RAA Submission to Adelaide City Council Speed Limits and Cycling Routes May 2014 Charles Mountain Senior Manager Road Safety May 2014
Introduction RAA supports the aims of the City of Adelaide s Transport and Movement Strategy 2012-2022 to encourage cycling, walking and the use of public transport while maintaining access for all road users. Improvements to public transport and the provision of priority measures to increase the reliability of services are also supported, provided it can be demonstrated prior to any installation that sufficient capacity can be maintained so that other road users are not unduly disadvantaged. RAA has provided comment on two recent projects in the City of Adelaide, the Frome Bikeway and the 40km/h Trial on Hutt and the south-east precinct. The Frome Bikeway, comprising a segregated bicycle lane treatment and an on-road treatment at the northern end was supported, subject to the retention of two traffic lanes on the section of Frome between Grenfell and North Terrace (at least during the peak periods) to meet traffic demand as this forms part of a bus route. Some parking is also required outside of peak periods in order to allow for deliveries and short term activities in the area where the use of an off-street car park is not appropriate. The 40km/h Trial was supported by RAA on the roads to the east of Hutt but not on Hutt because it was considered that as a key route into the city and given its configuration, the default speed limit of 50km/h is appropriate. Frome Segregated Bicycle Treatment. RAA has advocated for the provision of separated bicycle treatments where possible to encourage cycling and minimize the risk to cyclists from parked vehicles. The treatment of the southern end of Frome between Carrington and Pirie is supported because it provides a sheltered bicycle travel whilst maintaining parking and access. The reduction in capacity from two lanes to only one lane in each direction will cause some restriction for motorists in the section between Wakefield and Pirie due to the increased traffic and reduced storage capacity. in drivers although the effects should be mitigated by the installation of peak period turning bans at the intersections on the route. RAA will monitor the impact of the segregated treatment on traffic and provide further comment on any identified operational issues. The northern end of Frome must maintain two traffic lanes in each direction at least during the peak periods in order to cater for traffic at this end of Frome. While acknowledging that the full implementation of this treatment will result in the loss of kerbside parking during peak periods and a reduction in the number of available spaces outside of peak periods, it would be offset by the fact that this would provide a continuous bicycle treatment from North Adelaide through the city to the Park Lands. While not essential, a lower speed limit could be considered for Frome and Frome Road to the intersection with War Memorial Drive to the north of the Adelaide Zoo to reinforce this as a low speed route. In practice, this may not be necessary as the 85 th
percentile speed of traffic is likely to already below the existing default speed limit of 50km/h due to the number of signalised intersections on this route, therefore a posted lower limit may not be required. While it could be argued that traffic already travels slowly along this route due to the number of intersections and increased volume of traffic towards the northern end of Frome, therefore a lower posted limit is not strictly necessary, by doing so it would reinforce this route as a low speed corridor. Recommendation The Frome Bikeway be completed to North Terrace, subject to two lanes being retained at least during peak periods in the section between North Terrace and Pirie as per the Frome Bikeway Concept Design. Investigate the option of a lower speed limit on Frome between Carrington and War Memorial Drive Cycling Routes The Adelaide City Council has installed an extensive network of on-road bicycle lanes on a number of streets within the City that also link to bicycle routes in neighbouring council areas (see attached map). While the provision of these routes is laudable, the retention of parking along many of these routes can create conflict with cyclists from inattentive drivers and passengers who do not check for approaching cyclists before opening doors. North-South Routes The recently completed southern section of Frome will provide a north-south connection from Hutt Road and the off-road path to Frome Road and North Adelaide. The next section from Pirie to North Terrace should be investigated in order to complete this route. This section must however retain the capacity for two lanes in each direction to cope with traffic during peak periods, minimize delays on the route for buses that continue to use it and the intersecting routes such as North Terrace and Grenfell. When completed, this will provide one of two continuous north-south cycling routes. The other route is along Morphett and Montefiore Hill to North Adelaide. While this route is continuous, sections of this route can be challenging for novice cyclists because of the interaction with traffic through Light Square. In the future, consideration could also be given to a lower speed limit. While on road treatments have been provided on the southern section of King William to Victoria Square, the combination of multiple bus zones traffic lanes and the tram prevent continuing any form of dedicated on road bicycle treatment north to North Terrace. For this reason, it is considered that this section of King William should not be promoted as cycling corridor. King William Road and O Connell suffer similar issues therefore cycling north of the river should only be promoted on Frome Road or Montefiore Hill.
