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North Sydney Council North Sydney Bike Strategy 2009 Final Report Black

North Sydney Council North Sydney Bike Strategy 2009 Final Report

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ArupIssue 28 August 2009

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North Sydney Council North Sydney Bike Strategy 2009Final Report



Contents

Page

1 Introduction 1

1.1 Background 1

1.2 Aim and Objectives 1

1.3 Methodology 3

2 Cycling in North Sydney 4

2.1 Bicycle Count Data 4

2.2 Journey to Work Data 4

2.3 Cycling in Sydney Report 5

2.4 RTA: Cycling in New South Wales - What the data tells us 5

2.5 Other Relevant Council Documents 6

3 Consultation 9

3.1 Stakeholder Workshops 9

3.2 Submissions 9

3.3 Public Exhibition 10

3.4 User Surveys 10

4 Existing Bicycle Network 11

4.1 Bicycle Treatment Types 11

4.2 Summary of Existing Routes 25

4.3 Implementation of Bike Plan 2004 28

4.4 Existing Bicycle Parking 29

5 Current Bicycle Network Planning 31

5.1 Proposed Major Projects 31

5.2 Bicycle Planning in Adjacent Council Areas 33

6 Future Bicycle Network 35

6.1 Saddle Surveys 35

6.2 Engineering Route Strategy 36

6.3 Physical Works Schedules 53

6.4 Bike Parking 53

7 Implementation 58

7.1 Staging and Priorities 58

7.2 Ongoing Monitoring 59

7.3 Funding Sources 60




Tables

Table 1 Sydney Harbour Bridge Bicycle Count Data

Table 2 Shared Path Dimensions

Table 3 Partially or Not Implemented Routes of 2004 Bike Plan

Table 4 2009 North Sydney Bike Strategy Proposed Routes

Table 5 Bicycle Parking Locations and Estimated Cost

Table 6 Proposed Works

Table 7 Priority and Costing for all Routes

Figures

Figure 1 2006 Journey to Work – Trips to North Sydney LGA

Figure 2 2006 Journey to Work – Trips from North Sydney LGA

Figure 3 Separation of Bicycles and Motor Vehicles According to Traffic Speed and Volume

Figure 4 Bicycle Shoulder Lane Layout

Figure 5 Bicycle Shoulder Lane – Treatment at Intersections

Figure 6 Austroads Advisory Treatment Using Edge Lines - Layout

Figure 7 Contra-flow Bicycle Lane Layout

Figure 8 Standard On-Road Bicycle Logo

Figure 9 Shared Path Sign (R8-2)

Figure 10 Existing North Sydney Cycling Network

Figure 11 Regional Routes - Cammeray

Figure 12 Proposed Bicycle Network

Figure 13 SHB to Cammeray Route

Figure 14 North Sydney CBD to St Leonards Route

Figure 15 Kurraba Road/Ben Boyd Road Intersection – Proposed Modified Arrangement

Figure 16 Proposed Russell Street Railway Underpass Treatment

Figure 17 Required Clearance for Bicycle Rails

Photographs

Photograph 1 Bicycle Shoulder Lane – Yeo Street, Neutral Bay

Photograph 2 Ridge Street Bicycle Separation Line, Crows Nest

Photograph 3 West Street Bicycle Separation Line, Cammeray

Photograph 4 Parking Lane Separation Line - Mount Street, Coogee

Photograph 5 Middlemiss Street Contra-flow Lane, Milsons Point

Photograph 6 Atchison Street Contra-flow Lane, St Leonards

Photograph 7 Spruson Street (Mixed Traffic Street), Neutral Bay

Photograph 8 Eaton Street (Mixed Traffic Street), Neutral Bay

Photograph 9 Berry Street Shared Path, North Sydney

Photograph 10 Park Avenue Shared Path, Cammeray

Photograph 11 Crows Nest to North Ryde Path, Lane Cove

Photograph 12 Recommended Road Markings at a Local Roundabout (Willoughby LGA)

Photograph 13 Example of North Sydney LGA Directional Sign

Photograph 14 Old Directional Sign (i)

Photograph 15 Old Directional Sign (ii)

Photograph 16 Old Directional Sign (iii)

Photograph 17 Example of Class 1 (high security) Bicycle Parking – Mount Street

Photograph 18 Example of Class 3 (low security) Bicycle Parking – Mount Street near Pacific Hwy

Photograph 19 Mount Street east of Walker Street

Photograph 20 Mount Street/Arthur Street Intersection

Photograph 21 Arthur Street Western Footpath

Photograph 22 Arthur Street south of Mount Street




Photograph 23 Anderson Park Pathway

Photograph 24 Anderson Park Stairs

Photograph 25 Kurraba Road/Ben Boyd Road Intersection – Current Arrangement

Photograph 26 Alfred Street North

Photograph 27 Falcon Street Footpath

Photograph 28 U-Rail Bicycle Parking

Photograph 29 Bicycle Parking Rail – Mount Street Plaza

Photograph 30 Parking Ring in Sydney CBD

Photograph 31 Secure Bicycle Lockers, Mount Street

Appendices

Appendix A

Unit Rates for Bicycle Treatments and Physical Works Schedules

Appendix B

HarbourLink Proposal

Appendix C

Photographs of Cycling Routes



Page 1 ArupIssue 28 August 2009

1 Introduction

Arup was commissioned by North Sydney Council (NSC) to prepare the North Sydney Bike

Strategy 2009. The strategy will build on previous planning of bicycle infrastructure and

subsequent implementation of cycle facilities, and will guide the ongoing implementation of

cycle facilities.

1.1 Background

North Sydney LGA is home to a complex network of transport systems including freeways

and arterial roads, cycleways, footpaths and bus, train and ferry services. These systems

accommodate significant volumes of people as they move through the area or come here

daily as residents, workers or visitors.

NSC has stated in its 2020 Vision that it will work to ensure that alternatives to car use are

well promoted and supported. Council has committed to pursue improvement and

expansion of sustainable transport options and encourage the use of alternative modes of

transport to the private car for a healthy, flexible, reliable, accessible and sustainable

transport system. Council wants to ensure that pedestrians and cyclists enjoy easy and safe

access throughout North Sydney and through to the Sydney CBD and other destinations via

the Sydney Harbour Bridge (SHB). The promotion of bike riding is particularly important in

the context of increasing community concerns regarding sustainability and climate change.

One of Council’s overall aims is to reduce internal and external car trips, reduce traffic

generation from development and encourage greater use of public transport and alternate

modes of transport such as cycling. Shorter trips in particular can be achieved comfortably

by bike. In this regard Council wishes to improve the pedestrian and cycling environment

and links and to encourage an increase in pedestrian and cycling trips. The development

and implementation of an appropriate safe, convenient and accessible cycle network is

required to achieve Council’s strategy.

The existing bicycle network in North Sydney originates from a Regional Bike Plan Study

undertaken in 1982 for the Lane Cove, Mosman, Willoughby and North Sydney council

areas. In 2004, Council prepared an updated North Sydney Bike Plan.

The majority of infrastructure items outlined in the 2004 North Sydney Bike Plan have now

been implemented. Works which have not been completed were seen as of less strategic

importance and/or the cost or difficultly to implement such works was seen as too high.

1.2 Aim and Objectives

The strategy involves a review of the 2004 Plan and preparation of an updated strategy for

improving cycling facilities in North Sydney. The overall objective of the strategy is to ensure

that the needs of the existing and proposed bicycle network appropriately meets the

community’s cycling needs, is in harmony with the North Sydney Traffic Strategy and is in

accordance with current cycling planning practices.

The strategy builds on the 2004 plan with the key outcome a program of works that can be

delivered in the future in terms of high priority (1-2 years), medium priority (3-5 years), low

priority (6-10 years) and very low priority (11+ years).

The specific objectives of the review, as listed in Council’s brief, are to:

• Provide a strategic outline of the purpose of the Bike Strategy and its relationship to

other Council strategic documents. This outline is to include the benefits of cycling and

an argument for the adoption of the Revised North Sydney Bike Strategy.

• Identify additional bicycle routes which could complement the existing network of routes

both on-road and off-road to provide safe and convenient cycling. Particular emphasis




has been placed on providing bike facilities for ride to work trips to reduce motor vehicle

trips and reduce parking demand. However, all user groups, including, child cyclists,

training cyclists and recreational cyclists have been taken into account. The routes are

to be realistically achievable and staged over a period of 5 to 10 years.

• Review the existing bicycle routes and identify improvements where required to

enhance safety, operation and convenience along these routes. This will include

investigating the requirements to upgrade existing bike routes to meet the NSW Bicycle

Guidelines 2003 (e.g. on West Street).

• Review all roundabouts on the existing bicycle routes and identify where and how line

marking can be included to delineate safe routes for bikes (e.g. Alfred Street North and

Lavender Street).

• Review the outstanding elements of the 2004 North Sydney Bike Plan to determine the

strategic importance of the outstanding works and possibly to identify alternatives which

are more easily implemented or more cost effective to implement.

• Identify locations where existing traffic facilities can be modified to better enable bicycle

access. For example where existing traffic calming schemes exist.

• Assess the suitability of bike routes currently marked as “Unmarked Useful Cycling

Routes” on the Cycling North Sydney Bike Map and determine whether any of these can

be made into a more formalised marked cycling path.

• Review the feasibility of introducing Rail Trails along the North Shore Line railway

corridor.

• Identify locations for bicycle parking and storage facilities at main transport interchanges

and key attractions.

• Identify appropriate locations for bicycle storage boxes at traffic signals given the recent

changes to the Australian Road Rules in NSW.

• Develop recommendations for a regional link along the Warringah Freeway between

Miller Street and the new Lane Cove Tunnel cycling facilities.

• Provide concept designs for modifications to a number of smaller isolated areas of

interest.

• Review the Bike North submission to Council on the cycle route between the Sydney

Harbour Bridge and Morton Street Wollstonecraft dated July 2008 and provide

appropriate recommendations for improvements and modifications.

• Investigate the feasibility of a shared footway on Falcon Street between Merlin Street

and Laycock Street.

• Include a number of major regional projects in the updated North Sydney Bike Strategy,

with appropriate links to the local bicycle networks.

• Review the existing and proposed new bicycle routes with due consideration given to

the Austroads Guide to Traffic Engineering Practice Bicycles Part 14, the RTA’s NSW

Bicycle Guidelines 2003 and other relevant bicycle standards and industry practices.

• Consider links with the North Sydney Pedestrian Network and Amenity Study 1999 and

links to bicycle networks in surrounding Council areas.

• Devise an ongoing strategy for cost effectively monitoring performance measures

including changes in bicycle usage over time.

• Consult with relevant stakeholders, including Council staff (traffic, strategic planning and

parks and recreation staff) and the Bicycle and Pedestrian Sub-Committee members.




• Investigate and recommend external funding sources which may be available for cycling

projects (e.g. grants) and supply a schedule for submitting applications.

• Make recommendations for a proposed program of works, which is to be prioritised on a

cost-benefit analysis basis. The schedule of works is to detail the types of treatment/

work to be undertaken to satisfy the bike strategy implementation with the costs and

staging. The proposed treatments should include typical sections where appropriate and

have regard to existing road widths/ geometry.

1.3 Methodology

The methodology used for the study was based on Council’s Brief, the 2002 RTA guide on

“How To Prepare a Bike Plan, An Easy Three Stage Guide” and Arup’s experience from

undertaking similar Bike Plans.

The methodology comprised four stages:

Stage One

• Task 1 – Research and Review

Stage Two

• Task 2 – Collect Data

• Task 3 – Conduct Site Visits and Plot Map

• Task 4 – Inception Report

• Task 5 – Stakeholder Workshops

• Task 6 – Audit of the Routes

• Task 7 – Gap Analysis

• Task 8 – Develop an Action Plan

Stage 3

• Task 9 – Draft Bike Plan Report and Public Exhibition

Stage 4

• Task 10 – Final Bike Plan Report




2 Cycling in North Sydney

2.1 Bicycle Count Data

The RTA has permanent bicycle counters at a number of locations in Sydney. The only

location in close proximity to North Sydney is the Sydney Harbour Bridge (SHB) Cycleway.

It can be seen from Table 1 that bicycle volumes on the SHB have been steadily rising over

the last decade. This indicates that cycling in general is increasing as a mode of transport

and as a method of recreation.

Table 1 Sydney Harbour Bridge Bicycle Count Data

Time Period Year

2002 2003 2004 2005 2006 2007 2008

Average weekday daily count 769 798 855 935 1080 1188 1278

Average weekend daily count 521 443 472 500 579 637 573

Average daily count 696 707 740 804 930 1023 1077

Source: RTA

2.2 Journey to Work Data

2006 ABS Census journey to work data indicates that cycling account for approximately

0.7% of total journey to work trips to North Sydney LGA (almost 200 people) and 0.9% of

trips from North Sydney LGA (275 people). Mode share data for North Sydney LGA is

presented in Figure 1 and Figure 2.

In general, where a bicycle is used for the journey to work, NSW commuters use the bicycle

for the whole trip, rather than in combination with another mode. Train is the main mode

where a bicycle is used in combination with another mode and such journeys are higher in

outer Sydney than in inner Sydney areas such as North Sydney. Bicycle and bus journeys

are relatively rare.

Figure 1 2006 Journey to Work – Trips to North Sydney LGA

Tram, 0.0%

Train, 47.3%

Bicycle, 0.7%

Taxi, 0.8%

Ferry, 0.6%

Other mode, 0.3%

Truck, 0.2%

Other, 9.1%

Car as driver, 37.3%

Bus, 6.3%

Car as passenger, 3.5%

Motorbike, 0.8%

Walked only, 2.2%

Note: Excludes those who worked at home, did not go

to work and those who didn't state their mode




Figure 2 2006 Journey to Work – Trips from North Sydney LGA

2006 Journey to Work - Trips from North Sydney

Car as driver, 38.8%

Bicycle, 0.9%

Ferry, 3.1% Motorbike, 0.6%

Other mode, 0.5%

Truck, 0.2%

Other, 10.2%

Bus, 19.5%

Train, 17.3%

Walked only, 14.2%

Taxi, 1.2%

Tram, 0.0%

Car as passenger, 3.7%

Note: Excludes those who worked at home, did not go to work and those who didn't state their mode

2.3 Cycling in Sydney Report

In 2008 the Ministry of Transport’s Transport Data Centre produced a short document titled

Cycling in Sydney - Bicycle Ownership and Use. The data refers to the greater Sydney

metropolitan area but most of the findings apply to North Sydney. Key findings include:

• Bicycle trips account for about 1% of trips per day.

