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STRATEGIC REPORT TO WORKS AND SERVICES COMMITTEE MEETING HELD ON TUESDAY 10 NOVEMBER 2009 Page 26

WP09/45 ADOPTION OF PATHWAY STRATEGY E07.1434

SYNOPSIS

A draft Pathway Strategy has been on exhibition. A number of submissions have been received and considered. The Strategy has been modified to incorporate the issues raised and it is recommended that the revised strategy be adopted.

BACKGROUND

The Works and Services Committee at its meeting held on 11 August 2009 considered the draft Pathways Strategy. The Committee subsequently recommended: THAT: 1. The Draft Shared Pathways Strategy be placed on public exhibition for a period of twenty

eight (28) days. 2. Following the public exhibition period, the results of the consultation be taken into

account prior to finalisation and presentation of the final strategy to Council for adoption.

ISSUES

During the exhibition period, 6 submissions were received. A further two had been referred from the Road Safety Plan and two submissions were received after the closing date. The issues raised in these submissions have been addressed as follows. 1. The increased usage of mobility scooters and sought their inclusion in the considerations.

The usage of these devices is identified already in the strategy.

2. The need for a Pedestrian and Mobility Plan (PAMP) for Moruya The Strategy has been written in a consistent format with a PAMP and therefore there is no need for an additional document. The Strategy has addressed the issues that would be raised by a PAMP and therefore the RTA (the appropriate funding body) would accept the recommendation of the Strategy as being sufficient.

3. The lack of a crossing facility from Woolies Lane to Moruya Square (Bi-LO)

There are currently no plans to incorporate a crossing point on Ford Street for this purpose. This issue will be referred to the Local Traffic Committee for further investigation on the number of the people crossing at this point to assess if any treatment is warranted.

4. Consideration of a pedestrian-only phase for the Vulcan/Church Street traffic lights

The phasing of the traffic lights is not a matter for this strategy as they are the responsibility of the RTA. The suggestion will be forwarded direct to the RTA.

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STRATEGIC REPORT TO WORKS AND SERVICES COMMITTEE MEETING HELD ON TUESDAY 10 NOVEMBER 2009 7


5. Need to complete missing links of footpaths in Campbell St between Vulcan St and Ford

Street (both sides) These works were already included in the Strategy. It is proposed to provide a shared path along the north side of Campbell Street and a footpath on the southern side from Vulcan Street to the mid-block refuge.

6. Need for a refuge/crossing point from John Street to the shared path to the TAFE

(Princes Highway) This had already been included in the Strategy. The need for safe access for residents in the Bergalia Street environs to the existing path has been recognised. This will also provide a “loop” around the southern parts of Moruya.

7. Provision of a footpath from Beach Road to the existing path in Pacific Street.

This pathway is included in the strategy and has a relatively high priority. Timing will be dependent upon funding and other priorities when setting the budget for the next management plan.

8. Request for a higher priority for the path along Heath Street, Broulee from Grant St to the Surf Club The request is noted. The path to the Surf Club has already been identified for construction in 2009/10 in the current Management Plan. Work will commence in the first half of next year.

9. The Heath Street path from Grant to Elizabeth is identified in the work tables but not mapped. The mapping has been amended to reflect the list of works. Consideration of the request has also identified the need to modify the proposal from a footpath to a shared path to allow for a future connection to the identified commercial area in Train Street. This will then allow for safer usage by “mobility scooters” and school children to and from the schools.

10. North Head Drive in the vicinity of the Quarry is narrow and dangerous and a deterrent

to users It is recognised that this section of North Head Rd is a deterrent to cycling and discouraging on-road cycling from Moruya to Broulee due to the limited available road width. Funding has been provided in the regional roads program is undertake stage one of road widening and realignment works in this area through the Regional Roads Repair Program and Ex 3*3 program. Work is expected to start on this section in the first half of 2009/10 provided land and issues relating to the quarry can be resolved.

11. Tomaga River Bridge is narrow and dangerous and a deterrent to users The cost and complexity of providing a widened path or an alternative crossing is beyond the financial capacity of Council. The continued signposting of the bridge requesting “Cyclists Dismount” is considered to be the most appropriate course of action at this time.

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12. A school crossing for Carroll College and an asphalt path to Broulee

The provision of a school crossing and path is against Council‟s desires and should not be supported. The School was conditioned to have no pedestrian or cycling access due to the high speed environment outside the school. This should continue.

13. The Eurobodalla Cycling & Triathalon Club has a Mountain Bike arm which has an agreement to maintain section of State Forest trails as a course. This should be noted in the user groups The Strategy has been amended to reflect the information provided.

14. The community desires the construction of a shared path from Moruya to the existing

path along South Head Rd and they are concerned that it is no longer a priority. They request that the proposed provision of a widened shoulder along South Head Rod be abandoned and a path be provided through Riverside Park and along the riverbank to Halyard Drive. The issues regarding the provision of a dedicated path along the river were discussed with the community at a public meeting. Due to the significant cost, it is not economically viable to provide such a facility at this time. Also, the provision of a shared pathway with limited natural surveillance is not supported due to the inherent safety risk to users, particular young children. A widened sealed shoulder suitable for cycling has now been provided from the Princes Highway to Halyard Drive. Signs will be installed in the near future warning drivers of the potential presence of cyclists using the on-road facilities. Council is continuing to work with the South Head Cycleway Group on the sections of the shared pathway of interest to them currently being Headland Grove to The Anchorage with their next priority being from Native Way to the caravan park at South Head. Council is working on the section identified as a high priority from the Princes Highway to Keightley Street and has secured funding from the RTA ($50,000) and the Federal government ($146,000) which is being matched by Council ($50,000) to commence work on the shared pathway from the Princes Highway to Keightley Street. In recent management plans Council has invested heavily in funding for the shared pathway within South Head (Headland Grove to South Head Surf Club) including significant expenditure on roadworks to accommodate the pathway. Council will need to give consideration to the many other priorities across the Shire.

15. Identification of a discrepancy in the mapping in the vicinity of Halyard Drive – Headland Grove to Halyard or Headland to The Dress Circle then a widened shoulder The intention was to provide a shared path from Headland Grove to Halyard Drive. The plans have been amended.

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16. Unsuitability of the Princes Highway for cyclists

The need for widened shoulders has been identified. The RTA is responsible for the upgrading of the highway who have verbally indicated they aim to provide a minimum of a one metre sealed shoulder to assist cyclists and wider where practicable. The matter is being referred to them for their consideration.

17. Encourage visitors to ride by the provision of an integrated network of paths and routes This has been already addressed in the strategy. One of the stated objectives is to provide an integrated network

18. Encourage bus operators to carry bicycles between towns This is in accordance with Council‟s stated objective of having cycling as an alternative transport option. The strategy has been modified to include this recommendation.

19. Gravel path alongside Moruya Airport, linking the Old Coast Road to the North Head Camping Area Already included. In discussions with members of the community, priority within the township was seen as being of higher importance.

20. Widening of the shoulders of George Bass Drive from Tomago River to Tomakin Road Already included in strategy.

21. Provision of on-road facility along Beach Road from Batehaven to Sunshine Bay Rd.

Already included in strategy with sufficient width already existing.

22. Signposting of Hume Road path Council is progressively upgrading signposting to existing shared pathways as budgets permit.

23. Dedicated path along Wharf Road to improve access to Cullendulla (NPWS) Already included in strategy.

24. Extension of the Tuross Head path along Nelson Parade Already included. Project has recently commenced in partnership with the Tuross Head community.

25. Path from caravan Park to Kyla Oval at narrows (Hector McWilliam Drive) Not considered a priority. The modification of the existing linemarking to provide a dedicated shoulder will be investigated.

26. Widening of Hector McWilliam Dr westwards from Caravan Park to top of hill Future consideration will be given to the shoulder widening but there are many other priorities for the limited regional road funds available.

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27. Gravel path along Dreaming Track from Bingie Sewer Treatment Plant to Coila Bar

An existing walking track allows access for cyclists but not riding in the first section. It is not proposed to make this a priority for Council funding. This is not Council‟s land. Discussions will be held with National Parks.

28. Kianga to Narooma boardwalk should be at the back of the dunes The submission is noted. This route is heavily constrained environmentally. This is the next stage of the Dalmeny to Narooma project and the submission will be included in the considerations for that stage.

29. Request for improvement of the track from Lake View Drive to Gem Crescent. The works requested are noted. The route has been identified in the Strategy. The requested works will be investigated for undertaking as part of routine maintenance for the area.

30. Request for a footbridge over Congo Creek The request is noted but not supported. The land is not Council‟s and the significant cost cannot be justified.

31. Request for improvement to the link from Dalmeny to Brou Lake. The works requested are noted. The land is not Council owned. This matter will be referred to National Parks.

32. Request for a footbridge over Cullendulla Creek linking Long Beach to Surfside The costs involved in investigating, planning, constructing and maintaining such a structure cannot be justified given the large number of currently unfunded projects across the Shire. This project has not been included in the strategy.

CONCLUSION

The submissions have been noted. Apart from the submissions regarding South Head Road, most of these have been able to be incorporated without significant changes to the document or the identified works. The provision of a dedicated path from Riverside Park to Halyard Drive is unable to be supported at this time due to the limited funds available, the lack of public land available for the project, and the immediacy required for other projects.

RECOMMENDED

THAT the Pathway Strategy, as amended, be adopted by Council. WARREN SHARPE DIRECTOR ROADS AND RECREATION

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Eurobodalla Pathway Strategy

A Strategy for Footpaths, Shared Pathways and Cycleways in Eurobodalla Shire

Adopted: November 2009

Adoption

Published By:

Eurobodalla Shire Council PO Box 99 Vulcan Street Moruya NSW 2537 Phone: 4474 1000 Fax: 4474 1234 Email: [email protected] Web: www.esc.nsw.gov.au

Enquiries:

Royce Toohey Asset Engineer

Printed By:

Eurobodalla Shire Council

All photos Eurobodalla Shire Council unless noted otherwise

Disclaimer:

Any representation, statement, opinion or advice, expressed or implied in this document is made in good faith on the basis that Eurobodalla Shire Council, its agents and employees are not liable (whether by reason, negligence, lack of care or otherwise) to any person for any damage or loss whatsoever which has occurred or may occur in relation to that person taking or not taking (as the case may be) action in respect of any representation, statement or advice referred to above.

mailto:[email protected]

http://www.eurocoast.nsw.gov.au/


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Contents Introduction 15

Why This Strategy 1

Roles of Council 1

Benefits of Walking and Cycling 3

What has been done so far 5

Funding 5

Issues For Consideration 5

Process 6

Planning Framework 7

Review of Strategic Plan 8

Scope of Strategy 8

Plan Organization 9

Equity and Accessibility 9

ESD Principles 9

Who Uses Them and What Do They Want? 11

Who Uses Them? 13

User Requirements 13

Types of Facilities 15

Location 21

End of Journey Facilities 21

Surface Options 21

Recreation Trends 22

Increasing Population 22

Recreational Tourism 22

Community Issues 23

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Characteristics 25

Eurobodalla Shire 27

Tourism Centres 31

Shire Development 31

History of Cycling and the Provision of Facilities 31

Cycling Demographics 32

Consumer Input 36

Facility provision 37

Safety 37

Trip Attractors/Generators 40

Inventory 43

Existing Facilities 45

Identified gaps in provision 46

Identified Projects 47

Pointscore System 47

Plan Overview 51

A Network of Paths and Cycle Routes 57

Guiding Principles and Objectives 59

Response 59

Actions 61

Pedestrian and Cycle Friendly Streets 63

Guiding Principle and Objectives 65

Response 65

Actions 66


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Promoting Safe Use 67

Guiding Principles and Background 69

Response 70

Actions 71

Promotion 73

Guiding Principle and Background 75

Response 75

Actions 77

Integrating Transport Modes 79


Response 81

Actions 82

Ancillary Facilities 83


Actions 85

Asset Management 87

On-Going Maintenance 89

Implementation and Evaluation 91

References 95


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List of Tables Table 1 - Formal User groups .................................................................................................... 14

Table 2 - User Requirements ..................................................................................................... 14

Table 3 - Suitability of cycle facility option for different cyclist categories ..................................... 20

Table 4 - Ownership Rates for cycling ........................................................................................ 33

Table 5 - Participation Rates for cycling ..................................................................................... 33

Table 8 - Reported Pedestrian Casualties ................................................................................... 39

Table 9 - Reported Cyclist Accident Data .................................................................................... 39

Table 10 - Significant Employers within Eurobodalla Shire ........................................................... 41

Table 11 - Adopted Point Score System ..................................................................................... 48

List of Figures Figure 1 - Location of Eurobodalla Shire ..................................................................................... 27

Figure 2 - Population growth ESC .............................................................................................. 29

Figure 3 – ESC Population Profile ............................................................................................... 29

Figure 4 - Population Age Profiles .............................................................................................. 30

Figure 5 – ESC Projected Population Profile ................................................................................ 30


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Definitions The terms used in this document are generally as per the NSW Bicycle Guidelines and Austroads‘

Guide to Traffic Engineering Practice.

Annual Average

Daily Traffic (AADT)

The total annual motor traffic volume in both directions at a road location, divided by the number of days in the year.

Bicycle A human powered vehicle with two or more wheels.

Bicycle lane A marked and signposted on-road lane provided for the movement of cyclists.

Bicycle path A length of pathway for the exclusive use of cyclists

Bicycle route Any marked route which forms part of a cycleway network. The route may be on-road (bicycle lanes or shoulder lanes) or off-road (bicycle paths, shared paths or separated paths).

Contra-flow lane A bicycle lane used in a one-way street to provide bicycle riders with two-way use of the street.

Cycleway A generic term used to describe a bicycle route, bicycle lane, bicycle shoulder lane or shared path.

Cyclist Rider of a bicycle.

Footpath A formal constructed pathway aimed mainly for pedestrians but also used by children riding a bicycle under the age of 12, people in wheelchairs or on scooters.

Network A defined set of routes that make it possible to travel around a region in a safe and connected manner.

Nature strip The unpaved, often grassed or landscaped area within the road reserve of an urban road. Generally the area between the kerb or edge of the road and the property boundary.

Off-road A bicycle path or shared path that is located within the road reserve, parallel to the road, or within a park or reserve or other public or private land that is not open to motor vehicle traffic.

On-road A bicycle facility that forms part of the road such as a bicycle lane or shoulder.

Pedestrian A person walking, including those in wheelchairs, on roller skates or riding ‗toy vehicles‘

Road or carriageway

An area that is open to or used by the public and is developed for the driving or riding of motor vehicles.

Road reserve or

road corridor

The entire street space from property boundary to property boundary.

Road shoulder That part of the road adjacent to traffic lanes used for parking, cycling or clearance purposes.

Eurobodalla Pathway Strategy Definitions

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Scenic Routes Utilise quiet rural roads and off-road trails for recreational, touring and sports cyclists.

Separated path A length of path laid adjacent to a pedestrian path or footpath. Separation can be visual or physical.

Shared path A paved and signposted off-road route designated for use by both cyclists and pedestrians.

Toy vehicles Skateboards and other vehicles, excluding bicycles, powered by human effort or a motor and with a maximum speed of 7km/h

85th Percentile

Speed

The speed that 85% of vehicles are driving at or below. Used extensively for road design purposes.


Executive Summary

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Council currently manages a network of footpaths and shared paths which includes:

54.8km of footpath 26.5km of shared pathway 6 bicycle racks with a total capacity of 65 bikes

Council also manages an urban road network of 305km in length. Only 10.5% of this urban road network has a pathway on at least one side of the road. Additionally, 48.7 km of this urban road network is without kerb and gutter, often leaving no reasonable flat walking area other than the road itself and potential roadside hazards such as deep table drains, piped driveway crossings and the like.

Walking and cycling provides an alternate transport option. This is particularly important in residential areas, such as those located close to commercial centres, schools, recreational facilities, beaches and other major attractants.

Additionally a network of pathways integrated and linked to public transport networks (where available) has the potential to increase utilisation and decrease the reliance on motor vehicles. The more viable public transport services become, the greater opportunity to further extend these services.

Some authorities set reasonable limits so as to assist in focusing the establishment of pathway networks. For instance, a walking limit of 2km from key destinations and a cycling limit of 5km to represent journeys people are willing to take on a regular basis.

Use of the above alternate transport options would: Decrease reliance on motor vehicles Reduce demand for parking facilities and delay future road upgrades Reduce greenhouse gas emissions Provide significant health benefits Provide a cheap alternate means of transport

For a significant number of the Shire‘s residents, walking and cycling is a popular method of regular, low impact exercise as well as a way to get ‗out and about‘ to interact within the community. This is particularly important for our ageing population.

The Shire attracts a large numbers of visitors to our Shire each year and tourism remains our number one economic driver. Walking and cycling are increasingly popular and many holiday makers now expect and look for opportunities to cycle and walk when choosing their holiday destination. If Eurobodalla is to thrive as a tourist destination it must develop a more comprehensive walking and cycling network. Whist recognising future opportunities for more remote cycling and walking opportunities, such as riding in our forests and national parks, the focus of this strategy remains on our urban centres.

Cycling can either be provided as an off-road facility, normally a shared pathway, or as an on-road facility. On low traffic volume roads (e.g. local urban street), on-road cycling is typically shared with motor vehicles. For higher traffic volume roads, on-road cycling is usually provided by a wide sealed shoulder or shared parking and cycling lane.

The key drivers of this pathway strategy is to plan for: appropriate and continuous links to key destinations separate pathways for pedestrians for all collector, distributer and regional roads within urban

areas a mix of facilities to encourage greater use of alternate transport options including walking,

cycling and public transport and tourism related opportunities appropriate road crossing facilities such as pedestrian refuges, roundabout splitter islands, traffic

Eurobodalla Pathway Strategy Summary

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lights, road narrowings and so on facilities in a way that recognises the widely spread population across the Shire and the

competing needs alignment with the future land-use planning instruments ancillary facilities such as bicycle parking, improved lighting

The plan will also identify opportunities for interested community groups to be involved in fundraising or undertaking works to enhance the pathway network.

This strategy is a guiding document for the development and implementation of new facilities for both cyclists and pedestrians within Eurobodalla. It establishes where Council wants to go, integrating safety, education, promotion as well as infrastructure.

It sets out the needs for the Shire, recognising that some areas of the Shire will not be provided with facilities due to their low usage and population. Council has provided $1.21M within the 2009/14 Management Plan to improve off-road pathways (footpaths and shared pathways). To assist in the provision of the greatest range of facilities, Council pro-actively pursues additional opportunities to leverage these funds against State and Federal government grants, developer contributions, community fundraising/work and other sources. Under the provisions of the Roads Act, 1993 and existing Council policy, Council charges 50% of the cost of construction of pathways to the landowner fronting the property for medium/high density residential, commercial and industrial zoned lands. Council also requires pathways to be provided by developers:

within all new subdivisions along the frontage of all new developments (greater than a single residence in size)

to link to existing pathway networks

The plan will also provide a basis for charging developer contributions for shared pathways

Methodology A standard methodology was employed in the development of this strategy. A review of existing literature, Council publications, previous requests to Council, and the

demographics of the Shire was undertaken. The review included Councils in NSW as well as other States and Countries. Information from relevant government and non-government sources was also used to gain comparative information.

Route options were identified through desktop mapping using Council's GIS. This included looking at attractors, landform and desire lines. Included in this was the mapping of the existing road, cycle and footpath networks to identify opportunities within the existing network.

Existing facilities were inspected to determine the apparent levels of usage and if users were developing alternative routes due to poor design, etc

Interviews were conducted with staff and other stakeholders to ascertain current and future needs

The relative need for the different identified facilities was assessed. Upon determination of possible routes, a network was developed, with further consultation being undertaken before the works were prioritised


Summary

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This strategy is limited to the provision of facilities that will be used by casual users as opposed to organized sporting events. Therefore this strategy does not extend to the provision of formal sporting facilities such as the Bike track at Gundry Oval, Moruya. This document is not designed to go into detailed designs. Rather its role is to promote development in locations that represent the best utilisation of resources for our community and to prioritize the expenditure of funds to obtain the maximum benefit.

Users and Needs There is a broad range of user groups that need to be catered for in this strategy and are likely to benefit from the infrastructure. Whilst cycling is seen as a major exercise activity, walking is also a significant method for many of the population, as demonstrated by the popular use of Council‘s

pathways and cycleway networks.

As noted in the Eurobodalla Bike Plan (1999) users of our facilities include: Residents Tourists and holiday makers Casual visitors Sporting clubs and organisations

Some of the identified user groups are: School children Recreational cyclists and family groups Sports cyclists Utility cyclists Commuter cyclists Off-road cyclists Skaters Pedestrians Persons of limited mobility using motorised wheelchairs and the like

Even though there are a number of different user groups, there are basic requirements for them all. These requirements include: Safe facilities Adequacy of facility to undertake the particular activity Cleanliness

Unfortunately, one type of facility does not suit all users. It is therefore necessary to try and provide a range of facilities to cater for all users. A mix of on and off-road facilities allows this goal to be achieved as well as making a comprehensive network more economically realistic.

A number of options are available for the provision of cycle and pedestrian facilities. These include: Urban arterial roads Local Urban Roads Rural arterial roads Rural roads Off-road paths


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The environment that the facility is located in can often be a benefit and an encouragement to use. A number options are available including Reserves and parks Foreshores and Watercourses

In Eurobodalla, a standard width of 2.5m has been adopted for all shared pathway routes whilst 1.5m has been adopted for all footpaths.

The population of Eurobodalla has been increasing at a significant rate for a number of years. As a result of this increase in population, there will be a steady demand for the provision of additional facilities. As well as this internal growth, there is potential for growth in the Recreational Tourism market.

In relation to the provision of cycle facilities relative to road networks, Eurobodalla is below average.

Ownership rates are considered to be on a par with other locations. Similarly bike ownership has been increasing in line with national trends.

Inventory To understand what is required, we must know what is currently provided. To assist in the identification of needs, the Shire has been split into a number of catchments starting from Durras at the northern end of the Shire and finishing with Tilba Tilba and Akolele at the southern end. A full inventory of pathways, based on these defined catchments, can be found in Appendix 1 of this Strategy.

The majority of cycling facilities are shared paths. There are only two dedicated cycling facilities in Eurobodalla:

Gundry Oval cycle track; and The (disused) BMX Track at Batehaven

Edge lines were previously provided along Beach Road between Sunshine Bay and Surf Beach to provide a cycle lane but these were never formally identified as cycle lanes.

Current shared pathway facilities identified are: South Durras shared pathway Beach Road shared pathway from Batemans Bay to Batehaven Broulee shared pathway from Candalagan Creek to Heath Street Moruya Riverside shared pathway - from Moruya Hospital along the riverbank to the Moruya

Swimming Centre then on to Moruya TAFE South Head shared pathway Tuross shared pathway - from the near the caravan park to One Tree Point, then along the

ocean front beside Tuross Boulevard, then along the frontage of Coila Lake to Kyla Oval (including a short section of gravel shared pathway)

Dalmeny to North Narooma shared pathway including from Dalmeny Bowling Club along Mort Avenue, around the foreshore and coastal cliff, then along Dalmeny Drive to Kianga (part currently under construction working with the Dalmeny-Kianga-Narooma cycleway group), then to and past Kianga to Centenary Drive.

North Narooma boardwalk and link to Wagonga Bridge (Princes Highway)


Summary

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Narooma township shared pathways -along the shore of Wagonga Inlet from Quota Park northwards to Narooma Bridge then along the shore of Wagonga Inlet to the Swimming Pool From the Town Wharf, a footpath exists along Bluewater Drive to the Golf Club and on to the main beach along Ballingalia Street

A shared path from Glass House Rocks Road to Narooma High School As well as these facilities, the Old South Coast Road between Broulee and North Head has been closed to through traffic at Bengello Creek and so is only accessible by walkers and cyclists and acts as a shared route. Desktop mapping of the existing network was undertaken to identify gaps in the current network. These have been incorporated into the works program wherever possible.

The review of facilities has identified a number of potential projects. Although many of these have been defined, further investigation is required as to their suitability and appropriateness. They have been prioritised against current projects to ensure that the most appropriate facilities are provided.

A ranking system has been developed to prioritise capital works. A strong emphasis has been placed on the provision of pathways within urban areas in particular linkages to:

Schools Educational facilities Commercial business districts Recreational facilities Clubs Hospitals and retirement villages

The pointscore system also provides weighting based on the hierarchy of the adjoining road, completion of linkages, improving integration with bus services, tourism and economic benefit as well as cost.

An Integrated Network The Strategy outlines an integrated network of paths and routes that through their design, markings and signs will have an important role in encourage walking and cycling.

Any network must have a focus. It is the aim of this strategy that a network will be developed using both existing and new paths that will link people to the main attractors of the region or other significant destinations.

Eurobodalla Shire has three main service centres and nine smaller neighbourhood business areas as well as a number of small villages. The main centres offer a range of services in close proximity including retail, commercial, educational and medical. The other centres are primarily retail areas, often with various other services in close proximity. As well there are 16 schools as well as other major destinations that include the Moruya TAFE, Batemans Bay Access Centre (Uni, TAFE and Library), Moruya District Hospital, a variety of sporting complexes and highly used beaches. Consequently, a network of on and off-road cycleways and footpaths is proposed in this strategy to link people to these attractors.

The network proposed comprises a mix of bike lanes, off-road paths, pathways and local streets.


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To achieve the objective of an integrated network, the following design principles are proposed for Eurobodalla: 1) Off-road cycleways to be generally shared pathways, preferably reinforced concrete and 2.5

metres wide. In special circumstances, a gravel pathway may be acceptable.

2) On-road cycleways to utilise existing road carriageways wherever possible. These will either be shared bicycle/parking lanes, or sealed shoulders preferably 1.5-2.0m wide. Where this is not practicable, sealing of the available road shoulder should be considered to provide additional safety for cyclist.

3) Single lane roundabouts along bicycle routes to be linemarked and signposted for bicycle use, where possible

4) Directional signs to be included major cycling routes.

To improve the safety of users, street lighting should be provided to all pathways within urban precincts.

To encourage greater use of the network, adequate information should be provided. This includes: Maps – both paper and electronic based Identification of routes Identification of distance along route, destinations and features

A key element of this Strategy is the development of an integrated network. The overall network is detailed in Appendix 2. To achieve this network 51.3km of footpaths have been identified as being required as well as 21.7km of shared paths, 33 road crossings, and 32.5km of sealed shoulders and cyclelanes

Recommendations

N.1 A network of paths and routes be established as detailed in Appendix 2

N.2 Establishment of the network to be pro-actively pursued on a priority basis including lobbying State and Federal government for greater funding assistance for the provision of pathways and ancillary facilities

N.3 Signage be installed on selected shared pathway routes to identify the route, destination and distances

N.4 Network maps and information to be prepared and made available both in hard copy and electronic form

N.5 All shared pathways be a minimum of 2.5m wide and footpaths be a minimum of 1.5m wide

N.6 Designated on-road cycle lanes on sealed shoulders be a minimum of 1.5m wide

N.7 Where on-road cycling lanes not be easily achieved, consideration be given to sealing the existing road shoulder to make better provision for cyclists.

N.8 Street lighting be provided to pathways within urban areas on a priority basis as funding permits

N.9 Council provide adequate funding for the on-going asset and risk management of the pathway network in accord with Council policy and the Management Plan.


Summary

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Pedestrian and Cycle Friendly Streets

Though this plan outlines a network of footpaths, shared routes and cycle routes, not all trips will

be made on formed paths. Many will be made on or along low traffic volume local streets. To cater for pedestrians, all new residential streets should have a constructed path provided on at least one

side of the street.

New urban collector, distributer and arterial roads carry larger volumes of traffic and vehicles at higher speeds. To reduce the need to cross these streets, footpaving should be provided on both

sides of the street and consideration given to making one of these pathways a shared pathway.

Within urban areas footpaths/shared pathways and cycle lanes should be provided on all new

bridges to allow the safe passage of pedestrians and other users.

A program of identification and replacement of grates that are not cycle compatible should be implemented.

