Integrated Movement Study

INTEGRATED MOVEMENT STUDY for City of Wagga Wagga December 2008

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URaP Urban Research & Planning

URaP Urban Research & Planning

URaP Urban Research & Planning

URaP Urban Research & Planning

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(02) 9439 7288

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ABN 24 101 643 010 ACN 101 643 010

Executive Summary PURPOSE This Integrated Movement Study was commissioned by the City of Wagga Wagga “ to develop a local integrated movement and transport management plan for the urban area of the City and to provide Council with the necessary tools to implement that plan�.

PROCESS

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The Study was carried out in three stages:

Stage 1 > Investigation of the Study Area and collation of background information, site analysis and consultation with appropriate bodies;

Stage 2 > Evaluation of the findings of Stage 1 and development of a strategic road network model for Wagga Wagga to assess existing (Year 2006) and future (Year 2026) needs of the City in terms of road capacity and intersection improvements. The development of the model incorporated traffic data and land use information for existing and future (such as land release areas) situations, and activity centres such as schools, shopping centres and employment areas.

Stage 3 > Development of four strategic plans for the City relating to, traffic and transport management, pedestrian access and mobility, cycling and the use of public transport.

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KEY ISSUES During the Study process a number of discussions and consultations with relevant bodies took place to ascertain the issues and desired outcome of the Study. These discussions involved representatives from Ministry of Transport, the RTA, Fearnes Coaches, community transport and various departments within Council.

Some of the major issues included:

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Very low levels of active and public transport in Wagga Wagga as shown in Figure 1 below.

•

Lack of public transport availability during after hours and at weekends.

•

Isolated suburbs within the Local Government Area (LGA) with minimal access to transport services.

•

High dependency on car travel within the LGA

•

High level of vehicular traffic along major routes within the City during peak hours.

•

Bus services with long travel time.

•

Lack of personal safety along certain bike routes within the LGA.

•

Lack of appropriate transport services for elderly, people with disability and those economically disadvantaged.

Figure 1 – Journey to Work Trips (ABS 2006)

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INTEGRATED MOVEMENT STUDY for City of Wagga Wagga // December 2008

MAJOR FINDINGS The layout and terrain of the City is conducive to walking and cycling and there is already a comprehensive network of on-road and off-road cycle routes that cater for both pedestrians and cyclists. However busy roads are barriers to safe continuity of some routes because of the lack of safe crossing facilities. The provision of safe crossing facilities at these locations can also better connect local communities.

There are avenues to improve the public transport system within the LGA that can be achieved by a consultative process among key players. For example, cooperation between the bus operators and hotels’ mini-bus services (that are provided by hotels on weekends).

High level of pedestrian facilities within the City CBD. Need for upgrade of certain pedestrian facilities to meet RTA standards.

Road network: 1.

The Olympic Highway along its northern section should be monitored for future road widening due to the anticipated growth of the area.

2.

There would be a need for intersection and road upgrade along local road network in Estella and Cartwright Hill areas subject to growth rate of the area (medium term time frame).

3.

The intersection of Edward and Tarcutta Streets should be upgraded to reduce further vehicular queues and congestions (short term time frame i.e. now to 3 years).

4.

The modelling results for future scenarios indicate a border line level of service (in terms of road capacity and traffic volumes) along Glenfield Road particularly north of Fernleigh Road. Therefore, consideration should be made for widening of Glenfield Road to a 4 lane carriageway by monitoring the growth and its operational performance.

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OUTCOMES Considering the current low level of active and public transport in Wagga Wagga and future environmental and travel demand requirements, the Study puts forward a number of strategies as part of its Integrated Movement Plan to meet its future challenges.

The Study also provides analysis of the road and transport system to accommodate the expected growth of the City with consideration to land use, urban characteristics and the street system. It recommends solutions to traffic and transport issues that are feasible, practical and achievable.

Study outcomes include the following plans and strategies: Strategic Traffic Management Plan

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Pedestrian Accessibility and Mobility Plan (PAMP) Bike Plan Public Transport Strategy The Study encompasses all the above elements in order to provide an integrated transport system within the City. This initiative will improve accessibility, connectivity and hence better quality of life for Wagga Wagga Community.

The proposed plans and strategies aim to improve better road safety and provide a better environment for the residents, workers and visitors in the area. The scheme introduces measures to improve vehicular access with greater facility and safety for all its users including pedestrians, and cyclists The proposed Pedestrian Access and Mobility Plan will improve the accessibility within the City where there is a potential need for pedestrian facility while ensuring safe pedestrian movements.

The implementation of the proposed Bike Plan will provide better links between the communities in Wagga Wagga as well as encouraging more active transport (walking and cycling).

The assessments of issues and demands with respect to public transport provision for the City have led to the development of three areas of strategy. An Infrastructure Strategy that relates to the provision of facilities associated with transport needs such as walkways and bus shelters. An Operational Strategy that sets guides to improving transport services and avenues for implementing these services. An Education Strategy that aims to promote the use of public transport among the community and to provide materials for target groups.

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KEY RECOMMENDATIONS The implementation of proposed plans and measures will result in an integrated movement plan for the City.

Adopt the proposed road network strategy for the area as shown in Figure 3.1.

Install appropriate traffic management measures such as roundabouts or traffic signals as listed in Table 4.1 and the Implementation Plan.

Consider appropriate road widening and intersection upgrades along the local road system for the northern part of the LGA with respect to the development areas such as Estella and Cartwrights Hill.

Implement the Pedestrian Access and Mobility Plan for Wagga Wagga as outlined in this report (Section 4.5 Implementation Plan and Table 4.1).

Implement the proposed Bike Plan for Wagga Wagga as outlined in this report (Section 5.4, Implementation Plan and Figure 5.1).

Publish a Bikeplan map for Wagga Wagga Establish a Public Transport Working Group or Committee to assist dialogues between Council, relevant authorities and bus operators and other public transport providers.

Adopt the proposed Infrastructure, Operation and Communication Strategies (in principal) as outlined in this report, Section 6.3.

Aim to apply the proposed specific public transport strategies as outlined in this report, Section 6.4.

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INTEGRATED MOVEMENT STUDY for City of Wagga Wagga // December 2008

Table of Contents EXECUTIVE SUMMARY

(i)

1 1.1 1.2 1.3 1.4 1.5 1.6

INTRODUCTION Background Study Process Scope of the Report Study Area Consultation Data & Information

2 2.1 2.2 2.3 2.4

SITE ANALYSIS Urban Character Demographic Issues Overall Strategy

7 7 12 16 20

3 3.1 3.2 3.3 3.4 3.5 3.6

ROUTE NETWORK STRATEGY Definition of Functional Classification of Roads Street System Assessments Traffic Modelling Analysis Proposed Measures

22 22 24 27 29 31 39

4 4.1 4.2 4.3 4.4 4.5

PEDESTRIAN ACCESSIBILITY Objectives Elements of Design Strategy Pedestrian Environment Pedestrian Access and Mobility Plan Implementation Plan

41 41 41 42 43 50

5 5.1 5.2 5.3

BICYCLE & WALKING PLAN Introduction Principles Proposed Routes

56 56 56 58

6 6.1 6.2 6.3 6.4

PUBLIC TRANSPORT Existing Services Opportunities and Constraints Strategies Next Step

65 65 66 69 73

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INTEGRATED MOVEMENT PLAN - KEY RECOMMENDATIONS 76

FIGURES Figure 2.1a Figure 2.1b Figure 2.3 Figure 3.1 Figure 3.2 Figure 3.3 Figure 3.4 Figure 4.1 Figure 5.1 Figure 6.1 INTEGRATED MOVEMENT STUDY for City of Wagga Wagga // December 2008

3 3 4 5 5 6 6

Regional Context Urban Living Areas Elements of City Movement Plan Functional Classification of Road Network Base Traffic volumes (2006) Future Traffic Volumes (2026) Traffic Management Measures Pedestrian Access and Mobility Plan Wagga Wagga Bike Plan Existing Bus Routes URaP-TTW Pty Ltd

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INTEGRATED MOVEMENT STUDY for City of Wagga Wagga // December 2008

1 Introduction 1.1 BACKGROUND This Study was commissioned by the City of Wagga Wagga to investigate, assess and report on transport issues in Wagga Wagga and the traffic impact of possible future planning proposals. The Study has been undertaken in response to the Council’s commitment and the findings of the Council’s Management Plan.

The 2005 Management Plan and the 2003-2008 Social Plan highlighted the need to develop or address the following as stated in the Study Brief: •

A local pedestrian and mobility plan (PAMP).

•

Public transport provision including a possible inter-modal transport interchange.

•

Movement corridors connected with land use planning.

•

Overall integration analysis and planning for all types of transport and the ability to capture future transport and traffic studies for the City.