• Although accounting for a small share of the total transport task, bicycle use is growing

fast, 23% on weekdays and 58% on weekend days since 2001.

• The growth in bicycle travel is supported by increased bicycle availability, with more

households owning more bikes.

• In 2005 42% of Sydney households owned at least 1 bicycle, up from 37% in 2001.

• Cycling for social and recreational purposes remains the single most reported reason for

bicycle travel, especially on weekends. In 2005, 75% of weekend bike trips were for

social and recreational purposes.

• Males and teenagers still make up the majority of bike users, but more females and

people of all ages are taking up cycling.

2.4 RTA: Cycling in New South Wales - What the data tells us

The Premier’s Council for Active Living recently prepared a report titled, Cycling in New

South Wales - What the data tells us.

The report provided the following summary of Who is Cycling in NSW?

• More people are choosing to cycle in denser, urban areas.

• More commuter cyclists prefer to cycle for the whole trip, rather than with another mode.

• More cycling accidents are clustered in urban areas.

• Bicycles are most often stolen from residences.




• More men cycle than women.

In terms of how cycling in NSW compares to other locations, the report found:

• Bicycle use across NSW and Sydney is low compared to other Australian states and

capital cities.

• World cities with high bicycle mode share have seen a consistent annual investment in

connected bicycle infrastructure.

• Tested variables like topography were not found to provide a satisfactory explanation for

low rates of cycling in NSW compared to Victoria.

A significant proportion of the report was devoted to answering the following - what is the

potential to increase cycling in NSW?

• Bicycle ownership in Sydney is higher than bicycle usage figures would suggest

• Cycling accounts for a small proportion of commuter trips in NSW

• The LGAs with the highest levels of cycling to work in NSW are inner Sydney and

Newcastle:

� For trips shorter than 5 km - Cycling represents 1.6% of commuter trips and 0.9%

of non-work trips

� For trips between 5 and 10 km - Cycling represents 1.3% of commuter trips and

0.6% of non-work trips.

� For trips greater than 10 km - Cycling represents 0.1% of commuter trips and

0.2% of non-work trips

• Regardless of trip purpose, most trips involving cycling are less than 5 kilometres:

� 50% of all trips are less than 5 kilometres

� 71% of trips involving cycling are less than 5 kilometres

• Cycle mode shares are much lower for non-commuting purposes than for commuting on

a weekday.

• On a weekend, cycle mode share is much higher for short trips. These may be trips

undertaken by those who commute by bicycle during the week.

The report indicates that there is significant potential for an increase in cycling growth. Most

of this potential comes from short car trips that could be undertaken by bike.

2.5 Other Relevant Council Documents

2.5.1 Bicycle Sub-Committee

North Sydney Council has a bicycle sub-committee that meets regularly to consider a range

of issues including bicycle facilities, accessibility, and safety in the North Sydney area.

Members of the committee include Council staff, councillors, the RTA, North Shore Bicycle

User Group and Bike North. Minutes of recent meetings have been reviewed as part of this

project.

2.5.2 Council Strategies and Policies

NSC documents that are relevant to the North Sydney Bike Strategy 2009 include:

• North Sydney Council Management Plan 2008/09 – 2010/11 (2008)

An objective under Program 3.2 Pedestrian and Cycling Amenities is to provide

improved facilities for pedestrians and cyclists to promote and provide for a safe and

alternative method of travel.




Three relevant initiatives listed are:

� Lobby State Government to improve pedestrian and bicycle connections from St

Leonards Park to Neutral Bay in association with the Lane Cove Tunnel project.

� Review the existing North Sydney Bike Plan and prepare a new edition of the plan

including riding to school and Rail Trail feasibility.

� Further progress the HarbourLink project.

• Proposal for 10 km/h Shared Zones (2008)

A range of streets, primarily laneways, have been identified as suitable for

implementation of 10 km/h shared zones. Shared zones would greatly improve safety

for cyclists by providing a low traffic volume, low traffic speed environment.

However, the schemes, which are subject to RTA approval, need to be a supported by

traffic management devices and therefore implementation costs would be considerable.

• LATM proposals for Crows Nest, Cremorne, Kirribilli/Milsons Point, Neutral Bay North,

Neutral Bay South (2008)

A number of LATM schemes have been developed for various areas of the LGA to

address particular safety issues and to reduce traffic volumes in local streets. LATM

schemes have the potential to improve conditions for cyclists by reducing the speed of

motor vehicles and also lowering traffic volumes.

In a similar manner to the shared zones, the cost of installing the schemes would be

considerable.

• Sustainable Transport Action Plan (2007)

NSC’s commitment is stated - Council is committed to a sustainable future for North

Sydney and to reduction of greenhouse gas emissions. Sustainable transport is an

important mechanism which will assist with this. Sustainable Transport is a section in

our key strategic document and in the plans and policies which underpin this. The North

Sydney Sustainable Transport Action Plan provides a program by which our LGA can

move further along the path to sustainability.

One of NSC’s sustainable transport goals is listed as:

� Pedestrians and cyclists enjoy easy and safe access throughout North Sydney

• North Sydney Council 2020 Vision Strategic Plan (2007)

The 2020 Vision is the second long-term plan to be developed by North Sydney Council

in partnership with local residents, the business community, other levels of government,

educational institutions, non-government and religious organisations and neighbouring

councils.

Two of the long term goals of the plan are:

� The impact of the private car on our community and environment is dramatically

reduced

� Pedestrians and cyclists enjoy easy and safe access throughout North Sydney

• North Sydney Pedestrian Network and Amenity Study (1999)

This study assessed the pedestrian network in the North Sydney area. To understand

the current issues and barriers to walking for residents and workers in North Sydney,

community consultation was undertaken. One of the key points to emerge from these

consultations was that the Warringah Freeway was seen as a major barrier to walking in

the area. In addition, a number of parks and reserves were considered unsafe to walk

in, particularly at night.




Some key recommendations to emerge from the study include:

� Providing ramp access from the Alfred Street North approach to the Ridge Street

footbridge

� An underpass of the Falcon Street overbridge with links to Military Road and bus

bays

� An at-grade footpath along the southern side of the Falcon Street overpass with

signalised crossings to the existing median

Much of these recommendations are in the process of being implemented through the

Falcon Street pedestrian and cyclist facilities project (see section 5.1).




3 Consultation

3.1 Stakeholder Workshops

3.1.1 Workshop 1

The first stakeholder workshop was held at North Sydney Council on 3rd of April 2009. The

workshop was attended by members of the project team, council staff, councillors, and

representatives from BikeNorth and the North Shore Bicycle User Group. The agenda of the

workshop was as follows:

• Introduction

• Study outline and timeframe

• Background information

• Existing conditions assessment

• Issues discussion

- Disincentives to cycling in North Sydney

- Problems with existing routes

- Proposed additional routes

- Treatment type issues, e.g. traffic signals, roundabouts

- Specific issues, e.g. West Street

• Route development

3.1.2 Workshop 2

A second stakeholder workshop was held on 17th of June 2009 during the public exhibition

period of the draft report (see following section). The workshop provided an opportunity for

stakeholders (including the general public) to provide feedback relating to the action plan

and outputs of the revised bike plan. The main issues discussed in the workshop included:

• New bicycle routes

• Bicycle treatment types

• Bicycle parking

• Unmarked useful cycling routes

This final version of the report has been amended in response to comments received during

this workshop.

3.2 Submissions

BikeNorth provided two submissions relating to existing bicycle routes in North Sydney for

consideration in this bike strategy:

• Hazards on North Sydney Cycle Route: Sydney Harbour Bridge to Morton Street,

Wollstonecraft (July 2008)

• Bicycle Route No.7 – St Leonards to Crows Nest

These submissions have been reviewed and used in the development of the North Sydney

Bike Strategy 2009.




3.3 Public Exhibition

The Draft North Sydney Bike Strategy 2009 was placed on public exhibition between and 9th

June 2009 and 10th July 2009. A number of submissions were received during the public

exhibition phase of the project, from both local residents and bicycle user groups. Some of

the issues raised in the submissions included:

• HarbourLink (both for and against the project)

• Additional locations for bicycle parking

• Suggested changes to the proposed bicycle treatment types

• Modifications to the proposed bicycle routes

Submissions received as part of public exhibition process were reviewed, with the draft

report modified to incorporate these comments into the final report.

3.4 User Surveys

Every year on National Ride to Work Day, a survey is conducted of cyclists at the bike

breakfast hosted by North Sydney Council. In 2008, 30% of respondents rated the facilities

for cycling in North Sydney as either ‘good’ or ‘very good’. In contrast, over two thirds

surveyed were of the opinion that cycling facilities in North Sydney were either ‘okay’ or

‘poor’. More bicycle parking was the most popular response to the question of suggested

improvements to the bicycle network in North Sydney.

The main disincentives to cycling in North Sydney are commonly reported as:

• speed of cars

• no safe storage for bikes/bike theft

• volume of traffic

• narrow streets and quality of road pavement

The most important improvements commonly mentioned are:

• on-road marked bike lanes;

• motorist awareness information;

• bike training tracks for small children




4 Existing Bicycle Network

4.1 Bicycle Treatment Types

4.1.1 Guidelines

It is recommended that the construction of bicycle facilities in North Sydney be in

accordance with the RTA and Austroads Guidelines. Council staff responsible for bicycle

facility construction should be familiar with these documents, particularly:

• Guide to Traffic Engineering Practice, Bicycles Part 14, Austroads (1993)

• NSW Bicycle Guidelines (RTA, 2003)

4.1.2 Principles of Planning Bicycle Routes in North Sydney

When planning for bicycle facilities, the NSW Bicycle Guidelines state that a number of

factors must be taken into consideration:

1. Safety A route that provides a safe facility for cyclists and other road

users

2. Coherence A continuous route that has distinct and identifiable character

consistent with other routes

3. Directness A route that is as direct as possible

4. Attractiveness A route that compliments and enhances its environment in such a

way that cycling is attractive

5. Comfort A route that enables a comfortable flow of bicycle traffic and is

easy to use

When determining the most appropriate cycling treatment on a bicycle route, consideration

must be given to the traffic speed and traffic volume. The NSW Bicycle Guidelines provide

direction relating to the most suitable cycling treatment for different roads, as reproduced in

Figure 3. It is recognised, however, that rigid adherence to the requirements of the diagram

cannot always be achieved due to other constraints.




Figure 3 Separation of Bicycles and Motor Vehicles According to Traffic Speed and Volume

Source: NSW Bicycle Guidelines, Figure 3.2

In addition to the traffic speed and volume on the road, consideration must also be given to

available road space. This includes the physical width of the roads, number of travel lanes

and on-street parking. For the North Sydney Bike Strategy 2009, it has been assumed that it

is unlikely that there will be significant changes to the current provision of on-street parking

to accommodate new bicycle facilities. Similarly, it has been assumed that kerbs are unlikely

to be realigned to accommodate new bicycle facilities.

Cycling treatments available for application in North Sydney LGA are often constrained by

the narrow road widths that are common in the area. Due to the narrow streets, high traffic

volumes and on-street parking requirements within North Sydney, treatments such as

sealed shoulders and exclusive bike lanes are difficult to accommodate. Therefore, the

majority of on-road marked cycle routes in North Sydney involve low traffic volume streets

where cyclists share available road space with vehicles. Bike lanes are provided on some

higher volumes streets such as Miller Street.




The following bicycle treatments are common in North Sydney and form the basis for the

recommendations contained in this report:

1. Bicycle shoulder lanes

2. Separation/edge lines

3. Contra-flow bicycle lanes

4. Mixed traffic streets

5. Shared paths

6. Roundabout Treatments

Each of these treatments, including appropriate intersection treatments, are discussed in

detail in the sections below.

1. Bicycle Shoulder Lanes

Bicycle shoulder lanes are generally used to accommodate cyclists where there is demand

for kerbside parking and road space is limited. The lanes are suited to 12.8m streets which

are commonly found in inner Sydney. They may be achieved by reducing the widths of other

traffic lanes to accommodate a bicycle lane adjacent to the kerbside parking lane. This type

of facility is rare in North Sydney, and generally separation lines are the preferred treatment

type. Recommended dimensions of the parking, bicycle and traffic lanes are 2.0m, 1.4m and

3.0m respectively. Pavement markings should be provided at 200m intervals, and

directional and advisory signage included where necessary. These requirements are

outlined in Section 5.1.2 in the NSW Bicycle Guidelines, and are presented visually in

Figure 4. This type of treatment should not be used where a minimum 1.4m bicycle lane

cannot be provided.




Figure 4 Bicycle Shoulder Lane Layout


Where there is sufficient road width, bicycle shoulder lanes should be carried across

intersections of side streets. The area in which vehicles cross over the bike lane should be

marked with a dashed line, with the solid line denoting the edge of the bicycle lane to

continue following the intersection. This is outlined in Section 5.3 of the Austroads

Guidelines, and is displayed in Figure 5.




Figure 5 Bicycle Shoulder Lane – Treatment at Intersections

Source: Austroads Guidelines, Figure 5-3(a)

An example of a bicycle shoulder lane in North Sydney LGA is Yeo Street, Neutral Bay

(shown in Photograph 1).

Photograph 1 Bicycle Shoulder Lane – Yeo Street, Neutral Bay

2. Separation/Edge Lines

This treatment is utilised mainly in local roads where demand for parking is high and there is

limited road space available, and is commonly used throughout North Sydney. On-road

bicycle logos are used to indicate to road users of the potential presence of cyclists in this

area. The Austroads Guidelines (section 4.4.6.1) recommends that the minimum width

between the kerb and edge line is 3.3m. Many treatments of this kind in North Sydney

however fall below this width, with some separation lines less than 3.0m from the kerb. The

recommended layout for this treatment type is presented in Figure 6, with examples from

North Sydney (where these standards are not met) displayed in Photograph 2 and

Photograph 3.




