. TODs are characterised by: > > > > > >

A rapid and frequent transit service High accessibility to the transit station. ' of A mix residential, retail, commercial and community uses. High quality public spaces and streets which are pedestrian and cyclist friendly. Medium to high density development within 800 metres of the transit station. Reduced rates of private parking

(Source: Queensland Government Done Oriented Developinent Guide)

Woden already has a number of these characteristics. A combination of Principal, Secondary and Main Routes Netivork routes are proposed to service the Woden Town Centre. They are supported by bespoke routes with unique propesekthe Hospital tink, an Active Street/Zone and Westfield Connections The principal and secondary routes create connections Within the town centre while the MRNI Mutes provide external conneCtlem to the town centre.from surrounding suburbs and other town centres. The supporting routes link with principal, secondary and the NON routes to provide access to and through key land uses or indicate a special pedestrian environment. These routes are described n i the following sections and shown on accompanying figures. 8,2.1.1 Principal routes Principal routes in the Woden Town Centre need to link key destinations including the Westfield shopping centre, the bus interchange, and existing and planned major offices and residential areas that surround the core commercial area. Establishment of legible and direct east-west and north-south connections is recommended. The following principal connections are proposed for the Woden Town Centro , . east-west . Principal route - the 'Town Square Walk' The Town Square Walk provides an east-west connection through the middle of the Woden Town Centre linking the bus Interchange in the east with the town square and the Westfield shopping centre in the centre and community and health services to the west. The route, from the Woden Town Park, through the intersection, of Bradley Street and Callan, Street, changes level to ascend into the Woden Town Square, past the Westfield entrance and west towards Corinna Street and the existing pedestrian crossing, shown on Figure 11.1.. .This rout' a Is proposed 84,4 principal route as has the potential O t be the mein spine route BOOS* the Woden future design cetitre l Own stages, treatments for cycling access will require.Oreful.cohsideration Including -through the Miriraire DriVe.undritpies as WO as consideration of opportunities for connectivity with adjacent signalised intersections This route else aligns with the proposed signedised intersection of the redeveloped bus interchange's Road 1 and Callon Street which will provide safe crossing Of Callarn Street between the Woden Town Park and the bus interchange. The principal-east-west :route bisects the Woden Town Square, the town centre's primary pedestrian-only I shown as a large space on the key routes figure, indicating the high levels of area. The Town Square S pedestrian activity in this area Constructlorrof Improved access between the existingtown.aquareandthe ? the public new bus interchange including high quality urben. realm WoUldeffeethreiyincrease the &Ze o effective* andpaoviding within joilin creating a rectangle of the pedestrianised town, centre the space north-. linkage to the proposed north south principal route along Bowes Street/ Bradley' Street Principal south route . The principal north-south route is proposed along the length of Bradley Street and Bowes Street from Corinna Street to Launceston Street This route will connect the WeitfitAd redevelopment, the reconfigured bus interchange, the Woden Town Square, major existing and proposed commercial developments on both sides of Bowes Street north as well link in destinations to the north of Launceston Street and south of Hindmarsh Drive n i the Trades and Services area. This route is proposed as a principal route as it has the potential to: .

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

> > > >

Provide a clear unobstructed north south link through the town centre. Provide connection to the majority of significant land uses and proposed redevelopment land uses within the town centre. Be supported by a mix of land uses and activities providing surveillance, anchored by the proposed redevelopment of the bus interchange. Align with the proposed signalisation of the Bowes Street and Launceston Street intersection as part of the Woden bus interchange's Estate Development Plan, providing safe pedestrian and cycle crossing of Launceston Street at the northern end of the route.

These principal connections are shown on Figure 8.1. It is acknowledged that the existing north south pedestrian spine route occurs through a pedestrianised link between the Town Square and the Sirius Building to the north. This route will continue to maintain an important north-south link through the Woden Town Centre and its importance for pedestrian access is not diminished by the proposal to add a new principal route along Bowes/ Bradley Streets, which will serve the proposed redevelopments along that alignment. 8.2.1.2

Secondary routes

Secondary e ast-west routes in the Woden Town Centre connect with the principle routes and provide alternative and north-south connections. Secondary east-west routes Secondary east-west routes include: >

> > >

A Wilbow Street — Neptune Street - Keltie Street route, providing access to the eastern entrance to the Westfield from the east and access to the restaurants and services in the proposed Active Street along Corinna Street. Along Bowes Street (south), then Bowes Place, past the north south pedestrian plaza north of Woden Town Square and a proposed site for future redevelopment (currently the Albermaire Building on Furzer Street) and heads west on Furzer Street before connecting with the Melrose Drive underpass. Aast-w Matilda e est Street — north-south pedestrian plaza — Furzer Street route provides a northerly connection. A route between Corinna Street and Mower Place which acknowledges the Woden Green development as a key residential (including retirement living), commercial and open space uses. A route along Brewer Street provides access to the town centre for the residents in the multi-unit dwellings in Section 53, Lyons.

Secondary north-south routes A secondary north-south route will run along Callam Street between Corinna Street and Launceston Street. This will provide connection to the eastern side of the bus interchange and the potential redevelopment of the Callam Street offices. A significant existing pedestrian-only north-south route extends between the Woden Town Square and Worgan Street providing off-street movements for people travelling to offices in the north of the town centre. It runs between the north-west of the Town Square through an arcade and then parallel to Bowes Street until Matilda Street where it wraps west around Scarborough House. The function of this route will continue to be of significant importance to the walkability of Woden Town Centre, however due to its limited connectivity to the southern end of the Town Centre outside of Westfield trading hours; it has not been classified as the principal route for the Town Centre. Other secondary north-south routes in the town centre provide a path along Furzer Street between Corinna Street and Launceston Street and also through the pedestrian and bicycle rider only Woden Town Square past the Sirius Building to Worgan Street. Another secondary route is also proposed to connect to the new residential developments planned for the north of the town centre. A Ball Street — Corinna Street route is proposed to link the north-south principal route with the Trades and Services Area to the south. This route uses an existing signalised pedestrian crossing at Hindmarsh Drive,

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providing safe crossing opportunities for pedestrians and cyclists. While a more direct pedestrian and bicycle rider from the north-south principal route exists (between the Canberra Southern Cross Club and the restaurants directly west of the club), this path does not align with a fully controlled Hindmarsh Drive crossing point and s i therefore not supported as a key route. This safe and desirable route should be supported by appropriate urban design of surrounding land uses over time and crossing points within the town centre. These secondary connections are also shown on Figure 8.1. 8.2.1.3

Supporting routes Active Street/Zone Corinna Street is proposed as an Active Street a destination in itself with street fronting restaurants and shops, bus stops, the main entrance to the Westfield shopping centre, the Phillip Health Centre and access to the Woden Library. Zone is the north-south pedestrian plaza, a place key interaction between land uses and An existing Active . secondary east-west connections, providing fine grain access to surrounding development This pedeitrlan plaza, which serves a unique but integral role in the pedestrian network for the town centre, can be enhanced through future place-making opportunities. Westfield Connection The Westfield shopping centre provides through routes for pedestrians during opening hours, allowing connection between Corinna Street and Bradley Street and the Woden Town Square. The significant scale of the shopping centre interrupts a direct east-west connection through the Woden town centre south of Bradley Street As there is no southern pedestrian entrance to the shopping centre, no north-south route through the centre is possible. The proposed Westfield Connection route will ideally align east-west with Wilbow Street to provide directness. The Hospital Link The Hospital Link is O t provide a safe pedestrian and bicycle link between the Canberra Hospital and Woden Town Centre. This route already exists but the legibility, safety and level of infrastructure to support walking and cycling can be enhanced. The Main Route Network (MFIN) â&#x20AC;˘

The MRN routes that connect to or pass through the Woden Town Centre include the east-west connections along Hindmarsh Drive and Launceston Street and the north-south connections along Melrose Drive, Yamba Drive 8 1.wT -he and the off road route to the east of Callon Street. The MRN is shown in green in Figure Hospital Link, Active Streets, the Westfield and the MRN connections for the WOden Town Centre are shOwn On Figure 8.1.

