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Bicycle User Group 10 March 1999 |
Bike North PO Box 719 Gladesville 1675 |
Submission in response to the Overview Report Lane Cove Gore Hill Corridor
Executive Summary
This submission questions the wisdom of building the proposed transport links in view of the stated intentions of the government to reduce dependence on private motor vehicles for regular commuting in Sydney. In addition the upgrade route runs parallel to the new railway development with which it will compete. If the proposal should proceed then we strongly endorse that the highest priority be given to promoting sustainable public transport and bicycles.If built, the route should form a major regional cycle route that needs to be of the highest quality to ensure use. The RTA should take the opportunity to fit world's best practice in cycle facilities along this route, which already offers direct travel and excellent grades. The general design principles outlined for cyclists in the overview report need to be upgraded to the safe cycle lane designs that are required. We request that no compromises should be provided which downgrade the route for safe commuter cycling and we are confident that a major route will attract a significant number of cyclists to use the route.
Jump down to: Upgrade the Road or Not? | The Regional Context | Design Characteristics of a Regional Cycle Route | Specific comments on the Overview proposals | Conclusion | Contact Details
Background
Go up to the top. Bike North is a bicycle user group affiliated with Bicycle NSW that represents the interests of cyclists in Northern Sydney. We are concerned with promoting cycling in all its forms for the benefit of the environment, the improving fitness of cyclists and the health benefits to the country. Cycling is also a fun way to get around.
We are interested in transport and traffic issues because we see that increasing numbers of private vehicles travelling at speed make it difficult for cyclists in two ways. First, it is less safe to cycle next to large numbers of cars travelling at speed and second, it promotes the use of cars for journeys that are more suitable to other forms of transport. Each time there is a major upgrade of transport infrastructure there is a once-only opportunity to integrate cycle facilities into the project. The Lane Cove - Gore Hill Corridor provides such a special opportunity.
The Epping Road corridor is an important link for cyclists for exactly the same reasons that it is important for motorists. Due to the topography of the area and the critical crossing of the Lane Cover River this corridor represents the only viable regional cycle route running from Epping to Artarmon. The next crossing of the River to the south is at the Fig Tree Bridge, which serves a completely different transport catchment.
Many of our members ride along the east to west corridor represented in the proposal. It is used for commuting and for recreation but is classed as a very high stress route because cyclists must share the road with lots of traffic travelling quickly. Other cyclists would like to travel this route but are forced to travel a wide detour to the north and across Fullers Bridge and then deal with the steep hills towards Chatswood.
Irrespective of whether the tunnel proposal goes ahead cycle facilities on this corridor must be upgraded.
Upgrade the Road or Not?
Go up to the top. Your overview report asks for feedback on whether the road upgrade should be built. For a number of reasons Bike North questions the value of upgrading the road part of the corridor at all. The phenomenon of "induced traffic" is well known in transport planning. The increased capacity of a link will quickly be filled by journeys that are either not made now or made some other way. While it might be a desirable effect for tollway operators this is not a desirable effect for our society or our environment. It is also not in line with several government policies that aim to reduce car dependence.
While the induced traffic effect is well known the opposite effect is not well researched. If the capacity of a road link is reduced, then journeys are not made, because they are seen to be too difficult. A case study in London recently showed that if, instead of increasing capacity, you were to reduce capacity for private cars, the resulting traffic delays would tend to favour either not making the journey or travelling by some other method. If bus infrastructure is built then it is likely that patronage of buses will increase which is an objective of the government.
This leads to the option of not building a tunnel but still creating 24 hour bus lanes along both sides of the corridor. If the remaining lane were made a parking or T3, then drivers would be forced to make choices to reduce their single car journeys.
We note the government is in the process of building the Parramatta to Chatswood Rail Link, which is a major transport upgrade along the same corridor as this proposed development. To build the Lane Cove-Gore Hill Corridor before the rail link is complete and operating efficiently would indicate that the government believes the Parramatta to Chatswood Rail Link will make little difference to transport patterns.