To ensure pedestrians and cyclists are not disadvantaged, all signal-controlled intersections should include pedestrian activated buttons. Where possible the detection loops in side streets should be

set to detect cyclists. Are they now??

Provision for pedestrians and cyclists at construction works are covered under the RTA‘s Traffic

Control at Worksites. Alternate arrangements for pedestrians and cyclists should always be

considered when setting up construction projects Surfaces should be safe and clear sight lines maintained.

Recommendations

F.1 Implement a program of identification and replacement of non cycle-compatible drainage grates

Promoting Safe Use

With the increase in bicycle usage, there not only needs to be an increase in the provision of facilities but also increasing the safety of users. Whilst walking is not seen as dangerous, many see

cycling as a high-risk activity, especially where there is potential conflict between motor vehicles

and cyclists. As a result there are often less cycle trips undertaken than could be. Unfortunately, cyclists and pedestrians are much more susceptible to serious injury when involved in collisions with

motor vehicles and other solid objects. As a result they represent a disproportionately high percentage of all vehicular accident hospitalisations.

The overall health benefits to the community of cycling and walking where appropriate facilities

exist is significant and the risk of injury and/or death low if due care is taken.

There is broad public support for road safety programs. Council has co-funded a Road Safety

Officer (RSO), whose role is not limited to vehicle drivers but also encompasses education relevant to cyclist and pedestrian safety. The RSO‘s position is subject to on-going funding support from the

State government. The State is currently reviewing their support for this program which expires 30 June, 2010.

By improving skills, attitudes and behaviour, trips can be made safer. Education is particularly

important for school children especially concerning cycling and pedestrian safety.

Many education campaigns are carried out at State and National levels. It is important to reinforce

such information in the local area. Local education campaigns should include school groups, the


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Police, local community groups and clubs and Council. The RTA may give additional support.

Opportunities for raising awareness such as Bike Week should continue to be undertaken. Activities should be aimed at encouraging more people to cycle and educating both cyclists and motorists of

the benefits of cycling, road rules, safety and other issues for bicycle riding.

Creating a safer environment goes beyond injury prevention programs. Council needs to respond to

incidents or accidents by mitigation of the factors where possible and modify their design criterea to

limit the possibility of a similar event occuring.

Council relies on the accident data recorded by the NSW Police and held by the NSW Roads &

Traffic Authority.

Recommendations

S.1 Subject to on-going State government funding and support, Council continue current safety

campaigns, including those aimed at educating school children

S.2 Distibution of safety brouchers through tourist information centres and accommodation

venues

Promotion

Encouraging people to walk or cycle more often will have significant health benefits for the

community. The key to this is through the provision of adequate infrastructure and promotion of

the benefits, changing habits and attitudes. These include making people aware of transport alternatives, reduction of impacts on the environment, and the health benefits to be gained from

regular exercise.

Effective communication is an important component of any promotional activity. To support this,

the development of a walking and cycling section on Council‘s website will be pursued. This would including providing the latest information on existing network, proposed works, current activities

and safety information. Bike Week activities, Active Australia, Walk to Work Day are all programs

that promote cycling and walking. These need to be continued to be supported.

Council is seen by many to provide a leadership role for the community. By supporting initiatives by

other employers or businesses, Council will be fulfilling that leadership role. The installation of bike parking facilities for staff and customers at its facilities and at other public faciliites will also

demonstrate leadership within the community.

As identified earlier, tourism is the major industry in Eurobodalla. Eurobodalla is a major destination for families. Often they bring their own bikes or they are available at their accomodation. Combined

with the pleasant climate during the holiday season, the continued promotion of walking or cycling as a component of the holiday experience is seen as a strong selling point. The production of

brochures covering the pathway network should continue to be pursued. The recent release of the

Eurobodalla Shared Path Map, covering the existing pathway network is an excellent example of this.

Eurobodalla has significant natural attractions that are relatively accessible. These areas offer additional tourism opportunities and should continue to promoted. Guided walking and bicycle tours

of National Parks and other areas of natural beauty and interest are possible tourist attractors. In particular opportunities exist for guided tours for mountain bike enthusiasts. To assist in this, tourist


Summary

xi

maps with touring and recreational routes marked on them could be made available in local bike shops and tourist information centres. Local tourist operators could produce these.

Recommendations P.1 Council continue to support education programs via the Road Safety Officer

P.2 Support bike week, walk/ride to work days, and similar activities through the Road Safety Officer

P.3 Council lobby the State government for the continuation of the Road Safety Officer program

P.4 Provide access to maps and other relevant information on the formed pathway network on Council‘s web-site and through our tourist information centres

P.5 Work with walking and cycling groups and tour operators to develop additional promotional information on other walking and cycling opportunities within the Shire

Integrating Transport Modes The provision of an integrated footpath and cycleway network will assist in the promotion of transport alternatives, including public transport via bus.

Additionally, children access schools from neighbouring villages via bus.

The majority of bus routes are along collector, distributor or regional roads. The provision of a suitable pathway network, road crossing facilities, lighting and bus shelters will:

Improve safety, comfort and amenity for existing users Encourage additional use of buses increasing viability and offering future potential for increased

levels of service

The recent introduction of ―low-rider‖ buses to the local public transport system will assist those with mobility problems to access services. Opportunities should be taken to improve bus stops by the provision of kerbing at the stop so that there is limited step onto the bus.

Currently no facilities are known to exist for ―bike-and-ride‖ or ―bike-and-ride-and-bike‖ trips. In

other locations, bus operators allow bikes on board or provide bike racks. This option should be investigated in conjunction with local bus operators to open opportunites for additional trips to be made.

Recommendations

I.1 The priority for new pathways give consideration to integration with bus services

I.2 Council continue to develop the bus network including the provision of bus shelters, linked pathways and associated lighting

I.3 Council lobby State and Federal government to recognise the need for grant funding for public transport to include pathways, lighting and associated infrastructure to allow better integration and encourage greater use of alternate transport options

I.4 Council work with bus operators toward the provision of facilities for the carriage of cycles on buses.


xii

Ancillary Facilities

People who walk or ride to work or school or for other purposes need more than a defined network.

They require a secure place to leave their bike once they reach their destination. Equally walkers need somewhere to sit to rest when walking significant distances or even to stop and enjoy the

view.

Bicycle parking can be of two types – short-term facilities such as bike racks or longer-term storage

such as bike lockers. Council has provided some racks previously, mainly at its libraries, recreational

facilities, CBDs and some beaches. These remain under-utilised due mainly to security concerns.

For work trips, the most successful option is for workers to have a secure location within their place

of work to store their bicylcle during the day. Council should, through the Road Safety Officer, work with local businesses encourage greater provision of bicycle facilities within work places.

Similarly, new commercial and other similar developments should be required to provide secure

bicycle parking facilities within their development as part of all approvals.

Council has an opportunity to show leadership in this regard through auditing its existing offices,

depots and community facilities and providing upgrades facilities for bicycle storage. This could then be promoted to the community as best practise.

Recommendations

A.1 Council audit its office buildings, depots and other community buildings, develop a program to upgrade its bicycle storage facilities and promote this to the community as good practise

A.2 Council develop a program to provide seating at regular intervals along selected pathways to provide rest and viewing spots for the community

A.3 The provision of secure bicycle storage facilities as part of all new commercial, industrial and

medium/high density development be a requirement of all development approvals

A.4 Work with the Chambers of Commerce and the business community to encourage provision

of space of secure storage of bicycles for workers, and where practicable shoppers

Asset Management

This strategy primarily addresses the provision of new works.

Once built, Council has the on-going responsibility to inspect, maintain, replace and renew

infrastructure to ensure an acceptable on-going level of service to the community, including providing reasonable measures within budget limitations for public safety.

New South Wales is a highly litigious state, with some people seeking to make claims against Council (the community) for compensation when accidents occur. To ensure adverse impacts on the

community are minimised, Council undertakes maintenance activities in accord with its risk

management policies and systems. This includes inspecting pathways on a regular basis, prioritising defects and then actioning these defects as funding permits.

Council also provide funds for the replacement of damaged and/or assets in poor condition. This renewal work is undertaken on a priority basis. As with other infrastructure, the extent of funds

currently available is insufficient to sustain the pathway network in the longer term.


Summary

xiii

Council will need to consider this when determining future long term financial plans to ensure the network remains in an adequate condition and the burden of the current consumption of the asset is not transferred to future generations.

Recommendations

M.1 Annual maintenance and renewal budgets be increased to reflect the increasing size of the pathway network.

M.2. The standard of initial construction of pathways consider the whole of life implications of managing the asset over the long term.

M.3. Council consider the long term implications of the funding needed to sustain the pathway network when developing formal asset management and long term financial plans for its transport and other infrastructure

Implementation and Evaluation This strategy has identified a number of actions and projects. These are aimed at providing a higher level of service and safety to the community as well as encouraging greater use of alternate transport options (walking, cycling and buses).The implementation of the strategy will involve a combination of community consultation, community education, construction, monitoring and evaluation to ensure the outcomes are being achieved.

To ensure the most important works are undertaken first, a priority system has been developed based on a point score system.

The extent of works identified in this strategy and requested by the public outweigh the funding available. Therefore Council has to prioritise works and pursue all available opportunities to deliver pathways.

Current opportunities for funding include NSW Coastal Cycleway RTA's Southern Bicycle Project Federal government‘s Jobs Fund Cycle Connect NSW Department of Transport - Bicycle Locker Program NSW Department of Sports and Recreation Section 94 Developer Contributions Direct funding of works by developers Community fundraising and work Direct charges on landowners under the Roads Act, 1993

Analysis of previous projects indicates that the cost to construct an off-road shared pathway is in the order of $200 per lineal metre and a footpath $130 per lineal metre excluding any significant earthworks, clearing, drainage, environmental, pathway bridges, service alteration or other significant work.

Significant savings can be made if pathways are constructed in association with other major roadworks activities. Where this strategy identifies a new for a pathway, this work will ideally be


xiv

programmed to be undertaken in association with any major roadworks on this route.

This can be reduced by the use of voluntary labour provided by community groups, such as has been done at Tuross Head, Moruya Heads, and Dalmeny/Kianga.

It is to be noted that none of these funding sources allow their funding to be spent on routine maintenance and renewal works. Therefore Council must be committed to allocating sufficient on-

going funds to allow for the proper maintenance and renewal of any assets developed.

To ensure that the plan is providing the facilities required and to assist on future revisions of this plan, routine monitoring should be undertaken. This monitoring can include pedestrian and cyclist

counts on popular routes, surveys of residents as part of Council‘s overall consultation program and review of accident statistics.


Introduction


Introduction

1

Cycling and walking are important to Eurobodalla. With limited public transport available, cycling should be seen as an alternative option. For a significant number of the Shire‘s residents, walking is

seen as a major method of regular, low impact exercise. The Shire attracts a large number of people for holidays and they often bring their bikes so that they can enjoy the views to be had along our coastline.

The provision of appropriate facilities is in accordance with the outcomes espoused in NSW Planning‘s Guidelines:

Creating a walkable and cycleable city is an important part of creating a sustainable city — one that is equitable, liveable, cost-effective, healthy, environmentally sound and safe. (DIPNR 2002)

Since the previous Footpath Strategy and Bike Plan were adopted, many of the facilities identified have been provided. It is time now to integrate these current facilities by the provision of linking paths, signposting of routes, and provision of ancillary facilities.

Why This Strategy In 1998, Council determined to prepare ‗A Strategic Plan for the Provision of Footpaths‘ as a response to issues raised within the community. At the same time the Snowy Mountains Engineering Corporation (SMEC) was commissioned to prepare the ‗Eurobodalla Bike Plan‘. Both of

these plans identified and proposed works to be undertaken, in accordance with a priority system.

Both of these plans have become due for revision, the result of which is this document.

Combining of the two into a single strategic plan is appropriate given the level of competition for funds and the increased commonality of use for shared pathways due to changes in the Australian Road Rules and Regulations.

This strategy aims to address a number of issues, including the: wide range of activities and users; mobility of user groups; integration of walking, cycling and other transport modes significance of tourism in the area; and population distribution throughout the Shire and therefore the competing desires of residents for

the provision of facilities. This strategy is a guiding document for the development and implementation of new facilities for both cyclists and pedestrians within Eurobodalla. It establishes where Council wants to go, integrating safety, education, promotion as well as infrastructure.

Roles of Council One of the prime roles of Council is the provision of services. These services need to be provided to its customers, the community, in a manner that is efficient, within the resources of the organisation, affordable, and in line with the expectations of that community. The provision of footpaths to allow safe pedestrian use and the provision of cycleways and shared paths to provide increased recreational opportunities is one of those services.

Policy and Planning A planned approach to the provision of facilities encourages sound investment, while certainty and preparedness helps avoid under and over utilisation of facilities and ensures there are appropriate resources spread throughout the Shire. This includes identifying and responding to the needs of the community and providing a framework for setting priorities. Policy and planning provides a transparent and accountable process that

Eurobodalla Pathway Strategy Introduction

2

enables the community to understand the Shire‘s position on certain issues, its strategic direction, the decision making process and its final actions. Examples of this role include the Local Environmental Plan, various management plans and various adopted strategies.

As well Council has a role in the design of facilities so that they are sustainable and of a safe standard.

In addressing this issue there are two main actions required: Development of a sound-planning framework that acknowledges the differences found in

settlement types across the municipality, and that identifies the function, setting type and catchment for each facility.

Eurobodalla is a significant tourist region as well as being along the coastal route from Sydney to Melbourne, with a number of townships provide opportunities for rest breaks. Identifying and managing the needs of visitors is important to maximise local benefits.

Addressing Needs and Safety Simply providing facilities often does not fully address the needs of users. An important part of providing facilities is to assess the type of user and provide appropriately designed facilities that will cater for future changes in usage.

As always the safety of the public is the most important factor. The previous footpath strategy noted that: ― ‗Road Safety 2000, the RTA Plan for Road Safety in New South Wales‘ has as its mission

statement the words "Aiming to make New South Wales roads the safest in the world". The aim of making Eurobodalla Shire footpaths and cycleways the safest and the best in the world may be a little ambitious but there is no doubt that we should be aiming for an improvement to what has been achieved in the past.‖

Fiscal Management The provision of new facilities is not the only consideration. New facilities are welcomed but good management over the long term is essential. If this is not possible the removal or closure of facilities must be seriously considered.

As with other organisations, the competing demands for Council resources are greater than the funding available. Adoption of a strategy enables Council to develop priorities to direct funds in a manner that will have the greatest overall benefit.

Setting Levels of Service Council has a significant role to play in setting the quality and scope of services for its residents. By the adoption of this strategy, Council is endeavouring to assist in the improvement of the quality of life for both its residents and visitors.

The provision of a basic path must not be the only consideration. As stated in the previous footpath strategy: ―…Cycling and walking are significant alternative recreational pursuits that require the provision of

associated facilities. Items that need to be considered are the provision of toilet facilities, associated parking, seating and other resting alternatives, opportunities to take in scenic views that may be available along the route, and other numerous considerations as well as on-going maintenance. The reduction of exposure to risk is also a significant requirement of Council. Activities undertaken by Council must be done in a way that risk to both the general public and staff is minimised.‖


Introduction

3

Co-ordination and Support This role involves assisting organisations and individuals to undertake projects, become established, gain access to funds, advice and information and provide services. Resources and support can come from local government, State and Federal agencies or other organisations. Council is in a position to co-ordinate the provision of services and facilities to avoid duplication, shortfalls, and the development of joint projects and partnerships.

Encouraging Participation The importance of physical activity is increasing in our society, and people‘s expectation of the

quality of facilities and services is increasing. These factors place some pressure on Councils to continue to support sport and recreation and enhance the standard of provision. An aging population, changing leisure behaviour and cultural change will add to the situation. The implications is that while Eurobodalla has invested considerable sums of money in developing open space and recreation facilities, it spends only relatively small amounts in informing residents and visitors about them, and directly encouraging greater utilisation of existing resources and enhance participation in physical and social activity to enhance the return on investment in facilities.

Council should expand its role in information dissemination and management, and actively encourage greater participation by all residents in active pursuits.

The key issues arising related to Council‘s roles and resources are: Council can influence who is targeted and what is provided more directly through planning and

funding. Council needs to make a more conscious connection between these activities and participation outcomes.

The need to manage the portfolio of infrastructure and its quality so as to stimulate participation and positive leisure experiences. Planning and maintenance of much of this infrastructure has not been sufficient or strategic enough to maintain participation, and as the population ages increasing resources may need to be invested to continue to deliver the same participation outcomes.

Council should continue to strive to increase its population. This is fundamental to retaining the range and quality of recreation resources. Promoting cycling and walking opportunities can assist in attracting new residents and increasing participation.

A better understanding of costs and how and where resources are being allocated for what benefit is required. A greater emphasis on resourcing viable & sustainable opportunities can result from planning and a better understanding of lifecycle costs and benefits. Life cycle costs need to be estimated and cyclic maintenance planned and adequately resourced.

Benefits of Walking and Cycling Recreation and sport is an important contributor to the quality of life of individuals and the general community, providing benefits both to individuals and the general community. Walking and cycling are a significant way of providing these benefits.

Transport Efficiency

Cycling and walking are considered to be the most energy efficient modes of transport, as they use no external energy sources. Research has shown that 55% of car trips and 67% of car shopping trips are less that 5km in length (NSW DoT 1995). As cycling and walking can be as quick for short trips, they are extremely efficient alternative for short trips.

The cost of providing parking facilities for bicycles is significantly lower than for cars. Depending on the location within Eurobodalla, the contribution charged to developers is $20,000 or more per car


4

space. Provision for a number of bicycles can be less than $1000. As less space is needed for

parking of cycles compared to cars, more facilities can be provided within the equivalent space.

Environmental

As noted in the National Cycling Strategy, ‗increased transport use is one of the key issues facing Australian cities and towns‘. Cycling and walking are truly sustainable.

Many studies, including those done by the NRMA have shown that short vehicle trips are the least

fuel-efficient and therefore generate the highest pollution per kilometre travelled. Reducing vehicle trips will reduce greenhouse impacts and noise, improving the environment for all.

Health & Fitness

Cycling and walking have many significant health benefits. They are a significant way to increase a

person‘s fitness. At a time when it is recognized that our nation as a whole is getting unhealthier,

the encouragement of fitness and health should be a goal of all. Additional effects are a reduction in stress levels and improved self-esteem

It has been noted that ―The most effective fitness routines are moderate in intensity, individualized and incorporated into our daily activities (Toronto 2000)‖. Walking or cycling can easily provide this.

It is clearly recognized that there will be reduced health care costs from improved fitness and well-

being (Latz, 1997) as well as a reduction in stress levels.

The NSW Government ―considers it important to promote cycling as health initiative‖ (RTA 1999)

Economic & Social

Walking and cycling provide alternative transport options for those who don‘t have a car or cannot

access existing public transport

Increased walking and cycling will have economic benefits for the individual through savings made

on the running cost of motor vehicles, particularly with rising fuel costs. The National Cycling

Strategy quotes figures from the Queensland Department of Transport and Main Roads that indicates that the cost of buying and maintaining a bicycle as being 1% of that of a car.

Direct and indirect employment opportunities through revenue generated by retail sales of bicycles and related equipment and recreational tourism.

Tourism

Eurobodalla has been a traditional location for Christmas holidays and the like. Many family groups visit the region, often bringing their own bikes or having some available at their accommodation.

The provision of improved walking and cycling facility will increase the attractiveness of the region as a holiday destination.

Whilst traditionally visitors to our region have been coming in cars, there is a growing cycle tourism market developing in the country with the marketing of riding holidays.


Introduction

5

What has been done so far In 1999 the Eurobodalla Bike Plan was prepared for Council by SMEC. At the same time Council prepared a Footpath Strategy. A large number of the works identified in those plans have since been completed.

Bike Plan

The Eurobodalla Bike Plan was developed in 1999. Two rounds of Community workshops were undertaken to gauge community expectations and gather information before a draft plan was placed on exhibition. This plan was then adopted by Council and works implemented over the ensuing years.

Footpath Strategy

Council developed a footpath strategy in 1999. This presented a list of works, with priorities for the whole Shire. A significant number of these works have since been completed

Funding Council has identified the provision of pathways as a funding priority and has increased funding recently over traditional levels.

A total of $1.21M has been provided in the 2009/14 Management Plan for the provision of pathways over the next five years.

Priorities for these funds have been set for 2009/10 only pending the development of this strategy.

Council continues to pursue avenues to assist in the provision of pathways including: Government grants Developer contributions Direct works by developers (e.g. in new subdivisions) Landowner contributions under the Roads Act 1993 Community fundraising and/or works Donations (e.g. for seats along pathways)

Issues For Consideration Eurobodalla Shire is responsible for 983 kms of local and regional roads (not including the Kings and Princes Highway), 54.8 kms of footpath and 26.5 kms of shared paths.

Currently 51km of our road network has a footpath on at least on-side. It is obvious that Council does not have the capacity or capability to have footpaths alongside all roads nor for cycleways to be built to cover the wishes of the total Shire. We therefore have to prioritize our needs.

Some of the priorities previously raised by the community regarding paths and cycleways are:

Safety of school children. During the preparation of the ‗Strategy for the Improvement of Public Transport‘ it was pointed out that the safety of school children and the provision of footpaths near schools was a key issue. This is reinforced in this strategy.

Walking large numbers of school children between recreational areas and schools is of a concern to teachers where there are inadequate or no footpaths available.

The elderly and those with a mobility disability are concerned with the quality or lack of footpaving in the commercial and business districts of the Shire.


6

Hospitals and Nursing Homes identified the need for footpaths as both an access issue and also a recreation benefit for their clients.

Heavy volumes of vehicle traffic make some of our major roads potentially hazardous for cyclists and pedestrians to share the same pavement as the cars.

Local shopping centres, neighbourhood parks and pre-schools attract the "mums and kids" to walk to those facilities. On busy streets this means that to do it safely there must be footpaths.

Process A standard methodology was employed in the development of this strategy. Review of literature, Council publications, previous requests to Council, and the demographics of

the Shire was undertaken Identification of route options Inspection of existing facilities Interviews were conducted with staff and other stakeholders to ascertain current and future

needs The relative need for the different identified facilities assessed.

Review A review of selected strategies prepared for other Local Government Areas was undertaken to determine the issues of concern to other similar organisations and communities. These included Councils in NSW as well as other States and Countries. Information from relevant government and non-government sources was also used to gain comparative information.

Sources such as community surveys and Management Plan submissions were reviewed to identify those areas of concern that the community had previously raised with Council.

The demographic information available to Council was reviewed to identify pertinent information such as population profiles and distribution.

Route options Route options were identified through desktop mapping using Council's GIS. This included looking at attractors, landform and desire lines. Included in this was the mapping of the existing road, cycle and footpath networks to identify opportunities within the existing network.

Existing Facilities Existing facilities were inspected to determine the apparent levels of usage and if users were developing alternative routes due to poor design, etc

Consultation To gain an appreciation of the extent of community input required, consultation was initially undertaken with Council staff. Appropriate organisations and associations were then approached to seek their


Introduction

7

interest, comments and needs. These included related businesses and community groups.

Upon completion of the preparation of this document, it was workshopped with Councillors and then placed on public exhibition.

Prioritization The relative need for the different identified facilities were assessed by determination of the possible number of residents, visitors and other persons in the locality and the potential for usage.

Having determined possible routes, a possible network developed. Further consultation was undertaken before the works were prioritised.

Planning Framework

On a national basis, the Australian National Cycling Strategy 2005-2010 has been prepared by

Austroads on behalf of the Australian Bicycle Council to ‗encourage and facilitate increased cycling in Australia‘. The strategy has the vision of enhancing the well being of all Australians through increased cycling for transport and recreation.

In NSW the RTA has developed the Action for Bikes (BikePlan 2010). This masterplan sets out to create a ‗network of cyclepaths‘, to promote safer cycling, and increase awareness of cycling. By

these ‗the Government aims to ensure that cycling is a viable form of transport and a widely enjoyed means of recreation‘ (RTA 1999).

The NSW Department of Infrastructure, Planning and Natural Resources (DIPNR) in 2004 published

the NSW Planning Guidelines for Walking and Cycling. These are to assist Council‘s in determining what to considerer when preparing land-use plans and assessing projects.

On a local level, Council has developed a range of policies, guidelines and strategies

NSW Coastline Cycleway In view of the popularity of long distance cycleways overseas, a study was conducted for the RTA

on the feasibility of a 1500km cycleway between the Queensland and Victorian borders of NSW. It

was concluded that the cycleway would be appropriate for NSW as ―it has the highest percentage of population living and holidaying along the coast than any other state or country in the world‖

(RTA 1999).

In the draft South Coast Study, which the Coastal Cycleway was based upon, the route was

identified as along the Princes Hwy to Batemans Bay then along the coastline to Moruya, then the Princes Highway to Dalmeny, then the coastal road from Dalmeny to Narooma and then back onto

the Princes Highway to the southern border of the Shire.

Subsequent ammendments have been made to better utilise the facilities and opportunities available.

Section 94 Developer Contribution Plan Council is able to make contribution plans under Section 94 of the Environmental and Planning Assessment Act. This allows Council seek contribution for those improvements or additional services

that will be required due t the development.

Council identified the need for the continuing provision of cycleways and footpaths throughout the

Shire as one of the outcomes of its Section 94. As a result, it levies contributions upon developers

to enable works to be undertaken. No particular routes have been identified in the Plan, rather the funds are applied to works identified in the Eurobodalla Pathways Strategy.


8

Settlement Strategies Council has prepared settlement strategies for Greater Batemans Bay, Moruya and Narooma. These strategies are mechanisms for identifying and planning long-term (20 to 30 year) development within the Shire. Whilst these documents do not deal with pathways specifically, they do address the provision of infrastructure within each area.

Subdivision Development Guidelines All subdivisions are required to incorporate cycleways and footpaths at the design stage in accordance with Council‘s Development Guidelines and Development Design Specifications.

Optimal cyclist/pedestrian routes require topographically favourable locations, which follow ridges, spurs and natural watercourses and cross terrain at crests, saddles and low points. In order to improve the overall cycleway network in accordance with the latest design standards, it is necessary to ensure that future development areas provide pathway that are: Well planned in topographically favourable locations, prior to establishing road layout Accessible, continuous and integrated Connected directly to the external network and identified destinations Located so as to provide a high level natural surveillance of the pathway for personal security

reasons

Review of Strategic Plan As with all of Council‘s Strategies, this strategy will be required to be reviewed within 5 years of its adoption by Council.

Scope of Strategy Due to the existence of many facilities throughout the shire and numerous requests for additional facilities, there is often competing needs for funding. By the development of this strategy, some order is proposed for the spending of the funding allocated to the provision of footpaths and cycleways.

This strategy is limited to the provision of facilities that will be used by casual users as opposed to organized sporting events. Therefore this strategy does not extend to the provision of formal sporting facilities such as the Bike track at Gundary Oval, Moruya or the ex-BMX track at Sunshine Bay, nor does it cover cycling opportunities in more remote areas such as National Parks, State forests and the like.

As indicated in the introduction to this document, the formulation of a Strategic Policy Document is not designed to go into detailed designs. Its role is to promote future development in locations that represent the best utilisation of resources for our community and to prioritize the expenditure of maintenance to obtain the maximum benefit.


Introduction

9

Plan Organization This strategy is divided into a number of sections. Section 2 looks at some of the demographics involved. Section 3 describes where we have come from and where we are today Section 4 sets out the overall Goals, Principles, and Objectives Sections 5 to 10 looks at each of the components of the strategy in detail Section 11 gives an overview of what exists and what is required Section 12 onwards addresses such issues as Implementation Strategies and Asset Management

As well as the main body of the document there are a number of Appendices. Appendix 1 - Lists the works identified as being required Appendix 2 - Contains figures detailing existing facilities and those proposed. Appendix 3 - Maps and lists the networks proposed Appendix 4 - Contains the catchment analysis done to identify what is already in place and what

is required.

