PARRAMATTA-LIVERPOOL RAIL CORRIDOR CYCLEWAY
CAMWEST AUDIT SUBMISSION
O
n two recent occasions a number of Camwest members undertook to cycle the new route with the view to assessing the quality of this new infrastructure for cyclists in Western Sydney. Camwest, as a significant and experienced advocacy group for cyclists in Western Sydney, has developed some expertise in assessing the quality of cycleway development and has enjoyed an effective working relationship with the RTA and Western Sydney Councils. Camwest firmly believe in the importance of riding new routes to attain a proper user's perspective of the functionality of a new route.
It was the unanimous opinion of those Camwest members participating in the audit that we were experiencing an exciting and significant piece of new cyclist infrastructure and we would firstly like to take the opportunity of congratulating the RTA, Sustainable Transport for their assistance in the design and those councils who cooperated with the RTA to implement an overall excellent facility.
In the Review of Environmental Factors prepared by Sustainable Transport Consultants in 1998, there was an emphasis on the development of a high quality, safe, coherent and comfortable regional connection. Camwest believes that what has been implemented thus far is close to attaining these ideals with need for some modifications. RTA should be congratulated for spending a sizeable amount of money in the construction of a number of bridges over previous watercourse obstacles, the implementation of a significant amount of new lighting and laying many kilometres of high quality reinforced concrete cycleway. The cycleway is safe in many sections for inexperienced and young riders and attractive with the flat terrain, off-road sections and some interesting scenery. We believe that cycleways like this will encourage those Australians who rarely ride to use their bikes for recreation or short commuter trips. Clearly, as can be seen in other parts of Sydney, where there are safe, high quality and convenient amenities, people will use them. Most of the modifications we suggest in this submission are not necessarily costly but will improve the functionality and safety of the route. We are aware that some of our suggestions may meet opposition from other community stakeholders.
Starting at Parramatta railway, there is no indicator to alert the public to the start of the rail trail. We would recommend a large signboard be positioned close to the station entrance off Station St East that provides a diagram of the whole route and the various links with other regional routes. This, in itself, would be an excellent promotional tool for the route. There should also be directional signs indicating how to connect to other regional routes from Parramatta. Some thought needs to be given to how best to connect the station with these other routes such as to Rouse Hill, Parramatta Park, Parramatta Valley Cycleway, Eastwood, and the Parramatta-Liverpool Transitway. There should also be consideration for additional bike lockers at the station including some temporary use lockers.
The bricked footpath is very narrow on Station St East and would benefit centre-line markings and bike logos to legitimise cyclists using this route and alerting pedestrians to the shared nature of the footpath. Overhanging trees need regular pruning or cut right back as they are currently hanging low over the footpath. At the intersection with Parkes St, there is no crossing facility. Once across Parkes St, the route is well signed, well marked, narrow but we wouldn’t expect heavy pedestrian movements.
At the corner of Station St East and Marion St, there are a few obstacles on the footpath, namely a plant box and a sign. The plant is hard to move so we suggest moving the sign. There is a bollard at the entrance to the walkway by Harris Park station that could do with some reflective tape if it cant be removed. On the shared path along Cambridge St, bike warning signs for motorists in Station St West and the small lane next to it are required. Linemarking similar to what has been implemented on Woodville Rd side streets would also be good. Drop Kerb on West Side of crossing Station St West is at a diagonal and therefore could lead to accidents. A preferable alternative to the current route down High St with its zigzag treatments would be to cross Cambridge St into Tottenham St and form a contra flow cycle lane against the one way car/pedestrian zone. If the route continues to use High St, it needs clearer markings after you cross Cambridge to let you know that you leave the footpath and enter the road. We feel that the current arrangement with the narrow zigzag sections is not safe and the route should preferably take Tottenham St or run along the length of the footpath on High St.
