Replies to This Discussion

Permalink Reply by heather on May 4, 2012 at 18:52

Cyclists re ACC submissions, read comments on this AC post.
http://www.adelaidecyclists.com/forum/topics/access-mobility-health...

Also what I posted there on Friday afternoon, 40 minutes ago.
Cyclists it is important that you let ACC know that you support their plans to give more priority and safety to cyclists. It seems that some businesses and developers are objecting. Also please post comments on the Messenger supporting cycling and the ACC plans.
Retailers rail against council's car plans
Posted online on Tuesday 1-May-2012
http://city-messenger.whereilive.com.au/news/story/retailers-rail-a...

Permalink Reply by heather on May 16, 2012 at 12:33

Please respond to ACC's draft Integrated Movement Strategy, saying that you support its aims to decrease private cars in the CBD and increase Active Transport. However, at the same time it must be made safer for cyclists to cross the inner ring route to reach the CBD, e.g. bikedirect Braund Road across Fitzroy Terrace.

ACC wants to “strengthen” the inner ring route to discourage cars from entering the CBD. However, it will make it more difficult and less safe for cyclists and pedestrians, which in turn will discourage Active Transport and encourage more to drive into the city. When you respond to the ACC draft Integrated Movement Strategy, due 8-Jun-2012, please point this out. Cyclists MUST have effective crossings where bikedirect routes intersect the inner ring route.

Of the bikedirect routes that cross the inner ring route into the CBD, Braund Road appears to be the only one without any lights. Remind the authorities that need an actuated pedestrian-cyclist crossing for safety. Many pedestrians cross here: walking to the City or North Adelaide; walk their dog in the park; attend the Adelaide Aquatic Centre. That is, Braund Road, Fitzroy, Prospect.

Fred Hansen might agree too.
Like a broken record, it’s got to be pedestrian friendly, you have to be able to get to the parkland and you have to be able to get over Port Road in way that makes you feel comfortable and safe. – Adelaide Review, Dec-2012, http://www.adelaidereview.com.au/article/472
The URA replaces the old Land Management Corporation (LMC) with elements of Housing SA and Defence SA . . . The URA replaces the old Land Management Corporation (LMC) with elements of Housing SA and Defence SA. – Adelaide Review, May-2012 http://www.adelaidereview.com.au/article/1510

When Transport 'upgraded' the intersection of Fitzroy Terrace – Churchill Road, I asked for a pedestrian activated lights at the left slip-stream into Fitzroy Terrace, examples on Grand Junction Road. Told no, even though authorities had observed that vehicles come fast around that corner, and do not give way to pedestrians and cyclists wheeling bikes, even though required by ARR. So I asked for a cyclists - pedestrian activated crossing of Fitzroy Terrace, between bikedirect Braund Road and the shared paths of the parklands, for cyclist commuters heading towards the CBD. This had been budgeted for in 1996 but never installed. Transport told me NO, “cannot slow the traffic”. Totally unaware that bicycles are also traffic and no consideration for cyclist safety. Transport had observed that vehicles entering from the left slip-lane have left indicators on, but usually move right into the next one or two lanes. Cyclists cannot predict the right moment to safely cross multi-lane Fitzroy Terrace. When peak hour traffic from the west slows, then vehicles enter from Braund Road and block cyclists again. Then back to the next phase where vehicles stop for red lights half a block away, but obstruct the bicycle passageways in breach of ARR. I asked for painted 'keep clear' on the bicycle passageways but this also vetoed by Transport. Actuated pedestrian-cyclist lights would only stop traffic when pedestrians or cyclists about. Often the traffic is stopped anyway due to red traffic lights half a block away, but drivers unnecessarily obstruct the pedestrian-bicycle passageway.

Permalink Reply by heather on May 21, 2012 at 16:46

Below is my submission to ACC on its draft Future Adelaide Strategic Plan. You are welcome to use my outline so that you can quickly comment to ACC. Please write. Stephen Yarwood thanked me for including this in the BUG News, noting that the issue had become political. Obvious from the media.

Submissions close at 5pm on Monday 21-May-2012.
You can email your comments to pictureadelaide@adelaidecitycouncil.com.

