Draft Pedestrian Access and Mobility Plan (PAMP)

MosMan Pedestrian access and Mobility Plan (PaMP)

draft rePort s11-0032 January 2011

corporate profiletransportation planning, design and delivery

Cover Image:Vista Street, Mosman

corporate profiletransportation planning, design and delivery

MOSMAN PAMPDrAft rePOrt

Prepared for:

Mosman Municipal CouncilPO BOX 211 Spit Junction NSW 2088

S11-0032 • Issue 3 • January 2011

Prepared by:

cloUston associatesLandscape Architects • Urban Designers • Landscape PlannersLevel 2, 17 Bridge Street • Sydney NSW 2000PO Box r1388 • royal exchange NSW 1225 • Australiatelephone +61 2 8272 4999 • facsimile +61 2 8272 4998Contact: Crosbie Lorimeremail • [email protected] • www.clouston.com.au

in association with

Gta consultants - transportation Planning, Design and Delivery

CLOUStON ASSOCIAteS • LANDSCAPe ArCHIteCtS • UrBAN DeSIGNerS • LANDSCAPe PLANNerSJANUAry 20114

CLOUStON ASSOCIAteS • LANDSCAPe ArCHIteCtS •UrBAN DeSIGNerS • LANDSCAPe PLANNerS JANUAry 2011 5

title pagetABLe Of CONteNtS

1.0 INtrODUCtION 6backGroUnd 7stUdy obJectives 7reasons for WalkinG 9PaMP MethodoloGy 9PoPUlation 10JoUrney to Work data 102.0 CHArACterIStICS Of MOSMAN 11road netWork 12PUblic transPort 14triP attractors and Generators 16PathWay User cateGories 18Pedestrian facility User GroUPs 18GeoGraPhy and toPoGraPhy 20Pedestrian catchMent of the stUdy area 22veGetation of the stUdy area and locality 243.0 StrAteGIC PLANNING CONteXt 26local context 26reGional and state context 33other GUidelines and relevant docUMents 344.0 DAtA COLLeCtION 37WalkinG and road safety 37Pedestrian coUnts 40Pedestrian intervieW sUrveys 445.0 PAMP rOUteS 46roUte Proiritisation MethodoloGy 46roUte aUdits 486.0 GeNerIC reCOMMeNDAtIONS 50Generic reccoMendations 50area 1 - Military road betWeen coWles rd and McPhearson street 54area 2 - sPit JUnction betWeen coWles rd, oriMbah rd, & alan border oval 58area 3 - Military rd betWeen oUriMbah and bickell 6area 4 - Military rd betWeen oUriMbah and bickell 66conclUsion 707.0 DetAILeD StUDIeS 73introdUction 73dteailed stUdy 1 - issUes sUMMary 74detailed stUdy 1 - Works Plan- Military road 76detailed stUdy 1 - Works schedUle 78 detailed stUdy 2 - issUes sUMMary 80detailed stUdy 2 - Works Plan - sPit JUnction 82detailed stUdy 2 - Works schedUle 848.0 LANeWAy StrAteGy 90APPeNDIX 1 97


1.0 INtrODUCtION

figure 1.1: Study Area and Mosman LGA

Legend Study area

Local Government Area


backGroUndMosman Local Government Area is located in a highly developed area to the north of Sydney CBD. Spit road and Military road form part of the main corridor from the northern beaches to the Warringah freeway and the Sydney Harbour Bridge. It is also a key public transport route, with bus services running along these roads. In order to meet the present and future needs of its residents and visitors and as part of its road Safety Action Plan to provide a safe road environment, Council has identified the need for a Pedestrian Access Mobility Plan (PAMP) for the Mosman area, in particular the area surrounding Spit Junction. the study area is shown in figure 1.1.

CLOUStON was commissioned by Mosman Council to prepare a PAMP that includes strategies to ensure walking is a viable, safe and attractive transport mode choice. this report details the findings and recommendations associated with the development of the Mosman PAMP.

stUdy obJectivesthe Mosman PAMP seeks to improve the pedestrian network within the study area with respect to:• Coherence (with logical connections)• Directness• Safety• Comfort• Attractiveness• equal access for all user groups in the community.

the objectives of the study are:

• to facilitate improvements in the level of pedestrian access and priority, particularly in areas of pedestrian concentration and areas requiring pedestrian links;

• to make walking less stressful and more attractive modes within the PAMP area by better managing the conflict of users, infrastructure and limited space;

• to reduce pedestrian access severance and enhance safe and convenient crossing opportunities on major roads;

• to facilitate improvements in the level of personal mobility and safety for pedestrians with disabilities and older and younger persons through the provision of pedestrian infrastructure and facilities which cater to the needs of all pedestrians;

• to provide links to all modes of transport and increase the proportion of Mosman residents for whom a combination of walking, cycling, and public transport is the preferred choice for local trips;

• to ensure that opportunities for improved pedestrian amenity presented by the redevelopment of sites within the PAMP area, particularly at Spit Junction are fully exploited; and

• With the pressure on funding sources, another key element of the PAMP is to identify ways to balance the cost of new facilities with the upgrade of older infrastructure.

1.0 INtrODUCtION


1.0 INtrODUCtION

reasons for WalkinGthere are numerous reasons for walking within the public domain but broadly these may be categorised as:

• Access: walking the entire route to a destination

• Sub Access: walking to and from another form of transport to the final destination

• Leisure: walking for health and fitness or for social reasons

the attractors and generators outlined in this PAMP will determine the reason for walking and they will also greatly affect the individual’s decision on the preferred route i.e. an ‘Access’ walker going to work may be seeking the fastest and most direct route to the destination whilst the ‘Leisure’ walker may be unconcerned about time and distance but may prefer a route with high amenity.

PaMP MethodoloGythe key tasks for the PAMP review are to:

• review the current relevant documents, existing facilities, mapping data and key destinations;

• Undertake peak hour pedestrian counts;

• Undertake community consultation via pedestrian interview surveys at key activity centres in Mosman;

• Develop and map a network of prioritised PAMP routes;

• Conduct pedestrian route audits along prioritised PAMP routes;

• establish a set of generic recommendations for upgrading prioritised routes;

• Provide a PAMP detailed study of Cowles road to Cremorne Junction including a prioratised schedule of proposed works;

• Provide a PAMP detailed study of Spit Junction High Pedestrian Activity Zone including a prioratised schedule of proposed works;

• Provide a Draft PAMP for public exhibition; and

• review the submissions and finalise the draft plan and costing of prioritised works.

to achieve these outcomes and to ensure that the proposals are underpinned by all relevant data the PAMP commences by considering the characteristics of Mosman (its population and geography) and the strategic planning context (the statutory and policy framework).


PoPUlationAccording to the 2006 census, Mosman has a population of just over 26,000 with a higher proportion of females (55%) than males (45%). the majority of the population is aged between 15 and 64 years of age (64%), however a significant proportion are aged 65 years or older (15%).

there is a large proportion of high income households in Mosman, with nearly 50% considered to have a high income (compared to an average of 30% in Sydney). Unemployment levels are low at 2.6%, compared to 5.3% in the Sydney statistical division.Detached housing makes up 34% of all dwellings which is 17% below the Sydney average. High density development is prevalent at 35%, being 18% above the Sydney average. In Mosman, 12% of households do not own a vehicle, 41% own one vehicle and 38% own two or more vehicles. the average household owns 1.32 vehicles. A comparison of car ownership in Mosman and other areas in Sydney is shown in table 2.1.

implications for the PaMP: Mosman Council has a significant aged population with lower than average car ownership. this suggests that there is a high dependency on walking or public transport and given its significant aged population this makes pedestrian mobility and access a key issue.

table 2.1: Car ownership by households

JoUrney to Work datathe top five LGAs where residents of Mosman are employed are:

• City of Sydney (37%)• Mosman (20%)• North Sydney (13%)• Willoughby (5%)• Warringah (3%)

for the journey to work, 52% drive and an additional 4% travel as a car passenger. A quarter of all commuters travel by bus, with a total of 35% using some form of public transport. Just under 1% and 6% of commuters cycle and walk to work from Mosman, respectively. refer to figure 2.1.

At 71%, a significant proportion of Mosman employees drive to work either as the driver or passenger. the use of public transport to get to work within Mosman is low at 15%, whilst just under 1% and 10% of work trips to Mosman are made by bicycle and walking, respectively. refer to figure 2.2.

implications for the PaMP: relatively low figures for public transport use, walking and cycling to Mosman suggest poor pedestrian access is forcing people into their cars.

2.0 CHArACterIStICS Of MOSMAN

Area Do not own vehicle Own one vehicle Own two or more vehicles

A v e r a g e c a r ownership

Mosman LGA 12.2% 41.4% 37.5 1.32Sydney Statistical Division

12.6% 36.4% 41.7% 1.44



figure 2.1: Method of travel to Work – residing in Mosman LGA

figure 2.2: Method of travel to Work – employed in Mosman LGA


road netWork

road hierarchythe administrative/ functional classification of roads in NSW is:

• state/arterial – Predominantly carry through traffic from one region to another, forming principal avenues of communication for urban traffic movements.

• regional/sub arterial – Connect the arterial roads of development and carry traffic directly from one part of a region to another. they may also relieve traffic on arterial roads in some circumstances.

• collector – Connect the sub arterial roads to the local road system.

• local – Access roads to properties.

the study area as shown in figure. 2.3 contains roads falling under all four classifications. Notably Military road and Spit road are classified as State/Arterial roads whilst the eastern end of Miltary road and Ourimbah rd are classified as regional and Sub Arterial roads. these roads present one of the key challenges for walking in Mosman.

traffic volumes

A summary of the Annual Average Daily traffic (AADt) volumes obtained from the rtA’s traffic Volume Data 2005, Sydney region, for a number of key roads is summarised in table 2.2.

Street (Location) AADtMilitary road (between Cardinal Street and Wudgong Street) 57,745Military road (east of Cowles road) 63,073Spit road (north of Military road) 49,839Ourimbah road (west of Cowles road) 23,503

table 2.2: rtA traffic Count Data

implications for the PaMP High traffic numbers along State/Arterial roads will mean that the road network is highly sensitive to changes. the PAMP will need to be pay particular attention to this ensuring that improvements to the pedestrian network do not exaggerate traffic congestion issues.




figure 2.3: road Hierarchy

Legend Study area

Local Government Area Arterial Road Regional Road/Sub Arterial

Collector Road Local Road



PUblic transPortMosman is serviced by a public transport network of buses and ferries. there is no train station within the LGA and the closest is located in North Sydney, approximately 5km from the main commercial area along Military road.

busesBus services in the LGA are operated by Sydney Buses. the area is well served, with 55 services that start, end or pass through the Mosman region. refer to figure 2.4.

the main route is along Military road via the Spit Bridge which provides access to North Sydney and the Sydney CBD. Almost all services pass through Spit Junction, located at the intersection of Spit road and Military road.