Equity and Accessibility The need for facilities that are accessible to all members of the community is clearly stated in legislation and other controls.

Providing facilities that improves access for people with limited mobility or other disability is part of Council‘s obligations to the community. The design, operation and maintenance of any facility must

be undertaken in such a manner that members of the community are not disadvantaged. Council has adopted a Disability Access Plan and any development should be done in accordance with this. Part of the requirements of this plan is the assessment of the needs of the disabled when strategies such as this are prepared. Included in this requirement is the need to determine the adequacy of existing structures, whether they comply with legislative requirements and what can be done to improve existing facilities.

ESD Principles Council has an obligation to consider the principles of Economically Sustainable Development in all its strategies. In accordance with its Sustainable Living Policy, the following principles are addressed.

Precautionary Principle The provision of facilities throughout the shire in a co-ordinated manner ensures that development and usage occurs in a regulated manner, in locations that will have minimal ecological disturbance.

By the provision of facilities for use by a wide section of the community in an organized manner, the social fabric of the shire will be protected and nurtured.

The viability of the economic system within the shire will be enhanced by the reduction of maintenance that is necessary for a number of reasons. Provision of adequate, attractive facilities will assist in the continual growth of the important tourist market by the attraction of visitors through the provision of appropriate and required facilities


10

Inter-generational Equality By the provision of facilities in a regulated manner, the future health, integrity, ecological diversity and productivity of the environment will be maintained by the concentration of users into areas where least impact will be caused. Pathways are long lived assets. Importantly the existing community should pay for the consumption of these assets over time to provide for the renewal and/or replacement of these pathways. If this is not done, then these costs are passed to future generations.

Conservation Of Biological Diversity And Ecological Integrity

The native biological diversity of the region will be protected by the location of facilities in appropriate locations, generally previously disturbed areas, where the outputs from the facility can be controlled. As well, by the controlling of any pathways or other access to the facilities, any impact on biological diversity and Ecological Integrity will be minimised.

Encouragement Of A Strong, Growing And Diverse Economy

The provision of facilities in a co-ordinated manner will encourage communities to be involved in the development of those facilities and their ‗ownership‘. This local development will encourage

promotion of the community and its facilities, thereby developing its economy.

Principle of credible information This strategy will be the subject of public exhibition prior to its adoption, thereby encouraging the effective participation of local communities in decision making.


11

Who Uses Them and What Do They

Want?


Users and Requirements

13

Who Uses Them? There is a broad range of user groups that need to be catered for in this strategy and are likely to benefit from the infrastructure. Whilst cycling is seen as a major exercise activity, walking is also a significant method for many of the population, as demonstrated by the popular use of Council‘s

pathways and cycleway networks.

As noted in the Eurobodalla Bike Plan (1999) users of our facilities include: Residents Tourists and holiday makers Casual visitors Sporting clubs and organisations

Some of the identified user groups are: School children Recreational cyclists and family groups Sports cyclists Utility cyclists Commuter cyclists Off-road cyclists Skaters Pedestrians

User Requirements Even though there are a number of different user groups, there are basic requirements for them all. These requirements include: Safe facilities Adequacy of facility to undertake the particular activity Cleanliness

The requirements for bicycles are different to those of motor vehicles due to the nature of the bicycle and ability of its user. As bicycle riding is not regulated or licensed the abilities and experience of individual cyclists vary substantially. Bicycle users range from young children to experienced adult riders and commuters. The bicycle is also used for a wide range of activities including leisure, sport, shopping, commuting (at many levels) and touring (or recreation). The range of rider ability must be taken into account when designing facilities for cyclists. A number of options are available for the provision of cycle and pedestrian facilities

Eurobodalla Pathway Strategy Users and Requirements

14

Table 1 - Formal User groups

Cycling

EuroBUG (Eurobodalla

Bicycle User Group)

Covering the Shire, this group exists for social riding. It organises rides both on-road and off-road. The group also endeavours to work toward improving

cycling facilities in general.

Eurobodalla

Cycling and Triathalon

Club

Based in Moruya, they use the Gundary Oval Bike Track for criterions and

Yaragee and Araluen Roads, Moruya for road races.

They also organise social rides along North Head Road and through State

Forests.

BMX A BMX track exists at Batehaven though the previous club using the site is

currently dormant

Mountain Bikes

A number of organized events have been developed recently include the Mogo Mountain Bike Event and the Mountain to the Sea Event.

Walking

A number of groups such as Dalmeny Bushwalkers and Walking for Pleasure are located

throughout the Shire that organise formal walks.

Patients in the health services are encouraged to walk regularly, no formal activities exist.

Table 2 - User Requirements Source: Eurobodalla Bike Plan

Group Age (yrs)

Speed Main requirements Most suitable facility

Cyclists Primary school 8-12 Slow-Med Safety Off road path Footpath

Secondary school 12-18 Med Safety

Directness

Off road path Cycle lane

Recreational All All Safety Environment Off road path

Sports 12+ Fast Surface Continuity Sealed Shoulder, Wide Kerbside Lane, Bike Lane

Commuter 16+ Med-Fast Surface Continuity Directness

Cycle lane Sealed shoulder

Mountain Bike 12+ Med-Fast Continuity Cross country tracks

Non-cyclists Skaters All Slow-Med Surface

Safety Off road path

Other All Slow Safety Surface

Off road path Footpath

Pedestrians All Slow Safety Environment

Footpath Off Road path

NB: 1. Safety is important amongst all user groups but it has only been used in the table where it is the main concern.

2. Off road path may also be referred to as shared pathway, bicycle path, cycleway, shareway or community path



15

Types of Facilities

Unfortunately, one type of facility does not suit all users. For example suit commuter cyclists and

sports cyclists do not necessarily want to go along scenic paths, rather they prefer to go directly. Similarly, on-road cycle facilities are too dangerous for young children and not as appealing to

recreational cyclists. Walkers prefer more level routes but are not concerned with directness whereas commuters and general pedestrians prefer paths that are direct. It is therefore necessary

to try and provide a range of facilities to cater for all users. A mix of on and off-road facilities allows

this goal to be achieved as well as making a comprehensive network more economically realistic. The types of facility discussed are in accordance with the NSW Bicycle Guidelines.

The different components of a road system offer a number of opportunities for the provision of cycle and walking facilities.

Highly trafficked urban roads: These are the primary roads in an area. As their main function is

to provide for through-traffic, they tend to be busier and vehicular speeds are higher. Examples of these are Batemans Bay Bypass and Beach Road. Whilst for some these roads are not suited to

pedestrian or cycling activities, they have several benefits for those experienced and comfortable enough in using them. They are often flatter than surrounding local roads and have better surface

conditions and maintenance standards. They are coherent and direct, and intersections favour the

major flow of traffic.

Local Urban Roads: Many cyclists undertaking inter-urban trips prefer quiet routes, especially if

they are not confident mixing with busy traffic. Local road routes can provide this as long as they form a coherent pattern. Commuter cyclists will use them only if they are as convenient as the most

direct route. Backstreets are more readily available than off-road paths and do not require extra land, unless

there are missing links that obstruct direct routes. As destinations are served directly from these

routes, they can enable cyclists to avoid highly trafficked roads. They can also offer a lower-stress and enjoyable cycling experience owing to the streetscape and other attractions, and can be quite

suitable as part of a leisure or tourist route.

Compared with highly trafficked roads, these routes usually have more hazards from side roads,

driveways, parked cars and give-way requirements at intersections with busier roads.

Rural roads: These can provide a coherent route and be an excellent cycling alternative to more heavily trafficked rural arterials or state highways. They can also offer a better cycling experience

than major roads, particularly for touring cyclists. Indications from other locations are that well-maintained unsealed roads may be adequate, as in some cases cyclists prefer them to adjacent

sealed roads with heavy traffic.

Off-road paths are paths that are totally separated from roads, typically either parallel to the road

or through parks and reserves. An example of this is the Beach Road shared pathway in Batemans

Bay. The safety of off-road paths is perceived as being high owing to the absence of conflicts with motor vehicles. They are therefore attractive to less confident users and relatively safe for novice

cyclists. Most cyclists prefer a traffic-free environment and will divert to enjoy one. These paths also encourage new trips, particularly by recreational riders and neighbourhood cyclists. They also

benefit walkers, joggers, scooters, parents with prams, skateboarders, etc.

Road crossing points provide potential hazard points and it is important that suitable facilities and warning signs be provided at these locations. It is also important that parents acknowledge the


16

limited cognitive skills of young children in recognising and perceiving potential hazards, and accompany them on cycling trips, even if on off-road facilities.

One of the disadvantage of these routes is a poor perception of personal security, particularly at night and when there is little use. These paths must be well lit and need to be clearly signposted or only knowledgeable local cyclists will be able to find their way.

It is important that off-road pathways be sited to allow a high level of natural surveillance, thereby increasing personal security. Hence, some reserve locations where individual can be out of sight, may not be appropriate.

Cycleways Cycleways are designed for cyclists though other users such as motorised wheelchairs often use them. There are a number of types of cycle facilities. These are documented in the adopted design guidelines. Facilities appropriate to Eurobodalla are briefly described below.

On Road Facilities

Cycle lane next to parking: Cycle lanes comprising an edge line and regularly spaced cycle symbols provided next to marked parallel parking. These benefit other road users as they: increase drivers‘ ease of parking effectively reduces the road-crossing distance for pedestrians improves the channelling of traffic, encouraging a more orderly

traffic flow.

The disadvantages include: a significant carriageway width is required. When parking demand is low, motor vehicles will occasionally

travel in the lane. Conflict between riders and drivers, especially when a driver

opens their door to alight. Cyclists are inconvenienced by car parking manoeuvres, which

could result in conflicts with other users of the road. Source: NZ Cycle Network and Planning Guide

(Photo: Tim Hughes)

Kerbside cycle lane: This is a cycle lane marked beside a kerb, exclusively for cyclist use. The markings comprise an edge line and cycle symbols at regular intervals. Whilst this type of facility provides a degree of separation between motor traffic and cyclists, it may not provide enough protection for inexperienced cyclists. It also restricts car parking and unless swept regularly, debris from the adjacent traffic lanes will accumulate in the cycle lane.

Cycle lanes are preferred at the kerbside rather than adjacent to parked cars, so that cyclists can avoid opening car doors and pedestrians darting out from between parked cars.

Source: NZ Cycle Network and Planning Guide. (Photo: Tim Hughes)



17

Wide kerbside lane: A wide kerbside lane is wide enough to allow cyclists and motor traffic to

travel beside each other with a reasonable degree of comfort. It can be used where there is not enough road width for cycle lanes.

Appropriate in low vehicle speed environments such as residential streets where it can be coupled with reductions in local area speed limits and caution signs for motorists, it is also the preferred on-

road facility where part-time parking is required, such as in clearways. This facility requires less

space than the combined width of a travel lane and a cycle lane. In a multi-lane environment, it is easily implemented by re-marking the position of a kerb

lane line, subject to width requirements.

Wide kerbside lanes do not highlight cyclists‘ legitimate

presence on the road. Car parking restrictions are

required and traffic in the wider lane may travel faster.

The road surface next to the kerb side of the road must

be of a high quality.

Wide kerbside lanes should be considered where no

other facility is possible.


Sealed shoulder: A smooth sealed shoulder is the preferred treatment for non-kerbed roads. A sealed shoulder comprises space and an appropriate surface for cycling outside the main

carriageway. Generally they are found along rural roads.

Bicycle logos may be painted on the shoulder to warn motorists of the likely presence of cyclists.

This is usually done where the width and surface of the shoulder is constructed and maintained to

comply with the recommended guidelines.

Sealed shoulders also increase road safety for vehicles and reduce long-term maintenance costs.

Ideally, a sealed shoulder of 1.5-2.0m in width should be provided. Where this is not practicable or economically affordable, sealing the available shoulder is still recommend to provide additional

respite for cyclist.

Sealed shoulders usually narrow at bridges, at passing lanes, and at intersections with turn lanes. Generally,

motorists travel at high speeds along roads with sealed shoulders, so cyclists are at significant risk in these

situations. Sealed shoulders are sometimes made of lower-quality pavements, contrary to cyclists‘

requirements.

Sealed shoulders contribute to all road users‘ safety. They are beneficial to cyclists, particularly along high-

speed rural roads. They should be smooth, continuous and debris-free to encourage cyclists to use them.


As such a significantly higher standard of maintenance is required to provide for cycling on road

shoulders. Additionally, on sealed roads, many cyclist prefer to ride in the wheel path of the


18

travelling lane as this is generally smoother and free from debris, grass and loose stones.

Mixed traffic: Most roads are mixed traffic roads, where no formal cycle facilities are provided and cyclists share the roads with other road users.

There are two types of urban mixed traffic situations. These occur where: traffic volumes are low, traffic conditions are straightforward, and there is enough space for

motor vehicles to overtake cyclists traffic is slowed to near cycle speeds, the road is narrow and cyclists and motor vehicles share

the same space travelling in single file. Cycle facilities may not be required if the roads are in an appropriate condition already. Sometimes traffic calming may be required but this would most likely be also done for other reasons.

Continuity of route standards may be compromised where there are mixed traffic conditions on a route that is part of the primary cycle network so continuity and integrity of cycle route must be ensured by the use of signage and continuing cycle lanes where mixed conditions are otherwise appropriate.

Source: NZ Cycle Network and Planning Guide (Photo: Tim Hughes)

Off Road Exclusive bicycle path: These are provided where pedestrian numbers are low and cyclist numbers are high. This type of facility allows cyclists to achieve higher speeds with fewer conflicts.

As walkers sometimes use exclusive cycle paths when their own facilities are comparatively poor, it should be ensured that pedestrians can be well accommodated elsewhere.

Source: NZ Cycle Network and Planning Guide (Photo: Kym Dorrestyn)

Shared path: The majority of existing and proposed paths within the Shire are shared paths. Here cyclists, pedestrians and other non-motorised forms of recreational activities share the same pathway. The previous strategy identifies these as community paths.

This facility maximises the benefit of the path to the general community.

Interaction between cyclists and pedestrians is common where there is a significant volume of cyclists and pedestrians or a mix of recreational walkers and commuting cyclists.



19

It is important that: the path‘s design is suitable for its use and

demand the connections between path, road and

driveways are carefully considered.

Source: NZ Cycle Network and Planning Guide (Photo: Paul Ryan)

Unpaved roads and paths: Relatively cheap to install, this type of facility can help in integrated cycling with environmentally sensitive locations.

Unsealed facilities can be hazardous, depending on gradient, crossfall and surface. They also require regular on-going maintenance and a higher level of renewal to ensure a satisfactory level of safety and service.

Source: NZ Cycle Network and Planning Guide (Photo: Dan Burden

www.pedbikeimages.org)

Suitability for cyclist types

As noted previously and in many other sources, most of the above facilities will be suitable for a number of users. The suitability though will depend on the environment. The following table, based on one produced for the NZ Cycle Network Planning Guide indicates the relative benefits of different facilities.

Design Standards

Part 14 of the AUSTROADS Guide to Traffic Engineering Practice recommends a number of cross sections depending on the type and frequency of use of the path. The desirable width for a major recreational path is 4.0m where volumes of pedestrians and

cyclists is very high Where there is likely to be a mix of hig numbers of commuting and recreational use, a 3.5m

wide path is desirable. A 3.0m wide path is recommended for paths used mostly by commuters. A 2.5m wide path where it is likely to be used for commuting and local access. Where there are constraints and volumes are not high, a 2.0m wide path is deemed acceptable.

In Eurobodalla, a standard width of 2.5m has been adopted for all shared routes, recognising the typical usage rates on these pathways by both cyclist and pedestrians.


20

In addition to this categorisation of the type of cycle facilities, the 2003 RTA Guidelines also separates bicycle routes into three categories, namely: Regional – High quality routes between major cities and towns Local – High quality routes connect local streets to regional routes Mixed Traffic Streets – local destination access via quiet residential streets

No previous categorisation of the Shire‘s network has been undertaken. In consideration of current

design standards and the previous Bike Plan, a revised classification of cycleways is proposed.

Bicycle routes are classified in this Strategy as: Trunk Routes – forming the primary routes connecting destinations with each other and with

neighbouring local government areas Collector Routes – utilising local roads and important off-road sections to connect with each

other and to destinations Scenic Routes – utilising quiet rural roads and/or off-road trails for recreational, touring and

sports cyclists

Cycle Facility Option Child (U12)/Novice Basic Competence Experienced

Kerbside cycle lane

Cycle lane next to parking

Wide kerb side lane

Sealed shoulder

Slow mixed traffic

Paths

Legend: Benefit: minimal benefit, moderate benefit, most benefit

Table 3 - Suitability of cycle facility option for different cyclist categories

Source: NZ Cycle Network Planning Guide

Footpaths Footpaths are intended for use by pedestrians. In NSW children under 12yrs of age are lawfully allowed to ride on the footpath, unless prohibited by local jurisdiction.

As well as footpaths along streets, numerous pathways have been constructed recently through subdivisions, to provide connectivity to facilities. These primarily cater for pedestrian access but may also provide convenient bicycle access. They can be safe havens for children on bicycles and other wheeled toys as there is no conflict with vehicles.

There is also a greater use of footpaths by ‗scooters‘ which are becoming increasingly popular with

the elderly.

To accommodate the use by children and scooters, Council increased the nominal width of footpaths to 1.5m some years ago. In some existing areas, where constraints make it difficult to achieve this width a lower width may be adopted.



21

Location

The environment that the facility is located in can often be a benefit and an encouragement to use.

Reserves and parks

Reserves and parks are popular cycling and walking environments. Whilst paths should ideally be several kilometres long to provide a meaningful experience, important links can be established

through reserves and parks, which enhance the directness or coherence of a backstreet cycle route. The sealing of a route through a park or reserve also limits the maintenance required and reduces

the risk to the public from worn surfaces.

It is important however that consideration be given to personal security when locating pathways within reserves. Sites which have a high level of natural surveillance are to be preferred where

available.

Foreshores and Watercourses Paths along the coastal foreshores and next to lakes and harbours are often popular for leisure

walking and cycling and can offer unsurpassed leisure experiences.

Generally, foreshore paths should be located to provide attractive views for walkers and cyclists.

Routes adjacent to watercourses are often picturesque, relatively flat and therefore well used as recreational routes. If they provide access to central business districts, they are also popular

commuter routes. If they are used by commuters, care should be taken to avoid meandering,

indirect paths.

End of Journey Facilities

End of journey facilities are an important aspect of good planning for cyclists. The convenience of being able to lock up your bike securely at the end of a trip makes the trip more attractive. This is

especially the case for commuter and utility bicycle trips.

There are two types of parking for bicycles:

Long-term for employees and students where the bicycle is left unattended for up to a day; and

Short-term at shops and other places where the bicycle is not left unattended for a very long

time.

Showers and clothes lockers are also important End of Journey Facilities for cyclists who commute

to work. These facilities should be located near bicycle lock ups where practicable.

Businesses should be encouraged to provide facilities within their developments, particularly for

workers. Ideally, adequate provision would also be made for shoppers, particularly as part of larger

shopping precincts.

Council can show leadership in this regard by providing suitable facilities for storage of bikes at its

own offices, depots and other community facilities.

Surface Options

A number of surface options exist for footpaths, shared pathways and cycleways.

Concrete: more expensive initially but long lasting. Concrete pavement requires much less on-

going maintenance and renewal costs than any other surface and is less susceptible to damage. It is also less susceptible to loss of width due to grass intrusion and damage from locally prevalent


22

creeping grasses such as kikuyu and couch. Concrete provides an easy surface to edge. The

preferred treatment for footpaths and shared pathways which are close to town centres and are likely to be highly trafficked. Care needs to be taken in vicinity of trees, etc as if forced out of

vertical alignment presents a major cause of falls and injury claims. Council now reinforces all concrete pathways including joints to limit differential vertical movement between concrete joints.

Pavers: Can also provide a lasting surface with a higher aesthetic appeal. They are typically

reserved for use in main CBD areas due to cost and significantly higher levels of on-going maintenance.

Bitumen/Asphalt (hot mix): cheaper than concrete and also provides a smooth surface. Has the ability to be provided in different colours to enable delineation and differentiation. Can be relatively

easily patched if new underground services are required to cross its surface. More susceptible to

damage and grass and tree root intrusion. Requires significantly higher ongoing maintenance than concrete. Preferred treatment for sealing shoulders alongside bitumen or asphalt roads.

Gravel/Unsealed: much cheaper than concrete and asphalt. Requires the most maintenance if a smooth surface is to be provided. Access along the paths can be slippery in wet weather and they

are quickly worn in high traffic areas. Can be hazardous for bikes and is susceptible to grass and

tree root intrusion as well as soft spots and potholes. Preferred treatment for long stretched of path where usage is low; eg in the more remote areas of the Shire. Acceptable for mountain bikes.

Recreation Trends

Research has shown increasing trends in recent times in participation rates for some sports and

recreation in general. A number of causes for this can be identified though it can be shown that, to a large extent, it is due to the growing awareness of the lack of fitness within the wider community.

Hill (2000) states that there is greater emphasis on preventative health care and an awareness that recreation can benefit general health, eg. walking in its many forms is popular to develop and

maintain fitness.

Increasing Population

As identified elsewhere, the population of Eurobodalla has been increasing at a significant rate for a

number of years. As a result of this increase in population, there will be a steady demand for the provision of additional facilities.

Recreational Tourism

A potential area of growth that is related to Eurobodalla is Recreational Tourism.

This has been described as a trip of over 40 km, involving a stay of at least one night away from home, to participate in a recreational opportunity, training or being a spectator at a sporting event

(Gray and Associates 2002). Eurobodalla is already marketed as a tourist destination for recreation

with promotion of golfing and fishing holidays. With the development of the NSW Coastal Cycleway, the popularity of cycle touring will also increase.

Some recreational events currently held in NSW include the NSW Great Bike Ride and the Sydney to Gong Ride. Opportunities exist for these or similar to be held within Eurobodalla.

Recent examples of events which should be supported include the Netti Mountain Bike Event, based in Mogo over 2 days and the Mountains to the Sea event run between Jindabyne and Narooma.



23

Community Issues

As noted, the previous Bike Plan was developed in consultation with a number of community groups. In this revision the community was again consulted, primarily through consultation with key

players. Feedback regarding specific bicycle facilities and the overall cycleway network has been received and incorporated into this Bike Plan.


25

Characteristics


Characteristics

27

Eurobodalla Shire

Eurobodalla Shire is a rural shire located on the South Coast of NSW. It is a popular holiday and retirement destination, known for its beaches, fishing, and other outdoor activities. It has a growing

older population that are seeking recreational opportunities as well as a significant younger

population.

Located along approximately 100km of coastline 3.5 hours south of Sydney and 2 hours east of

Canberra, the Shire has an area of 3,400 sq. km with a permanent population of some 36,000. These are located in the three main centres, being Batemans Bay, Moruya and Narooma, as well as

a number of smaller villages such as Tuross Head, Broulee and South Durras.

As a result of its proximity to the southern areas of the state and its coastal location, the permanent population is increased significantly by an influx of tourists and other holiday makers to

around 120,000 during the main holiday periods.

Figure 1 - Location of Eurobodalla Shire

Eurobodalla Pathway Strategy Characteristics

28

Population Growth The Shire‘s population has till recently been increasing at one of the fastest rates in NSW. Although

the annual growth rate has dropped from a peak of (average) 2.2% per annum for the 1996-2001 period, it is still well above the state average at 0.6% for 2008.

This is, in part, due to the phenomenon known as ‗sea change‘. To highlight this, the ABS indicated recently that, in 2004 108,000 people moved to coastal area (ABS 2005), indicating that nearly half

of all Australia‘s population increase was to coastal areas.

This growth is not limited to ―older‖ sections of the community. Research indicates that there was a 26% growth in those aged 45-64 between 1996 and 2001.

This has meant that Eurobodalla‘s population growth has been and will continue to be greater than many other regional areas in NSW

Gender

In 2006, 49% of the population was male and 51% female.

Age Profile

The median age of Eurobodalla is greater than many other areas in NSW and is growing more rapidly. The median age in 2006 was 47 compared to the State‘s median age of 35. In 1996 the

Shire‘s median age was 41.5 whilst in 2001 it was 44.

This is due, in part, to a large portion of the Shire‘s population being aged 55 and older. The 2006

Census figures indicate that 23% of the Shire population was aged 65 or greater compared to 13%

for the general Australian population.

The age distribution indicates that 39% of the Shire‘s population was over 55 years, compared to

the NSW profile where only 25% were over 55 and 13.8% of the population were aged 65 and over.

Whilst there is a significant older population, the youth population (less than 15 years) represent

about 17% of the community, below the percentage of for NSW (20%).

Income

The median weekly income for Eurobodalla is lower than the state average. It is widely accepted that communities with lower annual incomes tend to have less disposable income. This is often

reflected in less private transport as well as a reluctance to use a public transport service that is

perceived to be too expensive.


Characteristics

29

Figure 2 - Population growth ESC

Figure 3 – ESC Population Profile

-

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

-

10

20

30

40

50

60

1986 1991 1996 2001 2006 2011 2016 2021 2026Axis Title

NSW('000)Eurobodalla

('000)

Change in Population

Eurobodalla

Eurobodalla Projected

NSW

0.0%

1.0%

2.0%

3.0%

4.0%

5.0%

6.0%

7.0%

8.0%

9.0%

10.0%

Prop

ortio

n

Age

2006 Census

Eurobodalla

NSW Total


30

Figure 4 - Population Age Profiles

Figure 5 – ESC Projected Population Profile

0.0%

1.0%

2.0%

3.0%

4.0%

5.0%

6.0%

7.0%

8.0%

9.0%

10.0%

0-4 5-9 10-14

15-19

20-24

25-29

30-34

35-39

40-44

45-49

50-54

55-59

60-64

65-69

70-74

75-79

80-84

85-89

> 90

PR

OP

OR

TIO

N O

F TO

TAL

PO

PU

LATI

ON

AGE RANGE (5 YEAR BRACKETS)

CHANGE IN EUROBODALLA POPULATION AGE PROFILES

86 census 2006 census NSW Total 2006


Characteristics

31

Employment

Eurobodalla has had a higher rate of unemployment than the state average for a number of years. Though the unemployment rate has been dropping over recent years, the local rate is still above

both state and national averages.

Permanency

Approximately 63% of the landowners within the Shire are permanent residents, whilst a significant

proportion (11%) live within a 2 hour travelling distance and can be considered regular visitors.

Tourism Centres

Tourism is a major industry for the area. Visitors come to enjoy the natural beauty of the coast, participate in water-based recreational activities, as well as the significant national parks within the

area.

In 2008 there was 1.3 Million visitors recorded to the Shire, spending in excess of $426M1. A high

percentage of the tourists and visitors who visit our region stay in either rented houses or caravan parks. Caravan Parks are located in South Durras, Nelligen, Surfside, Batehaven, Barlings Beach,

Tomakin, Broulee, Moruya, South Head, Tuross Head, and Narooma. Popular camping areas are

also found at North Head, Congo, and Mystery Bay.

Whilst many of the tourist facilities provide their own recreation facilities, such as tennis courts and

swimming pools, visitors to the region also use public facilities. The most popular include our beaches, waterways, pathways, national parks, as well as bowling and golf clubs.

Shire Development

Eurobodalla was formed in 1905 from a number of other bodies. Comprising of a number of villages

and towns, the 1960‘s saw significant development and expansion. Recently growth has again

accelerated with Batemans Bay and its environs in particular being the site of much expansion and redevelopment. The development that occurred in the 60‘s did not often take pedestrians or cyclists

into consideration.

Due to the isolated nature of the population centres and the heavy tourist influence, there has been

little public transport provision and therefore there has been an increased reliance on motor vehicles.

History of Cycling and the Provision of Facilities

Cycling has a long history in the Eurobodalla. It has been indicated by the local community that

during the early years of the 20th century, a velodrome was located north of Mystery Bay, in what is

now Eurobodalla National Park. This apparently was one of the first in the state.

