Draft Local Bicycle Plan - Town of Mosman Park

Town of Mosman Park Draft Local Bicycle Plan

Project Number: CEP02058

April 2011 Prepared for Town of Mosman Park


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Cardno (Qld) Pty Ltd Trading as Cardno Eppell Olsen

ABN 57 051 074 992

2 Bagot Road Subiaco WA 6008

PO Box 155 SUBIACO WA 6904

Telephone: 08 9273 3888 Facsimile: 08 9381 3831

[email protected]

www.cardno.com.au/eo

Document Control: CEP02058 Town of Mosman Park Local Bicycle Plan

Version Date Author Reviewer Name Initials Name Initials

DRAFT 15 April 2011 Sam Laybutt SL Jacob Martin Ray Cook

JM RJC

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


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TABLE OF CONTENTS

EXECUTIVE SUMMARY V

1 INTRODUCTION AND PROJECT INCEPTION HEADING 1 1.1 PROJECT METHODOLOGY 1 1.2 LOCAL FOCUS 5 1.3 REGIONAL FOCUS 5 1.4 CYCLIST CATEGORIES 5

2 BICYCLE PLANNING AND POLICY CONTEXT 7 2.1 METROPOLITAN TRANSPORT STRATEGY (1996) 7 2.2 BIKE AHEAD: BICYCLE STRATEGY FOR THE 21ST CENTURY (1996) 7

3 BICYCLE INFRASTRUCTURE DESIGN CONTEXT 9 3.1 MAIN ROADS WA CYCLING INFRASTRUCTURE POLICY (2000) 9 3.2 AUSTROADS GUIDELINES FOR TRAFFIC ENGINEERING PRACTICE (1999) 10

4 INFRASTRUCTURE AUDIT AND DATA COLLECTION 16 4.1 METHODOLOGY 16

5 OPPORTUNITIES AND CONSTRAINTS 17 5.1 GAPS 17 5.2 OPPORTUNITIES AND CONSTRAINTS 21

6 CONSULTATION PROCESS 34 6.1 STAKEHOLDER CONSULTATION 34 6.2 COMMUNITY SURVEY METHODOLOGY 34 6.3 SURVEY RESULTS 35 6.4 SCHOOL STUDENT SURVEY METHODOLOGY 39

7 FRAMEWORK AND IMPLEMENTATION ACTION PLAN 43 7.1 BICYCLE NETWORK PLAN 43 7.2 CAPITAL WORKS 45 7.3 REMEDIAL WORKS 50 7.4 PATH DESIGNATIONS 52 7.5 MAINTENANCE REQUIREMENTS 54 7.6 FUNDING 54 7.7 CYCLING PROMOTION 55 7.8 LOCAL BICYCLE PLAN REVIEW 55

8 SUMMARY AND CONCLUSIONS 56


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TABLES:

Table 1 Capital Works Projects Table 2 Remedial Works FIGURES:

Figure 1 Project Methodology Figure 2 Study Area Figure 3 Shared Path Guidelines Figure 4 Wide Kerbside Lane Guideline Figure 5 Cycle Lane Guidelines Figure 6 Warning Signage Figure 7 Guidance Signage Figure 8 Regulatory Signage Figure 9 Grab rail installed in incorrect location – Harvey Street Figure 10 View of Glyde Street – West towards Stirling Highway Figure 11 McCabe Street footpath showing sand encroachment Figure 12 Victoria Street Station Level Crossing Figure 13 Mosman Park Station Ramp Access Figure 14 Example of a ‘learn to ride’ facility Figure 15 Example of wayfinding signage Figure 16 Cycling Frequency by Survey Respondents Figure 17 Primary Cycling Trip Purpose by Survey Respondents Figure 18 Map of Respondents’ Nominated Routes Figure 19 School Survey Respondents by Age Group Figure 20 Frequency of cycling by survey respondent Figure 21 Trip purpose by survey respondent Figure 22 Riding company by survey respondent Figure 23 Frequency of riding to school by survey respondents who do ride to school Figure 24 Mosman Park Local Bicycle Plan Network Figure 25 Map of Shared Path Designations APPENDICES:

Appendix A Survey Questionnaire Appendix B School Survey Questionnaire


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EXECUTIVE SUMMARY

Cardno Eppell Olsen (Cardno) has been retained by the Town of Mosman Park to develop a local bicycle plan that improves the efficiency and effectiveness of the existing bicycle network and enhances bicycle facilities for all users. The proposed plan has been designed to be ambitious in scope; not merely improving the existing path network but greatly expanding on and off-street routes to create a high quality, safe and attractive environment for cycling through the Town. In order to achieve this, an audit of the existing road and pedestrian path networks has been completed by performing a visual inspection of paths along the current and proposed Bicycle Network routes, and on the primary road network in the Town of Mosman Park. The results of this audit have been collated and are presented herein.

The audit information has been utilised to determine the scope for future upgrades to the cycle network which includes consideration for future road upgrades and strategic bicycle path planning. Key local activity nodes (schools, recreation centres, parks, shopping etc.) were identified in order to determine the most suitable locations or potential cycle routes in the Town.

Cyclists were disaggregated into three groups (casual, commuter and recreational) and identified as having differing confidence levels, and consequently different needs regarding protection from general traffic and route speed. A cycle network was developed to meet the needs of each of these groups as far as practical. The key design ethos has been to provide a two-tier network of on-street and off-street routes. Each network is interconnected and continuous and no off-street cyclist should be forced onto the road in order to continue along the network. The on-street facilities are complementary, provided where the volume of more confident cyclists is higher to allow some priority over traffic and generally higher speeds than those safely attainable on shared user paths. Careful consideration has been given to cross-boundary linkages with neighbouring LGAs to ensure that the Mosman Park cycle network forms part of a seamlessly integrated, metropolitan-wide network.

A series of maps has been created which provide information on the existing and proposed future bicycle network. The majority of key activity nodes within the Town are proposed to be connected by legible, off-street paths, thereby reducing the need for less experienced cyclists to use the road network. This represents a higher standard of infrastructure. Infrastructure improvements to the existing on-street and off-street path network have been summarised including an estimate of the costs and priorities associated with the construction of each link.

Data compiled during the infrastructure audit identified some key constraints in the existing road and path infrastructure and, where these constraints could materially impact upon the proposed bicycle network, remedial actions have been recommended. This ensures a consistent, high quality experience for users. Identified constraints are highlighted in graphical form with information tabulated for individual links.

Promotional opportunities have been identified to increase the bicycle mode share amongst the Town’s resident population. Recommendations include circulation of cycling maps to schools and businesses, education programs for cycling safety in schools, and consideration for promotional events that can be used to support cycling through the Town. Policy measures have also been suggested, including recommendations for bicycle end-of-trip facilities.

The existing pedestrian path network was observed to be of mixed quality, with many paths consisting of concrete pavers. However, given the relatively small size of the LGA, the measures required to improve the casual path network to the desired standard are relatively minor.


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Throughout the preparation of the bicycle network, careful consideration has been given to the need to balance the need for greater cycling facilities, impacts on parking and road space allocation, and Council’s limited budget. The network in its final form provides an appropriate balance between these constraints, whilst encouraging future investment in cycling should further funding allow. It is noted that substantial improvements to cycling infrastructure within Mosman Park can be achieved without financial input from Council through state-controlled projects involving Stirling Highway and the railway reserve and these should be encouraged.

Conscious of the limited funds available, the Implementation Action Plan has been devised to fix existing problem spots to deliver the most significant benefits to less experienced cyclists as early as possible. It is anticipated that this will assist in growing a culture of cycling and encourage new cyclists, therefore creating higher demand for cycling funding in the future. Moreover, the majority of streets within the LGA are generally suitable for experienced cyclists riding in mixed traffic.


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1 INTRODUCTION AND PROJECT INCEPTION HEADING

1.1 PROJECT METHODOLOGY

The Town of Mosman Park commissioned Cardno Eppell Olsen (Cardno) to prepare a Local Bicycle Plan. The Plan includes a planning and action plan framework identifying opportunities and constraints associated with the existing infrastructure network and proposed expansion of this network in the future. The proposed framework is complemented by a detailed implementation program and associated order of magnitude cost estimates.

Cardno has undertaken the development of the Mosman Park Local Bicycle Plan based upon the methodology shown in Figure 1. Through the course of the project, improved cycling infrastructure opportunities have been identified for the Town. Recommendations on the preferred framework to address these infrastructure opportunities have been explored in the context of future planning.

Figure 1 Project Methodology

The following is a brief synopsis of the steps involved in delivering the Mosman Park Bike Plan.

STUDY AREA FAMILIARISATION AND EVALUATION

STAKEHOLDER ENGAGEMENT AND AUDIT

NETWORK PLANNING

INFRASTRUCTURE ASSESSMENT AND PRIORITISATION

COMMUNITY FORUMS

DOCUMENTATION / POLICY PREPARATION



1.1.1 Study Area Familiarisation and Evaluation

The study area for the Bike Plan consists of the Town of Mosman Park local government area, and is shown in Figure 2.

Figure 2 Study Area

An accurate understanding of the operation and effectiveness of the existing bicycle network is paramount to evaluate and assess opportunities and constraints. To fully appreciate the functionality of the existing bicycle network, Cardno has conducted meetings with Town of Mosman Park representatives to understand key areas of concern, existing policies and to discuss broader strategies to encourage greater cycling mode share. The outcomes of these discussions have been used to inform the primary direction and focus of the study.

Key cycling trip attractors within the study area have been identified, with assessment of likely user types and infrastructure best suited to these cyclists discussed in Chapter 1.4. A comprehensive saddle survey (survey conducted by bicycle) of existing infrastructure has been undertaken to understand provision, connections and condition.



This survey identified existing infrastructure deficiencies as well as opportunities and constraints associated with potential cycling improvements in and around the Town, focusing on existing bicycle routes and potential future bicycle routes.

1.1.2 Stakeholder Engagement and Audit

In order to maximise community input into the proposed cycling network, extensive stakeholder consultation has been undertaken to enable interested parties to voice their concerns, ideas, identify opportunities and constraints. Consultation has been completed in three stages:

Initiation and directions meeting with Town of Mosman Park officers before and after network evaluation and route planning studies;

Stakeholder consultation with local government, community groups and regional representatives following initial network evaluation and route assessment tasks; and

Direct community engagement through dissemination of a survey questionnaire distributed at public activity generators, on the Town’s website and through cycling advocacy groups (e.g. BWA). A community forum was also held to allow interested persons to provide input into the development of the draft network.

Through this consultation process, Cardno has conducted meetings with local representatives of:

Town of Mosman Park planning and engineering officers; Main Roads WA; and Department of Transport (BikeWest).

In addition to stakeholder discussions with specific community groups, Cardno developed a questionnaire for distribution to the local community. This survey instrument has been tailored to determine community attitudes and perceptions regarding the existing infrastructure, its effectiveness and quality to assist in improving and expanding local bicycle infrastructure. The survey questionnaire was distributed to key stakeholders via email, posted on the Town of Mosman Park’s website and distributed at major public trip generators including libraries and Council offices to capture the widest range of existing and potential cyclists.