The Study Brief defines that the objective of the Study is “to develop a local integrated movement and transport management plan for the urban area of the City and to provide Council with the necessary tools to implement that plan”.

This report presents the findings and recommendations of a traffic and pedestrian study conducted in the Wagga Wagga Local Government Area (LGA).

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1.2 STUDY PROCESS The study process has included the following activities:

Stage 1 >

Investigation and review of the existing situation with respect to transport and road network within the Study Area

>

Site analysis of the area including vehicular, bicycle and pedestrian route network

>

Consultations with appropriate bodies to ensure that the major issues are explored and taken into considerations.

4 Stage 2 >

Evaluation of comments that are obtained from consultations with the relevant bodies.

>

Development of a traffic model for the Study Area.

>

Assessment of traffic situation for the area with respect to the future growth of the Study Area (traffic modelling).

Stage 3 >

Development of two sets of traffic models: one for the year 2006 and the one for the year 2026.

>

Development of Pedestrian Access and Mobility Plan for the area.

>

Development of a traffic/transport management plan for the area.

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1.3 SCOPE OF THE REPORT This report is divided into seven sections: Section 1:

Introduction

Section 2:

Site analysis and the existing situation

Section 3:

Evaluation of the road network and the proposed measures

Section 4:

Development of a Pedestrian Access and Mobility Plan

Section 5:

Review and development of a Bike Plan for the Study Area

Section 6:

Review of public transport issues and development of strategies

Section 7:

Summary of the study recommendations

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1.4 STUDY AREA The Study Area covers the Wagga Wagga Local Government Area with an emphasis on the CBD and major local/suburb centres.

The Wagga Wagga local government area (LGA) is located in the Riverina Region in south-western New South Wales (NSW), and has a population of approximately 60,600 people. It has a total land area of 488,600 hectares of which 98 percent is used for agricultural purposes. Wagga Wagga is well placed, being strategically located between Sydney, Melbourne and Adelaide. Its location provides a significant central distribution point with good road and rail infrastructure to the major cities in south eastern Australia.

Wagga Wagga plays a major regional service centre role with significant business and retail activity, as well as, providing significant social and economic infrastructure such as hospitals, education and social services.

Wagga Wagga continues to be the regional focus for major businesses attracting new industries, regional government offices, activities associated with the Charles Sturt University, health facilities, national defence activities and has strong retail and agricultural sectors. In addition, it also has major regional cultural and social facilities such as, the Oasis Regional Aquatic Centre, Civic Theatre and Wagga Art Gallery.

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1.5 CONSULTATION During the course of the Study, numerous discussions took place with relevant bodies in order to assess and identify various issues with regard to transport and accessibility.

These consultations took place with representatives from various departments in Council including Social Planning, Tourism, Events Coordination, Engineering, Planning and Executive Committee and other organisations including the Roads and Traffic Authority (RTA), the Ministry of Transport, Fearnes Coaches, Baptist Community Transport, Family Link/Community Access and planning consultants to Council.

In addition to regular liaison with the Council’s Study Management Team, over 20 other individual meetings have taken place during the course of Study to ascertain the issues at stake and the desired outcome.

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It is considered that regular communication with Ministry of Transport (MOT) will be continued (by Council) to discuss various aspect of transport needs and strategies. It should be noted that during the course of this Study various discussions with MOT representative took place to review issues and develop possible strategies.

1.6 DATA & INFORMATION As part of the study process, required data and information, such as intersection counts and RTA’s road proposals, have been obtained and are employed as part of the technical investigations. These together with any other related information such as typical treatments for traffic management measures, outputs from traffic modeling and accident data are shown as part of the Attachment.

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2 Site Analysis 2.1 URBAN CHARACTER The area was pioneered by Charles Sturt on his journey of exploration in 1829. The city itself grew from its beginnings in the 1830s as a pastoral settlement formed at a crossing point for stock and overlanders travelling beyond the Murrumbidgee river.

The 1857 archival plans of the early street layout of Wagga Wagga show the main town centre to the north of Wollundry Lagoon with a ford across the Murrumbidgee River at the end of Kincaid Street. Key elements of these early plans include the strong grid street/block layout, the address of all of the major civic and institutional buildings to the river, the allocation of generous land for the racecourse by the 1850s and the now abandoned settlement layout (also grid) on the other side of the river near Parkanpregan Lagoon.

With the railway station located to the south, development began to grow away from the flood plain and towards the higher slopes in a southerly direction.

An 1879 town plan shows the two halves of Wagga Wagga either side of Wollundry Lagoon – with the newer part adopting a true north-south orientation but still strongly based on a simple grid layout.

An 1883 panoramic view of Wagga Wagga (published in the Sydney Illustrated News) shows the old main street (Fitzmaurice Street) and well established town blocks to the north of Wollundry Lagoon while the area to the south of the lagoon has already become a burgeoning town precinct. The edges of Wollundry Lagoon are shown as well vegetated while the area to the west of Baylis street shows a growing residential precinct. The area to the east of Baylis Street was largely undeveloped in 1883.

Aboriginal people have lived in the area now known as Wagga Wagga for tens of thousands of years. The region is still occupied by descendents of the Aboriginal people.

It is important the Wiradjuri people are acknowledged as the traditional owners of this land and the special relationship of the Wiradjuri people to the land is acknowledged.

These factors and the significance of the historical and cultural places of the Wiradjuri people need to be recognised as such in our spatial planning for the area.

Although these historical town form analyses seem distant they allow a clearer understanding of the present urban character as many of the key features of the 19th century, town plans are still very much a part of the Wagga Wagga we know today.

The present grid layout of much of the City of Wagga Wagga; the major areas of open space around the river corridor and Wollundry Lagoon; the clear division of the commercial strip along Baylis Street and the residential precinct to the immediate west; and the strong linear boundary provided by the railway line were all well established before the 20th century.

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Surveyor T. S. Townsend’s Plan of Wagga Wagga. Source: A.O. NSW

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As the city has grown other major landscape features have assumed an important role in providing a focus and setting for urban development and have consequently become an intrinsic part of the urban character. These include the vegetated slopes of Mount Austin, Lake Albert further to the southeast and the scenic rolling hills to the north near Charles Sturt University.

The present Wagga Wagga Town Centre – with its underlying grid layout – conveys a significant European heritage character. The residential and commercial core of the city has particularly strong urban and visual amenity. The historic character of the residential areas comes not only from the building stock but also from other elements – the topography of the city, the parks, the grid street layout, and the substantial street tree planting. The Spatial Plan (WWCC 2006) identifies areas of significance and heritage character within the rural and urban area of Wagga Wagga.

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Streetscapes play an important role in the amenity and identity of the Wagga Wagga urban areas and their contribution is well recognised, for instance, in the Wagga Wagga DCP 2005 for Urban Heritage as well as in the Conservation Area within the urban core.

Wagga Wagga LGA encompasses the urban living area of Wagga Wagga, farming lands and the villages of Galore, Humula, Mangoplah, Oura, Tarcutta, Uranquinty, Ladysmith, Forest Hill, Collingullie and Currawarna. Figure 2.1b shows the location of the Wagga Wagga urban living areas.

FIGURE 2.1a – Regional Context

Source: Wagga Wagga Vision 21 Land Use Strategy

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FIGURE 2.1b – Urban Living Areas

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Source: Wagga Wagga Vision 21 Land Use Strategy

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2.2 DEMOGRAPHIC The document “The People of Wagga Wagga” (City of Wagga Wagga, 2004) states the following information on the basis of 2001 census data:

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•

“Age distribution figures show that Wagga Wagga has a relatively young population with a median age of 31 years. The median age for New South Wales is 35 years. The apparent high proportion of youth within the City can be largely attributed to the presence of Charles Sturt University, Kapooka Army Training Facility and the RAAF Base, educational and training facilities that attract large numbers of young people to the City.

•

Generally speaking, wages in Wagga Wagga are lower than the rest of the state; unemployment is on a par.

•

Education levels are slightly lower than the State averages; both in terms of schooling completed and post school qualifications. There are also significantly lower levels of education among the Aboriginal and Torres Strait Islander (ATSI) people than the rest of the community.

•

Within the City you can expect to find more men working in the agriculture and manufacturing industries and more women working in the retail, and health and community lines of work. Employment sector tables also highlight the ageing workforce in the agriculture sector and the youth of retail.”