There seems to be some confusion about which option is the preferred one. Page three of the overview document indicates option H3A was preferred and describes it as two short tunnels, one from the Lane Cove River to Stringybark Creek and the other from Stringybark Creek to the Gore Hill Freeway. The rest of the document only makes reference to one long tunnel described clearly on page 8.
The rest of our submission addresses the best transport outcomes assuming that the Lane Cover-Gore Hill Corridor is upgraded by constructing the tunnel. We believe that the route should be a major regional cycle route and designed accordingly. We are pleased to note that objective number 4 on page 7 states "improved conditions for buses, cyclists and pedestrians".
The Regional Context
Go up to the top. The Lane Cove River creates a barrier to east-west travel in the area and the Bridge at Epping Road is placed at a good spot to reduce the hill climbing that is required by any form of transport. Epping Road is also basically straight and direct, providing quick journeys. All the advantages that apply to cars also apply to bicycles when planning regional routes. This route is a critical route that joins many valued destinations, such as Epping business centre, North Ryde industrial area, Lane Cove business centre and all the employment opportunities from Chatswood to the city. There are also substantial numbers of people living right across the area.
While bicycles are ideally suited to short journeys they are quite efficient for longer commutes if the routes are fast and safe. Epping Road has the potential to be a fast and safe commuter route which could provide cycle travel average speeds of over 25 km/hour for fit commuter cyclists. This is a viable travel mode by itself but becomes especially so because the cyclist is also gaining healthy exercise at the same time.
The Epping Road corridor also links other regional and feeder cycleways that make it important route. To the east Bike Plan 2010 plans for major cycleways to follow the main ridgeline from the Harbour Bridge to Hornsby in several stages. To the west the Ryde to Turramurra north-south Regional Link crosses Epping Road at Marsfield. Also to the west the M2 carries a cycleway as far as Seven Hills.
To link this cycle route into the local network will require a development program over some years however the key backbone must be the high quality commuter route. A feature of any regional route is that it can be accessed very frequently from the local areas. At present the Gore Hill Freeway does not provide enough points where local routes can access to the regional cycle route.
Design characteristics of a regional cycle route
Go up to the top. Only if the cycle route provides safe and rapid travel for cyclists will the participation rate increase and people start to use bikes instead of cars. More cyclists will use the route if it is obviously well designed, well built and well maintained. Nowhere in Sydney have we built cycle facilities to worlds best practice. This project is an opportunity to do that, and to encourage cycle usage as part of the solution to our transport problems.
The following comments indicate the requirements of a high quality regional cycle route. In general the cycle route provision should be at least up to the standard in the publication by Austroads "Guide to Traffic Engineering Practice Part 14 ö Bicycles". (This will be referred to as "Austroads 14".) Although this is a useful guide there are many opportunities for innovative improvements in local situations.
By following the flowcharts in Austroads 14 (figures 2.4, 4.1 and 6.15) it is clear that the facility should be exclusive Bicycle lanes. In particular the commuter cycle route that we propose for the Lane Cover-Gore Hill Corridor is more in line with the concept of a "veloway", which is as straight and uninterrupted as possible.
In all cases cyclists require a separately marked lane for cyclists only. It is not adequate to share a lane with parked cars, or a wide kerbside lane or a transit lane or even a bus only lane. In particular it is not appropriate to have commuter cycle paths sharing with pedestrians. They are two quite separate means of transport and both are a real danger to the other and must be separated wherever possible.
The speed of the adjacent traffic is an important factor in determining the clearances to cyclists. (Austroads 14, 4.2.3) The Overview document does not state what the speed limits on Epping Road will be but, as there is reference to a residential setting, we assume that the speed will be no more than 60 km/hour perhaps less. We would favour the lower speed limits for the redesigned Epping Road where the tunnel runs in parallel.
The separate cycle lane should be wide enough for two cyclists travelling in the same direction to overtake each other without moving out of the lane. The minimum lane width specified in Austroads 14 (4.4.1) where two cyclists can pass each other is 2 metres. It is critical that this width be provided on uphill sections where the disparity in speeds between cyclists (and between cyclists and cars) is the greatest.