Figure 6 Austroads Advisory Treatment Using Edge Lines - Layout

Source: Austroads, Figure 4-15

Photograph 2 Ridge Street Bicycle Separation Line, Crows Nest




Photograph 3 West Street Bicycle Separation Line, Cammeray

Where the standards for separation lines cannot be met, this style of cycling treatment is not

recommended. Inexperienced cyclists are in danger of being hit by opening car doors if they

cycle in this narrow space. More experienced cyclists will ride in the travel lane and ignore

the separation line, making it redundant as a cycling treatment.

An alternative treatment where there is limited road width is to mark the parking lane 2.0m

from the kerb – rather than the commonly found 2.5m or more . This restricts the space in

which vehicles have to park, and creates more room in the travel lane for cyclists and

motorists. On road bicycle logos adjacent to the parking lane would be used to indicate to

motorists the presence of cyclists. An example of such a treatment in Randwick LGA is

displayed in Photograph 4.

Photograph 4 Parking Lane Separation Line - Mount Street, Coogee

3. Contra-flow Bicycle Lanes

Contra-flow lanes are used on one-way streets to provide bicycle riders with two-way use of

the road. They are typically suited to low volume, low speed roads. They can be used in




certain locations to provide direct bicycle routes. 1.4m - 2.0m is the recommended width for

this facility, as displayed in Figure 7. Some examples of installed contra-flow bike lanes in

North Sydney are in Middlemiss Street and Atchison Street, presented in Photograph 5 and

Photograph 6 respectively. Green surfacing material should be used on the lanes where

vehicle volumes exceed 3,000 vpd (see Photograph 6).

Figure 7 Contra-flow Bicycle Lane Layout





Photograph 5 Middlemiss Street Contra-flow Lane, Milsons Point

Photograph 6 Atchison Street Contra-flow Lane, St Leonards




4. Mixed Traffic Streets

A number of streets in the North Sydney area have bicycle logos painted on to the road to

indicate the road is to be shared between motorists and cyclists. Generally these are suited

to roads with a low speed environment and traffic volumes less than 5,000 vehicles per day.

On-road bicycle logos should be marked at minimum 200m intervals towards the centre of

the travel lane. This logo (PS-2), including standard dimensions, is presented in Figure 8.

Figure 8 Standard On-Road Bicycle Logo


Some examples of mixed traffic streets in North Sydney are presented in Photograph 7 and

Photograph 8.

Photograph 7 Spruson Street (Mixed Traffic Street), Neutral Bay

Photograph 8 Eaton Street (Mixed Traffic Street), Neutral Bay

5. Shared Paths

Shared paths are off-road routes designated for use by both cyclists and pedestrians. They

are generally used on high-stress routes where traffic volumes are high and cycling on the

roadway is not considered suitable. They are also used as recreational cycling routes, and

are often constructed through reserves, parks and along coastal areas. North Sydney




contains a number of shared paths, both in high traffic areas and through parks and

reserves.

Shared paths are generally costly to construct and finding space to accommodate them is

often difficult. Existing footpaths, where suitable, can also be designated as shared paths.

Section 6.6.1 of the Austroads guidelines outlines the recommended widths for shared

paths as reproduced in Table 2.

Table 2 Shared Path Dimensions

Path Width (m)

Local Access Path Commuter Path Recreational Path

Desirable 2.5 3.0 3.5

Acceptable Range 2.0 – 2.5 2.0 – 3.5 3.0 – 4.0

Source: Austroads Guidelines, Table 6-3

Shared paths are designated with a standard regulatory sign (R8-2), as outlined in AS

1742.9 and reproduced in Figure 9.

Figure 9 Shared Path Sign (R8-2)

Source: AS 1742.9, Section 3.2 (e)

Some examples of shared paths in North Sydney are displayed in the photographs below.




Photograph 9 Berry Street Shared Path, North Sydney

Photograph 10 Park Avenue Shared Path, Cammeray

Photograph 11 Crows Nest to North Ryde Path, Lane Cove

Source: RTA

6. Roundabout Treatments

North Sydney’s road network includes a number of intersections controlled by roundabouts.

The design of roundabouts in bicycle planning is critical as they are a source of

considerable concern to cyclists. This strategy includes discussion and recommendations

for generic measures to improve safety for all road users through roundabouts.

Intersections, by their nature, represent points of conflict for all road users. Roundabouts are

a particular type of intersection treatment that can reduce the number of vehicle conflict

points at the intersection, and therefore generally exhibit lower overall crash rates when

compared to other intersections. Roundabouts also often reduce the severity of accidents at

intersections.




Cyclists are most vulnerable when travelling through intersections. Studies have indicated

that roundabouts, particularly those which have more than one lane in the circulating

roadway, are markedly less safe for cyclists1. In New South Wales it was found that 6% of

those injured at cross intersections were cyclists compared to 18% at roundabouts2.

Review

Research into bicycle crashes at roundabouts has indicated:

• A study of bicycle crashes at roundabouts highlighted that 74% of crashes occurred

between cyclists circulating on a roundabout and motor vehicles entering a roundabout3

• A study in Victoria that examined 391 reported crashes found that 60% of bicycle

crashes occurred when motor vehicles entering a roundabout failed to give way to

cyclists travelling through the circulatory carriageway4. This figure was 70% under a

study conducted in New South Wales and 50% in the UK.

The research documents outlined above present a foundation and an understanding of the

fundamental issues facing cyclists at roundabouts together with factors that may influence

safety.

Guidelines

The Austroads Guidelines and the NSW Bicycle Guidelines give similar advice for providing

for cyclists at roundabouts. The guidelines state that for single lane roundabouts, no specific

treatments are required for cyclists. This style of roundabout is most common throughout

the North Sydney LGA.

The most feasible option at local street roundabouts is for cyclists to integrate with the traffic

flow. It is recommended that the width of the circulating lane within the roundabout is kept

tight (close to the minimum recommended radius) to reduce the likelihood of vehicles

overtaking cyclists within the roundabout. To further emphasise this integration, the road

pavement should be marked at all entries to the roundabout indicating that cyclists should

merge with the traffic stream. An example of a roundabout treatment in Willoughby LGA is

presented in Photograph 12. If there is a marked cycle lane, it should end 20-30m prior to

the roundabout to provide cyclists with time to merge with the traffic.

1 Austroads 1999 Guide to Traffic Engineering Practice Bicycles – Part 14. Sydney 2 Robinson, D.L. 1988. Accidents at Roundabouts in New South Wales 3 Jordan P. 1986. Pedestrians and Cyclists at Roundabouts 4 VicRoads. 2005. Cycle Notes No 15 – Providing for Cyclists at Roundabouts




Photograph 12 Recommended Road Markings at a Local Roundabout (Willoughby LGA)

Source: BikeNorth

4.1.3 Bicycle Head Start Storage Boxes

Bicycle head start storage boxes allow cyclists to gain a ‘head start’ on vehicles through

signalised intersections, so they can proceed through in full view of other vehicles. This is

particularly important when riders have to make turns ahead of other traffic. The RTA is

currently in the process of developing a new design policy on these storage boxes, and they

have advised that implementation of this type of facility should not occur until the issue has

been resolved. Therefore, such facilities have not been included in the North Sydney Bike

Strategy 2009 but should be considered for implementation at appropriate locations in the

future.

4.1.4 Directional Signage

Council is currently implementing a new directional signage strategy for the bike route

network. Signs designate key destinations such as Cammeray, City, Cremorne, Cremorne

Point, Crows Nest, Greenwich, Jeffrey Street (Kirribilli), McMahons Point, Milsons Point,

Mosman, Naremburn, North Sydney, St Leonards, Waverton and Wollstonecraft. An

example of this new style of sign is shown in Photograph 13.

The NSW Bicycle Guidelines (section 9.1.3) advises that directional signage should be

provided at all intersections and other decision points so riders can easily follow their

chosen route. The majority of the new directional signs in North Sydney achieve this,

providing cyclists with information regarding different routes. There are a small number of

locations where directional signs could be relocated to provide improved clarity as to the

direction of the route, or where additional signs may be warranted due to high levels of

surrounding activity. These are discussed in the recommended works section of the

strategy.

On the whole however, the new signage strategy is a significant improvement on the older

style of directional signs (see Photograph 14 to Photograph 16), and should continue to be

implemented throughout North Sydney. Further, the existing (and outdated) directional signs

should be removed to improve clarity for cyclists, and to provide a consistent signage

structure for the North Sydney area.

Directional signage needs to be complimented by regulatory and warning signage where

appropriate.




Photograph 13 Example of North Sydney LGA Directional Sign

Photograph 14 Old Directional Sign (i)

Photograph 15 Old Directional Sign (ii) Photograph 16 Old Directional Sign (iii)

4.2 Summary of Existing Routes

Existing marked cycling routes in North Sydney LGA as of August 2009 are presented in

Figure 10 and are categorised as:

• Regional on-road bike route

• Regional off-road bike route

• Local on-road bike route

• Local off-road bike route

• Adjoining LGA local bike route (existing or proposed)

On-road cycle routes can be a range of different facility types including: sealed shoulder,

bicycle shoulder lane, edge/separation line, contra flow lane and mixed traffic street. Off-

road (or shared) cycle routes are generally in the form of a shared pedestrian/bike path, with

the exception of the SHB cycleway which is an exclusive cycleway.

Cycle routes can be informally classified as regional or local routes. Regional routes are

high-quality, high-priority routes to permit unhindered travel between the major regions of

cities. Local routes are high quality routes with seamless connections to regional routes.

The RTA is responsible for building a network of Sydney metropolitan regional cycle routes,

whilst local routes in North Sydney LGA are generally the responsibility of Council. Key

regional routes serving the North Sydney area include:




• Crows Nest to North Ryde via Warringah Freeway and Gore Hill Freeway

• Chatswood to Sydney Harbour Bridge via North Sydney

• Lane Cove to Mosman via Crows Nest

Routes for the adjoining LGAs of Mosman, Willoughby and Lane Cove were obtained from

recently produced local area bike plans.

North Sydney Council has developed a ‘Cycling North Sydney’ map (current version – first

edition, September 2006), which indicates all off and on-road marked cycling routes in the

area. The map also indicates a number of ‘unmarked useful cycling routes. The suitability of

these routes for cycling is discussed in detail in section 6.2.3 of this report.

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Coordinate SystemGDA 1994 Zone 56

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Job TitleNorth Sydney Bike Strategy 2009

Existing Bike Routes

ClientNorth Sydney Council

0 500 1,000250

Metres

Issue Date By Appd

Draft 05-06-09 JDM JPH AMH

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LegendBike Route - Regional On-Road (Existing/Proposed)Bike Route - Regional Off-Road (Existing/Proposed)Bike Route - Local On-RoadBike Route - Local Off-RoadBike Route - Adjoining LGA (Existing/Proposed)RoadsRailway Line

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4.3 Implementation of Bike Plan 2004

The 2004 North Sydney Bike Plan reviewed previous bike planning work and the status of

existing bike routes5. The plan recommended a total of 18 additional or upgraded bicycle

routes and contained detailed work schedules. The current status of the implementation of

each of these routes is described in the following sections.

4.3.1 Fully Implemented Routes

The following routes recommended in the 2004 bike plan have since been full implemented:

• Route 1: Alfred Street footbridge to Spofforth Street

• Route 5: Cammeray to Young Street

• Route 6: Balls Head Drive

• Route 7: St Leonards to Crows Nest

• Route 9: Milner Crescent to Shirley Road

• Route 10: Shirley Road to Bay Road

• Route 12: Wollstonecraft Station to Berry Island

• Route 17: Miller Street to McMahons Point Wharf

• Route 18: Miller Street Bridge to Cammeray Road

4.3.2 Partially or Not Implemented Routes

A number of routes from the 2004 bike plan have been partially implemented or not

implemented for various reasons. The current status of implementation of these routes is

described in Table 3. Some of these routes have been included in the North Sydney Bike

Strategy 2009 whilst others have been excluded, as listed in Table 3.

Table 3 Partially or Not Implemented Routes of 2004 Bike Plan

Route Discussion Recommendation

2 Milsons Point Station to

Cremorne Point Wharf

Partially implemented.

NSC has had a number of

complaints from residents about

cyclists on the Ennis Road path

Proposed works on this route,

including discussion of the Ennis

Road path, are described in

section 6.2

3 St Leonards to West

Street


A contra-flow lane has been

installed on Atchison Street

between Christie and Mitchell

Streets.

Council intends to construct a bike

path on Atchison Street as part of

streetscape upgrades.

The bike path NSC intend to

construct only extends to

Willoughby Road. Section 6.2

describes the recommended works

on Atchison Street east of

Willoughby Road.

4 Palmer Street to

Amherst Street

Not implemented.

The majority of this route is to be

implemented as a component of

the RTA regional route along the

Warringah freeway (see section 5)

Proposed works on this route are

described in section 6.2

5 Route numbers listed in this section of the report refer to those used in the 2004 bike plan. The 2009 strategy has adopted a new route numbering system.




Route Discussion Recommendation

8 Lavender Bay

Recreational Route

Not implemented.

This route was classed as a low

priority route in the 2004 North

Sydney Bike Plan. Council has

commented that this stretch of

pathway is used by a large number

of pedestrians – particularly

tourists who tend to walk slowly

and are unaware of oncoming

cyclists.

Considering the significant cost of

the full implementation of the route,

and that it is largely a route for

recreational (and not commuter)

cyclists, it is not recommended for

inclusion in the 2009 bike strategy.

As funding becomes available for

more cycling infrastructure in future

years, particularly for recreational

paths, consideration of this route

should again be given.

11 Wollstonecraft Station to

Greenwich via

Smoothey Park

Not implemented.

This route proposed to construct a

shared path from Wollstonecraft

Station to connect with the

footbridge in Smoothey Park. The

route was classified as a medium

priority route in the 2004 bike plan.

Council have received strong

objections from local residents

regarding this route, particularly as

it leads through the train station

pathway.

A number of alternative cycling

routes are already present in the

streets surrounding the station. To

access Smoothey Park, cyclists

can take the marked bicycle route

on the eastern side of the station

via Milner Crescent and Russel

Street. This route is thus not

recommended to be implemented

as part of the 2009 bike strategy,

however may be investigated as an

element of a future North Sydney

bike plan.