The Eurobodalla Triathalon and Cycling Club has existed for a number of years. For many years

they ran races along North Head Drive. Now they are based around the criterion track located within Gundary Oval at Moruya.

With the advent of the motor car, the bicycle lost its appeal as a transport vehicle but in the 1970‘s

a resurgence began. Since then, cycling has been seen increasingly as an alternative transport mode. This has been partly due to increased public awareness of the environment and health issues

within the wider community.

1 Eurobodalla Tourism 24/06/09, pers. comm


32

Council has been constructing cycleways and shared paths for the last 20 years. Recently the

amount provided has increased significantly through increased allocations and support for community groups undertaking construction works.

In 1984 Council constructed the first stage of the Beach Road Cycleway, from Glenella Road to Catlin Ave. Council developed its first bike plan in 1988. A further section on Beach Road was

completed in 1989.

In 1991, construction of the Dalmeny Cycleway from Binalong St to George Noble Park was

commenced.

In 1993, the first stage of the Tuross Boulevard shared pathway from the Caravan Park to One Tree Point was commenced, the next stage of the Dalmeny shared pathway was constructed and

the first stage of the North Narooma shared pathway was commenced.

In 1995, the Moruya Shared Path from Moruya Hospital along the river to the CBD was

commenced. This has subsequently been extended to the Moruya TAFE on the southern outskirts of

town.

In 1996, as well as the Moruya project, the Durras Shared Pathway and Footbridge Project was

begun. At this time also, support was begun of the voluntary group constructing the Tuross shared pathway, which has continued each year to date.

The NSW Bike Plan was developed in 1996, with the local Eurobodalla Plan following in 1998. A previous study was undertaken in 1997 with the purpose of developing Moruya as a cycle friendly

town.

In 2000, the South Head Cycleway group commenced construction of a shared pathway within the South Head township, which has continued each year as well as Council providing facilities as it

upgrades South Head Road

In 2005 Council commenced the construction of the Broulee shared path along Coronation Drive.

In 2006 the Dalmeny-Kianga Cycleway Group was formed and commenced fundraising and

construction of the Dalmeny to Kianga to North Narooma shared pathway. This continues today with the Dalmeny to Kianga link expected to be completed by December 2009.

Cycling Demographics

Ownership

Ownership rates are considered to be on a par with other locations. Examples of ownership rates in other locations are in the following table.

Participation Rates There has been an increasing level of bike sales during the past 15 years. The Australian Bicycle

Council reported in 2004 that there had been a 33% increase in bicycle imported into Australia

between 1995/96 and 2002/03

IN Eurobodalla, the 2006 Census indicated that only 0.7% of residents cycled to work (compared to

4.4% who walked). This is much lower than many other centres.

There is strong evidence that as facilities are provided, ridership levels increase. Studies undertaken

by Toronto City in Canada indicated a general rise in bike usage. They reported increases of up to

42% within 2 years on streets that have been provided with bike lanes with an average increase of 23%.


Characteristics

33

Some examples of bike ownership and participation rates are demonstrated in the following tables.

Table 4 - Ownership Rates for cycling

Location Bicycle Ownership Households that own a bicycle

Households without a vehicle

(bikes per person) (%) (%) Eurobodalla 6.8

Sydney2 0.29 39

NSW3 11.2

ACT 5.8

Moreland (Vic)4 0.31 44

Kingston, Vic5 0.5

Melbourne1 0.37

Victoria6, 2 0.4 50 6.7

Brisbane7 0.30

Queensland6 0.37

Australia6 7.6

Toronto, Canada 1 60 9

Table 5 - Participation Rates for cycling

Location Proportion of population who

cycle daily1

Proportion who have cycled during

year

Residents aged 15+ who ride8

(%)

Maitland9 33

Sydney10 1.0

NSW 7.7

ACT 3.1 17.3

Melbourne1 2.1

Victoria 10.3

Launceston11 2.6 10.3

Brisbane6 3 48

Queensland6 7 55

2 2004 - ABC – quoted in National Bicycle Strategy 3 2006 Census 4 1995 – Survey of Moreland households – quoted in Moreland Bike Plan 5 Kingston Bike Plan 6 1999 - Cycling in Melbourne: Ownership, Use and Demographics (VicRoads) 7 1999 - MCR – quoted in Queensland Cycle Strategy 2003 8 2003 – Exercise Sport and Recreation Survey – quoted in National Cycling Strategy 9 2003 – Survey of Residents – quoted in Maitland Bike Strategy 10 2000 - TDC 11 2001 - Sport & Recreation Tasmania Survey of Northern Region – in Launceston Bicycle Strategy


34

Australia 9.5

Toronto, Canada 20 48

Type of Trips Whilst information on trip types was not readily available for Eurobodalla, research of other locations indicates trends that are applicable. In Toronto, Canada, for example of all the non-recreational cycling trips made by people 15 years or older 8% are to work 3% are to school (does not include children < 15years old) 17% are for shopping, errands or visits

In the Netherlands, 28% of all trips are by bicycle

As noted earlier, it was recorded in the 2006 Census that only 0.7% of residents cycled to work in Eurobodalla

Table 6 - Usage Rate for cycling

% of all trips % of trips to work

Eurobodalla 0.7 Canberra 3.1 2.6 Wollongong12 1.3 Maitland13 1.0 Newcastle6 3.6 South Sydney14 2.5 Sydney15 0.6 1.2 Leichardt16 NSW 0.9 Moreland (VIC)17 2.8 Shepparton18 2.22 Melbourne19 2 Queensland20 10.0 Melbourne21 2 Nationally 1.3 The Netherlands22 28

12 2001 Journey to Work Data – ABS (Wollongong Bike Plan) 13 2006 (Maitland Bike Plan) 14 1991 Journey to Work Data – ABS (South Sydney Bike Plan) 15 2001 Journey to Work Data - ABS (Central Sydney Bike Plan) 16 2001 Journey to Work Data – ABS (Leichhardt Bike Plan) 17 1995 Victorian Activity & Travel Surveys (Moreland Bike Plan) 18 2001 Journey to Work Data – ABS (Greater Shepparton Bike Plan) 19 1999 - Cycling in Melbourne: Ownership, Use and Demographics (VicRoads) 20 1999 - MCR – quoted in Queensland Cycling Strategy 21 1999 - Cycling in Melbourne: Ownership, Use and Demographics (VicRoads) 22 Quoted in National Cycling Strategy, p.11


Characteristics

35

Copenhagen23 34

Eurobodalla has limited public transport in comparison with other centres within NSW and Australia therefore there is little opportunity to undertake journeys by mixed modes of travel, unlike the main cities within Australia and overseas. No public rail system exists within the Shire. The only public bus services are between Batemans Bay and Moruya, Dalmeny and Narooma and a regular service around Batemans Bay. Intra-state and interstate bus services pass through Eurobodalla but do not provide bicycle carriage facilities. Air-services link Moruya with Sydney and Melbourne and the opportunity exists for interconnection of cycling and air services.

Surveys of cyclists undertaken for the Pittwater Bicycle Plan (1997) found that cyclists primarily cycle: on roads (58% - Steep topography and lack of off-road paths results in most cyclists are forced

to use roads). on footpaths (9%). on bush/fire trails (2%). on off-road cycle paths (2%). in parks (1%).

Similar figures could be expected for Eurobodalla.

23 Cycle Policy 2002-2012 City of Copenhagen


36

Table 7 - Modal Distribution of Urban Travel in Other Countries

Source: Pucher, J., Bicycling Boom in Germany: A Revival Engineered by Public Policy, Transportation Quarterly 51(4), 1997, 31-46. - reproduced in Toronto Bike Plan

Country (ranked by bicycle use)

Percent of Trips by Travel Mode (all trip purposes)

Bicycle Walking Public Transport Auto Other Netherlands 30 18 5 45 2

Denmark 20 21 14 42 3

Germany (West) 12 22 16 49 1

Switzerland 10 29 20 38 3

Sweden 10 39 11 36 4

Austria 9 31 13 39 8

Germany (East) 8 29 14 48 1

England and Wales 8 12 14 62 4

France 5 30 12 47 6

Italy 5 28 16 42 9

Canada 1 10 17 74 1

U.S.A. 1 9 3 84 3

Consumer Input For a cycle and pedestrian network to be successful, it must address the needs of those who will use it. It must address their concerns as well as providing facilities that they like and will use

Expressed needs for improvements As identified previously, the Eurobodalla Community has expressed concerns regarding safety of children walking and riding, the need for more walking paths, and more ancillary facilities.

Cycling tracks Surveys undertaken in Toronto as part of the development of their Bike Plan found that cyclists are most comfortable on bike paths (97%). Research throughout Australia has found similar results. Therefore there is a clear desire for off-road tracks. With the existing level of development within the urban areas of Eurobodalla, this is still able to be accomplished and should be the preferred means of path provision

The Eurobodalla Bicycle Plan identified that recreational and commuter cyclists desired improved cycle tracks, whilst the facilities most preferred were (listed in order of preference):

marked cycle lanes on roads. off-road cycle paths for commuters. safe bicycle routes to schools, shops and transport.


Characteristics

37

recreational paths in parks. mountain bike trails. motor vehicle driver education. educational cycleway for children.

Specific needs of different types of cyclists are: recreational and novice cyclists – off-road cycle/pedestrian paths, and meandering paths

with focal points. sport training cyclists – on-road regional and sub-regional routes, and off-road

cycle/pedestrian paths with direct routes.

Multi-purpose tracks Various community surveys have identified the need for: more tracks for walking, cycling, skateboarding and rollerblading, for children, youth, families,

older people, and the community in general, in existing areas. extension of existing cycleways and walkways.

Pedestrian Facilities

Community consultation has indicated that the general desire of the community is: provision of, access to and maintenance of footpaths in general. walking paths along the foreshores. walking paths with seating, for older people. more sign-posted walking tracks through open space and bushland reserves. pedestrian access to beaches. safe footpaths.

Facility provision Eurobodalla has 26.5km of cycleways (mainly shared paths) and 54.8km of footpaths. In relation to the provision of cycle facilities in relation to road networks, Eurobodalla is below average.

Eurobodalla 8.6 km of cycle network for every 100 km of urban road network (2.7 km per 100km of total road network)

ACT 19 km of cycle network for every 100km of road network

NSW 11.1 km of cycle network for every 100km of urban road network

Safety The RTA provides Council with annual crash analysis data for Shire. The latest data for accidents covers the period from 1996 to 2006 inclusive.

Pedestrians

During the reporting period there were 100 reported accidents involving pedestrians, 10 of which resulted in fatalities. In agreement with population densities, there were areas that had higher rates of accidents. The reported accidents were distributed as follows:


38

Batemans Bay 29

Moruya 20

Batehaven – Surf Beach 15

Narooma 14

Cyclists No cycle fatalities have been recorded in the last 10 years. There have been 31 reported accidents

involving pushbikes in that period.

By location:

Moruya 8

Batehaven – Surf Beach 6

Batemans Bay 4

Catalina 3

Surfside 3

Narooma 3

The RTA has noted in its annual reports that a substantial proportion of non-fatal cyclist accidents

are not reported to police and consequently, these statistics may not accurately reflect the true situation.


Characteristics

39

Table 8 - Reported Pedestrian Casualties

>5 5-12 13-16 17-40 40-60 60+ Unknown TOTAL

1996 1M 1F

2F

1M 1F

6

1997 1F

1M 1M 1F

4

1998 1F

1F

3M 3F

2M 2F

1F

13

1999 1M 1F

1M 1F

1M 1F

1M 1F

8

2000 1M 3M 1F

1M 3M 1F

10

2001 1M 1M 2M 1M 5F

10

2002 2M 1F

1F

2M 1M 1F

1M 1F

10

2003 1M 2M 2F

2M 1F

5F

1F

1M 15

2004 3M 2M 4M 1F

3M 2F

15

2005 1M 1M 1M 1M 1M 1F

1M 8

Table 9 - Reported Cyclist Accident Data

Year Helmet >5 5-12 13-16 17-40 40-60 60+ Unknown

1996 Yes 2 1 No 1 Unknown

1997 Yes 1 1 1 No 1 Unknown

1998 Yes 1 1 No 1 Unknown

1999 Yes No Unknown 1

2000 Yes 1 1 No 1 1 Unknown 1 1 1

2001 Yes 1 No 1 Unknown

2002 Yes 1 No 1 Unknown

2003 Yes 1 1 No Unknown

2004 Yes 1 1 No 1 Unknown 1

2005 Yes 1 No 1 Unknown 1 1 1


40

Statistics for NSW indicate that the most significant issues are the predominance of young male

cyclists injured in accidents and high-speed fatalities on rural main roads. Published statistics indicate that typically, accidents occur on-road, primarily with cars, with many occurring within the

hour before or after normal school hours.

Many rural main roads have inadequate or inconsistent sealed road shoulders. These roads are

regularly used by recreational and sports cyclists. Due to the nature of many of these roads considerable funds are required to widen the road shoulders to an adequate standard for these

types of riders.

As most cycling accidents and near-misses go unreported, it is important to gain anecdotal evidence of hazardous locations. Where potentially hazardous locations were identified along possible future

bike routes and near schools they have been given a higher priority for treatment.

Trip Attractors/Generators

Trip attractors are important for identifying the places which walkers and cyclists will most commonly visit and are useful in determining the main desire lines. They include, in summary, the

shopping centre/commercial areas, transport nodes, schools or educational establishments,

recreational areas, medical facilities (including doctors and dentist surgeries) and places of employment, and these are described in more detail below.

Commercial Precincts Each of the large towns within the Shire has their own commercial precinct. In addition, each of the

villages has at least a neighbourhood shopping area, which is an attractor for local residents.

Transport Nodes

The main transport nodes of the Shire are located within the Batemans Bay, Moruya and Narooma

town centres. The majority of the towns also have access to regional bus services and are therefore the main attractors for pedestrian traffic.

There appears to be little cross-transport usage by cyclists as there is no provision for taking your cycle with you.

Educational Establishments/Schools

There are sixteen educational establishments within the Shire. Schools represent an area of real

importance and opportunity for walking and cycling as encouraging and promoting walking and cycling at an early age can lead to a continuation of walking and cycling in future years not to

mention the immediate health benefits.

However, it is critical that parents recognise the limitations in cognitive skills of young children in

perceiving and avoiding potential hazardous situations including conflicts with other path users and

traffic at junctions. It is recommended that parents accompany children of primary school age but this isbeyond Council‘s ability to control other than through the provision of information to parents

and schools.

Recreational Areas (Open Space)

The Shire has many open space/park areas available, which are dispersed throughout the LGA. In particular, the foreshore area in each of the towns and villages provide many opportunities for

cyclists and pedestrians.

The main towns each have major sporting facilities that attract users from throughout the Shire. In particular, junior sport participants are prime candidates for pedestrian and cycle traffic to and from

those venues. The provision of connecting paths and cycle networks should be developed to


Characteristics

41

provide access to these facilities.

Doctors’ and Dentists’ Surgeries Doctors‘ and dentists‘ surgeries have often been recognised as trip attractors. These are generally

located within the commercial areas of each of the towns and should ideallyhave footpaving available to them.

Places of Employment

The table below summarises the main employers and their locations.

Table 10 - Significant Employers within Eurobodalla Shire

Employer Location

IRT Moruya Retirement Village

Dalmeny Retirement Village

River Rd, Moruya

Ruth Place Dalmeny

Other Aged Care Facilities Banksia Village

Maranatha Lodge

Edgewater Park

St James at Dalmeny

Heath St, Broulee

Beach Rd, Batehaven

Beach Rd, Surf Beach

Noble Parade, Dalmeny

Schools Batemans Bay HS

Batemans Bay PS

St Bernards PS

Sunshine Bay PS

Broulee PS

St Peters Anglican College (K-12)

Carol College (Yr 7 – 12)

Mogo PS

Moruya PS

St Marys PS

Moruya HS

Bodalla PS

Narooma HS

Narooma PS

Moruya TAFE

Batemans Bay TAFE

Wollongong University (Hanging Rock)

Glenella Road, Batemans Bay

Surfside

Sunshine Bay

Sunshine Bay Rd, Sunshine Bay

Cambridge Cr, Broulee

Train Street, Broulee

George Bass Drive, Broulee

Princes Highway

Evan Street

Queen Street, Moruya

Albert Street

Potato Point Road

Princes Highway

Montague Street

Princes Highway

Hanging Rock

Hanging Rock

Greater Southern Health Moruya Hospital

Batemans Bay Hospital

River Street

Pacific Street

ESC Council Administration Centre

Moruya Depot and Workshop

Batemans Bay Depot

Narooma Depot

Vulcan St, Moruya

Araluen Road, Moruya

Princes Hwy, Batemans Bay

Glasshouse Rocks Road


42

Clubs Batemans Bay Bowling

Batemans Bay Services Club

Catalina Golf Club

Malua Bay Bowling Club

Tomakin Sports and Recreation Club

Moruya Golf Club

Moruya Bowling Club

Tuross Head Sports Club

Narooma Services & Bowling Club

Narooma Golf Club

Vesper Street

Beach Road

Beach Road

Sylvan Street

Tomakin

Evans Street

Shore Street

Monash Avenue

Princes Highway

Ballingalla Street

Major Individual Retail Woolworths

Bridge Plaza, Batemans Bay

Orient St, Batemans Bay

Moruya

Narooma Plaza

Aldi Village Centre Batemans Bay

Coles Village Centre, Batemans Bay

Bi-Lo Ford Street, Moruya

K-Mart Village Centre, Batemans Bay


43

Inventory


Inventory

45

To understand what is required, we must know what is currently provided. To assist in the identification of needs, the Shire has been split into a number of catchments starting from Durras at the northern end of the Shire and finishing with Tilba Tilba and Akolele at the southern end. A full inventory, based on these defined catchments, can be found in Appendix 1 of this Strategy.

Existing Facilities

Cycling tracks The majority of cycling facilities are shared paths. There are only two dedicated cycling facilities in Eurobodalla: Gundary Oval cycle track; and The (disused) BMX Track at Batehaven

Shared Pathways Shared pathways, catering for a combination pedestrians and cyclist have been provided in various locations across the Shire. Some of these have been constructed or are being constructed by community groups with the assistance of Council. Facilities identified are: Durras shared pathway Beach Road shared pathway from Batemans Bay to Batehaven Broulee shared pathway from Candalagan Creek to Heath Street Moruya Riverside shared pathway - from Moruya Hospital along the riverbank to the Moruya

Swimming Centre then by a variety of streets to Moruya TAFE South Head shared pathway Tuross Head shared pathway - from the Caravan Park to One Tree Point and then along Tuross

Boulevard to Allenby Road, then via the reserve along the foreshore of Coila Lake to Kyla Oval (including a short gravel section)

Dalmeny to Kianga shared pathway – from the bowling club/oval to Dalmeny shops and then along the headlands and then coastal vista to Centenary Drive south of Kianga

Narooma boardwalk & link to Narooma bridge Narooma flat – around lake foreshore adjacent to Riverside Drive and around the caravan park

to the swimming pool A shared path from Glass House Rocks Road to Narooma High School

As well as these facilities, the Old South Coast Road between Broulee and North Head has been closed to through traffic at Bengello Creek and so is only accessible by walkers and cyclists and acts as a shared route.

Boardwalks. There are a number of boardwalks through mangroves, wetlands and bushland in Eurobodalla. They are: Cullendulla wetlands (owned by NPWS) Batemans Bay Water Gardens. Part of Tuross Shared Path, below the Tuross Golf Course Narooma boardwalk, linking Mill Bay with Apex Park

Eurobodalla Pathway Strategy Inventory

46

Footpaths

A total of 54.8km of formal footpaths exist across the Eurobodalla network. Of the 36km of urban roads within the Shire, only 8.6% have a footpath on at least one side of the road. This means the majority of urban roads are without pathways.

This strategy therefore focuses on the development of footpaths that:

Provide separation of pedestrians from traffic on collector, distributor and regional roads Provide links to other pathways Provide links to key destination points working out from that destination point

Identified gaps in provision Desktop mapping of the existing network was undertaken to identify gaps in the current network. These have been incorporated into the works program wherever possible.

Shared Pathways

A report was prepared for Council in 1997 that identified what shared pathway facilities had been constructed, what had been requested by the community and what was required. Of those identified projects the following works are still outstanding:

Durras Village - Village Road to Durras Lake. Part of this work including the footbridge was carried out in 1996/97. The Durras Progress Association has indicated an interest in fundraising for a shared pathway along Durras Drive.

Beach Road - Orient St to Pacific St (Southern Side). A parallel bicycle path on the southern side of Beach Road has been raised on a number of occasions as being desirable whilst the Batemans Bay and South Traffic Strategy Report recommended bicycle paths each side of Beach Rd. The existing footpath would need to be replaced to current shared path standards. Given the many other priorities across the Shire, where no pathways currently exist, it is not proposed to recommend this action except that should replacement of the footpath be required, it should be replaced with a shared pathway.

Beach Road - Batehaven Shops to Surf Beach. (One side only). This area has also had some consideration. The physical constraints prevent the construction of a shared pathway in some cases.

George Bass Drive - Glenella Road to Beach Road A wide sealed shoulder has been provided for cyclists along the new by-pass road. A separate shared pathway is not considered warranted at this point in time.

Tomakin to Broulee Rd. This was considered at the time of construction of the Candalagan Ck Bridge and was used as part justification of the footway on the bridge.

The Tomakin Community Association has recently made a number of submissions to Council to improve cycling facilities between Tomakin and Broulee.

Broulee to Moruya River Bridge via old coastal road, George Bass Dr and North Head

Dr Initially supported by Moruya Rotary Club, the Club constructed a timber bridge over Bengello Creek. Council has widened and sealed the shoulders on parts of North Head Drive in conjunction with other road works over the years. The area from the Moruya Airport is too constrained to permit the construction of a separate shared pathway


Inventory

47

Riverview Rd, North Narooma Some initial support by Council but no further discussion apparent. Council has since constructed a footpath in conjunction with the reconstruction of Riverview Road, noting the physical constraints did not permit the construction of a separate shared pathway

Swimming Pool to Forsters Bay via McMillan Rd, then to Highway via Riverside Drive.

A separate shared pathway exists along Riverside Drive from the Highway to Quota Park. Beyond this physical constraints dictated that a footpath be constructed to Bettini Lane. A separate shared pathway has been constructed along the frontage of Bill Smyth Oval. The Narooma streetscape plans include provision of a future shared from the pool with links across the Princes Highway to Bill Smyth Oval.

The catchment analysis in Appendix 1 lists recommendations of Plans of Management regarding cycleways . Identified Projects The review of facilities has identified a number of potential projects. Although many of these have been defined, further investigation is required as to their suitability and appropriateness. They have been prioritised against current projects to ensure that the most appropriate facilities are provided. This was done by use of a pointscore system.

Pointscore System A new pointscore system has been developed to prioritise capital works on shared pathways, footpaths and on-road cycling facilities. A strong emphasis has been placed on the provision of pathways within urban areas in particular linkages to: Schools Educational facilities Commercial business districts Recreational facilities Clubs Hospitals and retirement villages

The pointscore system also provides weighting based on the hierarchy of the adjoining road, completion of linkages, improving integration with bus services, tourism and economic benefit as well as cost. This latter item is influence by the availability of grants and other funding sources. This then allows community groups to influence the priority of works by fundraising or assisting with the construction under Council‘s supervision. In regard to grants, Council must remain cognisant of the fact that spreading works such as shared pathways over a period of time can allow Council to attract a larger proportion of grant funding in the medium term. This is best achieved by Council allocating part of its funding to footpaths and part to shared pathways in each year.

Eurobodalla Pathway Strategy Inventory

48

Table 11 - Adopted Point Score System

Issue Criteria Points

Access to schools

<500m radius

10

500-1000m radius 6

1000-1600m radius 4

Access to other TAFE/Uni <500m radius 5

500-1000 radius 3

1000-2000 radius 1

Access to CBD areas or <500m radius 7

village shops 500-1000m radius 5

1000-2000m radius 3

Access to sporting fields, clubs <500m radius 5

or major recreation 500-1000 radius 3

1000-2000 radius 1

Access to hospital <500m radius 5

500-1000 radius 3

1000-2000 radius 1

Road type & function Urban collector road 10

Urban distributor and regional roads

12

Rural distributor and regional road

10

Linkages Other missing link <200m long 5


Inventory

49

Villages 1000-2000 apart

Links to existing network

Pathway exists on one side of street already

10

5

-10

Cost to Council <$75,000/km 10

$75-125,000/km 7

$125-250,000/km 5

Tourism/economic benefit High 3

Medium 1

Shared pathway benefit Compared to footpath 1

Integration with bus routes Commercial services 5

Other bus services 3


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Plan Overview


Strategy Overview

53

This Shared Pathway Strategy has been prepared to provide direction for Council in the provision and maintenance of pedestrian and cycling facilities. As well it identifies programs to improve safety, awareness and enjoyment of the facilities provided.

It is considered a ―living‖ document that will be, in accordance with Council‘s adopted policy,

reviewed on a 5-yearly cycle. The Strategy is a development of the existing Eurobodalla Bike Plan and the previous Footpath Strategy.

Vision

Eurobodalla‘s vision is:

To be recognised as a vibrant, caring community enjoying the quality of life afforded by the environment supported by excellence in community government

Council has previously identified it‘s Strategic Objectives as:

“We want a shire where, in a balanced and sustainable way: The views of our diverse community are sought and valued in developing plans and projects

for the future The needs of the community have been met by the provision of services and infrastructure; The ecological health and natural beauty of the environment is protected. The local economy, including Tourism, is characterised by steady, sustainable growth that

builds on our strengths, and; People have a wide range of community services available because the council provided the

leadership to access state and federal government programs.”

This Strategy has been developed in accordance with these objectives.

Primary Goals

The aim of this Strategy is to: Provide a co-ordinated management plan for the construction of footpaths, shared pathways,

and cycleways within the Eurobodalla Shire Council area. The objectives of this strategy are to: Develop a practical network of facilities that can be used by all of its residents and visitors. Implement the adopted priority system for provision of facilities, as funding becomes available. Promote the environmental, recreational, health and economic benefits of cycling and walking. Encourage walking and cycling as alternative modes of transport. Increase the safety of pedestrians and cyclists through: Engineering Education Encouragement

Identify programs that can improve bike safety in the region. Promote cycle-based tourism in Eurobodalla.

Eurobodalla Pathway Strategy Strategy Overview

54

To ensure that these objectives are met, the following goals have been set: Use of the facilities on a daily basis through peak periods No received complaints regarding the use of the facilities Little evidence of vandalism of the facility A reduction in the number of reported accidents throughout the Shire

In accordance with Council's adopted policy and format for its strategic documents, this strategy is based on the Pressure-Response model. In this model the following areas are addressed:

Issues Condition Pressures Direction Council responses Actions

Issues - The community has certain desires and expectations. These are the issues that need to be addressed.

Condition - The strategy looks at what has been previously provided

Pressures - Here the needs of users are addressed

Direction - To achieve the goals and aims of this strategy, six identifiable areas have been addressed. Whilst each is independent, the integration of these areas needs to be done to ensure the overall goals are achieved.

Each facet is based on a guiding principle that details the importance of the component to the overall plan. Each principle is then supported by a set of objectives that measure the success of the component to achieving the overall goals of the Strategy.

Council's Response - For each direction or component, objectives have been set that outline how Council is going to address the direction identified.

Actions - For each component a number of recommendations are made

The components of this strategy are: A network of paths and routes Pedestrian and cycle friendly streets Promoting safe use Promotion Integrating transport modes Ancillary facilities

These are as follows:


Strategy Overview

55

A Network of Paths and Routes

Principle: A network will be established that is in close proximity of all residents and useable by the widest range of people

Objectives:

Completion of an integrated network within 20 years

Ensure the safe and year round operation of the network through design, signage, enforcement and maintenance; and

Connection of Eurobodalla cycle network into those of adjoining Shires.