At peak times, bus services run every couple of minutes between Spit Junction and North Sydney and Sydney CBD. A summary of these services is provided in table 2.3. the figures are based on a peak AM period of 7.30am to 8.30am and a peak PM period of 5pm to 6pm.

route Peak AM services Peak PM servicesSydney CBD to Mosman 2 – 3 min 1 – 2 minMosman to Sydney CBD 1 – 2 min 3 – 4 minNorth Sydney to Mosman 6 – 7 min 3 – 4 minMosman to North Sydney 1 – 2 min 6 – 7 minNorth of Spit Bridge to Mosman 3 – 4 min 4 – 5 minMosman to North of Spit Bridge 6 – 7 min 2 – 3 min

table 2.3: frequency of weekday bus services between Mosman and major destinations

In addition to these routes, Mosman Council operates the ‘Mosman rider’, a free community bus service which runs a circle route between Beauty Point, Balmoral reserve, Spit Junction and taronga Zoo (refer to figure 2.4). It operates 7 days a week between 8am and 6pm with a service every half an hour.

ferrythere are three ferry wharfs within the Mosman LGA. taronga Zoo Wharf is serviced by the ‘Circular Quay to taronga Zoo’ ferry whilst Mosman Wharf and Mosman South Wharf are serviced by the ‘Circular Quay to Mosman’ ferry. for commuters, Mosman Wharf is the most commonly used due to its proximity to Mosman’s core commercial area. the operating hours and frequency of ferries servicing this wharf are shown in table 2.4 (overleaf)



figure 2.4: Major bus routes operating in Mosman and the location of ferry wharfs

Legend Study area Local Government Area

Major Bus Route (Express) Bus Route

Mosman Rider

Ferry Wharf

Major Bus Stop (Express)

Bus Stop



triP attractors and Generatorstrip attractors are important for identifying the places which people will most commonly visit and are useful in determining the major pedestrian desire lines. the main trip attractors for the Mosman LGA include the commercial centre along Military road (between Spit Junction and Mosman Junction), taronga Zoo, Balmoral Beach, recreational areas, schools and educational institutions and retirement homes as shown in figure 2.5.

implications for the PaMPthere is a high intensity of pedestrian generators and attractors within the study area and outside of it along the harbour foreshore. Challenging links between the two due to varied topography, distance, crossings and indirectness of routes make walking between them a difficult prospect.

the concentration of attractors around Spit Junction would suggest that high levels of walking at a local level here is achievable.

table 2.4: Operating hours and frequency of the Circular Quay to Mosman ferry

Day Operating HoursMorning Peak frequency

evening Peak frequency

Off Peak frequency

SB NB SB NB SB NB SB NBMonday to friday 6am to

12am6am to 12am

2-3 per hour

2-3 per hour

2-3 per hour

3-4 per hour

1 per hour

1 perhour

Saturdays 7am to 12am

7am to 12am

1 per hour

Sundays / Public Holidays 9am to 9pm

9am to 9pm

1 per hour

implications for the PaMP the study area is clearly well serviced by public transport, particularly by buses. there is a concentration of bus stops around Spit Junction that act as major attractors and generators of pedestrians. ensuring easy and safe pedestrian access to these is one of the primary goals of the PAMP.



figure 2.5: trip Attractors and Generators within Mosman

Legend Study area


Commercial

Open Space

School

Carpark

Retirement Homes

Sydney Harbour National Park

Beach

Church

Other Attractors



PathWay User cateGoriesIn NSW the vast majority of pathways are developed for shared use by pedestrians and cyclists. By nature these pathways attract a wide range of community groups including:

• Commuter cyclists;• recreational cyclists and families;• rollerbladers;• Strollers and prams;• Wheelchairs;• Council, rtA, Sydney Water and other service vehicles;• emergency vehicles;• families and tourists on foot; and• Older people on foot.

Pedestrian facility User GroUPsPedestrian planning often considers a number of facility user groups to categorise pedestrians based on their age. these are classified as follows:

• Pre-school (aged 0-4)• Infants (aged 5-8)• Primary (aged 9-11)• Secondary (aged 12-17)• young Adults (aged 18-25)• Adults (aged 26-59)• elderly (aged 60+).

implications for the PaMP All of the above age groups present opportunities for increased walking however the age groups from pre-school to secondary school and also the elderly tend to rely on good walking environments more. the study area contains and is close to several schools of varying age groups as well as hosting a number of retirement homes. this is likely to result in a high desire for walking but will come with particular needs for access and mobility.

figure 2.6 shows formal walking and cycling routes across the study area and Mosman LGA. the cycling routes are in most part marked on-road routes whilst the walking routes are generally for recreational purposes and are inclusive bushland tracks. these routes only represent those that are either marked with signage or wayfinding and are not necessarily a representation of everyday walking and cycling routes taken by all users in Mosman.

everyday walking within Mosman takes place within the existing street network for which, on the vast majority of streets, there are dedicated footpaths on both sides. Whilst this street network provides a comprehensive coverage of the area, focussed works will serve to improve identified priority routes for walkers.



figure 2.6: Walking and Cycling routes

Legend Study area


On - Road Marked Cycle Route

Suggested Unmarked Cycle Route

Off Road Cycle Route

Walking Track

Loop Walks

Existing Street Network


GeoGraPhy and toPoGraPhythe Mosman Local Government Area (LGA) is located on the lower north shore of Sydney, approximately 6km north east of Sydney’s CBD. the LGA borders North Sydney to the west, with other nearby LGA’s including Manly to the north and Willoughby to the north-west.

Bordered by the waters of Sydney and Middle Harbours on its north east and southern boundaries, the LGA is characterised by harbour beaches and bushland, set within undulating topography.

Much of the study area lies on a series of 4 ridgelines that lead to major headlands at the harbour edge. Consequently while the topography of the study area is relatively flat areas immediately adjacent to it fall away sharply to the harbour (refer to figure.2.7). this topography has a profound effect on walking distances. figure 2.8 and 2.9 overleaf show how the inbound and outbound pedestrian catchments for 5 minutes and 10 minutes walking distance are effected.

implications for the PaMPWalking gradients within the study area is relatively easy with shallower gradients however access to and from the study area is more challenging.




figure 2.7: topography of Mosman Area

Legend Study area




Pedestrian catchMent of the stUdy areafigure 2.8 and 2.9 show the pedestrian catchment of both the inbound and outbound pedestrian movement to/from a centre point within the study area. the distances take into account the effect of topography (based on 2m contour intervals) on a 5 and 10 minute walking catchment. the steep gradients falling away from the centre point result in a shorter inbound catchment.

figure 2.8: Pedestrian Catchment Outbound

Legend

Study Area

Centre Point

Within 5 minutes walk of Spit Junction


Military r

oad

Spit r

oad

Military road



figure 2.9: Pedestrian Catchment Inbound

Legend

Study Area

Centre Point



Military r

oad

Spit r

oad

Military road


veGetation of the stUdy area and localitythe relative walkability of any urban area is not only dependant on the amenity (shade, temperature etc) and aesthetics (visual appeal, scale and character) of the walking environment but also on the degree to which nature is present and evident within the landscape.

In this regard the ‘green infrastructure’ of Mosman has a direct bearing on the present and future walking experience.

As may be seen in figure 2.10, in which the dominant public domain tree canopy is illustrated, Mosman boasts a strong vegetation structure throughout its street network. this provides shade (reducing the urban heat island effect of pavements and roads), amenity and vital ecological links to the largely natural landscapes of much of the LGA’s harbour foreshore.

implications for the PaMPWith the exception of Spit Junction and sections of Military road to its west, where obvious gaps appear, this condition provides a very positive walking environment for much of the LGA and the study area. Additional street tree planting will be considered in those areas where gaps appear (refer to Section 6.0 and 7.0 of this document).




figure 2.10: Vegetation within the public realm

Legend Study area


Vegetation


3.0 StrAteGIC / PLANNING CONteXt

local context

Mosman council draft leP (2012)Mosman Council is currently finalising its new LeP.

An aim of the plan (and the current 1998 LeP) is ‘to limit potential for additional traffic on the road system and to reduce car dependence through development that supports public transport, cycling and walking’.

the draft LeP assigns land use zonings, with medium density residential development and local centre (business) zoning dominating the majority of the study area. there are also some open space, infrastructure and enterprise corridor zonings within the study area. Low density residential zoning is located predominately outside the study area. refer to figure 3.1.

figure 3.1: Land use zoning for the study area



Mosman council dcP (2012)Mosman Council is currently finalising three new DCP’s; residential, Business Centres, and Open Space and Infrastructure. the controls in relation to footpaths are similar to those contained in the 2004 residential DCP and the 2000 Business Centres DCP. Of relevance to the current project, Council’s footpath controls relate predominantly to commercial areas and include the following:

• Provide sufficient lighting to adequately illuminate the footpath and shopfronts

• ensure passive surveillance of footpaths

• Promote footpaths for use in outdoor dining and display of goods, whilst maintaining the primary purpose of footpaths as a pedestrian thoroughfare for access

• Maintain a safe and pedestrian-friendly environment

• Provision of pedestrian shelter along footpaths (particularly along Spit road and Military road frontages)

• enhance pedestrian amenity at business frontages and progressively improve footpaths connecting to adjoining residential areas.

environmental Management Plan 2005 – 2008 (2005)this plan primarily focuses on the environmental impacts of Mosman Council, but also aims to reduce the environmental impacts associated with living and working in Mosman. table 3.1 summarises the initiatives within the action plan which are relevant to the current project.

Prioritised Actions timescale CostsPublish maps to display information for public transport, cycling and walking 3-6 months LowPromote walking school buses 3-6 months LowPlace benches at various locations to provide resting areas 12+ months HighIntegrate pedestrian walkways with cycleways around open spaces 12+ months Highensure that future upgrading of footpaths should provide tactile surfaces, handrails and ramps

Ongoing High

Identify signalised intersections in areas of high pedestrian use to give priority to pedestrians (consult with rtA)

6-12 months Low

Provide tactile footpath surfaces 6-12 months HighInstall audio and flashing signals at pedestrian traffic lights (negotiate with rtA) 12+ months HighInstall motion detectors in pedestrian traffic lights (negotiate with rtA) 12+ months High

table 3.1: Actions for increasing walking within the Management Plan



social/community Plan 2005 – 2009 (2005)the plan includes a range of strategies which aim to address the needs for specified target groups, including children, young people, women, older people and people with disabilities. the strategies revolve around the issues of safety, access to services, community information, recreation, income, housing, health, employment, education, care, welfare and transport. the need to improve safety for pedestrians is highlighted however most of the strategies do not show relevance to this project.

