Mr Doug Lamont

Mr Doug Lamont

Manager

Bicycle Networks

Roads and Marine Services

NSW Government

Dear Mr Lamont

Pyrmont Bridge Road- Improvements for Safer Cycling.

This is a proposal for RMS to recognize Pyrmont Bridge Road (and its continuation Bridge Road) between Parramatta Road and Union St, Pyrmont, as a commuter bike route from the Inner West to the Sydney CBD, and improve it for safer cycling.

The main motivation is that it is used at present by a substantial number of cyclists in the morning and afternoon peak periods (between 100 and 200 based on counts by myself and by City of Sydney), and that it is the most direct and convenient route for cyclists into the City from Petershamand adjacent areas of Stanmore (via Bridge St and short section of Parramatta Rd) and Leichhardt (via Booth and Alexandra Sts). It offersgood grades and has, generally,wide lanes suitable for sharing with motor vehicles. Most of the route has Clearway restrictions during peak hours and substantial sections have 24 hour no stopping signs. This gives very wide kerbside lanes, except near intersections with right turn bays. Traffic volumes are surprisingly low in morning peak hours, as evidenced by personal inspection. At times there were no cars visible at the Booth St intersection and cyclists had an excellent run from Parramatta Rd to Booth St.

Existing Bicycle Route facilities

Parts of the roadare included in both Leichhardt Council and City of Sydney Bike Plans (a Blue route in CoS plan) and have some existing bicycle treatments.The section between Booth St and Junction St is a vital but unfinished link in the “East West” cycle route from Leichhardt to Ultimo via Junction St and St Johns Rd/Glebe/Kelly Sts. There is a sign post at the intersection with Booth St indicating this route (in reverse direction) to Annandale, but nothing at Junction St for the Ultimo bound direction. The section from Mallett St westwards to Parramatta Rd is signposted (at Mallet St) as a bicycle route to Marrickville LGA, and there is a continuation sign at Parramatta Rd at the start of Denison St. Old bicycle pavement logos and remnant bike lanes are visible faintly between Ross St and Taylor St through Glebe, dating from about 2001 or before when Leichhardt Council had control of Glebe.There is a Bicycles Excepted sign at Ross St, so that cyclists can turn right into Ross St (using the Bus lane). There is a bicycle refuge crossing at Cross St and a short shared path section on Pyrmont Bridge Rd for the right turn into Junction St. St Johns Rd has bicycle logos in the shoulder lane along its course from Kelly St to Junction St.

Another motivation is that City of Sydney Council is planning to construct a bicycle path from Taylor St to the Fishmarket, either next to Bridge Rd or closer to the waterfront, as part of a plan to relocate the bulk loading operations currently occupying this area. The proposed bike route on Pyrmont Bridge Rd would then link naturally with that, although safety and provision for on-road cycling should still be addressed, particularly at Wentworth Park Rd intersection, where several collisions or near misses with left turning vehicles into Wentworth Park Rd have been reported by cyclists heading west on Bridge Rd.

We seek a better intersection design there to slow left turning motorists and address the “left hook” safety issue. Left out vehicles also can enter Bridge Rd at too high a speed.

We think that a mixture of treatments chosen from the Austroads and RMS manuals, and as suggested by the recent Austroads publication on providing for cyclists on higher speed roads [1],could greatly improve safety and legibility of this route. We do not seek a separated cycleway, unless it can be easily implemented in certain sections, or fits in with plans such as the City of Sydney has for Blackwattle Bay, but to make the road more bicycle friendly using a combination of signage, pavement markings, line marking and some intersection improvements, (if possible and where appropriate). The speed limit of 60 km/h should in our opinion be reduced overall or in sections to improve safety.

Hook Turns

Another consideration is that cyclists to or from Annandale can avoid the Booth St/Pyrmont Bridge Rd intersection and a section of Pyrmont Bridge Rd by using Alexandra Drive as a useful shortcut. The right turn into Alexandra Drive from Pyrmont Bridge Rd can be difficult or daunting, so a bicycle hook turn box could be marked in Lyons Rd to facilitate this. Similarly at Mallet St, for the right turn into Booth St. A hook turn box could also be installed at Ross St for the right turns into Ross St.

Road Widths and Critical Points

As stated, most of Pyrmont Bridge Rd is wide, such as the 4 lane section between Parramatta Rd and Booth St, which is around 14.5 m wide, or has wide lanes, such as the 2 lane section between Cross St and Taylor St, where the lanes are approximately 5 m wide. This is all available where the parking restrictions apply. The section between Taylor St and Wattle St is around 13.5 to 14m wide. These sections are reasonably bicycle friendly, although the kerbside lane widths in the latter section could be widened from the currently marked 3.6 m to a more friendly 3.9 or 4 m, as recommended in the road guides. This would allow more comfortable passing by motor vehicles. The intersection with Wentworth Park Road has been the site of several reported collisions and near misses, particularly from motorists turning left at speed into Wentworth Park Rd and failing to give way to cyclists travelling straight on Pyrmont Bridge Rd (“left hooks”). Approaches have been made unsuccessfully so farthrough CoS to have the intersection corner extended and radius of corner reduced so that vehicles are discouraged from turning left at speed.