Principle: Every street is available for cycling or walking

Objectives:

Provision of footpath along every urban collector, distributor and regional road

Policies and practices support increased pedestrian and cyclist safety and access for intersections, roadways and bridges

Maintain and where possible improve maintenance practices to enhance safety, access and comfort

Ensure safety, access and comfort and maintained through or around construction zones

Promoting Safe Use

Principle: Through education, create an environment where people can cycle or walk without fear of injury

Objectives:

Work with other agencies to deliver safe cycling messages

Find or develop ways to fund and sustain safety campaigns

Investigate, develop and establish a protocol for the recording and response to cycling collisions and injuries to pedestrians

Promotion

Principle: Every usage of our network will improve the quality of life for all residents and users

Objectives:

Encourage cycling as an alternative transport means

Eurobodalla Pathway Strategy Strategy Overview

56

Promote cycling and walking to a widest possible audience

Demonstrate leadership through innovative polices and facilities

Market Eurobodalla as a cycling tourist destination

Integrating Transport Modes

Principle: Integration of transport modes increases choices for trips

Objectives:

Improve access to public transport

Work with public transport operators to improve bicycle accommodation

Seek to implement bike-and-ride in conjunction with bus operators.


Principle: Secure and convenient bicycle parking must be available at all cycling destinations to encourage and support cycling

Adequate and appropriate ancillary facilities along routes

Objectives:

Instigate a bicycle parking program to serve all public cycling destinations

Encourage the provision of bicycle facilities by the private sector

Provision of adequate seating, lighting and other related facilities along pathways


57

A Network of Paths and Cycle Routes

Source: London Cycle Network Design

Manual

Source: Copenhagen Cycle Policy

Source:

Source: Collection of Cycle Concepts,

Danish Road Directorate


An Integrated Network

59

Guiding Principles and Objectives This section outlines an integrated network of paths and routes that through their design, markings and signs will have an important role in encourage walking and cycling.

Any network must have a focus. It is the aim of this strategy that a network will be developed using both existing and new paths that will link people to the main attractors of the region or other significant destinations.

Eurobodalla Shire has three main service centres: Batemans Bay, Moruya and Narooma. It also has nine smaller neighbourhood business areas: Batehaven, Surf Beach, Malua Bay, Mogo, Broulee, Tuross Head, Bodalla and Dalmeny as well as a number of small villages such as Durras and Tilba. The main centres offer a range of services in close proximity including retail, commercial, educational, sporting and medical. The other centres are primarily retail areas, often with various other services in close proximity.

Eurobodalla has five high schools and 11 primary & infants schools distributed throughout the Shire.

Other major destinations include the Moruya TAFE, Batemans Bay Access Centre (Uni, TAFE and Library), Moruya District Hospital, Batemans Bay Hospital and various sporting and recreational areas

Consequently, a network of on and off-road cycleways and footpaths is proposed in this strategy to link people to these attractors.

The guiding principle for this section is:

A network will be established that is in close proximity of all residents and useable by the widest range of people

The network should comprise: Bike lanes – either shared bike/parking lanes or sealed shoulders Off-road paths – either shared paths or footpaths Signed routes – typically using local streets or pathways, these are signposted for the assistance

of users

The primary objectives of this component are to have Council: Completion of an integrated network within 20 years

Ensure the safe and year round operation of the network through design, signage, enforcement and maintenance; and

Connection of Eurobodalla cycle network into those of adjoining Shires via the Princes Highway.

Response

Planning and Design As detailed previously there are a number of design guidelines including the NSW Bicycle Guidelines, the (draft) NSW Pedestrian Guidelines and the Austroads Guide to Traffic Engineering Practice. These provide comprehensive information for planning and design of cycling facilities and pedestrian paths. All paths need to be designed in accordance with accepted standards.

Eurobodalla Pathway Strategy An Integrated Network

60

To achieve the objective of an integrated network, the following design principles are proposed for Eurobodalla:

1) Off-road cycleways to be generally shared paths, preferably concrete and 2.5 metres wide.

2) On-road cycleways to utilise existing road carriageways wherever possible. These will either be shared bicycle/parking lanes, or sealed shoulders preferably 1.5m minimum wide.

3) Single lane roundabouts along bicycle routes to be linemarked and signposted for bicycle use, where possible

4) Directional signs to be included on selected routes.

To improve the safety of users, where affordable, lighting should be provided.

To ensure effective use of the network, adequate information is required to be available. This includes:

Maps – both paper and electronic based

Identification of routes

Identification of distance along route, destinations and features

Complete within acceptable timeframe A key element of this Strategy is the development of an integrated network. The overall network is detailed in Appendix 3. It consists of an additional 32 kilometres of bike lanes and sealed shoulders 21.5 kilometres of shared paths

51.4 kilometres of footpaths Sections of the network have been selected using the following criteria: Connectivity/Continuity Directness Safety Roadway characteristics and operation Visibility/awareness of route

Initial development of potential routes was done by desktop mapping of desire lines and discussions with both Council staff and the public.

Whilst some 105 kilometres of new paths and cycle lanes are proposed, it is recognised that not all of this is possible with the resources available. At the current rate of Council funding it would take in excess of 20 years to provide this additional network, however this can be accelerated through the use of alternate funding mechanisms.

These pathways will need to be provided on a priority basis making the most of funding sources other than Council funds.

It is anticipated that about an additional 6km of pathways will also be provided directly by developers as part of subdivisions and approvals of development over the next 20 years. Whilst this


An Integrated Network

61

does not require Council expenditure to create the pathways, it does have significant impact on Councils inspection, maintenance and renewal costs. Therefore Council must ensure these assets are provided to a high standard with low on-going costs.

Maintain network The physical condition of the network is a major factor in any decision to use the facility. In particular, the surface condition and debris have a greater significance for cyclists than motorists. Maintenance, therefore must be stringent if users are to be encouraged to use the network.

Council already has in place an inspection regime for pathways and roads to identify defects, assess asset condition and prioritises works within its limited budgets. These inspections include identifying: Pathway defects (e.g. uneven joints, cracks) Grass intrusion impacting width and surface condition Sweeping required Removal of overhanging vegetation Replacement of damaged or missing signs Replacement of markings

Cross-border connectivity The NSW Coastal Cycleway passes through Eurobodalla. Due to the scattered nature of settlements within the Shire and adjoining areas, these connections will be primarily along the Highways and therefore are the responsibility of the NSW Roads & Traffic Authority.

Actions N.1 A network of paths and routes be established

N.2 Establishment of the network continue to be pro-actively pursued on a priority basis including lobbying State and Federal government for greater funding assistance for the provision of pathways and ancillary facilities

N.3 Signage be installed on selected shared pathway routes to identify the route, destination and distances

N.4 Network maps and information to be prepared and made available both in hard copy and electronic form

N.5 All shared pathways be a minimum of 2.5m wide and footpaths be a minimum of 1.5m wide

N.6 Designated on-road cycle lanes on sealed shoulders be a minimum of 1.5m wide

N.7 Where on-road cycling lanes cannot be easily achieved, consideration be given to sealing the existing road shoulder to make better provision for cyclists.

N.8 Street lighting be provided to pathways within urban areas on a priority basis as funding permits

N.9 Council provide adequate funding for the on-going asset and risk management of the pathway network in accord with Council policy and the Management Plan.


63

Pedestrian and Cycle Friendly

Streets

Source: Collection of Cycle Concepts, Danish Road Directorate

Source: Copenhagen Cycle Policy



65

Guiding Principle and Objectives Under the Motor Traffic Act, bicycles are defined as a vehicle with two or more wheels. They are built to be powered by human effort and considered a vehicle. Therefore they should be given the same consideration on the road network. Balancing this is their vulnerability.

Though this plan outlines a network of footpaths, shared routes and cycle routes, not all trips will be made on formed paths. Many will be made on the existing road network and/or grass verges

To achieve the primary goals of this Strategy, the design and operation of all roads must be made as safe and comfortable for all pedestrians and cyclists as possible.

This presents a considerable challenge to Local Government generally in an environment where rates have been capped at well below annual cost increases, and a significant funding gap already exists to sustain infrastructure on a whole of life basis. Therefore works must be undertaken on a priority basis.

Objectives:

Policies and practices support increased pedestrian and cyclist safety and access for intersections, roadways and bridges

Maintain and where possible improve maintenance practices to enhance safety, access and comfort noting the significant budget limitations prevailing in a rates capped environment

Ensure safety, access and comfort and maintained through or around construction zones

Response To ensure safety and improving access for pedestrians and cyclists, their characteristics must be considered in all decisions and designs.

Design and operation of roads To encourage the sharing of urban roads, residential streets carrying local traffic should be designed to limit the speed environment to an acceptable range.

Prior to approval of new subdivisions, a traffic study should be provided outlining a network of pathways within and to the subdivision that provides: a footpath on one side of all local streets a footpath on both sides of all collector and distributor road a linked network of shared pathways including where appropriate, upgrading footpaths to

shared pathways to complete the network appropriate and safe road crossing facilities including pram ramps that comply with disability

standards appropriate lighting, signposting and delineation appropriate bike storage facilities and seats along the pathway appropriate links to nearby destinations

Similarly, the approval of development applications should be subject to the provision of appropriate pathways construction and connections.

Payment of Section 94 developer contributions should also be applied at the appropriate rate.

Eurobodalla Pathway Strategy Pedestrian and Cycle Friendly Streets

66

Where possible, traffic calming measures should be cyclist compatible.

Bridges

Footpaths and cycle lanes should be provided on all bridges to allow the safe passage of pedestrians and other users.

Drainage Grates A program of identification and replacement of grates that are not cycle compatible should be

implemented.

Road Maintenance This was covered in the previous section.

Traffic Signals To ensure pedestrians and cyclists are not disadvantaged, all signal-controlled intersections should

include pedestrian activated buttons. Where possible the detection loops in side streets should be

set to detect cyclists.

Construction Zones

Provision for pedestrians and cyclists at construction works are covered under RTA guidelines. Alternative arrangements for pedestrians and cyclists should always be provided.. Surfaces should

be safe and clear sight lines maintained.

Actions

F.1 Implement a program of identification and replacement of non cycle-compatible drainage

grates

F.2 Traffic signals be provided with pedestrian activated buttons and where practicable cycle

detection loops


67

Promoting Safe Use

Source: Queensland Cycle Strategy

Source: NSW Guidelines for Walking and Cycling

Source: NSW Guidelines for Walking and Cycling


Promoting Safe Use

69

Guiding Principles and Background

As discussed earlier, bicycle usage in Australia has been increasing in recent years. Figures provided by the Australian Cycling Report indicates that cycling participaton has increased in all states (apart

from NSW) between 2001 and 2003. To cater for this there not only needs to be an increase in the

provision of facilities but also increasing the safety of users.

Whilst walking is not seen as dangerous, many see cycling as a high-risk activity, especially where

there is potential conflict between vehicles and cyclists. As a result there are often less cycle trips undertaken than could be. Unfortunately, cyclists and pedestrians are much more susceptible to

serious injury when involved in collisions with motor vehicles and other solid objects. As a result

they represent a disproportionately high percentage of all vehicular accident hospitalisations.

Some of the potential hazards are:

On Road Conflict with cars (moving and parked) High traffic speeds and volumes (Princes Highway is an example)

Narrow roads and shoulders

Increased exposure and squeeze points at intersections Rough surfaces and unsafe obstacles (drains, bollards, potholes and gravel)

Squeeze points such as bridges and culverts

Off Road Conflict with pedestrians

Steep grades Poor sight distance

Poor surface condition (roots, broken surface, rocks and debris) Obstacles (bollards, signs, fences, trees)

The benefits of cycling certainly outweigh the risks of death or injury. The risk of injury requiring hospital treatment is 2 to 3 times higher for football and squash, than for cycling (Roberts et al).

Recent figures are:

Hospital stays per 100,000 population

NSW 0.39

ACT 0.36

Deaths from cycling has been decreasing over the past 50 years (Australia Bicycling Council, 2004)

due to a number of measures including segregation of cyclists from vehicles by an increasing provision of off-road paths, as has occurred in the ACT, improvements to safety equipment and

better education. Recent figures are:

Fatality rate per 100,000

NSW 0.36

ACT 0.19

Unlike many other countries, especially European countries, in Australia the majority of cycle paths

are shared routes where pedestrians and cyclists share the space. Often though, pedestrians feel threatened by high-speed cyclists.

In Australia the majority of cycling accidents requiring hospitalisation actually occur off the road on

Eurobodalla Pathway Strategy Promoting Safe Use

70

footpaths or shared paths.

There is broad public support for road safety programs. Council has initiated a Road Safety Officer, whose role is not limited to vehicle drivers but also encompasses cyclist and pedestrian safety.

By improving skills, attitudes and behaviour, trips can be made safer. Therefore this section‘s

guiding principle is:

Through education, create an environment where people can cycle or walk without fear of injury

Objectives:

Work with other agencies to deliver safe cycling messages

Find or develop ways to fund and sustain safety campaigns

Investigate, develop and establish a protocol for the recording and response to cycling collisions and injuries to pedestrians.

Response

Education Education programs for cyclists, pedestrains and drivers are essential. They are an integral part of Council‘s road safety inititives. Education is particularly important for school children especially concerning cycling and pedestrian safety. The predominance of young male cyclists injured in road accidents before and after school hours was discussed previously.

Some of the educational tools available are brochures on road safety and courtesy for both cyclist and motorists, produced by the RTA. These brochures are available from the RTA. To ensure awareness of them, it is considered that they should be distributed through the community as well as to tourists. For tourists this could be achieved through tourist information centres in conjunction with tourist promotion brouchers.

Many education campaigns are carried out at State and National levels. It is important to reinforce such information in the local area. Local education campaigns should include school groups, the Police, local community groups and clubs and Council. The RTA may give additional support.

Children and Adolescents Bicycle use could be incorporated into the curriculum of local primary and secondary schools as it has been done in the past. Riding skills, bicycle maintenance and road behaviour are examples of programs which could be adopted by schools.

Inexperienced Cyclists Encouraging inexperienced cyclists to join cycling clubs and attend events such as Bike Week helps to improve their knowledge and level of expertise.

Road User Education Road user education is mainly achieved through State and National campaigns. However, local input may include encouraging other road users to get involved in bicycle events and increase their understanding of the needs of cyclists on the road.

Enforcement There are a number of laws that relate to bicycle riding on the road. Whilst it is the responsibility of


Promoting Safe Use

71

local Police to ensure that these laws are upheld for the safety and benefit of all road users,

significant improvements can be made through education campaigns.

Awareness and Encouragement

Bike Week A promotional week for bikes, this is a great way to increase awareness of bicycle riding and associated issues. Bike Week activities should be aimed at encouraging more people to cycle and

educate both cyclists and motorists of the benefits of cycling, road rules, safety and other issues for

bicycle riding.

Respond to Accidents and Collisions Creating a safe er environment goes beyond injury prevention programs. Council needs to respond

to incidents or accidents by mitigation of the factors where possible and modify their design criterea to limit the possibility of a similar evetn occuring.

To ensure that Council is recognised as being pro-active, the encouragement of reporting accidents should be done. Council‘s CSR system is an ideal vehicle for this as it has mechanisms in place to

ensure that the report is followed up with action.

Actions

S.1 Continue current safety campaigns, especialy those in primary schools

S.2 Distibution of safety brouchers through tourist information centres and accomodation venues


73

Promotion

Source: How To Prepare a Bike Plan, NSW RTA

Source: How to Prepare a Bike Plan, NSW RTA

Source: NZ Cycle Network Planning Guide


Promotion

75

Guiding Principle and Background Whilst no definitive figures are available for bike ownership in Eurobodalla, it is believed to be on a par with other locations. Whilst the percentage of cyclists is relatively high, the vast majority do not consider cycling as a transport option. The same can be said of walking, with many residents using vehicles for short trips whereas walking would be a better option.

As identified previously, the encouraging of people to walk or cycle more often will have significant health benefits for the community. The key to this is promotion of the benefits, changing habits and attitudes. The guiding principle is:

Every usage of our network will improve the quality of life for all residents and users

Promotion is more than getting people riding or walking for recreation. It is also making people aware of transport alternatives, reduction of impacts on the environment, and the health benefits to be gained from regular exercise.

The objectives of this segment are: Encouraging walking and cycling as alternative transport means Promote cycling and walking to a widest possible audience via effective use of available media

and public outreach Demonstrate leadership through innovative polices and facilities Marketing of Eurobodalla as a cycling tourist destination

Response

Everyday Transportation Whilst many can see the recreational benefits of walking or cycling, given the relativly small area of each of the population centres, in comparison to other regional centres, walking or cycling can be seen as a viable transport alternative. The provision of infrastructure whether it be routes between population centres or even paths leading to the local bus stop/route or school will encourage people to make these trips.

Communications and Public Outreach Effective communication is an important component of any promotional activity. To support this, the development of a cycling section on Council‘s website should be encouraged. Here would be found the latest information on existing network, proposed works, current activities and safety information.

Bike Week activities, Active Australia, Walk to Work Day are all programs that promote cycling and walking. These need to be continued to be suported.

Bike Week A promotional week for bikes, this is a great way to increase awareness of bicycle riding and associated issues. Bike Week activities should be aimed at encouraging more people to cycle and educate both cyclists and motorists of the benefits of cycling, road rules, safety and other issues for bicycle riding.

Ride to work/school day Many cities and towns across Australia partake in Ride to Work Days. Providing free breakfasts at major work centres and holding other special events on the day will encourage riding to work/school.

Eurobodalla Path Strategy Promotion

76

Leadership Council is seen by many to provide a leadership role for the community. By supporting inititives by

other employers or businesses, Council will be fulfilling that leadership role. The instilation of bike parking facilities for staff and customers at its facilities and at other public faciliites will also

demonstrate leadership within the community.

Bicycle User Groups are developing throughout Australia. One such group is EuroBug. By support and dialogue with this group, Council will be showing leadership.

The RTA produces a number of brochures promoting cycling and cycling safety. The Cycling to work, works! brochure suggests employers prepare a Transport Access Guide (TAG) for their

employees and visitors about how to travel to a workplace by walking, cycling or public transport. Council should take the lead and prepare a TAG to encourage its employees to travel to work by

means other than cars.

Marketing Eurobodalla as a Tourist Destination As identified earlier, tourism is the major industry in Eurobodalla.

Eurobodalla is a major destination for families. Often they bring their own bikes or they are

available at their accomodation. Combined with the pleasant climate during the holiday season, the continued promotion of walking or cycling as a component of the holiday experience is seen as a

strong selling point. The production of brochures for most of the proposed scenic routes should be undertaken which can be distributed through the tourism network.

Tourism Eurobodalla has significant natural attractions that are easily accessible. These areas can be viewed as significnat tourism opportunities and should be promioted.

Whilst bicycle tourism is still in its infancy, the sector is growing, especially for people travelling

along the coast between Sydney and Melbourne. The Coastal Cycleway will assit in the promotion of this facet of the tourist market and needs to be supported.

Guided walking and bicycle tours of National Parks and other areas of natural beauty and interest are possible tourist attractors. There are probably two potential markets: showing general tourists

around the splendour of the Eurobodalla Shire and conducting guided tours.

In particular opportunities exist for guided tours for mountain bike enthusiasts. Mountain bike tours have been successful in Alpine Areas such as Thredbo and Mt Buller, in the summertime and it is

believed that they would also be popular in our region.

To assist in this, tourist maps with touring and recreational routes marked on them could be made

available in local bike shops and tourist information centres. Local tourist operators could produce these.


PROMOTION

77

Actions P.1 Support of guided tours through promotion and production of maps

P.2 Identification and support of self-contained cycle tours through promotion and production of information

P.3 Support of bike week, walk/ride to work days, and similar activities

P.4 Assist in the establishment of Biycle User Groups throughout the Shire

P.5 Installation of bike parking facilites at Council's Administration building and depots

P.6 Preparation of a Transport Access Guide

P.7 Provide cycling and walking information at Tourist Information Centres and accomodation centres for the use of visitors


79




81

Guiding Principle and Background Eurobodalla has limited public transport opportunities and therefore private vehicles are often the main transport choice for residents. For many trips, due to the significant seperation of residential areas, walking or cycling is not seen as a viable alternative.

Council, has identified that alternative transport methods should be encouraged. To encourage this, transport networks need to be integrated. The provision of an integrated footpath and cycleway network will assist in the promotion of transport alternatives, including public transport via bus.

Eurobodalla‘s transport system is privatly owned with no trains or government services. The majority of bus services are either school services or intra-state services.

The majority of bus routes are along collector, distributor or regional roads. The provision of a suitable pathway network, road crossing facilities, lighting and bus shelters will:

Improve safety, comfort and amenity for existing users Encourage additional use of buses increasing viability and offering future potential for increased

levels of service

It is often claimed that bus services are not used as they do not run in locations convenient or accessible for residents, there is no protection from the weather and, for some, it is too difficult to board buses. The provision of an integrated footpath and cycleway network will assist in the promotion of transport alternatives.

The guiding principle for this section is:

Integration of transport modes increases choices for trips

To assist in achieving the outcomes desired, the objective for this section is:

Improve access to public transport

Response

Improve Access to Public Transport Pathways should be provided to encourage people to access regular services.

Where there is identified demand, bus shelters should be provided to provide protection to commuters in all weather conditions, therfore encouraging the use of public transport services.

The recent introduction of ―low-rider‖ buses to the local public transport system will assist those with mobility problems to access services. Opportunities should be taken to improve bus stops by the provision of kerbing at the stop so that there is limited step onto the bus.

Bicycle Accomodation on Buses Currently no facilities are known to exist for ―bike-and-ride‖ or ―bike-and-ride-and-bike‖ trips. In

other locations, bus operators allow buses on board or provide bike racks. This option should be investigated in conjunction with local bus operators to open opportunites for additional trips to be made.

Eurobodalla Path Strategy Promotion

82

Actions

I.1 The priority for new pathways give consideration to integration with bus services

I.2 Council continue to develop the bus network including the provision of bus shelters, linked

pathways and associated lighting

I.3 Council lobby State and Federal government to recognise the need for grant funding for public transport to include pathways, lighting and associated infrastructure to allow better

integration and encourage greater use of alternate transport options

I.4 Council work with bus operators toward the provision of facilities for the carriage of cycles on

buses.


83




85

Guiding Principle and Background

People who walk or ride to work or school or for other purposes need more than a defined network. They require a secure place to leave their bike once they reach their destination. Equally walkers

need somewhere to sit to rest when walking significant distances or even to stop and enjoy the view.

Bicycle parking can be of two types – short-term facilities such as bike racks or longer-term storage such as bike lockers. Council has provided some racks previously, mainly at its libraries, recreational

facilities, CBDs and some beaches. These remain under-utilised due mainly to security concerns.

For work trips, the most successful option is for workers to have a secure location within their place of work to store their bicylcle during the day. Council should, through the Road Safety Officer, work

with local businesses encourage greater provision of bicycle facilities within work places.

Similarly, new commercial and other similar developments should be required to provide secure

bicycle parking facilities within their development as part of all approvals.

Council has an opportunity to show leadership in this regard through auditing its existing offices, depots and community facilities and providing upgrades facilities for bicycle storage. This could

then be promoted to the community as best practise.

Actions

A.1 Council audit its office buildings, depots and other community buildings, develop a program to upgrade its bicycle storage facilities and promote this to the community as good practise

A.2 Council develop a program to provide seating at regular intervals along selected pathways to provide rest and viewing spots for the community

A.3 The provision of secure bicycle storage facilities as part of all new commercial, industrial and medium/high density development be a requirement of all development approvals

A.4 Work with the Chambers of Commerce and the business community to encourage provision of space of secure storage of bicycles for workers, and where practicable shoppers


87

Asset Management


Asset Management

89

This strategy primarily addresses the provision of new works. However, if new assets are to be constructed, then appropriate increases must be made to future maintenance and renewal budgets to cover the whole of life costs associated with owning those new assets.

To assist in that management, Council needs to develop an asset management plan that identifies what it is responsible for, what standard it should be maintained at and what funds are available to do the work. This is outside the scope of this strategy. An asset management plan for Council‘s

road assets is being prepared separately and will include footpaths and shared paths.

Once built, Council has the on-going responsibility to inspect, maintain, replace and renew infrastructure to ensure an acceptable on-going level of service to the community, including providing reasonable measures within budget limitations for public safety.

New South Wales is a highly litigious state, with some people seeking to make claims against Council (the community) for compensation when accidents occur. To ensure adverse impacts on the community are minimised, Council undertakes maintenance activities in accord with its risk management policies and systems. This includes inspecting pathways on a regular basis, prioritising defects and then actioning these defects as funding permits.

Council also provide funds for the replacement of damaged and/or assets in poor condition. This renewal work is undertaken on a priority basis. As with other infrastructure, the extent of funds currently available is insufficient to sustain the pathway network in the longer term.

Council will need to consider this when determining future long term financial plans to ensure the network remains in an adequate condition and the burden of the current consumption of the asset is not transferred to future generations.

On-Going Maintenance Council utilises a maintenance management system (MMS) to assess and manage footpaths because they are considered high-risk of injury assets.

Cycleway assets have some additional features that require a higher level of maintenance than other road assets, including:

Surface smoothness, eg no potholes or longitudinal joints in road shoulders. Shared path terminations at roads, eg. adequate widths between bollards, and no unnecessary

obstructions such as holding rails and chicanes. Signage that is appropriate and complies with current standards.

Inspections Council currently carries out regular inspections of its road and footpath network. As well, Council relies on its Customer Service Request System to monitor problems with its infrastructure and to be highlighted to any maintenance needs arising between inspections.

Eurobodalla Path Strategy Asset Management

90

Actions

M.1 Annual maintenance and renewal budgets be increased to reflect the increasing size of the pathway network.

M.2. The standard of initial construction of pathways consider the whole of life implications of managing the asset over the long term.

M.3 Council consider the long term implications of the funding needed to sustain the pathway network when developing formal asset management and long term financial plans for its

transport and other infrastructure


91

Implementation and Evaluation


Implementation and Evaluation

93

This strategy has identified a number of actions and projects. These are aimed at providing a higher level of service and safety to the community as well as encouraging greater use of alternate transport options (walking, cycling and buses). The implementation of the strategy will involve a combination of community consultation, community education, construction, monitoring and evaluation to ensure the outcomes are being achieved.

To ensure the most important works are undertaken first, a priority system has been developed based on a pointscore system.

The extent of works identified in this strategy and requested by the public outweigh the funding available. Therefore Council has to prioritise works and pursue all available opportunities to deliver pathways. Current opportunities for funding include: NSW Coastal Cycleway RTA's Southern Bicycle Project Federal government‘s Jobs Fund Cycle Connect NSW Department of Transport - Bicycle Locker Program NSW Department of Sports and Recreation Section 94 Developer Contributions Direct funding of works by developers Community fundraising and work Direct charges on landowners under the Roads Act, 1993

Analysis of previous projects indicates that the cost to construct an off-road shared pathway is in the order of $200 per lineal metre and a footpath $130 per lineal metre excluding any significant earthworks, clearing, drainage, environmental, pathway bridges, service alteration or other significant work.

Significant savings can be made if pathways are constructed in association with other major roadworks activities. Where this strategy identifies a new for a pathway, this work will ideally be programmed to be undertaken in association with any major roadworks on this route.

This can be reduced by the use of voluntary labour provided by community groups, such as has been done at Tuross Head, Moruya Heads, and Dalmeny/Kianga.

It is to be noted that none of these funding sources allow their funding to be spent on routine maintenance and renewal works. Therefore Council must be committed to allocating sufficient on-going funds to allow for the proper maintenance and renewal of any assets developed.

To ensure that the plan is providing the facilities required and to assist on future revisions of this plan, routine monitoring should be undertaken. This monitoring can include pedestrian and cyclist counts on popular routes, surveys of residents as part of Council‘s overall consultation program and review of accident statistics.