East-West Routes The City is well- served with a number of east west routes. Franklin and Flinders provides on road bicycle lanes from West Terrace to Hutt although the section between West Terrace and Morphett as well as the section between Pulteney and Hutt to has the bicycle lanes outside of the angle parking bay. It was noted that the condition of the section of roadway between Victoria Square and Young was in relatively poor condition with evidence of pavement failure in places providing a poor ride quality. This section of road should ideally be resealed in the near future. The Pirie and Waymouth s provides linkage from West Terrace to Bartels Road. This route should also be considered for a lower speed limit because of the narrow roadway, extensive kerbside parking, bicycle lanes and frequent random pedestrian on to the eastern suburbs. To the south, there is the Sturt and Halifax route that provides a link between the off road shared path on West Terrace to East Terrace then to the off road shared paths to Fullarton Road. The east west route along Wakefield Road, Wakefield and Grote, linking to Sir Donald Bradman Drive now provides a continuous link from the eastern to the western suburbs. Recommendation It is recommended that: 1. the remaining section of the Frome route should be completed and a 40km/h speed limit be introduced along this route and this route be promoted as the principal north-south cycling route for the eastern side of the city 2. Franklin between Young and Victoria Square should be resealed/repaired to provide a better surface for both cyclists and motorists. 3. King William, between Victoria Square and North Terrace should not be promoted as a cycling route due to lack of treatment and conflict with other traffic 4. King William Road between North Terrace and O Connell should also not be promoted due to difficulty in providing an on road treatment Hutt and South East Precinct 40km/h Trial RAA supported the trial of a lower speed limit on the local roads to the east of Hutt in the area bounded by Wakefield Road, South Terrace and the Park Lands for the following reasons: these streets effectively only carry local traffic the road environment due to extensive landscaping in the area already promotes a lower speed environment St Andrew s Hospital on South Terrace and the adjacent medical facilities generate a high level of on-street parking and pedestrian activity
RAA did not support the introduction of a lower speed limit on Hutt for the following reasons: Hutt has two lanes in each direction, a bicycle lane, angle parking and median resulting in a roadway layout that in its current form provides good access for all road users, including public transport Pedestrians are provided with a total of 6 signalized crossing points and can utilize the existing median to facilitate mid-block crossing The existing outdoor dining has been a feature of the Hutt precinct for a number of years, in many cases utilizing the build out of the footpath to the edge of the bicycle lane, creating addition area for the placement of outdoor dining which positively contributes to the character of the precinct while being protected from passing traffic Where necessary outdoor dining has been protected by suitable placed energy absorbing bollards Hutt Road which is a continuation of Hutt Road provides two lanes in each direction and from a road user s perspective it is similar in feel to Hutt Road to which a 50km/h speed limit applies Hutt in its current format has the ability to more effectively move traffic compared with Frome, particularly following the changes associated with the Frome Bikeway and with the changes to Frome, it is likely that traffic will transfer to Hutt To encourage traffic movement along Hutt during peak periods, the coordination of the traffic signals along Hutt should be reviewed to provide a better balance flow of traffic along this route. Recommendation: Hutt should revert to the default speed limit of 50km/h for its entire length. The coordination of traffic signals along Hutt should be reviewed to provide a better balanced flow of traffic along this route, during peak periods. Lower Speed limits Speed limits lower than the default speed limit should only be considered in locations with levels of high pedestrian activity for an extended period, essentially those locations that provide a destination that may also have a high level of kerbside frequent parking activity. In such locations, speed is likely already to be low and the environment intuitively encourages drivers to travel at lower than the default speed limit. Typically these streets to not form part of a key route. A 40km/h speed limit should be considered in the following streets due to the high level of pedestrian activity both along and across the respective streets. Examples where a 40km/h speed limit should be considered are: Rundle between East Terrace and Pulteney due to high pedestrian activity
