The Braund Bikeway requires more work to be cyclist-friendly:
— Fix obvious hazards and make other improvements
— Improve the new bikeway signage
— Add sharrow marking
— Improve the cycle route and shared path through Ern Sconce Rotary Park
— Enhance safety for people crossing Fitzroy Tce at the southern end of the bikeway
— Install three more raised intersections
The fact sheet Prospect Bicycle Boulevard by Govt of SA and DPTI at www.infrastructure.sa.gov.au/__data/assets/pdf_file/0011/179174/DOC...
Read detailed info in sections below:
— Part A: Bike Forum
— Part B: Braund Rd Timeline
— Part C: Crossing Fitzroy Tce is Hazardous
— Part D: Shrubs Hinder View of Vehicles Approaching on Fitzroy Tce
— Part E: Jeffcott Rd is Not an Alternative
— Part F: BUG Reviews of Bikeways in 2017 and 2018 Note Hazards and Signage Fails
Part A: Bike Forum
On 12-Sep-2018 Prospect BUG attended the public forum of Prospect Bike Friendly City. Prospect Council facilitated the event, with speakers from five organisations that support cycling.
A presentation by the Chair of BISA included Braund Bikeway, and noted that some bikeway signage is hard to read and the street requires changes to be more cyclist-friendly.
Afterwards questions were invited from the audience. Several attendees complained about the difficulty of crossing Fitzroy Tce, from Braund Bikeway to the shared path through the Park Lands. The hazard has increased since shrubs were planted that hinder view of vehicles approaching from the west.
There is a bicycle-pedestrian passageway but it needs immediate upgrading to improve safely. Fitzroy Tce is under the control of the State Govt, and this section is located within the City of Prospect, and abuts the City of Adelaide. Will authorities coordinate to install a permanent or even a temporary solution? For example, colour the road surface to highlight the bicycle-pedestrian passageway and paint the words ‘keep clear’?
Part B: Braund Rd Timeline
— 1970s–2014 many traffic studies indicate excess traffic volumes, speeds and/or crashes.
— 1991 a plan for physical traffic calming not implemented.
— 1997 bikedirect signs added to stobie poles.
— 1999 two plans for physical traffic calming rejected by elected council.
— 2000 became 40 km/h zone but many vehicles exceed the speed limit.
— 2014 BUG included in the Stakeholder Reference Group. Discussed traffic calming bikedirect Braund Rd into a bicycle boulevard. Options excluded from consideration were a 30 km/h speed limit and road closures. The first concept plan included eight raised intersections, that was changed to six raised intersections to be installed in two phases.
— 10-Feb-2015 Council workshop included Braund Rd bicycle boulevard discussion.
— 2015 the eastern boundary of Braund Park moved west, to widen the road for half a street block and permit a wider eastern bike lane plus installation of a western bike lane.
— Sep-2016 new bicycle and pedestrian crossing of Regency Rd completed.
— Mar-2017 shrubs planted in the narrow strip between Braund Rd and Fitzroy Tce but block view of approaching vehicles.
— Apr-2017 Council installed directional signage on bikedirect routes of Braund Rd and Devonport Tce, with new names of Braund Bikeway and Devonport Bikeway. These flawed signs were removed within days.
— Jul-2017 Council installed replacement signage for Braund Bikeway and Devonport Bikeway. Some signs are not Austroads compliant at Oct-2018.
— Oct-2017 phase 1 of three raised intersections (Le Hunt Av, Gladstone Rd, Olive St) installed. A govt fact sheet had suggested installation during 2015–2016 school holidays. Also suggested that the State Govt would provide $500,000 and Council $100,000.
— Oct-2017 BUG inspected signage and hazards, and sent report to Council.
— Pending? Sharrow marking. Reference: Govt fact sheet
— Pending? Council to investigate improving the existing path through the Ern Sconce Rotary Park to Connaught St. Reference: Govt fact sheet
— Pending? Phase 2 of three more raised intersections (Myrtle St, Azalea St, Marian Pl) was first intended to be installed in 2016. Reference: Govt fact sheet
— Sep-2018 BUG was told that funding unavailable to complete Braund Bikeway.