Pedestnan and Cycle Movement Study for the Woden Town Centre, Mewson Group Centre and Athion Drive East Prepared for Environment and Sustainable Development Directorate

Figure 8.1

Key routes - Woden Town Centre

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athilon Drive East Prepared for Environment and Sustainable Development Directorate

8.2.2

Trades and Services Area

The Trades and Services Area is a car dominated environment with significant on-street parking and commercial activity that generates vehicle trips. Despite Oils, there are a number of second order routes that will allow pedestrians and cyclists legible and Intuitive east-west movements and a central north-south route that links all the courts and provides a connection to the Woden Town Centre to the north. Alt routes are shown on Figure 8.2. 8.2.2.1 Secondary routes Secondary east-Wet-routes A secondary east-west route is recommended In be provided along the length,of ParraMatta Street between Melrose Drive and Athllon Drive in the south of the tradeisnd services area, providing a direct connection from the western residential area through to Athllort Drive. A bus stop is located on both Sides of Athilon Drive, dose to the intersedian with Parrarmeta Street ' â&#x20AC;˘ Other propOsed secondary east-west connections Include e route that runithei.length of Botany Street and provides pedestrians and cyclists with a northerly east-West route and another rOuta along Shea Street and Colbee Court between Towrishend Street and Milton DriVe. This route proVides access to bus stops located on Athlion Drive near the Intersection with Shea Street. Secondary north-sOuth routes Due to the closed nature of the courts through the Trades and Services Area, only one internal north-south route exists, running through Altree Court in the north down along the length of Townshend Street to the intermit:ton with Parramatta Road. 8.2,2.2 Other routes Thâ&#x20AC;˘iitaht Route Network (MRN) The MRN rages that connect to the Trides and Services Area InClude the east-west connection along HindmarSh Drive and the north-south connections along Melrose Drive and Athllon Drive. It connects to the secondary routes network in the north at the intersections of Iiltxlmarsh Drive / Ball Street and Hindmarsh Drive / Botany Street. It elsoprovides connections to the wee side of the Trades and Services Area at the intersection of Melrose Drive / Botany Street an4 Melrose Drive / Ptirramatta Street and o t the east ilde at The MRN is shown in the IntersectiOns of Athlion Drive / Pamematta Road and Athlion Drive / Shea Street 81. green in Figure

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athlion Drive East Prepared for Environment and Sustainable Development Directorate

Figure 8.2 Key routes - Trades & Services Area and Athllon Drive

Trades & Services Area - Key Routes

Pedestrian and Cyde Movement Study for the Woden Town Centre, Mammon Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

8.2.3

The Canberra Hospital

With the Canberra Hospital a 1.5 kilometre walk from the Woden bus interchange, the opportunity exists to support this as a key route and provide an attractive and legible active transport connection for Hospital staff and visitors. The Hospital area also connects into the MRN for access to Weston Creek, Civic and Tuggeranong. While public transport services exist between the town centre and the Canberra Hospital, many staff choose to walk rather than wait for a bus due to either the faster or more reliable journey time. 8.2.3.1 Supporting routes The Hospital Link The Hospital Link is recommended in order to provides safe pedestrian and bicycle link between the Canberra Hospital and Woden Town Centre. This route already eitists but the legibility an& o a f * of the current infrastructure can be enhanced. It is propoted thatthis MirtaT e m i r * * * * I k e Woden Town Park (connecting with the principle east-west route the Town Square Walk, run along Eaity Street, then south of the cemetery, through the Cheseling Street residential area, east along Albeimarie Place and crosses Yamba Drive at the signalised intersection on the western side of the hospital. This route needs to be supported by: > VVayflnding and reassurance signage. > Trees and shade protection. > Street furniture such as seating to previde users with rest points. Main Routes Network

â&#x20AC;˘

The Canberra Hospital connects with the Main Routes Network that runs along Yamba Drive north-south and the east-west Hindmarsh Drive connection. The Hoepltal Link and the MRN for the Canberra Hospital area are shown on Figure 8.3.

Padashian and Cycle Movement Study for the VVoden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable DevelopmeM Directorate

Figure 8.3 Key routes. The Canberra Hospital

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

8.2.4

Mawson Group Centre

Mawson Place through the Mawson Group Centre presents an opportunity to develop an active street front, extending the retail and restaurants area that fronts the street and encouraging people to linger n i a safe and attractive environment. The Mawson Group Centre's proposed key routes comprise secondary routes, an active street and the MRN. They are focused on connections to the BARN along Athilon Drive, movements through the shopping centre and retail street, enhancement of a future active street on Mawson Place, provision of a direct connection to the bus stops on Athlion Drive and access from surrounding suburbs. 8.24.1

Secondary routes

The Mawson Group Centre's secondary routes provide a grid of east-west and north-south routes through the shopping precinct with connection to the external MRNithe public transport network and the residential areas and Melrose High School. â&#x20AC;˘ Setondery east-west routes The east-west routes include a connection from the Athilon Drive bus stop through to the Southlands shopping centre and a connection from the club entrances on Mountevaris Street also through to the shopping centre. Another east-west route connects Melrose High School with the MRN and the Mawson Group Centre. Secondary north south routes The north-south route connects in the north to the MRN that ends at Mawson Drive and runs through the Southlartds shopping centre, the southern car park, across the existing pedestrian crossings and past the tennis courts and playing fields to connect with residential suburb paths. The secondary routes for the Mawson Group Centre are shown on Figure 8.4. 8.2.4.2

Supporting routes

Active Street An Active Street is proposed for the length of Mawson Place that runs north-south between Mawson Drive and the Mawson District Playing Fields. There are already a number of small retail shops and cafes along the western side of Minvson Place and with longer term planning, other sites could undergo complementary land use changes to extend the shopping and eating precinct The current land uses of the car park access, service stations at either end of the street and the automobile repair shop attract ' n o * vehicles and fif3 are not supportive of a pedestrian priority area but longer term planning could investigate alternative maxis ad land,iiiie changes over time Sufficient vehicular access to this ares,is provided by Heard Street to the ear* whichwould support a long term reduction in traffic through a one way operation of Maweon Place In the north south direction, or a mid-block closure. These options could be considered in future plans and design stage& This Active Street may require a population boost to the area, such as the potential residential development i patronage for the area. on Athllon Drive East, to eventuate to assist n The Main Route Network (MRN) The only MAN route that connects to the Mawson Group Criatrels the riorth-aotithtoubit along Atillion Drive. One section of the I O N along Athlion Drive East ends at ltreMawlion Prutisi deitire but the shared path along the western side of Athlion Drive extends in both directions. The network of routes for the Mawson Group Centre is shown on Figure 8.4. The informal igoat track' dirt pathway that extends between Batchelor Street in Torrens across Athllon Drive and the open drain to join the Mawson Group Centre behind the Caltex services station on Mawson Place is not shown on the key routes network for Mawson. Site observations indicated that while it is clearly visible from aerial photos, only a few people per day or less used this route; not enough to establish it as a key route on approach to the group centre. in addition to the low volume of use, the crossing of Athion Drive

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does not lend itself to formalisation and the connection through a petrol station forecourt is also not an appropriate place to establish a formal connection to the Group Centre. Crossing facilities such as pedestrian refuges are not considered appropriate crossing treatments for the high speed and high traffic volume road environment along Athllon Drive. A mid-block signalised pedestrian crossing would provide safer crossing opportunity but the high associated cost, the proximity to the signalised intersection with Mawson Drive/Beasley Street and the low volumes of pedestrians using this route are unable to justify this recommendation. For the volume of pedestrians who may use this link, formalisation is not considered to be warranted or to be a significant catalyst to encourage significantly more access by active travel modes to the Mawson Group Centre. No action is proposed to either formalise of restrict use of the existing track.

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

Design framework

8.3

The following design framework for the principal routes, secondary routes and the other route classifications are based on elements from the Design Standards for Urban Infrastructure â&#x20AC;&#x201D; Pedestrian and Cyclist Facilities 13 for the Main Route Network (MRN), with additional criteria proposed for the individual route types as required. 8.3.1

Design principles

The ACT Government's Design Standards for Urban Infrastructure â&#x20AC;&#x201D; Pedestrians and Cyclist 13, outlines the key design principles to be incorporated in the provision of walking and cycling infrastructure as: > > > > >

Coherence: Easy to find and follow, consistent quality, freedom of route choice, continuity. Directness: Cycling speeds, delay times, detour distances. Safety: Minimising conflict points, reducing threat risk, targeting user experience level. Attractiveness: Community support, environment, perception of social safety, system coherence. Comfort: Smoothness of ride, minimise gradients, remove obstructions.