Hindley between King William and Morphett ( initially although this could ultimately be extended to West Terrace as the western precinct develops further) again due to high pedestrian activity Gouger Central Market between King William and Morphett - due to high pedestrian activity, coupled with frequent pedestrian cross traffic and kerbside parking In streets where traffic is generally travelling slowly, the roadway is relatively narrow, there is kerbside parking and bicycle cycle treatments then a 40km/h speed limit could also be considered. The following streets are therefore also considered suitable for the lower limit: Frome and Frome Road between Carrington and War Memorial Drive this will provide a low speed protected environment for cyclists Pirie and Waymouth due to the narrow roadway, extensive kerbside parking, bicycle lanes and frequent random pedestrian activity crossing both streets RAA has also assessed a number of other routes (see attached table) While not recommended at this stage, subject to the success of reduced speed limits on other streets, consideration could also be given to trialing part-time lowered speed limits on Melbourne and O Connell during periods of high pedestrian activity. In both cases, this would only be supported provided the speed limit reverted to the default speed limits during periods of high traffic demand to facilitate access into and out of the city on the routes. Recommendation: 40km/h speed limits should be investigated on the following routes: Rundle between East Terrace and Pulteney Hindley between King William and Morphett Gouger Central Market between King William and Morphett - Frome and Frome Road between Carrington and War Memorial Drive Pirie and Waymouth Any installed lower speed limits once installed, should be monitored to determine their effectiveness Hutt should revert to the default speed limit of 50km/h for its entire length and the coordination of traffic signals along this route be reviewed to provide a better balanced traffic flow during peak periods
Road Name Surface Quality Observed Pedestrian Activity Observed Traffic Volumes Number of Lanes Lane Widths Bike Lanes Bus Lanes Notes Current Speed (km/h) Proposed Speed (km/h) West Terrace Generally good surface with some longitudinal cracking Low Medium / 4-5 + Turning lanes 3.1-3.2m No Yes West Terrace has a dividing median strip. The road is characterised by a series of intersections leading into the CBD each of which have pedestrian crossing facilities which cyclists also use to travel to and from the shared path on the west side. The quality of the road is reasonable, lines are good but there is some rutting, particularly poor at the Grote intersection. 60 60 Morphett Average ride quality with noticeable bumps and undulations, particularly at intersections. Visible cracking of pavement surface in many areas. Low / Medium Medium. Likely high at peak period. 2 2.9-3.0 Yes No Morphett has a high number of end-on parking spaces on either side at the southern end. Cycle lanes are provided at the northern end but there are no lanes in the south and cyclists were noted using this section. A number of potholes were identified. The road geometry around the Park Lands at the southern end and at light square lend itself to a 40km/h speed due to sharp bends however 50km/h can be maintained on the straights. The road condition is good with good quality line marking and only some surface cracking at intersections..
King William Average ride quality with noticeable bumps and undulations, evidence of patchwork. Longitudinal surface cracking severe at some sections. 2 (up to 3 at light square) 3.0-3.3m Yes, at north end Short section s at norther n end King William has high volumes of bus traffic. There are between 3 and 4 lanes north of North Terrace that reduces to 2 lanes to the south. Some noticeable depressions in the pavement surface north of North Terrace but otherwise the road is in a good conditions. Slight increase in risk from the tramline that runs through the CBD, particularly towards South Terrace where light vehicles share the tram lane. Conditions around Victoria Square are reasonably good however, the road layout is messy following the temporary traffic management from the construction work. Pulteney East Terrace Generally, a good pavement quality offering a smooth ride and has good quality line marking. Some minor longitudinal cracking which poses more of a maintenance issue. Good pavement and line marking. Low Medium / Low Low / Medium 2 3.0m Yes No Pulteney has a high number of parallel parking bays throughout. The combination of lanes, parking, cycle lane and streetscape makes this corridor feel wide and easily able to accommodate 50km/h speed restrictions. Road quality generally good however a number of depressions in the pavement were noted near Rundle. Generally low pedestrian activity for most of its length with the exception of Rundle to North Terrace, which has high volumes of pedestrians using the street. 3 3.0-3.1m No Yes East Terrace has a good pavement and ride quality. The bus lanes have not however been implemented well as drivers turning from North Terrace in the right turn lane are guide
straight into the bus lane without warning which is causing motorists some confusion. Hutt Good pavement and line marking. Medium. Likely high during peak. Medium / 2 3.2-3.3m Yes No Hutt has a high number of 45 degree parking bays on both sides of the road and is characterised by densely packed bars, cafes and shops. As a result, Hutt has a high volume of pedestrian activity and pedestrians were noted to be crossing mid -block using the median as a refuge rather than using just the crossing points. The current 40km/h signs are not all located appropriately and easy for drivers to miss. The wide corridor and dual lanes make the reason for the limit reduction unclear and motorists are failing to comply. 40km/h certainly feels slow for the environment. Cycle lanes are provided and in some areas, a green texture is applied to the lane. 40 50 North Terrace Good quality road, occasional longitudinal cracking. 2 to 3 3.0-3.3m Yes No The road along North Terrace is of good quality. There is highly visible line marking present, which extends through the intersections and "Keep Clears" are used at side streets and accesses. There are very high numbers of pedestrians due to the University, casino, train station, shops and hotels. Many pedestrians were observed crossing the road at non-designated crossing points. Some risks present from the tramline although through this section vehicles and trams are separated.