Panoramic view of Wagga Wagga, 1993. Illustrated Sydney News, 17 March 1883

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Table 2.1 – Key Statistics for Wagga Wagga Wagga Wagga Local Government Area Key Statistics (Summary statistics)

2006 Number

%

Enumerated data

2001

New South Wales %

Number

%

New South Wales %

Change 2001 to 2006

Enumerated population, including overseas visitors Total population (a)

57,601

100.0

100.0

55,056

100.0

100.0

2,545

Males (a)

28,244

49.0

49.3

27,213

49.4

49.4

1,031

Females (a)

29,357

51.0

50.7

27,843

50.6

50.6

1,514

162

0.3

0.9

211

0.4

1.0

-49

Overseas visitors

13

Enumerated population, excluding overseas visitors Total population (b)

57,439

100.0

100.0

54,845

100.0

100.0

2,594

Males (b)

28,166

49.0

49.3

27,117

49.4

49.4

1,049

Females (b)

29,273

51.0

50.7

27,728

50.6

50.6

1,545

Indigenous population

2,381

4.1

2.1

1,767

3.2

1.9

614

Australian born

51,021

88.8

69.0

48,982

89.3

70.5

2,039

Overseas born

3,826

6.7

23.8

3,405

6.2

23.4

421

Australian citizens

53,527

93.2

85.8

51,568

94.0

87.3

1,959

Australian citizens aged 18+

39,460

68.7

64.5

37,599

68.6

65.0

1,861

Institutional population

3,696

6.4

3.2

3,476

6.3

3.0

220

Infants 0 to 4 years

4,030

7.0

6.4

4,065

7.4

6.7

-35

Children 5 to 17 years

11,167

19.4

17.6

10,978

20.0

18.3

189

Adults 18 to 64 years

35,356

61.6

62.2

33,722

61.5

61.9

1,634

Mature adults 65 to 84 years

6,018

10.5

12.1

5,391

9.8

11.7

627

Senior citizens 85 years and over

868

1.5

1.7

691

1.3

1.4

177

Population characteristics

Age structure

Households and dwellings Owned

6,489

28.1

30.1

7,166

33.2

37.5

-677

Purchasing

7,055

30.6

27.3

5,393

25.0

21.2

1,662

Renting

6,598

28.6

25.7

6,139

28.5

25.1

459

Households (occupied private dwellings)

21,187

--

--

19,783

--

--

1,404

Persons counted in households

53,904

--

--

51,580

--

--

2,324

2.54

--

--

2.61

--

--

-0.06

23,074

100.0

100.0

21,560

100.0

100.0

1,514

Average household size (persons) Total Dwellings

Source: Australian Bureau of Statistics, Census of Population and Housing, 2006, 2001

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Table 2.2 - Travel Patterns within Wagga Wagga Wagga Wagga Local Government Area Travel to Work (includes multi-mode journeys)

2006 Number

%

New South Wales %

Number

%

New South Wales %

Change 2001 to 2006

6

0

8.3

14

0.1

9.1

-8

232

0.8

3.8

198

0.8

3.8

34

Tram or Ferry*

3

0

0.

3

0

0.2

0

Taxi

78

0.3

0.3

53

0.2

0.3

25

Car - as driver

17,906

64.2

56.5

15,624

61.6

54.1

2,282

Car - as passenger

1,905

6.8

5.7

1,780

7.0

6.1

125

Truck

333

1.2

1.6

407

1.6

2.0

-74

Motorbike

209

0.7

0.6

189

0.7

0.5

20

Bicycle

259

0.9

0.7

222

0.9

0.6

37

1,814

6.5

4.4

1,608

6.3

4.2

206

546

2.0

1.0

681

2.7

1.3

-135

Worked at Home

1,203

4.3

4.8

1,347

5.3

5.2

-144

Did not go to work

2,970

10.7

10.4

2,834

11.2

10.7

136

417

1.5

1.9

424

1.7

1.8

-7

27,881

100.0

100.0

25,384

100.0

100.0

2,497

Enumerated data

Train Bus

14

2001

Walked only Other

Not stated TOTAL

Source: Wagga Wagga Community Profile -Australian Bureau of Statistics, Census of Population and Housing, 2006, 2001. *Note: Tram or Ferry is not applicable and should be considered as “Other”.

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Table 2.3 – Car Ownership within Wagga Wagga Wagga Wagga Local Government Area Car ownership (vehicles per household)

2006

2001

Number

%

New South Wales %

Number

%

New South Wales %

Change 2001 to 2006

No vehicles

1,817

8.6

11.2

1,821

9.2

12.0

-4

1 vehicle

7,462

35.2

36.7

7,551

38.2

39.8

-89

2 vehicles

7,670

36.2

31.4

6,946

35.1

30.2

724

3 vehicles or more

3,185

15.0

12.3

2,462

12.4

10.8

723

Not stated

1,053

5.0

8.3

1,003

5.1

7.3

50

TOTAL

21,187

100.0

100.0

19,783

100.0

100.0

1,404

Enumerated data

Source: Australian Bureau of Statistics, Census of Population and Housing, 2006 and 2001.

The above tables highlight a number of relevant points within the Study Area: •

About 6.5% of population use walking as their mode of travel to work. It is also noted that the number of males is almost twice the number of females who walk to work. This could be related issue of personal safety or smaller number of females in the workforce.

•

Only 1.10% of population uses public transport (i.e. Bus or Taxi) as their method of travel, this naturally includes a high proportion of walking for getting to/from public transport from/to home.

•

Using car as mode of travel to work accounts for about 64% of population while almost 7% made a trip as a car passenger.

•

About 12% of population is over 65 years old while over 26% are under 17 years of age.

•

Statistically, Wagga Wagga has a high proportion of residents born in Australia in comparison to the New South Wales average. 88.8% of all surveyed stated they were Australian born which is significantly higher than the state average of 69%.

•

Almost nine percent of Wagga Wagga Households did not have a motor vehicle in comparison to 11% for the State average. A total of 71 percent of households had one or two vehicles, slightly higher than the State figure of 68 percent and a further 15.0 percent of Wagga Wagga homes had three or more vehicles compared to a lower 12.3 percent for the entire State.

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The largest changes in the method of travel to work by resident population in Wagga Wagga Local Government Area between 2001 and 2006 were (Community Profile, City of Wagga Wagga): - Car - as driver (+2,282 persons); - Walked only (+206 persons); - Did not go to work (+136 persons), and; - Worked at home (-144 persons).

2.3 ISSUES 16

The document entitled Social Plan 2003-2008 (Wagga Wagga City Council, 2004) provides a comprehensive review and assessment of the issues that challenge the community. The document covers a number of relevant topics including the issue of transport and accessibility and identifies the areas of concern and possible actions. A summary of the main points are illustrated below.

“Access to safe and affordable transport is critical in all communities. In rural areas of Australia the longer distances and smaller population base make the provision of an economically viable public transport system difficult. Country people are used to relying on private cars, and in the past it was common for children to walk or ride their bikes to school and recreation pursuits. This is becoming less common as the distances in the city grow, the roads become busier with traffic and ownership of private cars increases. However, there are still 1,821 (9.2% of the total number of households) households in Wagga Wagga with no car and 7,551 (38.2% of the total number of households) households with only one car. Suburbs with the highest number of households without a vehicle were Mount Austin, Central Wagga, Ashmont and Tolland. When this car “goes to work” the other members of the household need access to another transport system.

As well as requiring a transport system in the urban area, there is a need for transport in from the rural villages and surrounding towns. Wagga Wagga is the regional centre of a widespread agricultural area.

A picture of transport in the city is as follows. Wagga Wagga: •

has an airport with daily services to Sydney and Melbourne

•

has road links through its location on the intersection of the east/west Sturt Highway and north/south Olympic Highway

•

has rail links to Sydney/Melbourne with two daily passenger services to each city

•

is serviced regularly by coaches to and from Sydney, Brisbane, Adelaide, Melbourne, Canberra and more locally, Griffith, Coolamon, and Junee

School bus travel needs are covered by local coach companies. Public transport services in the urban area of the city are varied, reasonably comprehensive and comprise: •

Fearnes Coaches which provides six city and suburban services five and a half days a week and a main street shuttle on all its services

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•

The Charles Sturt University Bus Service which provides transport for university students and those wishing to access the university campuses at Boorooma

•

Radio Cabs (Wagga) Co-operative which operates seven days a week x 24 hours and has a fleet including maxi taxis and wheelchair accessible taxis

•

Community Transport Services (for the frail aged, people with disability and their carers) provided by Baptist Community Services and Wiradjuri Home Care Service In addition there are various courtesy buses owned and operated by local clubs, the local Lands Council, the PCYC and some aged care providers. Transport for residents of some aged care facilities is noted as an issue.

In terms of traffic infrastructure there is a network of bicycle routes in the city, mostly on-road. There are city and suburban taxi ranks and bus stopping places.

There has been an increase in the number of bus shelters provided, but this is still not comprehensive. The Railway Station provides a safe all-weather waiting space with toilet facilities and limited refreshments for rail travellers and some coach travellers but only during regular working hours. The older suburbs developed before the 1970s provide paved footpaths.