Each school within the LGA was also contacted multiple times to provide input into the study. Only Saint Hilda’s Junior School responded to the community survey and the school-specific survey; no other schools responded. Further details regarding the school specific surveys are provided in Chapter 6.4.

The survey instrument designed by Cardno and approved for distribution by the Town of Mosman Park is documented in Appendix A.

1.1.3 Network Planning

A review of existing cycle and planning background documentation has been undertaken including the Perth Bicycle Network (PBN) maps. These documents were reviewed to consider linkages across the LGA boundary.



A bicycle network plan has been prepared based on a two-tier hierarchy of on-street and off-street facilities. In order to facilitate student cycling to the large number of schools within Mosman Park, the off-street facilities have been designed as low-speed routes suitable for beginner cyclists. More confident cyclists are encouraged to utilise the relatively low-trafficked roads and some dedicated on-street facilities have been proposed where feasible.

The Town of Mosman Park shares boundaries with the adjacent local governments of Fremantle, Cottesloe and Peppermint Grove. In order to maximise the effectiveness of the proposed bicycle network, connections between proposed infrastructure in the Town and attractors in the adjacent LGAs have been considered. This will ensure that the Mosman Park cycling network is seamlessly integrated into the wider Perth network.

Consultation throughout the network planning process has enabled local stakeholders to inform the proposed bicycle network, based upon local knowledge and existing and desired route choice.

1.1.4 Infrastructure Assessment and Prioritisation

A schedule of recommended bicycle infrastructure improvements has been developed using information derived from the questionnaire and saddle survey observations. This schedule includes specific priorities for infrastructure types and locations with an indication of potential constraints which may require additional investigation, detailed design or assessment. In addition to the network itself, end-of-trip facilities have also been considered, with existing facilities and policies assessed for sufficiency.

Deficiencies in the existing bicycle network have been identified, with a schedule of remedial actions proposed to improve the operational safety and attractiveness for bicycle infrastructure in the Town. Ongoing maintenance works have been identified, with suggestions for modifications to existing regular maintenance schedules to mitigate recurring issues.

An order of magnitude cost schedule has been prepared for infrastructure upgrades, with estimates based upon industry construction unit rates sourced from existing data.

Priorities for implementation of works will be proposed which will incorporate a multi-criteria evaluation based upon usage characteristics, planned road pavement and footpath infrastructure improvements, costs of implementation and the condition of existing infrastructure input variables. The proposed infrastructure improvements will be prioritised through to a 5-year horizon for gradual implementation. Longer term triggers that will require future infrastructure have also been identified

The implementation framework and action plan in Chapter 7 proposes the infrastructure improvements, maintenance requirements, cost estimates and priorities.



1.2 LOCAL FOCUS

Mosman Park is a relatively small Local Government Area (LGA) located 14km southwest of Perth and has a residential population of approximately 9,300. Within the Town boundaries reside a number of public and private schools, representing a significant potential demand for casual cycling, although the prestige or specialisation of some of these schools attract students from all over Perth. The nearest significant town centres are located at Cottesloe and Claremont, which are both comfortable rides from most parts of the LGA.

Cycling mode share is relatively low in Mosman Park, despite the ease of connections to the Fremantle Train Line PSP, large student population and generally short distance-to-work. According to the Australian Bureau of Statistics (ABS), 1.3% of residents cycled to work in 2006, slightly higher than the Metropolitan average of 1.0%.

1.3 REGIONAL FOCUS

Mosman Park forms part of a complex metropolitan area consisting primarily of residential and education land uses. As such, the majority of trips cross LGA boundaries into neighbouring LGAs and the wider metropolitan area.

For this reason, planning the Mosman Park cycle network has included extensive consideration of regional travel patterns, co-ordination of links into neighbouring LGAs and integration with the Perth Bicycle Network.

1.4 CYCLIST CATEGORIES

Bicycle mode choice is dependent upon a number of factors including population demographics, topography of the region, weather effects and available cycling infrastructure. Cycling is increasingly becoming a viable alternative to other transport modes for all purposes, with increases in commuting, recreational and other general purpose trips for all ages. However, cycling infrastructure must be provided to facilitate cycling activities by all. For this reason, infrastructure should be designed to cater for the requirements of a number of types of cyclist. For the purposes of this Bike Plan, cyclists have been categorised into three main groups, described in the following sections.

1.4.1 Casual Cyclists

Casual cyclists predominantly consist of family groups and young / inexperienced cyclists who tend to use the off-street path network to minimise risks of conflict with motor vehicles. It is likely that casual cyclists will not travel a great distance, but rather tend to cycle for errands and other specific tasks, as well as for exercise and recreation. The Local Bicycle Plan, in addressing the needs of casual users, provides links between typical origin / destination pairs within a limited region; for instance, from the centre of a residential community to local shops, schools and attractions. Therefore, the efficiency of available routes is not considered of primary importance, rather a comprehensive network of interlinked shared paths is preferred.

The proposed network provides sufficient connectivity for casual cyclists to reach their destinations as safely as possible. A focus on intersection legibility and wayfinding by providing infrastructure such as bicycle handrails and signage improves safety for casual riders who use the shared path network. Signage is also necessary to allow cyclists over the age of 12 to use the path. It is important to note that a comprehensive network of shared paths is not necessarily required for quiet streets within a residential neighbourhood, but rather that shared paths should be available along major routes between these neighbourhoods and local attractors.



1.4.2 Commuter Cyclists

Commuters have a different and well defined set of needs, tending to travel within the roadway, sharing the road with vehicular modes in preference to off-street cycling infrastructure. Concerns for commuter cyclists generally result from interactions with other road users. Safety is again the priority, as well as efficient and direct access to major links external to the local community. Commuters tend to be habitual riders with experience and confidence in road riding. Travel speed is generally higher than what casual cyclists achieve which makes them more suited to riding along the roadway, rather than along the pedestrian network. It is therefore expected that for quieter suburban streets and low speed urban environments, specific bicycle infrastructure is not necessary.

An example of an efficient commuter network is the Principal Shared Path (PSP) which has been constructed alongside Fremantle Railway Line. This link enables high speed, efficient bicycle transport along the rail corridor while retaining the inherent benefits of separation from traffic. The PSP continues throughout the Perth Metropolitan Area alongside major transport links such as the Kwinana, Mitchell and Graham Farmer Freeways and along the Armadale and Midland railway lines. Intersections along these routes accommodate the needs of cyclists either through the use of grade separation, or through provision of safe crossing points where applicable.

1.4.3 Recreational Cyclists

A substantial cycling demographic, particularly in and around Mosman Park, comprises recreational cyclists who ride for high levels of fitness, and as part of social riding groups. Again, these cyclists tend to be relatively confident riders capable of reaching speeds approaching the posted limit. Recreational routes are not necessarily designed to connect destinations, or to provide efficient one-way connections, but rather to present a circuit which provides picturesque or challenging components for the cyclist. Therefore, recreational routes should not be designed merely as connections, but rather as a destination in themselves.

Recreational riders can also constitute casual riders accessing recreational paths with friends and family, for recreation or fitness purposes. Casual cyclist speeds tend to be very slow, so high quality off-street paths are substantially more beneficial. Regardless of their preferred cycling speed, recreational cyclists tend not to use the same links as other demographics, preferring routes near to natural features, connecting to bike trails and locations with a scenic outlook. The Swan River/Freshwater Bay foreshore is a good example.



2 BICYCLE PLANNING AND POLICY CONTEXT

2.1 METROPOLITAN TRANSPORT STRATEGY (1996)

The Metropolitan Transport Strategy (MTS) is a strategic transport plan for the Perth Metropolitan Region for the years 1995 to 2029, published by the Department of Transport and others. The MTS recognises that Perth is, and will continue to be, a car-dominated city. However, the MTS is clear that current trends in car use, as opposed to other modes of transport, are either not sustainable or would incur great costs to the community if this were to continue unrestrained.

A key objective of the MTS relates to the improvement of pedestrian and cycle access ways. A further objective of the MTS is to more than double the non-commercial mode share of cycling trips to 11.5% of non-commercial trips by 2029. Current trends indicate that if no action is taken, cycling will account for only 8.0% of non-commercial trips at the end of this time. As such, prompt action is needed to achieve this stated goal. Relevant statistics from the MTS 1991, 2029 estimated and 2029 target modal split for non-commercial trips in the Perth Metropolitan Region further support the need for action.

2.2 BIKE AHEAD: BICYCLE STRATEGY FOR THE 21ST CENTURY (1996)

Bike Ahead is a strategy for bicycle transport within the Perth Metropolitan Region, published by the Government of Western Australia. This strategy is built on the understanding that whilst 21% of cycling trips are for recreation, cycling is utilised primarily as a transport mode. The Bike Ahead strategy is complimented by the Perth Bicycle Network Plan (PBN), which lays out infrastructure priorities for the development and maintenance of cycle routes in the Perth Metropolitan Region. The PBN is overseen by BikeWest, a cycling-focused department within the Department of Transport.

The Bike Ahead strategy builds on 12 key objectives of the MTS and adds three further objectives. In 1996, these objectives were written as follows:

1. BikeWest to continue to be an advocate for cycling facilities and services and to co-ordinate cycling programs.

2. Review legislative basis for cycling and cycling facilities as a recognised transport mode. 3. Establish more effective links with road safety programs. 4. Introduce safe cycling programs targeted at motor vehicle users and pedestrians. 5. Identify, develop and signpost safe routes to defined local destinations including schools and

commuter routes. 6. Encourage bicycle-friendly local area traffic management. 7. Provide appropriate on-street and published information and traffic signing. 8. Integrate bicycle use with public transport. 9. Promote design standards which encourage cycling without the need for totally separate facilities. 10. Define, establish and maintain continuous local cycling routes. 11. Define protect and implement a regional cycle network. 12. Incorporate cycle requirements in local government planning schemes and policies. 13. Educate cyclists and other road users about rights, needs and responsibilities of cyclists. 14. Ensure bicycle facilities serve the needs of all cycle users.



15. Continue to implement the Perth Bikeplan of 1985.

The Mosman Park Local Bicycle Plan is intended to mirror the objectives of the Bike Ahead Strategy and Metropolitan Transport Strategy and to outline a framework for continued maintenance and improvement of the bicycle network and across the LGA boundary into adjacent LGAs.



3 BICYCLE INFRASTRUCTURE DESIGN CONTEXT

The design of bicycle infrastructure proposed is generally consistent with Main Roads WA Cycling Infrastructure Policy and Austroads’ Guide to Traffic Engineering Practice: Part 14 – Bicycles (1999) referred to as (Austroads’ Guide) in this report. These documents provide the basis for the design of the geometry and materials to be used for bicycle infrastructure to ensure safe working operation. Of particular importance to the Town of Mosman Park bicycle infrastructure are policies associated with the positioning and design of bollards and grab rails, signage and pathways.

All infrastructure upgrades proposed will be assumed to be compliant with both Main Roads and Austroads guidelines. Excerpts from these policies as they pertain directly to design have been included for reference.