13 Ernest Street to Miller

Street via Rosalind

Street


NSC has concerns about bikes

crossing Miller Street on this route.

Consideration of the Miller Street

crossing is described in section 6.2

14 North-South Route on

Waters Road linking

across Military Road

Not implemented. This route is not recommended to

be implemented as part of the

2009 bike strategy. The crossing

over Military Road where cyclists

would need to dismount was not

considered useful. The adjacent

route via Winnie and Murdoch

Street provides north-south access

across Military Rd.

15 Waters Road to

Bannerman Street via

Winnie Street and

Murdoch Street

Not implemented. Proposed works on this route are


16 Phillips Street to Neutral

Bay Wharf via Ben Boyd

Road


Proposed works on this route are


4.4 Existing Bicycle Parking

Bicycle parking exists at a number of locations throughout North Sydney. Providing secure

bicycle parking at convenient locations is an important aspect of encouraging cycling trips. It

is important that the parking is placed in a location that is easy to access for cyclists, in the




public view and does not restrict pedestrian movement. Provision of visible bicycle parking

demonstrates to the public that cycling is a legitimate form of transport.

The Cycling North Sydney map shows the location of some bike parking facilities. Locations

of these include near major train stations, council offices and major shopping centres.

Photograph 17 and Photograph 18 illustrate some existing bicycle parking in North Sydney

CBD. The provision of bike parking may be the responsibility of NSC, property owners such

as offices and shopping centres, and the state government for train stations and ferry

wharves. Recommendations for additional bike parking are described in see section 6.4.

Photograph 17 Example of Class 1 (high security) Bicycle Parking – Mount Street

Photograph 18 Example of Class 3 (low security) Bicycle Parking – Mount Street near Pacific Hwy




5 Current Bicycle Network Planning

5.1 Proposed Major Projects

Major cycle projects currently planned or under construction within North Sydney LGA are

described in the following sections.

5.1.1 RTA Regional Route: Lane Cove / Chatswood to Harbour Bridge

The RTA is developing a number of regional routes in the North Sydney area and adjoining

LGAs. The section between Naremburn and Falcon Street is displayed in Figure 11. The

current status this route is as follows:

North Ryde to Naremburn

The RTA has constructed a 7.5km off-road shared path from Wicks Road, North Ryde to

Merrenburn Avenue, Naremburn. This cycle path is an element of the Lane Cove Tunnel

project. Running along the southern side of Epping Road and the Gore Hill Freeway, the

path connects to major employment, residential and educational precincts.

Miller Street to Ernest Street path

The RTA has preliminary plans to upgrade and make changes to the bike path on the

eastern side of the Warringah Freeway which runs between Miller Street and Ernest Street

and then onto Falcon Street. The Miller Street to Ernest Street path forms a component of

the RTA’s regional route from Chatswood to the SHB. This would involve the design of a

bike path which runs along Cammeray golf course. This work is proposed in conjunction

with the installation of a bus layover on the Warringah Freeway. Funds have not yet been

committed for the cycleway component of this project.

In the interim, before funds are made available for this project, the RTA have developed

designs for temporary cycling facilities along the Warringah Freeway. This involves a route

between Merrenburn Avenue and Miller Street, utilising the Warringah Freeway shoulder

and Amherst Street. There is also the possibility of an upgrade to the existing shared path

between Merrenburn Avenue and Willoughby Road. These have in-principle support from

both NSC and Bicycle NSW as a temporary interim solution, however their preferred option

in the long term is for the cycleway along the edge of the golf course.

Falcon Street Cycle/Pedestrian Bridge

A shared pedestrian and cycle bridge is currently being constructed over the Warringah

Freeway between North Sydney and Neutral Bay. This includes an overpass over the

Warringah Freeway, north of the Falcon Street bridge, an underpass along the eastern

abutment of the Falcon Street bridge, and the addition of a ramp on the western side of

Alfred Street North to tie in to the existing Ridge Street overbridge. Construction is expected

to be complete by Spring 2009.

Ridge Street to Sydney Harbour Bridge

Planning is currently underway for this part of the regional route between Ridge Street

overpass and the SHB. No designs have yet been prepared for this route.




Figure 11 Regional Routes - Cammeray

Falcon St pedestrian and cycle bridge (to be open mid 2009)

North Ryde to Naremburn shared path (existing)

Warringah Freeway bus layover –alternative North Shore cycleway (proposed by RTA*)

Warringah Freeway bicycle shoulder (existing)

*RTA cycleway plans provided to Arup by NSC 18/05/09




5.1.2 HarbourLink

HarbourLink, proposed by North Sydney Council and other stakeholders, would involve a

1.6km long, 3% grade elevated shared pedestrian and cycle path. It would extend from the

existing cycleway on the SHB, along the western side of the Warringah Freeway corridor, to

then meet up with the existing Ridge Street overbridge. It would greatly reduce the steep

grade that cyclists currently face from the base of the Harbour Bridge steps to the top of the

Warringah Freeway. A map of the proposed route, as well as a detailed description of the

project, is presented in Appendix B.

If completed, in conjunction with the Miller Street to Ernest Street path, HarbourLink would

result in a high quality off-road shared path from the southern end of the SHB to North Ryde

– a distance of approximately 13 km.

The cost of the proposed project is considerable, and construction is dependent on

Federal/State Government funding. More detailed scoping studies are likely to occur in the

next year. For the purposes of developing this revised bike strategy for North Sydney, it has

been assumed that HarbourLink is likely to be constructed in the medium term.

5.1.3 Sydney Harbour Bridge to Morton Street, Wollstonecraft

BikeNorth have undertaken a major review of the existing SHB to Morton Street,

Wollstonecraft route. Various hazards have been identified and solutions suggested. These

are discussed in Section 6.

5.1.4 Rail Trails

A rail trail is a cycleway built either adjacent to or on an existing/abandoned railway line.

They have the advantage of allowing a long, continuous path with suitable grades for

cyclists and few crossing points. A 17km rail trail already exists between Parramatta and

Liverpool. Bicycle advocate groups such as BikeNorth have proposed that a rail trail be

constructed adjacent to the North Shore line. This is further discussed in Section 6.

5.2 Bicycle Planning in Adjacent Council Areas

5.2.1 City of Sydney

The City of Sydney is currently installing a major cycleway network. It will include better links

to the SHB cycleway via Kent Street and is therefore likely to lead to an increase in cycling

on the SHB and hence an increase in cycling through North Sydney.

5.2.2 Mosman

Planning for cycling facilities in Mosman is included in the Mosman Bicycle Strategy 2005 –

2010. Key routes at the interface of Mosman LGA and North Sydney LGA, either existing or

proposed, are shown on Figure 10.

5.2.3 Willoughby

Planning for cycling facilities in Willoughby is included in the 2006 Willoughby Bike Plan.

Key routes at the interface of Willoughby LGA and North Sydney LGA, either existing or


5.2.4 Lane Cove

Planning for cycling facilities in Lane Cove is included in the 2008 Lane Cove Bicycle Plan.

Key routes at the interface of Willoughby LGA and North Sydney LGA, either existing or


5.2.5 Inner Sydney Bicycle Network

The City of Sydney, together with 14 surrounding inner Sydney Councils and the NSW

Department of the Environment and Climate Change, has developed a proposal for an

integrated cycling network extending from Willoughby in the north, Rockdale in the south,

Canada Bay in the west and Woollahra in the east.




This proposal identifies a network of 245 kilometres of bike routes, including 160 km of

separated cycleways and 70 km of upgraded shared paths. Individual Council cycle routes

would be linked to create a coordinated network that connects across local government

boundaries to get cyclists to work, education, shopping and recreation destinations.

However, implementation of the network is beyond the funding capabilities of local councils.

The City of Sydney is now seeking Federal funding on behalf of surrounding Councils to

quickly achieve this useable network. The total cost is estimated to be $295 million.




6 Future Bicycle Network

6.1 Saddle Surveys

A number of bike saddle surveys were conducted in April and May 2009. These surveys

involved cycling on existing and possible new bicycle routes in the North Sydney LGA. The

major focus of these saddle surveys was on the key north-south route between the Sydney

Harbour Bridge and Cammeray. Emphasis however was also placed on the route between

Miller St and St Leonards station, as well as along routes proposed in the 2004 Bike Plan

that have not yet been implemented. A description of some of the key findings of these

saddle surveys is provided in the following sections and suggested improvements are

further discussed in section 6.2.

6.1.1 Sydney Harbour Bridge to Palmer Street, Cammeray

This route consists of a number of different bicycle treatments as road conditions vary along

the length of the route. After dismounting and wheeling their bikes down the ramp on

Sydney Harbour Bridge steps to Burton Street, it is unclear whether cyclists are permitted

on the Alfred Street footpath or should head directly west towards the road. Alfred Street is

used by many buses and other vehicles and it is difficult for cyclists to turn right onto this

road.

The Middlemiss Street contra-flow lane is well used by cyclists as a good connection to the

Pacific Highway. The route uphill on the Highway to Miller Street can be intimidating for

inexperienced cyclists, with riders having to deal with fast moving vehicles on this busy

road.

The directional signage at the intersection of Berry and Miller Streets is somewhat confusing

for cyclists. One sign indicates that cyclists continue north along Miller Street to head

towards Cammeray, however the latest North Sydney bike map shows cyclists should travel

east along the shared path at Berry Street to continue north. The existing sign could be

relocated to the north side of the intersection to reduce this confusion.

The separation line on West Street felt inadequate to cycle on, as the lane is not wide

enough to avoid riding in the car door zone. Cyclists tend to ride towards the middle of the

road and avoid using the lane throughout this stretch of road. A parking separation line or

bicycle shoulder lane could be constructed here.

6.1.2 St Leonards Station to Miller Street, North Sydney

The contra-flow lane on Atchison Street is well designed, with the green painted line giving

cyclists a perceived degree of safety from oncoming vehicles.

No directional signage exists at both Christie and Nicholson Streets, giving no indication that

a marked cycle route exists in this area. Further, no on-road cycle marking is present along

the first section of this route on Nicholson Street. A mixed traffic street environment or

bicycle shoulder lane could be constructed here.

The intersection of Nicholson Street and Shirley Road has a poor sightline for cyclists

travelling in both directions.

Morton Street and other minor roads through Crows Nest provide a safe and suitable

connection towards North Sydney. These streets are generally quiet with low traffic volumes

and suitable grades for cyclists. The shared path at Bay Road provides a good connection

to Edward Street. The grade here is relatively steep however and signage (e.g. W6-1)

indicating that cyclists should be cautious crossing the footpath and watch for pedestrians

may need to be considered.

The final route to Miller Street is fairly flat along back streets. The route is well signposted,

however only a limited number of pavement logos exist to indicate the possible presence of

cyclists.




6.1.3 Ridge Street, Crows Nest to Phillips Street, Neutral Bay

The bicycle shoulder lane on Ridge Street is narrow in sections, with cyclists either having

to ride in the car door zone or outside of the lane. Many riders are fearful of cycling with the

traffic stream, and thus stay within the linemarkings where they are in danger of being hit by

an opening car door. Options to improve this would be to widen the existing bicycle shoulder

lane or remove it completely and install bicycle pavement logos to indicate to riders to cycle

away from parked kerbside vehicles.

The Ridge Street bicycle stairs onto Alfred Street North are quite steep and could be difficult

for weaker riders to manoeuvre their bikes down.

The eastbound route along Winter Avenue and Bent Street is well marked with bicycle

treatments (contra-flow lane and bicycle lane). The contra-flow lane is in very poor

condition, with numerous potholes and cracks present. Cyclists generally travel eastbound

down the hill at high speeds due to the steep gradient – which isn’t suitable considering the

narrow width of the roads and poor sightlines around the many tight corners.

The bicycle lane on Yeo Street is well marked from Bent Street to Ben Boyd Road. After this

the lane discontinues and cyclists must ride with the traffic stream – despite council maps

indicating this part of Yeo Street is a marked cycle route. This also applies to Wycombe

Road and Raymond Roads, where no bike lanes are present.

6.2 Engineering Route Strategy

The bicycle treatments contained in following sections are based on the following

documents:

• Guide to Traffic Engineering Practice, Bicycles Part 14, Austroads (1993)

• NSW Bicycle Guidelines (RTA, 2003)

Details of treatment types are based on those described in section 4.1 of this report.

The engineering route strategy discussed in this report has been subdivided into the

following sections:

• Review and recommendations of existing routes

• Proposed new cycling routes

• Unmarked useful cycling routes

• Key areas of interest

• Other routes

The bicycle strategy has been developed to provide safe and convenient cycling routes, with

a particular emphasis on commuter cycling. The intention of this emphasis is to reduce the

number of work generated motor vehicle trips – thereby reducing traffic congestion and

parking demand.

The routes have been devised to connect with major trip generators and land uses, such as

transport interchanges, educational facilities and commercial land uses, as well as adjoining

LGA cycle routes (e.g. in Mosman, Lane Cove, Willoughby).

A total of 20 bicycle routes through the North Sydney LGA have been identified for the North

Sydney Bike Strategy 2009. These routes include those already in place, existing routes

those that have only been partially implemented, and new cycling routes. These routes are

listed in Table 4, and presented graphically in Figure 12.

Note: The North Sydney Bike Strategy 2009 has adopted a different route numbering

system to that used in the 2004 bike plan.




Selected photos are included in the following text and a more comprehensive library of

photos for each route is included as Appendix C.