8.3.2

Overall network

The overall network proposed for the study area aims to provide grid-like access, with a range of movement choices with minimal detours and circuitous routes. The network should complement the public transport network and provide access to bus stops and the bus interchange. All principal, secondary and MRN infrastructure should be DDA compliant and be supported by local routes to provide appropriate fine grain access. 8.3.3 8.3.3.1

Route criteria Principal routes

Characteristics of these routes include: > > > > > > > > > > > > >

Integration with land uses and clear access to key destinations. Human-scale development alongside the route. Provide sufficient width of footpath to accommodate through pedestrian movement/ future capacity, as well as activation from adjacent land uses. Connection with public transport interchange or major service routes. High levels of directional signage and location maps, or otherwise provide clear unobstructed visual lines along the length of the route. Prioritised pedestrian and bicycle rider crossing points. Good quality lighting and active or passive surveillance. Weather protection Solar access and consideration of shade provisions. Clearly delineated from vehicular traffic and avoid noise associated with vehicle use in nearby trafficable lanes Attractive landscaping, street furniture and art; positioned so as to reinforce the route. Use of consistent, high quality urban design palate and materials along the route. High quality end-of-trip facilities, both public and private and key destinations including the bus interchange.

8.3.3.2 > > > > > > >

Secondary routes

Connections between land uses. High standard of wayfinding signage. Pavement markings and/or consistent pavement surface colours to reinforce routes. Avoids conflict with vehicles and provides appropriate road crossing facilities, Widening of path links as appropriate in accordance with relevant standards. Good quality lighting and active or passive surveillance. Street furniture such as bike racks, seating, water fountains.

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8.3.3.3

Main Routes Network (MRN)

Characteristics of these routes, as defined by the Design Standards for Urban Infrastructure, include: > > > > > >

High levels of signage. Right of way at driveways and road accesses wherever safe and practicable. Path priority crossings to achieve right of way. Lighting. Removal of any missing links in the route. If on road (cycling): priority installation of bike lanes, use marked shoulders where a bicycle lane is not possible, continuation of facilities through intersections, removal Of devices or other delay o f-road for bicycle riders from the network, provision of ramps to allow good connectivity to the points network.

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

9 Future Active Transport Network To develop a coherent, direct, safe, attractive and comfortable active transport network for the Woden Town Centre, Mawson Group Centre and Athilon Drive East, a number of improvements and additions are required. These improvements need to address the issues with the existing facilities, take into account the population and land use changes planned and address the priorities and opportunities identified to increase the rate of walking and cycling in the study area. The stakeholders engaged during the study provided a number of suggestions to improve pedestrian and cycling facilities outlined in Section 9.1. The background review also identified opportunities to improve infrastructure in the Woden Town Centre and Mawson Group Centre, outlined in Section 9.2. The Pedestrian and Cycle Movement Study's recommended improvements for the Woden Town Centre, the Trades and Services Area, the Canberra Hospital and the Mawson Group Centre are outlined in Section 9.3. These improvements are grouped by transport mode, area and route.

9.1

Stakeholder suggested improvements for pedestrian and cyclist facilities

Through the study process stakeholders raised suggestions for improving the walking and cycling networks in the study area. These suggestions are grouped by category and summarised in Table 9.1. Table 9.1

Stakeholder suggested Improirements for pedestrian and cyclist facilities

Rec emili,-,n(1,ition

Detall

Done men

Connectivity

Short, direct, uninterrupted routes.

Living Streets Canberra

Footpath condition

Widen the Melrose Drive underpass to allow for shared path use.

Woden Community Council

Athllon Drive East (southern part of cycle path): Replace with a proper cycle path bitumen surface and increase the cycle path width.

IP Australia

A pedestrian bridge over Yamba Drive.

Canberra Hospital

Additional pedestrian leg at the Yamba Drive intersection out the front of Canberra Hospital. (Currently under construction)

Canberra Hospital

Removal of zebra crossings across slip lanes at signalised intersections intersections

Woden Community Council

Upgrading signalised intersections and pedestrian signals to the standard of the Hindmarsh Drive / Melrose Drive intersection.

Living Streets Canberra

Vehide speeds

Introduction of 40 km/h speed limits in and near Town Centres.

Living Street Canberra

Signage

Installation of â&#x20AC;&#x201D;Ge way to pedestrians signs at signalised intersections.

Living Streets Canberra

Directional signage for the cydeway past Woden Town Centre from the Mawson direction and also into the trades and services area.

Woden Community Council

Information

Real time bus arrival information for display inside Canberra Hospital.

Canberra Hospital

Public transport

A free bus shuttle service between Canberra Hospital and the Woden Town Centre.

Canberra Hospital

Consider future light rail on Callam Street and an east-west spine.

ACTION Buses

Bus stops should be located as close as possible to safe crossing points.

Living Street

Lighting

Extra lighting is required near the bus interchange's night booth and night services to be moved closer to it

ACTION Buses

Taxi ranks

After hours taxi ranks could be provided outside the dubs.

Taxi Council

Cycle lanes

Provide a cycle lane on Athllon Drive between the hospital and Launceston Street A footpath/cycle lane on other side (cemetery side)

IP Australia

Crossing

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121201111111111=1

Bike parking Street front activation and attractiveness

9.2

would be helpful riding north up Athilon between Hospital and Launceston Street. Woden Youth Centre Secure bike parking required including a cage at the bus interchange. More food vans will help to create more of a food precinct off CorinnaWeden Community Council Street Improve the 'look and feer of the pedestrian walk between IPA and IP Autitralla Woden Plaza to improve legibility and practicality.

Background review - pedestrian and cyclist network opportunities

The background review documents also recommended a number of improvements to the pedestrian and cycle networks in the project studyarea, summarised in Table 9.2. Table 9.2

Background review pedestrian and cyclist recommendations

Connectivity

Crossing

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ACT Cycling and A proposed priority accessible route located between the Woden bus Interchange and the shopping centre to connect not only the public Pedestrian Network transport and the primary retail destination but also 0.ther key senAces, (2009) Including banks and the post office. The Accessible Street project on Bradley Street between Easty Street ACT Cycling and Pedestrian Network and Town Square: (2009) ACT Cycling and Wisdom Street link — Yamba Drive to Carruthers StreetNarre Glen, Pedestrian Network INoden — off road shared path. (2009) Easty Street link — Launceston Street to end of existing off-road path, ACT Cycling and Pedestrian Network Woden off road shared path. (2009) Callen Street — Launceston Street to HIndmarsh Drive, Woden — cycle ACT Cycling and Pedestrian Network lanes. (2009) ACT Cycling and Red Hill to GatTan sealed Path. Pedestrian Network (2009) A lit footpath s I proposed between Woclen Community SerVices to the Woden Town Centre South andthe 310 building to the north to provide safe and Convenient Master Plan (2004) access to the community facilities on both sides of Corinna Street Mawson Infrastructure Extension of the shared path leading from the underpass at Beasley Study (2012) Street through the playing fields to the Mawson Group Centre. The extension of Neptune Street to the east will link a new residential,Woden Town Centre devekipment arid Wilde a weiNiteerisstrien, cycle and web* corridorStater Plan :(2004) • and improve connection to the eastern-parldands and routes to Canberra Hospital, Wand Wciden Elisthouslrig. A shared path through the town centre to the east of the Woden Plaza. Woden and ,Ilielconnen Town Centres Infrastructure Study (2011) Installation of pedestrian crossing facilities on Mawson Place Mawson Infrastructure Study (2012) Additional traffic signals at the intersection of Melrose Drive and Corinna Woden Town Centre Master Plan (2004) Street to improve pedestrian crossing opportunities. Vehicle speed reduction on Melrose Dive from 801spho to 60 kph and provision of parallel Page 106

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Detail

Docunlont

parking m d i-bo lck to reduce the distance to the median to improve the safety of crossings. Public transport

The Corinna Street bus stop could be relocated to Hindmarsh Drive (westbound), most likely opposite the intersection of Ball Street to consolidate the access path into and out of the interchange to Hindmarsh Drive.

Woden Public Transport Planning Framework

Cycle lanes

CBRE's recommendation for a cycle lane along Yamba Drive.