3.1 MAIN ROADS WA CYCLING INFRASTRUCTURE POLICY (2000)

The following excerpts from the Main Roads WA policy reflect requirements that pertain particularly to the existing infrastructure within the LGA. Further to this, Austroads’ Guide represents the primary design criteria for both on-street and off-street infrastructure as well as policy and implementation guidance.

Signage

Traffic control signs and lines shall be in accordance with Austroads Part 14, Section 9 and

AS1742.98. Navigation signs shall be provided at locations where guidance on the continuity of the cycle route is considered necessary in accordance with Main Roads Bicycle Directional Signage guidelines and DOT requirements.

Main Roads shall provide bicycle pavement symbols on edgeline separated sealed shoulders in built up areas suitable for cycling in accordance with Austroads Part 14 Section 9.6 except that symbol spacing, shall be at 400m intervals.

"No Through Road" signs on roads which lead to bicycle facilities shall include "except for bicycles" information to show that the road is still part of a continuous bicycle route.

Grab Rails

Devices such as fencing and bollards may be used to discourage use of motor vehicles on shared paths but shall be positioned to minimise disruption to cyclists. Bollards should be placed on local access paths and not on the through path. Warning of the location of bollards in paths shall be given in accordance with Austroads Part 14, Section 6.7.3. Raised pavement markers shall not be used.

Removable bollards should be designed and installed to leave the path safe with nothing protruding above path level when the bollard is removed or lowered. Grab rails should only be installed on shared paths near road crossings that are frequently used by aged or disabled pedestrians and alongside median openings. They shall be fabricated and positioned in accordance with Main Roads Drawing 9831-5649, which can be viewed in the Technical Standards section of the MRWA website. Grab-rails should never be installed in the centre of footpaths or shared paths.



3.2 AUSTROADS GUIDELINES FOR TRAFFIC ENGINEERING PRACTICE (1999)

Austroads’ Guide has been adopted as fundamental design criteria for the provision of on and off-street paths, signage, grab rails and other bicycle infrastructure. Through this document, an acceptable minimum standard can be maintained, to ensure safe operation for cyclists, pedestrians and vehicular traffic.

3.2.1 Shared Paths

The following provides a brief synopsis of the considerations made for proposed works and priorities:

Main Roads WA recommends an absolute minimum shared path width of 2.0m with 500mm clearance to all obstructions, including the roadway.

Primary focus will be on recommendations for works required to bring shared paths to this level; Shared paths approaching 2.0m width are considered a reduced priority, provided they are currently

in good repair and without obstruction; For routes anticipated to have a high usage by cyclists or pedestrians, widths of path should be

increased to reflect the increased opportunity for passing manoeuvres; and Austroads’ Guide suggests a desirable minimum width for shared paths of 2.5m and up to 3.5m

wide for busy shared paths, with additional clearance to obstacles.

Proposed changes and upgrades to the shared path network are described in detail in Table 1 and the network illustrated in Figure 24.

For the purpose of the Town of Mosman Park Local Bicycle Plan all designated casual shared paths have been assumed to be upgraded to a 2.0m minimum standard, consistent with low-speed applications. It is intended that links likely to attract higher speeds or greater volumes of cyclists will be designated with an increased width or as commuter or recreational paths. Recreational shared paths and commuter paths as designated should be designed to a 3.0m to 3.5m standard, consistent with the objectives of the Bike Plan and the guidelines.

Additional information regarding shared path widths is shown in Figure 3, an excerpt of Austroads’ Guide.



Figure 3 Shared Path Guidelines



3.2.2 Cycle Lanes and Sealed Shoulders

Austroads’ Guide specifies the conditions under which various on-street bicycle infrastructure treatments are recommended. Available infrastructure options include:

Provision of wider kerbside lanes (with advisory line markings warning of cyclist use); Sealed shoulders; and Exclusive bicycle lanes, depending upon the environment.

The Austroads’ Guide states that for traffic volumes less than 3000 vehicles per day (vpd) and based upon an urban standard, no specific bicycle infrastructure is required. The recommendations made in this report regarding on-street cycling infrastructure may exceed minimum Austroads requirements in many proposed locations. The proposed Local Bicycle Plan addresses limitations in route choice allowed by the existing road network and speed or type of vehicular traffic currently using the roadway. Information regarding the specific infrastructure proposed has been presented in Table 1. The Austroads design widths for wide kerbside bicycle lanes are shown in Figure 4. These design guidelines also contain additional information for the provision of on-street bicycle facilities in the presence of on-street parking and other contingencies.

Figure 4 Wide Kerbside Lane Guideline

Where road traffic volumes exceed 3,000 vpd or the roadway environment requires additional consideration, an exclusive on-street cycle lane is the preferred option. Figure 5 shows the design widths for exclusive on-street cycle lanes at 60km/hr and 80km/hr roadway speeds.



Figure 5 Cycle Lane Guidelines

3.2.3 Signage

Bicycle signage assists in identifying paths designed for the use of cyclists, either on-street or within the footpath infrastructure. Main Roads WA specifies three types of signage, consistent with that adopted throughout the Greater Perth region. Signage can be classified in the following manner:

Warning; Regulatory; and Guidance.

Other signage that may be employed includes warning information, enforcing priority at path intersections and road crossing points or advising cyclists of upcoming hazards. Warning signage tends to be used sparingly, but can greatly improve the operational safety of the bicycle network.

Guidance signage provides directional information, including destination distances and directional arrows at necessary intersections. These signs aim to maximise the proportion of cycle journeys spent on the cycle network by ensuring that users are aware of available cycling infrastructure at each decision point. Guidance signs should be provided at locations where guidance on the continuity of the cycle route is considered necessary. Ideally, paths should be marked continuously across intersections with indications of path direction and possible destinations at T-junctions and terminations. Signage can provide a considerable benefit to both safety and wayfinding if managed well.

Regulatory signage is placed along shared pedestrian/cycle paths, permitting cyclists who are over the age of 12 to legally use the off-street cycle network. Both linemarking and free-standing signage is suggested.

Figure 6 through Figure 8 show examples of each type of signage, as described in the Austroads Guide.



Figure 6 Warning Signage

Figure 7 Guidance Signage



Figure 8 Regulatory Signage

Each of these types of signage should be employed where applicable according to Austroads and Main Roads guidelines for use. Regulatory signage should be employed on all designated shared paths to enable legal use by cyclists, as per the Road Traffic Code 2000 (The Road Rules).



4 INFRASTRUCTURE AUDIT AND DATA COLLECTION

In order to assess the effectiveness and extent of the existing bicycle network within the Town of Mosman Park, an audit was conducted of roads and footpaths currently designated as cycle routes as well as prospective inclusions in the network. Potential off-street shared path locations were determined based upon proximity to potential trip attractors such as schools, shopping precincts, railway stations, parks and other recreational activities. The audit considered the quality, condition and type of riding surface, from the perspective of a bicycle user, and available road widths, peak traffic flows and other infrastructure considerations.

The information gathered during the infrastructure audit has been used to determine strategies by which to improve the cycling experience for residents and visitors to the Town.

4.1 METHODOLOGY

The design ethos for the Local Bicycle Plan focuses on separate hierarchies for confident on-street cyclists and beginner, or less confident cyclists, who prefer to ride off-street. A comprehensive shared user path network is exclusively off-street and provides maximum coverage throughout the LGA. The on-street network consists of two components: high quality and higher speed facilities segregated from vehicular traffic; and lower speed environments through the residential areas. A key focus of the network planning was to ensure that off-street routes were interconnected – i.e. a cyclist who is only confident enough to use shared user paths should not be forced onto the road to continue along another part of the network. Where on-street facilities are provided, these are generally supplements to the shared user paths in locations where it is anticipated that larger volumes of more confident cyclists will be riding.

A ‘saddle survey’ was undertaken along existing and proposed bicycle network. From this survey, the existing condition of road and path infrastructure was observed. Constraints and opportunities inherent in the geometry of the street network and existing path design were also assessed. These observations were combined with the feedback from the community to identify gaps, deficiencies, issues and to inform the network planning process.



5 OPPORTUNITIES AND CONSTRAINTS

Bicycle usage may be broadly separated into two groups, transport and recreation. For commuters, transport generally implies a cycling route between home and work or home and a railway station, sometimes with other trips included, e.g. shopping. The different classes of user will have different confidence levels and different needs in a bicycle network.

Mosman Park presents some unique challenges, as well as opportunities, in developing a cycle network. Narrow carriageways and tree-lined verges restrict the road space available for the provision of dedicated cycle facilities, however the generally low speed and relatively low volume of general traffic means that confident cyclists can typically share the road with general traffic with few issues.

The design ethos for the Local Bicycle Plan has been to develop a low-speed network, segregated as far as possible from vehicular traffic, primarily to cater for school-age and other less confident cyclists. This low-speed network would then be complemented by a combination of dedicated on-street facilities and cycle-friendly road design to cater for more confident and faster cyclists. This approach is also taken with regard to the Swan River Loop, with shared paths provided for slower and less confident cyclists, whilst faster more confident cyclists are provided for on-street. Care has been taken to ensure that the off-street network is as comprehensive as possible, within the constraints of realistic funding, to limit locations where less confident cyclists would be forced on-street.

The following sections discuss general issues and specific links in the network with reference to the design ethos, and identifies proposals for improvements where required. Chapter 5.1 discusses problems on the existing network, whilst the Chapter 5.2 outlines improvements which will form part of the proposed network.

5.1 GAPS

As a result of the existing network audit and feedback from the community, a number of gaps and deficiencies in the network were identified. These gaps generally include physical deficiencies in infrastructure, sightline issues and missing connections. Specific issues identified with the existing infrastructure are discussed through the following sections.

5.1.1 On-street Network

The on-street environment was assessed as part of the infrastructure audit from the perspective of commuter and recreational cyclists only, with the exception of intersection crossings. As a result, some assumptions were made regarding levels of confidence and speed for on-street routes. While it is not necessary that bicycles will travel at or near roadway speeds, it is assumed that cyclists will display a level of confidence to be comfortable with passing traffic and interactions with other vehicles at intersections. It is also assumed that cyclists will obey the road rules, within the precepts of standard practice, for the purpose of route design.

Roundabouts

Roundabouts are useful intersection design forms that modify priority in a well-understood and transparent manner. They are used in many cases for local area traffic management with a primary purpose to slow traffic in the dominant flow direction, particularly on long straight roads. This has a number of flow-on effects:



Roundabouts can be difficult to navigate for on-street cyclists. They often cannot traverse the roundabout at roadway speeds, risking dangerous overtaking movements by traffic. For this reason, cyclists are recommended to ride in the centre of the lane whilst at the roundabout intersection. Vehicle drivers are often unaware of the risks of roundabout navigation by cyclists and are uncompromising in their provision of road space.

Signalling around a roundabout is more complicated for cyclists, particularly right-turning movements where their approach may be obscured by central planting.

There are methods by which cyclists can be protected, providing off-street paths for cyclists to navigate around the intersection, though these require a substantial amount of space and are unpopular with commuters as they require cyclists to give way to all vehicular traffic.