The domination of the private car as transport has seen a focus on motorised traffic control, traffic route development and car-park provision. Despite a comprehensive array of car parks adjacent to city facilities this was an issue raised frequently in the consultations. There appears still to be an expectation for parking to be available directly adjacent to the motorist’s destination. This is perhaps a country town perception and in a city of this size is no longer possible.

In addition to the car there has been an increase in other modes of transport that need to be considered in future planning to avoid conflict of use.

•

The use of the bicycle is increasing again, both for access to work and services, and for recreation purposes. A desire for improved and extended bikeways, offroad routes and walkways was highlighted in the consultations. Increased car traffic and the installation of mechanisms to improve traffic flow do not favour bike riders or pedestrians.

•

There are increasing numbers of older people and people with disabilities utilising special mobility vehicles. These users access both footpaths and roads, although they are not classified as road users. They have generated an increased need for kerb crossings, supplied now as part of road/gutter infrastructure but lacking in many older areas of the city, and for paved or hard surface paths.

•

Many young people are using skate boards, scooters and roller blades as transport mediums. These require hard surfaces and have caused conflict in busy pedestrian areas. There have been very few accidents with their use but the speed and noise generated causes concern and fears for safety. They are however an important independent and cheap transport means for young people.

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Other issues relating to transport include a lack of knowledge of existing options – bus services, taxi concessions and offers – and a view that bus services are too expensive. Bus fares may present immediate difficulties for the weekly budget but the on-going total cost of car ownership and travel is rarely accurately calculated or considered. There is a lack of bus services from the rural villages (although school buses can carry public passengers if they have spaces).

Another relevant factor for transport planning is the growth and spread of Wagga Wagga’s suburbs and the tendency, as property values rise, for the closely situated villages to become attractive as affordable housing areas. When suburbs are slow to develop there is no economic base (sufficient population) for the provision of bus services.

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However there is potential to provide a more comprehensive system than currently exists through creative and co-operative service provision.

Issues that emerged from social planning consultations included: • Lack of services at night and weekends, Saturday afternoon and Sunday There are no bus services after 6:00pm all nights, after 3:00pm on Saturdays and none on Sundays. All age groups noted difficulties in accessing recreation facilities at the weekend and at night. Taxis are utilised at night and offer concessions through taxi club membership. There are issues related to the safety of women accessing taxis at ranks late at night, and sometimes long waiting periods are experienced at ranks late at night.

• Lack of knowledge of services and apathy towards using services There is still a widespread lack of knowledge of the bus services provided and apathy towards using bus services. The issue of insufficient services to industrial areas (Bomen) raised in Council’s previous Social Plan was investigated and it was found that workers preferred to organise car rides with fellow workers rather than utilise buses.

• Lack of integration of services There is the potential for better usage of existing options. For example school bus services can carry public users if there are seats available; community transport providers from outlying towns travelling to Wagga Wagga could pick up from rural villages en route; the maxi taxis could make group bookings from suburbs or villages. Transport providers have expressed a willingness to work together to attempt to find some solutions.

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• Lack of associated infrastructure Despite recent installation of bus and taxi shelters there is a need for more bus shelters, marked stopping places, display of bus timetables; more footpaths, seating on movement corridors (for example between aged housing and local shop) with shade or shelter, and pedestrian refuges or crossings on pedestrian movement corridors.

Taxi stopping places on the main street adjacent to kerb crossings suitable for the frail aged was highlighted as an issue.

• Coach terminal/interchange There is a need for an all-night coach terminal or facility that offers a safe and sheltered waiting place with access to toilet facilities and refreshments. Currently it is not possible for travellers passing through the city at night to access toilets or refreshments without moving themselves and their luggage a considerable distance.

• Regional links The recent changes to air services and the proposed changes to rail services highlight the need to monitor regional links and services to the major cities, both for economic development and functioning and access to city-based services.

• Perception of inadequate parking facilities There is a comprehensive provision of car parking facilities by both Council and commercial providers, with under used parking spaces at the northern end of town.

Disabled parking spaces and family sized spaces are catered for. Walkways have been provided from parking areas into the main street.

• Transport for particular groups There is no bus service that passes the Wagga Wagga TAFE campus directly. Some students identify difficulties accessing TAFE and TAFE childcare. Older people, particularly women have indicated barriers in accessing activities at night. Job Placement providers are not easily accessed by bus. Unemployed people seeking work experience who have breached Centrelink conditions have affordability issues.

There is a lack of any bus services (apart from school buses) to and from the rural villages and many people rely on family and neighbours to access services.”

The above information highlights that while currently Wagga Wagga experiences a comprehensive transport system (i.e. local bus services, regional connection by air, train and coaches as well as route network for vehicular and bicycles use), there are still areas of need to improve the access within the City and its community. It is one of the main aims of this Study to provide avenues to link communities (i.e. suburbs) by identifying measures that will improve accessibility within the City. The car parking aspects of the area has been addressed under a separate study.

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2.4 OVERALL STRATEGY The overall strategy of this Study is to develop an Integrated Movement Plan that provides a strategic direction for better accessibility and movement for the community in Wagga Wagga. The Study puts forward policies and measures to address the relevant issues that are practical, fair and achievable.

It is important to appreciate the complexity and extent of issues and their required solutions. Therefore, the solutions should be realistic to meet the appropriate demand as well as complying with relevant guidelines.

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This Study introduces a number of schemes in strategic terms and also puts forward plans for provision of facilities and infrastructure for improvement of movements within the LGA. It should be recognized that while infrastructure measures could be adopted as part of a work program, the strategic and policy responses would require a multidisciplinary team work by different departments internally and externally to achieve a consensus decision.

The Study also aims to encourage more use of public and active (walk and bicycle) transport among the community. This is in consideration to today’s global/public concerns about the environment, national attempt to reduce car dependency and noting that over 65% of journey to work trips in Wagga Wagga take place by car as the main mode of travel (see Figure 2.2). This initiative is and will be supported by appropriate policy and planning instruments including: • • •

Provision of better amenity and facilities for pedestrians Establishment of walkways Improve and upgrade access facilities for all users including people with prams or wheel chairs and the elderly • Improve bus services (by way of appropriate and practical measures) • Provision of cycle ways and connecting links • Education and incentive programs to promote Active and Public Transport The overall strategy however should embrace all modes of transport with a view to improve movements and accessibility within the area including route network.

FIGURE 2.2 – Travel Pattern within Wagga Wagga

Section 1.2 of this report outlines the study process and its relevant stages while Figure 2.3 shows the main elements of the study.

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FIGURE 2.3 - Elements of the Study Process

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3 Route Network Strategy 3.1 DEFINITION OF FUNCTIONAL CLASSIFICATION OF ROADS

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A hierarchy of roads is a powerful planning tool which defines the real purpose of each road in an urban area. As it is stated in the “Updated Guidelines for Functional Classification of Roads” by the Roads and Traffic Authority (1991), the establishment of road hierarchies allows the pursuit of environmental objectives in planning of new residential areas and in modifying and protecting existing residential areas. In traffic terms, it gives recognition to making adequate provision for access to and from land uses for road vehicles, for the safe movement of pedestrians, bicycles, and for the effective operation of local public transport and parking. In summary, a functional hierarchy of roads defines whether a road is inter-regional in level (serving vehicles travelling longer distances at higher speeds); or is at local level (providing land use access and serving slower speed traffic); or a combination of both functions. In practice, a road serves more than one class of traffic movement, but the predominant use can be determined and the appropriate design standards can be then selected.

In the basic form, the classification of roads should give recognition to two competing goals for urban areas which are the provision of: •

reasonable living and environmental conditions, and

•

reasonable mobility for movement of people and goods in road vehicles.

In the development of a road hierarchy, generally four main classifications of roads are considered. These are:

Arterial Roads: Predominantly carry through traffic from one region to another, forming the principal avenue of communication for urban traffic movements. Smooth and safe traffic flow is the priority in these roads.

Sub Arterial Roads: These roads connect the arterial road to areas of development and carry traffic directly from one part of a region to another. This may also relieve traffic on arterial roads in some circumstances. Smooth and safe traffic flow is still the main priority in these roads. Use of typical Local Area Traffic Management devices is not appropriate in these streets.

Collector Roads: A non-arterial road which mainly collects and distributes traffic in an area as well as providing access to abutting property. It may carry some though traffic as it connects sub-arterial roads to the local road system in developed areas. Its use by heavy vehicles as a through route would not generally be appropriate.

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Local Roads: These are the sub-divisional roads within a particular developed area which are used solely as local access roads. Where this class of street receives inappropriate use it could be subject to intensive treatments such as road closures and speed humps to deter its use by non-local traffic. The major local roads are “local� through-roads which distribute traffic within communities It should be noted that the construction standard of a road does not define its classification; rather it is the strategic nature of the road that determines its classification. Obviously most roads of very high construction standards (e.g. freeways), function as arterial roads. From a technical point of view (not necessarily from an environmental one) arterial roads are considered as being the highest and local roads the lowest order of classification.