Currie Good road / line quality Medium / Medium / 3 3.0-3.4m Interse ction approa ches Yes While Currie has a good quality pavement, the line marking has faded in areas and there are signs of bitumen bleeding / rutting at some sections. There is medium to high pedestrian and vehicle activity and the bus lanes, which effectively reduce the corridor down to one lane of traffic. Grenfell Reasonably good pavement with good texture however some Longitudinal cracks present. 2 3.0-3.1m Yes Yes Grenfell has a reasonably good pavement, offering a coarse texture. There are a few longitudinal cracks in the pavement and some evidence of rutting and patching. The lining has faded in some areas, particularly intersections. There is a central median strip however, pedestrians appear to mostly cross at the designated crossing points. Wakefield Average pavement surface with some cracking and texture worn in places. Medium Medium / 2 Varies Yes No Wakefield has parallel parking on either side for most of its length. There is a physical median strip however pedestrians were not observed crossing midblock. Signs of patching and line marking partially faded. Many motorists observed travelling at 60km/h. There is also evidence of heavy vehicles performing U-turns in the road. Grote Pavement condition is average with some sections showing signs of Low Medium / 2 3.2-3.5 Yes No Grote has a central median strip, which some pedestrians appeared to use to cross the street mid-block. The street has an
cracking/stripping on approach to Victoria square. abundance of parking on either side to serve the shopping precinct. South Terrace O'Connell The quality of the road along South Terrace is average to poor with a very rough ride quality. There are several locations which have pavement cracking and stripping and a number of sections have been patched. Good pavement and line marking. Low / Medium Medium / 1 to 2 3.0-3.3m Yes (east of Glen Osmon d Rd) No South Terrace is characterised as a residential and business district with parallel parking on both sides throughout the road and end on parking to the east of Glen Osmond Road where its lanes reduce from 2 to 1 lane in either direction. The road quality is poor in much area with large dips and bumps in the road and tree roots, which are causing cracking in the pavement surface. There are large distances between intersections, which result in many pedestrians crossing mid-block. Pulteney Grammar is located to the east of King William which creates increased traffic from dropoffs and pickups in the peak periods and also results in higher pedestrian activity in that area. East of Glen Osmond Road there are risks with vehicles reversing into the road and the spaces have a high turnover since people visit the hospital. 2 3.2m No No O'Connell had a good quality pavement with good line markings. There is a physical median strip and parking down both sides. When driving along, 40km/h felt comfortable through the shopping precinct due to the narrower lanes and high pedestrian activity.. Suggest 40 for single lane sections to the east of Glen Osmond Road. 50 40 for shopping precinct, 50 elsewhere.
Melbourne Reasonably good although come cracking and patching. Average ride quality with some noticeable undulations in the road. Low offpeak, Peak 1 3.2m Yes No Melbourne has an abnormally short zip merge, which should be removed from the eastern end. It is lined with on-street parallel parking and has high pedestrian activity during peak periods (morning, lunchtime and evening) due to the numerous bars and cafes 40km/h feels appropriate due to the high pedestrian activity, constricted corridor and vehicles pulling into and out of on-street spaces. 50 40 Frome Road quality generally good but some cracks and patching recorded north of Grenfell Low Medium 1 3.1-3.2m Yes No Frome has recently had an offstreet cycle lane constructed, which has resulted in the loss of a lane of traffic. The road quality throughout is generally good as are the line markings and the cycle lane is clearly delineated with green surface texture and concrete medians. Although pedestrian activity is low, the combination of single lane of traffic, parking, width constraints due to the cycle lane, it would be credible to reduce the speed limit to 40km/h. 50 40 Franklin Average to good on Western end. Lots of Cracks, holes and patching with evidence of pavement failure in places on approach to King William Road Medium, amount of students in morning and afternoon. Medium 1 (west end) 2 (east end) 3.3-3.4m (west End) 3.1m (east end) Yes No 45 degree parking in addition to bike lanes. Can imagine a scenario where a vehicle pulling out of the parking collides with a cyclist. The students appear to be making good use of the ped. crossing. Line marking is generally good. The parking then changes to parallel on approach to King William. The overall quality of the road is good on west end and progressively poorer towards the
east end. Flinders Inconsistent with sections that are good interspersed with very poor (Large pot holes, cracks - both longitudinal and crocodile, lots of patching causing bumpy ride) Medium Medium 2 3.1m Yes No Parallel parking close to King William Road, then turns to what appears to be angled parking Line marking is good Charles Mountain Senior Manager Road Safety RAA May 2014