Streets with roundabouts have a greater impact upon the speed and safety of cyclists than for other road vehicles. Therefore, these streets do not always provide a very conducive environment for on-street cycle lanes or any type of cycle path.

Roundabouts are a necessary part of local area traffic management schemes to slow traffic and provide more equal priority at intersections. It is recommended that when Council is intending to install a roundabout, it ensures that traffic speeds will be low at, and approaching, the intersection and ensures that the design of the approaches clearly delineates to all road users where cycle lanes end and where cyclists will be merging.

As part of education campaigns, cyclists should be encouraged to travel in the centre of the circulating lane through the roundabout to ensure that they are most visible to other vehicles, and to discourage other vehicles from trying to undertake dangerous overtaking moves in the roundabout. Motorists should also be reminded to be vigilant of cyclists and to give way to all traffic already in the roundabout.

Cycle Lanes

Aside from the short section of Curtin Avenue which passes through the LGA, there are no dedicated on-street cycling facilities within the Town of Mosman Park. Whilst the relatively low volume and low speed street network lends itself to cyclists riding in mixed traffic on many streets, cyclists would benefit from dedicated facilities where traffic volumes are higher or where less confident cyclists are likely to want to use the road (e.g. a beginner cyclist riding to the train station). One constraint to the easy implementation of cycle lanes within the LGA is the typically narrow road carriageway; most streets have only a 7m wide pavement. The presence of street trees, drainage issues and parking considerations also constrain potential pavement widening.

Specific locations where cycle lanes could and should be implemented have been discussed in Chapter 5.2.

Cycling-friendly Streets

The cycling network is not just made up of dedicated facilities; it includes all road and path spaces available for use by cyclists. Consequently it is important that streets are designed, as far as possible, to be friendly to cyclists. This translates into ensuring that intersection design, lane arrangements and local area traffic management (LATM) devices do not create undesirable conflicts with general traffic and do not encourage motorists to make risky passing manoeuvres. As part of the public consultation phase, issues were raised about the design of slow points/median islands on Johnson Parade and median islands on Monument Street which encourage conflict between cyclists and general traffic. Specific treatments to address these issues are discussed in Chapter 5.2. Council should ensure that future changes to the road network to not repeat these mistakes.



5.1.2 Principal Shared Path (PSP) Network

Mosman Park sits along the route of the semi-completed Perth to Fremantle PSP, which currently extends as far as Grant Street, Cottesloe. The absence of a PSP between Cottesloe and Fremantle is a significant gap in the regional cycling network.

Future extensions of the PSP through Cottesloe and Mosman Park rely on decisions regarding the future development of Stirling Highway, Curtin Avenue and the railway reserve. Council should continue to lobby the State Government for early resolution of the Stirling Highway Activity Corridor Study (SHACS) and early action to extend the PSP.

Only a short section of the future PSP will pass through Mosman Park, adjacent to Mosman Beach, and it is considered that construction of this section in isolation would deliver negligible benefits to cyclists on its own. Accordingly, Council should co-ordinate requests for funding with the City of Fremantle and Town of Cottesloe.

5.1.3 Off-Street Network

There are currently no formally designated shared user paths within the Town of Mosman Park. Some sections of paths, such as along the river foreshore near Rocky Bay and Mosman Bay, are generally used as shared paths, however no existing paths have the appropriate signs and/or line marking that is required for legal designation as shared user paths.

A number of existing paths have been constructed to a standard which would permit formal designation as shared user paths which minimal, if any, improvements. These include:

The existing shared path along Johnson Parade, through Bay View Park, then along Owston Street; Paths along the foreshore from Marshall Street to the City of Fremantle LGA boundary; Sections of footpath along Stirling Highway; and Paths through the Buckland Hill Reserve.

A full list is provided in Paragraph 5.2.2. Formal designation of these links as shared user paths would provide a sound base on which to build the cycle network.

Wayfinding and Signage

The provision of signage is a legal requirement for the designation of shared user paths. Without the presence of these signs, cyclists using the paths are doing so illegally. Whilst the likelihood of enforcement is low, these signs (particularly when combined with line marking) alert pedestrians to the potential presence of cyclists and confirm that cyclists are legitimate path users as well.

Wayfinding is an important part of any bicycle network. Regulatory signage as discussed above does assist in wayfinding, however smart design of facilities is also important. This can include more subtle hints about path continuity, such as ensuring kerb ramps point in the right direction or providing a distinctive pavement colouring for cycle routes at intersections. The use of red asphalt for the PSP routes, and for on-street cycle lanes, is a good example of this practice.



Grab rails and bollards

Grab rails are an important safety mechanism for cyclists as well as for people pushing prams or using wheelchairs; they give cyclists something to hold when waiting at an intersection and allow them to remain astride their bicycles. Grab rails should generally be used at major road crossings where traffic volumes or speeds are high, and in central medians where pedestrian storage is limited.

Grab rails are somewhat prevalent throughout the Town of Mosman Park and this should be commended. However in some locations, grab rails have been located in the centre of paths or on the right side of the path (as seen when approaching the road crossing), as shown in Figure 9. All future grab rails should be installed on the left side of the path, as viewed by a cyclist or pedestrian approaching the road crossing. Existing grab rails which are incorrectly located should be relocated into the appropriate position.

In some locations bollards have been installed in the centre of paths in order to prevent vehicular access. This practice is potentially hazardous for cyclists, particularly on narrow paths and in poorly lit areas at night time due to the risk of crashes. If measures to prevent vehicular access are required, grab rails should be provided on both sides of the path where possible and leave the centre of the path clear. This approach follows Austroads guidelines, as well as preventing vehicular access.

Figure 9 Grab rail installed in incorrect location – Harvey Street



5.1.4 Linkages with Neighbouring LGAs

The Town of Mosman Park shares its borders with the City of Fremantle, Town of Cottesloe and the Shire of Peppermint Grove. Linkages with the City of Fremantle include Curtin Avenue, the future PSP, Stirling Highway, McCabe Street and the foreshore path, all of which have been included in this plan.

Linkages with the Town of Cottesloe are complicated by the presence of the railway line, which limits crossing opportunities. A number of improvements to the existing crossing points have been proposed as part of this plan; however large-scale improvements require decisions on the long term development of the rail reserve and Stirling Highway.

Linkages with the Shire of Peppermint Grove are probably the most important for the majority of cyclists residing in Mosman Park. Cottesloe Town Centre, Claremont and Perth CBD are all accessed by passing through Peppermint Grove. Connections have been provided to the LGA boundary via Stirling Highway, Solomon Street, Palmerston Street and Bay View Terrace and Council should work with Peppermint Grove to ensure that these linkages are continued through the Shire as funds permit. It is recommended that, at a minimum, cycle friendly road design is provided along the View Street – McNeil Street – Bindaring Parade route to provide a safe on-street cycling link between Mosman Park and Claremont.

5.2 OPPORTUNITIES AND CONSTRAINTS

5.2.1 On-Street Network

The on-street network generally caters for more confident recreational and commuter cyclists. The following paragraphs discuss the opportunities and constraints for improvement to the key on-street links in the network.

Curtin Avenue

Curtin Avenue currently comprises cycle lanes along most of its length, providing an interim continuation of the PSP route from Grant Street to North Fremantle. Issues have been raised during public consultation about ‘squeeze points’ where the cycle lanes disappear at certain intersections; as well as driver behaviour at the Marine Parade roundabout. These issues are generally located outside the boundary of the Mosman Park, however the Town should be conscious of these issues and encourage Main Roads WA and the Town of Cottesloe to work towards improvements. It is likely, however, that major improvements to Curtin Avenue will not proceed until decisions have been made regarding the long term development of the rail reserve.

Stirling Highway

Stirling Highway is the main vehicular arterial route through the LGA, running parallel to the railway line. It is presently a very hostile environment for on-street cycling, with high traffic volumes, relatively fast moving traffic and many conflicting turn movements. The Stirling Highway Activity Corridor Study (SHACS) is currently underway and proposals which are under consideration in this study include the widening of the carriageway and the provision of dedicated cycle lanes.



This Local Bicycle Plan considers that cycle lanes along Stirling Highway are not entirely necessary, as the future PSP will cater for longer distance cycling trips and the local street network to the east of Stirling Highway can cater for more local movements within the LGA (see ‘North-South Linkages’ discussion below). It is considered that east-west links connecting to the train stations and the PSP are a higher priority.

However, cycle lanes along Stirling Highway would be a welcome addition to the cycle network, expanding its scope and allowing additional opportunities for on-street cyclists. Council should support the proposal for cycle lanes as an outcome of SHACS, whilst being cognizant of its priority within the network. Through the detailed design stage, the Town should ensure that storage boxes are provided at signalised intersections to facilitate easy right turns to/from Stirling Highway.

East-West Linkages

Mosman Park generally has four main east-west linkages, consisting of Glyde, Victoria, Wellington and McCabe Streets.

Glyde Street is the northern-most east-west link, connecting Mosman Park Train Station and the main town centre with Saint Hilda’s school and the foreshore at Mosman Bay. The presence of on-street parking near Stirling Highway and the traffic movements associated with Saint Hilda’s make the provision of a safe on-street or off-street facilities difficult. Future Transit Oriented Development (TOD) around Mosman Park Train Station will add to the pressures in this area. As part of this Local Bicycle Plan, an on-street cycling facility has been proposed between Stirling Highway and Palmerston Street. The final arrangement of this facility will require detailed investigations and management of competing community demands for use of the road space. It is likely that cycle lanes will require substantial pavement widening east of Monument Street and rationalisation of parking closer to Stirling Highway, although the conversion of some verge space into indented parking bays would mitigate this impact.

Victoria Street provides an east-west link to/from Victoria Street Train Station and a number of schools. Traffic volumes and speeds are relatively low along this link and it is considered that, generally, on-street cyclists can ride with general traffic. The proposed path connections between the cul-de-sac and Stirling Highway will allow cyclists to directly access the train station. Accordingly, no dedicated on-street facilities are proposed as part of this Plan.

Wellington Street, west of Owston Street, is not presently a significant corridor for on-street cyclists as it does not serve a train station or railway crossing. There are proposals, which have not yet been finalised, that involve relocating Victoria Street Train Station to a new underpass to be built linking Wellington Street with Marine Parade. If this proposal eventuates, Wellington Street will become a significant access route to the train station, PSP and Marine Parade and accordingly cycle lanes are proposed as part of this Plan. This facility is considered a low priority in the short term but should be implemented in conjunction with the station relocation and/or underpass if it proceeds. Implementation would involve some rationalisation of on-street parking to provide the required road space. Parking loss can be minimised by provided indented parking bays utilising the verge space.

McCabe Street is an important link from the City of Fremantle into the southern part of Mosman Park. Within the Town of Mosman Park, the pavement is generally wide enough for 1.0m wide cycle lanes to be provided with only minor pavement widening required in some locations. It is noted that the Fremantle Local Bicycle Plan 2011-2016 has not included McCabe Street as a cycle route. The Town should liaise with the City of Fremantle to ensure that any implementation of cycle facilities in Mosman Park is complemented by works in Fremantle.