MosPlan: community strategic Plan 2011 – 2021 (2011)this plan seeks to set the direction for Council and is divided into four themes; governance, environment, social and economic. Within these themes are 12 program areas with a range of objectives to be achieved over the 10 year lifespan of the plan. those objectives relevant to this project are specified in table 3.2.

Program area ObjectiveUrban Planning to have the local character of Mosman maintained by

conserving its heritage, ensuring sustainability, effective land use planning (including protection of the foreshore), requiring high quality development, and improving amenity

Built environment

Sustainability, environment and Health

to have sustainable transport taken up using an integrated network of walking and cycling paths throughout Mosman.

transport and traffic to have a multi-modal sustainable transportation network which meets the community’s needs in terms of safety, user comfort and local access and amenity.to have a well maintained network of roads and footpaths.to reduce the reliance on private vehicles for local trips through the expansion of community transport and pedestrian and cycling facilities.

Community Development and Services

to have well designed and accessible community facilities which are recognised as community hubs which support the effective delivery of community services and programs and promote healthy lifestyle.

Local and regional economy

Having shops and services easily accessible by walking, riding driving or community/public transport.

table 3.2: relevant objectives of MOSPLAN 2011 – 2021 for improving pedestrian facilities in Mosman



road safety strategic Plan 2003 – 2007 (2003)this plan reveals a number of road safety issues and priorities within the Mosman Council area, based on a study of the road crash data for the period 1996-2001, a telephone survey of 200 householders, interviews with key stakeholders, and a focus group with the local community. Pedestrian safety, bicycle safety, school road safety, and community awareness/education were among the primary issues and priorities identified.

In relation to pedestrian safety, the plan identifies the following tasks to be implemented:

• Audit and identify any pedestrian black spot areas

• Investigate methods of improving pedestrian safety at any pedestrian black spots

• Investigate with the rtA opportunities for increasing ‘walk time’ and reducing ‘wait time’ at traffic lights on major intersections

• Identify if accidents are caused because of a lack of access to pedestrian crossings

• review the road speed limits through the Mosman shopping area

• Audit pedestrian safety around playgrounds and parks in Mosman

• Develop a campaign to educate the high-risk pedestrian groups about the dangers posed.

road safety action Plan 2010 – 2011 (2010)this plan aims to provide strategic direction for a number of safety issues, including bicycle and pedestrian safety. the project objectives (in relation to cyclists and/or pedestrians) include the following:

• educational strategies to promote safe walking and cycling

• enhance the safety of pedestrians when using shared footpaths with cyclists

• to raise awareness of the incidence and severity of pedestrian / cyclist crashes and the dangers of not using crossings

• to implement look stencilling in the target areas

• Identify potential engineering solutions to address safety issues.

sustainable transport action Plan (2007) and review report (2008)the goals of the Sustainable transport Action Plan (StAP) include:

• to coordinate an integrated approach to sustainable transport across Council in its entirety

• to actively promote sustainable transport modes as a viable option of travel to both Council staff and the community



• to provide improved facilities and support for sustainable transport modes in Mosman

• to lobby for a sustainable transport system that better satisfies the needs of the community.

the StAP identifies 38 actions to meet these goals and assign a timeline, budget and responsibility to each.

the review report outlines the current status of each action, with 26 being achieved, 3 discontinued and 9 yet to be implemented.

Mosman bicycle strategy 2005 – 2010 (2005) (due to be updated in 2012)this plan seeks to create an urban environment in Mosman which supports the safe use of bicycles for transport and recreation and incudes providing safe, useful and well signed routes, sufficient and secure parking and public information on cycle facilities.

the plan includes a number of specific key infrastructure priorities to improve safety and useability of certain routes, including the following locations within the subject study area (some of the following have now been completed):

• Upgrading the facilities in the area around the top of Parriwi road, Spit road, Stanton and Bickell roads.

• Improving bicycle access to and from Spit Bridge particularly between the bottom of Parriwi road and the bridge.

Specific cycle network proposals for shared paths (including upgrades to existing) within the current study area are as follows:

• Parriwi road / Spit road (8) – facilitate cycle access between the shared use path / boardwalk and Parriwi road.

• Parriwi road to Bickell road (10) – implement proposals to facilitate cycle access across Spit road (concept design proposes an extended network of shared use paths).

• Parriwi road to Stanton road (11) – concept design prepared for the widening of the shared use path between Parriwi road and Stanton road.

• Wudgong Street (33) – provide access through road closure at the end of Wudgong Street, and designate footpath alongside Military road between Wudgong Street and Cardial Street as shared use allowing cyclists to access pedestrian crossing on Military road.

• Military road (34) – Designate footpath between Hale road and Macpherson Street as shared use.



Pedestrian refuges audit at roundabouts for MMc (2008)this project involved an audit of 39 pedestrian refuges at 15 different sites within the Mosman LGA. All of the 39 refuges failed to comply with at least one of the required parameters, meaning that all were non-compliant structures. the areas of non-compliance found included:

• refuge form/shape• Holding rails – including colour, width and height• Signage• Build-outs & ‘no stopping’ distance• Crossing gap widths• road widths at crossing• Line marking & rrPMs• Kerb ramps – size, width and alignment

recommendations include the complete reconstruction of 33 refuges/buildouts and minor adjustments to 2 existing refuges/buildouts plus additional signage. the 4 remaining refuges were considered to be unable to comply under current road conditions.

table 3.3 identifies the refuges relevant to the current study area and figure 3.2 shows their location (note only kerb ramps in the southern part of the study area were audited). All of the refuges in the current study area required level one works (i.e. reconstruction of the existing refuge and other minor adjustments).

approach street approach direction (from) cross streetWolger road SW Noble StreetNoble Street Se Wolger roadNoble Street N Wolger roadraglan Street e Muston Streetraglan Street W Muston StreetPrince Albert Street SW Bradley Head roadAvenue road W Canrobert StreetCanrobert Street S Avenue roadAvenue road e rangers AveAvenue road SW rangers Averangers Ave NW Avenue road

table 3.3: Audited refuges within the current study area


figure 3.2: Location of audited refuges within the study area

Military road streetscape Upgrade Program this project responds to the changing demands of the community and visitors to the Military road area through a streetscape upgrade to enable expanded outdoor dining, improved utilisation of the existing road space, increased car parking, more accessible public transport, and improved lighting, street furniture, landscaping and trees and levels of public safety.

the vision is to create a friendlier and more amenable space for pedestrians through wider footpaths, reduced speed limits and increased activity. figures 3.3 and 3.4 show some before and after (artist impressions) images of Military road and Avenue road, respectively.

figure 3.3: Before and after images of Military road area

figure 3.4: Before and after images of Avenue road area



sharing sydney harbour, harbour to spit Walks (2006)this map and brochure provides information on walks between the Spit Bridge and Harbour Bridge.

the ‘Central route’ passes through the Mosman town centre along the following roads:

• Cowles road

• Military road (between Cowles road and Spit road)

• Myahgah road (between Spit road and Belmont road)

Currently Mosman Council provides information on several other walking routes including:

• Beauty Point to Balmoral via rosherville reserve

• taronga Zoo to Chowder Bay

• the Mosman Mile

• Parriwi Park and the Spit

• Shellbank to Pearl Bay via Quakers Hat

• Middle Head

• Balmoral to Chowder Bay

• Avenue road Shops to Cremorne Wharf

• taronga Zoo to Avenue road Shops via Sirius Cove

• Bradleys Head

• Lawry Plunkett reserve

reGional and state context

shoroc shaping our future (2010)

the report recognises there are a number of critical issues for the region which include significant road congestion, limited and inefficient public transport, which is an increasing issue within Mosman and surrounding areas. A key driver of the area is identified as health and wellbeing that is providing a connected community living safely with a healthy lifestyle. Walking is a key part of achieving this goal. focus areas are identified in the report that relate to transport include:

• Integrated transport for a connected community

• Developing skills to live and work more sustainably

the role of Council is identified as to lobby for State and federal government for investment



in the transport needs of the region, maintain the bike path network, cycling infrastructure and pedestrian and mobility planning and to seek funding for infrastructure from the State and federal governments. Another activity Council is responsible for is the promotion and delivery of living and working sustainably events.

the preparation of the Mosman PAMP will assist council in achieving the region’s goals and fulfilling their role as member of the organisation.

other GUidelines and relevant docUMents

development and active living (2010)this document was developed by the Premiers Council for Active Living (PCAL) to provide advice on urban design factors which promote active living. Although aimed predominantly at new development, the checklist provides a valuable tool against which the existing built form can be evaluated.

Walking for travel and recreation in nsW: What the data tells Us (2011)this report, written by GtA Consultants, reviews the extent and quality of available walking data, analyses this data and attempts to benchmark NSW against other international walking indicators.

the document recognises the opportunity to shift existing short trips to walking and to generate more walking trips by planning (and retrofitting) the built environment.

healthy spaces and Places (2009)this document (and website) aims to guide the planning, designing and creation of sustainable communities which encourage healthy living. It identifies the following key design principles as being essential to healthy communities: • Active transport• Aesthetics• Connectivity• environmental for all people• Mixed density• Mixed land use• Parks and open space• Safety and surveillance• Social inclusion• Supporting infrastructure

healthy Urban development checklist (2009)this document was developed by the NSW Department of Health to address the growing concern about the link between the built environment and health issues such as overweight and obesity, diabetes and heart disease. It is based on a series of 11 checklists, including housing, transport and physical connectivity, public open space, and environment and health.



table 3.4 shows some of the checklist questions which are relevant to the Mosman PAMP.

category Questionencourage incidental physical activity

Are land uses arranged to encourage walking, cycling and other forms of active transport between activities?Are streets (including bicycle and pedestrian networks) highly connected, offering direct routes to destinations of choice?Are streetscapes designed to be attractive, interesting and welcoming to pedestrians and cyclists, including by providing enjoyable scenery, appropriate amenities and shelter from the weather?Are pedestrian areas (such as public plazas, squares, pathways, trails, shopping areas, etc.) universally accessible (designed to accommodate the widest range of potential users)?