Part C: Crossing Fitzroy Tce is Hazardous
At its southern end Braund Bikeway meets Fitzroy Tce in a T-junction, mid-block between Prospect Rd to the east and Torrens Rd to the west. Fitzroy Tce with six traffic lanes is part of the inner-ring route and a busy arterial road. In Sep-2015 (three years ago) the estimated daily traffic on Fitzroy Rd was 47,400 vehicles, but predicted to increase with the addition of an extra traffic lane. www.dptiapps.com.au/traffic-maps/aadt_mt6_colour.pdf.
There is a bicycle-pedestrian passageway but it needs upgrading to improve safety. During peak-hour, cyclists and pedestrians can wait patiently for a gap in the traffic, while expecting vehicles to only briefly stop but in the passageway.
When traffic lights go red at the intersections to the east or west, traffic slowly comes to a halt at the passageway, first one lane, then a second, then a third lane. A cyclist or pedestrian has only seconds to dash across three lanes to the median strip, before a lane of traffic starts moving. It is usual here for drivers to stop vehicles across the bicycle passageway, in breach of road rule 198. Drivers also stop vehicles haphazardly (not in a straight line across the lanes), so that a cyclist must zigzag around vehicles (running while wheeling a bike). The extra seconds of zigzagging increases the hazard. The cyclist who becomes stranded between lanes when the third lane of traffic starts moving, must hope that a driver will see him and let him cross to the median strip.
When the road is busy outside of peak-hour, but not bumper-to-bumper vehicles in the three northern lanes, there is a common hazard of drivers changing lanes without indicating. A vehicle turns left / east from Torrens Rd into Fitzroy Tce, before moving one or two lanes to the right without indicating. A cyclist cannot judge the future position of the vehicle, to cross when a slight gap in the traffic.
Part D: Shrubs Hinder View of Vehicles Approaching on Fitzroy Tce
In early 2017 a resident spoke to two planners while they inspected the area where Braund Rd meets Fitzroy Tce. They said pending changes to the narrow strip between the two roads, one reason being to control where pedestrians cross. Later some earthed mounds were removed.
In Mar-2017 shrubs were planted in the verge. Before crossing Fitzroy Tce, when cyclists stop at the bicycle–pedestrian passageway, to their right are tall shrubs, and limited view of vehicles approaching from the west.
Care should be taken when selecting new plants. Guide to Cycling Aspects of Cycling 2017 states: “Path sight distances can be drastically reduced by the growth of vegetation and hence the location and maintenance of vegetation are critical to safer path operation”.
Cyclists and pedestrians have complained to BUG. Pedestrians also say their view of approaching vehicles is now restricted. It would be worse for a parent pushing a stroller in front.
On the southern side of Fitzroy Tce and the other end of the passageway, there is metal tubular fencing. On the northern side, planners could also have channelled pedestrians with a fence, rather than creating a hazard with shrubs.
BUG officially reported the shrub hazard in Apr-2017 and Nov-2017, as well as informally in the BUG Enews Nov-2017 and Sep-2018 emailed to elected council.
Part E: Jeffcott Rd is Not an Alternative
At the bike forum when cyclists complained about the hazardous crossing of Fitzroy Tce near Braund Bikeway, a councillor suggested they head towards Park Tce. Yes, one can ride west on the footpath and Fitzroy Tce service road, to use traffic lights to cross south to Jeffcott Rd. However, Jeffcott Rd is stressful to cycle, which one would expect a local ‘real cyclist’ to have noticed.
— Austroads recommends bicycle lanes when a road carries more than 3,000 vehicles per day. In Sep-2015 (three years ago) the estimated daily traffic on Jeffcott Rd was 17,300 vehicles. www.dptiapps.com.au/traffic-maps/aadt_mt6_colour.pdf
— There is only a short section of bike lanes near the northern end of Jeffcott Rd.