North-South Linkages

As discussed above, Stirling Highway presents a hostile environment for on-street cyclists and the provision of cycle facilities will be a significant investment beyond the reach of Local Government funding. However, a number of north-south streets within the LGA are better placed to serve cyclists travelling within the LGA, and to destinations such as Cottesloe town centre, Claremont and Perth CBD.

The major north-south link is Palmerston Street, linking with View Street in Peppermint Grove and McCabe Street towards Fremantle. It is considered that on-street cyclists should ride in mixed traffic along this corridor as traffic speeds and volumes are relatively low. Any future alterations to the street environment will need to be carefully designed to ensure cyclists riding in mixed traffic are catered for.

LATM devices have been installed in the past few years along sections of Monument Street. A number of complaints have been received from cyclists about the provision of median islands, stating that cars are unable to overtake cyclists where median islands exist and then tend to make risky passing manoeuvres at gaps in the median islands. As part of the construction of a shared user path along Monument Street (see Paragraph 5.2.2), these median islands will be removed and thus address these issues.

Given the constraints above, none of these north-south links could easily provide a high level of service for cyclists who are too experienced for the low-speed shared paths but not experienced or comfortable enough to mix with general traffic at around 50km/h or higher in hilly terrain.

Solomon Street is a north-south route which currently carries very low traffic volumes as it is discontinuous between Victoria and Lochee Streets. This route, however, is centrally located within the LGA, links into Peppermint Grove via View Street and to the southern part of the LGA via Harley Terrace, and serves the key active recreational areas in Mosman Park. It has been identified as a popular route for current cyclists (see Figure 18). The opportunity therefore exists to improve this route for cyclists, creating a ‘bicycle boulevard’ which would function as a high-quality north-south route. The following changes to the road environment would generally be required to achieve a ‘bicycle boulevard’:

Narrowing of the road pavement along most of the route to provide a 6m wide pavement with indented parking bays where required. This ensures that cyclists feel comfortable taking control of the lane and are not forced to dodge parked cars to the left of the road. The narrow road width will also ensure slow vehicle speeds which more closely match likely cycling speeds.

Construction of single-lane roundabouts at Lochee Street and Victoria Street to ensure that cyclists on Solomon Street have equal priority at these intersections. It is not considered realistic to alter the priority of these intersections given the higher traffic volumes along these two streets and compliance with any ‘Stop’ or ‘Give Way’ instructions might become an issue. These roundabouts will need to be carefully designed to ensure that traffic approaches at very slow speeds and that sight distance is adequate to minimise the risk of crashes.

Construction of a direct, cyclists-only, link through the existing wall which separates the two parts of Solomon Street.



Undertake more detailed investigations to determine what LATM strategy would result in the appropriate balance between reducing traffic volumes as much as possible whilst maintaining local access. Measures could include short road closures, one-way sections of speed-controlling devices. Any measures should allow cyclists to freely move along the route but discourage all but necessary traffic from using Solomon Street.

Liaison with the Shire of Peppermint Grove to consider treatment options for View Street, as this will be the primary link from Solomon Street to Cottesloe town centre.

Swan River Loop

Johnson Parade, Bay View Terrace, Owston Street, Wellington Street (east) and Downey Drive form part of the Swan River Loop for on-street cyclists. Feedback has been received through public consultation that the design of LATM devices on Johnson Parade causes conflicts between cyclists and general traffic at certain locations, similar to the issues identified at Monument Street. The Town will need to consider changes to the median islands along Johnson Parade to address these issues. Options could include the removal of median islands to allow motorists to pass cyclists at any time, subject to opposing traffic flows, or to install median islands along the full length of Johnson Parade to prevent risky passing manoeuvres. Feedback received as part of this Bicycle Plan indicates that the latter option is generally not preferred by on-street cyclists, i.e. cyclists prefer to avoid holding up traffic where possible.

5.2.2 Off-Street Network

There are a number of existing paths which have been constructed to an appropriate width and standard (as outlined in Paragraph 5.1.3) which could be quickly designated as shared user paths. Designation of these paths would provide a suitable base upon which to build the network.

The remainder of the footpath network is generally narrow, with lower quality surfaces. Often these paths are located adjacent to the property line, which results in reduced sight distances for vehicles reversing out of driveways. Where possible, footpaths which are being upgraded to shared user paths should be shifted away from the property line, however in many locations the presence of street trees or verge parking means this is not possible. The Town should carefully consider the location and design of all shared user paths to achieve the best possible outcome for the relevant situation.

Specific path sections are discussed below.

Stirling Highway

Stirling Highway is an important link in the off-street cycling network. Whilst longer distance trips will generally utilise the future PSP, Stirling Highway will play an important role connecting each of the east-west links with the train stations and railway crossings. Large sections of the existing footpaths on the eastern verge are suitable for designation as shared user paths with only minor modifications, such as installing kerb ramps, grab rails, line marking and ensuring that obstacles such as signs and bus shelters are appropriately located and/or delineated for path users.



It is also proposed to fill missing links in the path network along Stirling Highway, particularly between Victoria and Wellington Streets, and between Boundary Road and Vlamingh Parade where widening and/or new construction will be required.

Monument Street

It is proposed to construct a shared user path along the western verge of Monument Street, between Willis and Wellington Streets. Generally, this path should be constructed adjacent to the main carriageway with the existing footpaths which run hard up against the property boundaries removed. Between Glyde and Victoria Streets, space for the path to be constructed should be created by narrowing the carriageway and removing the median islands, except where refuge islands are required to assist pedestrians in crossing the road. This also addresses the issues raised regarding on-street cyclists, as discussed in Paragraph 5.2.1.

Palmerston Street

Palmerston Street is an important link for less confident cyclists, serving a large number of schools and a large part of the LGA. A shared user path should be constructed on the eastern verge, along the full length of Palmerston Street. Care needs to be taken with path design outside schools, to manage conflicts between school-related pedestrian traffic and cyclists.

Glyde Street

As discussed in Paragraph 5.2.1, Glyde Street has a number of constraints which make it difficult to provide effective off-street cycle facilities, as shown in Figure 10. As an alternative to Glyde Street, a ‘quiet streets’ off-street route should be developed via Swan and Willis Streets, linking Saint Hilda’s with the Mosman Park Train Station. The existing path along Stirling Highway would provide the final link between Willis Street and the train station.

Figure 10 View of Glyde Street – West towards Stirling Highway



St Leonards Street/Lochee Street

A shared user path link along St Leonards and Lochee Streets is proposed to serve the Coles shopping complex and Iona Presentation Collage, as well as linking to the sports ovals off Solomon Street. This link would make use of quieter streets instead of Glyde Street to access Mosman Park town centre and train station. Implementation of this link would generally involve widening and/or relocation of the existing footpaths along the northern verges of both streets.

Victoria Street

Victoria Street is an important link across the railway reserve and serves a number of schools. An upgrade of the existing footpaths along the northern verge is proposed to create a shared user path, with relocation away from the property boundaries where feasible.

Wellington Street

A shared user path is proposed along the northern verge of Wellington Street, from Stirling Highway to Owston Street. Due to the difficulty of widening or relocating the existing footpath without affecting on-street parking, and the lower demand along this corridor compared to others, this project has been assigned a lower priority. Implementation will probably require the removal of on-street parking along one side of Wellington Street or the removal of street trees.

McCabe Street

McCabe Street contains a number of recently constructed path sections which are of sufficient standard to be designated as shared user paths with minimal work. It is proposed to complete the off-street link along McCabe Street by providing a new path along the southern verge between Stone Street and Edwards Parade. This will also encompass the reconstruction of an existing path near Rocky Bay Childrens Home, which is very narrow due to overgrowth and encroachment by sand (see Figure 11).

Figure 11 McCabe Street footpath showing sand encroachment



Swan River Loop

The off-street Swan River Loop is largely complete, except for a short section of missing path along Marshall Street. Due to the significant earthworks required to create an adequate shared user path in this area, it is proposed that a path be provided along the cliff edge from Downey Drive to Chidley Point. Whilst construction is likely to be expensive, this route would give superior river views and avoid a road crossing in an area with restricted sight distance (Marshall Street/Downey Street corner).

Buckland Hill

Buckland Hill Reserve contains a number of existing paths which, aside from providing linkages through the south west of the LGA, are good for allowing children to learn to cycle in a relatively safe environment. Two proposals have been included to improve the path network in this area.

The first proposal is to seal an existing gravel path through the Leighton Battery historic site to complete a sealed loop. This would be a low-speed, lower-standard connection catering mainly for children cyclists and walkers.

The second proposal is to provide a path between the existing Buckland Hill Reserve path, near Portsea Rise, heading north to connect with Boundary Road, The Rope Walk and St Barnabas Place. This path would skirt existing private properties as close as possible to avoid interference with Water Corporation land. This link would improve connections to/from the south western part of the LGA, as well as providing another local recreational route away from traffic.

5.2.3 Safer Routes to School and University

An important part of any movement to encourage cycling is for school children to take up cycling at an early age. One way of doing this, which also offers considerable traffic congestion and safety improvements, is to encourage cycling to and from school. In order for children and teenagers to be comfortable doing this, appropriate infrastructure must be provided. This is particularly important for beginner cyclists, who will be less confident and need quieter, safer routes in which to build their cycling skills and confidence.

The relatively small size of Mosman Park and the large number of schools in the LGA presents a major opportunity to encourage cycling to school, as does the presence of the railway line which facilitates travel to schools which are outside of the LGA. Constraints include the lack of shared user paths and routes which give parents the confidence that their children will be safe when cycling to school.

A key focus of the network plan is ensuring that all schools are provided with shared user paths to access their likely catchment areas as children or teenagers, and especially beginners, will be unlikely to utilise on-street facilities.

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5.2.4 Connections to and across the Railway Reserve

The Perth to Fremantle Train Line forms a significant barrier to movement between Mosman Park and Cottesloe, with pedestrians and cyclists restricted to crossing the rail reserve in three locations:

Victoria Street; Mosman Park Train Station, north end; and Salvado Street.

Footbridges across the railway also exist just beyond the LGA boundaries at Leighton Beach and Pearse Street and these are used to some extent by Mosman Park residents.

The existing crossing points are inefficient for pedestrian and cyclist access across the railway and contribute unnecessarily to the barrier effect of the railway reserve. Whilst large scale improvements will require resolution of future development proposals for the railway reserve, some smaller-scale and short term improvements could be undertaken. It is noted that any improvements will generally be the responsibility of the Public Transport Authority as land owner, however Council should be aware of the issues and liaise with the PTA to seek early attention. A discussion of the issues at each crossing point follows.

Victoria Street

Some feedback was received from the community about the level crossing at Victoria Street and the operation of the traffic signals at the intersection of Stirling Highway and Victoria Street. Issues with the phasing of the traffic signals were identified which should be further investigated by Council in conjunction with Main Roads. At present, if a train is arriving at the station, pedestrians are not able to cross Stirling Highway as the traffic signals are set to allow any traffic queued across the level crossing to clear the intersection. This however prevents pedestrians or cyclists from reaching the station in time and forces them to wait for the next service.