Woden and Belconnen Town Centres Infrastructure Study (2011)

9.3

Recommended improvements

The recommended improvements for the active transport network are provided in the following sections. Recommendations have been made on the basis of the following rationale; Short term and easy wins to identified deficiencies with existing infrastructure A long term view which would aim to improve walkability and access to and within the study area Focussed on moving people into, within and out of the key areas, rather than along or past them Prioritised on the basis of promoting mode share shift to walking and cycling Capitalise on known or expected redevelopment opportunities including the bus interchange in the Woden Town Centre. Provide a strong foundation for the future liveability of Woden Town Centre

> > > > > >

9.3.1

Transformational projects

A number of transformational projects are recommended for the study area; significant improvements that will require incorporation in future master planning. These projects are described for each section of the town centre ahead of the recommended general improvements. 9.3.2

Infrastructure improvements

The infrastructure improvements to the pedestrian and cycle network are presented by transport mode; pedestrians and bicycle riders. It is noted that there is a significant overlap between the benefits of the infrastructure improvements where an improvement will benefit both pedestrians and bicycle riders. A summary of the type of improvements are listed in Table 9.3. The improvements are presented in Table 9.4 to Table 9.7, outlining the mode, relevant route, location and a plan reference. Table 9.3 a.

Pedestrian

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Infrastructure improvement references Plan Ref #

Improvement Wayfinding signage

Lighting

Sealed footpath

Signalised pedestrian crossing

Fix footpath quality/width

Zebra crossing

Kerb build out

Pram ramp

Vegetation maintenance

Sweep/maintenance

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Bicycle riders

9.3.3

Pedestrian refuge

On road cycle lane

Bike hold rail

Adjust barrier for cycle safety

Bicycle patting - rails Bicycle parking - lockers

15 16

Woden Town Centre

The recommended improvements for the Woden Town Centre pedestrian network and facilities are presented in Table 9.4 and shown on Figure 9.1. Transformationaiprojects that need to be integrated into the Woden Master Plan are described below. Bus interchange access Access to the bus interchange needs to be enhanced through well-defined and attractive entrances from the Woden Town Square, Bowes Street and Bradley Street A wide set of well-lit stairs and a DDA compliant ramp, both with active surveillance, should be provided at both the current ramp access to the Interchange from the Town Square and the current stairs access to Bowes Place from the Town Square. The entrances to the bus interchange should be an extension of the town square with space for interacting, lingering in the space and meeting people provided. 1.1.1.1

1.1.1.2

Corinna Street pedestrian only section

The opportunity exists to take advantage of the existing land uses along the southern part of Corinna Street to develop an Active Street An Active Street is a focal point of pedestrians end complementary land uses such as cafes and restaurants. The intention of an active street in Corinna Street would be to establish the area as a focal point for afterhours activity as the town centre develops taking advantage of the existing concentration of afterhours land uses currently occupying the area. To establish the Active Street/Zone along Corinna Street, partial or full closure of Corinna Street is proposed between Brewer Street and-the southern roundabout at the entrance to the Westfield shopping centre car parks. Full closure could involve restricting motor vehicle access between Brewer Street and the roundabout, with the possible exception of the at grade carpark along the Corinna Street frontage of Westfield. Brewer Street intersection would still remain operational for traffic. The roundabout would remain operational to allow access to the shopping centre car parks from Ball Street. Partial closure could involve restricting vehicular flows to one-way, or provkling full road closure during *attain times of week such ass weekend market day. 1.1.1.3

Principal and Secondary route urban realm improvements The principal and secondary routes through the town centre should undergo improvements to the urban realm to enhance their status as attractive routes for pedestrians and bicycle riders. This can be achieved through surrounding high quality architecture, quality materials, creative lighting; public, and street art street furniture, sunny and sheltered places, active frontages With a mix of shops an readaurantir; and landscaping and vagetation. These routes are chosen as key activityareas (spine * M e ) for the-Arturo transformation of . the Woden Town Centre from one which is currently dominated by at grade car parks and offices/commercial space, to one where a More balanced mix of uses exists including high density residential This mix of uses requires a more balanced approach to ensure the amenity of residents and to ensure the benefits of a mixed use town centre are achievable. To delineate between the different routes, principal routes should consist of flnishIngs, furniture and landscaping that is different to that used for secondary routes, helping to demonstrate the route hierarchy. The principal routes should present as a walking boulevard while the secondary routes will be less grand but attractive and functional.

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Active frontages along these routes are important for to ensuring personal security and a sense of humanisation of the space. Other key features of these routes are outlined in Section 8.4 of this report. 1.1.1.4

Bowes Street On road cycle lane

An additional to the existing on road cycle lane along Bowes Street (east-west) will allow bicycle riders to avoid the bus interchange and conflict with buses and waiting passengers. To minimise potential conflicts with pedestrians, the main east west cycle connection through the town centre is proposed to extend via Bowes Place through to Furzer Street, connecting with the Corinna Street shared path and underpass under Melrose Drive. This route requires an infrastructure solution to bridge the elevation change in Bowes Place, and would ideally take advantage of future redevelopment opportunities to the east of Furzer Street to create an ideal alignment. Table 9.4

Recommended Improvements â&#x20AC;&#x201D; Woden Town Centre

Mode

Improvement

Routeis

Location

Pedestrians

Access to bus interchange (described above)

Primary, secondary

Bus interchange

VVTC1

Corinna Street full or partial closure

Active Street Street/Zone

Corinna Street between Brewer Street and Westfield carpal* roundabout.

WTC2

East-west spine (urban realm)

Primary route

Between Woden Town Park and Melrose Drive underpass.

VVTC3

North-south spine (urban realm)

Primary route

VVTC4

East-west cyde route

Secondary

Wayfinding signage

All

Between Bradley Street / Corinna Street intersection and Bowes Street / Launceston Street intersection. Bowes Street (east-west)! Bowes Place and Furzer Street to Corinna Street Throughout town centre

Lighting

Primary, Secondary, Hospital Link, MRN

> > >

Sealed footpath

> > > Hospital Link >

> > > > > > > >

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Woden Town Park Melrose Drive underpass Between Spoering Street / Launceston Street east of Phillip Oval Bus interchange Bowes Place stairs Easty Street Easty Street between Woden Town Park & intersection of Easty Street! VVilbow Street Corinna Street west of Juliana Place Bowes Street (east) between Worgan Street! Launceston Street Launceston Street (south) between Bowes Street / Callam Street Callam Street between Launceston Street / Matilda Street Between Spoering Street / Launceston Street east of Phillip Oval Callam Street between Bowes Street / Bradley Street Easty Street between Launceston Street and Mowes Place Between Intersection of Corinna Street and Callam Street and Woden Green development

Cardno

Plan Ref

VVTC5

1 2

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Signalised pedestrian crossing

Principle, MRN

> > >

Fix footpath quality/width

Secondary, > MRN > > > > >

Zebra crossing

Secondary

Kerb build out

Secondary

Pram ramp

N/A

> >

Cycle

Vegetation maintenance

MRN

On road cycle lane

Secondary

Bike hold rail

MRN

Adjust barrier for cycle safety

N/A

> >

Bicycle parking rails

Primary, > Secondary, > MRN

Bicycle parking lockers

Primary, Secondary,

> > >

Intersedion oftlowes Street / LaUnceitton Strad " â&#x20AC;˘ New toad bus interchange off Cdam Street at Woden Town Park â&#x20AC;˘ Intersection of Melrose Drive /Corirrna Street Melrose Dririe underpass Atlantic Street Launceston Street between Melrose Drive/ Furzer Street ' Bolt* Place Oahe WOrgerVOited between FurIer* e,s t i B

s *eM

BOWes Street near InterietSon with Caliam Street ' Albermaire Building, Furzer Street Furzer Street, east of intersection with Corinna Street Worgan Street intersection with Melrose Drive Corinna Street intersection with Melrose Drive Hindmarsh Drive between Ball Street / Callan Street

Bowes Street (east-west) Yamba Drive intersection with Wisdom Street Woden bus interchange x 2 Entrance to Edison Park from Easty Street Woden Town Square Pedestrian Plaza Comer of Launceston Street I *Nee Street Woden Library Irving Street

Bus interchange

Cardno

7 8

9 12 13

14 15

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Figure 9.1

Improvements Woden Town Centre

Existing facilities 1••■ Footpath ton road' mom

%.0

Cri Rose Cy** Lane mese

Signalised Pedestrian Cressmg Zebra Crossing

foateth r Shared Path (oll road)

Underpass

Pedeselan)Cycla Informal Path

44. 'tr

I."