In response to Adelaide City Council's draft Future Adelaide Strategic Plan:
-- I strongly support the aims of the Lord Mayor Stephen Yarwood regarding a liveable city that is welcoming to visitors, encouraging Active Transport, and establishing excellent cycling infrastructure.
-- I strongly support ACC's aim to encourage Active Transport, especially cycling, and welcome new cycling infrastructure and improvements in cycling conditions.
-- I support ACC's aim to discourage some vehicular traffic from entering the CBD. It is perplexing that some commuters drive into the City each working day, thus adding to road congestion and greenhouse gas emissions, but also their own costs of petrol, vehicle maintenance and parking fees. One would have thought that frequent public transport in peak times would be suitable for many commuters.
-- ACC wants to “strengthen” the inner ring route to discourage cars from entering the CBD. However, this must be done wisely in conjunction with Department for Planning, Transport and Infrastructure. Otherwise it will be more difficult and less safe for cyclists and pedestrians to cross the inner ring route, in turn discouraging Active Transport and encouraging more to drive into the city. Cyclists MUST have effective crossings, like pedestrian-cyclist actuated crossings, where bikedirect routes intersect the inner ring route. Consider where bikedirect Braund Road crosses Fitzroy Terrace (47,500 vpd) to meet up with shared paths in the Adelaide Aquatic Centre parklands and eventually the CBD.
-- I support ACC's aims for the environment and sustainability.

I live in an Inner Rim Suburb and have cycled into the City regularly for education, employment, business, shopping, coffee, dining, leisure, recreation, gym, etc.

Permalink Reply by heather on May 21, 2012 at 16:51

Below is my submission to ACC on its draft Business Plan and Budget. You are welcome to use the words copied from ACC's Summary. Please write.

Submissions close at 5pm on Monday 21-May-2012.
You can email your comments to pictureadelaide@adelaidecitycouncil.com.

In response to Adelaide City Council's draft Business Plan and Budget, I support and welcome the following:
-- Creating a bicycle friendly City by delivering $2 million Bicycle Action Project Plans such as new bike lanes, Park Lands cycling networks and bicycle end-of-trip facilities.
-- Protecting and improving Park Lands, landscapes streetscapes, gardens and trees, and developing and activating more community gardens.
-- Making the city safe for pedestrians through the implementation of Integrated Movement Strategies.
-- Delivering Council's environmental sustainability strategies through such initiatives as the $1.3 million Climate Change Action Initiatives Fund.
-- Delivering quality services such as City cleansing to ensure the City is presented to an exemplary standard.
-- Commence implementation of reduced speed limits in and across the City.

I live in an Inner Rim Suburb and have cycled into the City regularly for education, employment, business, shopping, coffee, dining, leisure, recreation, gym, etc.

Permalink Reply by heather on May 28, 2012 at 22:00

I have posted 'Long term plans for Grenfell St exclude cyclists' at http://www.adelaidecyclists.com/forum/topics/long-term-plans-for-gr...

Please read, then include in your submission to ACC on its Integrated Movement Strategy that cyclists want / need:
-- The long term plans for Grenfell Street to include bicycle lanes down the current median strip, rather than this street becoming only for pedestrians and buses.
-- Contra-flow bicycle lanes in Gawler Place.
-- Cyclist-pedestrian actuated crossing for Fitzroy Terrace to link bikedirect Braund Road, the shared paths in the parklands and onto the CBD.

Reminder that submissions close at 5pm Friday 8-Jun-2012.

Permalink Reply by Karl Harder on June 7, 2012 at 17:05

you review Bicycle SA comments and support what they recommend if you dont have time to review the entire document:

http://www.bikesa.asn.au/Advocacy-IntegratedMovementStrategy

Permalink Reply by Andrew Bunney on June 8, 2012 at 4:21

City of Adelaide Integrated Movement Strategy

Thank you for the opportunity to comment on the Strategy. I commend the work so far and applaud the general vision to make the city a better place to be. I do believe the Strategy presents an incredible opportunity to make Adelaide brilliant.

As a frequent motorist, cyclist and pedestrian in Adelaide, I am convinced that the enhancement of the ambience of the City requires cheap and simple changes. Our beautiful town and its people are being rorted by fuming motor vehicles, too many of which are one-occupant and over-sized. We must reduce and calm this traffic in the ‘Square Mile’ so we can achieve the quality of life here that our circumstances of abundance and our climate suggest we should enjoy.

Reading the Draft Strategy, I would like to comment in favour especially of two aspects.

1. I fully support the commitment to safe North–South and East–West cycling routes across the City. (I would add to these routes, safe-cycle links from the City to the Torrens Linear Park; eg at Frome Rd, King William St and Morphett St). As far as infrastructure, I believe such separated cycleways to be the priority.

At present there is no safe or legal way to travel East-West on either North Tce, Rundle St or Grenfell St. This is a blanket discouragement of trips by bike to and through the heart of Adelaide. If bus lanes are envisaged, why not a segregated 2-way bike lane down the middle of Grenfell St for a start? Such a major city retail and office street is both a link and a destination and must be safely usable by cyclists.