The existing level crossing for pedestrians is narrow and the pavement is in variable condition (Figure 12). In order to improve access for pedestrians and cyclists across the railway, it is recommended that the path be widened to approximately 3.0m and resurfaced, with appropriate wayfinding signage installed to guide users to the platforms and towards Curtin Avenue and Marine Parade. Council should also liaise with the Town of Cottesloe and Main Roads to seek improvements to crossing facilities to make it easier to cross Curtin Avenue and access the beach.

Figure 12 Victoria Street Station Level Crossing



Mosman Park Train Station

The main access to/from the platforms is via a flight of stairs which links almost directly with the pedestrian crossing facility across the northern leg of the Stirling Highway/Glyde Street intersection. Alternative ramped access is provided by a ramp which runs parallel to Stirling Highway (Figure 13), however this ramp terminates south of the Glyde Street intersection and requires cyclists to do a very sharp u-turn to reach the pedestrian crossing facility on the southern leg of the intersection. As an interim improvement to station access, it is recommended that the existing ramp be demolished and a new ramp constructed slightly further north so that the bottom of the ramp aligns directly with the pedestrian crossing facility at the southern leg of the intersection. This work should be complemented by the designation of certain paths as shared user paths so that cyclists can legally use the crossing and approach routes.

Figure 13 Mosman Park Station Ramp Access

Access between the Stirling Highway/Glyde Street intersection and the pedestrian level crossing at the northern end of the station is currently available either via the platforms or the footpath along the western verge of Stirling Highway. It is preferable for pedestrians or cyclists who are not using the station to avoid the platforms. The existing footpath is 2.0m wide but is constructed of pavers which are in varying condition. In the short term, this path should be designated as a shared user path, between Glyde Street and Salvado Road and appropriate wayfinding signage erected to make both the station entrances and the level crossings more visible. In the medium to long term, the path should be widened to 3.0m, along with the level crossing, to cater for mixed cyclist and pedestrian traffic.

Salvado Street

A typical pedestrian maze is provided at this location. As per the discussion regarding Victoria Street, the existing crossing facilities are narrow and in poor condition. In the short term, the path and maze should be widened, with improved wayfinding on all approaches.



In the longer term, the intersection of Stirling Highway and Salvado Street will require signalisation to provide safe crossing facilities for pedestrians and cyclists. The existing refuge island is too narrow to safely accommodate staged crossings by cyclists and the presence of right turning traffic leaving Salvado Road means that even if a gap can be found in Stirling Highway traffic, pedestrians and cyclists using a refuge island are still at risk from turning vehicles. The WA Road Traffic Code 2000 does stipulate that turning vehicles must give way to pedestrians, however it is expected that in such a situation there is likely to be compliance issues due to the difficulties that traffic has in turning right from Salvado Street. Council should request that this intersection be provided with pedestrian-activated signals, at a minimum, as part of any future works on Stirling Highway.

Other Issues

One proposal which is being considered by the State Government involves the relocation of Victoria Street Train Station to Wellington Street and/or construction of an underpass to link Wellington Street with Marine Parade. Should this proposal eventuate, both on-street and off-street cycle connections should be provided and the existing Victoria Street level crossing should be retained to maintain a high level of pedestrian and cyclist connectivity across the rail reserve.

It should be noted that any improvements to rail crossing locations are the responsibility of State Government agencies; however Council should be active in lobbying for improvements.

5.2.5 End-of-Trip Facilities

The absence of large trip-generating developments, except for schools, in the LGA means there is not a significant need for comprehensive end-of-trip facilities such as showers and lockers. Some bicycle racks (u-rails) have been provided through the parkland along the Rocky Bay foreshore and this is commended. This form of bicycle parking is relatively inexpensive, so it can be quickly and easily expanded.

Austroads’ Guide suggests that “…parking rails for short term [bicycle] parking should be placed individually every 20 to 30 metres throughout strip shopping centres or in small clusters near the entrances to major shopping centres.” It is important that these parking facilities do not interfere with pedestrian or particularly disabled access to the centres, and that parking rails are sufficiently removed from car parking. Where feasible, bicycle parking should be provided undercover.

Austroads’ Guide recommends provision for secure bicycle parking at schools at a rate of 1 for every 10 primary school students and 1 for every 20 secondary school students, with at least 10 spaces provided in an undercover lockable enclosure.

Parks and reserves should have bicycle parking rails, toilets and drinking fountains available for cyclists. It is recommended that Council provide additional u-rails at locations where organised sport and training occurs to encourage locals to cycle to/from their sporting activities. This will go some way to addressing the traffic and parking congestions which can occur at organised sport facilities on weekends.

In addition to Council provision of bicycle parking, new commercial, retail or educational developments should be required to provide some bicycle parking in conjunction with any vehicular parking provision.



5.2.6 Learn to Ride Facilities

To assist beginner cyclists in learning to ride safely and to educate them in the road rules and etiquette, Council could provide a small ‘learn to ride’ facility at one of the parks within the LGA. These facilities generally consist of a small road network, complete with signs, lines, roundabouts and sometimes even traffic signals, where children can ride around and familiarise themselves with how to behave when cycling on the road. An example of such a facility, in St Ives, NSW, is shown in Figure 14.

Figure 14 Example of a ‘learn to ride’ facility

Tom Perrott Reserve has been identified as a location where a facility could be provided, however Council should consider a number of alternative sites before developing such the facility.

5.2.7 Bicycle Safety

The consultation process identified that there was a general concern regarding cycle safety, both on-street and at road crossings. One of the objectives of this study is to encourage a greater amount of cycling within the Town of Mosman Park. To achieve this, bicycle infrastructure should be extended to form a safe, connected network to the most common destinations.

The various classes of cyclists have different safety needs. Commuting cyclists, likely to be travelling within the roadway or on adjoining sealed shoulders and on-street cycle lanes tend to be concerned with the quality of street pavement and provision for safe cycling in the vicinity of intersections and near traffic devices such as islands and roundabouts. Casual cyclists are likely to use the footpath and shared path network in preference to on-street cycle ways and as such are more concerned with the interface between vehicular traffic and paths.



Wayfinding signage is also extremely important for safety. Shared path designations should be apparent at every decision point to ensure that cyclists remain within the network designed to ensure safer cycling. Therefore, the extent of the network should be indicated clearly through adequate signage. Physical signage, including signposts and linemarking is not the only wayfinding tool that can be employed. The location of grab rails at intersection crossing points provides a valuable direction tool to indicate path continuity. For this reason, the installation of grab rails at pedestrian footpaths is not beneficial for cyclists, although there may be some ancillary benefit for other accessibility purposes. Red asphalt paths are also well understood to be designated shared paths. Therefore, where separate paths meet, identification of route and destination information is required to ensure legibility and wayfinding for cyclists.

Figure 15 Example of wayfinding signage

For all cyclists, road crossings are of major importance, as this these are the primary interface between bicycles and vehicular traffic. For this reason, provision should be made for bicycles at all intersections along designated bicycle routes and necessary road crossings to improve safety at these locations. Consideration for cyclists should ideally be on-street where cycle lanes and sealed shoulders are located, and within the cycle path / pedestrian network for off-street casual and recreational cycling. Pram ramps at central median locations on busy roads should be avoided in preference to cut-outs and grab rails for staged crossing by cyclists. Grab-rail position should be as described in Austroads Guide, located on the left side of the path to allow cyclists to safely wait for traffic. Grab-rails in the central median may be provided on both sides of the path. The requirement for central median grab-rails should be evaluated based upon the perceived risk at a given intersection with preference given to high speed, high volume road crossings.



Lighting is of concern for any sections of the main cycle network which may be used for after dark cycling. For this purpose, intersections and road crossings are the most critical locations, limiting the potential for accidents. The priority for lighting with respect to the benefits provided for cyclists require consideration of the frequency of use, proximity and volume of traffic to the cycleway, and geometry of the road – winding roads with decreased sightlines and visibility are more in need of quality illumination. Some paths are more likely to be used for after-hours cycling, particularly cycleways intended for commuter or recreational use. The foreshore cycle route is an example of where lighting would be beneficial.

5.2.8 Education

Education is important in the context of improving bicycle ridership within the community as well as increasing the safety of bicycle users on the road network. This includes bicycle education at local schools and further education for the wider population. Bicycle education programs generally improve the behaviour and habits of young cyclists, resulting in an overall reduction of risks. Educating residents regarding the location of bicycle infrastructure will assist in improving the general confidence of casual and recreational riders within the Town. Educational campaigns tied to promotion of proposed infrastructure changes should be pursued to inform residents of their rights and responsibilities as cyclists.

Education programs would ideally be designed to address both casual and commuter cyclists, raising awareness of the designated routes, as well as the interactions between pedestrians, cars and cyclists. Many of the incidents which occur can be attributed to cyclists operating outside of a safe zone of behaviour, endangering pedestrians on shared paths and themselves in the roadway. Behaviour habits which involve significant risk often begin in the early years of independent cycling and tend to increase with experience, implying that the greatest impact of education will be achieved during this formative development period. It may also be beneficial to discuss periodic enforcement of road rules by local police at locations recognised as ‘black spot’ areas for cycling.



6 CONSULTATION PROCESS

Consultation has been undertaken at a number of levels, according to the consultation methodology described in Chapter 1. Through this process, Cardno liaised with the Town of Mosman Park to ensure that the recommendations ultimately presented integrate with the objectives of the Town.

6.1 STAKEHOLDER CONSULTATION

The initial phase of consultation involved individual meetings with representatives of local and state government agencies, other local business and policy stakeholders, individual residents and interest groups. These meetings enabled Cardno to obtain local information regarding the existing operation of the road and footpath infrastructure, goals and future planning information, as well as concerns and issues raised by members of each organisation and by the users of cycling infrastructure in Mosman Park.

Formal meetings were held with the following stakeholders:

Town of Mosman Park officers; Main Roads WA; and Department of Transport.

Many of the issues raised were also identified during the infrastructure audit and network planning stage, as well as through the community survey. All issues and ideas raised have been considered as part of this Local Bicycle Plan.

6.2 COMMUNITY SURVEY METHODOLOGY

The opinions and personal experience of cyclists is considered fundamental to understanding the operating condition of the existing system. For this reason, a survey questionnaire has been designed in conjunction with the Town and distributed through a range of locations.

The design ethos for the survey was to assess the operation of the existing infrastructure and to allow users to provide details of the routes currently used and individual perceptions of local opportunities and constraints in the system. To this end, a set of qualitative questions were generated, along with a map of the city area for users to identify existing routes. It should be noted that this survey has not been intended to establish a rigorous statistical basis for opinions regarding cycling in Mosman Park. For the purposes of this Local Bicycle Plan, anecdotal observations are considered significant to the ultimate quality and operation of the Mosman Park bicycle network.

Distribution locations were selected to address a cross-section of cycling demographics, and included:

Town of Mosman Park Offices; Local schools; Through BWA’s distribution list; and Town of Mosman Park website.



