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ALBURY BICYCLE PLAN 2009-2014

TABLE OF CONTENTS

EXECUTIVE SUMMARY 1. INTRODUCTION..............................................

2

1.1 1.2

Background.................................................................. Objectives....................................................................

3 3 3 4 4 9 14 16 16 17 19 20 21 22 22 23 23 23 23 23 24 29 30 30 31 31

2.1 2.2 2.3

2.

Bicycle Crash Analysis.................................................... Community Consultation................................................. Bicycle path usage.........................................................

DATA COLLECTION AND ANALYSIS.................

3.

3.1 3.2 3.3

ENGINEERING................................................

Bicycle network.............................................................. Sign types..................................................................... Bicycle Parking Facilities..................................................

4.

4.1 4.2

EDUCATION ...................................................

Cyclists Regulations........................................................ AlburyCity.....................................................................

5. 6.

6.1 6.2

ENFORCEMENT.............................................. ENCOURAGEMENT..........................................

Marketing...................................................................... Events...........................................................................

7.

7.1 7.2

BICYCLE PLAN STAGES..................................

Procedure...................................................................... Individual stages.............................................................

8. 9.

8.1

FUTURE STAGES............................................ RECOMMENDATIONS......................................

2010 and beyond.............................................................

10.

11.1 11.2 11.3

LINKS TO OTHER ASSOCIATED PLANS.............

Proposed future stages 16-20............................................. Community Consultation Questionnaire................................ Collated responses Q12....................................................

11.

APPENDIX......................................................

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EXECUTIVE SUMMARY

Among the recommendations of the 1997 Albury Bicycle Plan, it was considered that a review of bicycle related issues should be conducted every five years. In keeping with this recommendation, a review and new Bicycle Plan was completed in 2002 with the next review scheduled for 2007. The Bicycle Plan reviews consist of a community consultation, a crash analysis and consideration of engineering, education and enforcement issues, with the information gained used to determine the future cycle path network. The 2007 review commenced in May 2007 with a community consultation and was completed in 2008 after an extensive crash analysis, the collection of path usage data, and the consideration of enforcement, engineering and education issues. The Community consultation found a strong need for more bicycle parking facilities, off-road paths, and on-road lanes where they link with the existing network. The majority of the community wanted to see paths constructed west to Wonga Wetlands, and east to the Hume Weir. Results of the crash analysis showed that Albury had considerably higher bicycle crashes (12.5% of total casualty crashes) than both the South West region (4.9%) and the State (5.7%). The types of crashes were predominantly intersection crashes, (in particular at roundabouts), cyclists hit in driveways, or when riding off footpaths onto roads. These types of crashes support the need for AlburyCity to continue with its commitment to construct offroad cycle paths. The collection of the baseline data for the cycle path use occurred at seven points along the major cycle trails in Albury. The highest usage over the three week period occurred on the Albury/Thurgoona trail near Thurgoona Drive, with almost 500 cyclists counted for the week. This assessment will be repeated in future reviews and used to determine the changes in the amount of cyclists utilising the trails. As of 2008 the Albury Bicycle Plan had been constructed to Stage 14, with Stage 15 to be completed by July 2009. The future stages of the Albury Bicycle Plan will focus on developing off-road links to the existing trails, with Stages 16-20 to follow the Riverina Highway east from Mungabareena Road, continue off-road along Table Top Road for approximately six kilometres in total. Estimated cost for these Stages is $474,000. It is recommended that AlburyCity increase its annual funding commitment to cycle path construction and maintenance because of the increasing community health benefits and demand for safe cycling facilities, the reduction in road trauma, and the benefits to AlburyCity through the commitment to the Community Plan objective of, "provide continued support for AlburyCity's Bike Plan and increase funding towards its implementation".

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1.

INTRODUCTION

The Albury community loves to ride bikes. Statistics from the AlburyCity Community Plan indicate that cycling is the third most popular activity undertaken by the Albury community with 22% of the community choosing to cycle. This is a significantly higher participation rate when compared with NSW which has cycling listed as the sixth most popular activity at 7.7%. AlburyCity encourages cycling by continually constructing new cycle paths and ensuring links with existing paths. cyclists. As part of the ongoing commitment, the 2008 Albury Bicycle Plan includes results of a community consultation (2007), analysis of crash data and a forward works schedule of the future cycle path network. Maintenance of paths is conducted on an ongoing basis and to encourage more cycling, AlburyCity is committed to improving conditions and safety for

1.1

BACKGROUND

In December 1997, AlburyCity evaluated the implementation of the staged Albury Bike Plan by conducting a community consultation into cycling routes and issues. The consultation found that contrary to the recommendations of the 1987 Plan (recommending on-road cycle lanes), the community wanted more off-road recreational paths within Albury. The results of the survey showed that the majority of the respondents (41%) wanted an off-road cycle path along Bungambrawatha Creek.. Therefore stages 6 to 11 of the Albury Bicycle Plan concentrated solely on achieving this vision for the community. The 1997 plan indicated that a review would be required in 2007 with results to guide the construction of paths and associated facilities from 2010 and beyond. 1.2 OBJECTIVES

The objectives of the 2008 AlburyCity Bike Plan are as follows: · · · · · · Identify the future stages of the bicycle route network within Albury. Identify physical works required to implement the recommended network. Provide implementation costs, timeframes, priorities and appropriate staging of works. Provision for safety and protection of cyclists. Gather information as to when and where accidents occur and who is involved. Provide appropriate traffic engineering solutions.

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2.

DATA COLLECTION AND ANALYSIS

A review of Albury's Bicycle Plan required both a crash data analysis and a community consultation.

METHODOLOGY BICYCLE CRASH ANALYSIS The analysis of bicycle-related crashes in Albury required an examination of the NSW RTA Road Traffic Accident Database, including the number of crashes, type of crashes and interpretation of any trends. This analysis was conducted using crash data from 2000 to 2006 inclusive. COMMUNITY CONSULTATION A fourteen question resident questionnaire was delivered to every Albury household in May 2007. Questions elicited information about general bicycle use and included demographic data, type of cyclist, major routes taken, location of future paths and crash history.

RESULTS 2.1 BICYCLE CRASH ANALYSIS

Between 1996 and 2006, there was 147 crashes involving pedal cyclists, see Table 1.