The factors that are considered for development of a road hierarchy fall in the following areas for each road class: 1) 2) 3)

the length of each road class (i.e. the distance between major destinations) ; the effect on the urban structure being served; the interconnections required in the road network.

The following factors could also be used as part of the development process of a road hierarchy: a) b) c) d) e) f) g)

Vehicle Speed Traffic Volume Traffic Composition Intersection Spacing Road Geometry Traffic management, e.g. parking, intersection control, bus and transit lanes, pedestrian crossings and access and control of turning traffic.

Other Possible Factors such as local area traffic management schemes, noise impact on adjacent land use and level of service.

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3.2 STREET SYSTEM The City of Wagga Wagga is supported by an appropriate route network system. Sturt Highway functions as a major east-west corridor while Olympic Highway provides a major north – south connection. These routes also provide regional and interstate connections.

The north – south movements within Wagga Wagga are supported by a number of roads such as Holbrook-Glenfield Road, Bourke – Docker Street, Plumpton – Lake Albert Road and Kooringal Road as well as Hampden Avenue and Byrnes Road.

Other roads such as Lloyd Road, Gregadoo Road, Brunskill Road, Red Hill Road, Leavenworth Drive, Fernleigh Road, Ashmont Avenue, Kincaid Street, Travers Street, Urana Street and Gardiner and Mill Streets provide connections for east-west movements.

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The street pattern within the LGA indicates that the north-south links are more direct and well established in comparison to east-west connections where routes are generally limited between two major streets.

In consideration of the above criteria combined with available information, a road hierarchy plan for the Study Area has been prepared.

The available information incorporated several factors including traffic modelling projections in addition to traffic volume data for the road network and land use information in Wagga Wagga area.

The Guidelines for Functional Classification of Roads (RTA 1991) indicates that “the criteria for functional classification of roads should simply be based on the premise that the place of a road in the hierarchy is defined by its role in the traffic network and in the urban structure it serves. That is, on the type of traffic being served and its compatibility with adjacent land-uses”.

For example, a street with a traffic volume say about 2000 vehicles per day in a residential area may be classified as a local road whilst a street with similar traffic volume but within an industrial area would have a collector classification.

The proposed road hierarchy for Wagga Wagga has aimed to establish the connectivity of the area and maintaining the interaction between suburbs. Therefore, use of higher order roads such as sub-arterials has been avoided (except at strategic locations) so as not to create a barrier within the urban environment and neighbourhoods. The proposed road hierarchy has incorporated most of the major roads within Wagga Wagga as major collector roads (instead of sub-arterial classification) such as Bourke and Lake Albert Roads (with more than 10,000 vehicles per day in most of their sections while they also have residential character with a number of schools along their lengths). This measure will maintain the urban character of the area while allowing a slower speed environment with better pedestrian facilities for its users. A lower level road, in terms of hierarchy, would allow more cross road activities for both pedestrians and vehicular movements providing better connectivity for the area.

The proposed road hierarchy is shown in Figure 3.1 and includes the following major Roads:

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Arterial Roads: •

Olympic Highway (MR 41)

•

Sturt Hwy (part of Edward St and Hammond Ave)

Sub-Arterial Roads: •

Red Hill Rd – Kooringal Rd

•

Travers St – Hampden Ave

•

Pearson St – Glenfield Rd – Holbrook Rd

•

Boorooma St

•

Mill St – Byrnes Rd – Bomen Rd – Old Bomen Rd

Collector Roads: •

Bourke St – Docker St – Gurwood St

•

Kincaid St

•

Trail St – Best St – Edmondson St – Mitchelmore St – Northcott Pde

•

Tarcutta St – Lake Albert Rd – Plumpton Rd

•

Johnson St (between Tarcutta and Best)

•

Urana St – Lord Baden Powell Dr

•

Fernleigh Rd

•

Elizabeth Avenue (future sub-arterial)

•

Lloyd Rd; Gregadoo Rd

•

Mitchell Rd

•

Pine Gully Rd

•

Old Narrandera Rd

•

Farrer Rd

•

Gardiner St

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Major Local Roads •

Baylis St – Fitzmaurice St

•

Leavenworth Dr – Stanley St

•

Lake Albert Rd (east of Kooringal Rd)

•

Fay Ave

•

Lake Albert R (east of Plumpton Road) and Brunskill Rd

•

Bruce St

•

Dalman Parkway and Pinaroo Drive

•

Main St

Note: a number of other local roads within each suburb could be identified as major local roads through future local area traffic management assessment.

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Map reproduced with permission of UBD ©Universal Publishers Pty Ltd DG12/07

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3.3 ASSESSMENTS The route network within the Study Area has been examined at two levels: 1.

Macro level: using strategic transport modelling to assess the existing situation and the impact of the future growth of the area on the route network.

2.

Micro level: to examine and test the operational characteristics of major intersections along the road network.

Definition of Assessment Criteria Road Condition The term “level of service” for road condition has been defined by AUSTROADS as: “A qualitative measure describing operational conditions within a traffic stream and their perception by motorists and or passengers. A level of service definition generally describes these conditions in terms of factors such as speed and travel time, freedom to manoeuvre, traffic interruptions, comfort, convenience and safety. In general there are six levels of service designated from A to F, with level of service A representing the best operating conditions (i.e. free flow) and level of service F the worst (i.e. forced or breakdown flow)”.

This Study has adopted the RTA’s recommendations for Level of Service criteria as set out in its Guide to Traffic Generating Developments (1995) (which is based on the AUSTROADS Guide to Traffic Engineering Practice – Part 2).

One-way hourly volumes during peak hours for urban roads and recommended levels of service are shown in Table 3.1.

Table 3.1 – Urban Road Peak Hour Flows per Direction Level of Service

One Lane (veh/hr)

Two Lanes (veh/hr)

A

200

900

B

380

1400

C

600

1800

D

900

2200

E

1400

2800

Source: RTA Guidelines 1995

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Mid-block capacities (vehicle/day) for urban roads are shown in Table 3.2 below.

Table 3.2 – Mid-block Capacities (vehicles/day)

Number of Lanes

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Two way Capacity (veh/day)

2 lanes undivided with parking

12,000

2 lanes undivided with no parking

18,000

4 lanes undivided with parking

30,000

4 lanes undivided with no parking

36,000

4 lanes divided with no parking

38,000

* under normal traffic management Source: modified from ‘Roadway Capacity’ AUSTROADs (1988)

Intersections Operation The adequacy of the capacity of an intersection is judged by whether it can physically and operationally cater for the traffic using it. The parameters of the performance of an intersection include the degree of saturation (DoS) and the average delay per vehicle (AD).

Satisfactory operation of an intersection would normally continue up to 56 seconds as Average Delay/Vehicle. At this Level of Service (LoS), operating speeds are still reasonable and acceptable delays are experienced. The recommended criteria for evaluating capacity of intersections are shown in Table 3.3.

Table 3.3 – Criteria for Evaluating Capacity of Intersection

Level of Service

Degree of Saturation (DoS)

Ave. Delay/ Veh. (Secs)

less than 0.80

Less than 28

A/B

good operation

C

satisfactory

0.80 to 0.85

29-42

D

poor but manageable

0.85 to 0.90

43-56

0.90 to 1.0

57-70

Over 1.0

Over 70

E

at capacity

F

unsatisfactory, extra capacity required

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3.4 TRAFFIC MODELLING The network modelling involved using EMME2 software while intersection assessment was carried out by the INTANAL program. The above computer programs are standard industry software that are used by traffic and transport specialists to assess the operational performance of route network and intersections.

Network Modelling The assessment of traffic movements for the Study Area has been carried out in consideration to the existing situation and future growth and increased level of vehicular traffic within the Wagga Wagga LGA. The strategic network modelling works have included: •

linkage of major route network and test its accuracy

•

development of a traffic model for the entire Wagga Wagga LGA

•

provision of a traffic model for the morning peak hour

•

provision of a 24 hour traffic model

As part of the development of the network model, the Study Area was segmented into a number of zones. Each zone was coded on the basis of its land use activities (e.g. employment, visitors, number of dwellings, schools). A trip matrix for each zone was then created for the modelling purposes to estimate the level of trip generation and attraction to each zone.

Accordingly, the network model for the existing situation was developed on the basis of traffic volumes along the route network, vehicular intersection counts at major locations and assessment of land uses (e.g. residential dwellings, commercial sites, educational locations). The model was initially tested for its accuracy at strategic level before its further development.