Table 4 2009 North Sydney Bike Strategy Proposed Routes

Route Number Route Description

1 Wollstonecraft to Mosman

2 Milsons Point Station to Cremorne Point Wharf

3 St Leonards to West Street

4 Palmer Street to Amherst Street

5 Cammeray to Young Street

6 Balls Head Drive

7 St Leonards to Crows Nest

8 Sydney Harbour Bridge to Cammeray

9 Smoothey Park to Morton Street

10 Shirley Road to Bay Road

11 Milner Crescent to Berry Island via Shirley Road

12 Ernest Street to West Street via Rosalind Street

13 Grasmere Reserve to Bannerman Street via Winnie Street

14 Phillips Street to Neutral Bay Wharf

15 Miller Street to McMahons Point Wharf

16 North Sydney CBD to St Leonards

17 Strathallen Avenue to Cammeray Road

18 West Street to Wyong Road

19 Palmer Street to Ernest Street via Cammeray Golf Course

20 Nicholson Street to West Street

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Job No206269-00Figure No012

Coordinate SystemGDA 1994 Zone 56

Scale at A3

J:\20

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© Arup 2009

1:15,000

Drawing Title

Job TitleNorth Sydney Bike Strategy 2009

2009 Bike Network

ClientNorth Sydney Council

0 500 1,000250Metres

Issue Date By Appd

Draft 07-08-09 JDM JPH AMH

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LegendBike Route - Regional On-Road (Existing/Proposed)Bike Route - Regional Off-Road (Existing/Proposed)Bike Route - Local On-RoadBike Route - Local Off-RoadBike Route - Adjoining LGA (Existing/Proposed)RoadsRailway Line

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Bicycle Route Number

Level 10 201 Kent StreetPO Box 76 Millers Point Sydney, 2000Tel +61 (2) 9320 9320Fax +61 (2) 9320 9321www.arup.com

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6.2.1 Review and Recommendations on Existing Routes

Route 1: Morton Street to Mosman

This route is one of the prominent east-west bicycle routes through North Sydney, linking

Crows Nest with Neutral Bay and Cremorne. It makes use of existing bicycle facilities on

Yeo Street and Winter Avenue, as well as the Ridge Street pedestrian and cycle overpass.

The majority of works proposed on this route involve the installation of bicycle shoulder

lanes and parking separation lines along key roads. Mixed traffic streets are recommended

for Rangers Road and Harrison Street, where the traffic volume is less then 3,000 vpd.

Route 2: Milsons Point Station to Cremorne Point Wharf

The route starts from the SHB through the Burton Street underpass and onto Ennis Road.

Ennis Road would operate as a mixed traffic street. From the end of Ennis Road there is an

existing off road path that leads through to High Street. A ‘Cyclists Dismount’ sign exists at

the entrance to this path on Ennis Road, and should remain in place up until McDougall

Street. From McDougall Street the path widens out enough to become a shared path up to

High Street. Cyclists would need to dismount to cross at the pedestrian crossing at this

location. The proposed route would then make use of the eastern footpath along Alfred

Street North to Darley Street as a shared path.

From here the route makes use of existing bicycle facilities through Neutral Bay, such as

Phillips Street, Bannerman Street and Milson Road. Sections through Harriette Street are

proposed as a mixed traffic street, and the line markings on Bannerman Street should be

modified to provide a parking separation line. The route terminates at Cremorne Point

Wharf.

Route 7: St Leonards to Crows Nest

Works proposed on this existing route involve treatments to the three roundabouts on Oxley

Street utilising the principles described in section 4.1.2.

Route 8: Sydney Harbour Bridge to Cammeray

This route is the key north-south route between Milsons Point, the North Sydney CBD and

through towards Willoughby and Chatswood. It has been identified both by Council and local

bike groups as a major and important bicycle route in the North Sydney LGA. A description

of the route and suggested improvements is presented graphically in Figure 13.

Starting at the steps to the Sydney Harbour Bridge exclusive cycleway, the route goes west

along Burton Street towards Alfred Street. Here it is recommended that the eastern footpath

on Alfred street is signposted as a shared path until the pedestrian signals near Glen Street.

Appropriate signage indicating the end of the shared path and instructing riders to cross at

the signals should be installed.

From here cyclists continue north towards the Middlemiss Street roundabout on a mixed

traffic street, where they are to go over the drop kerb that has been installed. To make this

more clear, green pavement markings should be installed between the northern end of the

roundabout and the kerb.

The contra-flow lane on Middlemiss Street is recommended to be upgraded by installing

green paint at the beginning and end of the facility, as well as providing bicycle logos and

directional arrows on the street. After using the mixed traffic street on Arthur Street, cyclists

then approach the busy Pacific Highway. This should continue to act as a mixed traffic




street between cyclists and motorists up to Miller Street. While other options were

investigated to improve this part of the route, none were considered feasible.

Just south of the Miller Street/Berry Street intersection, the directional signage could be

improved to indicate the route continues along the northern footpath of Berry Street. Further,

the sign on Berry Street indicating the route continues up Angelo Street (which is one-way

southbound) is incorrect and should be modified.

As an alternative to the Berry Street shared path section, it is suggested a bicycle facility

could be installed on Miller Street Berry and Ridge Streets. This would involve a bicycle

shoulder lane on the western (uphill side), and a 2.0m parking separation line with adjacent

on-road bicycle logos on the eastern (downhill side). The road width of 12.8m here is more

then sufficient to allow these treatments, and would provide a more direct route for cyclists

towards Cammeray. At Ridge Street the existing line markings should be removed and

placed 2.0m from the kerb, as this does not currently conform to standards.

The separation line on West Street similarly does not conform to standards, as it is only

2.9m from the kerb. Cyclists who travel in this lane are in danger of being hit by opening car

doors. As West Street is 12.8m wide, bicycle shoulder lanes on either side of the road can

be installed. This would continue up to Palmer Street, where the route follows existing

infrastructure to Naremburn and Lane Cove.

1

2

1. Sydney Harbour Bridge

exclusive cycle lane

2. Sydney Harbour Bridge

steps to Burton St, Milsons

Point

3

3. Burton St-Alfred St

intersection. At this point Alfred

St east is to become a shared

path up to the pedestrian

signals on Alfred St.

4

4. Alfred St-Glen St

intersection. End shared path,

Alfred St becomes a mixed

traffic street. Use sign (see

adjacent) to direct all cyclists

onto Alfred St at this point.

5

5. Alfred St-Middlemiss St

roundabout. Introduce

painted green line to direct

cyclists onto kerb

6

6. Middlemiss St Contra-flow

lane. Green paint at start

and end of contra-flow lane,

and directional arrows and

bicycle logos every 20-30m

7

8 7. Arthur St between

Middlimess St and Pacific

Hwy. Shared road space

8. Arthur St-Pacific Hwy

intersection. Introduce

bicycle guidance signs for

oncoming vehicles on Pac

Hwy (e.g. W8-200 or G9-57,

see NSW Bike Guidelines

p.71 and below)

9

9. Pacific Hwy. Shared road

space for northbound

cyclists. Others alternatives

to this route were

investigated, however none

were considered feasible

Current cycling routes

Proposed modified

cycling routeTo Sydney CBD

10

10. Miller St & MacKenzie St

southbound route

Figure 13 - SHB to Cammeray Route

11

12

1314

15 1617

18

19

11. Miller St-Pacific Hwy intersection

12. Miller St (Pacific Hwy to Berry St). Mixed

traffic street on western side, bicycle lane on

eastern side. On-road bicycle logos should be

installed on western side to indicate to

motorists the presence of cyclists

13. Miller St-Berry St intersection

14. Berry St. Shared path on northern side for

northbound cyclists, mixed traffic street for

southbound cyclists. Incorrect signage at

Angelo St indicating cyclists should turn right

up Angelo St which is one-way. Sign should be

modified

20

15. Pacific Hwy. Shared path on eastern side

for northbound cyclists

16. Church St/Angelo St. Shared road space

for northbound cyclists

17. Miller St (Berry St to Ridge St). Alternate,

more direct route for northbound cyclists

travelling to Cammeray. Western side to

contain bicycle shoulder lane, parking

separation line on eastern side.

18. Ridge St. Remove narrow bicycle lane and

introduce marked parking separation line 2.0m

in from the kerb

19. West St. Remove bike/parking lane and

introduce bicycle shoulder lane on either side of

the road

Current cycling route

Proposed modified

cycling route

20. West St-Warringah Freeway entrance.

Introduce guidance sign at freeway crossing

noting cyclists to take care (see figure)

21

21. Palmer St. Install on-road bicycle logos

To NaremburnTo Lane Cove

Figure 13 - SHB to Cammeray Route




Route 9: Smoothey Park to Morton Street

Only minor works are proposed on this route, involving the marking of green pavement at

the entrance of Smoothey Park. This is to more clearly indicate to cyclists the presence of

this off-road path. This treatment is described in detail in section 6.2.4. This route,

connecting up with route 16 at Morton Street, acts as one of the main commuter routes

linking cyclists from the west (e.g. Lane Cove) to the north-south route over the Harbour

Bridge.

Route 16: North Sydney CBD to St Leonards Station

Beginning at Mount Street, cyclists travel west towards Edward Street. Mount Street, which

currently acts as a mixed traffic street, does not have on-road bicycle logos and these

should be installed. At the southern approach of the Edward Street/Mount Street

intersection, the existing give way line should be remarked as motorists often (mistakenly)

think they have right of way as the road continues straight ahead.

The route then continues north towards the Bay Road path. The grade for cyclists travelling

southbound down the hill on the Bay Road path is relatively steep, and cyclists travelling

down the hill do so at speed. Warning signage (W6-1), indicating there is a pedestrian path

ahead, should be installed at both exits of the path. This will notify riders that they should be

cautious crossing when exiting the path and crossing the footpath.

From here the route is well marked and signposted towards Crows Nest. The Shirley

Road/Nicholson Street intersection can be improved by marking give way (broken) lines

across Nicholson Street on both the north and south approaches. A bicycle shoulder lane is

recommended for Nicholson Street (road width 12.8m), as currently only some old

directional signs indicate that this is a cycle route.

A description of the route and suggested improvements is presented graphically in Figure

14.

Route 17: West Street to Wyong Road

An existing cycling route, proposed works involve the upgrade of two roundabouts to better

accommodate cyclists. These treatments are for the roundabouts on Young Street at

Sutherland Street and Grasmere Street.

1

1. Miller St-Pacific Hwy intersection

2

2. Mount St. Install large bicycle on-road logos (none at present)

4

4. Bay Rd path. Install a cyclist warning sign (see below) towards the southern side of the path

5

6. Nicholson St-Shirley Rd intersection. Install give way lines on Nicholson St indicating where cyclists should wait before crossing Shirley Rd (see adjacent figure)

6

7. Nicholson St. Install bicycle shoulder lane between Oxley St and Shirley Rd

7

5. Morton St steps

Figure 14 – North Sydney CBD to St Leonards3

3. Mount St-Edward St intersection. Remark existing give-way line on Edward St (southern approach)




6.2.2 New Bicycle Routes

Route 3: St Leonards to West Street

This route is currently indicated as an ‘Unmarked Useful Cycling Route’ on the North

Sydney Council cycling map, and provides an excellent link between West Street and St

Leonards Station. A contra-flow bike lane has been installed on Atchison Street between

Christie Street and Mitchell Street. As part of streetscape works, this contra-flow lane is to

be extended from Atchison Street up to Willoughby Road.

Atchison Street is wide enough (12.8m) to accommodate a bicycle shoulder lane between

Willoughby Road and Matthews Lane, and is recommended for the 2009 Bike Strategy. To

accommodate cyclists crossing Alexander Street and Willoughby Road, the central refuge

islands should be widened because they are currently of insufficient width for bicycle

storage.

Route 4: West Street to Warringa Road via Amherst Street

This route would link up with the temporary bicycle facilities proposed as part of the RTA

regional route along the Warringah Freeway. A bicycle shoulder lane could be constructed

between Miller Street and Warringa Road. This would then provide a connection to the

Cammeray Road route (route 5) to Willoughby Bay, and also to the shared path through

Cammeray Golf Club (route 19).

Route 12: Ernest Street to West Street via Rosalind Street

The existing footpath on the northern side of Ernest Street could be used to provide a

shared path. A drop kerb already exists at Anzac Avenue, allowing cyclists to ride up to

Rosalind Street.

At Miller Street cyclists currently face a difficult crossing. The most appropriate form of

crossing here would be for cyclists to utilise the existing pedestrian signals adjacent to

Rosalind Street. Appropriate signage (e.g. “Cyclists Dismount”) would direct cyclists to

dismount onto the footpath on the eastern side of Miller Street, and walk their bikes to the

signalised crossing and across the road. Once on the western side of Miller Street, cyclists

would again walk their bikes down the footpath to Rosalind Street, before proceeding

onwards towards West Street. The low traffic in this area makes Rosalind Street suitable as

a mixed traffic street.

Route 13: Waters Road to Bannerman Street

This route provides another north-south route by extending from Route 13 down to

Bannerman Street. Crossing Military Road, it provides a link to the east to Mosman,

Balmoral and Clifton Gardens, to the south Cremorne Point and the Harbour Bridge.

Bicycle shoulder lanes are recommended on Winnie Street and included in the approaches

to the traffic signals at Gerard Street and Military Road. The Military Road traffic signals

allow crossing to Murdoch Street. The first section is narrow and is proposed as a mixed

traffic street. To the south of Rangers Road, Murdoch Street widens to allow bicycle

shoulder lanes on either side of the road.

Route 14: Phillips Street to Neutral Bay Wharf via Ben Boyd Road

Only part of this route has been constructed since it was recommended in the 2004 bike

plan. An edge/separation line has been marked on Ben Boyd Road from Phillips Street to




Kurraba Road. This line does not conform to current guidelines, and is recommended that

the linemarking be altered to include a 2.0m parking lane with adjacent bicycle logos.

A wheel ramp at the steps to Manns Avenue that was recommended in the 2004 bike plan

was initially constructed, then removed following a safety incident. Council are to investigate

removing the stairs and constructing a 1:14 ramp – which will accommodate both

pedestrians and cyclists. If the ramp is not feasible, improved lighting and pedestrian

amenity could be introduced near the steps to again accommodate a wheel ramp.

On Manns Avenue there are currently two development projects which are ongoing. As part

of these developments, Manns Avenue could be upgraded to accommodate the cycling

treatments that were recommended in the 2004 bike plan. This however is considered a low

priority for the 2009 strategy when compared with other routes.