TABLE 1: NUMBER OF PEDAL CYCLE CRASHES ­ ALBURY 1996 -2006

YEAR

1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Number of Crashes

17 20 16 16 10 3 8 14 12 18 13

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Figure one shows the percentage of pedal cycle crashes each year as a percentage of the total road crashes for Albury. The black line shows an overall downward trend. FIGURE ONE:

Pedal cycle accidents as a percentage of total accidents Albury 1996 - 2006

8 7 6 5 4 3 2 1 0 Yr 1996 Yr 1997 Yr 1998 Yr 1999 Yr 2000 Yr 2001 Yr 2002 Yr 2003 Yr 2004 Yr 2005 Yr 2006

The 2002 Albury Bicycle Plan incorporated statistics from 1996 ­ 2001 which showed 82 crashes involving pedal cyclists over the six-year period. More recently, data from 2001 ­ 2006 shows the number of crashes has decreased to 68 over the next six-year period. As a percentage of the total road crashes for Albury ­ the 1996-2001 period showed bicyclerelated crashes as an average 4.4%, which decreased for the next six-year period (20012006) to an average of 3.7%. This is a positive indicator that the number of cyclists involved in crashes in Albury is reducing. All pedal cycle crashes have resulted in casualties, with 79 in total between 2000 and 2006, including one fatality.

NSW and South West Region Data When looking at fatal and injury crashes for the five-year period January 2003 to December 2007 (preliminary data), 12.5% of crashes in Albury were bicycle-related compared with 5.7% and 4.9% in NSW and the South West region respectively (see Figure 2). From this it can be seen that although within Albury the amount of crashes involving bicycles is decreasing, when compared with the State and South West Region, Albury's bicycle-related crashes are more than double.

AlburyCity Bicycle Plan 2009-2014

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FIGURE TWO:

Percentage of fatal and injury Crashes January 2003 to December 2007

14 12 10 % 8 6 4 2 0 NSW SW Region Albury 5.7 4.9 12.5

Type of crashes: 2000 - 2006 Of the 78 bicycle-related crashes between 2000 and 2006, 34% (28) occurred at intersections. Of these intersection crashes, 50% were `cross traffic' (cross intersection) crashes, and 28% of these occurred at traffic light controlled intersections. This indicates that either the cyclist or motorist travelled through a red light. Further analysis shows that 43% of the cross intersection crashes occurred at roundabouts. see Table 2. TABLE TWO: BICYCLE-RELATED CRASHES AT ROUNDABOUTS Location Corry's Rd Bralgon St McDonald Rd Riverina Hwy /Borella Rd Ebden St Old Sydney Rd Prune St Riverina Hwy Kiewa St Kemp St Breen St Elizabeth Mitchell Drive Wantigong St Prune St East St Crash Type: Road User Movement (RUM) Cross traffic (RUM 10) Cross traffic (RUM 10) Cross traffic (RUM 10) Cross traffic (RUM 10) From footpath (RUM 48) Townsend St Thurgoona Dr Breen St Smollett St Nurigong St Douglas Rd Griffith Rd Cross traffic (RUM 10) Out of control (RUM 74) Emerging from driveway (RUM 47) Rear end (RUM 30) Out of control (RUM 74) Emerging from driveway (RUM 47) Vehicle door (RUM 63) 1 1 1 1 1 1 1 24 53 50 18 16 UNK 48 Crashes and Casualties : 1 1 2 2 Age (yrs) 47 11 74; 57 33; 16 There were additional crashes occurring at roundabouts, with a total of 13 roundabouts involved in bicycle-related crashes -

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The remaining bicycle crash types included 30% - emerging from footpath or driveway; 13% run off road; 9% - rear end or side swipe and 4% - vehicle door. See Figure 3.

FIGURE THREE: TYPE OF BICYCLE CRASHES

Type of Bicycle Crashes Albury 2000-2006

Emerging from footpath or driveway

30%

10% 4% 9%

Intersection Run off Road Rear end/side swipe

13%

Parked vehicle / vehicle door Other

34%

Of the crashes that occurred at traffic lights, the majority were located at an intersection with the Hume Highway (Hume/David, Hume/Thurgoona, Hume/Smollett, Hume/Dean, Hume /Guinea, & Hume/Ebden). The two exceptions were the traffic light controlled intersections of David and Swift Sts, and Logan Rd and Waugh Rd. that these Hume Highway crashes will decrease. When analysing the `emerging from footpath' or `driveway crashes', almost 65% of these were `from footpath', indicating that the cyclist either merged onto the road without looking for the oncoming car, or the oncoming car failed to see the cyclist moving onto the roadway. Behavioural education in relation to cyclists wearing high visibility clothing, and both motorists and cyclists being aware of each other as road users, could assist in decreasing these crash statistics. It is anticipated that with the Albury/Wodonga Hume Freeway completed and the reduced traffic volume on the Hume Hwy

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Age groups of casualties

FIGURE FOUR:

30 25 20 15 10 5 0 %

Age-groups: pedal cycle casualties as a percentage of total pedal cycle casualties: 2000 - 2006 inclusive: Albury

25.5 22 20.5 20.5

6.4 1.3

3.8

0-4

5 to 16

17-25

26-39

40-59

60+

UNK

Figure 4 shows the age-groups of pedal cycle casualties. It can be seen over the seven years, the majority of the pedal cyclist casualties are in the 5-16 years age group (25.5%), but the casualties are reasonably evenly spread across the four age groups, 5-16yrs, 17-25yrs (22%), 26-39yrs (20.5%) and 40-59yrs (20.5%). FIGURE FIVE:

Casualty crash comparison in age-groups. Pedal cycle casualties as a percentage of total casualties; Albury 1996-2001 and 2001-2006

35 30 25 20

1996-2001 2001-2006

%

15 10 5 0 0-4 5 to 16 17-25 26-39 40-59 60+ UNK

Figure 5 shows a comparison of age-groups between 1996-2001 with 2001-2006 and indicates that there has been a shift in the age of cyclists involved in crashes. The statistics show that although the percentage of cyclists involved in crashes has remained similar for the 5-16yrs and 17-25 yrs age-group, the percentage of cyclist casualties in the 40-59yrs age group has almost doubled. There has also been a large increase in casualties from the 26-

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39yrs age-group between 2001 and 2006, compared with 1996 -2001 crash data.