95

References


97

References Australian Bicycle Council (2004), (Draft) Australia Cycling Bicycle Ownership, Use and Demographics, July 2004, Vicroads Bicycle Programs Section, accerssed 7/09/06 at http://www.abc.dotars.gov.au/downloads/Australia_Cycling-Draft-July_2004.pdf

Australian State of the Environment Committee (2001), Australian State of the Environment

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Australian Sports Commission (2004) Exercise, Recreation and Sport Survey, quoted in

Austroads (2005) Australian National Cycling Strategy

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Eurobodalla Shire Council (2009), (Draft) Positive Aging Strategy 2009-2010, ESC

(unpublished)

Latz, P (1999) Velozity, Bicycling Australia, April 1999 p. 52-53 quoted in SKM(1999) Eurobodalla Bike Plan

Gray, P (2002) Eyre Peninsula Recreation, Sport and Open Space Strategy, Phillip Gray & Associates, Adelaide, SA

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Williams, E (1997), Briefing notes to Special Works and Facilities Meeting held on Tuesday 15 July 1997 RTA Bicycle Project Funding Assistance , ESC


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Appendices


Appendix 1 Proposed Works Program


Works Priorities

Pedestrian Facilities


Works Priorities

A1 - 5

Priority Footpath Works Locality Street Location Side Approx.

Length Approx

Cost Approx Cost

to Council

Batemans Bay Pacific St Beach Rd to Hospital East 140 21,000 21,000

Moruya Shore St Carpark to Ford St South 100 15,000 7,500

Moruya Princes Hwy Bridge to Caravan Park West 80 12,000 6,000

Moruya Murray St Primary School to Page St North 100 15,000 15,000

Moruya Page St. Queen St to Campbell St West 90 13,500 13,500

Mossy Point Annetts Pde. (w) Surfside Ave. to Beach Pde. North 175 26,250 26,250

Moruya Albert St Hwy to HS 220 33,000 33,000

Bodalla Princes Hwy Laidley Ave to Eurobodalla Rd West 310 77,500 38,750

Narooma Tilba St Hwy to Foster Street North 190 28,500 14,250

Moruya Queen St. Vulcan St. to Ford St. South 84 12,600 6,300

Narooma Canty St. to Garvan St. (Sth.) South 30 4,500 2,250

Moruya Page St. Church St to Queen St East 90 13,500 13,500

Batehaven Glenella Rd Beach Rd to Joes Ck East 240 36,000 36,000

Catalina Heights Calga Cr Catalina Dr to Derribong Ave East 500 75,000 75,000

Catalina Heights Derribong Ave Berrima St to Calga Cr North 90 13,500 13,500

Moruya Luck St Hawdon St to Emmott St East 335 50,250 50,250

North Batemans Bay Peninsular Dr Lincoln Cr to Mundarra Way 410 61,500 61,500

Batemans Bay Vesper St North St to Beach Rd 270 40,500 20,250

Catalina Heights Melaleuca Cr Calga Cr to Yarrabee Dr South 270 40,500 40,500

Moruya Campbell St Vulcan St. to Page St. South 150 22,500 16,875

Batemans Bay Pacific St Hospital to Short St East 70 10,500 10,500

Catalina Heights Calga Cr Melaluca Dr to Catalina Dr North 100 15,000 15,000

Eurobodalla Pathway Strategy Work Locations

A1 - 6

Moruya Evans St Albert St to Otton St East 400 60,000 60,000

Narooma Tilba St Foster St to Ballingalla St North 230 34,500 34,500

Narooma Willcocks Ave. Loader Pde. to Shopping Centre South 500 75,000 37,500


Work Locations

A1 - 7

Other Identified Potential Works

Locality Street Location Side Approx. Length

Approx Cost

Approx Cost to Council

Batehaven Anne St North 90 13,500 13,500

Batehaven Calton Rd David St to Sheila St East 40 6,000 6,000

Batehaven Clare Cr North 330 49,500 49,500

Batehaven Crag St Corrigans Cr to Joseph St North 175 26,250 26,250

Batehaven David St west bndy of school to Calton rd South 90 13,500 13,500

Batehaven Dominic Dr Paul Pl to Joseph St West 270 40,500 40,500

Batehaven Edward Rd. Corrigans Cr to Clair Cr East 380 57,000 57,000

Batehaven Edward Rd. Clair Cr to Haven Pl East 590 88,500 88,500

Batehaven Edward Rd. Haven Pl to Luks Way East 340 51,000 51,000

Batehaven Grantham Rd Anne St to Sheila St East 110 16,500 16,500

Batehaven Grantham Rd Sheila St to existing East 185 27,750 27,750

Batehaven John St Beach Rd to existing East 70 10,500 10,500

Batehaven Joseph Rd Dominc Dr to Crag Rd North 130 19,500 19,500

Batehaven Ocean Rd Joseph St to View St East 100 15,000 15,000

Batehaven Paul Pl Clare Cr to Dominic Dr West 75 11,250 11,250

Batehaven Peter Cr Calton Rd to John St North 215 32,250 32,250

Batehaven Sheila St South 100 15,000 15,000

Batehaven View St Ocean Rd to Grantham Rd North 170 25,500 25,500


A1 - 8


Approx Cost


Batemans Bay Bavarde Ave South St to Leigh St West 80 12,000 12,000

Batemans Bay Bavarde Ave Leigh St to Heredale Pl West 185 27,750 27,750

Batemans Bay Bavarde Ave Heredale Pl to Herade St West 100 15,000 15,000

Batemans Bay Bavarde Ave Herade St to Beach Rd West 100 15,000 15,000

Batemans Bay Pacific St Short St to Leigh St East 300 45,000 45,000

Batemans Bay Pacific St Leigh St to South St East 80 12,000 12,000

Batemans Bay South St. Old Highway to High St North 210 31,500 31,500

Batemans Bay South St. High St to Pacific St North 135 20,250 20,250

Batemans Bay South St. Pacific St to Bavarde Ave North 125 18,750 18,750

Batemans Bay Vesper St Beach Rd to Guy St 400 60,000 30,000

Bodalla Eurobodalla Rd Sutcliff St to end of houses East 200 30,000 30,000

Bodalla Princes Hwy Post Office to Eurobodalla Rd. North 250 37,500 18,750

Bodalla Sutcliff St Hwy to Merriman Pl South 100 15,000 15,000

Bodalla Sutcliff St Merriman Pl to Eurobodalla Rd South 150 22,500 22,500

Broulee Francis St North 200 30,000 30,000

Broulee Grant St Heath St to shops North 150 22,500 22,500

Broulee Train St Zanthus Drive to (Heath St) roundabout North 280 42,000 42,000

Catalina Country Club Drive Sea Street to Heron Road East 440 66,000 66,000

Catalina Country Club Drive Heron Rd to Penguin Pl West 530 79,500 79,500

Catalina Country Club Drive Penguin Pl to Heron Rd East 350 52,500 52,500

Catalina Heron Rd Albatross Rd to Country Club Dr South 600 90,000 90,000

Catalina Heron Rd Country Club Dr to Albatross Rd East 140 21,000 21,000

Catalina Sea Street Country Club Drive to Vista Av North 100 15,000 15,000


Work Locations

A1 - 9


Approx Cost


Catalina Heights Berrima St Ridge St to Derribong Ave East 85 12,750 12,750

Catalina Heights Derribong Ave Calga Cr to Ridge St West 290 43,500 43,500

Catalina Heights Melaleuca Cr Crinum Pl to Yarrabee Dr South 250 37,500 37,500

Catalina Heights Melaleuca Cr Yarrabee Dr to Crinum Pl East 360 54,000 54,000

Catalina Heights Oakwood Way Yarabee to existing South 40 6,000 6,000

Catalina Heights Ridge St Derrribong Ave to Vista Ave West 70 10,500 10,500

Catalina Heights Ridge St Vista Ave to steps South 90 13,500 13,500

Catalina Heights Ridge St Vista St to Berrima St North 110 16,500 16,500

Catalina Heights Vista Ave Ridge St to Sea St East 370 55,500 55,500

Catalina Heights Vista Ave Sea St to Ridge St East 420 63,000 63,000

Catalina Heights Yarabee Dr Melaleuca to Oakwood East 125 18,750 18,750

Catalina Heights Yarabee Dr Oakwood to Melaleuca South 400 60,000 60,000

Dalmeny Amhurst St Noble to Ocean East 180 27,000 27,000

Dalmeny Barkala Ave at Dalmeny Dr South 20 3,000 3,000

Dalmeny Creswick Pde. Noble Pde to Lonsdale Pde East 200 30,000 22,500

Dalmeny Creswick Pde. Lonsdale Pde. To Ernest St. North 250 37,500 37,500

Dalmeny Dalmeny Dr Ocean Ave to pathway East 100 15,000 15,000

Dalmeny Eucalyptus Dr Malculata to Dalmeny Dr South 100 15,000 15,000

Dalmeny Lonsdale Pde Cresswick to Laidley West 80 12,000 12,000

Dalmeny Mort Ave Hadrill Pde to shops South 60 9,000 9,000

Dalmeny Mort Ave Tatiara to Thomson Pde South 30 4,500 4,500

Dalmeny Noble Pde McMillan to William West 450 67,500 67,500

Dalmeny Noble Pde William to Amhurst East 320 48,000 48,000


A1 - 10


Approx Cost


Dalmeny Thomson Pde. Mort Ave. To John Reilly St. East 200 30,000 30,000

Dalmeny William Noble to Ocean North 100 15,000 15,000

Durras Allambee St Durras Dr to Banyandah St South 140 21,000 21,000

Durras Allambee St Banyandah St to Village Rd North 100 15,000 15,000

Durras Banyandah St Allambee St to Corilla St East 190 28,500 28,500

Durras Banyandah St Corilla St to end of residences North 570 85,500 85,500

Durras Corilla St Village St to Banyandah St South 115 17,250 17,250

Durras Durras Drive Headland to Allambee St East 250 37,500 37,500

Kianga (opp.) Lakeside Dr Dalmeny Drive to path 40 6,000 6,000

Kianga (opp.) Surf Beach Ave Dalmeny Drive to pathway 15 2,250 2,250

Kianga Dalmeny Dr Warbler Cr to Centenary Dr South 80 12,000 12,000

Kianga Lakeside Dr Dalmeny Dr to Kianga Pde South 90 13,500 13,500

Kianga Surf Beach Ave. Dalmeny Dr to Kianga Pde South 75 11,250 11,250

Kianga Surf Beach Ave. Kianga Pde to Sunset Bvde South 75 11,250 11,250

Kianga Warbler Cr Beachview to Dalmeny Dr East 50 7,500 7,500

Lilli Pilli Carramar Dr George Bass Dr to Tinarra Cl South 410 61,500 61,500

Lilli Pilli Carramar Dr Tinarra Cl to Warragai Pl East 230 34,500 34,500

Lilli Pilli Carramar Dr Warragai Pl to Link Rd South 360 54,000 54,000

Lilli Pilli Warragai Pl Carramar Dr to pathway North 100 15,000 15,000

Lilli Pilli Yoralla Ave Warragai Pl to George Bass Dr North 350 52,500 52,500


Work Locations

A1 - 11


Approx Cost


Long Beach Cullendulla Road Fire Station to Northcove Drive East 200 30,000 30,000

Long Beach Long Beach Rd Northcove Dr to Sandy Pl South 650 97,500 97,500

Long Beach Northcove Road Long Beach Road to Maloneys Creek South 1600 240,000 240,000

Long Beach Sandy Place end of Longbeach Estate to Long Beach Rd North 770 115,500 115,500

Maloneys Beach Maloneys Dr. Maloneys Creek to Maloneys Drive (Tee-intersection)

North 115 17,250 17,250

Maloneys Beach Maloneys Dr. Tee Junction to Pendula Place 220 33,000 33,000

Malua Bay Kuppa Ave 30 4,500 2,250

Malua Bay Sylvan St. George Bass Dr to Rosemary Cl South 450 67,500 67,500

Malua Bay Sylvan St. Rosemary Cl to Elandra Pl South 350 52,500 52,500

Malua Bay Tallawang Ave existing path to Nokia Ave 130 19,500 19,500

Malua Bay The Ridge Rd Wattlebird Way to George Bass Dr North 135 20,250 20,250

Moruya Bergalia St Hwy to Dwyers Creek Rd South 860 129,000 129,000

Moruya Campbell St Vulcan St to Ford St. South 100 15,000 7,500

Moruya Evans St Campbell St to Gundry playground 60 9,000 9,000

Moruya Mirrabooka Ave. Vulcan St. To Page St. North 210 31,500 15,750

Moruya Murray St Evans St to Thomas St North 400 60,000 60,000

Moruya Page St. Campbell St to Murray St. East 208 31,200 31,200

Moruya Thomas St Murray St to Campbell St East 200 30,000 30,000

Moruya Woolies lane Ford St to carpark North 100 15,000 7,500

Moruya East Keightly St East 440 66,000 66,000

Moruya East South Head Rd Keightly St eastwards South 110 16,500 16,500


A1 - 12


Approx Cost


Mossy Point Annetts Pde. (w) Surfside Av to Pacific St East 300 45,000 45,000

Mossy Point Annetts Pde. (w) Pacific St to Hilmer Ave East 100 15,000 15,000

Mossy Point Annetts Pde. (w) Hilmer Ave to River Rd East 150 22,500 22,500

Mossy Point Annetts Pde. (w) River Rd to Connels Close East 140 21,000 21,000

Mossy Point Pacific St Surfside Ave to Annetts Parade (W) South 350 52,500 52,500

Mossy Point Surfside Ave East 250 37,500 37,500

Narooma Fosters Bay Rd to Barker Pd 80 12,000 12,000

Narooma Davison St Riverside Dr to Taylor St North 60 9,000 9,000

Narooma Davison St Taylor St to Hwy North 85 12,750 12,750

Narooma Field St Barker Pde to Riverside Dr North 130 19,500 19,500

Narooma Garvan St (sth) Canty St to carpark East 50 7,500 3,750

Narooma Glasshouse Rocks Rd Hwy to Hopkins Pl North 360 54,000 27,000

Narooma Glasshouse Rocks Rd Hopkins Pl to Murphy Pl North 200 30,000 15,000

Narooma Marine Dr. Farncombe Ave to Mitchell Pl 200 30,000 15,000

Narooma Marine Dr. Mitchell Pl. To Ballingalla St 200 30,000 15,000

Narooma Narooma Cr Hwy to Bluewater Dr East 110 16,500 8,250

Narooma Old Hwy to Cole Cres North 160 24,000 24,000

Narooma Princes Hwy Glass House Rocks Rd to Old Hwy West 160 24,000 24,000

Nelligen Tennis Court to Clyde Boulevard 100 15,000 15,000

Nelligen Kings Hwy Pub to Reid St South 150 22,500 16,875

Nelligen Nelligen Access Bridge to Braidwood St South 100 15,000 7,500

Nelligen Tennis Court Lane Clyde Boulevard to Tennis Court 150 22,500 22,500

Nelligen Wharf St Braidwood St to boat Ramp West 100 15,000 11,250


Work Locations

A1 - 13


Approx Cost


North Batemans Bay Old Punt Rd Wray St southwards 150 22,500 22,500

North Narooma Riverview Rd to Hillcrest Ave 130 19,500 19,500

North Narooma Riverview Rd to Alexander Pl North 100 15,000 15,000

Sunshine Bay Beach Rd. Sunshine Bay Rd to Burkes Way 1500 225,000 225,000

Sunshine Bay Cunningham Cr 100 15,000 15,000

Sunshine Bay Hume Rd Cooke Ave to Explorers Way 420 63,000 63,000

Sunshine Bay Hume Rd Wills Cr to Burkes Way 360 54,000 54,000

Sunshine Bay John Oxley Cr 260 39,000 39,000

Sunshine Bay Thomas Mitchell Cr John Oxley Cr to Hume Rd 450 67,500 67,500

Sunshine Bay Wentworth Ave existing nth of Poole Pl to Hume Rd North 300 45,000 45,000

Surf Beach Beach Rd. Shops to Surf Beach Ave West 100 15,000 15,000

Surf Beach Bligh St Pacific to existing South 25 3,750 3,750

Surf Beach Cook Ave Exploers to Pacific West 50 7,500 7,500

Surf Beach Eric Fenning Dr Bligh St to Surf Beach Ave East 500 75,000 75,000

Surf Beach Explorers Way Beach Rd to Cook Ave South 410 61,500 61,500

Surf Beach Explorers Way Hume Rd to Beach Rd North 100 15,000 15,000

Surf Beach Pacific Rd Cook Av to Bligh St South 500 75,000 75,000

Surf Beach Surf Beach Ave. Beach Rd. To Ocean Ave. North 70 10,500 10,500

Surf Beach Surf Beach Ave. Ocean Ave to Tasman Cr North 360 54,000 54,000

Surf Beach Surf Beach Ave. Tasman Cr to Eric Fenning Dr North 200 30,000 30,000


A1 - 14


Approx Cost


Surfside Berrima Pde The Outlook Rd to Palana St (sthn end) East 950 142,500 142,500

Surfside Foam St North 315 47,250 47,250

Surfside Iandra North 80 12,000 12,000

Surfside Karoola Cr The Outlook Rd to Iandara Rd West 870 130,500 130,500

Surfside Myamba Pd Wallarah to Timbara North 170 25,500 25,500

Surfside Palana Berrima Pd to Wallarah St South 255 38,250 38,250

Surfside The Outlook Rd Berrima Pd to Karoola Cr South 80 12,000 12,000

Surfside Timbara (east) Myamba to Foam North 240 36,000 36,000

Surfside Wallaraah St Palana St to Myamba Pd West 220 33,000 33,000

Tomakin Ainslie Pde Kinston Pl to Parkes Pde West 270 40,500 40,500

Tomakin Ainslie Pde Sunpatch Parade to Yarralumla Cr East 220 33,000 33,000

Tomakin Kingston Pl Sunpatch Pd to Ainslie Pde West 80 12,000 12,000

Tomakin Melville Point 150 22,500 22,500

Tomakin Parkes Pde Ainslie Pde to Sunpatch Pde South 80 12,000 12,000

Tomakin Red Hill Parade East 530 79,500 79,500

Tomakin Sunpatch Pd Red Hill Pd to Kingston Pl South 350 52,500 52,500

Tomakin Sunpatch Pd Kingston Pl to Jack Buckley Park West 300 45,000 45,000

Tomakin Yarralumla Cr North 270 40,500 40,500


Work Locations

A1 - 15


Approx Cost


Tuross Head Allenby Rd Monash to Birdwood Circle East 170 25,500 25,500

Tuross Head Allenby Rd Birdwood Circle to Morwong St East 100 15,000 15,000

Tuross Head Allenby Rd Morwong to Beach Rd East 90 13,500 13,500

Tuross Head Allenby Rd Beach Rd to Hector McWilliam Dr East 160 24,000 24,000

Tuross Head Anderson Ave Monash Ave to Andrew Ave East 220 33,000 33,000

Tuross Head Anderson Ave Andrew Ave to Oaks Ave East 75 11,250 11,250

Tuross Head Anderson Ave Oaks Ave to Coila Ave East 220 33,000 33,000

Tuross Head Anderson Ave Coila Ave to Hector McWilliam Dr East 90 13,500 13,500

Tuross Head Andrew Ave Anderson Ave to pre-school North 80 12,000 12,000

Tuross Head Beach St Allenby to Marlin North 140 21,000 21,000

Tuross Head Craddock Rd Hawkins St to Jellicoe Pde South 230 34,500 34,500

Tuross Head Craddock Rd Jellicoe Pde to Beatty Cresc South 230 34,500 34,500

Tuross Head Craddock Rd Beatty Cresc to Tuross Bvd West 120 18,000 18,000

Tuross Head Evans St Marlin St to shops North 275 41,250 41,250

Tuross Head Evans St shops to Hawkins St East 190 28,500 28,500

Tuross Head Green Pl Marlin St to Swordfish Pl North 175 26,250 26,250

Tuross Head Grenville Ave South 80 12,000 12,000

Tuross Head Hawkins St Tuross Bvd to Evans St North 100 15,000 15,000

Tuross Head Hawkins St Evans St to St Vincent North 110 16,500 16,500

Tuross Head Hawkins St St Vincent to Grenville North 110 16,500 16,500

Tuross Head Hawkins St Grenville to Marlin St North 110 16,500 16,500

Tuross Head Hawkins St Marlin St to Craddock Rd North 315 47,250 47,250


A1 - 16


Approx Cost


Tuross Head Hector McWilliam Dr Hawkins to Trafalgar Av West 120 18,000 18,000

Tuross Head Hector McWilliam Dr Trafalgar Av to Coral Cr West 280 42,000 42,000

Tuross Head Hector McWilliam Dr Coral Cr to Allenby Rd West 250 37,500 37,500

Tuross Head Hector McWilliam Dr Allenby Rd to road crossing South 260 39,000 39,000

Tuross Head Hector McWilliam Dr Road crossing to Anderson Av North 525 78,750 78,750

Tuross Head Hector McWilliam Dr Anderson Av to Foam St North 750 112,500 112,500

Tuross Head Hector McWilliam Dr Foam St to Lake St North 300 45,000 45,000

Tuross Head Hector McWilliam Dr Lake St to Kyla Park entrance North 250 37,500 37,500

Tuross Head Jutland Ave Trafalgar Ave to Progress Hall South 20 3,000 3,000

Tuross Head Marlin St Beach St to Island View Rd East 230 34,500 34,500

Tuross Head Marlin St Island View Rd to Evans St East 60 9,000 9,000

Tuross Head Monash Ave Tuross Bvd to Allenby Rd West 150 22,500 22,500

Tuross Head Monash Ave Allenby Rd to club South 100 15,000 15,000

Tuross Head Trafalgar Ave Nelson Pd to Jutland Av East 140 21,000 21,000

Tuross Head Trafalgar Ave Jutland Ave to Hood Cr East 200 30,000 30,000

Tuross Head Trafalgar Ave Hood Cr to Drake St East 300 45,000 45,000

Tuross Head Trafalgar Ave Drake St to Hector McWilliam Dr East 300 45,000 45,000


Works Priorities

A1 - 17

Cycle Facilities


Works Priorities

A1 - 19

Priority Shared Path Works

Locality Route Street Location Side Type of Facility Approx. Length

Approx Cost


Community?

Catalina Heights

Glenella Rd Joes Creek to Melaleuca West Shared Path 200 50,000 50,000

Moruya Campbell St Vulcan St to Ford St. North Shared path 185 46,250 23,125

Moruya East Myanora South Head Rd Princes Highway to (past) Keightly St North Shared Path 1030 700,000 350,000

Narooma Narooma Cross Bluewater Dr Princes Hwy to Aquatic Centre East Shared Path 185 46,250 23,125

Bodalla Bodalla South Princes Hwy Eurobodalla Rd to Old Hwy Shared path 330 82,500 20,625

Nth Bay Wharf Rd Korners Park to Mundarra Way Shared path 850 212,500 159,375

Narooma Willcocks Av Ballingalla St to Princes Hwy South Shared Path 380 95,000 47,500

Broulee Coastal North Grant St Heath St to McNee St East Shared Path 360 90,000 45,000

Nth Bay Princes Hwy North of Lincoln Downs Shared Path 250 62,500 15,625

Nth Bay Princes Hwy North of Peninsular Dr Shared path 80 20,000 5,000

Surfside Reserve Timbara Cr to existing path between Palana and School

Shared Path 170 42,500 42,500

Sunshine Bay Sunshine Bay Rd. Hume Rd to Cunningham Cr North Shared Path 500 125,000 125,000

Bodalla Bodalla South Princes Hwy Potato Point Rd to Laidley Ave Widen existing path

300 60,000 60,000

Moruya Gundary River Rd Shore St to Bowling Club Shared Path 280 70,000 70,000

Bodalla Bodalla South Princes Hwy Oval to Potato Point Rd East Shared path 625 156,250 78,125

Dalmeny Mort Ave Goolara Ave to existing Shared Path 50 12,500 12,500

Moruya High School Albert St to Vulcan St (thro‟ Golf Course)

Shared path 400 100,000 100,000

Narooma Narooma Cross McMillan Cr Riverside Dr to Barker Pd South Shared Path 500 125,000 62,500

Moruya Gundry River Rd Criterion Track to Campbell St Shared Path 125 31,250 31,250


A1 - 20


Approx Cost


Community?

Sunshine Bay Sunshine Bay Hume Rd Thomas Mitchell Cresc to Wills Cresc. NE Shared Path 530 132,500 132,500

Sunshine Bay Sunshine Bay Rd. Edward Rd to George Bass Dr Sealed Shoulders 300 1,500 1,500

Sunshine Bay Sunshine Bay Hume Rd Thomas Mitchell Cr to Thomas Mitchell Cr

East Shared path 300 75,000 75,000

North Narooma

Dalmeny Narooma

Centenary Drive Boat Ramp to cutting East Shared path 800 200,000 100,000

Moruya Araluen Rd Yaragee Rd to Council Depot Sealed shoulders 330 1,650 1,650

Malua Bay George Bass Dr The Ridge Rd to Tallawang Ave Shared Path 260 65,000 65,000

Malua Bay George Bass Drive The Ridge Rd to Link Rd Shared Path 330 82,500 82,500

Surf Beach Bay Coast Beach Road Surf Beach Avenue to Newth Pl Shared Path 780 195,000 97,500

Malua Bay Bay Coast George Bass Drive Boat Ramp to Iluka East Shared path 90 22,500 11,250

Malua Bay Bay Coast George Bass Drive Iluka to Iluka East Shared path 300 75,000 37,500

Malua Bay Bay Coast George Bass Drive Iluka to drainage reserve South Shared path 240 60,000 30,000

Other Facilities

Locality Route Street Location Type of Facility Approx Cost

Batemans Bay Bay Circuit Various Route marking and direction signage 1,000

Dalmeny North Dalmeny Various Route Marking and Network Signage 1,000

South Head South Head Various Route marking and network signage 1,000

Tuross Head Various Route marking and Network signage 1,000

Moruya Vulcan St Library Bicycle Parking Rails 2,000

Batemans Bay Orient St Near Post Office Bicycle Stands 1,000


Work Locations

A1 - 21

Other Identified Potential Facilities


Approx Cost


Community?

George Bass Dr Beach Rd to Fairview Dr (N) Sealed shoulders 2200 11,000 5,500

Coastal North North Head Dr Bruce Cameron Dr to Malabar Weir Sealed Shoulders 2700 13,500 6,750

Coastal North North Head Dr Malabar Weir to Moruya Sealed shoulders 1700 8,500 4,250

Batemans Bay Vesper St Beach Road to Aquatic Centre Shared Path 150 37,500 37,500

Batemans Bay Bay South Community Centre to Crown St Shared Path 140 35,000 35,000

Batemans Bay Bay South Crown Street to South Street Shared Path 190 47,500 47,500

Broulee George Bass Dr Candlagan Ck to Train St Sealed shoulders 1100 5,500 5,500

Broulee George Bass Dr Train St to Broulee Rd Sealed shoulders 1350 6,750 6,750

Coastal North George Bass Dr Broulee Rd to Moruya Airport Sealed Shoulders 6375 31,875 31,875

Broulee Heath St Elizabeth St to Grant St South Shared path 440 110,000 110,000 *

Broulee Heath St Grant St to Surf Club South Shared Path 160 40,000 40,000

Catalina Heights

Catalina Heights

Reserve Glenella Rd to Angophora Place Shared Path 540 135,000 135,000

Congo Coastal south Bridge over Congo Creek Footbridge 90 200,000 100,000

Dalmeny Binnalong St Mort Ave to Bimbular St Shared path 350 87,500 43,750

Durras Banyandah St to Cookies Beach Shared path 220 55,000 55,000

Durras Durras Lake Durras Lake Dr North from Durras Drive East Shared Path 800 200,000 200,000 *

Hanging Rock Hanging Rock Pl Beach Rd to boat ramp carpark Shared Path 520 130,000 130,000

Kianga Kianga Reserve Reserve between Dalmeny Dr and Montague Av

Shared Path 600 150,000 150,000


A1 - 22


Approx Cost


Community?