Promote opportunities for walking, cycling and other forms of active transport

Do pathways consider topography, minimising steep slopes and providing alternatives to steps?Are footpaths and shared paths designed to comfortably accommodate users travelling in each direction?Does the design of streets promote pedestrian activity and bicycle use by considering the comfort and amenity of users including whenever possible:Providing footpaths along both sides of the street Including a buffer zone between the roadway and the walking area to provide a safer, more comfortable walking environmentAvoiding placing pedestrian and cycling crossing points at busy intersectionsLocating pedestrian and cycle crossings as close to the direct line of travel as possibleIncluding rest facilities along well used paths and trailsensuring there are clear views of traffic at crossing pointsProviding kerb rampsProviding alternatives to pedestrian and bicycle crossings at roundabouts

Improve publ ic transport services

Are public transport nodes safe and easy to approach on foot and bicycle (are they clearly signed and well-lit with direct routes and safe and convenient crossing points)?

reduce car dependency & encourage active transport

Are there areas with both high pedestrian and bicycle activity, and high vehicle traffic that could benefit from additional safety measures?Are walking and cycling entrances to buildings prioritised and safe (avoiding conflict with cars)?Where traffic ‘squeeze points’ are introduced (to slow traffic speeds and provide safer pedestrian crossings) are there provisions for cyclists to pass through unobstructed?

Promote quality streetscapes that encourage activity

Are streets designed to prioritise use by pedestrians and cyclists by including bike lanes and wide footpaths free from obstacles?Are design features included to encourage activity on streets such as street trees, landscaped nature strips and street furniture?Do walking and cycling paths offer travel at a good rhythm with few interruptions (such as crossing busy intersections with long waiting times)?

table 3.4: example of questions within the Healthy Urban Development Checklist


implications for the PaMP there is a strong planning policy framework in place with many strategic and local projects completed and underway, which are already playing a pivotal role to the study area in improving the pedestrian environment. the PAMP will need to compliment this work and help the region achieve its goals.


4.0 DAtA COLLeCtION

WalkinG and road safetyPedestrian crashes recorded in the Mosman LGA area for the most recent five year period available (January 2005 to December 2009 inclusive) were analysed. refer to figure 4.1. A total of 23 pedestrian crashes were recorded, however it should be noted that pedestrian crashes are generally under-reported and the actual number of crashes involving pedestrians has the potential to be much higher than shown in figure 4.1.

In relation to the data, the following points are made:

• Pedestrian crash numbers fluctuate over the years with the highest recorded in 2007-2008 and 2009-2010, and the lowest in 2008-2009.

• 11 crashes occurred with a pedestrian being impacted stepping onto the nearside of the roadway.

• 4 crashes occurred while a pedestrian was emerging from the sidewalk onto roadway.

• 8 crashes occurred with a pedestrian being impacted on crossing the second direction of traffic on the far side of the carriageway.

figure 4.1: Number of crashes in Mosman between 2005 and 2009


figure 4.2: time of pedestrian crashes

the time of the 23 pedestrian crashes is shown in figure 4.2. there is a peak in accidents in the early afternoon period, with no crashes recorded between midnight and 8am in the morning.

figure 4.3 shows the days on which the crashes occurred. there is a peak on fridays whilst all other crashes were spread relatively evenly throughout the week. there were no reported crashes on Sundays.

figure 4.3: Day of pedestrians crashes

4.0 DAtA COLLeCtION


4.0 DAtA COLLeCtION

A high proportion of pedestrian crashes have occurred in close proximity (within 200m) to Spit Junction (See figure 4.4 above and 4.5 overleaf), located at the intersection of Spit road and Military road. More specifically, these locations are:

• Intersection of Military road and Brady Street (five crashes).

• Intersection of Military road and Spit road (two crashes).

• Along Military road between Spit road and Mandolong road, (two crashes)

• Intersection of Spit road and Clifford Street (one crash).

• Intersection of Spit road and Ourimbah road (one crash).

In addition, crashes have occurred at the following Mosman locations:

• Intersection of Spit road and Stanton road (two crashes).

• Intersection of Military road and Upper Almora Street, (two crashes).

• Intersection of Military road and Belmont road (one crash).

• Along Spofforth Street just south of Military road (one crash).

• Intersection of Bardwell road and Military road (one crash).

• Intersection of Military road and Wudgong Street (one crash).

figure 4.4: Location of pedestrian crashes in Mosman 2005 to 2009.


4.0 DAtA COLLeCtION

Pedestrian coUntsPedestrian counts were undertaken on Wednesday 29 June 2011 at the following intersections:

• Awaba Street and Spit road• Military road and Spit road• raglan Street and Military road.

these locations were chosen as the busiest within the study area and those that were closest to the majority of attractors.

the counts occurred at three different times during the day; 7am - 9am, 12pm - 2pm, and 4pm - 6pm. the selected times were based on surrounding land use and the expected level of activity during the course of the day at each count location. the pedestrians were counted according to pedestrian facility user groups (refer to page 18). the weather on the day of the surveys was overcast.

the results for each location are discussed opposite.

figure 4.5: Location of pedestrian crashes around Spit Junction 2005 to 2009.

• Along Cowles road just north of Military road (one crash).

• Intersection of Military road and Belmont road (east side) (one crash).

• Intersection of Military road and raglan Street (one crash).

• Along raglan Street just east of Military road (one crash).


4.0 DAtA COLLeCtION

7am to 9am 7am to 8am (peak period)

12pm to 2pm 1 2 3 0 p m t o 130pm (peak period)

4pm to 6pm 4pm to 5pm (peak period)

West 46 22 43 23 66 29South 68 51 20 16 50 28east 65 35 36 15 73 41total 179 108 99 54 189 98

figure 4.6: Pedestrian activity by user group at Awaba Street and Spit road

table 4.1: Pedestrian activity by time period at Awaba Street and Spit road

awaba street and spit roadAt the intersection of Awaba Street and Spit road, overall levels of pedestrian activity were highest in the afternoon with a total of 189 pedestrians between 4pm and 6pm. the busiest peak hour occurred in the morning, with 108 pedestrians crossing between 7am and 8am. Adults were the main user group, particularly during the morning and late afternoon periods.

figure 4.6 shows the combined level of activity by pedestrian facility user group, whilst table 4.1 shows levels of activity at each intersection by time period.


4.0 DAtA COLLeCtION




West 213 154 637 351 489 266South 242 142 193 88 227 119east 251 140 411 214 458 239total 706 436 1241 653 1174 624

table 4.2: Pedestrian activity by time period at Military road and Spit road

Military road and spit roadthis intersection was the busiest of those surveyed. Adults were the most common group observed at all times, with relatively high activity amongst young adults and elderly at the intersection during the early and later afternoon periods. the busiest period was between 12pm and 2pm, with 653 pedestrians being recorded during the 12.30pm - 1.30pm peak period.


figure 4.7 Pedestrian activity by user group at Military and Spit road


4.0 DAtA COLLeCtION

raglan street and Military roadthis intersection was busiest during the 12pm - 2pm period, with 1057 pedestrians crossing during this time. Adults were the most common user group, peaking between 12pm and 2pm. there was also a peak of secondary school-aged children between 12pm and 2pm which is likely to be linked to lunch times at nearby school(s). the Military road crossing on the north side was the busiest crossing for all time periods.


figure 4.8: Pedestrian activity by user group at raglan Street and Military road




North 169 110 462 263 318 196West 109 73 250 176 129 60South 48 25 43 28 68 24east 159 89 302 164 220 112total 485 297 1057 631 735 392

table 4.3: Pedestrian activity by user group at raglan Street and Spit road


4.0 DAtA COLLeCtION

Pedestrian intervieW sUrveysInterview surveys were undertaken on thursday 28 July 2011 at Spit Junction. the survey comprised of nine questions with all but two being multiple choice. there was a total of 178 participants; 64 were male (36%) and 114 were female (64%). the age of participants is summarised in table 4.4.

Under 18 years

1 8 – 2 4 years

25 to 34 years

35 to 44 years

45 to 54 years

55 to 64 years

65 to 74 years

Over 75 years

22 (12%) 19 (11%) 34 (19%) 35 (20%) 20 (11%) 18 (10%) 21 (12%) 8 (4%)

the majority of respondents stated that their main mode of transport was by bus (37%) and walking, either just walking (11%) or combined with car travel (14%). Private vehicle use was the sole transport mode used by 33 (19%) of respondents. figure 4.9 shows the mode split for travel, including respondents who listed more than one mode as their main mode.

Walking11%

Private Vehicle19%

Bicycle0%

Mobility Scooter/Wheelchair

2%

Bus 37%

Taxi0%

Walking and Private Vehicle

14%

Walking, Bus and Private Vehicle

3%

Bus and Private Vehicle

7%

Bus and Train2%

Other5%

figure 4.9: Main Mode of transport

11% of respondents required the following physical or visual aids:

• Pram – 8• Mobility scooter – 1• Wheelchair – 3• Walking frame or Stick – 2• trolley – 2 • Other – 3

table 4.4: Pedestrian interview surveys by age group


4.0 DAtA COLLeCtION

Of the respondents interviewed 73% thought the existing footpaths/pedestrian facilities in Mosman were safe and easy to use. However, the key deficiencies identified included:

• Uneven footpath surfaces• Lack of pedestrian crossings• Lack of appropriate pedestrian signage • Poor lighting/security

the most hazardous locations identified included:• Spit Junction• Brady Street• Military road• Spit road

A total of 126 (71%) of people interviewed thought more people would walk if pedestrian access, safety and mobility were improved, either through improvements to existing facilities and/or introduction of new facilities. the main reasons respondents did not agree with this statement is because of the convenience of other transport modes, the distance of trips or the existing facilities were thought to be adequate. table 4.5 summarises the level of agreement by survey participants in terms of which improvements would encourage more people to walk within the LGA.

Improvement Participant agreement

Additional pedestrian crossings and /or upgrades to existing pedestrian crossings 115 65%Additional or upgrades to existing directional / warning signage 31 17%Pedestrian barriers on busy roads to stop illegal crossings 78 44%Mobility maps for the area showing accessible locations 56 31%Improved lighting and security 45 25%Accessible transport options 43 24%Audible/tactile crossing facilities at signals for the sight impaired 25 14%

Additional pedestrian crossings and/or upgrades to existing pedestrian crossings and pedestrian barriers on busy roads to stop illegal crossings were the most supported improvements.