This

demonstrates a large shift in the age of cyclists in Albury. This is further supported by the community consultation which showed that the majority of cyclists were in the 40-59 yrs agegroup.

2.2

COMMUNITY CONSULTATION

The bicycle consultation survey was delivered to all Albury households in May 2007. Responses were sought from community members whether or not they rode a bike, and completed surveys were to be returned by Friday 1 June 2007. Surveys could have been sent `reply paid' to AlburyCity or dropped at the Albury Library, Lavington Library, and bicycle shops "The Full Cycle of Albury" and "Bicycle Superstore Lavington" . The results of the 2007 community consultation were as follows: Number of responses Number of male responses Number of female responses Age group of respondents 1478 754 (51%) 679 (46%)

0-4yrs 5-16yrs 17-25yrs 26-39yrs 40-59yrs 60+yrs 1109

4% 17% 9.5% 16% 33% 18.5% (75%)

Number of cyclists

Q2. If you do not cycle, please indicate why. Poor facilities Not safe Inconvenient No Bike Other 11.5% 11.5% 15% 51% 22%

Q3. Do you wear high visibility (brightly coloured or reflective) clothing while cycling? Yes No 45% 55%

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Q4. How often do you cycle?

How often do you cycle?

40% 35% 30% 25% 20% 15% 10% 5% 0% Every day A few times a week Once a week Once a fortnight Not regularly Other

Q5. What is the average length of your cycling trip?

30% 25% 20% 15% 10% 5% 0% Up to 2kms 3­5 kms 6 ­ 10 kms 11 ­ 20 kms 21 ­ 40kms More than 41kms

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Q6. What is the main purpose of your cycling trip?

4%

15%

6%

14%

Travel to school Travel to shops Recreational

55% 70%

Exercise/Fitness Racing Commute to work

Q7. What type of path do you use? Respondents could tick more than one response for this question.

8% 0.10% 65% Roads Cycle lanes on roads Footpaths Cycle paths off-road Parks 82% 51% Bush /Fire trails Around yard / property Other

16% 15%

33%

Q8. How long have you been cycling? 0 -5 yrs 6 ­ 10yrs 11 ­ 15 yrs Over 15 yrs 29% 19% 7.6% 47%

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Q10. Please answer Yes or No to the following questions: Do you alter or plan your cycle routes to use the off-road bike paths provided? Yes Do you ride on the Bungambrawatha Creek Cycle Path? Yes Do you ride on the Murray River trail? Yes Have you ever ridden on the tracks on Nail Can Hill? Yes Do you consider Albury a safe place to ride a bike? Yes Have you used the "Albury City Trails" brochure? Yes Are there enough bike racks in Albury? Yes 15% 25% 51% 21% 42% 48% 60%

Q11. The Bungambrawatha Creek path provides an excellent link for cyclists and pedestrians between the North and South of the City. Do you: Strongly Agree Agree Undecided Disagree Strongly Disagree 29% 23% 12% 1% 0.2%

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Summary: From looking at the 2007 results, and by allowing comparisons to be made with the 2001 community consultation it can be seen that: Almost 500 more surveys were returned in 2007 than in 2001, with almost 400 more responses from cyclists. There were similar results regarding male and female respondents with slightly more males than females completing the surveys in both 2001 and 2007. The age group of cyclists completing the survey has moved from an average age of 34 years in 2001, to the majority of respondents being in the 40-59yrs and 60+ age groups respectively. As with the 2001 survey, there is only a small percentage of cyclists in the 17-25yrs age-group. Of those respondents that did not cycle, the majority (56%) and (51%) in 2001 and 2007 respectively stated that they did not cycle because they did not own a bike. The 2007 survey revealed that 11.5% of persons who did not cycle chose not to because they thought there were insufficient facilities and that it was unsafe. The majority of cyclists in 2007 rode `a few times per week' (35%) ­ with 68% riding at least weekly, this figure has remained steady since 2001 where 65% of cyclists indicated that they rode at least weekly. An additional question regarding high visibility clothing was added to the 2007 survey. Results showed that only 45% of cyclists wore light or bright coloured clothing. This illustrates a need to conduct programs to try to raise the awareness of the need to wear high visibility clothing while cycling. The crash analysis has identified that although the pedal cycle crashes in Albury are trending down, the Albury crashes compared with both NSW and South West Region statistics are very high. If more cyclists wore high visibility clothing this could help bring the statistics down further. The majority of cyclists rode an average distance of between 3 and 5 kilometres (28.5%), followed by 6 to 10 kilometres (26%) and 11 to 20 kilometres (22%). This demonstrates that the community are using their bikes for shorter trips. The education campaigns are promoting cycling for shorter trips and leaving the car at home. It is hoped that more of the community will take up cycling for this purpose, and that the increased cycling is supported by new and/or well maintained infrastructure and linking paths. The majority of Albury cyclists chose to cycle for recreation or exercise/fitness purposes and the majority also chose to cycle on the off-road cycle paths, followed by cycling on the road. This demonstrates a shift in where cyclists are choosing to cycle when compared with the results of the 2002 community consultation. majority of cyclists were cycling on the road. In 2002, the

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This demonstrates that AlburyCity's concentration on providing off-road cycle paths has led to more cyclists choosing to ride off the road, and may have assisted with the improvements in bicycle-related crashes in Albury. Most people who responded to the survey had been cycling for over 15 years (47%), and the next highest percentage involved those new to cycling (0-5yrs - 29%). The majority of respondents (60%) altered their cycle routes to ride on an off-road path and half of the respondents (51%) considered Albury a safe place to ride. 52% of respondents `strongly agreed' or `agreed' (combined) that the

Bungambrawatha Path provided an excellent link between the north and south of the City. 12% of respondents were undecided and 1.2% disagreed or strongly disagreed (combined).

2.3

BICYCLE PATH USAGE

The community consultation survey identified that Albury has a large number of people cycling for exercise and recreation. In order to gain an insight into the amount of use the different sections of the bicycle paths are receiving, an external consultant was engaged to collect data from a number of cycle path points. The bicycle count survey was carried out using MetroCount vehicle classifiers over a three week period from Thursday 15 November 2007 to Monday 3 December 2007. The following seven locations were used as data collection points, however significant vandalism at some points necessitated that the weekly data collected by the classifiers be merged into a virtual week. This allowed the average daily usage by cyclists to be determined at each location.