14.41

ri e. 4

vott

VVTC 1 1 WIC 1 W IC

( ' y c l e !roptk-,:ternenlc, W e t — Access to bus Interchange WTC2 —Full or pada' closure of Colima Street WTC3— Establish sast-weat spine road WTC4 —Establish north-south spine road WTC5—Estabish east-wwst cycle route —Wayfinding signaga 1 2 —1-thing

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3 — Basted footpath 4 — Signalised pedestrian crossing — Fix footpath qualityfwiddi 8 —Zebra crossing 7 — Kerb bald out — Pram ramp S 9 — Vegetation rnaintenano

Cardno

Car-clrio 10— SroseplmaIntsnancs 11— Pedestrian refuge 12— On road cycle fans 13— M e hold rail 14 — Acrwst barrier for cycle safety 15— Bicycle parking — ra0s 18— Bicycle parking — lockers

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and AthHon Drive East Prepared for Environment and Sustainable Development Directorate

9.3.4

Trades and Services Area

The recommended improvements for the Trades and Services Area pedestrian network and facilities are presented in Table 9.5 and shown on Figure 9.2.

Table 9.5

Pedestrians

Recommended Improvements —Trades and Services Area

Wayfinding signage

Second

Lighting

Secondary, > MRN >

> > > > >

> > > Sealed footpath

N/A

• >

Signalised pedestrian crossing

Secondary > seamdary

Fix footpath quality/width

N/A

> > > >

Sweep/maintenance

N/A

•

Pedestriar, refuge

MRN, > Secondary

dIThSh DOM 001Xatle8it0 %bet Altree Court , Botany Street roundabout . AthilOtt DrIVe (west) near Marist College Intersection of Athikan Drive / Melrose Drive Footpath between Altree Court / Hindmatsh Drive, Footpath between Prospect Court! Athlion Drive Athlion Drive (east) shared path between Hindmarsh Drive and Athlon Drive underpass Between Prospect Court (east) / Dundee Court (east) Footpath between Dundee Court (west) / Beliona Court (west) Pamamatta Street (north) between Melrose Drive and Townshend Street Between Bbliona Court and Parramatta Street Replace Botany Street roundabout with a signalised intersection. Grenville Court Prospect Court Beliona Court Connection between Ball Street skinallsOd Crossing, service road entrance -arid the Annie Court footpath connection, Footpath between Prospect Court and , " Athilon Drive Melrose Drive, above and below the intersection with Parramatba Street Incorporating the existing median island.

10 11

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athilon Drive East Prepared for Environment and Sustainable Devolopment DirectOrate

Improvements - Trades and Services Area and Athllon Drive

Figure 9.2

Existing facilities amass soma

2 3 4 5 6

Footpath /Snared Path toll road)

• • •

on Road Cycle Lane

• we.*

PedeSaken Cycle !Morava Path

s & S

—WmAndin9 signaliff —Lighting —Sealed footpath —Signalsedpedesbian crossing —Fix footpath qualitykvidth —Zebra crossing

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Footpath (on road)

SenaWed Pedestnen Crossett M

4,,

M e e CroaerN

Underpass

- Peciestrian &

aments

7 — Kerb build out 8 — Pram ramp 9 —Vegetation maintenance 10— Sweep/maintenance 11 — Pedestrian refuge

Cardno

( . 7 ) Cardno 12—Ott road cycle lane 13 — Bike hold rail 14—Adjust barrier for cycle safety 15— Bicycle perldng —rags 18— Bicycle parking —lockers

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9.3.5

Mawson Group Centre

The recommended improvements for the Mawson Group Centre pedestrian network and facilities are presented in Table 9.6 and shown on Figure 9.3. A transformational protect that is recommended for integration into long term land use and Master Planning changes n i Mawson is described belOw. 1.1.1.6

Mawson Place Active Street/ Pedestrianised area

The opportunity exists to enhance the Mawson Group Centre through creation of an active street In Mawson Piece This street would allow for a range Of new businesses which would add to the vitality of the centre. , To establish the Active Street/Zone along Morison Place, either closure of two way traffic Or conversion to one way traffic with traffic calming of Mawson Place (north-tO south) to motor vehicles between the entrance to the park and ride car park and the Maiegin district litaYine * O s Is prepOsed. This change would /*Suit in a reduction lathe flow of vehicles through this Zone, and Creltedhe opportunity for widened footpaths and a number of alive Street uses such as cafés arid restauradi to. utilise the Space. This proposal currently conflicts with a number Of land uses and businesses including two services stations and an auto repair shop and could therefore best be achieved with long term land use planning changes. It is noted that current levels of patronage of the Mawson Group Centre may not support this option; however the future development of Athlon Drive area may provide the patronage required for this Inftiative. Table 9.6

Recommended Improvements — Llawson Group Centre

Pedestrians Pedestrian only

zone Waytinditig signage

Lighting

Active Mawson Place (north to south) Street/Zone MRt4 Athilon Drive (west) near unaohnse Athlion Drive (east) near underpass Mawson Drive near Heard Street MRN Athlion Drive (west) near underpass Athllon Drive (east) near underpass Athion Drive shared path (east)

Sealed footpath

MGC1

Unsealed path past playing fields carped( south of 3 the groupcentre New footpath along the southern side of btawson •

Piece canneoll*_ to **Oath on west *ape Matossh rime Heard Street soUth linking to. residential

, development PrOvide new footpath across Woolworths Loading clod( on the north side of Mounts/vans Street MRN

Athlion Drive (east) between underpass and 5 Mawson Drive (widen) Shared Zanq clutskie Woolworths In Mountivene SheitOmPnoleretinf anclAlehne000),

vegetation

N/A •

Northern footpath on Mountevans asset in front Of 9 . The Niawson Club.'

Bike hold rail

MRN

Mawson Drive near Heard Street

Fix footpath quality/width

zegis oiossio maintenance Cycle

Pedestrian and Cycle Movement Study for the Woden Town Cantle, Mawson OroUp Centre end M i k e Drive East Prepared for EnvIronmeM and Sustainable Development Directorate

Figure 9.3

Improvements Mawson Group Centre

Existing facilities

I....a

Footpath (on road)

imam

Footpath I Shared Path (Oil road)

a a a

mows

Pedestrian /Cycle :Mom*, Path

Road Cycle Lane

0 W O Oft

M a s o n Group Centre - Peciestnan MOGI— Traffic calming and active street 1 — Wayflnding sigmas —Lighting 2 3 —Seated footpath 4 Signified pedestrian crossing 5 — Fix footpath quality/width

Signalised Pedestrian Crosetal U s e CIOSSIng Undomass

Cycle Improveniel —Zebra crossing 7 — Kerb build out

B -Pram ramp 9 Vegetation maintenance 10— Sweephnsintenance 11 — Pedestrian refuge

Carchla 12 On rood cycle lane 13— Bike hold ml) 14 — Adjust barrier for cycle safety 15— Bicycle parking — rats 16— Bicycle parking —lockers

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

9.3.6

Canberra Hospital

The recommended improvements for the Canberra Hospital pedestrian network and facilities are presented in Table 9.7 and shown on Figure 9.4. Table 9.7

Recommended Improvement* Canberra tinanItal

Pedestrians WayflodIng signage

> 'Interieettaftif Yentblittlim enci,b0Witgli entrance (off YaMba Drive). > > > > >

Lighting

â&#x20AC;˘ Hospital Link

Sealed footpath

MRN

Fix footpath

quality/Width

Hospital Link

Pram ramp

Hospital Link

Pedestrian refuge

Hospital Link

> >

Intersection of Ainsworth Street / Albennaire Street Intersection of'Aidsworth Street / Chaseling,Stteet Intersection of ChaselingStrest I.

devanauall Street:"

Cavanaugh Street south of cemetery Yamba Drive (east) above Intersection with HIndmarsh DriVe Cavanaugh Street south of Cemetery Western side of Yamba Street between Intersection with Wisdom Street and existing sealed path . Street informal path near Albennaire Address reported, deficiencies n I footpath. condition on Hindmersh Drive between Ainsworth Street and Yamba Dive Chaseling Street roundabout and Ainsworth Street Ainsworth Street between Albermaire Street and Chaseling Street

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East Prepared for Environment and Sustainable Development Directorate

Figure 9.4

Improvements - The Canberra Hospkal

The Canberra Hospital - Pedestrian <ct_i C7c'e imprryverrents 1 2 3 4 6

—WaytincVng signage —Lighting —Sealed footpath —Signalised pedestrian crossing —Fix footpath qualityrwidth —Zebra crossing

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7 —Kerb build out 8 — Pram ramp 9 — Vegetation maintenance 10— Sweep/meintenance 11— Pedestrian refuge

Cerdno

Cartino 12— On road cycle lane 13— Bice hold rail 14 — Actust border for cycle safety 16— Bicycle pariting —rails 18— Bicycle parking — lockers