Other general comments regarding the pedestrian facilities that were received include:• Short pedestrian crossing times, which should be increased• Uneven and damaged footpath surfaces were identified as obstacles• Overhanging trees are a problem• traffic volumes and speeds need to be addressed.

implications for the PaMPWhilst all of the above research should be taken as an indication that there are genuine concerns from the public for improvents there is a clear need to focus on new or improved pedestrian crossings where possible.

table 4.5: Surveyed level of agreement on improvements


5.0 PAMP rOUteS

roUte Proiritisation MethodoloGyMosman Council has in defining the study area, in some part defined the prioritised routes for this PAMP.

the refined high priority routes shown on figure 5.1 are a result of the context mapping, data collection, planning context study and a thorough process of walking over and recording/auditing all opportunities and constraints within the study area.

these ‘Prioritised routes’ represent the best opportunities to:

• provide links between main attractors and generators

• improve existing pedestrian hazards locations

• formalise existing pedestrian links

• create new off-road facilities


5.0 PAMP rOUteS

figure 5.1: Map showing Prioritised PAMP routes

Legend Study area

Priority Route


roUte aUditsthe entire study area was surveyed on foot using the ‘five C’s’ methodology developed from the original UK model (tolley 2003). the ‘five C’s’ are summarised as follows:

Connected• Connecting backstreets and sidestreets

• Safe pedestrian and cycle access

• Information and advertising signage

• Disability access including consistent clear path routes for the unsighted

Convenient• ease of servicing to businesses

• Crossing times at traffic lights

• the importance of ambiguity

• Integrated street furniture that minimises street clutter

• flexibility to accommodate small local events

• Clarity of pavement, what goes where

Comfortable• Path surfaces and crossfalls that suit prams, wheelchairs and the aged

• Street noise and air quality impacts and mitigation

• Microclimate including sun, shade, shelter and breeze (winter and summer variations)

Convivial• Active and adequate spaces throughout the site

• ‘Offline’ locations for rest and watching the passing streetlife

• Successful street planting

• Public art opportunities

Conspicuous• Natural surveillance and Crime Prevention through environmental Design (CPteD)

issues

• Night lighting adequacy and spread (incl shadow mitigation)

• ease of wayfinding through integrated signage

5.0 PAMP rOUteS


figure 5.2: Key Plan Showing Audit Sheet Locations

AreA 1

AreA 2

AreA 3

AreA 4

Data recording sheets were completed for every street. A blank example of a data sheet is included in Appendix 1 for reference. Completed sheets and notes can be provided on request.

figure 5.2 shows the focus areas for proposed improvements. these ‘Area’ sheets (see figures 5.3, 5.4 and 5.5) focus improvements towards the identified priority routes only.

5.0 PAMP rOUteS


6.0 GeNerIC reCOMMeNDAtIONS

Generic reccoMendationsthe street audits identified a number of issues that were common to all surveyed areas. As a result a suite of Generic recommendations is given below with a brief explantion of why these upgrades are suitable.

kerb ramp Upgradesthe audits picked up complying and non-complying kerb ramps at all intersections within the study area. Compliance was based on the criteria set out in rtA technical Direction ref:tDt 2002/08 and associated drawing MD.r173.B01.A

Many of the kerb ramps were non-complying but those that were especially critical to pedestrian movement or particulary awkward to negotiate were recommended for upgrade often in conjunction with pedestrian refuges and/or kerb blisters. reference to the rtA technical direction should be made when upgrading these kerb ramps.

figure 6.1: extracts from rtA technical drawings showing kerb/kerb ramp design standards

Example of non-complying kerb ramps along Military Road



Pedestrian refugesCouncil has conducted it own survey of many of the existing pedestrian refuges in the study area. It was noted whilst conducting the street audits for this study that many of the cross streets adjoining Military road and Spit road would benefit from having pedestrian refuges installed. Given that most of these junctions are left in-left out only, this also allows for the refuges to be more substantial in size. All proposed refuges should be built to rtA/Austroads/AS 1428 standards and be capable of accommodating a waiting mobility scooter/cyclist and kerb.

kerb blistersIn some specified areas where road widths allow, it may be possible to accommodate kerb blisters on both sides of the intersection. this has the added benefit of reducing crossing distance, slowing the speed of turning traffic and increasing the amount of available public realm/pavement.

Both pedestrian refuges and kerb blisters have been selected as a preference over new signalled pedestrian crossings due to their ability to provide least resistance to the line of pedestrian travel at side street intersections and also because of less onerous requirements with regard to traffic modelling and warrants.

Paving/surface Upgradesthroughout the study area pavement surfaces vary. the street audits recorded the quality/condition of the pavement surface and where this posed a significant hindrance to pedestrian access or made a significantly negative contribution to the visual amenity of the street upgrading/replacement has been suggested. replacement paving surfaces should be a smooth finish with gradients complying with AS1428.2 (Design for Access and Mobility). In general surfaces should be paving (as used adjacent to commercial areas within Spit Junction) or an in-situ concrete finish and should extend from the adjacent property boundary to the back of the kerb.

signalised Pedestrian crossing timesthere are a number of signalised pedestrian crossings along Military road and Spit road. the audit picked up that a number of these would benefit from more generous crossing times (green man times) to allow pedestrians (particulary the elderly and less able bodied) longer to cross and not feel overly rushed or end up being caught in the central refuge between 2-3 lanes of traffic.

restricting left in or left out turnsMilitary road is a key corridor, both for cars and bus services, and currently experiences congestion and delays during peak periods and any changes to traffic flow could further worsen the situation. Any changes to the local road network, such as banning movements at intersections would require traffic modelling to assess the impact (outside the scope of this PAMP).

Example of in-situ concrete used on Military Road

Example of paving used on Military Road


street tree PlantingStreet tree planting along the western section Military road is especially struggling to become established. In general, areas that are directly fronted by residential properties with existing tree planting on/next to their property boundary provide an ample level of greening to the street without requiring additional street trees within the tight verge widths. In commercial frontage areas, awnings also make street tree planting unfeasible. In other areas where these conditions do not existing it may be desirable to try to establish new street tree planting for enhanced amenity.

Where street trees are used these should be selected for their hardyness to surviving harsh urban environments. Species include Iron Bark (eucalyptus siderophloia) (as recommended by Council’s Street tree Master Plan), London Plane (Platanus acerifolia) and Brush Box (Lophostemon confertus). New tree planting should provide as much space for root expansion as possible and tree centres should be a minimum of 500mm from the back of the kerb to minimise damage from passing vehicles (see figure 6.2 below).

0.5m 0.5m 2.5m

timber tree gaurd

timber centre to be min 0.5m from back of kerb

Permeable surfaceor tree grille

rootball Locally extend rootzone with structural tree soil

Prop

erty

Boun

dary

approx 3.5m

root Barrier to protect services under kerb

figure 6.2: typical sketch detail for street tree planting along Military road

Existing struggling street trees along Military Road.



bus sheltersBoth Military road and Spit road have numerous bus shelters spaced along the length of the study area. In the majority of these locations the design of the bus shelter and associated street furniture causes it to be an obstruction to pedestrian travel. Bus shelter should be modified or replaced so that minimal obstruction into the line of travel is made. this is especially important where shared paths are proposed.

Bus shelter design should be in accordance with the Australian Human rights Commisission - Guidline for promoting compliance of bus stops with the Disability Standard for Accessible Public transport. the minimum level of performance for a basic accessible bus stop is:

• a firm, evenly graded boarding point, as level as possible;

• an unobstructed space large enough to allow for the deployment of a ramp so that a person with a mobility disability can safely get on or off a bus;

• a seamless transition between the bus stop and any connecting footpath, or the bus stop and the road where there is no footpath;

• clear signage indicating the location of the bus stop; and

• consistently-applied tactile ground surface indicators (tGSIs) to assist blind people or people with low vision to identify the presence of a bus stop and the location of the boarding point.

approx 3.5m

max 0.7mmax 0.5m approx 2.3m

Posts and signage to be located within 0.5m from back of kerb

transparent side panels to pertrude max 0.7m from property boundary

figure 6.3: typical sketch detail for showing suggested bus shelter design parameters.

Existing bus shelter obstruction on Military Road

Typical example of suggested shelter


Note: replacement of shelters will need to honour council’s current contract with Adshel until 2017.


area 1 - Military road betWeen coWles road and McPhearson street

Proposed upgrades to improve pedestrian access include:

1A Military rd Adjacent to vacant plot the paving surfaces and street trees are poor. New paving and street trees are required. Could form a DA requirement.

1G Military road/hale rdA pedestrian refuge and pram ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

1N cardinal st (south)/Military rdA pedestrian refuge and pram ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

1B Military rd Bus stop and shelter are too far apart. Also a better street tree would help as well a less obstructive shelter.

1H snell street/Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

1P cardinal st (north)/Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

1C Military rd/Prince stA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

1J lang st/Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

1Q bond st/Military rdA matching blister and kerb ramp to that recently constructed on the eastern corner is required to allow for safer and more comfortable east-west movement.

1D Military rd Bus shelter, signage and lamp post combined pose as an obstruction. the shelter needs to be modified so that it can be moved onto the property boundary.

1K Military roadthe bus shelter and associated signage are an obstruction. the shelter needs to be modified so that it can be moved onto the property boundary.

1r Wudgong st/Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

1e Military roadPoor street trees and asphalt surfacing needs upgrading to improve comfort and visual amenity.

1L bardwell rd (north)/Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd

1S Military rdthe bus stop is an obstruction. the shelter needs to be modified so that it can be moved onto the property boundary and made more permeable to pedestrian traffic.

1f Military road/Melrose stA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

1M bardwell rd (north)/Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

1t Military rdthis signalised pedestrian crossing has a short crossing time for the less able bodied/elderly. A review of the signal timing to allow for a longer crossing time would help.


table 6.1: Area 1 Generic recommendations item descriptions.


Commercial School existing Priority Pedestrian route

Seniors LivingLocation of Proposed Upgrade Works

Public Parkreference of Proposed Upgrade Works

Bus Stop

1C

figure 6.4: Proposed PAMP Works Area 1

MILItAry rD

1A

1D

1C

1B

1f

1G1H

1J

1K

1L1N

1M1Q1P

1e

1r 1S

1t



1A

1B

1C

1D

1e

1f

1G

1H

1K

1J


for location of photos see figure. 6.4


1L

1M

1N

1P

1Q

1r

1S

1t



area 2 - sPit JUnction betWeen coWles road, oriMbah road, & alan border oval


2A brady street/orimbah rdBlisters required to at this intersection to provide safer access ac ross Or imbah from the existing pedestrian alleyway.

2G Myahgah rd/art Gallery WayJunction requires east west pram ramps. A pedestrian refuge would also aid safer crossing to/from Allan Border Oval.

2N spit rd/ourimbah rdthe signal phasing has been reported to be too short for the less mobile pedestrians. A review of the timing is be required.

2B Military rd/Gurrigal stA pedestrian refuge and pram ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

2H the crescentA marked street crossing connecting a pathway through the car park to the Oval would form part of a wider connection back to Military rd.

2P Punch st/spit rdA very wide north-south crossing would benefit from a pedestrian refuge and/or blisters to improve safety.

2C Military rd/harbour stA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

2J the crescent/council cPA dedicated pedestrian route through the carpark connecting the Crescent/Oval with the laneway that links to Military rd.