DATA COLLECTION LOCATIONS: 1. Albury Thurgoona Trail ­ 100m south of the intersection with Thurgoona Drive 2. Albury Thurgoona Trail ­ Between the Dean Street Bridge and Kenilworth Street. 3. Bungambrawatha Creek Path ­ In Heathwood Park 50m north of the intersection with Oliver Street. 4. Murray River Trail ­ In Oddies Creek Park 50m north of the Union Bridge. 5. Murray River Trail ­ In Padman Park 50m west of bridge across Bungambrawatha Creek near Swim Centre car park. 6. West Albury Link Path ­ In Kremur Street 20m south of Padman Drive. 7. East Albury Link Path ­ In Borella Road 50m east of roundabout toward Mungabareena Rd.

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RESULTS: Site No. Location Albury Thurgoona Trail near Thurgoona Drive Albury Thurgoona Trail near Dean Street bridge Bungambrawatha Creek Path Oliver St Murray River Trail north of Union Bridge Murray River Trail near swim centre West Albury Link in Kremur Street East Albury Link in Borella road Mon 90 98 87 42 32 21 4 Tue 106 140 110 38 38 30 2 Average Daily Usage of Cyclist Wed 55 80 56 24 25 12 0 Thur 52 38 35 23 21 15 1 Fri 101 17 53 31 28 12 13 Sat 49 26 36 47 42 17 2 Sun 40 40 63 65 41 23 4

Week Total 493 439 440 270 227 130 26

1 2 3 4 5 6 7

Bicycle Path Use: Average per week

160 140 120 number 100 80 60 40 20 0 Mon Tue Wed Thur Fri Sat Sun

1 2 3 4 5 6 7

Site No. 1 2 3 4 5 6 7

Location Albury Thurgoona Trail near Thurgoona Drive Albury Thurgoona Trail near Dean Street bridge Bungambrawatha Creek Path Oliver St Murray River Trail north of Union Bridge Murray River Trail near swim centre West Albury Link in Kremur Street East Albury Link in Borella road

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The results show that the Albury Thurgoona Trail had the highest cyclist usage with 493 using the path per week near Thurgoona Drive and 439 per week near the Dean Street Bridge. It would be reasonable to assume that these numbers would be made up of mainly commuter cyclists as the weekend results show a significant reduction in numbers. The high usage on the Albury Thurgoona Trail by commuter cyclists can be contributed to the number of links along the trail that allow cyclists to join the path and reach many different destinations. The Bungambrawatha Creek Path at Oliver Street shows that there is a mixture of both recreational and commuter cyclists using this path. For example the early week days (Monday 87 and Tuesday 110) had larger commuter numbers than the recreational weekend days (Saturday 36 and Sunday 63). However the later week days (Thursday 35 and Friday 53) and had a reduction in people commuter cycling. Similarly to the Albury Thurgoona Trail, the high usage on the Bungambrawatha Path by commuter cyclists can be contributed to the number of access points along the trail that allow cyclists to reach their destinations without going far out of their way.

The Murray River Trail results show that the weekend usage is higher than the week day usage. This indicates that these trails are mainly being used by recreational cyclists.

3.

3.1

ENGINEERING

BICYCLE NETWORK

The existing road network provides an infrastructure for people of all ages to ride their bicycles. By law, a cyclist is a legitimate road user with the same rights as a motorist. It can be assumed therefore that every road in Albury may be considered as part of the bicycle network. Provision for cyclists on roads should be considered in all aspects of road management including: · · · · Choice of cross section for all roads during the design process Development of traffic management programs Road safety audits Maintenance programs where opportunities exist to provide space for cyclists by altering lane markings

(Austroads: Guide to Engineering Practice - Part 14 ­ Bicycles)

In local streets with low traffic volumes (less than 3000 vehicles per day) it is usually not necessary to make special provision for cyclists as the lower number of vehicles (and lower speed) should allow the cyclist to safely share the road. On busier collector streets or arterial roads, it is necessary to ensure adequate width exists for cyclists to share the road safely. This can be done by reducing traffic lanes in order to allow a shared parking/cycle lane to be marked on each side of the road.

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The following factors are important to consider when determining whether or not a road should become part of the cycling network. · · · · · · · Low traffic speeds Low traffic volumes Adequate space for cyclists and motorists High levels of visibility Well maintained edge of seal and gravel shoulder Low hazard levels (i.e. low incidence of trucks using the road) Appropriate gradients

3.1.1 Path width In relation to the width of AlburyCity's off-road cycle paths ­ it is desirable as per the Austroads Guide to Traffic Engineering Practice Part 14 ­ Bicycles, that AlburyCity constructs its paths at least 2.5m wide. The table below is taken from the Guide and indicates that a width of 3.5m would be desirable for recreational paths. Considering constraints of retrofitting paths beside existing roads, road pavements and nature strips, AlburyCity utilises at least 2.5m width where possible. Where width is restricted due to trees, drains, or other infrastructure, it is acceptable to narrow to two metres, but not preferable.

Off-road paths: Austroads Standards Australia Use Width Desirable Acceptable 2.5m 2m - 2.5m 3.0m 2m - 3.5m 3.5m 3m - 4.0m Local access path Commuter path Recreational path

(Austroads: Guide to Engineering Practice - Part 14 ­ Bicycles)

3.2 SIGN TYPES Utilising the Austroads Guide to Engineering Practice Part 14 ­ Bicycles, will ensure that the design, location, frequency and range of signs is consistent throughout the bicycle network. Effectively signage can increase safety, strengthen the identity of the Council and boost its tourist image. Signage and pavement markings should be as simple as possible. Excessive signage can diminish the amenity of a facility. The colour used for signs should comply with those specified in AS 1743 Road Signs - Specifications. In higher speed zones it may be desirable to use larger signs. Guidance on choice of size, installation and other details is provided in AS 1742.9.