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10 Staging and indicative costs 10.1 Staging The options outlined in this strategy represent a comprehensive package of works which when delivered would contribute a significant improvement to the long term walkability and cycle-ability of the study area. Schemes outlined in this study can be grouped into the following categories: 4. Initiatives and programs 5. Short to long term infrastructure adjustments S. Master planning objectives The initiatives and programs ()Wined in Section 10 of this report can be developed and Implemented as recerired. Many of these will benefit from incorporation into policy and the Development Control Plan (or similar) established for the study area No particular priority has been established for these options. Short to long term Infrastructure adjustments have been graded into LOW, MEDIUM and HIGH priority, where the following timeframes are recommended for implementation: > High Priority (0-2 years) > Medium Priority (2-5 years) > Low Priority (5-10+ years) The recommended priority for each treatment s i based on consideration of the ability of the treatment to active the travel, resultant improvement n i safety, its potential integration into the redevelopment encourage Of the Woden bus interchange; its relevance for the new Woden Town Centre Master Plan as well as consideration of the cost of the Infrastructure: High priority has been allocated to jasy win' treatments that will improve accessibility, safety and encourage active travel on principal, secondary and other key routes. These works are unlikely to be reliant on incorporation into master planning documents so can be implemented autonomously. > Medium priority has generally been allocated to treatments that require integration with either the redevelopment of the Woden bus interchange or Incorporation into the Woden Town Centre Master Plan. Medium priority has also been allocated to upgrades that not in high pedestrian traffic areas and so would have a longer payback period in terms of benefits per dollar spent. â&#x20AC;˘ tow priOrity has been allocated to works that will be required In the longer term, as the residential $1141 worker population of Widen grows. it Is'noted1hat although the need may be strengthened in the future, planning for many of these elements including incorporation into master planning and her development controlling documents in the short term is imperative to their delivery in the longer term. These items could be implemented as opportunities arise. Master planning objectives relate to strategies which rely on the development of adjacent land uses in order to be practical. It is recommended that these options are incorporated into the Master Planning for the various locations within the study area. These options are designed specifically to cater forthe medium to lung t e n expansion and future Wroth and develepment ref the study areas, and consider the needs of future development and long term planning goals as Well as the oxidating identified needs. >

Master planning objectives have been designatedtAASTER in the schedule of prioritise and costs. The priorities for the identified initiatives are included in Appendix D.

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11 Support Initiatives Implementation of the recommended infrastructure improvements proposed in Section 9 will help to develop a coherent, direct, safe, attractive and comfortable active transport network for the Woden Town Centre, Mawson Group Centre and Athllon Drive East. While these improvements will be an important factor to encourage more residents, workers, students and visitors to walk or cycle instead of drive, their effect can be enhanced through implementation of appropriate support initiatives such as education, prOmotion and incentives that will assist the decision to break existing travel habits and try, sustainable transport modes. Education, promotion and incentives can help to increase knowledge and understanding of the active travel choices available, develop skills and confidence, and provide motivation and encouragement to make travel â&#x20AC;˘ . behaviour changes towards sustainable transport modes. The below support Initiatives can be used to further enhance the effectiveness of the recommended infrastructure improvements.

Table 11.1 Support Initiatives 1

Bike hire Bike hire provides Incentive to trial cycling and inocrporate It into daily trips, with Provide bicycle hire n I the Woden Town Centre. This could be developed in conjunction with surrounding developments to Include minimal expense to the user. . pods at key sites like the hospital, major commercial OffiCeS, the bus Interchange and Westfield. Bicycle hire schemes could be public or private where a number of bicycles are made available at the organisation level.

Workshops and classes Provide free cycling workshops and bicycle maintenance classes.

Workplace travel plans Provide businesses with a workplace travel plan service. Make workplace travel plans a condition of Development Application Approval for new development Promote special events Hold promotional activities and special events and align with

national Initiatives such as Avalk to work day', ucar free day' and o d e to work day'. On *vont days organise a breakfast for participants, and work with the organising group to provide promotion for the event

Addressing the safety and knowledge barriers, real and perceived, through Information and training in a safe environment will help novice bicycle riders feel more confident and make cycling a more viable choice. . Helping workplaces n i the Woden Town Centre to develop workplace travel plans Wil encourage them to Consider and promote different options for employee travel. These activities and events will Increase awareneis amongst residents and workers about the potion of vialidng or cyclkig Tor' typioal daily trips, Walking and cycle events are easy to organise and are* great way to leverage off nationally promoied events.

Travel to Work Seminars

This will increase employee awareness of Hold a seminar with free lunch to odUcate Woden employees about their options in a social environment. It will give them the opportunity to ask questions all the available transport options for travelling to work. Pedal end geligive feedback to the ACT Power, Living Streets Canberra and ACtOti bum*, shOuldbe Invited to present their Services in a friendly environment In a social GovernMent, service providers or community groups. atmosphere. Another option is a Travel to Work Fair In Woden, Town Square during a week day lunchtime. Travel access guides Travel access guides can educate visitors t o the Woden Town Centre destinations on Work with key destinations, including the Canberra Hospital, the best walking, cycling and public Westfield and Phillip Oval, in Woden to develop travel access transport options. They should include guides which can be made available online or in hard copy. walking routes, building entrances, bike parking, and public transport services. Using a similar format for all key destinations will improve comprehension.

Transport Management Association

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ICMITMEMEI Develop a Transport Management Association (TMA) for the VVoden Town Centre. TMAs are not-for-profit associations that are made up of business and government representatives working together to solves transport issues in a geographical area. They provide travel planning services and schemes for members to reduce single occupancy car use. These groups can take advantage of the economies of scale that can be generated by spreading the costs of this service over a number of constituent organisations.

Rationale

the Woden Town Centre would assist workplaces and businesses by providing shared resources and services such a carpool scheme, travel plans, employee and customer communications and travel access guides. The TMA could work with member organisations to promote walking and cycling to employees, customers and visitors.

Car share scheme Investigate the viability of providing a car share scheme in the Woden Town Centre, reducing the need for car ownership by town centre residents. Workplaces could also take advantage of the car share scheme, reducing the need for employees to use their own vehicles to attend off-site meetings.

One car share vehicle can replace up to 13 privately owned cars in an area with residents and workers able to walk, cycle or catch public transport for the trips that they don't require a car.

Taxis or a pool of company cars can be used for day-time business trips if public transport is not available.

In similar way to a car share scheme, encouraging businesses to provide employees with taxi vouchers or pool cars for meetings removes the requirement for them to bring in personal cars for meeting attendance or after hours work, and supports the choice of active travel for commuting trips into the office.

End-of-trip facilities for new developments Ensure new developments provide high quality, appropriate and ample. Plan for bicycle storage facilities and showers and lockers by making them a requirement of planning approval.

Ensuring that the development approval end-of-tri p stipulates the provision of process facilities will guarantee that future developments provide the on-site facilities needed to support walking and cycling.

Limit parking supply Limit the availability of parking for new development or reduce the physical parking supply within the town centre/ introduce pricing mechanisms to reduce demand.

Reducing parking supply and demand will lead to more trips taken by walking, cycling or public transport.

Lunchtime walks By encouraging workers to use the Promote lunchtime walking groups, or other active/ lunchtime sports parkland, paths and public space through and adjacent to the study area in a social groups etc to utilise adjacent parks and green spaces. way at lunchtimes, they will become familiar with the active transport facilities and this will increase the likelihood that they will consider walking as a commuting trip.

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APPENDIX

Stakeholder consultallon outcomes

(.1.14) carchroo* "

Stuck. the %lure

Stakeholder engagement

1.1

Project stakeholders

The Pedestrian and Cycle Movement Study stakeholders include anyone, from the public in general or an interested organisation, who has a current or future interest in the project. As identified in â&#x20AC;&#x17E;Engaging Canberrans", stakeholders can be grouped into three categories: > Community of interest > Influencers. > Key stakeholders. The study concentrated on identified key stakeholders for consultation, the broader community will be engaged throughout the development of the Woden Town Centre Master Plan. 1.1.1

Key stakeholders

1.1.1.1

interest groups

> Living Streets Canberra (formerly Canberra Pedestrian Forum). > Woden Valley Community Council. > Pedal Power. 1.1.1.2

Service providers

> ACTION Buses. 1.1.1.3

Major employers/trip attractors

> Department of Health and Aging. > IP Australia. > Westfield. > The Hellenic Club. > The Southern Cross Club.