— “The current dimensions of Jeffcott Rd do not allow for a compliant bike lane to be installed on this section of the road.” Reference: Adelaide City Council on 24-Sep-2018
— There is no ‘wide kerbside lane’ where cars can overtake a cyclist, while ignoring the ‘operating width of bicycle and rider’ and legislated overtaking minimum clearance.
— A route for wide public buses. Unless a bus driver notices a cyclist and changes lanes, an overtaking bus will physically touch a bicycle. There is no space to allow for the ‘wind effect’ of an overtaking large vehicle destabilising a bicycle. There is no space for ‘keeping a safe lateral distance when passing bicycle rider’.
Part F: BUG Reviews of Bikeways in 2017 and 2018 Note Hazards and Signage Fails
In Apr-2017 Council installed directional signage on bikedirect routes of Braund Rd and Devonport Tce, with new names of Braund Bikeway and Devonport Bikeway. The latter is part of the future Gawler Greenway. BUG reported to Council that where new posts were installed on intersection corners, the large signs hindered line-of-sight. Within a fortnight the signs were removed, perhaps because the wrong speed chosen to estimate cycling times, or mismatches of locations and directions.
In Jul-2017 Council installed replacement signage for Braund Bikeway and Devonport Bikeway.
In Oct-2017 three raised intersections (Le Hunt Av, Gladstone Rd, Olive St) installed. The expectation is this will encourage drivers to slow and look for other vehicles, and thus decrease the incidence of right-hand crashes.
Between Aug-2017 and Oct-2017 BUG reviewed the Prospect bikeways and sent a report to Council. On 7-Nov-2017 Council responded: “Council will review the items you have brought to our attention in your report and address any potential hazards or issues as per Council’s standard procedures.”
In Oct-2018 BUG updated its bikeways review and forwarded to Council. Little has changed since the 2017 review, according to this 2018 review summary:
— Braund Bikeway – 8 hazards, 1 surface, 1 suggestion for an extra street sign, 19 bikeway sign locations, 9 bikeway signs OK, and 19 bikeway signs to improve (e.g. installed on the far side of the street so smaller font is hard to read, too close to intersection for safe change of direction, not the best location, obscured).
— Devonport Bikeway – 6 hazards, 3 infrastructure, 16 surface, 6 items fixed (BUG reported in the 2017 review but also reported separately), 8 suggestions for more signs and lighting, 9 bikeway sign locations, 7 bikeway signs OK, and 8 bikeway signs to improve.
Thank you for this. The Braund Bikeway has such potential but still has some way to go. We can only dream that it will reach the standard of the Rugby-Porter bikeway... (still not perfect, however).
Can I add a further suggestion? The few 'raised' intersections they have installed are not very effective at all. The amount of 'raise' is so shallow that I barely feel it on my bike, let alone people in a car/SUV. Anecdotally I have noticed that people in cars don't slow down at all on those intersections once they have learned how shallow they are. Surely any future intersection should improve on this? I wonder if it is a stormwater issue...
Daniel, drivers also comment that the three raised intersections on Braund Bikeway do not slow vehicles. I found the following, although not an exact answer to your question.
Understanding and Improving Safe System Intersection Performance (extracts)
Prepared by Chris Jurewicz, Amir Sobhani, Phuong Chau and Jeremy Woolley
Austroads AP-R556-17 Research Report published by Austroads in Dec-2017
Raised intersections are generally designed with conventional layout, but include approach ramps to elevate the intersection by 75–100 mm.
Austroads (2016d) advises that the typical height of a flat-top road hump or raised pavement should be 75–100 mm with a total length of 2–6 m. These assumptions are not directly applicable in the case of raised intersections.
The following design improvements were suggested through stakeholder workshops ... speed limit reduction, e.g. 40 km/h, with steeper ramps to reduce speeds to 20 km/h.