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Bicycle facility signs are categorised as: Warning Signs Used to warn riders and drivers of an approaching hazard Regulatory Signs Used to formally establish or terminate a bicycle lane or path Used to control bicycle movements on the road, especially at intersections. Pavement markings including line marking and bicycle logos are used to guide the movement of bicycle and vehicular traffic, and to provide support to regulatory signs. Uniform Signs It is envisaged that the AlburyCity will continue to utilize uniform suite of signs to denote bicycle paths and other recreational paths throughout the city. Guide Signs Used to guide riders around a bicycle network or route AlburyCity Bicycle Guide Signs It should be AlburyCity's priority to develop signage that promotes short trip travel by bicycle and links existing on-road bike paths to bike trails. The requirements of the signage for Albury trails and appropriate on-road lanes would be:

o uniformity and consistency across the city o guide riders around bicycle network o incorporate destinations and time (minutes)

Possible destinations for guide signs could include but are not limited to: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. LibraryMusuem TAFE' s Charles Sturt University (Thurgoona & Albury) Albury Swimming Pool North Albury Swimming Pool Dean Street and CBD Shopping Precinct Noreuil Park Wonga Wetlands Train Station Sports Stadium Albury Base Hospital Lavington Shopping Precinct Thurgoona Shopping Precinct

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3.3 BICYCLE PARKING FACILITIES The 2007 community consultation into cycling in Albury showed that cycling is becoming an increasingly popular form of transport and recreation in Albury. Many people are choosing to ride their bicycles to school, work and to the shops because it provides them with a low cost form of transport that easily takes them from door to door. In addition to providing cycling facilities such as off road paths and on-road lanes, AlburyCity acknowledges that it is important to provide suitable `end of trip' parking facilities. These facilities will give cyclists the opportunity to lock their bicycles in a place that is convenient and secure, and will assist in encouraging more people to cycle more regularly. Successful bicycle parking requires the right choice of parking facility in a convenient and secure location. Bicycle parking should provide a level of security greater than the perceived risk of theft or vandalism and should be located as close as possible to cyclists' destinations. The results of the 2007 consultation showed that 50% of respondents indicated that there were not enough bike paths in Albury and in 2008 AlburyCity has responded by purchasing twenty-nine (29) new bicycle racks for installation across the City. $8270) - $17,783.75 total cost. General Requirements of Devices Information in relation to bicycle parking facilities can be found in Australian Standard AS 2890.3, and some has also been reproduced from AS 2890.3 in the Austroads Guide to Traffic Engineering Practice, Part 14 Bicycles. In general, every bicycle parking device should: Enable wheels and frame to be locked to the device Be placed in public view Be located outside pedestrian movement paths Be easily accessible from the road Be arranged so that parking and unparking manoeuvres will not damage adjacent bicycles Be protected from manoeuvring motor vehicles and opening car doors Be as close as possible to cyclists destination Be well lit by appropriate existing or new lighting Be protected from the weather Be designed to fit in harmony with the surrounding environment

(Austroads Guide to Traffic Engineering Practice, Part 14 Bicycles).

These racks were

purchased with 50/50 grant funding provided by the NSW Roads and Traffic Authority (grant

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Types of Bicycle Parking Facilities · Bicycle Parking Rails

Bicycle parking rails are an effective and low cost way of providing short to medium term parking. They support the entire bicycle and allow cyclists to lock the bicycle frame and wheel with a U lock. Each parking rail can accommodate two bicycles, one on each side of the rail. Bicycle parking rails can be arranged to best fit the available space. They can be installed in clusters or groups to meet the parking demand. Rails installed in clusters or groups should be installed at least 1200mm apart. · Bicycle lockers

Bicycle lockers are an effective way of restricting access to one user and offer a high level of security. They are particularly effective for all day and all night parking, especially in public places where there is a high risk of theft or vandalism. Helmets, clothes and other cycling gear can be stored along with the bicycle in the locker. Mini-lockers provide an area to secure the bike, plus storage for helmets and gear. These are appropriate where the large lockers are not suitable, for example outside shopping centres, or on the street on shopping strips. · Bicycle Racks

Bicycle racks can accommodate a number of bicycles in one location. The advantage of the rack is that a maximum number of bicycles can be installed in a smaller space. The racks are easily installed, are economical and are best suited to medium term parking. Note: racks and stands which allow only one wheel to be locked to the device or which support the bicycle by only one wheel are not recommended for use. These devices do not meet the minimum requirements of AS 2890.3 and should not be used in new installations. Where there are existing installations, these should be progressively replaced giving priority to where the security risk is greatest. (Austroads Guide to Traffic Engineering Practice, Part 14 Bicycles).

4.

EDUCATION

An engineering project cannot achieve a safe cycling environment without the assistance of an education program. The community consultation showed that there is clearly a need for both cyclists and motorists to be educated regarding safe practices of sharing the road. Many cyclists made comment that they were treated poorly by motorists who considered that bicycles did not belong on the road. Education can help inform the public of the benefits of cycling and assist with improving the safety of bicycling by ensuring motorists are aware of the cyclist's rights and responsibilities.

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4.1

Cyclists regulations

Bicycles are defined as vehicles under road traffic regulations and are therefore entitled to ride on the road. Cyclists are required to obey the road rules, including stopping at red lights or stop signs, giving way as indicated by signage and giving hand signals when changing direction. Just as cyclists have responsibilities when using the road system, they also have the right, like other vehicles, to use the road and be shown courtesy and care by other road users. Specifically, the following regulations apply to bicyclists: Riding two abreast, no more than 1.5 m apart Travelling to the front of a line of traffic on the left hand side of the stopped vehicles Travelling in Bus Lanes and Transit Lanes. However, cyclists cannot travel in Bus Only Lanes Travelling on the footpath where indicated by signage Cycling on the footpath if the cyclist is less than 12 years old. An adult, who is riding in a supervisory capacity of a cyclist less than 12 years old, may also ride with the young cyclist on the footpath Turning right from the left hand lane of a multi-lane roundabout with the proviso the cyclists must give way to exiting traffic

To be a legal road vehicle during the day, a bicycle must have: At least one working brake Either a bell or horn fitted to the bike, within easy reach and in working order

To be a legal road vehicle at night, a bicycle must also have: Lights fitted and in use when riding at night - a steady or flashing white light that is clearly visible for at least 200 metres and a flashing or steady red light that is clearly visible for at least 200 metres from the rear of the bike red rear reflector that is clearly visible for 50 metres when light is projected onto it by a vehicle' headlight on low beam s

It is compulsory to wear an approved helmet correctly when riding a bike. This applies to all cyclists, regardless of age, including children on bicycles with training wheels and any child being carried as a passenger on a bike or in a trailer. Failing to obey road or bicycle rules may result in a fine.