1.2

Engagement activities

1.2.1

Stakeholder interviews

Cardno attended interviews with key stakeholders, organised by ESDD, to receive their comment on the issues, constraints, planned development to be taken into account for the study. The stakeholder interviews: > Confirmed the issues, constraints and opportunities for the study area. > Confirmed existing and future pedestrian generators, key pedestrian routes and known desire lines and crossing points. > Identified potential improvement. Cardno attended interviews with:

> Woden Community Council. > Canberra Hospital. > Taxi Council. > Action Buses. > Woden Youth Centre. 1.2.2

Saddle Survey

Representatives from Pedaipower and the Woden Community Council participated in the study' saddle survey. It was an opportunity to gain significant insights into key cycling routes, issues, conflict points and needed improvements from local cyclists who are familiar with the study area. The discussions undertaken on the saddle survey were able to be demonstrated with on-site examples and provided an understanding of local cyclist bafflers and issues. 1.2.3

Invitation to provide comment

For the key stakeholders that Cardno was not able to meet with, a letter was sent inviting them to provide comment for the study including: > The specific needs of their staff and visitors. > Known pedestrian routes to and through the study area. > Known pedestrian and cyclist issues and bafflers to walking and cycling to and through the study area. > The improvements required to increase the safety, accessibility, convenience and directness for pedestrians and cyclists to and through the study area. > Any future growth planned for the study area that will affect pedestrian and cyclist amenity or Increase the volumes of pedestrians and cyclists. Responses were received from: > Living Streets Canberra. > IP Australia. >

The project was also referred to a submission to the Cycling and Pedestrian Network Priority Infrastructure for Capital Works, Carclno for ACT Ooyemment (2010).

1.3

ConsuftatIon outcomes

Stakeholders raised a number of issues, constraints and opportunities, summarised in the following sections. 1.3.1

Key pedestrian and cyclist routes and destinations

Stakeholder identified a number of routes and trip attractors throughout the study area, discussed in the Table 1.1 with key mutes and item of Interest shown on-figure

To! from Canberra Hospital

Canberra Hospital staff have a walking club at lunchtime through the study area and some staff walk to the VVoden Town Centre for lunch.

Canberra Hospital

Canberra Hospital staff live n i neighbouring suburbs (Swingers Hill, Tiffany Gardens, and Central Park) and so

Canberra Hospital

Location

Comment

Stakeholder

active travel is a key method of travel to work.

Around Woden Town Centre

Bike riders access the hospital from all approaches either on main roads or on footpaths.

Canberra Hospital

The staff from the 11pm shift finish at Canberra Hospital requiring good lighting when walking home.

Canberra Hospital

Corinna Street has developed as a food precinct.

Woden Community Council

Bradley Street has two restaurants and the cinema which keeps it busy in the early evening and night.

Woden Community Council

Cyclists travelling east-west through the town centre have to ride through the bus interchange.

Woden Community Council

There is not much use of parks by office workers at lunch time Woden Youth Centre due to distance and time.

Seniors & mobility impaired routes and destinations

Around Athllon Drive

The Corinna Street bus stop is well utilised.

ACTION Buses

There are no concentrated areas of seniors or mobility impaired people in Woden except for the Seniors Centre and the health centre in Corinna Street.

Taxi Council

Mobility scooters are used on Launceston Street and Yamba Drive.

Woden Youth Centre

The Melrose Drive underpass has â&#x20AC;&#x17E;goat tracks" to Strathgordon on the corner of Melrose Drive, There are some mobility disabled used who use these paths.

Woden Youth Centre

Koomari disability support is located on the corner of CaIlam Street and Launceston Street.

Woden Youth Centre

A new aged care is located west of Melrose Drive, south of Launceston Street.

Woden Youth Centre

Informal crossing of Beasley Street is occurring by Melrose High students as they access the bus stops on Athllon Drive.

ACTION Buses Woden Community Council

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East of Woden Town Centre

The pedestrian crosSing at the intersection of Melrose Drive and Hindmarsh Drive from Chiefly is busy.

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Woden Community Council '

People accessing the town centre from the east connect north Woden Community of the bus interchange via Easty Street Council

1. Between the trades a services area and the town centre

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VVilbow Street and Cancun Offices are used for east-west routes.

ACTION Buses

Commuters to the Wertell Town Centre park for flee in the Trades and S8114011-011 area.

VVoden Community Council

People walk north-south between the trades and services lunchtime. area to Westfield at lunchtime.

Woden Community Council

1.3.2 pedestrian and cyclist issues Stakeholders identified a number of existing issues for pedestrians and cyclists throughout the study area. These Issues and constraints are grouped in broad categories. tabill10.2 Stakeholder pedestrian and cyclist issues

Connectivity

East-west connectivity through the town centre is poor. It can take 10-15 minutes to vatlk east-west across the CBD.

Woden Community Council Woden Youth Centre

, Community There la limited north-south connection lo the trades and services Woden area. Council There is limited north-south link through Westfield and it is hard to walk between the cinema and the restaurants on Corinna Street

'VVoden Community Council

There is limited north-south axestotivity through the town centre at town square.

Woden youth Centre

Desire lines are net catered fdi

Woden Community Council

VVoden doestfkreepond well to a modern lifestyle, it is not possible Woden Community to make, multi-purpose trips, instead it is necessary to drive between Council different errands.

Issue

Det:tii

Document

There are no footpaths on the west side of Callam Street near Neptune Street and between car park entrances.

Woden Community Council Woden Youth Centre

Footpath condition

Navigation is difficult, especially around Mawson Drive underpass.

Woden Youth Centre

Missing pedestrian link at Wilbow Street roundabout.

ACTION Buses

There is a missing section of footpath on the south side of Launceston St between Callam Street and Bowes Place (adjacent to the Hellenic Club building and car park)- this single block is the only missing bit the whole length of Launceston St.

IP Australia

The footpath on the western side of Yamba Drive north of Kitchener Street ends abruptly. Wider footpaths needed on route between the hospital and the Woden Town Centre and trees overhang the existing narrow path. Some trip hazards present on Hindmarsh Drive. Footpaths are not wide enough for both walkers (especially elderly/ frail people) and cyclists. A Canberra Hospital staff member twisted their ankle on the paved area through Tiffany Gardens. Footpaths are not good quality on the north side of Corinna Street.

Canberra Hospital

Canberra Hospital Canberra Hospital

Canberra Hospital

Woden Community Council

Access to Eddison Park is steep and it is necessary to weave through the metal barriers.

Woden Youth Centre

The ramps for the Melrose Drive underpass are too steep for elderly Woden Youth people. Centre Athllon Drive East: the southernmost section of this cycle path - is IP Australia and has always been a narrow concrete walking path of very poor quality. Cracked, dislodged slabs, rough edges etc have been there for decades. Although maintenance occurs it is still a narrow concrete walking path that is pretty rough. This leads to Southlands and the path leads cyclists to a crossing near the post office which puts them in conflict with safe distances from the shops.

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Crossing

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There is potential for pedestrian./ car conflict on Ainsworth Street as Canberra Hospital walkers crossing over Ainsworth interact with cars using Ainsworth as a shortcut to avoid the Yamba Drive / Hindmarsh Drive intersection. Safety concerns for crossing Wilbow Street north-south.

Canberra Hospital

Some conflict between people and vehicles on Corinna Street west, Canberra Hospital the pedestrian crossings are located too closeto the Westfield entrance. • • There la an issue with the new Split phasing et the signalised intersection of Melrose Drive and Hindatarsti Drive. Woden Community Council opposed the pedestrian facility at the Intersection of Melrose and Hindmarsh Drives to force a two stage crossing.

Woden Community Council

Six lane roads are hard to cross

Wocien Community Council

There are limited crossings of Melrose Drive into the trades and services area from Chiefly however the underpass further north on Melrose Drive provides good' accessto the town centre.

Woden Community Council

The roundabout refuges at the Intersection of Botany Street and Townsend Street are very small and are not pedestrian or cycle friendly.

Woden Community Council

The pedestrian crossing outside of Westfield on Corinna Street is too close to the intersection with Brewer Street

Woden Community Council

There is on north-south pedestrian crossing on the west side of the Woden Youth intersection of Bradley Street and Callon Street — where buses exit Centre the interchange. Speeding occurs through the two zebra crossings at Westfield on Corinna Street and due to a lack of tiufflc calming devices.

WOden Youth Centre

There are significant pedestrian safety Issues associated with Launceston Street and the number of Staff who 4re required to cross it from car, parking, The saMeaalety,Iiisuei inwaekon pus travellers required to cross Launceetoa *reek

IP Australia

Living Streets Poor Intersection design, especially at kitellActiana of, dual cardagewey roads, limits the ability of road engineers to program canbenit Pedestrian signals to allOw pedestrians to cross when it is safe to do so. In many cases this problem was compounded by poor pedestrian Signal programming.