6.2.3 Review of Unmarked Useful Cycling Routes

On the current Cycling North Sydney map, a number of different roads are indicated as

‘unmarked useful cycling routes’. These are roads that do not contain any specific cycling

treatments, however are considered by some to be suitable for cycling. The following

sections assess the suitability of each of these routes:

Miller Street between Berry and Ridge Streets

This route is used by some northbound cyclists to connect to West Street as an alternative

to the Berry Street/Pacific Highway shared path section. North of Berry Street, the road

becomes less congested and more suitable for cyclists. The 40 km/hr speed limit remains in

place until McLaren Street. The left lane is currently too narrow for cyclists to ride in without

being in the car door zone, however this is also the case south of Berry Street.

This route acts as a good, direct connection to the cycle lane on Ridge Street, and should

be maintained as an unmarked useful cycling route. It will continue to be used by confident

commuter cyclists travelling northbound through the North Sydney CBD.

Lavender/Union Street

Lavender and Union Streets acts as a connection between Milsons Point and Waverton.

The speed limit is 50 km/hr. Due to the narrow road width between Miller Street and Alfred

Street South (approximately 9m) cyclists are forced to cycle in the middle of the road with

traffic. These roads largely serve as a recreational cycling route connecting to Balls Head

Drive, as opposed to a commuter route. This route will continue to be used by confident

cyclists but should remain as an unmarked cycle route.

Woolcott Street

Connecting with the Lavender and Union Street route, this street provides the final link to

the cycle path on Balls Head Road. On-street parking exists on either side of the road,

making it difficult to provide bicycle lanes. Council could give consideration to creating a

mixed traffic environment here. Until this occurs, it would be appropriate for Woolcott Street

to remain on the map as an unmarked useful route.

Broughton Street

As part of a LATM study for the Kirribilli/Milsons Point area, a 40 km/hr speed limit has been

recommended for Broughton Street. This low speed environment is desirable for cyclists,




even without the presence of any treatments, and thus should remain as an unmarked

useful route.

Atchison Street

This street will be upgraded to include a contra-flow lane and bicycle shoulder lane as part

of street upgrades and the 2009 bike strategy. On future cycling maps it will become a

marked cycling route.

Brook Street On/Off Ramp

This route is to be upgraded as a component of the temporary cycling facilities proposed by

the RTA as an element of the Warringah Freeway bus layover project. As a result, it will be

upgraded to a marked cycling route in the near future.

High Street

High Street between Clarke Road and Alfred Street acts as a connection to a number of

cycling routes, including the Middlemiss Street, Ennis Road and Alfred Street north. It is the

most viable connection for cyclists across the Warringah Freeway into the North Sydney

CBD and therefore should be retained as an unmarked useful route on future cycling maps.

Gillies Street

Gillies Street is a quiet, residential street that connects up with the Shirley Road cycle route.

With Morton Street acting as an alternative route, it would not be justifiable to fund a cycling

treatment here. However the low traffic volumes and 12.8m road width make the street

suitable as a cycling route, and should be retained as an unmarked useful cycling route on

future cycling maps.

Spofforth Street

Spofforth Street lies on the boundary of North Sydney and Mosman LGAs, providing

connections between Mosman, Balmoral, Clifton Gardens and South Cremorne. It is a

12.8m wide road, suitable for either a bicycle shoulder lane or mixed traffic environment. If

North Sydney Council and Mosman Council can agree on a suitable cycling treatment, the

route could be converted from a useful unmarked route to a formal bike route.

6.2.4 Areas of Interest

The project brief required that a number of small, isolated areas be investigated as a

component of the 2009 bike strategy. These key areas are described in the sections below.

Mount Street

Mount Street between Walker and Alfred Streets is one way only (eastbound). Many cyclists

travelling westbound up the hill currently either walk their bikes along the footpath or illegally

ride against the traffic flow. A bicycle facility here however is limited by the available road

space. There is parallel parking on the southern side of the road, and 60 degree angle

parking on the northern side (see Photograph 19). While no linemarking is present, it is

effectively a two lane road with motorists able to turn left or right from separate lanes at the

Arthur Street intersection (see Photograph 20).




A contra-flow lane would be the ideal bicycle treatment for this route. Insufficient road width

currently exists however to accommodate this facility. Removal of the parallel parking on the

southern side of the street (eight spaces) would allow this treatment to be constructed.

The footpath on either side is less then 2m in width, and is used by a high number of

pedestrians throughout the day. It is thus not suitable to be considered as a shared path.

Photograph 19 Mount Street east of Walker Street

Photograph 20 Mount Street/Arthur Street Intersection

Arthur Street

Arthur Street consists of three lanes (two northbound, one southbound) including a bus only

lane between High and Mount Streets. North of Mount Street, it becomes one way in the

southbound direction. The road is relatively narrow at 11.5m for the majority of the length.

The western footpath is approximately 2.5m wide, however is cluttered with trees, poles and

other obstructions and is thus not suitable for a shared path (see Photograph 21).

With the expected construction of HarbourLink, the need for Arthur Street as a regional bike

route will be made redundant. Further, a marked north-south route already exists across the

North Sydney CBD (bicycle route 8). Taking these factors into account, along with the

constrained road geometry, it is not considered justifiable to construct bicycle facilities along

Arthur Street.

Photograph 21 Arthur Street Western Footpath

Photograph 22 Arthur Street south of Mount Street

Clark Road and Kurraba Road

Clark Road and Kurraba Road is used by many cyclists as an alternate east-west route

between North Sydney CBD and Cremorne Point. It has been proposed that an at-grade link

be provided across Anderson Park to more directly connect Clarke Road and Kurraba Road.




A path across the park already exists which is wide enough (approximately 2.5m) to convert

to a shared path (see Photograph 23).

The major obstacle to providing this link is the 70 stairs that lead down from Kurraba Road

to Anderson Park (see Photograph 24). Sections of these stairs are fairly worn down and in

need of maintenance. For the most part the width of the stairs is not more than 1.5m,

limiting the feasibility of constructing a wheel ramp. Council has indicated that they would be

willing to construct a wheel ramp for cyclists on these stairs only if there is sufficient width

for pedestrians to pass.

Photograph 23 Anderson Park Pathway Photograph 24 Anderson Park Stairs

Based on the topography of Clark Road and Kurraba Road, the available road widths and

high traffic volumes, it is not considered suitable to upgrade this route to a marked cycling

route. It is however suggested that both Clark Road and Kurraba Road be indicated as an

‘unmarked useful cycling route’ on a revised North Sydney bike map.

Lavender Street

Lavender Street is currently marked as a ‘useful unmarked cycling route’ on the North

Sydney cycling map. While it is commonly used by confident cyclists as a direct route

between Milsons Point and Waverton, the road is very narrow in parts (9.5m) and Council

has no plans to upgrade the route. To create any feasible bicycle facility here, either parking

on one side of the road would have to be removed, or the speed environment lowered to 40

km/hr.

It has also been mentioned that a bicycle storage box should be installed at the intersection

of Lavender Street and Blues Point Road. Given that it is not recommended to make

Lavender Street into a dedicated cycle route (refer to s6.2.3), a storage box at this

intersection would not be advisable. Priority should instead be given to bicycle storage

boxes which are located at intersections on marked cycle routes.

Ben Boyd Road/Kurraba Road Intersection

The main point of concern at this signalised intersection relates to cyclists travelling

eastbound on Kurraba Road straight across the intersection. At the western approach of the

intersection the road consists of a left only lane to Ben Boyd Road, one through eastbound

lane and one through westbound lane. The road width is approximately 13m at the

narrowest point. There is currently a wide painted median in the middle of Kurraba Road

separating eastbound and westbound traffic (see Photograph 25).

The current line markings could be modified to accommodate a 1.5m bicycle lane for

cyclists travelling east on Kurraba Road. This would largely involve reducing the width of the

central median to 1.0m. The bicycle lane would begin where the existing left lane line




markings start on Kurraba Road, and would continue up to the intersection with Ben Boyd

Road. A diagrammatic representation of this proposed new arrangement is presented in

Figure 15.

Photograph 25 Kurraba Road/Ben Boyd Road Intersection – Current Arrangement

Figure 15 Kurraba Road/Ben Boyd Road Intersection – Proposed Modified Arrangement

Alfred Street North

As part of the Milsons Point to Darley Street route, a shared path has been recommended

for the eastern footpath of Alfred Street North, between High Street and Darley Street. The




footpath width here varies between 2.5 and 3.0m, in the recommended range for a shared

path as outlined in the Austroads Guidelines (see section 4.1.2).

It has been proposed that this shared path be extended from the Ridge Street footbridge to

eventually connect up with the Warringah Freeway regional cycle route. The general width

of the footpath in this section is approximately 2m. The available width for cyclists is less

than this due to the presence of telegraph poles and other services along the path. It is thus

not suitable to have a shared path along this segment of road.

A possible alternative to the shared path option is to make Alfred Street North into a mixed

traffic street. Given the low traffic volumes and reduced speed environment here, it would be

a suitable street for cyclists to ride with traffic on. This mixed traffic environment would

continue up to the start of the regional cycle route.

Photograph 26 Alfred Street North

Russell Street Railway Underpass

Russell Street provides a link between Wollstonecraft Station and Smoothey Park. It is

commonly used by cyclists riding between Greenwich and North Sydney.

It has been proposed to construct an off-road path adjacent to the western footpath of

Russell Street, which runs under the third archway of the railway line. This path would run

along a contour line and reduce the grade which cyclists face riding uphill towards Shirley

Road.

The sight distance in both directions for cyclists turning right from Smoothey Park onto

Russell Street is good, with oncoming motorists visible from a distance. The grade from the

end of the path up to Shirley Road is fairly steep, however is similar to a number of other

cycling routes in the North Sydney area. Russell Street is a relatively quiet, residential

street, suitable as a cycling route.

Taking these factors into account, the significant costs of constructing an off-road path

adjacent to this route cannot be considered justifiable. In lieu of this path, it is suggested

green pavement be marked, which extends from the end of the existing bike lane on the

western side of the road to the start of the path to Smoothey Park. This pavement marking

would give cyclists travelling to Smoothey Park a more visible indication of the path that

exists, especially given the steep downhill section preceding the start of the path. A sketch

of this proposed arrangement is displayed in Figure 16.




Figure 16 Proposed Russell Street Railway Underpass Treatment

Falcon Street Footpath (Merlin Street to Laycock Street)

This strategy has investigated the feasibility of constructing a shared pathway on the

southern footpath of Falcon Street between Merlin Street and Laycock Street. This would

provide a possible alternate connection to the Yeo Street cycle path.

The current footpath layout on Falcon Street is of insufficient width to accommodate a

shared pathway. The path is approximately 1.6m wide, below the minimum requirement of

2.0m (see Table 2). While widening the path is possible, there are a number of trees and

existing services which would complicate matters from an environmental perspective (see

Photograph 27). Without the removal of these trees the footpath will be of an insufficient

width to accommodate a shared use path.

The footpath leads in to a number of residences which may also induce pedestrian/cyclist

conflicts if a shared path were to be introduced – particularly if it did not conform to

standards.

It is thus not considered feasible to introduce a shared footway along Falcon Street between

Merlin and Laycock Streets.




Photograph 27 Falcon Street Footpath

High Street and Ennis Road

This area has been covered in the assessment of bicycle route 2 – Milsons Point Station to

Cremorne Point Wharf.

North Sydney CBD (access to and within)

Access for cyclists to and from the North Sydney CBD has been specifically discussed in

route 8 – SHB to Cammeray, as well as generally throughout the report.

6.2.5 Other Routes

6.2.5.1 Rail Trails

A rail trail is a cycleway built either adjacent to or on an existing/abandoned railway line.

They have the advantage of allowing a long, continuous path with suitable grades for

cyclists and few crossing points.

Railcorp has a long term strategy of providing additional tracks along the North Shore rail

line, between the CBD and Chatswood, particularly to support the recently completed

Epping to Chatswood link. The critical rail corridor is already relatively narrow and Railcorp

has indicated an unwillingness to provide space for a rail trail.

There are major safety and security issues associated with providing shared paths within rail

corridors. The facility would need to ensure that conflict between shared path users and

trains is completely eliminated. Security concerns are very difficult to eliminate and Railcorp

prefer to keep the general public as far as possible from the track network and rolling stock.

Furthermore, the construction cost of providing rail trails in the Sydney metropolitan area

would be very high. Numerous bridges and tunnels would need to be widened or additional

structures constructed.

It is therefore not considered feasible to construct a rail trail along the North Shore rail line

corridor. This conclusion is consistent with failed attempts to provide rail trails in other areas

of Sydney.




6.2.5.2 Miller Street to Ernest Street Cyclepath

As explained in section 5.1.1, temporary cycling arrangements have been developed by the

RTA for the Warringah Freeway bus layover.

These facilities have the in-principle support of both NSC and Bicycle NSW as a temporary

interim solution. The facilities are suitable in the short term, however should not be

considered as a permanent cycling treatment. The long term plans for a shared use path is

considered ideal in terms of encouraging commuter cycling, and would provide the

necessary link to the off-road cycling facilities already in place between Naremburn and

North Ryde.

6.2.5.3 HarbourLink

HarbourLink is considered a key long term strategic bike route that would significantly

encourage cycling trips through and to North Sydney. Eliminating the steep grade and traffic

congestion that cyclists currently face, it would connect with other regional cycling routes

throughout North Sydney and adjoining LGAs. It would also give cycling a highly visible

presence.

6.3 Physical Works Schedules

Detailed physical works schedules of the recommended treatments for each bicycle route,

and their associated costs, are provided in Appendix A. These costs are based on a series

of unit rates for the different bicycle treatments types, which is also presented in Appendix

A. The estimated costs presented in this report are indicative only to assist with Council’s

budgetary planning.

6.4 Bike Parking

6.4.1 Standards

In planning bike parking facilities, reference should be made to Australian Standard AS

2890.3 – Bicycle Parking Facilities. Australian Standards require that the bicycle frame, as

well as the front and back wheel, can be locked up to the parking structure.

The Austroads guidelines list three classes of bike parking facility:

• Class 1 High security, e.g. fully enclosed lockers suitable for all day parking

• Class 2 High to medium security, e.g. bicycle compound

• Class 3 High to low security, suitable for short term parking, e.g. inverted U-rings

in public spaces

6.4.2 Description of Types of Bike Parking

‘U-rails’ (see Photograph 28) are the preferred form of short term bicycle parking (class 3).