The future traffic flows were estimated for the future road network by developing a trip matrix. This information was obtained from land use zoning maps, RTA Guidelines and interpretation of relevant information (e.g. journey to work travel modes, projected industrial, commercial land uses, employment forecasts, residential developments). These have provided a basis for development of a future traffic trip matrix/assignment model.

The assessment of existing (Year 2006) and future (Year 2026) land uses within the Study Area has been carried out to establish a framework for the development of scenarios for the road network in the Study Area.

The future scenarios reflect general growth of the Study Area for a 20 year planning horizon (Year 2026) with respect to planning documents (such as Spatial Plan for Wagga Wagga 2007; Vision 21 Land Use Strategy and Advisory Report - Retail and Commercial Development Strategy, 2007) and other available information. The future scenarios have also taken into consideration the following potential developments within Wagga Wagga.

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Release Area Future Residential Yield (approx) – Development Areas

30

•

Boorooma East: 400 lots. Area is approx. 64ha – assume around 8.5 dwellings/ ha.

•

Estella West: 1615 lots. Area is approx. 190ha – assume around 8.5 dwellings/ ha.

•

Lloyd West: 1157 lots. Estimates only. Needs considerable further investigation and may be significant reductions in yield.

•

Lloyd East: 660 lots Estimates only. Needs considerable further investigation and may be significant reductions in yield.

In addition to the above, estimates of commercial, retail and industrial land use areas were made as part of the traffic modelling process. Traffic generation and attraction levels for each identified area (i.e. zone) are shown as part of the Attachment.

A total of six scenarios have been considered as part of the network modelling exercise: Step 1: The existing situation/network 2006 1.

2.

AM Peak Hour traffic volume Daily traffic volume

Step 2: 3.

4.

5.

6.

The future situation 2026 AM Peak Hour traffic volume Daily traffic volume AM Peak Hour Daily traffic volume

(E1) (E2)

for existing network– ‘do nothing’ (F1) for existing network – ‘do nothing’ (F2) traffic volume with arterial management (F3) with arterial management (F4)

The first four scenarios (i.e. E1, E2, F1 and F2) involve the assessment of the existing road network.

Scenarios F3 and F4 include major strategic modifications along the road network.

These include the new connection of Red Hill Road (west end) to Olympic Highway and upgrade and widening of Farrer Road.

The peak hour traffic volumes are denoted as vph (vehicles per hour) while daily traffic volumes are abbreviated to vpd (vehicles per day).

Intersection Modelling The major intersections along the road network were assessed to determine their existing operational characteristics. The assessment of each intersection was based on AM peak hour traffic volumes, road geometry and type of the device (i.e. traffic signal, roundabout or sign control).

The future operational characteristics of major intersections were also evaluated based on the data obtained from the results of the network model for future scenario (Scenario F3).

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3.5 ANALYSIS The strategic network assessment has examined six modelling scenarios (as described in the previous section) for Wagga Wagga. The findings of the traffic models indicate that once delays are experienced on a travel route, drivers tend to use alternative routes. For example, this can be seen from the results of the existing and future traffic models that a higher use of Bourke Street north of Red Hill Road will eventuate instead of other parallel route (with similar number of intersections) such as Glenfield Road. The traffic volumes along Glenfield Road north of Red Hill Road will increase by about 4,000 vehicles per day (from 12,640 to 16,378 vpd) while Bourke Street will experience an increase of some 10,000 vehicles per day (5,755 to 16,282 vpd).

Figures 3.2 and 3.3 show the modelled existing and future traffic volumes along the road network. The results of network model showing vehicular traffic volumes for major streets within the LGA are shown in Tables 3.4 and 3.5.

The evaluation of major intersections along the road network for the existing and future scenarios has been carried out and the findings are shown in Tables 3.6 and 3.7.

The technical analysis of the modelling results (with respect to the assessment criteria as outlined in Section 3.3) provides the following overall findings: •

The future road network would operate in a similar level of service at most intersections in comparison to the existing situation. This is mainly due to the level of spare capacity that is currently available.

•

The average delay at the signalised intersections along Sturt Highway such as its intersection with Tarcutta Street will experience a higher delay than the existing situation.

•

The intersection of Edward Street with Tarcutta Street/Lake Albert Road would experience a lower operational performance in future due to its higher use generated from development and population growth in Wagga Wagga.

Therefore, its upgrade as part of an improvement program along the road network would be required.

•

All signalised intersections along Lake Albert Road (with exception of Tarcutta Street) will continue to operate at a good level of service (see Table 3.7).

•

Olympic Highway will experience a high level of traffic volumes and road capacity issue once future developments will occur particularly on the northern sections of the LGA. Its performance could deteriorate to level of service D/E (poor).

•

Fernleigh Road and Urana Street could experience much higher traffic volumes as part of the future scenario. Encouraging more use of arterial and sub-arterial roads however could reduce this level of traffic.

•

Most streets within Wagga Wagga will continue to have an acceptable level of service i.e. “LoS C” or better. However, monitoring of Olympic Highway, Sturt Highway, Pearson Street, Bourke Street would be required as part of the long term planning of the road network. These routes could experience a traffic volume that would be twice the current level.

•

Holbrook Road and Hampden Avenue will experience a higher level of traffic volumes to almost three and two times their current levels, respectively.

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The Study has also focused on a number of specific issues and are discussed below.

Urana Street The assessment of 2026 strategic model indicates a high level of vehicular traffic along Fernleigh Road due to origin-destination of travellers and concentration of jobs in various sectors (e.g. university). It is well justified that some level of this traffic would be shared with Urana Street and not all will be absorbed by Fernleigh Road. This would result in an increase of some 3,000 vpd along Urana Street (from the its existing 5,000 to 8,000 vpd).

Urana Street provides an east – west connection between Pearson Street and Lake Albert Road via Lord Baden Powel Drive. A section of Urana Street has a limited road width with well established trees along its length. This section has a residential characteristic where some demand for on-street parking is currently experienced.

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Considering the existing and possible future traffic volumes along Urana Street and its residential characteristics, it is suggested that the status quo would be maintained. This would discourage a higher use of the street by vehicular traffic which could occur if a road widening would be implemented.

It is however suggested that appropriate parking bays will be provided along the current nature strips. A practice that currently is occurring occasionally along the street. This measure will be preserving the existing trees along the street as well.

Improvement of Red Hill Road An assessment of Red Hill Road in terms of its role as a four lane road dividing the community and impact on the community should be further assessed by employment of urban design elements.

Glenfield Road The modelling results for future scenarios indicate a border line level of service (in terms of road capacity and traffic volumes) along Glenfield Road particularly north of Fernleigh Road. Therefore, consideration should be made for widening of Glenfield Road to a 4 lane carriageway by monitoring the growth and its operational performance.

Bourke Street The modelling analyses indicate that there is high tendency for higher use of BourkeDocker Streets by vehicular traffic instead of Glenfield Road. Since it is more desirable that sub-arterial routes to be utilised as major connecting links, it would be viable to encourage higher use of Glenfield Road. To achieve this, a number of measures could be implemented including: traffic management schemes, installation of directional signs, speed limits and road priority measures.

Olympic Highway The proposed future growth of the area such as Cartwright and Estella would have a significant impact on operation of the Olympic Highway at its northern section. The select link analysis for Olympic Highway (see Figure 3.8 in Appendix) shows the main connecting routes to the highway as part of the future 2026 scenario (i.e. high use of the Highway north of Edward Street and Boorooma Street and Horseshoe Road).

Road widening and intersection upgrades should be considered as part of the future strategy for the area based on the level of growth. This Study has considered an ultimate level of developments (as shown in Section 3.3).

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Further to this, issues of self-containment within the new development areas should be considered as part of the master planning for the new areas. This is an important element to encourage sustainability of the area in terms of allocation of jobs and commercial activities within the area to reduce the level of travel.

Lake Albert Road Intersections Peak hour traffic counts at signalised intersections along Lake Albert Road were carried out and the survey results are shown in the Appendix. Accordingly, the operational performances of all signalised intersections were evaluated for the existing and future scenarios (as shown in Table 3.6). The results indicated that all intersection with the exception of the intersection at Edward Street/Tarcutta Street will continue to operate at a good level of service.

Edward Street Traffic Management As part of the traffic management measures, a plan for treatment of Edward Street (between Dobney Avenue and Lake Albert Road ) has also been proposed by the RTA. The RTA proposed plan involves: •

introduction of a median along Edward Street;

•

installation of roundabouts at the intersections of Dobney Ave and Murray Street with Edward Street and

•

upgrade of signalized intersection of Edward and Tarcutta Streets.

The plan also suggests an option for a continuous median along Edward Street at its intersection with Murray Street. The concept plans are shown in Appendix.

The above proposal has been considered as part of this Study and its measures are recommended for implementation. However, installation of traffic signals at the intersections of Dobney Avenue and Murray Street with Edward Street is preferred.