The Overview document suggested that there should be parking along the redesigned Epping Road. Parked and parking cars form a major hazard for cyclists in two ways (Austroads 14, 4.4.2). First the problem of cars crossing the path of cyclists while they are entering or leaving the parking spots. Secondly the problem of drivers and passengers opening car doors into the path of cyclists. To solve the "car door" problem Austroads specify marking parking lanes at a width of 2.1 metres to encourage close parking and then enough width in the bicycle lane to avoid conflict with door.
Austroads do not specify a solution for avoiding conflict with parking vehicles however consideration could be given to one of two suggestions along the Epping Road corridor. The first suggestion is to clearly mark the existence of the cycle lane by continuous use of a contrasting road surface colour. We have seen both blue and red in use in other places. The contrasting colour is a continuous reminder to drivers that they are about to cross a special zone. Such a contrasting colour would be very beneficial in the treatment at intersections where entering traffic would be given the same reminder.
The second option would to put the cycle lane on the kerbside of the parking lane. In this situation there would be a median strip between the parking lane and the cycle lane to ensure there are no encroachments. While this would reduce conflict with cars it may create some conflict with passengers alighting from vehicles and crossing the cycle lane to reach the footpath. Perhaps the impact of pedestrian and cyclist is less likely and less serious than the impact of cyclist and car. In this second option the cycle lane is not on the footpath which remains a separate domain for pedestrians only. Perhaps creating the cycle lane on the kerb side would enhance the feeling of the residential character of the streets and be more acceptable in reaching those stated aims.
The Overview document also indicated that buses would stop in dedicated bus bays to improve travel times. If buses cross the cycle lane then this is an added danger due to the restricted visibility around buses. Again, coloured surfaces or moving the cycle lane to the kerb side may assist in solving this problem.
Conflicts with cars at intersections probably pose the greatest safety threat to cyclists. We suggest that the different treatments be carried in different parts of the route. Where possible on this regional route, there should be grade separation of cars and bicycles. This is suitable for any entrance or exit ramps where a short underpass can be constructed and is much cheaper if implemented in the first place. We believe that any treatment involving ramps, particularly sections of the Gore Hill Freeway should include grade separation.
At existing on-the-level intersections several provisions should be made for the cycle lane. As mentioned above a contrasting pavement colour that continued across intersections would enhance visibility of cyclists. Adequate signage on the approach roads would be important and these could be accompanied by rumble strips or similar audible warning devices to the driver to take care.
Many of the intersections will have traffic signals which should cater specifically to bicycles. There should be bicycle sensitive switches set into the road surface in the cycle lane, and a forward stopping line in front of the traffic. Cyclists should be allowed to start travelling on the special "bus signal light" that is to be installed in several places along the route.
If, at any place along the route, there is not enough space for a high quality cycle lane on one side of the road then consideration should be given to providing a wider two way cycle lane on the other side which allows for contra flow patterns. Such a two way cycle way should be separated from the main traffic flow by a narrow median strip.
There needs to be access from the local routes to join the cycle lane at frequent intervals along the route. This will not be a problem on the Epping Road section alongside the tunnel, however on the Gore Hill Freeway cycle lane this requires extra entry and exit points to be constructed. The plan indicates that an extra lane is to be constructed and extra local access point should be included then.
Specific comments on the Overview proposals
Go up to the top. The following comments relate to specific points raised in the Overview document, travelling from west to east.
- At the western end of the corridor, cyclists must exit the M2 at Delhi Road. However the section of Epping Road from Delhi Road to the River currently provides no place for cyclists to ride safely. Indeed there is a hazardous expansion joint across the road at the top of the hill and squeezing from merging traffic part way down. We request that the scope of this project be extended west to include linking Delhi Road and the new Lane Cove River Bridge with high quality cycle lanes on both sides of the road.
- The overview document shows a second bridge to be built on the upstream side of the old bridge and this may involve widening the existing Epping Road west of the river. Such work could incorporate the cycle lane down the hill. The new bridge over the river should provide for a cycle lane, as should the existing bridge on the other side.
- The intersection with Mowbray Road is to be completely redone, so there is an opportunity to benefit cyclists travelling straight ahead with a graded separation. When starting the climb form the River it is frustrating to be stopped at lights at the bottom of the climb. There is an opportunity to make the uphill lane a graded separation by passing under Mowbray Road but then climbing back up to road level after the intersection.