6.3 SURVEY RESULTS

32 questionnaires were completed and returned by respondents over the survey period. Review of the survey results provides some insight into the primary demographic of respondents. Over 60% of cyclists stated that they cycle practically every day (see Figure 16), indicating that much of the feedback has come from existing cyclists who are generally more confident riders. For this reason, the survey results are not assumed to be a representative sample of the whole cycling population, or potential cycling population, in Mosman Park, but may reflect the views of an important subset of this group.

Figure 16 Cycling Frequency by Survey Respondents

Cycling frequency by respondents was anticipated to be high, but was even higher than expected. This confirms that the majority of respondents can be classed as avid cyclists, exhibiting a high degree of experience and able to detail specific and general faults in the existing network.

Figure 17 illustrates that the majority of respondents to the survey are existing commuter cyclists and recreational cyclists, which suggests higher levels of cycling skills and experience.



Figure 17 Primary Cycling Trip Purpose by Survey Respondents

Responses from casual riders are often difficult to obtain as they tend to operate sporadically, making use of whatever local off-street infrastructure is available. Even more challenging are those residents who represent the latent demand for cycling, as they currently do not ride for safety reasons or as a result of lack of services. These groups represent the primary target audience for the cycling improvements proposed in this Plan, but for the most part remain a silent majority. Recreational and commuter cyclists will continue to ride regardless of the infrastructure, as their primary domain is on-street, but will significantly benefit through improved safety and better definition of cycling space designed specifically for them.

The following summarise the results to the survey questions asked:

What do you like about your chosen route(s)?

Most respondents chose their route due to a combination of factors, the most significant being separation from fast moving traffic. This highlights the importance of providing a comprehensive network which will allow the highest number of people to have a reasonably direct route which is separated from traffic. Many respondents noted that they were desirous of avoiding Stirling Highway due to the intimidating on-street cycling environment. Scenery was also a significant consideration as many respondents rode for recreation or exercise.

What do you dislike about your chosen route(s)?

Respondents to this question gave a wide variety of answers pertaining to their chosen routes. Common themes included a lack of separation from traffic and the disjointed nature of the existing limited bicycle facilities.

What improvements could be made to make your cycling trip better?

Generally answers to this question involved addressing the issues outlined in the previous question and have been considered as part of the network planning process. Specific location-based improvements have been included in the schedule of works, however the issues of keeping paths and cycle lanes free from debris and glass, as well as educating and/or enforcing good motorist behaviour require ongoing action.

0%

10%

20%

30%

40%

50%

60%

70%

Education Recreation Work Shopping Other



Do you have any other comments or suggestions concerning bicycle infrastructure in the Town of Mosman Park?

Responses to this question generally included location-specific solutions to problems outlined in previous questions and these have been considered as part of the network planning process. However, some suggestions consisted of other worthwhile network or maintenance improvements to make Mosman Park a better place to cycle.

Specific suggestions which were raised in multiple submissions included:

Extending the PSP from its current terminus near Grant Street to Fremantle; and Providing cycle facilities on Glyde Street.

In addition, some issues were raised which fall outside the Mosman Park LGA, including:

The need for improved crossing facilities on Curtin Avenue to enable easy access to/from the cycle lanes during periods of heavy traffic flow; and

Exposure to general traffic on Curtin Avenue, particularly where the cycle lane disappears on approach to some intersections.

As part of the survey questionnaire, cyclists were asked to identify their most frequently used routes. This was designed to indicate the most important routes currently employed, so that these, or equivalent parallel routes might be improved. Figure 18 shows the routes specified by respondents. The routes shown correspond to routes that were nominated as a primary cycling route by at least 5 survey respondents.

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15 | MAP OF RESPONDENTS NOMINATED ROUTES



6.4 SCHOOL STUDENT SURVEY METHODOLOGY

Following a disappointing response from schools to the cycling survey – only Saint Hilda’s Junior School returned completed survey forms – it was decided to further engage the schools with the objective of gaining an important understanding of students’ cycling behaviours and specific issues with routes to school. A survey and information pack was prepared and distributed to all schools, with telephone and face-to-face meetings, where possible, with school principals to explain the consultation process. A copy of the school-specific survey is provided in Appendix B.

Unfortunately only one school, Saint Hilda’s Junior School, returned any of the survey information. Nearly 200 survey forms were returned, the majority of which were filled out by students between the ages of 9 and 11, as shown in Figure 19. This represents a valuable insight into the behaviour and attitude of school students towards cycling. However it is acknowledged that this data is not necessarily representative of all schools.

Figure 19 School Survey Respondents by Age Group

96% of respondents to the school survey stated that they own a bicycle and 94% stated that they felt confident riding a bicycle. Figure 20 shows that despite the high percentage of students owning a bicycle, only 31% rode a bicycle at least once a week.

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Figure 20 Frequency of cycling by survey respondent

85% of the students who ride a bicycle listed riding for fun or exercise as their primary trip purpose, with only 3% stating that riding to school was their primary trip purpose (Figure 21).

Figure 21 Trip purpose by survey respondent

Students who cycle were asked who they typically ride with. Only 16% stated that they typically cycle alone (Figure 22) which suggests that cycling for students in this age group is generally a social activity and is generally supervised by parents and/or siblings.



Figure 22 Riding company by survey respondent

Disappointingly, 80% of student stated that they rarely ride to school, although 16% stated that they ride to school at least once a week (Figure 23) which is a promising number. The reasons for not cycling to school, where stated, were generally ‘too far’ as many students live well outside the immediate area of the school. A number of students did state that they, or the parents, consider cycling to school to be ‘unsafe’ which illustrates the importance of providing safe, low-speed shared user paths to improve access to/from the schools. Those students who do ride to school stated that it was fun and good exercise to ride to school.

Figure 23 Frequency of riding to school by survey respondents who do ride to school

The following summarises the results to the open questions asked at the end of the survey:



What do you think of the routes you ride on?

The responses to this question varied from praising the riverside shared paths to criticising uneven surfaces along footpaths and a lack of kerb ramps. The hilly terrain in the southern part of Mosman Park was also listed as an issue which discourages cycling.

How can we make them better?

Respondents to this question generally asked for more kerb ramps, improved path surfaces and more high-quality cycling facilities. Maintenance of the paths, including sweeping and cleaning up glass and other debris, was also mentioned by numerous respondents.



7 FRAMEWORK AND IMPLEMENTATION ACTION PLAN

The Town of Mosman Park Local Bicycle Plan is intended to improve the existing cycling infrastructure to a high standard suitable for the recreation and transport demand of all types of users. The involves evaluating the works required to bring the existing infrastructure up to the standard required and establishing policy to establish and maintain this network into the future.

7.1 BICYCLE NETWORK PLAN

The Town of Mosman Park cycling network has been developed as an integrated network of interconnected routes, adhering to a two-tier design policy, i.e. on-street and off-street links. A key design ethos is that no cyclist should be forced on-street in order to continue along a section of the network. It therefore follows that on-street routes are provided to cater for more confident, higher speed cyclists along higher-demand corridors. This has benefits not only for the more confident cyclists, increasing their speed and reducing journey time, but also avoids unnecessarily conflicts between slower cyclists, pedestrians and faster cyclists.

The on-street routes with dedicated facilities generally represent the significant commuter corridors, including:

Solomon Street; Glyde Street; Wellington Street; and McCabe Street.

Cycle-friendly streets have also been nominated in the Local Bicycle Plan. These are popular corridors for on-street cyclists that do not require dedicated infrastructure, such as lanes. The design of these streets should ensure that cyclists are considered as legitimate road users and the installation of traffic management devices should not encourage conflicts between cyclists and other vehicles.

The future PSP between Cottesloe and Fremantle will be the main commuter corridor serving Mosman Park.

A network of low speed shared user paths has been proposed to serve less confident cyclists and particularly to facilitate safe cycling to school for students. Careful planning has been undertaken to ensure that key attractors are served as comprehensively as practical, within a realistic budget.

Figure 24 shows the proposed bicycle network plan. The following sections describe the projects which are recommended to achieve implementation of the network plan.

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RETAIL/COMMERCIAL EXISTING ON-STREET RAILWAY CROSSING IMPROVEMENTRECREATION PROPOSED ON-STREET

21 | EXISTING & PROPOSED CYCLE NETWORK



7.2 CAPITAL WORKS

A comprehensive schedule of capital works has been prepared to achieve full development of the bicycle network and is presented in Table 1. Details and rationale for a number of the projects have been discussed in Chapter 5.

To develop the priority rankings, Cardno has given careful consideration to strategic planning documents, future redevelopment areas, opportunities to fill missing links and identified a balance between cost and benefits. It should be noted that this is intended to be an iterative process and feedback from the community will be considered before finalisation of the priority rankings for the Final Report.

The general priority has been to undertake simple remedial works as early as possible and focus on delivering safer routes to school in the first instance. Interim improvements to the railway level crossings have also been given a high priority to reduce the severance impacts of the railway and Stirling Highway. Other projects have been prioritised according to the likely funding availabilities in each year. With the funding likely to be available (see discussion in Chapter 7.6), the aim has generally been to undertake two Council-funded projects per financial year.

2011/12

McCabe Street cycle lanes are included in 2011/12 as they are relatively easy to implement and as Council may receive PBN Grant funding for this project. Interim improvements to the railway crossings are the highest priority projects. Early completion of the paths at Tom Perrott Reserve would fill a short missing link between Owston Street and the Rocky Bay foreshore path.

2012/13

The major works in 2012/13 are Palmerston Street and the quiet streets route from Saint Hilda’s to Mosman Park Train Station. Upgrades to paths along Stirling Highway are included subject to State Government funding. The Solomon Street ‘bicycle boulevard’ has been included in 2012/13 subject to PBN Grant funding.

2013/14

Monument Street is the major work to be undertaken in 2013/14 which will improve the situation for both on-and-off-street cyclists. Also included is widening of the path through Bay View Park and crossing improvements at Stirling Highway.

2014/15

The major project for 2014/15 is the completion of a shared path along Victoria Street.

2015/16

The major projects included in 2015/16 are the quiet streets route from Mosman Park Train Station along Lochee Street, and the path over Monument Hill linking Monument Street with Rocky Bay.

2016+

All other projects are included in the 2016+ horizon. Prior to the end of the 2015/16 financial year, Council should have prepared a revised local bicycle plan to re-evaluate priorities and project scope.



7.4 PATH DESIGNATIONS

As discussed in Chapter 5, the Town of Mosman Park has a number of existing or soon-to-be-constructed paths which are of a suitable standard for designation as shared user paths with little or no remedial works. These paths should be formally designated through the installation of appropriate regulatory signs and line marking. Paths to be designated are illustrated in Figure 25.

The designation of these paths should be included in the first year program of works and be accompanied by some form of publicity and educational material about the cycling network to ensure that residents, motorists, cyclists and pedestrians are all aware of the new situation.