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4.2 ALBURYCITY AlburyCity targets road safety planning and education through the five-year Road Safety Strategic Plan (2004-2009), the annual road safety Action Plan, and the Albury Bicycle Plan. The documents are produced by the Road Safety Officer and are based on local road data, road crash statistics, and local road safety trends and needs. Because of the existing road safety education programs that the NSW Roads and Traffic Authority provides within the education sector, the Road Safety Officer must target bicycle safety in areas other than local schools. In light of this, bicycle education programs are conducted during Bike Week every year. This involves local media advertising, education campaigns and an annual bike ride utilising the network of on and off-road cycle paths throughout Albury. Throughout the year, schools are encouraged to utilise the bicycle education centre at the Police and Community Youth Club. In consultation with AlburyCity Recreation staff, the Road Safety Officer develops the Bicycle Plan Map, which includes all pathways, lanes, recreational destinations, and significant bicycle safety education information. The Albury Bicycle Plan highlights crash information, infrastructure detail, community needs, and the future stages of the bicycle network. As of June 2008, Stages 1-14 have been constructed throughout Albury, which provides over 30 kilometres of off-road cycling (including the Murray River Trail and the Albury Thurgoona path).

5.

ENFORCEMENT

The Albury Police enforce the law in relation to cyclists through the Highway Patrol and General Duties Police. In the first instance cautions are issued for first time offences but if the offence continues, this will lead to a traffic infringement notice (TIN). TIN's are issued to those caught breaking the law, and cycling infringements are currently $53.00 per offence (as of June 2008). A Police Bicycle Unit operates in Albury and comprises four police bikes with four dedicated cycle officers. First response policing duties are mixed with pro-active deployment of the police bike unit. There are changes to the Australian Road Rules as of 1 July 2008 and some of these changes involve cyclists. The changes to the rules can be found by visiting "2008 Changes to the NSW Road Rules" via the NSW Roads and Traffic Authority website: www.rta.nsw.gov.au Enforcement and education need to be used together to gain maximum compliance, however the success of enforcement will depend on the amount of support and available resources.

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6.

ENCOURAGEMENT

AlburyCity aims to increase the amount of cycling in Albury by providing infrastructure to facilitate safe cycling and end of trip facilities, promoting health benefits and the provision of incentives/events to encourage the community to cycle. 6.1 MARKETING

Information in the form of brochures, maps or notices on the bicycle network, cycling facilities and cycling programs in the area should be produced and distributed to places regularly used and visited by the general public (eg council buildings, public libraries, tourist information centres, public shelters and information boards). The AlburyCity Communications team could work with AlburyCity Engineering and Community and Recreation Business to develop marketing strategies that will increase bicycle and general trail usage focussing on promoting healthy active lifestyles. This should include promotion of the bicycle path network on the AlburyCity website. 6.2 EVENTS

Cycling events in Albury include: · The annual Big Ride Albury during NSW Bike Week. The day includes an off-road ride and a road ride commencing at Noreuil Park, plus other cycling events at Noreuil including criterion races and mountain bike `come and try' activities. · The Multisport AlburyCity event (MAC) is centred in Noreuil Park and includes criterion cycle races, road rides, downhill mountain biking, cross country mountain bike state round, enduro mountain biking and potentially a orienteering mountain bike event. The event is scheduled to be conducted over one weekend annually in March. · · Nail Can Hill mountain-bike ride ­ May annual National Ride to Work Day ­ October annual

7.

7.1

BICYCLE PLAN STAGES

PROCEDURE

The NSW Roads and Traffic Authority (RTA) encourages local Councils to support pedal cyclists and as such, provides 50:50 funding towards the implementation of Bicycle Plans. The RTA requires an annual funding submission from Council outlining the proposed works for the following financial year. Funding is allocated as available and Council must match the funds 50:50 and complete the project by the end of the allocated time.

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The location of each stage of the bicycle plan is determined after considering a number of factors. These include, but are not limited to: a) Safety b) Community consultation c) Assessment of existing paths and links d) Potential attractors or generators e) Environmental issues f) Desire lines g) Engineering constraints h) Cost

7.2

INDIVIDUAL STAGES

STAGE ONE ­ 1989/1990 This stage concentrated predominantly on on-road cycle lanes connecting the Central Business District with Lavington. It also included the provision of cycle crossings, traffic islands, route marking and works at identified points considered dangerous for cyclists, eg. around schools and at railway crossings. On-road cycle lanes included · · · · · Along Eden Street from Union Road to Buchhorn Street Along Guinea Street from Kiewa Street to Young Street Along Waugh Rd and David Street from Logan Road to Perry Street Along David Street from Perry Street to Guinea Street Along Dean Street from Young Street to David Street

The total cost of Stage One was $75,426

STAGE TWO ­ 1990/1991 Similarly to Stage One, Stage Two focused on on-road shared cycle/parking lanes. Stage Two saw a change in parking from angle to parallel in Smollett Street between Townsend Street and Wodonga Place, allowing marking of shared cycle/parking lanes on each side of Smollett between David Street and Thurgoona Street. in Stage Two. On-road cycle lanes included: · · · · · The total cost of Stage Two was $90,265 Along Urana Road from Sanders Street to Centaur Road. Along David Street from Guinea Street to Dean Street Along Kiewa Street from Guinea Street to Nurigong Street Along Fallon Street from Railway to Elizabeth Mitchell drive. The cycle bridge across Bungambrawatha Creek at the intersection of Smollett Street and Thurgoona Street was built

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STAGE THREE ­ 1992/1993 The works covered by Stage Three constituted an extension of the local routes established as part of Stages One and Two. The work involved advisory route signs, pavement marking of shared cycle/parking lanes, construction of sections of off-road cycle path (Padman Drive ¡ Thurgoona Street to Gulson Street) and construction of, or alteration to, traffic control devices. On-road cycle lanes included: · · · · · Along Kemp Street from Kaitlers Road to McDonald Road Along Griffith Road from Barlow Street to Prune Street Along Logan Road from Burrows Road to Mate Street Along David Street from Dean Street to Ebden Street Along Borella Road connecting the bridge to the service roads.