Critical points or sections exist where right turn lanes have been installed, such as at Booth St (see Figure 6), Ross St, Glebe Point Rd. The kerbside lanes have been narrowed and produce squeeze points for cyclists. These could be addressed by use of bicycle pavement logos and warning signs, encouraging cyclists to use the full lane and advising motorists not to squeeze past. The use of a sign such as now approved in the USA MUTCD that “Cyclists May Use the Full Lane” would be of benefit.

Critical sections and squeeze points exist where car parking is allowed out of peak, such as between Hewitt Av and Junction St. The refuge at Woolley St has a very long tapered painted median, which also affects lane widths at the start of the car parking at Hewitt Av. This median could possibly be shortened to give more room at the first parked car westbound after Hewitt Av.

Section from Wattle St to Union St.

This section is busy with variable lane widths, squeeze points and complicated intersections. Experienced cyclists can usually negotiate this section by “taking the lane”, but some general enhancement such as pavement logos or bike route signs would remind motorists to take more care and it would assist cyclists to ride more prominently. Speed limit reduction to a more reasonable 50 or even 40 in this congested area would be a major safety improvement.

A particular difficulty for City-bound cyclists is the negotiation of the left slip lanes to the AnzacBridge and the intersection at Bank St. Cyclists need to merge into the correct lane to avoid the slip lane then negotiate the intersection. The intersection has a left turn lane and two narrow through lanes and is slightly uphill. Cyclists have no place to store safely if the light is red. A short section of bike lane might be possible here, between left turn lane and through lane. On the departure side of the intersection, the raised kerbing on the islandproduces a squeeze point. This could be improved by allowing cyclists to ride onto the island via a suitable ramp, and rejoin the road in a protected position on the other side. Another squeeze point presents itself shortly after where the footpath and kerbing again extends out and the shoulder ends, see figure 1.

For less confident riders or when traffic is too heavy, a shared path from the traffic lights at Wattle St outside the Fishmarket, to the pedestrian lights on the slip road to the AnzacBridge, and then crossing Bank St to the footpath as far as Bulwara Rd would provide a safe alternative. To avoid the rest of Pyrmont Bridge Rd, the cycle route can continue down Bulwara Rd to the route on Miller St. Improved access to Bulwara Rd via a widened ramp at the closed end is needed.

Bypass alternative

Cyclists should have a choice of routes where possible. To avoid the steep uphill to Glebe Point Rd heading west from Colbourne St and the narrow kerbside lane between Talfourd St and Glebe Point Rd, cyclists could use Colbourne St and St Johns Rd to Junction St, rejoining Pyrmont Bridge Rd there. Minimal work needs to be done apart from signage and a more accessible gap for cyclists in the barriers now at entry to Colbourne St of Pyrmont Bridge Rd. St Johns Rd already has bike route signage and shoulder lanes or bicycle logos in parts. We would not recommend a route from Wentworth Park Rd along St Johns Rd due to the steep hill westbound.

Linkage with Pyrmont Bridge Rd from the west.

Cyclists can reach the start of Pyrmont Bridge Rd via a short section of Parramatta Rd Bus Lane from Bridge Rd in Stanmore, or from Denison St in Camperdown, where there is a contraflow bike lane northbound, leading to the traffic light and a pedestrian crossing of Parramatta Rd. Cyclists can also access the road from Nelson St, Annandale, opposite Bridge Rd. The Leichhardt Bike Strategy includes a link from Nelson St to Pyrmont Bridge Rd via back streets, but this has been found to be impractical at present. For inexperienced or risk averse cyclists we suggest this section of Parramatta Rd could have shared paths on both sides, from Nelson/Bridge to Pyrmont Bridge Rd.

Summary

Pyrmont Bridge Rd is used by commuter cyclists. It offers a reasonably safe route to the City from the west that could be improved with conventional on-road treatments. Improved signage and prominent pavement markings would enhance the recognition factor of motorists for the bicycle route. Lower speed limits would further improve safety. Spot treatments would improve safety at key points.

Figures

(more photos can be seen at

Pyrmont Bridge Road Commuter. This young woman says she prefers to ride on the road because it is quicker and she doesn’t like to ride on footpaths.

Figure 1 Squeeze point in Pyrmont after Bank St. A kerb ramp to footpath here would allow connection to Bulwara Rdcul de sac on the left (in shady area) via a widened access ramp for cyclists.

Figure 2 Faded logo in Bridge Rd. Several examples along the section east of Ross St.

Figure 3 Commuters on Pyrmont Bridge Rd. Note low motor traffic levels at 8 am.

Figure 4 Narrow 3 m lane on approach to Glebe Point Rd.Share lane signs needed.

Figure 5. Wide 5 m lane uphill towards Glebe.

Figure 6 Pyrmont Bridge Rd looking east at Booth St. Squeeze point for cyclists due to narrow lane on departure side of intersection. Share lane signs or central pavement logos needed.

More photos can be seen on

Yours truly

Robert Moore

President

Bike Leichhardt

On behalf of Pyrmont Bridge Road Working Group, a project on SydneyCyclist.com at

[1] Austroads Cycling on Higher Speed Roads, AP-R410-12