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22 | FOOTPATHS TO BE DESIGNATED AS SHARED USE PATHS



7.5 MAINTENANCE REQUIREMENTS

Ongoing maintenance measures are required to keep the level of service for cycling infrastructure at a high level. These include:

Frequent and regular street sweeping of cycle lanes to remove debris and/or glass; Identification of specific ‘problem’ areas for more frequent sweeping; Regular pruning of vegetation to ensure paths are kept clear and sight lines are maintained; A regular system of visual path inspections to identify surface or structural defects. An allocation

should be made in each financial year for preventative or remedial maintenance to address this type of issue;

A database of community feedback relating to the entire path network (including footpaths) should be maintained to keep track of issues raised and those which have been addressed. The community should be encouraged to report issues on Council’s website or via email. This information will be particularly useful for future revisions of this Local Bicycle Plan.

7.6 FUNDING

Funding is critical to the success of any Local Bicycle Plan; the amount of funding available will determine the number, scale and staging of projects to be implemented. This is particularly an issue for small LGAs with lower populations as even a significant contribution per capita may not equate to a significant part of the network.

In Victoria, Bicycle Victoria has identified a minimum standard of funding for cycling infrastructure, set at $5 per capita. When applied across the whole of the metropolitan area of Melbourne, this equates to a substantial sum, especially if matching funds can be provided by the State Government.

However, applying the Bicycle Victoria minimum standard of $5 per capita to the Town of Mosman Park only equates to less than $50,000 funding per annum, or $100,000 per annum if matching State Government funds can be provided. Applying an approximate average figure of $75/m2 for the construction of shared paths, this equates to only about 300m of path per year, for an expenditure of $100,000.

This simple calculation illustrates the issues that the Town will face in implementing the projects contained within the Local Bicycle Plan. The Implementation Action Plan has been based on an approximate budget of $1.27 million over the life of the plan (5 years). This will require a contribution of approximately $26 per capita from Council. It should be noted that this budget is for Local Government-funded projects only, and does not include approximately $7.4 million worth of works identified as State Government funded projects.

If Council is unable to commit this level of funding, and/or is unable to secure State Government funding, it is recommended that each project is undertaken approximately in the order listed in the Implementation Action Plan but cascaded over subsequent financial years.



7.7 CYCLING PROMOTION

There are a number of initiatives that can be employed to promote cycling in Mosman Park. Fundamental to this effort are the infrastructure improvements proposed as part of this Local Bicycle Plan; it is difficult to increase cycling ridership if the network has significant discontinuities or is considered “unsafe”.

A number of events are already held in and around Mosman Park for the active recreational cycling community. Future events could be tied to the opening of specific bicycle routes as they occur. This will tend to enforce a completion timeframe for infrastructure improvements and will actively promote recreational cycling outside the existing bicycle user groups. Other events should be used to promote the casual and scenic nature of the proposed bicycle network with Cycle to School and Cycle to Work days organized to coincide with local shared path improvements. The organisation of Cycle to School initiatives should include parents and teachers and follow educational programs to ensure children understand safer cycling.

Local recreation facilities should be promoted by organising bicycle tours for recreational riders, combining these with tourist attractions within and beyond the Town. Information regarding the improved bicycle infrastructure should be disseminated not only to local facilities, but to adjoining LGAs.

It is recommended that the Town engage in yearly or bi-yearly marketing and research work to promote the concept of bicycle usage. This initiative could be undertaken in conjunction with existing cycling events. If there is sufficient interest this could be incorporated into a Regional Bicycle Week.

It is recommended that BikeWest, the Department of Sport and Recreation, Department of Education and Training and local bicycle user groups be advised of the initiative and that synergies between these groups are encouraged.

7.8 LOCAL BICYCLE PLAN REVIEW

This plan should be reviewed during the 2015/16 financial year to re-evaluate the progress of the Implementation Action Plan and review project priorities. It is recommended that the Town allocate sufficient funding to allow comprehensive consultation and project scoping as part of the Local Bicycle Plan.



8 SUMMARY AND CONCLUSIONS

Cardno Eppell Olsen (Cardno) has been retained by the Town of Mosman Park to develop a bicycle plan that improves the efficiency and effectiveness of the existing bicycle network and enhances bicycle facilities for all users. The proposed plan has been designed to be ambitious in scope; not merely improving the existing path network but greatly expanding on and off-street routes to create a high quality, safe and attractive environment for cycling through the Town. In order to achieve this, an audit of the existing road and pedestrian path networks has been completed by performing a visual inspection of paths along the current and proposed Bicycle Network routes, and on the primary road network in the Town of Mosman Park. The results of this audit have been collated and are presented herein.

The audit information has been utilised to determine the scope for future upgrades to the cycle network which includes consideration for future road upgrades and strategic bicycle path planning. Key local activity nodes (schools, recreation centres, parks, shopping etc.) were identified in order to determine the most suitable locations or potential cycle routes in the Town.

Cyclists were disaggregated into three groups (casual, commuter and recreational) and identified as having differing confidence levels, and consequently different needs regarding protection from general traffic and route speed. A cycle network was developed to meet the needs of each of these groups as far as practical. The key design ethos has been to provide a two-tier network of on-street and off-street routes. Each network is interconnected and continuous and no off-street cyclist should be forced onto the road in order to continue along the network. The on-street facilities are complementary, provided where the volume of more confident cyclists is higher to allow some priority over traffic and generally higher speeds than those safely attainable on shared user paths. Careful consideration has been given to cross-boundary linkages with neighbouring LGAs to ensure that the Mosman Park cycle network forms part of a seamlessly integrated, metropolitan-wide network.

A series of maps has been created which provide information on the existing and proposed future bicycle network. The majority of key activity nodes within the Town are proposed to be connected by legible, off-street paths, thereby reducing the need for less experienced cyclists to use the road network. Infrastructure improvements to the existing on-street and off-street path network have been summarised including an estimate of the costs and priorities associated with the construction of each link.

Data compiled during the infrastructure audit identified some key constraints in the existing road and path infrastructure and, where these constraints could materially impact upon the proposed bicycle network, remedial actions have been recommended. This ensures a consistent, high quality experience for users. Identified constraints are highlighted in graphical form with information tabulated for individual links.

Promotional opportunities have been identified to increase the bicycle mode share amongst the Town’s resident population. Recommendations include circulation of cycling maps to schools and businesses, education programs for cycling safety in schools, and consideration for promotional events that can be used to support cycling through the Town. Policy measures have also been suggested, including recommendations for bicycle end-of-trip facilities.

The existing pedestrian path network was observed to be of mixed quality, with many paths consisting of concrete pavers. However, given the relatively small size of the LGA, the measures required to improve the casual path network to the desired standard are relatively minor.



Throughout the preparation of the bicycle network, careful consideration has been given to the need to balance the need for greater cycling facilities, impacts on parking and road space allocation, and Council’s limited budget. The network in its final form provides an appropriate balance between these constraints, whilst encouraging future investment in cycling should further funding allow. It is noted that substantial improvements to cycling infrastructure within Mosman Park can be achieved without financial input from Council through state-controlled projects involving Stirling Highway and the railway reserve and these should be encouraged.

Conscious of the limited funds available, the Implementation Action Plan has been devised to fix existing problem spots deliver the most significant benefits to less experienced cyclists as early as possible. It is anticipated that this will insist in growing a culture of cycling and encourage new cyclists, therefore creating higher demand for cycling funding in the future. Moreover, the majority of streets within the LGA are generally suitable for experienced cyclists riding in mixed traffic.

Appendix A

Survey Questionnaire

Town of Mosman Park Local Bicycle Plan

How often do you ride a bicycle? � Never � Once a month � Once a fortnight � Once a week � 2-3 times per week � Practically every day What is the principal purpose of your bicycle trip(s)? (Please check one) � Education � Work � Recreation � Shopping � Other _____________________________ How old are you? � 0-12 years � 13-17 years � 18-25 years � 25-35 years � 35-45 years � 45-55 years � 55+ years What do you like about your chosen route(s)? ________________________________________________________ ________________________________________________________ ________________________________________________________ ________________________________________________________ What do you dislike about your chosen route(s)? ________________________________________________________ ________________________________________________________ ________________________________________________________ ________________________________________________________

Why do you prefer this route over other alternatives? ________________________________________________________ ________________________________________________________ ________________________________________________________ ________________________________________________________ What improvements could be made to make your cycling trip better? ________________________________________________________ ________________________________________________________ ________________________________________________________ Do you have any other comments or suggestions concerning bicycle infrastructure in the Town of Mosman Park? ________________________________________________________ ________________________________________________________ ________________________________________________________ ________________________________________________________ A map of Mosman Park has been included on the back of this survey. Please take this opportunity to mark your primary cycling route(s) (e.g. home to work, home to school, recreational riding route etc).

Completed surveys can be deposited at the Town of Mosman Park council offices, sent via fax to 9388 3831, or by mail to Cardno Eppell Olsen, 2 Bagot Rd, Subiaco 6008. Surveys can also be emailed to [email protected].

Please submit your surveys by Monday, 21 st of February, 2011.

A community forum will be held to discuss cycling in the Town of Mosman Park. Please feel free to attend and provide input into shaping the draft cycling network. You will also have the opportunity to comment when the Draft Local Bicycle Plan is placed on public exhibition.

Community Cycling Forum The Grove Community Centre 1 Leake Street, Peppermint Grove Date: 16 February 2011 Time: 6:30pm – 8:30pm

Please mark your primary cycling route(s) on the provided map. You may wish to free to label the map in any way you wish. This information will assist us in improving service along your preferred rou

cycling route(s) on the provided map. You may wish to circle road crossing points or put an X at the location of existing issues. Feel free to label the map in any way you wish. This information will assist us in improving service along your preferred route.

at the location of existing issues. Feel

Appendix B

School Survey Questionnaire

Town of Mosman Park Local Bicycle Plan What Suburb do you live in? ________________________ If you live in Mosman Park, please mark where you live on the map with a red circle. How old are you? 5‐8 years 9 ‐ 11 years 12 ‐ 15 years 16 ‐ 18 years

Do you own a bicycle? Yes No

Do you feel confident riding a bicycle? Yes No

How often do you ride your bicycle? Rarely Once a fortnight Once a week 2‐3 days per week Most days

Why do you normally ride? Who do you ride with? Fun Alone School Parents Work Brother/Sister Shops Friends Exercise

If you ride to school; how often? Rarely Once a fortnight Once a week 2‐3 days per week Most days

Why do you ride to school? __________________________________________________________________________________________ If you don’t ride to school; why not? _____________________________________________________________________________________________________ What do you think about the routes you ride on? _____________________________________________________________________________________________________ _____________________________________________________________________________________________________ _____________________________________________________________________________________________________ _____________________________________________________________________________________________________ How can we make them better? _____________________________________________________________________________________________________ _____________________________________________________________________________________________________ _____________________________________________________________________________________________________ _____________________________________________________________________________________________________ Please turn over.

Please mark your regular route to school on the map provided on the back of this survey.

1 = Cottesloe Primary 2 = St Hilda’s 3 = Iona Presentation College 4 = Mosman Park Primary 5 = Iona Primary 6 = Beehive Montessori 7 = St Hilda’s Junior School 8 = Mosman Park School for the Deaf

Documents

Draft Local Bicycle Plan - Town of Mosman Park