- The overview states that cars will maintain access all ways to and from Mowbray Road at the new intersection. Cyclists require the same provisions will clear paths to follow from one cycleway to the other.
- The lower section of Mowbray Road is to be realigned and the opportunity should be taken to provide a cycle lane on the uphill side for as far as possible in the new re-alignment.
- It is requested that pedestrian links that cross Epping Road under the Lane Cover River bridge be enhanced on both sides of the river.
- At present, cyclists travelling from North Ryde cross the Lane Cove River via the footbridge at the end of Magdala Road, East Ryde. This crossing and the ability to access the cycle lanes on Epping Road travelling east and west are important. The bridge itself should have some improvements made by removal of the restricting bollards and maintenance of the decking to provide a smoother more stable wooden deck.
- We agree with the reduction of Epping Road to a more residential character. We would envisage the following scenario for each side of the road. Footpath next to 2.1m wide parking lane, next to 2m wide cycle lane, next to a bus lane (which could also accept taxis, hire cars and motor cycles), next to a normal traffic lane. There would be a narrow median strip and the pattern would be repeated in reverse on the other side of the road. The width of the four traffic lanes could be reduced due to the lowering of the speed limit possibly down to about 3m wide.
- The overview document (page 8) mentions reinstatement of right turn lanes on Epping Road. At these points it is critical not to reduce the cycle amenity by pushing traffic to the left in "S" lanes such that the cycle lane disappears. If there is no room within the median strip to provide for right turns then motorists should queue behind the right turning vehicle. Some cars may choose to overtake by using the bus lane.
- The overview document states that "Epping Road would be designed to include a cycleway where car parking is not required" (p21). We are very concerned at this statement and gives clear indication of the priorities of the report. In cases where it is not possible to create parking and a cycleway together, then the parking should be removed. In most places there is no parking at present so it would just be a case of not providing it. Parking can be discontinuous but a cycle lane cannot, without compromising safety and drastically affecting the usage of the facility.
- We note with approval that the report indicates ( on p21) further opportunities for cycling in areas near Tantallon Oval and Stringybark Creek and a safer route for cyclists to Macquarie University.
- There may be some discussion about a toll for the tunnel. Motorists will have a choice to drive the tunnel or not but we have no problem about that decision costing a toll. Every time a car is driven it costs the owner and also costs the environment. The toll may well act as a disincentive for some motorists to drive in which case it has achieved a good result.
- At every entry and exit ramp on the Gore Hill Freeway grade separation should be constructed rather than crossing those ramps at grade. This will remove the biggest safety problem of cycling in this area.
- In the vicinity of Willoughby the current Gore Hill Freeway is elevated above the ground. Underneath is a network of cycling and walking tacks. We wish to ensure that none of the existing cycle paths are compromised in any way by the lane widening.
- Wherever a transit lane is created we believe it is most efficient to create the more onerous T3, so as to encourage car pooling.
- The overview document states that cyclists wishing to travel north from Falcon Street should the freeway via stairs and a ramp. This is unacceptable and cycleways with appropriate grades need to be designed for this area.
- We would suggest that the funding for the cycle facilities in the project be picked up by the tunnel toll operator as an extra expense rather than being funded by existing RTA revenue.
Conclusion
Go up to the top. If it decided to implement the project then we request that a high quality bicycle facility be designed and constructed as an integral part of the work. This is a unique opportunity to build a high quality regional cycle route to world's best practice standards. If the quality is high it will be well used by the community and promote commuter cycling in this area as a viable transport option. In doing so it directly supports stated government, health, transport and environments policies.
Bike North would be happy to be involved in any further discussions about this proposal, and in particular consultation on the detailed design and construction of the cycle route.
Contact Details
Go up to the top. Doug Stewart and Michael Chow, on behalf of Bike North, prepared this submission. For more information about Bike North please consult the web page at:
Please contact Doug Stewart at Bike North (Phone: 9887 1478, Email: speedwell74@yahoo.com. Postal mail: PO Box 719, Gladesville 1675)