Rails to accommodate 7-10 bikes can be ordered from suppliers such as Cora and

Securabike.




Photograph 28 U-Rail Bicycle Parking

Bicycle parking rails are a form of bicycle parking that is common in North Sydney. These

rails can accommodate up to 10 bikes at once. It must be ensured however that sufficient

clearance is provided between the rail and an existing structure (e.g. wall), so that the front

and back wheel can be locked. These minimum clearances are presented in Figure 17.

Some rails in North Sydney fail to provide this clearance and thus fall below standards, an

example of which is presented in Photograph 29.

Figure 17 Required Clearance for Bicycle Rails

Source: Cora Bikes




Photograph 29 Bicycle Parking Rail – Mount Street Plaza

Parking rings are a common form of bicycle parking that is found in the Sydney CBD (see

Photograph 30). These rings are attached to existing smart poles, and allow both the frame

and front/back wheels to be locked up.

There are a number of suitable locations for this type of facility in the North Sydney CBD.

This could include Mount Street, Miller Street and the Pacific Highway.

Bicycle parking lockers are a type of class 1 facility that provide security for cyclists, and are

suitable for all day parking. The capital cost of one locker starts from $2,600, however much

of this initial outlay can be made up through hiring fees.

Photograph 30 Parking Ring in Sydney CBD

Photograph 31 Secure Bicycle Lockers, Mount Street

Source: City of Sydney Council Source: North Sydney Council




6.4.3 Recommended Locations for Additional Bike Parking

Class 3 Facilities

Bicycle parking, either in the form of rail, U-rails or parking rings, should be provided at

major trip generators and main transport interchanges, including:

• ferry wharves, major stops and shopping areas

• schools, Universities and TAFE’s

• train stations

• North Sydney CBD and St Leonards CBD

Some proposed short-term (class 3) locations for additional bicycle parking are summarised

below:

Ferry Wharfs Major Trip Generators Transport Interchanges

McMahons Point Wharf

Milsons Point Wharf

Kirribilli wharf

North Sydney Wharf

Neutral Bay Wharf

Cremorne Point Wharf

North Sydney Oval (St

Leonards Park)

Cremorne Plaza

Greenwood Plaza (Pacific

Highway entrance)

Neutral Bay Village

Cremorne Cinema Complex

Military Road bus terminal

Miller Street bus terminal

Waverton Station

Wollstonecraft Station

Bradfield Park

Class 2 Facilities

These medium security bicycle facilities are suitable for long-term commuter parking. They

are mainly suitable for major employers and private residences with secure underground car

parks, and not for the public domain. No class 2 facilities are recommended for the 2009

bike strategy because these are generally the responsibility of public and private building

managers. However, a bicycle compound located in the public domain within North Sydney

CBD and/or North Sydney Station, similar to that currently at Manly, should be considered

by Council.

Class 1 Facilities

12 fully enclosed bike lockers (class 1 facilities) already exist on Mount Street in the North

Sydney CBD. Cyclists pay an initial $50 deposit, and the cost for a 3 month hire period is

$50. A significant waiting list (approximately 4-5 months) currently exists for these lockers.

Consideration should be given to providing additional lockers on Mount Street to cover this

high demand. St Leonards railway station would be another suitable location for these

bicycle lockers (none presently exist).

6.4.4 Summary

The bicycle parking recommended for the North Sydney Bike Strategy 2009, including

indicative costs, is presented in Table 5.




Table 5 Bicycle Parking Locations and Estimated Cost

Class of Bicycle

Parking

Type of Facility Location Quantity Estimated

Cost6

North Sydney Station 5 $13,000 1

Secure bicycle

lockers St Leonards Station 10 $26,000

Military Road bus terminal 57 $650

Miller Street bus terminal 5 $650

McMahons Point Wharf 5 $650

Kirribilli wharf 5 $650

Neutral Bay Wharf 5 $650

Waverton Station 10 $1,000

Wollstonecraft Station 10 $1,000

Cremorne Cinema 5 $650

Bicycle rail

Cremorne Plaza 7 $800

North Sydney Wharf 3 $900

Cremorne Point Wharf 3 $900

Milsons Point Wharf 3 $900

North Sydney Oval 5 $1,500

Bradfield Park 5 $1,500

3

U-Rails8

Neutral Bay Village 3 $900

Total $53,000

6 Does not include delivery or installation 7 Refers to capacity of individual rail 8 Based on galvanised, fixed base plate style U-rail




7 Implementation

7.1 Staging and Priorities

The recommended works that are detailed in this bike strategy have been prioritised into the

following categories:

• High priority works (1-2 years)

• Medium priority works (3-5 years)

• Low priority works (6-10 years)

Priorities have been developed on the basis of a number of factors, including

• likely cyclist usage

• value for money

• traffic impact

• connectivity with adjoining routes

• safety

• ease of construction

The priority and estimated cost for all 20 bikes routes in the North Sydney Bike Strategy

2009 are presented in Table 6.

Table 6 Proposed Works

Route

Number

Description Description of Works Estimated

Cost

Priority

H - High

M - Medium

L - Low

1 Wollstonecraft to Mosman Upgrade of existing route $25,000 H

2 Milsons Point Station to Cremorne Point

Wharf

Upgrade of existing route $17,000 H

3 St Leonards to West Street New route $52,000 H

4 Palmer Street to Amherst Street New route $15,000 M

5 Cammeray to Young Street No works recommended $0 n/a

6 Balls Head Drive No works recommended $0 n/a

7 St Leonards to Crows Nest Minor works $2,000 M

8 Sydney Harbour Bridge to Cammeray Upgrade of existing route $59,000 H

9 Smoothey Park to Morton Street Minor works $2,000 M

10 Shirley Road to Bay Road No works recommended $0 n/a

11 Milner Crescent to Berry Island via Shirley

Road

No works recommended $0 n/a

12 Ernest Street to West Street via Rosalind

Street

New route $45,000 L

13 Grasmere Reserve to Bannerman Street

via Winnie Street

New route $20,000 M

14 Phillips Street to Neutral Bay Wharf New route $18,000 L

15 Miller Street to McMahons Point Wharf No works recommended $0 n/a




Route

Number

Description Description of Works Estimated

Cost

Priority

H - High

M - Medium

L - Low

16 North Sydney CBD to St Leonards Upgrade of existing route $9,000 H

17 Strathallen Avenue to Cammeray Road No works recommended $0 n/a

18 West Street to Wyong Road Minor works $2,000 M

19 Palmer Street to Ernest Street via

Cammeray Golf Course

No works recommended $0 n/a

20 Nicholson Street to West Street No works recommended $0 n/a

A summary of all the high, medium and low priority routes, including their total costs, is

presented in Table 7.

Table 7 Priority and Costing for all Routes

Priority Indicative Timeframe Route Total Cost

High 1, 2, 3, 8, 16 $162,000 1, 2, 3, 8, 16

Medium 4, 7, 9, 13, 18 $41,000 4, 7, 9, 13, 18

Low 12, 14 $63,000 12, 14

Total $266,000

It should be noted that the cost of the proposed works listed in Table 6 and Table 7 do not

include modification to existing intersections to allow for bicycle storage boxes. There are 15

signalised intersections on either existing or proposed bicycle routes in the North Sydney

area.

7.2 Ongoing Monitoring

Performance measures relating to the effectiveness of bicycle infrastructure are often

difficult to measure. Some methods do exist for monitoring the expected growth in cycling

numbers through North Sydney.

The SHB exclusive cycleway has a permanent count station towards the southern pylon of

the bridge. Directional data for this count station is collected on an hourly basis, and is

available from the RTA. All cyclists riding over the SHB will at one stage have passed

through North Sydney LGA. The trend in bicycle numbers along this corridor, particularly in

the commuter peak hours, will act as a useful performance indicator.

Bicycle NSW, in conjunction with local BUGs, conduct annual ‘Super Tuesday’ counts in

various locations around Sydney. The growth/decline in cycling numbers observed in these

counts could be used as a measure of cycling usage through North Sydney.

NSC already conducts a survey at their bike breakfast on National Ride to Work Day. The

numbers of cyclists in attendance at this event provides a good indication of the level of

cycling interest in North Sydney.

The demand for bicycle parking is another useful performance indicator NSC could utilise.

This would involve undertaking brief spot count surveys at a select number of bicycle

parking locations, e.g. on Mount Street. The demand for the secure bicycle lockers




(including the length of the waiting list) is another relatively straightforward way of

determining the interest in cycling.

7.3 Funding Sources

The implementation of the bike plan can be funded in a number of different ways, including

RTA funding, council in-house funds, community and corporate sponsorship, tax deductible

donations for cycling facilities, Planning NSW metropolitan greenspace program, NSW

department of sport and recreation capital works program.

7.3.1 NSW Roads and Traffic Authority

The NSW RTA provides funds for cycle routes and facilities identified in council Bike Plans.

The RTA can fund some projects on a 50/50 basis with council. In addition the RTA is

developing regional bicycle routes which are 100% funded by the RTA.

7.3.2 Council’s In-house funds

A variety of budgets may be available including capital works, maintenance fund and traffic

facilities. In addition cycle facilities such as cycle refuges can be incorporated as part of a

traffic calming device.

7.3.3 Federal Government Funds

Over five years from 1 July 2009, funding will be available to local government authorities,

and State and Territory governments responsible for unincorporated areas, for a program

known as ‘Roads to Recovery’. Funding is provided for the construction, maintenance and

upgrade of roads and is provided given on the condition that the council has maintained

expenditure on roads from its own sources. These funds can be used for the construction of

either on road or off road bicycle paths.

As part of the $42 billion Federal Government stimulus package passed through Parliament

in December 2008, a $40 million dollar infrastructure fund was created for bicycle projects.

This would fund bicycle projects for the 2009-2010 financial year. The funding can be for

new, extensions or refurbishment of existing:

• off-road bike paths (but not dedicated mountain bike trails)

• on-road bike lanes (e.g. road-widening and marking bike lanes on an existing road), and

• bicycle parking facilities

Emphasis will be placed on projects that focus on commuter cyclists, and new or improved

cycle parking facilities. Applicants must provide 50% of the funding for the proposed project.

Applications for funding closed in May 2009.

7.3.4 Ministry of Transport Parking Space Levy

The Parking Space Levy (PSL) was introduced to discourage car use in major commercial

centres, encourage use of public transport and to improve air quality. The PSL funds public

transport infrastructure projects which make it easier and more convenient for people to

access public transport services.

Every dollar raised is spent on building and maintaining bus, rail and ferry interchanges,

commuter car parks, bus shelters, taxi stands, kiss and ride facilities, bicycle lockers, light

rail systems and better passenger information and security systems. This funding source

could be used to finance the additional secure bicycle lockers at North Sydney station and

St Leonards station (see section 6.4).

7.3.5 Department of Planning

The Department of Planning (DoP) administers a Greenspace Grant program to assist local

Councils in improvements to the quality and accessibility of Sydney Greenspace. Grants

from this program have been used to fund off-road recreational paths and trails.




7.3.6 NSW Sports and Recreation

A number of funding opportunities are available through the NSW Department of Sports and

Recreation. These grants assist Local Government Authorities and not-for-profit sporting

and recreational organisations to develop community oriented local sporting and

recreational facilities throughout NSW. Details of the different programs offered are

available from the NSW Sport and Recreation website: http://www.dsr.nsw.gov.au/grants

7.3.7 Community and Corporate Sponsorship

Corporate sponsorship is not a large source of funding, but it is an option that should be

investigated by council especially where bicycle facilities lead directly to a commercial of

public facility, thereby providing the opportunity for the sponsor to gain benefit from either

direct or indirectly advertising their product.




Appendix A

Unit Rates for Bicycle Treatments and Physical Works Schedules

2009 North Sydney Bike Strategy - Unit Costs

Facility Assumed Unit Cost ($/km)* Typical Works Required

Mixed traffic street $5,000

* Pavement logos (PS-2, see NSW Bike Guidelines Fig 8.3) every 200m and near intersections * Directional intersection signs. It has been assumed 10 signs (bi-directional) are required for every km of bicycle route* G9-258A at hazards where appropriate

Parking separation line $15,000

* Solid edgeline 2.0m from kerb* Pavement logos every 200m and near intersections * Directional intersection signs * G9-258A at hazards where appropriate

Parking separation line (mod.) $25,000As for parking separation lines, including modification and possible removal of existing road linemarkings

Bicycle shoulder lane $20,000

* Broken edgeline 2.0m from kerb* Solid edgeline 3.4m from kerb* Pavement logos every 200m and near intersections * Directional and advisory signage* G9-258A at hazards where appropriate

Bicycle shoulder lane (mod.) $30,000As for bicycle shoulder lanes, including modification and possible removal of existing road linemarkings

Contra flow lane $25,000

* Two solid edgelines * Pavement logos every 75m and near intersections * PA-1 pavement travel direction arrows* Directional and advisory signage* G9-258A at hazards where appropriate

Shared pathway $400,000

* 3m wide concrete path with steel reinforcement* Pavement centreline* Pavement logos every 200m and near intersections * Directional intersection signs * Regulatory signs where appropriate

*Cost for both directions unless denoted

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Nth Syd Recommended Engineering Works.xls : Unit Costs

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2009 North Sydney Bike Strategy - Detailed Listing of Proposed Route Works

<3,000

vpd

3,000 -

5,000 vpd

>5,000

vpd

Route 1 Wollstonecraft to Mosman

No works required

Ridge Street West Street to Miller Street 0.21 12.5 � Parking separation line (mod.) $25,000.00 $5,250.00 5,250.00$

No works required

Bent Street Winter Avenue to Yeo Street 0.09 11 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Yeo Street Ben Boyd Road to Wycombe Road 0.26 10.5 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Wycombe Road Yeo Street to Harrison Street 0.09 14 � Parking separation line $15,000.00 $1,500.00 1,500.00$

Harrison Street Wycombe Rd to Rangers Rd 0.32 11 � Mixed traffic street $5,000.00 $1,600.00 1,600.00$

Rangers Road Harrison Street to Murdoch Street 0.08 13 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Rangers Road Murdoch Street to Spofforth Street 0.25 13 � Bicycle shoulder lane $20,000.00 $5,000.00 5,000.00$