2. I also fully support making crossings and intersections responsive to pedestrian and cyclist requests. This will show bona fides by the ACC in its de-prioritising of motor vehicles. (It will also reduce the incidence of motorists arriving at lights when the button-pusher is long-gone.

As for my ‘cheap and simple’ crucial suggestions.

1.  A 40kph blanket speed limit within the ‘Square Mile’.

This measure will lower the intensity of the whole motor traffic frenzy that dominates the town. It would ensure fewer and less serious crashes, is more compatible with cycling speed and encourages the use of ring routes for motor vehicles.

2. The elephant on the road.

There must be a minimisation of large, heavy and high-emission vehicles in the city centre (ie those not compatible with a human-scale life-style). Pedestrians, cyclists, gophers and drivers of compact cars cannot feel comfortable in an environment with large (‘high aggressivity’) vehicles such as trucks, semis, Humvees, Land Cruisers and other large off-road-style safari vehicles. (Sherman tanks, too!) Vehicles that are tall, cumbersome to manoeuvre, impair sight lines/vision of other users and have the propensity to cause excessive damage and injury (eg those fitted with ‘bull-bars’) must be excluded from most areas most of the time. They also dramatically affect air quality. Weight restrictions applying to specified areas and streets seem the obvious course.

3. Ensure safe cycling and pedestrian routes coincide with day and night on-street ‘staying activity’ areas to:

a. promote walking and cycling to and from these destinations.

b. increase safety of walking and cycling especially at night. (Presumably Rundle St, Rundle Mall, North Terrace, Hutt St, Gouger St, Victoria Square, O’Connell St.)

4. Introduce and monitor initiatives that support Council’s aims & vision. Too often, ACC cycling ‘infrastructure’ attempts to corral cyclists into ‘dooring’ and angle park danger-zones. At the same time these lanes are routinely occupied in crucial areas (such as Rundle St East and near schools) by parked taxis, delivery and passenger vehicles. Separated lanes where possible need to be introduced, and designated pedestrian and cyclist areas need to be policed.

5. Promote pro-cycling legislation.

The ACC should support a positive attitude to cycling through the legal framework.

Eg.

Council should support enforcement of State ‘dooring laws’ to raise safety.

Cyclists must be allowed to turn left with care at intersections and to ride with care on footpaths where separated bike paths are not available.

Also, as studies show that drivers are much more careful of cyclists who are not wearing helmets, it would be encouraging for the City to explore all options to allow people to cycle in Adelaide in whatever clothing they deem appropriate.

Because of the inherent danger posed by motor vehicles drivers must be forced to prioritise avoidance of contact with more vulnerable road-users. This works well in many overseas jurisdictions where motorists have soon learned appropriate circumspection and caution.

Thank you again for the invitation to comment.

Permalink Reply by heather on June 9, 2012 at 15:56

Attached is my 4-page submission.

Attachments:

• ACCIntegratedMovementStrategyAdlBUG2012.pdf, 104 KB

Permalink Reply by Edward @bikeadelaide on June 10, 2012 at 11:50

Submission to Integrated Movement Strategy
This is an excellent strategy for the City of Adelaide.  It might be said that it is forward thinking but in fact it is very contemporary.  The strategies that are outlined are what some cities have successfully achieved and that have been better as a consequence.  The same will happen in Adelaide.

Outcome 1: A pedestrian-friendly city
The strategies that are outlined are vital for the survival and improvement of the city.  Improving pedestrian navigation, giving priority to pedestrians and improving the environment for pedestrians are all necessary if we are to encourage more foot traffic and thereby improve the are public spaces and vitalise the city.

The manner in which this is to be achieved is spot on.  Many of the strategies are found in Professor Gehl’s publication Public Cities Public Life about the City of Adelaide.

In high pedestrian traffic areas, non-signalised pedestrian crossings are required.  Two obvious places are on Gouger Street outside the entrance to the markets and at the intersection of Moonta Streets.  They are popular but dangerous crossing points.  Groups of pedestrians are often left huddling in the middle of the road while cars drive past at inappropriate speeds.  Often a relatively large group of pedestrians is inconvenienced and placed in danger by one or two motorists.  If they have to stop, it doesn’t matter.  They are sitting down anyway.

Outcome 2: A cyclist-friendly city
The same applies to cycling.  More and more people are choosing a bicycle to get around.  Cycling must be treated as a legitimate form of transport and given equal status to other forms.  To achieve this, a bicycle network must be completed.  Any bicycle network is only as good as its weakest link.