2Q Military road/spit rdCrossing times are too short and often result in large numbers waiting on the island. A review of crossing times and an improved island are required for safer movement.

2D Military rd/vista stA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

2K Military roadA new pedestrian crossing or blisters providing a crossing linking up with Civic Lane to provide an alternative pedestrian circulation route.

2e Pedestrian bridge entrancesthe current entrances are not clearly marked or visible. New signage would encourage people to use the bridge. this will require negotiation with private property owners.

2L civic laneCivic lane can play and important role in providing an alternative to difficult circulation along Military rd. New wayfinding signage would help with this but also re-zoning this lane as a shared zone may also help.

2f art Gallery Way/vista stJunction requires east west kerb ramps to improve safety and comfort when crossing.

2M clifford st/spit rdthis wide north-south crossing would benefit from an pedestrian refuge that also encourages a connection through Civic Lane.




Commercial existing Priority Pedestrian route


Public Parkreference of Proposed Upgrade Works2C

Bus Stop (express)

Bus Stop

Carpark

Underground Carpark


2A

2B 2C

2e

2D

2K

2L

2M

2N

2P

2J

2H

2G2f

SPIt rD

MILItAry rD

MILItAry rD 2Q




for location of photos see figure. 6.5

2A

2B

2C

2D

2e

2f

2H

2J

2K

2G



2L

2M

2N

2P

2P


area 3 - Military rd betWeen oUriMbah and bickell


3A spit rdthe pathway is narrow and the surface treatment is poor. A surface upgrade would be beneficial with widening if possible.

3f spit rd/Mitchell rdthe bus shelter and signage is an obstruction. the shelter needs to be modified so that it can be moved onto the property boundary and allow for better circulation.

3L spit rd the shared footpath is significantly reduced by the verge planting. this could be corrected by replacing this with a smaller shrub species or turf (requires negotiation with private property owners).

3B spit rd t h e b u s s h e l t e r i s a n obstruction. the shelter needs to be modified so that it can be moved onto the property boundary and allow for better circulation.

3G bickell rd/spit rdthe kerb ramps and refuge are poorly aligned. A more generous refuge and upgraded kerb ramps would be desirable.

3M stanton rd/spit rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable north-south movement along Spit rd.

3C Military rd/awaba stCrossing time is too short for the elderly and less able. the crossing phasing needs to be reviewed and increased.

3H spit rdA difficult unsighted corner for cyclists and pedestrians. Improvement would required acquisition of additional land from the adjacent property.

3N stanton rd/spit rdthe bus shelter and signage is an obstruction. the shelter needs to be moved/modified so that it can allow for better circulation.

3D killarney st/spit rd A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable north-south movement along Spit rd.

3J spit rdthe shared footpath width is significantly reduced by the verge planting. this could be corrected by replacing this with a smaller shrub species or turf (requires negotiation with private property owners).

3e spit rdthe surface treatment is poor with many different treatments and joints. A surface upgrade is required.

3K Warringah rd/spit rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable north-south movement along Spit rd.




Commercial School existing Priority Pedestrian route



Bus Stop

3A

3B

3C

3D

3N

3M

3L

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SPIt rD

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WArrINGAH rD

StANtON rD

AWABA St3A




3A

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for location of photos see figure 6.6


3N3J

3K

3L

3M



area 4 - Military rd betWeen oUriMbah and bickell


4A almora st/Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable north-south movement along Military rd.

4f Gladstone ave/avenue rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable crossing to/from the school.

4L raglan st (east) carparkthis busy carpark is hazardous to pedestrians crossing its entrance. threshold paving or zebra markings would increase safety moving east-west.

4B Gouldsbury stthis corner space would benefit from a blister/widened verge width to allow more space for outdoor dining and pedestrian circulation.

4G avenue rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable crossing to/from the school.

4M raglan street carpark/raglan street (east)A formal pedestrian pathway would increase safety and comfort in the car park.

4C Gouldsbury st - carparkAt present this rear lane does not provide a link through to Belmont rd. In the future property aquistion on Belmont rd may make this a viable pedestrian link.

4H raglan st (West) - carparkthis is currently an informal pedestrian link. this link will need to be maintained as part of the planned re-development of the car park.

4N raglan st/Muston stA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along raglan St.

4D Gouldsbury st/the crescentthere is an alignment and driveway conflict with the ramps. An upgrade to the ramps and a refuge would improve this link to the oval.

4J raglan st (West)this corner space would benefit from a blister/widened verge width to allow more space for outdoor dining and pedestrian circulation.

4P north raglan st/Military rd the traffic light phasing at this crossing leads to confusion and safety issues as turning traffic encounters crossing pedestrians. the timing needs to be reviewed to increase safety.

4e Gladstone st/belmont rdA pedestrian refuge and kerb ramp upgrades required to al low for safer and more comfortable crossing to/from the school.

4K raglan st (east)this corner space would benefit from a blister/widened verge width to allow more space for outdoor dining and pedestrian circulation




Commercial School

Carpark

existing Priority Pedestrian route



Bus Stop


MILItAry rD

Gladstone Ave

Gouldsbury St

Belmont rd

Avenue road

4A

4B

4C

4D

4e

4f

4G

4J

4K 4L

4M

4N

raglan St

4H 4P



4A

4B

4C

4D

4e

4f

4G

4H


for location of photos see figure 6.7


4J

4K

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4N



conclUsionthe Generic recommendations provide a comprehensive account of how smaller individual interventions across the study area could contribute to the overall walkability of Mosman.

As the contextual research and data gathering suggested, it is important to recognise the importance of pedestrian mobility to Mosman’s ageing population who rely heavily on walking and public transport.

the generic recommendations will provide an authorative framework for Council to undertake its own analysis of the remaining pedestrian routes and zones of high pedestrian activity.

the remaining section of this report focuses on two detailed study areas covered in the previous chapter with a view to further development an understanding of the issues and the likely improvements required:

Area 1 (Detailed Study 1) (Military road - between Cowles road and Macpherson Street) has been identified by Council as an area to focus improvements and for the inclusion of a shared pedestrian/cycle path along the north side of Military road.

Area 2 (Detailed Study 2) (Spit Junction) is identified as a hot spot for pedestrian movement and also for pedestrian crash incidents. With the highest concentration of pedestrian attractors and generators, works proposed within this area will likely have the most impact on improving pedestrian mobility in Mosman.



7.0 DetAILeD StUDIeS

introdUctionthe following two detailed studies give a closer look at two critically important zones of high pedestrian activity within the study area for the PAMP:

• Detailed Study 1 - Cowles road to Macpherson Street

• Detailed Study 2 - Spit Junction

A summary of the overriding issues that have been identified through the PAMP process has been given for each Detailed Study with extended discussion for particular items of relevance for each of the areas.

A more detailed plan (than the one shown in the Generic recommendations) shows the location of both the suggested generic works as well as some other strategically important interventions that should be considered.

A works schedule is provided covering all of the identified works. these works have been prioratised H - High, M - Medium, L - Low according the following criteria:

• Safety implications of identified issue/opportunity

• Proximity to attractors and generators

• Level of pedestrian usage

• Ability to further local strategic pedestrian linkages

• Impact on/feasibility of changes to traffic flows

costing of high Priority WorksIndicative costing for the above High Priority works will occur once public consultation is complete and Council has considered all public feedback on the Draft PAMP document.

Costing will be based on indicative rates for standard works by Council approved contractors.



detailed stUdy 1 - issUes sUMMaryAs discussed within the Data Collection chapter of this report, Military road sits on top of a ridge line. In theory this should make it a logical corridor for pedestrian and cycle movement through the area.

As detailed within the ‘Generic recommendations’ section, the pedestrian environment on Military road between Cowles road and Macpherson Street currently poses a number of issues for safe, comfortable pedestrian movement:

• the verge widths are very restricted (approx 3.5m) given the volume of traffic along Military road contributing to and oppressive (noisy and polluted) pedestrian environment

• there are many intersections with cross streets that currently lack complying kerb ramps or pedestrian refuges

• there is a myraid of surfacing types that often transition poorly and generally contribute to a lack of visual amenity

• there is a number of bus shelters that pose an obstruction to both pedestrians and mobility scooters or prospective cyclists

• there are only two signalised pedestrian crossings on this section of Military road which require pedestrians to divert significantly to reach essential public transport, schools and shops

• Some attempts to establish street tree planting have failed leading to a lack of shade and general visual amenity

• Due to the narrow lane widths cycling along the road is fraught with difficulties with commuter cyclists often observed to be taking back street routes.

the detailed area plan overleaf documents all of the recommendations for upgrading the existing pedestrian network addressing all of the issues listed above.



shared cycling/Pedestrian PathCouncil have requested that the northern side of Military road between Cowles road and twin towers Walk is to be designed as a shared cycling/pedestrian path.

the overall width of the verge in this location varies between 3.3m and 3.5m. Current best practice as detailed in Austroads Guide to road Design Part 6A recommends a desirable minimum obstacle free width to be 3.0m based on this route being classified as a commuter path.

figure 7.1 below shows a recommended breakdown of the verge based on a 3.5m width. It is only possible in this instance to provide a 2.3m shared cyling/pedestrian path where bus stops exist (providing existing bus stops are modified as per the Generic recommendations earlier in this document) but the 3.0m could be achieved elsewhere.

It is worth noting that the current location of street furniture, post, poles and trees does not conform to this typical section and the width available for the shared path would vary along the route.

Approx 3.5m

0.7m2.3m0.5mShared Path Bus shelter

zoneSignage, street lamps and treeszone

Prop

erty

Boun

dary

the detailed area plan overleaf shows the inclusion of the shared path based on the above priciples.

figure 7.1: typical sketch detail showing shared cycling/pedestrian path


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6

detailed stUdy 1 Works Plan- Military road

77

Spit Junction High Pedestrian Activity Zone

LEGEND

existing pedestrian circulation

Proposed council on-road cycle route

Proposed pedestrian link upgradeProposed/upgraded pedestrian crossing

Potential improvement to pedestrian network through future property development

Indicative location for new street tree planting

Proposed shared pathway and streetscape upgrade

Location of existing Bus Stop

Strategic link to primary schools

reference number of upgrade works. refer to Works Schedule

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16 17

18 19

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21

1:2000

0 10 20 5030 40 100m

figure 7.2: Detailed Study 1 Works Plan



Item Code Description type Priority*1 Military rd

Adjacent to vacant plot the paving surfaces and street trees are poor. New paving and street trees are required.

New paving and plant street trees

L

2 Military rd Bus shelter, signage and lamp post combined pose an obstruction. the shelter needs to be modified so that it can be moved onto the property boundary (see generic recommendations).