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Personal safety

I )e tail

A notable exception is the intersection of Hindmarsh and Melrose Drives, which has been designed with offset pedestrian crossings that make it possible to allow pedestrians to proceed across either half of the road when it is safe to do so, rather than making them wait until it is safe to cross both sides at the same time. In most cases these signals have also been programmed to go green automatically when it is safe to proceed, rather than remaining red unless the pedestrian call button was pressed prior to the start of the safe phase.

Living Streets Canberra

Altree Court presents some personal safety issues for taxi drivers.

Taxi Council

After 5pm there is a lack of people in the Woden Town Centre.

Woden Community Council

The bus interchange presents a security issue, anti-social behaviour goes unseen. It is isolated with limited shop fronts and inactive facades, Westfield also has inactive facades.

Woden Community Council

The last bus service from the interchange is at 11:30pm, the main security issues (e.g. children fighting, unsavoury characters hanging around and intimidating passengers, bullying / harassment, occasional robbery) occur between 7pm â&#x20AC;&#x201D; 9pm.

ACTION Buses

Walking distances, such as to Southlands, during the evening in winter months is seen as undesirable by many female staff members because of lack of light.

IP Australia

There is a lack of directional signage between Canberra Hospital and the Woden Town Centre.

Canberra Hospital

There is a lack of signage indicating how to access the Woden Town Centre e.g. there should be a sign at the intersection of Melrose and Athllon Drives indicating that cyclists from the south can turn left into Melrose to access the Woden Town Centre.

Woden Community Council

Lack of signage and permeability.

Woden Community Council

Integration with other transport modes

Bus services could be improved with better connections into the hospital grounds. There are also slow connections between bus services.

Canberra Hospital

Vehicle speeds

Only half the town centre is 40kpm where there is high pedestrian activity, there should be more 40kpm zones. Eg. Corinna Street.

Woden Community Council

Signage

Woden Youth Centre

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Corinna Street s i dangerous; 40km/h speed limit should be Introduced. Motor vehicle speed is a safety issue for pedestrians and cyclists â&#x20AC;&#x201D; IP Australia especially for children under ten who, according to Kidsafe ACT, should not be allowed to walk or cycle on (presumably including across) roads without adult supervision. Conflict with vehicles

i bus/pedestrian conflict as buses exit the interchange. There s Drivers have poor visibility.

Woden Youth Centre ACTION Buses

The lack of "drop off' and "pick up" points for some of the buildings JP Australia n I Woden present safety issues for staff crossing roads such as Worgan and Furzer. The Street Art item on Furzer and Worgan affects motorist and pedestrian visibility adds to safety issues at that intersection between 4.45PM and 5.30PM.

IP Australia

An important barrier is driver ignorance of the rules that require them to give way to pedestrians at intersections.

Living Street Canberra

A barrier for child cyclists and for adults who cycle on footpaths is that they must give way to all other traffic whenever they cross a road.

Living Street Canberra

Conflict between cyclists sod pedestrian

The issue of mixed pedestrian and cycle paths presents safety challenges, particularly with the increased use of head phones and ear pieces by pedestrians, joggers and cyclists.

IP Australia

Accessibility

Disabled paddng is Waited at the north aide of the Canberra Hospital campus; people therefore need to walk the length of the campus from the main car park.

Canberra Hospital

Past Corinna Street there is a lack of disabled parking near the Woden Youth chemist. And the chemist loading operations occur on the footpath. Centre Street fronts

The medical land uses on Corinna Street are not consistent with the Woden Community emerging food precinct. Council

Lighting

More street lighting is needed through Central Park.

Canberra Hospital

, There is limited lighting on cycle paths eg. no lighting along the share path adjacent to Athlion Drive.

Woden Community Council

The MAIMSO Drive underpass is poorly lit and could be wider.

Woden Community Council

Issue

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Cycle lanes/paths

There is limited lighting on cycle paths. The ACT Government is starting to light them but it would be preferable to spend the budget on more cycle paths.

Woden Community Council

Try to avoid planning cycle lanes adjacent to taxi ranks.

Taxi Council

Cycle paths can be isolated and dark, dependent on the time of the day.

Woden Youth Centre

The cycle path is tree-lined which is great but it is on the wrong side Woden Youth of the road for Woden. Centre CaIlam Street has bus-only lanes which are not for cycling.

Woden Youth Centre

The EastNVest "Bicycle W a r adjacent to Bowes Street (EastNVest) IP Australia and on the southern edge of the large car park bounded by Bowes Street, CaIlam Street & Matilda Street. This zone has signage as Woden Town Centre Cross Cycleway and it also has clearly marked at 4 or so places, "no stopping". Continually, cyclists have to run the gauntlet of motorists parking there (often leaving no room to go between them and the kerb), opening doors, and also driving along there.

Cycle parking

1.3.3

Although outside the study area, the lack of proper cycle paths on the Lyons side of Launceston Street is noted as a deficiency. This also impacts on staff cycling to Woden from Weston Creek, via Heyson Street.

IP Australia

There is not enough cycle parking in the study area, particularly at Westfield. SCouncil

Woden Community

The Bike & Ride facility at Mawson & Lyons is not well used.

ACTION Buses

Stakeholder suggested improvements for pedestrian and cyclist facilities

Stakeholders also raised their suggestions for improving the walking and cycling networks in the study area. These suggestions are grouped by category. Table 1.3

Stakeholder suggested improvements for pedestrian and cyclist facilities

Recommendation

Detail

Document

Connectivity

Short, direct, uninterrupted routes.

Living Streets Canberra

Footpath condition

Widen the Melrose Drive underpass to allow for shared path use.

Woden Community Council

Recomwendationn(1<il!

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Athllon Drive East (southern part of cycle path): Replace IP Australia with a proper cycle path bitumen surface and increase the cycle path width. Crossing

A pedestrian bridge over Yamba Drive.

Canberra Hospital

Additional pedestrian leg at the Yarriba Drive Intersection out the front of Canberra Hospital.

. Canberra Hospital

Upgrading signalised intersections and pedestrian signals to the standard of the Hindrnarsh D N . / Melrose Drive Intersection.

Living Streets Canberra

Vehicle speeds

Living Street Canberra The introduction of 40.1on/h speed limits n i and near Town Centres will reduce the danger caused by vehicle speeds, though it is not clear that Kidsafe would regard it as safe for children under ten to walk or cycle on 40 km/h roads without adult supervision.

SIgnage

Installation of uGive way to pedestrians" signs at signalised intersections.

Living Streets Canberra

Directional signage needed for the cycieway past VVoden Town Centre from the Mawson direction and also into the trades and services area.

Woden Community Council

Real time bus arrival information for display inside Canberra Hospital.

Canberra Hospital

Information

-Public transport A free bus shuttle service between Canberra Hospital and the Woden Town Centre.

Canberra Hospital

Consider future light rails on Callon Street and an east- ACTION Buses west spine. Bus stops should be located as close as possible to safe crossing points.

Living Street

Lighting

Extra lighting is required near the bus interchanges. night booth and night services to be moved closer to it.

ACTION Buses

Taxi ranks

-Taxl.ceouncil After hours baxt rinks could be provided-00041-ft* , J. ., , , ckibk , ,., .. ., . ' , Taxi Council Taxis to be able to park nose to.keds anhe western entry to the Mawson Group Centre supermarket to pick up shoppers. â&#x20AC;˘ .. I

Recommendation

Detail

Document

Cycle lanes

Provide a cycle lane on Athllon Drive between the hospital and Launceston St. Riding on the footpath can be dangerous near the bus stop by the Peter and PauIs Primary School. A footpath/cycle lane on other side (cemetery side) would be helpful riding north up Athllon between Hospital and Launceston Street.

IP Australia

Bike parking

Secure bike parking required including a cage at Action.

Woden Youth Centre

Street front. activation and . attractiveness

More kod v.ens will help to create more of a food.. precinct off Corinna Street.

Woden Community Council.

Improve the 'look and feel' of the pedestrian walk between IPA and Woden Plaza to improve legibility and practicality.

IP Australia

Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East

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Pedestrian and Cycle Movement Study for the Woden Town Centre, Mawson Group Centre and Athllon Drive East

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Pedestrian and Cycle Movement Study for.the Woden Town Centre, hilawson Group Centre. and Athllon Drive East