Camwest feel that the RTA has done the best it can with the current traverse of the busy Parramatta Rd crossing and we are particularly impressed with the bike crossing lights. However, no one likes to ride in this busy corridor and we hope that the RTA will work quickly to provide an alternative route via the M4 Viaduct proposal which I understand will run under the road junction and provide an underpass to the other side of Woodville Rd north of the Crescent. This will be a terrific improvement and naturally will alter the existing route to travel on the West side of Woodville over the Crescent and right into Wallace St then Union St then Boomerang St before joining with Railway Terrace. The current footpath route on the East Side of Woodville Rd need not be altered significantly if the alternative route can be implemented soon. However, the current state of the footpath is poor and is strewn with debris. The RTA have made some attempt to think about safety improvements with side street crossings by providing 2 sets of give way lines on the road but there should also be bike warning signs. We would also suggest that there be caution signs for cyclists as they cross these side streets. It doesn’t seem very clear who has right of way. The 2 dotted lines on the road give cyclists the impression that they have right of way over side street traffic and vehicles turning into side streets from Woodville Rd. In the Sustainable Transport design, they had recommended the removal of the street light poles from the footpath which would be a costly exercise if this is only a temporary route.
There is a dangerous hump on the shared footpath on Randle St after Boomerang St crossing. Also after the Boomerang St crossing, it is unclear where the cyclist is to proceed. The shared path ceases and we have to assume that we enter the road space. The off-road cycleway commences on the opposite side of the road on Railway Terrace after a sharp and blind corner which ends Randle St. The safest option here seems to be to stay on-road for a reasonable distance past the corner, say 30m, then use road markings and signage to direct cyclists across the road to join the cycleway. There would need to be warning signs for motorists preferably before the corner that cyclists crossing up ahead.
The off-road cycleway on Railway Terrace has yet to be completed with reinforced concrete and is currently very unsafe and substandard. There is no treatment segregation from the road and little to indicate to motorists that it is anything but a shoulder of the road. There is a need to provide a properly constructed contra flow lane so as to legitimise cyclists riding the ‘wrong way’ in the eyes of motorists. As previously pointed out to the RTA, Camwest is very unhappy with this section of the route passing on the roadside of cars parked at 90-degree angles. If this arrangement remains unaltered we fear that there will inevitably be casualties, as cars will not be looking for bikes as they reverse from the car parks. We believe it is essential for the sake of safety that the cycleway is positioned on the railway side of the parked cars as has been successfully achieved on Railway Terrace north of Guildford station. The same issue applies to the treatment on the south side of Merrylands station. We also believe that there needs to be line marking indicating car spaces to avoid cars parking over the cycleway. A sign such as "Motorists watch for cyclists when reversing " might be a temporary solution.
We understand that the missing piece of reinforced concrete across from Patten Ave is due to the fact that Holroyd council have yet to construct a crossing over the drainage area. There is a large unfinished rail trail section across from Guildford Park and there is starting to be some erosion problems and some dangerous sandy sections. Twice we have seen cars parked in the cycleway, as it is not clear to motorists that this is anything more than the gravel edge of a road. We can’t understand why this section remains incomplete with the launch in early December. Unless there is some separation, we fear that this section which is level with the road at present will receive debris from the road. The off-road path behind the bus shelters at Guildford station needs sweeping which raises the question of whom is responsible for maintenance.
Camwest feel that the section of the route from Guildford station to the crest of the hill on Railway Terrace is most unsatisfactory . Cyclists have to cross at the pedestrian crossing and follow the narrow footpath up to the crest of the hill where they have to dismount and cross this busy road with no crossing treatment to a wooden bridge over the railway. There are no drop kerbs at the crest of the hill. If there were a drop kerb this route is satisfactory heading to Parramatta as there is room on the road to cycle. However, when heading to Liverpool, we believe many cyclists would find it preferable to dismount at Guildford station and walk their bike through the underpass and then use the grassy slope by the railway on Military Rd or even just use Military Rd until it meets the existing cycleway at the crest of the hill. We can’t see any obstruction to building a reinforced path along this section of Military Rd from Guildford Station.
From the crest of the hill to Fairfield station via Yennora station is an excellent facility with few intersections. It’s a fast and safe route. Our only concern were the number of seemingly unnecessary bollards on the section between Yennora station and Pine Rd. While it is difficult to imagine any vehicles accessing this section of rail trail, we accept that councils have more experience with controlling this activity so we ask that if bollards are required, that they be positioned on the edges of the corridor, not the middle of the path. They also need to be bright in colour and be fitted with reflectors so they can be easily seen at night. I'll never forget the only time I've ever gone cycling with my mother on an offroad cycleway and she came off her bike after hitting a bollard in the middle of the path. Off-road cyclists are not expecting obstacles in the middle of the path. Bollards won’t stop motorcyclists entering the corridor but having them in the middle or the sides wont make any difference to a motor vehicle. Once there is one line of bollards to stop vehicles getting in, it’s hard to understand why there needs to be additional bollards. Such is the case with the wooden bollards preventing access from Pine Rd. There are 2 bollards near the road and then a third bollard farther down the path towards Yennora.