New/modi f ied bus shelter

H

3 Military rd Improvements or replacement of the bus shelter is required to make it less obstructive to pedestrian movement.


H

4 Military rdPoor street trees and asphalt surface needs upgrading to improve comfort and visual amenity.

New paving and plant street trees

M

5 Military rd/Melrose stA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.

New pedestrian refuge and Kerb ramps

H

6 Military rd/hale rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.


M

7 Military rd - additional crossingAn additional signalised crossing between Cardinal Street and Belmont road would provide significant benefit to pedestrians. reducing walking distances and the likelihood of people making dangerous unassisted crossings.

New signalised crossing

H

8 snell street/Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.


H

9 bradwell rd (north) / Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.


H

10 Military rdthe bus shelter and associated signage are an obstruction. the shelter needs to be modified so that it can be moved onto the property boundary.


H

11 bardwell rd (south) / Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.


H

12 bardwell rd (north) / Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.


M

detailed stUdy 1 - Works schedUle

* H - (High Priority), M (Medium Priority), L (Low Priority)



DetAILeD StUDy 1 - Works Schedule cont.

Item Code Description type Priority*13 cardinal st (south)/Military rd

A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd


M

14 cardinal st (north)/Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd


M

15 Military rdthis signalised pedestrian crossing has a short crossing time for the less able bodied/elderly. A review of the signal timing to allow for a longer crossing time would help.

extend crossing time

H

16 Military rdImprovements or replacement of the bus shelter is required to make it less obstructive to pedestrian movement. (see generic recommendations)


H

17 bond st/Military rdA matching blister and kerb ramp to that recently constructed on the eastern corner is required to allow for safer and more comfortable east-west movement.

N e w b k e r b blister and kerb ramp

M

18 Wudgong st/Military rdA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.


M

19 Military rdthe bus stop is an obstruction. the shelter needs to be modified / replaced so that it can be moved onto the property boundary and made more permeable to pedestrian traffic (see generic recommendations).


H

20 Pedestrian link - through Private car Parkthis private car park could provide a strategic link in implementing an east west back street route to the west of Spit Junction. Negotiations with the property owner or land acquisition would be required to implement this route.

New formalised pedestrian path through existing car park

L

21 Wudgong stA pedestrian crossing here could form part of the east west link mentioned above. this could take the form of kerb blisters and a zebra crossing.

N e w z e b r a cross ing wi th blisters

L

A shared PathShared path to enhance cycling safety and amenity. Involves the review and removal/replacement of obstacles, surfacing and new signage and markings.

S h a r e d p a t h (approx 400m)

M

B tree PlantingNew and replacement street tree planting to locations indicated on Detailed Study 1 for improved amenity.

S t r e e t t r e e Planting

M




detailed stUdy 2 - issUes sUMMarySpit Junction is the commercial and transport heart of Mosman whilst at the same time being one of Sydney’s busiest arterial roads. this leads to a conflict between traffic and pedestrians.

Whilst Mosman Council is currently undergoing a comprehensive design and feasibility process for the future redevelopment of Spit Junction this study seeks to resolve the many smaller obstacles to easy, safe and comfortable pedestrian access that currently exist as a shorter term solution.

these issues include:

• A busy pedestrian crossing at the centre of Spit Junction that often requires pedestrians to wait in the middle of 6 lanes of traffic

• an oppressive noisy and polluted pedestrian environment around the junction

• A large number of stopping/waiting buses with little room for loading/unloading of passengers

• Limited verge widths and unattractive guard rails

• No connectivity with the local bicycle network

• Limited options for bicycle or mobility scooter

• An unattractive pedestrian bridge

However, an number of key opportunities exist that include:

• An attractive shopping area to the south of Military road and to the West of Spit Junction

• A series of rear laneways that provide an opportunity to create an alternative pedestrian loop away from the busy arterial road

• An number of development opportunities that could serve to strengthen laneway connectivity

• two attractive open spaces close easy walking distance of the centre



circumferential laneway conceptthe detailed plan overleaf proposes to utilise the existing pedestrianised lane to the south of Military road, the laneways at Civic Lane and Hordern Place together with additional and/or improved pedestrian crossing facilities to provide an alternative circulation loop away from the congestion of Military road and Spit road.

shared ZonesHordern Place has recently been converted into a ‘Shared Zone’ for pedestrians and traffic. this has led to the removal of all kerbs and 10km/h speed limit. Many of the shops backing onto the lane now have dual frontage which is beneficial in that it provides activation as well as access between Military road and the laneway.

As with Hordern Place, Civic Lane could also benefit from becoming a shared zone. As the plan overleaf shows this will help to achieve the alternative circumferential concept, if not, then simply providing an alternative link from Spit road to Military road avoiding the congested pavements adjacent to the bus stops on Spit road.

Hordern Lane Shared Zone. Utilising the service lane for improved pedestrian circulation and active shop frontage.

Civic Lane would benefit from becoming a shared zone reinforcing pedestrian links.


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24


LEGEND

Proposed circumferencial laneway route



Proposed replacement of railings with planting

Proposed pedestrian link upgradeProposed/upgraded pedestrian crossing


Indicative location of/for bicycle racks

Uprgraded streetscape to enhance pedestrian priority and amenity

Indicative location for mobility scooter parking

Location of existing Bus Stop

Potential future strategic back street link to primary school

reference number of upgrade works. refer to PAMP text

12

detailed stUdy 2 Works Plan - sPit JUnction

1:2000

0 10 20 5030 40 100m

refer to Detailed Area 1 for proposals


LEGEND

Proposed circumferencial laneway route



Proposed replacement of pedestrian fence with plantersProposed pedestrian link upgradeProposed/upgraded pedestrian crossing


Indicative location of/for bicycle racks

Uprgraded streetscape to enhance pedestrian priority and amenity

Indicative location for mobility scooter parking

Location of existing Bus StopPotential future strategic back street link to primary school

reference number of upgrade works. refer to Works Schedule

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figure 7.3: Detailed Study 2 Works Plan

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Item Code Description type Priority*1 Military rd/Gurrigal st

A pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.


H

2 Military rd/harbour stA pedestrian refuge and kerb ramp upgrades required to allow for safer and more comfortable east-west movement along Military rd.


H

3 Military rd/brady stthe existing pedestrian refuge and kerb ramps require upgrading to allow for safer and more comfortable east-west movement along Military rd.


H

4 Pedestrian bridge entrancesthe current entrances are not clearly marked or visible. New signage would encourage people to use the bridge (requires negotiation with private property owners). the bridge would also benefit from an architectural makeover allowing greater transparency for improved legibility and perceived safety.

Architectural upgrade to bridge and imporvements to entrance inc. signage

M

5 Military rd/vista stBlisters to slow turning traffic that extend back to the existing pedestrian crossing on Vista Street would help to improve pedestrian priority and ease cramped pavement/verges allowing more room for cycle and/or mobility scooter parking adjacent to shopping areas.

extended kerb blisters (approx 25m)and associated paving and street furniture

H

6 spit Junction Pedestrian crossing & islandSafety at this primary crossing point would be improved by a more generous crossing time allowing people to cross the full distance. If crossing to central island only then an improved central island with more space and better visual amenity is required.

review and extension of crossing time and/or improvement of central island

H

7 Mosman council Plazathe plaza space outside Mosman Council could provide marked parking spaces for mobility scooters.

Mobility scooter parking bays

L

8 Military road Pedestrian fencethe guard rails along military road are unattractive and whilst serving as an important safety feature if the circumferential laneway concept could be implemented then a subsequent ease in pedestrian pressure could allow these to be replaced with permanent planters with low shrub planting.

replace guard rails with permanent planters

M

9 future development opportunitythe private space at the rear of the blocks has the future potential to provide more active uses that may lend activity to Civic Lane. Opportunity exists to use development to fund public works to Civic Lane.

future development opportunity.

L

detailed stUdy 2 - Works schedUle





Item Code Description type Priority*10 civic lane

this lane has the potential to provide a strategic pedestrian link and would benefit from being made into a shared zone. this could be done through simply signposting and/or implementing a dedicated pathway for pedestrians

rezoning /signposting and surface treatments

H

11 spit road/clifford stthe full or partial closure of this street is proposed as part of the Council’s current DCP. If this were not possible this wide intersection would benefit from both pedestrian blisters and a refuge.

Street closure or blisters and refuge.

H

12 corner building - clifford st/spit roadexisting proposals for turning this vacant site into a bus interchange will help to ease the waiting passenger congestion at Spit Junction.

future development opportunity

L

13 Military rdA new mid block signalised pedestrian crossing would be a key link in providing a circumferential laneway. this crossing would need to co-ordinated with furture plans for a new bus interchange in/close to this location.

New signalised pedestrian crossing

M

14 future development opportunityCreating a formal link through to Hordern Place somewhere at the mid block and adjacent to a new Military road Crossing would require the acquisition of property, this would help to ensure the circumferential laneway and added pedestrian activity to Hordern Lane.

future development opportunity / land acquisition

L

15 spit rd/ourimbah rdthis pedestrian crossing has been reported to be too fast for the less mobile. A review of the timing is required to achieve longer crossing times.

Signalised crossing timing review

M

16 brady street/orimbah rdBlisters required at this intersection to provide safer access across Ourimbah from the existing pedestrian alleyway.

Kerbs blisters x2 pairs

M

17 Military rdA new pedestrian zebra crossing and/or blisters providing a crossing linking up with Civic Lane to provide an alternative pedestrian circulation route.

Kerbs blisters and/or a zebra crossing

H

18 Pedestrian link - Military rd to the crescentAn existing narrow lane provides a link through the car park behind the Council building. this could be formalised and provide a link all the way through to the Crescent linking with Allan Border Oval. A formal path could be located within the island of planting within the existing car park.

formalised pathway through car park with new signage, surfacing and lighting.

M



Item Code Description type Priority*19 Pedestrian link - through council cP

A dedicated pedestrian route would link through the carpark connecting Allan Border Oval, the Library and the existing pedestrian link through to Military rd.this would require a dedicated/marked pedestrian route through the eastern end of the car park.

formalised pathway through car park with new signage, surfacing and lighting.

M

20 the crescentA marked street crossing connecting a pathway through the car park to the Oval would form part of a wider connection back to Military rd. Could take the form of blisters and/or a zebra crossing.


M

21 Potential future strategic link to vista streetfuture development opportunities may present an a case for linking the Crescent and Allan Border Oval through to Vista Street and beyond to Nathan Lane. this would require property acquisition.


L

22 art Gallery Way/vista stthis Junction requires east west kerb ramps and would also benefit from a pedestrian refuge and/or blisters to aid safer crossing.