The total cost of Stage Three was $94,200 STAGE FOUR ­ 1994/1995 Stage Four involved the construction of splitter islands and refuges, shoulder sealing, advisory route signs and marking shared cycle/parking lanes. Drive and Dale Crescent. On road cycle lanes included: · · · · Along Fallon Street from Waugh Road to the Railway Along Union Road from Burrows Road to Waugh Road Along Dick Road from Boomerang Drive to Union Road Along Kaylock Road from Moore Street to Dick Road. There was also the construction of an off-road 2.5m wide pedestrian/cycle path from Wagga Road to Boomerang

The total cost of Stage Four in 1993/94 was $105,000 STAGE FIVE ­ 1995/1996 Stage Five continued the construction of on-road paths, particularly concentrating in Lavington. The Stage included some shoulder sealing, splitter islands, and an off-road path along Mutsch Street from the School to Kotthoff Street. On road cycle lanes included: · · · · · Kaitlers Road from Hague Street to Webb Street Webb Street from Kaitlers Road to Douglas Road Douglas Road from Webb Street to Barlow Street Schaefer Street from Kemp Street to Kotthoff Street McDonald Road from Alldis Avenue to Kemp Street

The total cost of Stage Five was $100,890 As there was a period of months without the Road Safety Officer position at council, a round of funding was missed. The RTA did however make some funding available (1997/1998), and

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it was decided to use this allocation to complete an off-road hot-mix section along the Riverina Highway from Peards Nursery to Mungabareena Road.

STAGE SIX ­ 1999/2000 As a result of the Consultation conducted by the Council's RSO in 1997, the actual implementation of Stage Six differed markedly from the proposed implementation as directed by the 1987 Plan prepared by GEOPLAN Resource and Town Planning. Some on-road marking was completed, and this included along Eden Street from Buchhorn Street to Oliver Street; along Regina Avenue from Union Road to Burrows Road, and along Yensch Street from Regina Avenue to Cattlin Avenue. The majority of Stage Six funding involved the construction of a gravel off-road shared cycle/pedestrian path along the Bungambrawatha Creek. The path was constructed off-road from Pearsall Street in Lavington to Logan Road, North Albury. An on-road section followed Fairview Drive to the cul de sac, where an off-road component led from the cul de sac to Ryan Road. A short on-road component followed St James Crescent, and then the path continued entirely off-road to Stanley Street. The total cost of Stage Six was $131,649

STAGE SEVEN ­ 2000/2001 Building on the success of the off-road path constructed in Stage Six, Stage Seven solely concentrated on sealing the gravel path from Pearsall Street to Stanley Street. The total cost of Stage Seven was $142,650

STAGE EIGHT ­ 2001/2002 Stage eight included a hot-mix path from the Oddies Creek Bridge in Noreuil Park to the Union Bridge at the Lincoln Causeway. This links with existing paths and allows the cyclist/pedestrian to continue safely off-road into Wodonga. This stage also involved sealing a path beside the Albury Swim Centre, and constructing an off-road path through Gertrude Colquhoun Park with a pedestrian/cycle bridge crossing Bungambrawatha Creek. Smollett Street and into Noreuil Park. The total cost of Stage Eight was $80,000 STAGE NINE ­ 2002/2003 Stage Nine completed the final piece of the off-road path along Bungambrawatha Creek (between Logan Rd and Ryan Rd), thus alleviating the need to use Fairview Drive. This section was heavily supported by the public and upon completion allowed cyclists to ride safely between the North and South of the city. Given the reduced funds available, the path This provides a link to the shared cycle/pedestrian path beside the Botanical Gardens, along

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needed to be constructed in two stages. The first stage was funded under Stage Nine and involved trimming and gravelling the path between Logan Rd and Ryan Rd. The total cost of Stage Nine was $60,000

STAGE TEN ­ 2003/2004 Stage Ten funding allowed a hot-mix surface to be constructed over the existing gravel path between Logan Rd and Ryan Rd and provided an opportunity to increase the safety of the intersection at Buckingham Street/St James Crescent and Ryan Road. Treatment included line-marking, median installation, cyclist refuge and holding rails. The total cost for Stage Ten was $120,000

STAGE ELEVEN ­ 2004/2005 Stage Eleven was predominantly off-road and created a link from Norris Park, specifically the Burrows Rd ­ Reservoir Rd off-road section (completed by AlburyCity Parks & Recreation in 2003), to the existing off-road Bungambrawatha Creek cycle path. An off-road path was constructed in the laneway between Reservoir Rd and Diggers Rd, and a bridge was built to complete the link over Bungambrawatha Creek and on to the existing Bungambrawatha creek path constructed north/south. This created an east/west link which was identified as a need by the public through the community consultation in 2001. The total cost of Stage Eleven was $72,000

STAGE TWELVE ­ 2005/2006 Stage Twelve involved the construction of a hot mix off-road path from Padman Drive to the Murray River, west of Kremur Street. This provided an important link with the Murray River Trail. Stage Twelve also allowed the construction of a gravel path from Pemberton Street to Banksia Street. The project cost $94,000, with $27,000 each contributed by AlburyCity and the RTA and a further $40,000 contributed by AlburyCity through the "Embellishment of Sporting and Recreational Reserves ­ West Albury" submission.

STAGE THIRTEEN ­ 2006/2007 With the construction of the bulky goods centre on the Riverina Highway, the proposed Stage 14 of the Albury Bicycle Plan was moved forward to Stage 13. This ensured that a safe offroad bicycle path was provided in line with the new development. The work that was scheduled for Stage 13 as per the 2002 AlburyCity Bicycle Plan, (Kaitlers Rd to Union Rd underpass) was rescheduled to Stage 15 of the Bicycle Plan ­ to be constructed in 2008/2009.

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Stage thirteen extended off-road from the Peards complex on Borella Rd to Keene St, and included widening of the footpath below the Albury Base Hospital to become a shared pedestrian/cycleway. A small section of on-road path continued along the Borella Rd service road between Keene St and Schubach St, and then an off-road crossing point was constructed to link with Broad St and the Albury/Thurgoona Trail.