Even within countries with very high cycling modal shares, there is a positive correlation between the quality of cycling infrastructure and the numbers of people using it.   Currently, Adelaide cycling infrastructure is very low quality.  Only a small number of east-west arterial roads have any bicycle lanes and they are generally narrow painted lines that are routinely ignored by motorists and which generally disappear at intersections.  Of the north-south roads, between East and West Terrace, only Pulteney Street and Morphett Street have bicycle lanes.  Those on Pulteney Street (where they exist) are not really bike lanes at all but instead consist of bicycle stencils in the space between parking bays and traffic lanes.
This is particularly dangerous on Pulteney Street because of the large number of cyclists who travel along there in the morning and afternoon rush hours.  The layout of the road funnels cyclists into positions of conflict with both cars and potentially opening car doors in the parking bays.  Being “doored” is one of the most common causes of injuries to cyclists and was the cause of a tragic death in Melbourne not long ago.  We know that sort of road layout is dangerous.  It should be changed.  Not to change it is negligent and irresponsible.

For those reasons, the efforts to improve cycle lanes where they exist are welcome.  A plan (point 2.1.2) is to have at least one at least one continuous strategic bicycle path in both a north-south and east-west direction, with best practice being adopted.  In city streets where both right and left turns are common, a bi-directional path on one side of the road is not best practice.  Ideally, there should be a single, wide one-directional lane on each side of the road with proper intersection treatments.  Best practice is for the lane to be protected from traffic, either by being raised or with a barrier.
The one exception to this might be Gawler Place.  Currently, that road is mostly one-way with two lanes of motorised traffic.  Gawler Place could easily be converted to one lane for motorised traffic with a wide bi-directional lane for cyclists on the other side running from North Terrace to Wakefield Street.

Adelaide is blessed with very wide streets.  There is ample space for wide, separated Danish style bike paths on all of the main arterial roads through the CBD.  It is a political decision that so much space has been handed over to cars.

Reducing some of it will make no difference to congestion.  The city is only really congested during the rush hour and that is because everyone is travelling at once.  Providing space for alternatives to the car in a way that encourages them will likely lead to less congestion in any event.

Outcome 3: Public transport
Again, the outcomes that are listed are vital for the future of the city.  Public transport, whether it is buses or trams, must have priority on city streets.  That is not to be anti-car.  The problem with our street layout is that each vehicle is treated equally.  The consequence is that a bus with 50 people on board or a tram with 120 people on board has the same status as a car with a single occupant.  The number of people inside the vehicle should determine priority.

Outcome 6: Balanced parking
The listed strategies are necessary.  They will improve the city and improve business.

The most common objection to these measures is that reducing parking will harm local businesses.  There is no evidence of this.  In fact, the evidence that does exist points in the opposite direction.

A reduction in on-street parking (especially given the large amount of paid parking in Adelaide’s CBD) will not harm businesses.  The number of restaurant and café seats on streets such as Gouger Street and Rundle Street is far greater than the number of on-street parking spaces.  Removing the parking spaces will have no effect on those businesses.  It will probably improve them.  The Jam Bistro on Wright Street is often full to the brim.  If two parking spaces were converted into a wider footpath and tables were placed on them, another 20 people could easily be catered for.  That space is currently taken up by two cars – most likely with one occupant each.  They could easily be parked in a parking station close by and Jam’s business would be improved.  I have no doubt there are similar examples across the city.

Allowing cheap, on-street parking is a wasteful use of a valuable public resource.

Permalink Reply by Matt on July 29, 2012 at 18:25

Hi just read the movement strategy. All sounds good. My two cents is these bike lanes need some form of physical separation. Something like a small concrete barrier or kerb. Its done for pedestrians why not riders?

Also the level of safety should be measured by the following test. The test is to ask this question: Would a six year old riding while being supervised be safe on this path? In Amsterdam children ride everywhere. The reason for this test, is at around the age of six children are too big to be in baby seats and capable of riding.

The mentality is riding should be for everyone. When we get paths to this level helmets need to go too.

Permalink Reply by heather on August 17, 2012 at 12:09

You can register for a free presentation on Adelaide's Integrated Movement Strategy by Alan Perkins, ACC.
Wednesday 22-Aug-2012, 5.30pm for light refreshments, 6pm for presentation.
RSVP 21-Aug-2012.
See the attached file for more detail, like address in the City and link for registration.

Attachments:

• Integrated_Movement_Strategy_Alan_Perkins.pdf, 743 KB