New pedestrian refuge and Kerb ramps and/or bkerb blisters

L

23 Potential future strategic link - nathan lane to cowles roadfuture development opportunities may present a case for linking Nathan Lane with Cowles road and thus helping to implement a back street route from Spit Junction to the Sacred Heart Primary School. this would require property acquisition.


L

24 cowles roadA new mid block crossing would help to implement a back street route from Spit Junction to the Sacred Heart Primary School. this could take the form of kerb blisters and a zebra crossing.


L

25 Pedestrian link - civic lane to brady streetA private lane currently exists that could provide a key pedestrian link. Access to the lane is currently blocked from the western end. Negotiations with the private property owners would be required to implement this link.

Pedestrian link requiring negotiation with private property owners

M

26 brady streetA new mid block crossing would help to link up a link from Civic Lane through to Cowles road. this could take the form of kerb blisters (western side only) and a zebra crossing.

New kerb blisters and a zebra crossing

M





strategic east-West back street link A number of existing connections and potential future development may present an opportunity to implement an east west link parallel to Military road to the west of the commercial centre. this would have the benefit of providing a safer and more comfortable pedestrian route away from the intensity of Military road linking with the retirement Village and the Sacred Heart Primary School.

As shown in the Detailed Study 2, this route would make use of existing connections but would also require some land acquisition/negotiation to implement.

Wheelchairs and Wheeled electric carts (mobility scooters)the current design standard for mobility that relates to Wheelschairs, either self propelled of motorised is AS 1428 - Standards for Access and Mobility.

In general, when designing for access for wheelchairs and wheeled electric carts the following should be considered:

• Pavement crossfall - gradients steeper than 1:40 make it difficult to push wheelchairs and maintain a consistent line of travel.

• Compliance with AS 1428 and rtA guidlines on kerb ramp gradients widths and alignments allowing for the dimensions of a mobility scooter.

• Maintaining a clear path of travel free from obstacles such as posts, poles and street furniture.

the dimensions of a mobility scooter are not listed within AS 1428 (only wheelchairs are listed). A brief look at several mobility scooter manufactures suggests allowing for approximately 1600x730x130mm.

the detailed area plan shows a number of indicative locations where marked parking bays could be located where they would not be in conflict with other pedestrians and would be close to shops and facilities.


A pedestrian on a mobility scooter negotiates the narrow pavements along Military Road

costing of high Priority WorksIndicative costing for the above High Priority works will occur once public consultation is complete and Council has considered all public feedback on the Draft PAMP document.

Costing will be based on indicative rates for standard works by Council approved contractors.



outdoor diningthere is a number of existing outdoor dining areas around Spit Junction that are well used and in general do not hinder pedestrian access. Any new areas of outdoor dining should be focussed towards areas of public realm that have space to accommodate dining without compromising access to either pedestrians on foot or mobility scooters.

Outdoor dining should be discouraged along Military road where pavement/verge widths do not permit adequate room for pedestrian access.

Queuing bus Passengersthe footpaths adjacent to the bus stops on Spit road closest to Spit Junction that cater for the express buses in and out of central Sydney are often overcrowded with waiting passengers. Without acquiring property or reducing road widths it is difficult to alleviate this problem due to the narrow verge/pavement widths.

By implementing a Circumferential Laneway Concept illustrated in Detailed Area 2 some relief may be provided in the form of an alternative circulation route. furthermore, if plans to develop the vacant building at the corner of Clifford Street as a bus interchange this issue could be significantly resolved.

Waiting passengers gather on the narrow pavement along Spit Road



WayfindingA key component in increasing walkability and participation in walking is well planned and designed wayfinding. While street signage for Mosman is custom designed and for the most part is consistent in coverage, the goal of increasing walking is greatly enhanced by an integrated signage system linked to strategically placed maps which show destination routes and walking distances and times.

Parramatta City Council has installed a best practice mapping system throughout the CBD which identifies key destinations, walking times and also links to public transport, thereby fostering walking as an integral part of the community’s day to day lifestyles. the system is based on the adage ‘the right information at the right time’ and thus maintains simplicity in route planning.

It is therefore recommended that Council consider developing a wayfinding strategy for Mosman that will greatly enhance and compliment improvements to walkability throughout the study area and beyond.

Mosman riderthe Mosman rider provides a crucial service in linking the centre of Mosman with its broader community and the various attractions on the Councils’ harbour foreshores (beaches, taronga Zoo etc). One of the key benefits achieved in the route is addressing the very steep topography that surrounds the study area and as a service it is a critical component in encouraging the community, particularly the elderly, to visit Mosman shops by bus and then to walk once there.

In light of the walking catchments identified in this PAMP, it would be worthwhile reviewing the Mosman rider’s exact route in some detail and relating this to areas of steepest topography, actual user type (through a survey of users), potential maximized user catchment (especially locations where seniors live) and the key attractors for local residents. this may result in some minor route changes that would increase users throughout the day/week and thus increase walking in the LGA.


8.0 LANeWAyS StrAteGy

the laneWays of MosManMany of the laneways of Mosman not only provide important walking routes that extend the locality’s streetscape permeability but a significant number of them are of considerable character and amenity.

for the most part however, these laneways are often only known to the residents of the immediate vicinity or locality in which they lie and in some cases their obscurity and confusing layout make them unsafe in terms of vehicle/pedestrian conflict and from an absence of natural surveillance.

for the planners and managers of many urban centres there is a growing realisation that, when well designed, laneways have much to contribute to the character, walkability and commercial vibrancy of their neighbourhoods.

Accordingly, this brief section describes the laneways of Mosman and offers some suggestions on how their contribution to the walking environment of Mosman could be greatly enhanced.

tyPes of laneWays in MosManWithin the study area of Mosman there are broadly two forms of laneway, both with distinctive uses and characteristics; these are:

• commercial precinct laneways: those that mostly service the rear of businesses and related car parks in the retail precinct (such as Civic Lane, Carney Lane and Hordern Place)

• residential laneways: those that connect streets within the residential areas (such as richard Arthur Walk off Ballantyne Street and Nock Lane).

commercial Precinct laneways these laneways perform an essential role, not only in servicing businesses and gaining car access for parking, but as importantly they serve as routes that pedestrians can take to move around the shopping areas without the hustle, bustle and noise associated with busy main roads such as Spit road and Military road.

It is noticeable that a number of businesses in Hordern Place for instance are in effect maintaining two frontages for their customers with the formal entrance on Spit road and rear walk in access off Hordern Place, in some cases with seats, tables, signs and displayed products all on the laneway frontage, narrow as it is. When interviewed, several shop owners indicated that they had to accept that their shops were essentially treated by many people as ‘thoroughfares’ to Hordern Place.

As demonstrated in earlier sections of the PAMP, there is essentially an opportunity to make a circumferential laneway ‘circuit’ centred around the Spit Junction that could be an attractive walking environment that would boost walk-in business, if well designed. the key to success in this area is to combine some simple design interventions with a clear


8.0 LANeWAyS StrAteGy

Businesses within Hordern Place are already adapting their customer focus to the laneway; but the absence of a design and management framework that embraces this space as a walking environment - rather than a vehicle thoroughfare in which pedestrians may walk - leads to an unsafe place with a visually confusing and cluttered character. Relatively minor design and management interventions on paving, barriers, bins, signs, servicing and lighting would significantly improve this situation and provide added commercial viability for these businesses which struggle with the challenges of the noisy street environment of Spit Road. To that end, Hordern Place holds a pivotal position in the proposed circumferential pedestrian route that centres on Spit Junction.

management structure that permits practical servicing with a high pedestrian amenity.

Suggested actions in this regard would include:

• upgraded paving, lighting and street furniture to a distinctive laneway design palette

• encouraging businesses to address the laneways (doors, display windows, seats and tables where space permits, etc)

• establishing core service times for large vehicles to limit vehicle and pedestrian conflict

• excluding private vehicles at certain times of the day or week (where existing use is simply for through traffic as opposed to car park access) to encourage

• laneway specific directional signage (see Promoting the Laneways)

residential lanewaysthere are a number of laneways within the residential areas of Mosman that have considerable appeal, but which may only be known to locals, as they may not be visible from the street junctions, are not signed and may appear as private accessways.

the example overleaf of richard Arthur Walk epitomises both the benefits and problems of such laneways in Mosman. the issues addressed in the photo caption are common to many such situations.

As with the commercial laneways, signing, promoting and upgrading these residential laneways with modest improvements in a common design language will enhance active transport and recreational walking and cycling in these neighbourhoods.


8.0 LANeWAyS

ProMotinG the laneWaysthe City of Sydney has actively promoted its laneways over recent years through a new approach to small scale licensed outlets, upgrading laneway design, introduction of public art, temporary ‘pop ups’ (small scale short term events that occupy the laneways) and specific wayfinding signage and social media promotions.

While Mosman is clearly a different environment from the City of Sydney, - and indeed it has several attractive laneways in its own right (such as the lane between Myagagh road and Vista Street) - applying many of the same principles more broadly would greatly enhance the Mosman walking and cycling environment.

In particular providing a distinct identity to the laneways through specific promotional strategies would raise the profile, usage and appreciation of the laneways. these might include:• laneway specific signage (ie special laneway graphics and logo, visible at street

junctions)

• maps of the Mosman laneways located at key places in locality

• brochures promoting the laneways as destinations for meeting and eating

• public art on blank laneway walls or suspended in the laneway

Ideally the above promotional initiatives would for a part of a Mosman Laneways Strategy.

Richard Arthur Walk, off Ballatyne Street is an excellent example of the residential laneways in Mosman. Its scale, location and character have considerable appeal and add permeability to the streets, encouraging walking and cycling. However, the lack of signage, the limited natural surveillance, ambiguity of ownership, overgrown vegetation and the poor condition of paving all make these laneways obscure and unsafe. Simple design guidelines for enhancing these laneways that addressing issues would increase walking and cycling at all hours of the day and night, thereby improving neighbourhoood safety. A Laneways Strategy for Mosman would underpin this approach.


cons

ulta

nt te

am


consUltant teaMthe Mosman PAMP was prepared by:

Crosbie Lorimer - DirectorNick Bucktin - Project Co-ordinator

of

cloUston associatesLandscape Architects • Urban Designers • Landscape PlannersLevel 2, 17 Bridge Street • Sydney NSW 2000PO Box r1388 • royal exchange NSW 1225 • Australiatelephone (02) 8272 4999 • facsimile (02) 8272 4998email • [email protected] • www.clouston.com.au

In association with

Gta consultants - transportation Planning, Design and Delivery

CONSULtANt teAM


aPPendix 1


APPeNDIX 1 - Street AUDIt SHeetS

Draft Pedestrian Access and Mobility Plan (PAMP)

Documents

Transcript of Draft Pedestrian Access and Mobility Plan (PAMP)