This measure will provide a better facility for pedestrians and cyclists movements in the area. Further discussions with the RTA regarding these changes would be required.

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Table 3.5 – AM Peak Hour Intersection Performance – Existing and Future (2026) Intersection

LoS

DS

AD

Olympic Hwy/Edward St

Roundabout

Existing

A

0.49

6.9

11.5

Future

A

0.66

9.7

17.3

Edward/Best

Traffic Signals

Existing

A

0.63

11.0

15.4

Future

A

0.73

12.7

24.4

Edward/Tarcutta

34

Highest Delays – notes

Traffic Signals

Existing

C

0.79

29.2

Some movements high delays

Future

D

0.87

45.7

high delays

Edward/Docker

Traffic Signals

Existing

A

0.72

13.5

22.3

Future

B

0.86

18.8

43.1

Olympic/Traverse

Roundabout

Existing

A

0.40

4.7

10.4

Future

A

0.53

5.2

11.7

Existing

A

0.68

5.7

10.0

Future

A

0.71

6.3

11.1

Glenfield/Red Hill

Plumpton/Red Hill

Roundabout

Existing

A

0.41

5.7

9.6

Future

A

0.51

6.8

10.5

Fernleigh/Bourke

Traffic Signals

Existing

A

0.42

10.9

16.1

Future

A

0.59

11.4

16.9

Best/Forsyth

Roundabout

Existing

A

0.16

5.5

8.9

Future

A

0.20

6.3

9.8

Johnson/Trail

Roundabout

Existing

A

0.15

5.0

9.1

Future

A

0.20

5.6

10.0

Urana/Glenfield

Roundabout

Existing

A

0.59

7.3

9.4

Future

B

0.77

12.2

17.3

Note: above are strategic estimated figures for the future scenario and subject to further assessment Key: LoS: Level of Service; DoS: Degree of Saturation; AD: Average Delay; HD: Highest Delay

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Table 3.6 – Peak Hour Intersection Performance along Lake Albert Rd - Existing and Future (2026) Intersection

LoS

DS

AD

Lake Albert/Copland

PM (LoS/DS/AD) – notes Traffic Signals

Existing

A

0.35

9.7

A/0.59/10.4

Future

A

0.60

12.3

A/0.73/14.2

Lake Albert/Fay

Traffic Signals

Existing

A

0.68

11.3

A/0.60/13.8

Future

A

0.76

12.8

B/0.68/15.1

Lake Albert/Stanley

Traffic Signals

Existing

A

0.53

8.7

A/0.48/9.7

Future

A

0.68

9.4

A/0.62/10.4

Lake Albert/Kooringal

35

Roundabout

Existing

A

0.39

5.4

HD = 10

Future

A

0.44

6.1

HD = 11

Key: LoS: Level of Service; DoS: Degree of Saturation; AD: Average Delay; HD: Highest Delay

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Table 3.7 – AM Peak Hour Traffic Volumes – Existing and Future (2026) Street

Existing

Future

NB

784

1,890

SB

550

1,260

EB

396

633

WB

282

451

EB

526

960

WB

436

785

NB

670

762

SB

419

502

NB

447

460

SB

156

162

NB

737

1,000

SB

316

420

EB

339

489

WB

224

322

EB

525

955

WB

394

709

Olympic Hwy – N of Traverse

Sturt Hwy – W of Olympic Hwy

Sturt Hwy – E of Docker St

36

Lake Albert Rd – S of Edward St

Kooringal Rd – S of Fay

Glenfield Rd – S of Fernleigh Rd

Traverse St – E of Trail

Red Hill Rd – E of Bourke St

Note: above are estimated figures based on strategic modelling assumptions

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Table 3.8 – Daily Traffic Volumes – Existing and Future (2026) Existing

Future - Do Nothing

Future Proposed

Olympic Hwy – N of Red Hill Rd

5,918

14,939

10,799

Olympic Hwy – S of Edward St

17,109

35,416

35,416

Olympic Hwy – N of Traverse St

12,328

37,805

37,805

Sturt Hwy – W of Olympic Hwy

11,649

18,606

18,564

Sturt Hwy – E of Docker ST

16,456

30,046

30,004

Sturt Hwy – E of Tarcutta S

19,594

31,227

31,213

Kooringal Rd, N of Fay Ave

6,802

7,008

6,993

Kooringal Rd, S of Fay Ave

6,767

6,919

6,925

Lake Albert Rd, S of Edward St

15,562

17,702

17,678

Lake Albert Rd @ Fay Ave

10,376

7,833

7,834

1,472

2,665

2,665

Tarcutta St, S of Morgan St

18,638

14,670

14,669

Tarcutta St, N of Forsyth St

11,108

12,214

12,212

Tarcutta St, N of Tompson St

4,043

2,793

2,793

Best St, N of Edward St

9,995

10,311

10,308

Northcott Pde, N of Levenworth

4,604

7,295

7,292

Bourke St, N of Red Hill Rd

5,755

16,112

16,282

Bourke St ,S of Urana St

10,385

18,135

18,140

Docker St, N of Edward St

15,503

22,869

22,875

Docker St, N of Forsyth St

5,944

11,903

11,907

Glenfield Rd – S of Fernleigh Rd

12,640

17,149

16,378

Glenfield Rd – N of Fernleigh Rd

11,990

26,077

26,077

Pearson St, N of Urana

13,636

25,198

25,198

Traverse St, W of Trail

5,983

4,167

4,167

Traverse St, E of Hampden Bridge

7,298

10,528

10,528

Street

Plumpton Rd, S of Gregadoo Rd

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Existing

Future - Do Nothing

Future Proposed

Kincaid St, E of Gossett

5,065

9,419

9,418

Morgan St, E of Docker

5,148

14,282

14,280

Urana E of Docker

5,062

(8,000) 4,004

(8,000) 4,004

Fernleigh Rd – E of Bourke St

10,195

(14,000) 18,987

(14,000) 18,075

Fernleigh Rd – W of Bourke St

8,144

16,997

14,314

Levenworth Dr

9,599

14,284

13,563

Red Hill Rd, E of Bourke St

8,077

14,706

15,764

Red Hill Rd, W of Glenfield

5,684

10,568

12,632

Sturt Highway west of Olympic Way

6,112

16,836

16,836

Sturt Highway east of Olympic Way

11,649

31,230

27,053

Edward St West of Docker St (Sturt Hway)

16,504

35,836

35,795

Edward St east of Best St (Sturt Hwy)

16,639

33,070

33,026

Sturt Highway 1km east of Allonby St

6,046

18,182

18,182

Sturt Highway 1km west of Allonby St

9,194

21,078

21,078

Olympic Way at railway overbridge

5,918

14,939

10,799

12,328

37,805

37,805

Olympic Way 7.3 km nth of Coolemon Rd

3,571

10,327

10,327

Baylis St Nth of Edward St (Sturt Hwy)

7,123

7,125

7,126

Baylis St Bridge over Lagoon

7,790

6,837

6,837

Bourke St Nth of Fernleigh Rd

9,209

16,461

16,466

Coolemon Rd at Coolemon Shire Boundary

1,786

4,904

4,904

Holbrook Rd 9 Km Sth of Edward St

2,380

6,570

6,570

Street

38

Moorong St at Gobbagombalin Bridge

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3.6 PROPOSED MEASURES This Study provides a strategic assessment of road network with respect to the existing and future situations. The findings of the Study are of strategic nature and could require further evaluation for the certain areas.

The findings from the model also indicate that there are high levels of growth on the northern section with some level of growth on south and eastern sector.

The overall assessment of the strategic model and intersection analysis provides the following measures and strategies for implementation or further investigations: 1.

2.

3.

4.

5.

6.

7.

8.

Establishment of arterial routes connection: the assessment of the route network scenarios clearly indicates that there is a need to establish the connectivity of major routes to create almost a ring road for the area. These routes mainly include Sturt Highway, Kooringal Road, Red Hill Road and Olympic Highway, Travers and Hampden Avenue. As part of this strategy, upgrade and improvement of these routes (or their sections) would be required as population growth occurs within the area.

The intersections along Olympic Highway at Boorooma Street and Coolamon Road should be monitored for potential upgrade subject to the level of growth of the area.

Road widening and intersection upgrades of the local road system should be considered for the northern part of the LGA with respect to the development areas such as Estella and Cartwrights Hill.

Road widening of Olympic Highway along its northern section should be further investigated for implementation.

Future upgrade of Hampden Avenue with Olympic Highway (via Horseshoe Road) would be required for investigation. This is due to the trip generation from the new land release areas (as outlined in Section 3.4).

The intersection of Hampden Avenue and Fitzmaurice Street should be monitored for possible upgrade or modification as the result of future northsouth traffic movements.