STAGE FOURTEEN ­ 2007/2008 Stage Fourteen was implemented to provide a link from the Bridge Rd cul de sac in South Albury to the Murray River Trail via Browns Lagoon and Nurigong St. This stage was brought forward from Stage 15 of the bicycle plan because the Albury/Thurgoona Trail became operational and cyclists requested a link to the Murray River Trail, rather than having to turn around at the end of the Albury/Thurgoona Trail at Bridge Rd. The Stage provided an off-road section of path on the east of Macauley St to the south of the drain, and then linked off-road through Browns Lagoon to Olive Street. Another off-road section was constructed on the north of Nurigong St to Kiewa St, where on-road lanes continued on both sides of Nurigong Street to Wodonga Place. The cost of Stage Fourteen included drain clearing and culvert work at approximately $150,000, funded by AlburyCity and $75,000 for path construction and fencing which was 50:50 AlburyCity and RTA.

STAGE FIFTEEN ­ 2008/2009 Stage Fifteen is scheduled to be constructed from Kaitlers Rd to the Union Rd underpass, and therefore allow a link to the Albury/Thurgoona Trail. The work will include an extension of the on-road lanes on both sides of Kaitlers Rd to Nagle Rd, which will link to an off-road path proposed for the Nagle Rd subdivision. The path will continue on the south side of Wagga Rd to the Trek 31 gate. On-road lanes will be painted on Vickers Rd to the Vickers Rd sub-division, and the Dallinger Road footpath will be widened to accommodate bicycles. Estimated cost for project is $60,000, but this does not include the off-road paths proposed for Nagle Rd and Vickers Rd as part of sub-divisions.

STAGE SIXTEEN ­ 2010/2011 The final stage of the 2002 Albury Bicycle Plan Strategy proposed to construct an off-road path utilising an existing road reserve within Hamilton Valley to link with Bungambrawatha creek cycle path. At this time, the Hamilton Valley proposed development has not been completed to an extent so as to allow this path to be constructed. This section will be deferred to a later time when the Hamilton Valley strategy has progressed further. It is expected however, that since the community strongly supported a path along the Riverina Hwy to the Hume Weir (2007 consultation), that Stage 16 and beyond will endeavour to address these needs.

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8. FUTURE STAGES

The community consultation into cycling issues (2007) asked respondents to list any areas where they would like to see bicycle paths constructed. From this information, the responses were categorised and are listed in the Appendix for reference. The major categories identified for the locations of paths were: · · · · · · · · · · · · · · · Wonga Wetlands Mungabareena to Weir Link Albury/Thurgoona Trail to Murray River Trail Albury Central Business District Lavington / Norris Park / Hamilton Valley Doctors Point / Mungabareena West Albury East Albury South Albury North Albury Thurgoona Old Hume Highway / Wagga Road / Old Olympic Way Lane markings on road Corry's Road Old Sydney Road

Some of the locations mentioned in the bicycle survey are already being addressed by AlburyCity and these include paths at Lavington, Mungabareena, Doctors Point, links from Albury/Thurgoona trail to the Murray River Trail, and Wonga Wetlands. LAVINGTON Through Stage 15 (2008/2009) of the Albury Bicycle Plan, the on-road lanes will be extended from Webb St, along Kaitlers Rd to Wagga Rd. There will also be a section predominantly off-road linking Kaitlers Rd with the Union Rd underpass, allowing access to the Albury/Thurgoona Trail. In 2007, on-road bicycle lane markings were provided on both sides of Prune Street between Breen St and Kaitlers Rd.

MUNGABAREENA An off-road path will be constructed on the west of the drain along Mungabareena Rd from the Riverina Highway into Mungabareena Reserve. DOCTORS POINT As part of the Murray River Trail project future stages will include a section of off-road path through Doctors Point and into Mungabareena Reserve.

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LINK ALBURY/THURGOONA TRAIL TO MURRAY RIVER TRAIL Stage 14 of the Albury Bicycle Plan (2007/2008) links the Bridge St cul de sac with Macauley St and south of Browns Lagoon. The path then extends off-road on to Nurigong St and will link up with on-road lanes to the Murray River Trail. WONGA WETLANDS Cyclists and pedestrians will be able to enjoy an off-road cycle / walking path to Wonga Wetlands as part of the next stage of the Murray River Trail. In 2008 the construction of a bridge at Horseshoe Lagoon will allow cyclists to ride off road along the Murray River from Noreuil Park ­ approximately a ten kilometre return ride. Future plans of the Murray River Trail include designs of an off-road path continuing from Horseshoe Lagoon to Wonga Wetlands.

8.1

2010 AND BEYOND

Summary: Based on the community consultation results, it is apparent that many cyclists and pedestrians would like to see an off-road path constructed to the Hume Weir. The cost of construction and earth works required in order to create an off-road path to the Weir is prohibitive, but future stages of the Albury Bicycle Plan will incorporate a section along the Riverina Highway. In order to provide an off-road loop for cyclists, the section along the Riverina Highway will continue along Old Sydney Road, Thurgoona Drive and link up with the Albury Thurgoona Trail. Stages beyond that will concentrate on links to the current main trails, namely the Bungambrawatha Creek Cycle Path, the Murray River Trail and the Albury/Thurgoona Trail.

9

·

RECOMMENDATIONS

As an objective of the 2005-2009 AlburyCity Community Plan, and in keeping with the increased community demand for cycling facilities, recommend an increase in the AlburyCity budget allocation of Bicycle Path Construction and Maintenance funding from $80,000 per annum to $120,000 per annum. · Investigate the purchase of an alternative counting instrument for bicycles and pedestrians on off-road recreational trails. Minimise the likelihood of vandalism of instruments. · Investigate ways of increasing the amount of recreational trails in Albury, including increasing the width of footpaths to two metres where they provide a link with an existing bicycle trail. · Review the Albury Bicycle Plan in 5yrs (2013). Compare baseline data with the data received in 2007, repeat the community consultation and conduct a crash analysis of the most recent bicycle-related crashes. assessments of types and locations of crashes. Determine trends from crash data

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10.

LINKS TO OTHER ASSOCIATED PLANS

Albury 2030 "Shaping Our Future" AlburyCity Council Plan 2008-2011 AlburyCity Community Plan 2005-2009 Road Safety Strategic Plan 2004-2009

11.

o o o

APPENDIX

Proposed future cycle paths and Stages. Community Consultation Questionnaire ­ AlburyCity Bicycle Plan Collation of responses: Question 12 "Where else would you like to see cycle paths provided?"

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