Exiting the car park at Fairfield railway station, there is a little arrow showing the way out but unless you see across the road to the sign to Liverpool, it isn’t clear where to go. It seems particularly important at transition zones between off-road and on-road sections that greater clarity of direction be provided as a general rule. Camwest is very impressed with the treatment of the 12.8m road model of parked car then double line cycleway markings on either side of the road. Camwest is trying to get other councils to follow suit and will use your example to demonstrate that it can work. We noted how the cars obeyed the line markings and parked inside the lines. The cycle lane markings should be extended up Dale St to run in front of the on-road 90-degree parking. It seems regrettable to us that it was decided to turn the route into Fairlight St, which causes a slower route and much unnecessary complication. We would prefer to have seen the cycle lane continue to the end of Wilga St, which isn’t too busy, then right into North St and up East Parade. The turn from the cycle lane to the footpath across the street and into Fairlight St is messy and dangerous. There are some blind corners on this footpath section and it is likely that many riders will opt to continue down Wilga St despite the route. Wilga St route would have been much cheaper to construct and we recommend that its implementation be considered as a more direct alternative. There is also a dangerous and unnecessary drop kerb in the middle of the path on Fairlight St .
Again there are some hazardous and excessive uses of bollards at the Johnson Park Bridge. Having 3 bollards at both ends of the bridge makes it quite difficult to pass safely and it is feared that less experienced riders may have an accident. These bollards may prevent motorbikes crossing the bridge but they don’t prevent cars or motorbikes accessing both sides of this park so it is not clear what they are trying to protect. Again if some of the bollards have to remain, they should have reflectors, be brightly coloured and ideally be positioned on the sides of the entrance to the bridge rather than the middle of the path.
The junction of the Cecil Hills route is a beautiful stretch of cycleway providing the community access to parts of their local community they may not have seen previously such as the railway viaducts, the Orphan School Creek with a few remnant old trees and the Buddhist temple. The junction is poorly sign posted. If coming from Parramatta you cannot see the sign pointing to Liverpool. There should be another sign placed in a better vantagepoint. The same is true coming in the opposite direction. It might also be worth having a map of the cycleways in this area at this point. The Cecil Hills route is part of a much larger proposed Bay to Mountains cycleway that also heads towards Carramar but there is no signage at present. There will also be the Transitway cycleway that will cross the Cecil Hills route. Fairfield council has been quite progressive in their development of creek corridor cycleway and may be willing to Co-sponsor a map showing all the routes in their area.
The Bareena Rd crossing is a dangerous section for cyclists. We would like to see cyclist-warning signs in all directions for motorists and line markings when crossing First Ave. It would be preferable if the crossing were moved about 1m to the east to provide more footpath space on the south side. We are thankful for the new crash barriers and for the removal of one sign. Flashing pedestrian crossing lights might also be a sound idea as there are poor sight lines for motorists approaching the crossing.
The treatment on-road at the traffic lights on Bloomfield Rd is strange and it isn’t clear what the cyclist should do with the strange curbing. There also is no cycle-lane continuing below the underpass so it is unclear where the cycleway goes. There is an unsafe crossing to the off-road cycleway on the opposite side of the road near a side street in a busy area. It might be better to have a marked cycle lane continue from the traffic lights till past Boundary lane before any attempt to cross the road. This would be safer and provide the cyclist with more warning of the need to cross.
The crossing of the off-road cycleway at the end of Bloomfield St heading over Cabramatta Creek Bridge is unsafe as it occurs on a blind corner. Cyclists need a give way sign or some measure to alert them of the dangerous crossing as some riders coming from Parramatta may not be aware that the road continues under a railway bridge. The bollards on the bridge are understood and supported but need bright colouring and reflectors.
Camwest questions why there remain the obstacles at both ends of the underpass outside Warwick Farm station. The underpass is very wide and does not appear to be used by a large number of pedestrians. There may be preferable barriers that could be considered if there are attempts to keep motorbikes out. There are more dangerous bollards on the off-road section near Warwick Farm station and they should be moved to the edge of the path or discarded.