Lilli Pilli George Bass Dr to beach Shared Path 320 80,000 80,000

Lilli Pilli Bay Coast George Bass Drive Fairview Dr (S) to Mosquito Bay boat ramp

East Shared Path 160 40,000 20,000

Long Beach Northern Beaches

Foreshore reserve Shared path 1800 450,000 450,000 *


Blairs Rd Cullendulla Drive to start of Long Beach Estate

Sealed Shoulders 680 3,400 3,400


Cullendulla Road Hwy to Blairs Rd Sealed shoulders 1900 9,500 9,500


Cullendulla Road Blairs Rd to Fire Station to Northcove Drive

Sealed shoulders 1600 8,000 8,000

Maloneys Beach

From Maloneys Drive to National Park Shared path 100 25,000 25,000

Malua Bay King St to opposite tennis court entry Shared path 200 50,000 25,000

Malua Bay George Bass Drive Tennis court entry to McKenzies Beach

Sealed shoulders 1000 5,000 5,000

Malua Bay Tallawang Ave George Bass Drive to bridge Shared Path 30 7,500 3,750

Malua Bay Bay Coast George Bass Drive to Binda Street Shared Path 170 42,500 21,250

Moruya Gundary River Rd Skatepark to Criterion Track Shared Path 360 90,000 90,000

Moruya Gundry Fitzroy St Murray St to (past) Hawdon St Shared Path 720 180,000 180,000

Moruya Gundry Thomas St Fitzroy St to Albert St Shared Path 250 62,500 62,500

Moruya Moruya West Adjacent to Hospital, from end of

existing to Hawdons Rd

Shared path 270 67,500 67,500

Moruya East Myanora South Head Rd (past) Keightly St to The Anchorage Sealed Shoulders 2400 12,000 6,000

Mossy Point Coastal North George Bass Drive Tomaga Bridge to Annetts Parade Sealed shoulders 750 3,750 1,875

Mossy Point Coastal North George Bass Drive

Tomaga Bridge to Annetts Parade Shared path 900 450,000 225,000

Mossy Point George Bass Dr Annetts Pd to Candalagan Ck Sealed shoulders 200 1,000 1,000


Work Locations

A1 - 23


Approx Cost


Community?

Narooma Lakeview Dr to Dorothy Dr Shared path 600 150,000 150,000

Narooma Lakeview Dr Bettini Lane to The Loop West Shared path 320 80,000 80,000

North Batemans Bay

Korners Park to Old Punt Rd Shared path 100 25,000 25,000

North Batemans Bay

Reserve Surfside Playing fields to Highway Shared Path 250 62,500 62,500

North Batemans Bay

Bay North Lincoln Crescent Peninsular Drive to Sewer Pump Station Access

Shared Path 60 15,000 15,000

North Batemans Bay

Bay North Reserve Lincoln Crescent to Public School Shared Path 280 70,000 70,000

North Head Coastal North Old Coast Rd Adjacent to airport Gravel off-road path

1320 100,000 50,000

Rosedale George Bass Drive McKenzies Beach to Roseby Dr Sealed shoulders 3160 15,800 7,900

Rosedale George Bass Drive Roseby Dr to Burrawang Point Sealed Shoulders 2000 10,000 5,000

Rosedale Rosedale Parade George Bass Dr to beach Shared Path 600 150,000 150,000

South Head

South Head Rd Headland Grove to Halyard Dr North Shared path 520 130,000 130,000

Sunshine Bay Sunshine Bay Valley Rd to Hume Rd Shared Path 130 32,500 32,500

Tomakin George Bass Drive Burrawang Point to Tomakin Rd Sealed Shoulders 2000 10,000 5,000

Tomakin Coastal North George Bass Drive Tomakin Rd to Tomaga River Sealed Shoulders 770 3,850 1,925

Tomakin Sunpatch Pd Jack Buckley Park West Shared path 380 95,000 47,500

Tomakin Sunpatch Pd Tomakin Club northwards West Shared path 170 42,500 21,250

Tomakin Coastal North Sunpatch Parade to George Bass Dr Shared Path 230 57,500 28,750

Tuross Head Tuross Hector McWilliam Dr

Kyla Park access road to Lake St (Coila Lake end)

Shared path 200 50,000 50,000

Tuross Head Tuross Reserve Anderson to extension of Coila Ave Shared Path 400 100,000 100,000

Tuross Head Tuross South Nelson Av Tuross Blvd to Trafalgar Rd South Shared Path 960 240,000 240,000 *


A1 - 24

Other Identified Potential Facilities1 Locality Route Street Location Side Type of Facility Approx.

Length Approx

Cost Approx Cost to Council

Community?

Batemans Bay

Bay Circuit Foreshore Boat Shed to McLeods Creek

Shared path 415 103,750 103,750

Batemans Bay

Bay South Reserve Pacific Street to Heron Road

Shared Path 910 227,500 227,500

Dalmeny Dalmeny North

Reserve Hwy to Birroul Pl Shared path 130 32,500 32,500


Drainage reserve Binalong St to Mummaga Lake Dr

Shared Path 240 60,000 60,000


Foreshore reserve Mummaga Lake Dr to Mort Ave

Shared Path 1150 287,500 287,500

Lilli Pilli Drainage Reserve (Carramar Drive) Shared Path 950 237,500 237,500

Lilli Pilli Drainage reserve Lilli Pilli Beach Estate (Elouera Cl)

Shared path 740 185,000 185,000

Maloneys Beach

Northern Beaches

Foreshore Reserve Maloneys Creek to National Park

Shared path 750 187,500 187,500

Malua Bay Headland Reserve Pyang Ave to McKenzies Beach

Shared Path 1360 340,000 340,000

Moruya Gundary River Rd Criterion Track to Thomas St

Shared Path 275 68,750 68,750

Moruya Moruya South

Racecourse Creek Albert Street to Rose Street Shared Path 600 150,000 150,000

Moruya Moruya West Hawdon St to Yarrowitch Reserve

Shared path 3640 910,000 910,000

Moruya Moruya West Yarrogee Reserve to Cuthorich Pl

Shared path 1340 335,000 335,000

Mossy Point Coastal North

Riverside Reserve Connells Cl to Boat Ramp Shared Path 910 227,500 227,500

1 Not identified as being able to be provided


Work Locations

A1 - 25


Approx Cost


Community?

Mossy Point Coastal North

Headland reserve Boat Ramp to Candlagan Creek

Shared path 680 170,000 170,000

Narooma Narooma South

Golf Club Wilcox Ave to Glass House Rocks Road

Shared path 770 192,500 192,500

North Moruya Glenduart Reserve Cemetery to Princes Hwy along river (north side)

Shared path 2400 600,000 600,000

Sunshine Bay Sunshine Bay

Short Beach Creek Beach Rd to Sunshine Bay Rd

Shared Path 600 150,000 150,000

Surf Beach Surf Beach Surf Beach Creek Reserve

Tasman Cr to Beach Road Shared Path 500 125,000 125,000

Tomakin Coastal North

Foreshore Reserve Burrawang Point to Red Hill Parade

Shared Path 1600 400,000 400,000


Foreshore Reserve Red Hill Parade to Kingston Pl

Shared Path 500 125,000 125,000


Foreshore Reserve Boat Ramp to Sunpatch Parade

Shared Path 720 180,000 180,000


George Bass Drive Tomaga Bridge Bridge widening 80 - -


Appendix 2 Work Location Maps


Proposed Works – Location Maps

A2-1

Durras

Nelligen

Eurobodalla Pathway Strategy Proposed Works – Location Maps

Northern Beaches

North Batemans Bay / Surfside


Location Maps - Proposed Works

A2- - 3

Batemans Bay

Catalina - Batehaven


Sunshine Bay - Surf Beach



A2- - 5

Lilli Pilli

Malua Bay


Rosedale



A2- - 7

Tomakin

Broulee


Moruya

Moruya Heads



A2- - 9

Tuross

Bodalla


Dalmeny

Kianga



A2- - 11

Narooma

Tilba


Appendix 3 Network Route Maps


Network Routes

A3- 1

Batemans Bay Route Street Location Type of Facility

BB1 Bay Coast Beach Rd Murra Mia Walkway to Edward Rd Shared Path

Beach Road Edward Rd to Sunshine Bay Road On-road Beach Road Sunshine Bay Rd to Surf Beach Avenue On-road

Beach Road Surf Beach Avenue to George Bass Dr Shared Path

BB2 Bay Circuit Foreshore Boatshed to Lions Park Shared Path

Vesper St North Street to Beach Road Shared Path Vesper St Beach Road to Aquatic Centre Shared Path

BB3 Bay North Princes Hwy Bridge to Peninsular Dr Shared Path Wharf Road Highway to Mundarra Way Shared Path

Mundarra Way to Foam Street Shared Path Foam Street Shared road

Myamba Parade Shared road

BB4 Bay South Reserve Community Centre to Crown St Shared Path

Reserve Crown Street to South Street Shared Path South Street to Pacific St Shared road

Reserve Pacific St to Heron Road Shared Path

BB5 Surfside Princes Hwy Bridge to Peninsular Dr Shared Path

Peninsular Dr to north of Lincoln Downs Shared Path Hwy to Mundarra Way Footpath

Mundarra Way to Palana Dr Footpath Palana Dr to Timbara Cr Shared Path

C1 Catalina Glenella Rd Beach Rd to Calga Cresc Shared Path

Reserve Glenella Rd to Angophora Place Shared Path

SB1 Bay Bypass Glenella Road Beach Rd to George Bass Drive Sealed Shoulder George Bass Drive Glenella Rd to Beach Road Sealed shoulder

SB2 Sunshine Bay- Surf Beach

Short Beach Creek Reserve

Beach Rd to Sunshine Bay Rd Shared path

Sunshine Bay Rd Cunningham Court to Hume Road Shared Path Hume Rd Sunshine Bay Rd to Explorers Way Shared Path

Explorers Way Hume Road to Beach Rd

SB4 Surf Beach Surf Beach Creek

Reserve

Tasman Cr to Beach Road Shared Path

Eurobodalla Pathway Strategy Network Routes

A3 - 2

Figure A3-1 -Batemans Bay

Figure A3-2 -Batehaven


Network Routes

A3 - 3

Figure A3-3 Sunshine Bay – Surf Beach Routes


Network Routes

A3 - 5

Long Beach Route Street Location Type of Facility

NB1 Northern Beaches Cullendulla Rd Hwy to Blairs Rd Sealed shoulder

Blairs Rd to Maloneys Drive Sealed shoulder

Maloneys Drive Long Beach Rd to Maloneys Creek On-road

Foreshore Reserve Maloneys Creek to Boat Ramp Shared Path

NB2 Long Beach Blairs Rd Long Beach Rd to Sealed Shoulder

to Sandy Place Shared road

Sandy Place Shared road

Foreshore Reserve Beach Rd Shared road

Figure A3-4 Long Beach/Maloneys Beach


Network Routes

A3 - 7

Lilli Pilli – Malua Bay

Route Street Location Type of

Facility

BB1 Bay Coast George Bass Drive Surf Beach to Fairview Dr On-road

Fairview Dr to Mosquito Bay Shared Path

Mosquito Bay to Drainage Reserve opposite Link Rd

Reserve George Bass Drive to Binda St Shared Path

Binda Street Shared road

Noika Ave Shared road

Tallawang Ave Noika to George Bass Drive Footpath

George Bass Drive Tallawang Ave to Kuppa Ave Footpath

Malua Bay Reserve Kuppa Ave to Pyang Ave Shared Path

Pyang Ave Shared road

Illabunda Ave Shared road

George Bass Drive McKenzies Beach to Tomakin On-road

Figure A3-5 Lilli Pilli – Malua Bay


Network Routes

A3 - 9

Tomakin - Broulee Route Street Location Type of Facility

B1 Coast north Foreshore reserve Barlings Beach to Melville Point Road Shared Path

Melville Point Rd to Boat Ramp Shared Path

Jack Buckley Park Boat ramp to Social Club Shared Path

Reserve Social Club to George Bass Drive Shared Path

George Bass Dr Tomakin Rd to Tomaga Bridge Shared Path

Tomaga River

George Bass Dr Tomaga Bridge to Annetts Parade Shared Path

Annetts Parade George Bass Dr to Connells Close

Connells Close

Foreshore Reserve Connells Close to Boat Ramp Shared Path

Headland reserve Boat Ramp to Candalagan Creek Shared Path

Coronation Drive Candlagan Creek to Grant St Shared Path

Grant Street Coronation Drive to McNee St Shared Path

Old Couth Coast Road McNee St to Airport Shared Road

Figure A3-6 Tomakin to Airport


Network Routes

A3 - 11

Moruya Route Location Type of Facility

M1 Gundary Riverside Russ Martin Park to Shore St Shared Path

Shore St River St to Bowling Club/Skatepark Shared Path

Gundary Oval Skatepark to Critereon track Shared path

Critereon track to Campbell St Shared Path

Campbell ST Evans St to Thomas St Shared Path

Thomas St Campbell St to Murray St Shared Path

M2 South Riverside Russ Martin Park to Ford St

Ford St

Highway Ford St to John St

John St Hwy to Bergalia St Shared road

Bergalia St John St to Dwyers Creek Rd On-road

Drainage reserve, etc Cemetery to Albert St Shared Path

Albert St Otton St to High School

Showground Albert St to Golf Course Shared road

Golf Course Showground to Murray St

M3 Myanora South Head Road Hwy to Keightly St Shared Path

Keightly St Shared Path

M4 South Head South Head Drive Keightly St to Halyard Dr Sealed shoulders

Halyard Drive to Charles Moffit Drive Shared Path

Reserve South Head Rd to Albert St Shared Path

Charles Moffit Dr Albert St to Surf Club Shared Path

M5 Airport North Head Drive Hwy to Ford Street Shared Path

Ford St to Bruce Cameron Drive Sealed Shoulders

Bruce Cameron Drive George Bass Drive to Airport Shared road

M6 Moruya North Princes Hwy River to Larry Mountain Rd On-road

Larry Mountain Rd Hwy to Glenduart Grove Sealed Shoulders

Glenduart Grove Larry Mountain Rd to Cemetery Shared road

Foreshore reserve Glenduart Gove to Cemetery to Moruya Shared Path

M7 Moruya West Riverside Shore St to Hospital Shared Path


A3 - 12

C1 Coast South Pedro Point Rd South Head Rd to Congo Creek Shared road

Congo Creek Bridge

Congo Road Congo Creek to Bingi Rd Shared Road

Bingi Rd Congo Rd to Highway On-road


Network Routes

A3 - 13

Figure A3-7 Moruya

Figure A3-8 Moruya East


A3 - 14

Figure A3-9 Congo


Network Routes

A3- 15

Tuross Route Location Type of Facility

TH1 Tuross North Reserve Surf Beach to One Tree Point

Nelson Parade One Tree Point to Allenby Rd

Foreshore reserve Allenby Rd to Anderson Ave Shared Path

Boardwalk

Shared Path

Monash Ave Anderson Ave to reserve Shared Path

Foreshore Reserve Monash Ave to Lake St Shared Path

Lake St Reserve to walkway Shared road

Kyla Oval Lake St to Kyla Park Tennis Courts Shared Path

TH2 Tuross South Surf Beach to Boatshed Foreshore reserve Shared Path

Fig A3-10 Tuross


Network Routes

A3 - 17

Dalmeny - Narooma Route Street Location Type of Facility

D1 Dalmeny North Mort Ave McMillan Ave to Binnalong St Shared Path

Binnalong St to Ruth Place Shared Path

Foreshore Reserve Mort Ave to Mummuga Lake Dr Shared Path

Mummunga Lake Dr Shared road

Drainage reserve Mumunga Lake Dr to Birroul Place Shared Path

Birroul Place Shared road

Reserve Birroul Pl to Hwy Shared Path

D2 Dalmeny South Noble Parade Shopping Centre to McMillan Pde Shared Path

Noble Parade McMillan Parade to Dalmeny Drive On-road

D3 Dalmeny Narooma McMillan Cresc Mort Ave to Mumunga Point Shared Path

Mumunga Point to Ocean Parade Shared Path

Ocean Parade McMillan Cresc to Creswick Cove Shared Path

Headland reserve Creswick Cove to Ocean Parade Shared Path

Ocean Parade Headland Reserve to Dalmeny Drive Shared Path

Dalmeny Drive Ocean Parade to Centenary Dr Shared Path

Centenary Dr Dalmeny Dr to Boat Ramp Shared Path

Boat Ramp to Mill Bay Boardwalk

Foreshore Mill Bay to Bridge Shared Path

N1 Narooma Foreshore Foreshore Reserve Town Wharf to Hwy Shared Path

Riverside Dr Hwy to Quota Park Shared path

Quota Park to Bettini Lane Footpath

Bettini Lane to Lake View Dr Shared Path

Lake View Dr Shared road

Foreshore Reserve Lakeview Dr to Dorothy Dr Shared Path

Dorothy Dr Shared road

Cole Crescent Shared road

Hwy Cole Crescent to Glasshouse Rocks Rd Shared Path

Glasshouse Rocks Rd to High School Shared Path

Glasshouse Rocks Rd Golf Club to Hwy Shared road


A3 - 18

N2 Narooma South Bluewater Dr Town Wharf to Golf Club Footpath

Ballingalla St Golf Club to Surf Beach Access Footpath

Wilcox Ave Surf Beach Access to Hwy Shared Path

N3 Narooma Cross Bluewater Dr Town Wharf to Princes Hwy Shared Path

McMillan Cresc Hwy to Quota Park Shared Path


Network Routes

A3 - 19

Figure A3-11 Dalmeny


A3 - 20

Figure A3-12 Kianga


Work Locations

A3 - 21

Figure A3-13 Narooma


Appendix 4 Catchment Analysis


Catchment Analysis

A4 - 1

South Durras and Benandarah A small community of 300+ urban lots with a significant tourist industry, it also includes two caravan parks and the Murramarang Resort.

Existing Facilities A shared path runs from Durras Oval to Village Road

Identified Deficiencies In accordance with Council‟s direction, a footpath should be provided from Durras Drive to the

local shop, along the route of the bus service. Significant pedestrian access to the beach north of the boat ramp and a connection from

Murramarang Dr to the beach would be advantageous

Comment Primarily a holiday village, traffic volumes within Durras are low and therefore the existing streets are capable of being part of the network.

The community has raised the desire for a continuation of the existing shared path from Village Road to Durras Drive along the foreshore to Durras Lake. This would provide increased cycling and walking opportunities for both residents and visitors.

The roads within the National Park are ideal for off-road cycling. Tourism opportunities exist for cycling holidays based around exploring the National Park. The provision of a cycle connection from the Princes Highway to Durras would provide an alternative connection to North Batemans Bay along the coast through Murramarang National Park from Benandarah which would be in-line with the objectives of the Coastal Cycleway. The provision of on-road facilities along Durras Drive though would require extensive widening works and therefore can only be considered a long-term goal due to the significant costs involved.

The previous Bike Plan identified the need for sealed shoulders along Durras Drive from the Hwy to Durras. This is not achievable in the short-term due to environmental constraints.

The previous footpath strategy identified the need for footpaths in Allambie St. (Banyandah St. to Dilkira St); Banyandah St (Allambie St. to Murramarang Dr); and Corilla St (Banyandah St. to Village Rd). These are still supported with the addition of a footpath in Village Rd.

Eurobodalla Pathway Strategy Catchment Analysis

A4 - 2

Recommendations 1 That the existing shared path be extended to the mouth of Durras Lake

2 That a road crossing be provided at Durras Drive to provide a safe route to the neighbourhood

shopping centre and the sporting facilities

3 Network signage be provided for the existing pathway.

4 A footpath be provided along Village Road, Banyandah and Allenby Street


Catchment Analysis

A4 - 3

Nelligen Existing Facilities No formal cycle facilities exist.

Nil footpaths

Identified Deficiencies No path exists from the bridge to the shop. This is causing surface wear which is a maintenance

concern.

No formal crossing of the Kings Hwy exists for pedestrians crossing between the Caravan Park and the Hotel

Whilst Maisies Lane and Tennis Court Lane are sealed, a pathway through the reserve from the reserve entrance to Clyde Boulevard would be advantageous.

Comment Limited opportunities currently exist for riding or walking through the village or along the river. The foreshore reserve on the west bank is adequate for walking and no improvements are required.

Traffic volumes within the village are such that the existing roads act as appropriate links.

Recommendation 1 A footpath from the end of the Highway bridge to outside the Progress Hall (Wharf Road)

2 A pedestrian refuge or similar be installed between he Caravan Park and the Hotel

3 A path from end of Tennis Court Lane to the Tennis Courts and onto Clyde Boulevard be added to the works list


A4 - 4

Long Beach And Maloneys Beach Existing Facilities Footpaths exist within Long Beach Estate as a result of subdivision development.

Identified Deficiencies A continuing growth area for the Shire, generated from urban expansion and rural 1(c)

development. Apart from footpaths provided at subdivision stage, there are no formal facilities provided.

No footpaving exists in the vicinity of the local shop at Maloneys Beach and should be provided.

Comment Due to the growth in the Long Beach area, the existing footpath networks require connection. AS well a footpath has been identified from Northcove Rd to Beach Road, along Long Beach Road

The Plan of Management for the Long Beach Reserve identifies the upgrading of picnic and related recreational facilities. The provision of walking and cycling facilities in the reserve would be compatible with this. The foreshore reserves at Long Beach and Maloneys Beach provide an ideal opportunity for a community path. In the vicinity of Sandy Place, the path could be located between the dunes and the houses.

The opportunity also exists for a boardwalk or path around the Reed Swamp Nature Reserve. As with Reed Swamp, the linking of the foreshore areas of Maloneys Beach and Murramarang National Park would provide an ideal recreational opportunity.

The previous Bike Plan indicated the need for sealed shoulders between the Highway and Long Beach. This is still required. The previous footpath strategy identified the need for a footpath either side of the local store at Maloneys Beach. This is still required. The linking of Long Beach and Maloneys Beach needs to be undertaken to ensure continuity. It is recognised that the headland between Maloneys Beach and Long Beach is a constraint and that Northcove Drive is of limited width but a combination of off-road and on-road facilities could be provided to provide such a link.

The linking of Long Beach and Surfside by a pedestrian bridge over Cullendulla Creek would open up opportunities for a coastal route from Durras to Batemans Bay utilising existing roads through the National Park and foreshore areas. The construction of such a bridge though would appear to be outside of Council‟s abilities given the significant cost, the depth of water and the clearance required to allow boats to continue to use the waterway.


Catchment Analysis

A4 - 5

Recommendation 1 Widening of Cullendulla Road and Blairs Road to provide widened shoulders for cyclists

2 The provision of on-road and off-road facilities along Nothcove Drive and Long Beach Road

3 The extension of the existing path in Blairs Road along Sandy Place to Long Beach

4 The provision of an shared path from Maloneys Creek to Murramarang National Park through Maloneys Beach Foreshore Reserve

5 Footpaving be provided either side of the Maloneys Store

6 The provision of a shared path around Reed Swamp, including sections of boardwalk as

required.


Catchment Analysis

A4 - 7

North Batemans Bay/Surfside Existing Facilities 1. Pathway from Palana Street to Batemans Bay Public School

2. Pathway along Princes Hwy from Bridge to Kings Hwy roundabout

3. Pathway along Peninsular Drive from Highway to Lincoln Crescent

4. Pathway along Wharf Road from caravan park to Highway

5. NPWS boardwalk at Surfside

Identified Deficiencies There is currently no connection from the Primary School to Batemans Bay

Existing path along Princes Highway is narrow and widening is required to make it more useful

No paved path to the Pre-School at end of The Outlook Road.

Lack of pedestrian/cycling facilities to the lookout at the top of Penthouse Place

The path north from the roundabout ends abruptly at the culvert north of Peninsular Drive and pedestrians from Surfside walk along the hwy shoulder.

Comment The Surfside sports fields provide the only formal public recreation area in the North Batemans Bay

area. As such they would be considered a natural attractor for cyclists and pedestrians as is the adjacent Primary School. With the construction of a pathway from Palana Street to the school, this

has provided access for residents east of Surfside Creek. The network needs to be extended toward

the Highway to encourage walking and cycling to and from Batemans Bay.

Whilst a pathway exists across the creek to Palana Street, no path is available to link the area

directly to the local shops at Surfside and Surfside beach. This could be provided by the construction of from the existing path to Timbara Crescent.

The current pathway between Batemans Bay Public School and the town centre is not satisfactory.

Between Wharf Road and the Kings Hwy roundabout the path is only 1.2m wide and needs to be widened to provide adequate width for operation as a shared route. Due to the steep batters,

widening is not possible currently. By innovative measures, such as light weight retaining walls, this could be done.

Due to the lack of a formal pathway to the school, pedestrians currently walk along the road

shoulders of the Highway north of the roundabout to access the school. The previous strategies identified a path along Wharf Road but a review indicates better alternatives being available. One of

these would be a path through the reserve at the rear of Lincoln Crescent. By the extension of the existing path along Lincoln Crescent then along the access to the sewer pump station and across

the reserve a clear, safe link from the roundabout to the school could be established. The works will need to include a crossing of the creek and limited clearing to make the journey appealing.


A4 - 8

The current alternative is an extension of the path north of Peninsular Drive to the point where people head toward Surfside fields. This needs to be developed in conjunction with a crossing of

the highway to service the “Bay Ridge Estate” currently being developed. The development of this

area will create a significant rise in the use of the existing pathway along the Highway.

A connection from the facilities in Korners Parjk to the „Old Punt‟ boatramp, upstream of the bridge,

should be considered. This could be achieved by a path under the northern abutment of the bridge to allow for passage from Punt Road to the existing path in Wharf Road.

The extension of a path along Wharf Road, although identified in the previous strategies would only

serve future development in Wharf Road and therefore should be provided as part of any development located in Wharf Road.

The development of the pre-school in The Outlook Road has resulted in an increased need for a path along that road, in particular the crossing of the creek. This path will encourage parents to

walk their children to the preschool as well as providing opportunities for primary children within the area to ride to school.

Recommendation 1. Provision of route signage for the network through North Batemans Bay to Surfside

2. Provision of a shard path connecting Timbara Crescent to the existing crossing of Surfside Creek.

3. Extension of the existing footpath north of „Lincoln Downs‟ and across to Surfside Playing Fields

4. Formal crossing facilities of the Princes Hwy north of „Lincoln Downs‟

5. Widening of the existing path along the Princes Highway from Wharf Road to Peninsular Drive

6. Construction of a pathway along Lincoln Crescent and through the reserve at the rear of Lincoln Crescent, to provide a link from Batemans Bay Primary School to Batemans Bay.

7. Provision of a shared path along The Outlook Road


Catchment Analysis

A4 - 9

Batemans Bay Existing Facilities Batemans Bay Cycleway – Murra Mia Walkway to Batehaven along Beach Road Water Gardens boardwalk Footpaths along Clyde St Foreshore link under bridge Murra Mia walkway CBD all footpathed Old Hwy from Museum Pl to South St

Identified Deficiencies No paved connection exists between the CBD and the sporting facilities at McKay Park.

Comment Whilst parts of an identifiable route, the Bay Coast, exists along the Bay foreshore and Beach Road, no network signage exists to make the route identifiable and useable. A review of the area identifies three other routes: Bay Shoreline, Bay South, and Bay North. These need to be identified with route numbering and destination signage to increase usage and improve useability.

The current redevelopment of the Batemans Bay foreshore is the ideal opportunity to improve accessibility along the river. The opportunity for a continuation of the existing pathway under the Bridge around past the Fisheries building and the retirement village should be taken. It would also be desirous to construct a boardwalk through the shoreline mangroves along McLeods Creek, south of Clyde Street to provide people with the opportunity to explore this significant area.

McKay Park is a major attractor for both pedestrians and cyclists with it being the location of the Bowling Club, the Aquatic Centre, a mini-golf centre and the main playing field for the area. A link is required both along Beach Road (west of Vesper Street) and north to the traffic lights at North Street. Any path along the Vesper Street (Highway) between Beach Road and North Street should be a shared path to keep cyclists away from the roadway due to high traffic volumes.

There is no current connection between the CBD and the South Batemans Bay industrial area. The previous strategy identified a link between the Water Gardens and South Street. This should be pursued, as well as further extensions south. This link would provide connection to the adjacent caravan park, the industrial area and onto the Batemans Bay Cemetery.

