Our Feedback to the City of Perth Cycle Plan (updated)

The City of Perth have produced a Bicycle Plan covering the period 2012 to 2029. The BTA have provided feedback […]

The City of Perth have produced a Bicycle Plan covering the period 2012 to 2029. The BTA have provided feedback as an organisation. On of the BTA board members has also provided a detailed and comprehensive response, that can be accessed with the following link (Response to CoP Cycle Plan)

 

Below is the BTA feedback

Feedback to the City of Perth Bicycle Plan

We welcome the City of Perth Cycle Plan to 2029 (CPCP), and are encouraged that it contains specific projects for the next two years.

In the foreword, the Lord Mayor shares the vision of Perth as a vibrant, successful and sustainable place to live or visit, with cycling as part of the solution to solve the problems of the ever increasing cost of congestion. Adopting planning principles that put pedestrians, people on bicycles and public transport ahead of cars is an important step to grow an attractive place to work and recreate in. New York, Paris, London and Barcelona are major cities that are currently tackling their traffic and environmental problems by providing a safe environment for people on foot and on bicycles; Perth is in good company when moving in a similar direction.

About the Bicycle Transport Alliance

The Bicycle Transport Alliance (BTA) has consistently worked towards a network of safe routes that enable people to ride a bicycle instead of using a car to go to shops, train stations, places of work and school and has been involved in cycling advocacy since 1993. The BTA has been the initiator of the Perth Bicycle Network and the first Perth Great Bike Ride. In 2004 MainRoadsWA and the Public Transport Authority awarded the BTA the “Special Achievement by an Organisation” Sustainable Transport Award for “excellence, ingenuity and special achievement in facilitating, promoting and encouraging sustainable transport”.

Our comments are attached, and we welcome time to discuss these with the City of Perth at a suitable time.

Regards,

Heinrich Benz,

Executive Officer, Bicycle Transport Alliance

 

 

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Comment

2 – Message from the Lord Mayor –         Encouraging alternative transport in the CBD and promoting cycling as a viable transport alternative for city residents are important aims. We suggest that to achieve this transport hierarchy needs to focus primarily on people walking and cycling, and give them preferential treatment over cars.-         This would best be achieved by developing a road hierarchy that puts pedestrians and people riding bicycles on top, followed by public transport, movement of goods and finally private vehicles.-         The more than 11,000 people who commute daily by bicycle into the CBD vastly exceed the number of city residents who cycle, and the CPCP needs to ensure that these commuters are well catered for in a safe road environment.
10 – Strategic Cycle Network Classification –         The concept of “to-not through” is important in the context of car traffic. In the context people riding bicycles it is not relevant. Travelling from one end of the CBD to the other is a local trip, but it might also be used by a person traversing the city. Unlike car drivers people riding bicycles will stop and shop, and therefore they should be encouraged to use the city streets.The Classification of the types of routes supported in the CBD is important and will need to be detailed to a level where there is little room for ambiguity.Regional Routes: Principal Shared Paths (PSP), Recreational Shared Paths (RSP) and Shared Paths (SP) attract different types of users and are generally used at different speeds. For instance, PSP are used by commuters at higher speeds, whilst SP are used at lower speeds. Whilst it is convenient to package these routes under one heading, they will have to be addressed individually. Over time off-road high quality facilities will be needed to move larger volumes of people on bicycles to the destinations in the CBD. 

City Cycle Routes: On-road cycling facilities will need audible edges to make them safer. These edge markers should be higher than the ones used on roads to make crossing them uncomfortable, and thus car drivers are strongly discouraged to drive into bike lanes.  New Zealand has published reports on trials with suitable edge markers.

 

Integrated Cycling Routes:

We strongly encourage the sharing of road space between car drivers, people riding bicycles and pedestrians. It is however very important that in these shared environments car speeds do not exceed 30kmh. The traffic volume on Integrated Cycling Routes needs to be monitored.

 

Pedestrian Priority Zones: We applaud the inclusion of responsible slow bicycle traffic in these zones, because this will help to make the CBD more permeable.

Page 12 – the Strategic Cycle Network –         To encourage walking and cycling in the City of Perth, traffic lights should give pedestrians and cyclists more green phases (or priority?). This will discourage car drivers and encourage pedestrians and bicycle use.-         We suggest that all roads within 1 km radius of Forrest Chase (excluding Riverside Drive) are changed to run at 30 kmh. A low speed CBD will make this area more comfortable for people on foot and on bicycle, and will reduce confusion for car drivers as to the applicable speed limits.-         East-West connection: To move larger numbers of cyclist to various destinations in the CBD, Wellington Street should be upgraded to provide PSP-level cycling facilities, with preferential treatment for people riding bicycles and pedestrians at traffic lights.-         Round the river – Elizabeth Quay:  Cycling around the river is attractive for locals and visitors alike. It is important the RSP round the river is maintained through the new waterfront development, not around it.
Page 14 – Targets The target needs stronger language, i.e. “aims to” is preferred to the current “anticipated”. Doubling the number of people riding bicycles in four years, by 2016, is in line with the National Cycling Strategy and should be achievable. Aiming to add only another 50% during the next 13 years (between 2016 and 2029) is disappointing and a higher target should be set and aimed for.
Page 14 – City Planning Scheme –         The City Planning Scheme should mandate (not only encourage) that end of trip facilities are provided in new developments for tenants as well as visitors, in addition to increasing the provision for on-street bicycle parking. Egress from buildings on to pedestrian and cycling routes should be safe.-         Review local laws and ensure that they are bicycle and pedestrian friendly, for instance change the local laws to allow the riding and locking of bicycles on local government property as a default, with exceptions to be sign posted.
Page 20 – Monitoring –         Counting pedestrian and bicycle traffic within the CBD will provide information on the effectiveness of the planning and can justify money being spent. We suggest that some city cycle routes are particularly important to monitor, for example Wellington Street and Barrack Street.-         The implementation of the CPCP should be monitored by an implementation committee along the lines of the committee being set up to monitor the West Australian Bike Network Plan. Getting City of Perth staff together with major stake holders (e.g. Public Transport Authority (PTA), MainRoadsWA, Department of Planning) and representatives of commuter cycling groups both provides assurance of progress and helps to identify potential  problems and issues and relevant compromises or solutions. Every two years the CPCP should be reviewed and updated, and funding arrangements optimised.
Funding The amounts budgeted for the next two years ($336’000 and $538,000) are modest compared to the $2 billion cost of congestion that can in part  be solved by more people walking and cycling within the CBD. The City of Perth should examine possible funding partnerships with state government departments.
Integration with other planning instruments The CPCP needs to be aligned to the City of Perth Urban Design Framework, the West Australian Bike Network Plan, and the Capital City Planning Framework from the Department of Planning. Where the measures proposed in the CPCP significantly differ from these regional documents, it should be stated. For instance, additional linkages proposed to Heirisson Island and Burswood.
Trafalgar Footbridge Move reclassification forward to 2012

 

 

 

 

About Heinrich

Promoting everyday cycling