Wycombe Road Harrison Street to Raymond Road 0.42 14 � Parking separation line $15,000.00 $6,300.00 6,300.00$

No works required

Total 25,000.00$

Route 2 Milsons Point Station to Cremorne Point Wharf

Burton Street SHB to Ennis Road 0.09 12 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Ennis Road Burton Street Underpass to End of Ennis Rd 0.27 11 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Ennis Road Path Ennis Road to McDougall Street 0.10 1.8 No works required

Ennis Road Path McDougall Street to High Street 0.12 2.1 Signage on existing path 2 $250.00 $500.00 500.00$

Alfred Street High Street to Darley Street 0.58 3 Signage on existing path 10 $250.00 $2,500.00 2,500.00$

No works required

Harriette St Wycombe Rd to Bannerman St 0.20 11 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Bannerman St Harriette St to Murdoch St 0.33 12 � Parking separation line (mod.) $25,000.00 $8,250.00 Watch for cyclist sign 2 $250.00 $500.00 8,750.00$

No works required

Total 17,000.00$

Route 3 St Leonards to West Street

Atchison Street Christie Street to Mitchell Street No works required

Atchison Street Mitchell Street to Willoughby Road 0.15 12.8 � Contra flow lane $25,000.00 $3,750.00 3,750.00$

Atchison Street R6 Warning Signs with W8-23 At Willoughby Road 2 $250.00 $500.00 500.00$

Atchison Street Willoughby Road to Matthews Lane 0.43 12.8 � Parking separation line $15,000.00 $6,450.00 6,450.00$

Atchison Street At Willoughby Road and Alexander Street � Widen central refuge islands 2 $5,000.00 $10,000.00 10,000.00$

West Street St Thomas Rest Park Dropped Kerb to Matthews Lane At park entrance 1 $750.00 $750.00 750.00$

St Thomas Rest Park Shared Footpath 0.15 Upgrade of shared path $200,000.00 $30,000.00 Widen existing shared path to 3.0m $751.00 $0.00 30,000.00$

Total 52,000.00$

Route 4 Palmer Street to Amherst Street

Palmer Street Hamilton Lane to Brook Street 0.15 12.5 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Palmer Street At on/off ramp entrance Directional signage At entrance to on/off ramp 2 $250.00 $500.00 500.00$

Brook Street, On Ramp/Off Ramp Brook Street to Warringah Freeway 0.40 Bicycle logos on path 1 $500.00 $500.00 500.00$

No works required*

Amherst Street West Street to Miller Street No works required*

Amherst Street Miller Street to Warringa Road 0.53 12.8 � Bicycle shoulder lane $20,000.00 $10,600.00 Roundabout treatments - bicycle logos on all

approaches to roundabout

West Street, Bellevue Street,

Warringa Road

12 $110.00 $1,500.00 12,100.00$

Total 15,000.00$

* Route to be upgraded as part of RTA Regional Route - See section 6.2 of 2009 bike strategy

Route 5 Cammeray to Young Street

No works required

Route 6 Balls Head Drive

No works required

Route 7 St Leonards to Crows Nest

Oxley Street to Alexander Street No works required

Oxley Street Chandos Street to Alexander Street Roundabout treatments - bicycle logos on all


Chandos Street, Albany Street and

Alexander Street

2,000.00$

Total 2,000.00$

Total Route

Cost

Facility Description

Description / Notes Location Qty / LengthUnit Rate Total Section

Cost

Unit Cost Subcost

Note on other Facilities

Sub-cost

Section Details

Section Section Start and End Points Length

(km)

Recommended Bicycle

Treatment (refer to Facility

type of Unit Costs schedule)

Warringah Freeway shoulder

Route

Road Width

(m)

Murdoch St to Cremorne Point Wharf

Cost

Estimated Traffic Volume

Wycombe Street to Phillips Street

Darley Street to Harriette St

Morton Street to West Street

Miller Street to Bent Street

P:\Inf\81990\Nth Syd Recommended Engineering Works.xls : New Routes Page 1 of 3 Printed 28/08/2009 Time 3:07 PM


<3,000

vpd

3,000 -

5,000 vpd

>5,000

vpd

Total Route

Cost



Cost

Unit Cost Subcost


Sub-cost

Section Details


(km)

Recommended Bicycle



Route

Road Width

(m)

Cost


Route 8 Sydney Harbour Bridge to Cammeray

Alfred Street South Burton Street to Pedestrian Signals 0.07 4.5 Shared Footpath Signage on existing path 2 $250.00 $500.00 500.00$

Alfred Street South Pedestrian Signals to Lavender Street 0.25 11 Parking separation line $15,000.00 $3,750.00 3,750.00$

Alfred Street South At Lavender Street 0.01 Install green pavement marking to direct

northbound cyclists onto kerb

Between dropped kerb at entrance

to Middlemiss St and roundabout

8 $100.00 $1,500.00 1,500.00$

Alfred Street South At Middlemiss and Lavender St Roundabout treatments - bicycle logos on all


"Watch for Cyclist" sign at Lavender St approach

At Middlemiss St/Lavender St

roundabout

$1,500.00 1,500.00$

Middlemiss St Alfred Street South to Arthur St � Install green pavement at start and end of contra

flow lane

Directional arrows and bicycle logos

Arrows and bicycle logos in both

northbound and southbound

directions

$3,000.00 3,000.00$

Middlemiss St Alfred Street South to Arthur St 0.12 � Mixed traffic street $5,000.00 $1,500.00 Located in the middle of the road

adjacent to the contra-flow lane

Arthur St Middlemiss St to Pacific Hwy No works required

Pacific Hwy At Arthur Street Install guidance signs for oncoming northbound

vehicles (G9-57)

Pacific Hwy Arthur Street to Miller Street No works required

Miller Street Pacific Hwy to Berry Street 0.17 Varies � Mixed traffic street $5,000.00 $1,500.00 Excluding section on Western side of road where

bicycle lane exists

1,500.00$

Miller Street At Berry Street Relocate directional sign just south of Berry to

north of traffic lights, indicating cyclists turn left to

Cammeray

Miller Street Berry Street to Ridge Street 0.40 12.8 � Bicycle shoulder lane $20,000.00 $4,000.00 Western side of road only 4,000.00$

Miller Street Berry Street to Ridge Street 0.40 12.8 � Parking separation line $15,000.00 $3,000.00 Eastern side of road only 3,000.00$

Berry Street Miller Street to Angelo Street No works required

Berry Street At Angelo Street intersection Modify existing sign - should direct cyclists straight

ahead not right

Berry Street Angelo Street to Pacific Hwy No works required

Pacific Hwy Berry Street to West Street No works required

West Street Church Street to Palmer Street 1.27 12.8 � Bicycle Shoulder Lane (mod.) $30,000.00 $38,100.00 38,100.00$

Palmer Street West Street to Hamilton Lane 0.17 12.5 � Mixed Traffic Street $5,000.00 $1,500.00 1,500.00$

Total 59,000.00$

Route 9 Smoothey Park to Morton Street

Russell Street At Smoothey Park entrance Install green pavement marking to direct

southbound cyclists onto kerb*

1,500.00$

No works required

Total 2,000.00$

* See section 6.2.4 of the bike strategy for details regarding this specific treatment

Route 10 Shirley Road to Bay Road

No works required

Route 11 Milner Crescent to Berry Island via Shirley Road

No works required

Route 12 Ernest Street to West Street via Rosalind Street

Ernest Street Warringah Freeway to Anzac Avenue 0.20 1.5-2.5 Shared Pathway $200,000.00 $40,000.00 Upgrade of existing path including signage 40,000.00$

Anzac Avenue Ernest Street to Rosalind Street 0.20 Varies � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Rosalind Street Anzac Street to Miller Street 0.13 12.8 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Rosalind Street Approaches to Miller Street Install a 'walk bike' sign 2 $250.00 $500.00 500.00$

Rosalind Street Miller Street to West Street 0.23 12.8 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Total 45,000.00$

Smoothey Park to Morton Street



<3,000

vpd

3,000 -

5,000 vpd

>5,000

vpd

Total Route

Cost



Cost

Unit Cost Subcost


Sub-cost

Section Details


(km)

Recommended Bicycle



Route

Road Width

(m)

Cost


Route 13 Grasmere Reserve to Bannerman Street via Winnie Street

Bennelong Road Brightmore Street to Illiliwa Street 0.10 11 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Illiliwa Street Bennelong Road to Grasmere Road 0.43 12.5 � Mixed traffic street $5,000.00 $2,150.00 2,150.00$

Waters Road Grasmere Road to Winnie Street 0.07 12.8 � Bicycle shoulder lane $20,000.00 $1,500.00 1,500.00$

Winnie Street Waters Road to Military Road 0.29 12.8 � Bicycle shoulder lane $20,000.00 $5,800.00 5,800.00$

Murdoch Street Military Road to Rangers Road 0.38 11 � Mixed traffic street $5,000.00 $1,900.00 1,900.00$

Murdoch Street Rangers Road to Bannerman Street 0.34 12.8 � Bicycle shoulder lane $20,000.00 $6,800.00 6,800.00$

Total 20,000.00$

Route 14 Phillips Street to Neutral Bay Wharf

Ben Boyd Road Phillips Street to Kurraba Road 0.33 12.8 � Bicycle shoulder lane (mod.) $30,000.00 $9,900.00 9,900.00$

Kurraba Road Ben Boyd Road to Manns Avenue 0.05 3 Shared Footpath Signs and logos 6 $350.00 $2,100.00 2,100.00$

Manns Avenue At steps Install wheel ramp* 1 $3,000.00 $3,000.00 3,000.00$

Manns Avenue Kurraba Road to Hayes Street 0.13 7 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Hayes Street Manns Avenue to Neutral Bay Wharf 0.13 10 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Total

*This is to be confirmed with council, subject to improved lighting around the area 18,000.00$

Route 15 Miller Street to McMahons Point Wharf

No works required

Route 16 North Sydney CBD to St Leonards

Mount Street Miller Street to Edward Street 0.20 11 � Mixed traffic street $5,000.00 $1,500.00 1,500.00$

Edward Street At Mount street Re-mark give way line Edward St at Mount St (southern

approach)

$1,500.00 1,500.00$

No works required

Bay Road Path Install warning (W6-1) at southern and northern

exit

2 $250.00 $500.00 500.00$

No works required

Nicholson Street At Shirley Road Install give way lines across Nicholson St At Shirley Road $1,000.00 1,000.00$

Nicholson Street Shirley Road to Oxley Street 0.21 12.8 � Bicycle shoulder lane $20,000.00 $4,200.00 4,200.00$

Total 9,000.00$

Route 17 Strathallen Avenue to Cammeray Road

No works required

Route 18 West Street to Wyong Road

No works required

Young Street At Sutherland St and Grasmere St Roundabout treatment - bicycle logos on all


Sutherland St, Grasmere St 2,000.00$

No works required

Total 2,000.00$

Route 19 Palmer Street to Ernest Street via Cammeray Golf Course

No works required

Route 20 Nicholson Street to West Street

No works required

Grasmere Road to Wyong Road

West St to Young St

Edward Street to Bay Road path

Bay Road Path to Nicholson Street




Page A2 Arup Issue 28 August 2009

Appendix B

HarbourLink Proposal

Scale 1:5000

N

S

W E

BRA

DFIELD

PAR

K

NORTHSHORE

RAILWAYLINE

Scale 1:5000

S

W E

HarbourLinkNorth Sydney Council is pursuing

sustainable transport options that

encourage the use of alternative

modes of transport to the private

car and give people new options for

active travel.

HarbourLink has emerged from this

Vision to ensure that pedestrians

and cyclists enjoy easy and safe

access throughout North Sydney and

through to the Sydney CBD via the

Sydney Harbour Bridge.

The scheme seeks to encourage

more people to experience travel on

foot or bicycle.

The concept is for an elevated shared

path with minimal grade, spanning

approximately 2 kms from the deck

level of the Sydney Harbour Bridge to

St Leonards Park and Falcon Street

along the Warringah Freeway

corridor.

The path will bypass the road level

issues of steep topography, complex

routes and congestion and will link

the City’s South, East and West with

Northern regional cycleways and

pedestrian routes.

The project is currently at concept

stage and development is dependent

on obtaining funding for the project.

HarbourLink is a Vision for the future

of active and sustainable transport.

HarbourLink connection to the Harbour Bridge bicycle path at Burton Street Milsons Point

Warringah Freeway Corridor section, south of St Leonards Park and Ridge Street



Page A4 Arup Issue 28 August 2009

Appendix C


North Sydney 2009 Bicycle Strategy


Arup

Route 1: Wollstonecraft to Spofforth Street

Photograph I - Ridge Street near Berry Street

Photograph II - Ridge Street overpass wheel ramp



Arup

Route 2: Milsons Point Station to Cremorne Point Wharf

Photograph III - Ennis Road

Photograph IV - Spruson Street



Arup


Photograph V - Atchison Street

Photograph VI - Existing Atchison Street contra-flow lane



Arup


Photograph VII - St Thomas Rest Park



Arup

Route 4: Palmer Street to Amherst Street

Photograph VIII - Warringah Freeway Shoulder Entrance

Photograph IX - Warringah Freeway Shoulder



Arup


Photograph X - Middlemiss Street Contra-flow Lane

Photograph XI - Pacific Highway near Arthur Street



Arup


Photograph XII - West Street



Arup

Route 9: Smoothey Park to Morton Street

Photograph XIII - Russell Street Railway Underpass



Arup

Route 12: Ernest Street to West Street via Rosiland Street

Photograph XIV - Rosiland Street/Miller Street Intersection

Photograph XV - Rosiland Street



Arup

Route 12: Ernest Street to West Street via Rosiland Street

Photograph XVI - Anzac Avenue



Arup

Route 13: Grasmere Reserve to Bannerman Street via Winnie Street

Photograph XVII - Winnie Street

Photograph XVIII - Murdoch Street



Arup

Route 14: Phillips Street to Neutral Bay Wharf

Photograph XIX - Ben Boyd Road (south of Phillips Street)

Photograph XX - Manns Avenue



Arup

Route 16: St Leonards to North Sydney CBD

Photograph XXI - Nicholson Street

Photograph XXII - Morton Street Steps