Between 7 & 9 South Street, an unformed road exists, whilst the land between this road and the extension of Crown Street is in private ownership. As such it currently prevents the development of a path along this natural gully. The obtaining of sufficient land to provide a pathway should be pursued.


A4 - 10

Recommendation 1. Provision of network signage and markings along all identified routes

2. Extension of the foreshore pathway from Orient Street to the Fisheries Shed (Clyde Street

West)

3. Provision of pathways along Beach Road from Vesper Street to the Aquatic Centre and McKay Park

4. Shared pathway along the west side of Vesper Street between Beach Road and North Street

5. Construction of a pathway from Batemans Bay Water Gardens to South Street along the

watercourse.

6. Provision of a footpath from South Street to Batemans Bay Cemetery.

7. Provision of a boardwalk along the edges of McLeods Creek at the rear of Clyde Street to North

Street.


Catchment Analysis

A4 - 11

Batehaven Existing Facilities Beach Road Bike Path

Batehaven CBD footpaths

Identified Deficiencies With the construction of fencing along the median outside the Batemans Bay High School, a

path is required along the eastern side of Glenella Rd from Joes Creek to the traffic lights. No path exists from Glenella Rd to the Pre-school No network signage for existing cycle routes

Comment No network signage exists along the Beach Road pathway therefore limiting the useability of this important asset. Network signage is required to indicate attractors and destinations. The same applies to the bypass route.

A number of requests have been made for a connection of the residential area to the south of Batemans Bay High School to the school. Adequate area is available within the Glenela Road reserve to provide a shared path. A crossing already exists over Joes Creek and such a pathway would integrate with that. The opportunity also exists for an off-road path to be developed between Glenela Road to Berrima St/Angophora Place through the public reserve network. Though steep, the opportunity should be pursued.

Previous requests have been made for a connection from Heron Road to Bavarde Ave. A connection could be made from Heron Road to Gregory Street through a reserve. The priority for this would be low given the little usage that could be expected and the difficulty of terrain but with regard to connectivity, it would provide an extension to the Bay South route.

With the development of the long-day care centre in Melaleuca Crescent, the need has also arisen for a path along Calga Crescent and Melaleuca Dr. Whilst the roadway is probably capable of carrying the demand, the provision of a path would reduce the risk substantially. This would also be in accordance with Council‟s desire to provide paths in the vicinity of these pedestrian attractors.

Glenella Ave, George Bass Drive and Beach Road provide opportunities for on-road facilities at minimal cost. Both Glenelg Drive and George Bass Drive have sealed shoulders that only require logos and signposting.

Linemarking has been previously provided to sections George Bass Drive. By linemarking, logos and signage the section of Beach Road between Batehaven shops and Short Beach Creek could become an extension of the Beach Road cycleway, adding to its attraction.

With the continued development of the Grantham Road area, the need for a pathway to St Bernards Primary School has increased. This should be pursued.


A4 - 12

Recommendation 1. Provision of network signage for the Bay Coast Route (Beach Road Shared path), the Bypass

route, and Catalina Heights

2. Construction of a shared path along Glenella Road from Galga Crescent to Batemans Bay High

School

3. Provision of a footpath along Calga Crescent and Melaleuca Drive

4. Construction of a footpath from Berrima St to Glenella Rd

5. Linemarking of Glenella Road and George Bass Drive to provide an on-road cycleway using the

existing sealed shoulders.

6. Linemarking of Beach Road from Edward Street to Short Beach Creek and Sunshine Bay Road to provide a shared lane either side of Beach Road

7. Provision of footpaving from Grantham Road to St Bernards School

8. Provision of a shared pathway from Heron Road to Gregory Street as an extension of the Bay

South route


Catchment Analysis

A4 - 13

Sunshine Bay/Surf Beach Existing facilities Hume Road cyclepath Footpaths through newer sections of Sunshine Bay, ie Edward Rd, Canning Cresc, Grantham Rd

Identified Deficiencies No footpath exists between Surf Beach Avenue and the neighbourhood shopping centre.

Comment The opportunity exists for the provision of a number of routes through the connection of existing paths and this needs to be pursued, including the provision of network signage to enhance the usage and assist users.

Originally a gravel path, the upgrading of the Hume Road shared path has commenced. This needs to be continued to ensure it attractiveness to both students of Sunshine Bay Public School and other general users. The original gravel surface was difficult to maintain and with time became difficult to distinguish. The upgrading of the first section to a concrete path has dramatically improved the situation and this work needs to be extended as afar as possible. By the extension of this path, a connection can therefore be established through to Surf Beach. This will provide an alternative to the provision of a pathway along Beach Road, providing a safer option for both pedestrians and cyclists.

The reserve behind Sunshine Bay Primary School that Short Beach Creek runs through, provides an opportunity for a shared path allowing the connection of residents to Caseys Beach. The provision of a shared path through this reserve is supported.

With the continued development of George Bass Drive, it is recommended that the existing sealed shoulders on both George Bass Drive and Sunshine Bay Road be marked as an on-road facility. From Cunningham Court, the footpath area is wide enough for the provision of an off-road facility.

Sufficient width exists in Beach Road to be able to provide an on-road cycle facility. For the majority of the section from Short Beach Creek to Surf Beach linemarking exists. This needs to be upgraded to identify the use as an on-road facility. This route would be an alternative to the facility along Hume Road and is envisaged as being used primarily by commuters rather than recreational cyclists and pedestrians.

The reserve at Surf Beach through which Surf Beach Creek runs, is an opportunity for the provision of an off-road shared path. This path would increase walking and cycling opportunities for residents. Currently, this reserve houses the pony club but it is considered that it could accommodate both uses.

The coastal cycleway identifies a route along the coastline between Batemans Bay and Malua Bay, following Beach Road and George Bass Drive. Between Surf Beach Avenue and Newth Place, Beach Road has not been upgraded as in other locations and is only two travelling lanes. Eventually, it will be replaced by George Bass Drive as the main coastal road. There is sufficient width for an off-road


A4 - 14

shared facility on the northern side with the added benefit of the majority of properties not having direct access to George Bass Drive. Therefore it is considered that this facility should be provided.

Recommendation 1. Upgrade Hume Road path to a concrete, shared path from Sunshine Bay to the existing path

Wills Crescent

2. Provision of a footpath along Sunshine Bay Road from Grantham Road to Sunshine Bay Public School

3. Provision of shared bike lanes along the full length of Beach Road, from Sunshine Bay Road to

Surf Beach Avenue

4. Construction of an off-road shared path within the road reserve of Beach Road, between Surf

Beach Avenue and Newth Place

5. Construction of an off-road shared path adjacent to Surf Beach Creek from Tasman Crescent to

Beach Road


Catchment Analysis

A4 - 15

Lilli Pilli - Malua Bay Existing Facilities Footpath adjacent to George Bass Drive from Tallawang Ave to Malua Bay Shops, including

footbridge over Reedy Creek

Footpaths through Sea Breeze Estate and (part of) Sylvan Street

Footpaths in front of Malua Bay shops

Through Malua Bay Reserve to King St

Identified Deficiencies Linking of footpaths provided as part of recent subdivisions Path from The Ridge Road to Malua Bay shops

Comments Significant development has occurred over recent years in the Lilli Pilli to Malua Bay area. Whilst some of the subdivisions, in particular those constructed within the last 3 years, have had footpaths provided, there is no formal connection to the Malua Bay commercial area nor any of the foreshore areas.

There are a number of drainage reserves that would be suitable for the construction of shared routes. Provision should be made for the connection of these areas.

Given the width of the road reserve, the opportunity exists for the construction of an off-road path along George Bass Drive. Except for the section between The Ridge Road and Tallawang Ave, there is sufficient width for a facility on either side. The best opportunity would be on the western side, utilising the existing service roads, where the route would be a shared road facility. At Currel Close, there would need to be alternative arrangements. An alternative route could be developed along the drainage reserve then along Binda, Noika and Tallawang, which would be shared roads. Though steep due to the ridge, there is no alternative at easier grades.

Despite the footbridge at Reedy Creek being narrow, there is not sufficient demand to replace this structure at this time.

To assist those from the areas west of George Bass Drive, the possibility of a crossing facility should be investigated. This would allow the drainage reserves either side of George Bass Drive to be utilised for the provision of pathways.

Whilst recent developments have provided a footpath for part of Sylvan Street, no facility exists between George Bass Drive and the Bowling Club. In conjunction with this, un upgraded crossing of George Bass Drive should be provided.

To the south of Sylvan Street, the opportunity exists to provide a path through a number of drainage reserves, including that from Morwong Street to Sylvan Street.

The recent construction of a path through the Malua Bay Reserve to King Street will have significant benefits for the local community, as well as being potentially an alternative route for the coastal


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cycleway. Whilst the road network in this area will suffice, the opportunity should be taken to develop a path through the headland reserve from Pyang Avenue to Illabunda Dr. This would be a

scenic attraction and would be in harmony with the Coastal Cycleway concept.

Between Malua Bay and Rosedale, George Bass Drive has been constructed with sealed shoulders. The linemarking of these will provide an on-road cycle facilities that is part of the overall network.

Recommendation 1. Provision of a shared path from Lilli Pilli Estate to Malua Bay along George Bass Drive, Binda,

Noika and Tallawang Ave

2. Crossings of George Bass Drive at the drainage reserves

3. Shared path through Lilli Pilli Estate utilising the drainage reserve adjacent to Eloura Close

4. Shared path through the reserve behind Bundarra Circuit.

5. Shared path through reserve from Morong to Sylvan St

6. Crossing of George Bass Drive at Sylvan Street

7. Footpath in Sylvan Street from George Bass Drive to the Bowling Club

8. Shared path through headland reserve from Pyang Ave to McKenzies Beack

9. On-road facility from Malua Bay to Tomakin using widened shoulders and linemarking


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Mogo Existing Facilities Pathway along Highway from Bateman Ave to Tomakin Rd to Public School

Identified Needs Nil

Comment Whilst the previous footpath strategy identified a number of footpaths throughout Mogo, the significant foot traffic is tourist and shoppers along the main street. Therefore there is seen to be little need for the additional works proposed.

School children currently cross the Highway at a controlled crossing

Recommendation Nil


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Tomakin, Mossy Point and Broulee Existing Facilities Broulee cyclepath

Footpaths along Train St and Cambridge Ave serving Broulee Primary School

Old South Coast Road – gravel road to Airport environs

Sealed shoulders along George Bass Drive

Identified Deficiencies No link from Tomakin to Broulee

Tomaga Bridge is a constriction point

Comment The footpath proposed in the previous strategy for Ainslie Parade between George Bass Drive and Sunpatch Parade is not considered necessary due to the limited pedestrian traffic. A path is required though from Sunpatch Parade to Forest Parade for safety reasons due to limited sight distance over the crest.

Given the location of the Social Club and the future development of Barlings Beach Estate, a path through the reserve between Ainslie Parade and Sunpatch Avenue should be considered for future works.

As there is significant foreshore reserve along Tomakin Beach and the Tomaga River, the opportunity exists for the provision of a shared route through these reserves.

The community have expressed a strong desire for a path along George Bass Drive to link Tomakin and Broulee. There are a number of constrictions to this proposal.

The area adjacent to George Bass Drive from Tomakin Road to the Tomaga River is environmentally sensitive. Opportunities exist for the development of an acceptable solution and these need to be investigated. Environmental assessment of any proposal needs to be undertaken as soon as possible to determine if a path in this location is feasible.

The pedestrian section of the bridge over the Tomaga River has restricted width and access is dangerous for cyclists. The widening of the walkway on the downstream side needs to be undertaken to assist in the development of a safe route between Tomakin and Broulee.

Development proposals for the land between the Tomaga River and Annetts Parade at Mossy Point, on the eastern side of George Bass Drive, will provide opportunities for the development of a route off George Bass Drive.

Numerous discussions have been held with the community over the section between George Bass Drive and Candlagan Creek. The community has a desire for a footpath along Ainslie Parade, whilst it is considered that the wider community would be better served by a scenic route along the river, through the reserve. Till this is resolved, the construction of a shared path from the end of Connells


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Close to Annetts Parade East would open up this scenic option and provide an alternative route to Annetts Parade and River Road.

The development of a shared path around Mossy Point headland would assist the people who

currently use this reserve. Unfortunately, the route is not easily accessible in one section and a solution would need to be developed to allow this path to connect to the reserve at Candlagan

Creek.

With the undertaking of these improvements, the opportunity exists for the provision of an

integrated route from Barlings Beach to North Head (Moruya Airport). This will have significant

benefits for both residents and tourists. It will require the provision of route signposting to assists users.

A connection from the Broulee Surf Club to the Broulee Shared path will provide linkage for the many young users who ride or walk to this recreation venue.

As well as this scenic route the provision of sealed shoulders on Tomakin Road, Broulee Road and George Bass Drive will provide an alternative for sports and commuting cyclists.

Recommendations 1. Provision of route signage to assist current usage of the route from Barlings Beach to North

Head.

2. Provision of a shared path along Heath Street from Grant Street to the Surf Club

3. Construction of shared path along Grant Street from Heath Street to McNee Ave

4. Widen footpath section of Tomaga River bridge and provision of a barrier between vehicles and

the footway to allow safe passage for both pedestrians and cyclists.

5. Linemarking and signposting of George Bass Drive to create on-road cycle facilities

6. Provision of a shared path through the foreshore reserves from Barlings Beach to Sunpatch Parade at the Social Club

7. Provision of a shared path through the foreshore reserves from Sunpatch Parade to the Mossy Point Boat Ramp

8. Provision of a shared pathway around the headland reserve from Mossy Point Boat Ramp to

Candlagan Creek


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North Head Existing Facilities Sealed shoulders (part)

Identified Deficiencies Currently, the Old South Coast Road finishes at the northern end of the Airport, therefore breaking the existing link from Broulee.

Comment The construction of a path along the eastern boundary of the airport would go a long way toward the development of the Broulee to Moruya route. This should be provided.

The previous bike plan proposed the use of Bruce Cameron Drive as a shared zone. Whilst the traffic is very low for most of the year, during peak times there would be considerable conflicts. It is considered more appropriate to provide a separate off-road shared path in the long-term though appropriate signage may suffice in the short-term.

The future realignment of North Head Drive at the Quarry will provide a great opportunity for an off-road shared facility using the discarded road reserve between Quarry Wharf and Malabar Weir. It is recognised that this will not occur in the planning horizon of this strategy.

Recommendation 1. Provision of network and route signage along existing sections of the network

2. Provision of sealed shoulders by linemarking and symbols along North Head Drive.

3. Construction of a (gravel) path along shore side of Airport to link Old Coast Road and Bruce Cameron Drive

4. Information/Warning signs be provided along Bruce Cameron Drive advising drivers of cyclists.


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Moruya Existing Facilities CBD paved

TAFE to Hospital path

Paths in vicinity of schools

Gundary Oval Criterion Track

North Head Dr – sealed shoulders

South Head Rd – sealed shoulders

Gravel path through Golf Club

Footpath west in Campbell St to Hawdons Rd

Identified Deficiencies No connection exists between the existing path in Shore Street and the Bowling Club and the

skate park No connection to recreation and cultural sites around the outskirts of Moruya such as Yaragee

Reserve and the Cemetery A number of missing sections exist (eg Murray St between Page St and the Public School)

Comment Moruya is a regional centre and as such the immediate population does not play a significant part in the provision of facilities. In fact, Moruya currently has an extensive sporting and recreational infrastructure which serves both residents and the region. Analysis of the existing network has identified a number of opportunities for further development.

The existing path along the riverside from Moruya Hospital to Russ Martin Park is an example of a facility that provides tourism opportunities as well as being a recognised health initiative. The marking of distances and promotion of the benefits of walking through signage encourages its use by people throughout the day. The recent extension of the pathway out to Moruya TAFE has enable the integration of the path into a transport route as well as a health initiative. Opportunities have been identified for other pathways that will provide similar opportunities

To increase tourism opportunities, especially the heritage aspects of Moruya, a network of paths should be developed to sites on the outskirts of town. Sites include Yaragee Reserve, Glenduart Cemetery, Moruya Cemetery and Quarry Wharf. These can be generally achieved by the provision of shared pathways through existing road reserves or public reserve.

An extension of the existing path through Moruya Hospital should be pursued as this will enable the provision of an integrated path from the CBD out to Yaragee, using existing crown roads from the end of River Street (west).


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The opportunity exists for the use of the drainage reserves and roadways that Racecourse Creek runs along to provide a relatively flat pathway to Moruya Cemetery. Given the historical nature of Moruya and the pioneer aspect of the Cemetery, this would have strong tourism support as well as providing alternative transport options for those in the south-east sector of Moruya. Proposals for the further development in the Dwyers Creek Rd area, provides Council with the opportunity to encourage the provision of an integrated network by the developers of the locality. Any pathway would be beneficial to not only tourists, but also students of the adjacent High School.

Bergalia Street is the ideal opportunity for the provision of an on-road facility. With relatively low traffic volumes, linemarking can provide a connection from the existing TAFE pathway to the south-west of Moruya, connecting to the proposed route along Racecourse Creek, thereby providing an integrated network.

The previous Bike Plan identified that on-road facilities should be provided along Larrys Mountain Road and North Head Drive. These will open up routes to Glenduart Cemetery and the Quarry Wharf/North Head precincts.

To enable an identifiable circuit, the proposal in the Draft Moruya River Estuary Management Plan for a path along the northern riverbank between Moruya and Glenduart should also be supported.

The provision of a route to North Moruya Industrial area has some merit though it is envisaged that usage would be low.

There has been recent requests for linking pathways across Gundary Oval. This is supported, together with the establishment of a link from the existing riverside walk to the Skate Park and onto the criterion track within Gundary Oval.

The community has expressed a commitment to the connection of South Head with Moruya. Whilst this can be achieved along South Head Road by the use of on-road cycle facilities, this would not be appropriate for pedestrians. A more pleasing alternative would be a scenic route along the Moruya River. Unfortunately, whilst there are some crown roads that could be used, some of the preferred route is in private ownership. As well there would need to be significant amount of boardwalk constructed across environmentally sensitive areas. It is considered appropriate that this option still be pursued.

Recent reconstruction of North Head Drive and South Head Road have provided the basis for the provision of off-road facilities. Both of these would be relatively easy options for the development of parts of the NSW Coastal Cycleway.

When South Head Road was reconstructed from the Princes Highway to Racecourse Creek, earthworks were undertaken for the provision of a shared path along the northern side of the road. This should be completed as an extension of the TAFE route.

Whilst many of the paths identified in the previous footpath strategy are still warranted, a number are now considered unwarranted. These are: Foreman Street Church St footpath Shore St

There appears to be no significant need for a path in Page St between Church St and Campbell Street as a path already exists on the eastern side. It would be beneficial though, to have a path


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across the frontage of St Johns in Page Street to assist in improving the amenity of the locality.

The previous plan does not identify which side of Vulcan Street (Campbell to Murray) is required. As

a path has since been constructed on the west side, the assumption is that the proposal is for the

east side alongside the Golf course. This has been previously requested in Management Plan submissions. It is considered a lower priority than other projects.

Recommendation 1. Provision of network signage and route markings for each of the identified routes around

Moruya

2. Completion of the provision of footpaths within the CBD to the level of a footpath on one-side

at least.

3. Provision of a shared path along South Head Rd from Princes Hwy to the end of the residential

area and then sealed shoulders thereafter

4. Provision of a link from the Riverside Pathway at Shore Street across Gundary Oval to Campbell

St and Thomas Street, via the Skate Park and the Criterion track

5. Interconnect of the TAFE path and Dwyers Creek area by an on-road facility along Bergalia St

6. Develop an integrated pathway to the Moruya Cemetery and the Dwyers Creek area, generally

following Racecourse Creek

7. Development of a route to Glenduart Reserve along Larry Mountain Rd, Glendaurt Grove to the

Cemetery and returning along the northern shoreline of Moruya River

8. Extension of Riverside Path through the Hospital and onto Yaragee Reserve.


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South Head - Congo Existing Facilities South Head Cycleway

Sealed shoulders on South Head Road

Identified Deficiencies No route signage Route from Moruya to South Head incomplete

Comment Whilst there exists a considerable length of pathway along South Head Road, no route signage exists. The provision of this signage would assist considerably in the growing usage of this valuable asset.

As noted for Moruya, the long-term desire is to connect South Head with Moruya by a combination of shared paths and boardwalks along the river. This should be pursued. In the interim, opportunities should be taken to provide on-road facilities as the rural sections of South Head Road are reconstructed by the provision of linemarking and signage.

The coastal road south to Congo provides an excellent opportunity. By the provision of a footbridge over Congo Creek, as previously recommended, a route can be established to Bergalia using existing, low volume roads

Recommendation 1. That the existing shared path be continued along South Head Road as reconstruction occurs to

Halyard Drive 2. That a footbridge be provided over Congo Creek


Catchment Analysis

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Tuross Head Existing Facilities Tuross cycleway Around shopping centre

Identified Deficiencies A linking of the two shared pathways.

Comment The construction of the Tuross Community Path can be considered a prime example of a community development. The final link from the Golf Course to Anderson Avenue should be completed as soon as possible to enable a continuous sealed pathway.

No route or network signage exists along the existing pathway. This is considered important. As well distance should be indicated along the route to assist those using the path for health related reasons.

As the current project is nearing completion, the Progress Association has indicated that it would like to extend the pathway the other way, around the foreshore to Lavender Point. This is considered a good long-term proposal though there will be sensitive areas of filling required, especially opposite Jellicoe Parade.

The proposals for footpaths along Allenby Parade, Hector McWilliam Dr, Hawkins Dr and Craddock Rd are considered not necessary given the low volume of foot traffic in comparison to other centres.

Recommendations 1. Provision of route and network marking

2. Completion of the Tuross cyclepath between the Golf Course and Anderson Avenue through the foreshore reserve

3. Extension of the existing pathway southwards to Lavender Point.


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Bodalla, Potato Point Existing Facilities Path from Potato Point Road north to Laidley Ave Existing (narrow) path from Eurobodalla Rd north Potato Point Rd from Highway to opposite the school

Identified Deficiencies No path from Potato Point Road to Bodalla Oval

Missing link from Laidley Ave to Eurobodalla Rd

No formal crossing point from Bus interchange to Bodalla Public School

Comment The original proposal for the Coastal Cycleway consisted of an on-road facility through Bodalla. Funding was successful in the first year of the scheme for the extension of the proposed footpath to Laidley Ave. This was done but to improve the provision of facilities this should be widened to a shared path. A further extension should be provided back to the village centre.

Recently, improvements were undertaken outside the fire station, including the construction of a path for the width of the property. With the construction of this path, an appropriate crossing of the highway is required.

Whilst there has been no identified need for a path from town to Bodalla Oval, this would have significant benefits as all access is currently by vehicle. Additionally, as the route is on the Coastal Cycleway, the opportunity may arise for contributory funding as would be for a path connecting the Old Post Office, St Thomas‟ (Anglican Church) and the (old) Big Cheese.

Recommendation 1. Completion of facilities previously identified but as shared paths

2. Upgrading of the existing path between Potato Point Rd and Laidley Ave to a shared path.

3. Path from Potato Point Road to Bodalla Oval.

4. Construction of a controlled crossing of the Princes Highway in the vicinity of Eurobodalla Road.


Catchment Analysis

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Dalmeny and Kianga Existing Facilities Dalmeny cycleway Noble Parade from shops to retirement villages McMillan Cresc Kianga beach access Centenary Drive – mixture of concrete and asphalt

Identified Deficiencies Nil

Comment The Dalmeny to Narooma Cyclepath is progressing well, providing cycling and walking opportunities along the coastline. Unfortunately no route or network identification exists. This should be provided to enable better usage of the facility.

Whilst the Coastal Cycleway proposed an on-road facility along the Princes Highway from Bodalla to Mort Ave, the opportunity exists for the provision of an safer off-road facility by re-routing the route through reserve located between Birroul Place and the Highway. This would then provide a more level connection through relatively quite urban roads to Mort Ave. In the longer-term, the provision of a path through existing reserve to Mumunga Lake and around the lake to Mort Ave should be provided.

At Kianga, opportunity exists to provide a path up the drainage reserve north of Dalmeny Drive, near the intersection of Centenary Drive. This should be undertaken as the area develops by the developers of any future subdivisions.

Recommendation 1. Provision of network and route signage along the Dalmeny - Narooma Path

2. Completion of the Dalmeny-Narooma shared path

3. Construction of a shared route through the reserve adjacent to Birroul Place and then toward Mumunga Lake and onto Mort Avenue.

4. Provision of an on-road facility from McMillan Crescent to Dalmeny Drive/Ocean Parade.

5. Construction of an off-road facility through the drainage reserve adjacent to Dalmeny Drive, near Centenary Drive


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Narooma Existing Facilities Narooma Boardwalk Shared path from bridge to Narooma Wharf along foreshore Footpath along Bluewater Drive to Golf Club and then along Ballingalla Street to Surf Beach

access Riverside Drive from Bridge to Quota Park High School link Footpaths within CBD

Identified Deficiencies Whilst access to the Water Crescent area has been improved, difficulties still exist in crossing the

highway in the vicinity of Riverview Cresc.

Connection of the existing Centenary Drive shared path and the Narooma Boardwalk

No formal crossing of the Hwy along the Narooma Flat to allow access between the Community Centre and the foreshore

No formal crossing to link Riverside Drive and foreshore path

Nor route identification

Comment No network or route signage currently exists. This should be actively pursued to provide better information for current and future users of the network. With the construction of the Narooma boardwalk, an extensive and significant walking/cycling network has been developed. This should be built upon, given the significant role that tourism plays in the Narooma economy.

Whilst the boardwalk provides connectivity from Apex Park and the beach at Wagonga Inlet entrance, the connection north to Kianga is missing. This is partly due to the need to cross environmentally sensitive areas. Whilst the community is committed to the construction of the Kianga to Dalmeny section, preliminary works should be commenced on the development of the final section along Centenary Drive.

As noted above, no adequate crossing of the highway exists at Riverview Crescent. It is considered that an connection under the Bridge adjacent to the northern abutment be investigated to provide safe crossing of the highway.

Council‟s forward plans include the future redevelopment of the Narooma Pool and the intersection of the Highway and Bluewater Drive. Both of these should make allowances for cyclists, in particular any redevelopment of the aquatic centre as it is a significant attractor for cycle traffic. It has been proposed that a connection through the Golf Course from Ballingalla St to Glass House Rocks Road be constructed using existing paths and bridges. This would provide a route to the


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southern outskirts of town at more appropriate grades than along Wilcox Avenue. It is recommended that negotiations commence to identify the issues involved and allow this to happen.

The development of an on-road facility between Glass Rocks Road and The Old Highway will open

opportunities for the use of those roads for scenic riding. Given the width of the road reserve, a better option would be an off-road shared facility. This needs to be investigated.

The proposal for a path along Wilcox Ave should still be considered in the long term.

The connection of the path to Fosters Bay and the path adjacent to the Aquatic Centre should be

pursued as this will increase the useability of both of these routes.

Recommendations 1. Completion of the Kianga – North Narooma link

2. Provision of a cross-town connection from Fosters Bay to the Town Wharf.

3. Development of a link under the Narooma Bridge between Centenary Drive and Riverview Road.

4. Provision of a connection between the access to the Surf Beach and Glass Rocks Road through the Narooma Golf Club


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Mystery Bay, Tilba and Akolee

Existing Facilities Footpath along Bate Street through Central Tilba village

Identified Deficiencies Nil

Comment Apart from a safe walking route between Central Tilba and the local school, there is little other local needs.

Corkhill Drive offers an alternative to the Princes Hwy for cyclists. Unfortunately it is narrow, undulating and comprised of numerous tight curves. There is no scope for the provision of any on-road facility nor is the landscape capable of accommodating an off-road path. The community has prepared plans for a raised facility, though the cost of this is significantly greater than for normal paths and cannot be justified on predicted usage levels.

Recommendations Nil

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