The intersection of Edward and Tarcutta Streets should be considered for upgrade to improve its operational performance.

Further investigations are required to implement traffic management measures along Bourke Street. The measures should aim to reduce the speed and level of vehicular traffic along Bourke Street.

In addition to the above, a number of traffic management measures are also suggested for implementation. These are based on assessment of the site and its road geometry and vehicular use. The works schedule for these treatments together with other related measures is listed in Table 4.1 (Section 4.5 of this report).

The following measures are aimed to ensure safe and efficient vehicular movements at these locations: •

Seagull treatment at intersection of Glenfield Road and Bruce Street

•

Traffic signals at intersection of Glenfield Road and Dalman Parkway

•

Traffic signals at intersection of Bourke Street and Leavenworth Drive

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•

Traffic signals at intersections of Edward Street and Murray Street

•

Traffic signals at intersections of Tompson Street and Tarcutta Street

•

Traffic signals at intersections of Lord Baden Powell Dr and Lake Albert Rd

The main purpose of the above treatments are to provide safe right turning movements for vehicular use (particularly along Glenfield Road which has a high level of traffic volume) as well as appropriate and safe pedestrian crossing facilities (at signalised intersections).

Similarly, on the basis of road/area characteristics and level of traffic volumes, installation of roundabouts is also proposed at the following intersections:

40

•

Pinaroo Drive and Fernleigh Road

•

Bourkelands Drive and Bourke Street

•

Stirling Boulevard and Plumpton Road

•

Morgan Street and Docker Street

•

Morrow Street and Baylis Street

It is expected appropriate pedestrian refuges will be incorporated as part of the above aoundabout design.

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4 Pedestrian Accessibility 4.1 OBJECTIVES The main objectives of a Pedestrian Access and Mobility Plan (PAMP) are (based on RTA Guide, 2002): •

To facilitate improvements in level of pedestrian access and priority, particularly in areas of pedestrian concentration.

•

To reduce pedestrian access severance and enhance safe and convenient crossing opportunities on major roads.

•

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

•

To provide links with other transport services to achieve an integrated land use and transport network of facilities that comply with best technical standards.

•

To meet obligations under the Commonwealth Disability Discrimination Act (1996).

.

4.2 ELEMENTS OF DESIGN STRATEGY Action for Transport 2010 lists key NSW Government initiatives to make walking an attractive means of local transport by: •

Eliminating gaps in popular walking routes.

•

Installing safe and well-marked crossings.

•

Installing well lit and maintained pavements.

•

Providing clear signs and maps to support pedestrian access.

•

Providing for the needs of the elderly and disabled.

While appropriate guidelines and standards have been used in the development of devices/measures, other factors have also played an important role in the development of the scheme.

The main design elements for the development of a PAMP include: •

Behavioural aspects of road users: it is understood that road environment plays an important factor on road users’ perceptions and their response to the environment. Therefore, this plan considers such elements so that the introduction of measures would be complementary to, and also effective for, the road users of the area.

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•

Urban design principles: traffic management measures and pedestrian facilities form part of the urban fabric of the area. Therefore, their introduction to an area not only should provide better safety solutions but also should be sympathetic to, and enhance, the character of the area i.e. maintaining its “sense of a place”.

•

Engineering principles: appropriate guidelines and standards such as RTA 2000 Sharing the Main Street Guide and/or Austroads Guide to Local Area Traffic Management provide the basis for development of traffic and pedestrian management measures that are used in this scheme.

Further, as part of the scheme development, the following issues were also considered:

42

•

proposed measures would have a minimal impact on parking provisions along streets, therefore some modifications to RTA guidelines have been adopted only when necessary. It should be recognised that parking supply within a CBD environment is vital to its daily function, operation and various demands.

•

proposed measures are practical and feasible with respect to the road environment, road network requirements and capacity; and

•

there would be no adverse impact on the operation of the road system nor on the intersection performance or bus services.

4.3 PEDESTRIAN ENVIRONMENT The observation of the Study Area indicates that the Wagga Wagga CBD enjoys a well connected route network with ample pedestrian footpaths. The area is also furnished with traffic lights with pedestrian facilities at intersections. These features provide the CBD area with an appropriate level of pedestrian accessibility. The CBD area has a vibrant ambience with high level of pedestrian activities along its route system.

The site analysis of the Study Area has revealed the following main points on pedestrian environment of the urban areas of the city: •

The street system within the CBD is in grid pattern with all intersections along Baylis Street controlled with traffic signals.

•

All the traffic signals within the CBD provide pedestrian crossing facilities.

•

A high level of pedestrian crossing activity occurs at intersections and at midblock locations (CBD area) where pedestrian crossing facilities are provided.

•

There are a number of car parking areas within the CBD area, while also a high level of on-street parking is taking place as well. This creates some level of pedestrian movement due to parkers walking between their cars and point of destinations.

•

There are a number of mid-block pedestrian crossing facilities available throughout the Study Area which are treated with marked foot crossings.

•

The streets adjacent to schools are treated with school zones and 40 km/h speed limit.

•

The pedestrian route network is well established throughout the Study Area.

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•

The Study Area is well furnished with pedestrian footpaths. Some maintenance and upgrade works however are required at crossing points such as provision of low grade ramps, appropriate tactile surface and standardisation of crossing facilities.

•

Most areas (such as suburbs) have limited level of pedestrian activities. These pedestrian movements are mainly localised or occur at isolated locations such as local shops or schools.

•

There is increasing use of personal mobility vehicles by senior residents around the CBD. On this basis access routes with appropriate ramps and refuges should be developed for the area.

4.4 PEDESTRIAN ACCESS AND MOBILITY PLAN

43

This Study has therefore examined the area and has aimed to identify the locations that would require pedestrian facilities on the basis of: •

their potential use by pedestrians,

•

the land use activity of the site (e.g. near a shopping centre or post office) or

•

improvement of existing pedestrian facility/amenity.

With consideration to the following factors, appropriate pedestrian facilities as part of the traffic management measures are proposed for the area.

•

Road geometry

•

Relevant guidelines and standards

•

Road safety principles

•

Characteristics of street and its pedestrian interactions

It should be acknowledged that each device has been proposed on the basis of the above criteria with consideration of specific requirements for each location.

For example, kerb extension has been proposed at locations where such a measure would not cause any loss of parking where on street parking is at high demand - as installation of a pedestrian crossing would have significantly reduced the on street parking due to its “No Stopping” requirements at each approach.

The types of pedestrian facilities considered are: Marked Foot Crossings: installation of MFC at locations where such a measure is warranted and meets the required demand.

Pedestrian Refuge: this facility has been proposed where the demand/warrant for pedestrian foot crossing cannot be met or road safety elements using other methods are not possible.

Pedestrian Refuge with Marked Foot Crossings (MFC): installation of a pedestrian refuge with marked foot crossings where pedestrian protection in the middle of the road is of high importance and required.

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Kerb Extension: this facility provides a better visibility and protection for pedestrians who are standing near the road before crossing while reducing the road width for pedestrian crossings.

Kerb Extension with MFC: the above measure with marked foot crossing (i.e. zebra lines) reduces the time for crossing the road and increases pedestrian and driver visibility at the road sides.

Pedestrian Traffic Signals (Pelican): installation of pedestrian traffic lights are recommended at current marked foot crossings where pedestrians have to cross a four lane road. This is based on the current State Government initiative to minimise the level of pedestrian accidents along major routes.

Consistency of Standards of Design and Construction

44

The following general comments are provided with regard to the consistency of the standard and operation of pedestrian crossing facilities currently used.

•

There is inconsistency in the application of construction materials, kerb shapes, linemarking and signposting and lighting of pedestrian facilities. Consistency of materials and application of standards can improve the quality of the environment and provide consistent recognition of facilities by motorists and pedestrians.

•

There is a variation in the standard of kerb ramp construction throughout the Study Area. In conjunction with this, there is an inconsistent application of the use of tactile ground surface indicators – both warning and directional. Many of the single kerb ramps within the Study Area also exhibit poor characteristics for the movement of persons with vision impairment.

•

A further audit of all existing pedestrian facilities is recommended in consideration of the following standards generally used for the design of pedestrian crossings: -

RTA Technical Direction TDT 2001/04 Use of Traffic Calming Devices as Pedestrian Crossings.

-

RTA Technical Direction TDT 2002/12 Stopping and Parking Restrictions at Intersections and Crossings.

-

RTA Technical Direction TDT 2002/12 Pedestrian Refuges.

-

Australian Standard AS2890.5 Parking Facilities – On Street Parking.

-

Australian Standard AS 1428 Design for Access and Mobility.

-

Australian Standard AS1742 Manual of Uniform Traffic Control Devices.

-

Australian Standard AS 1158 Road Lighting.

-

Austroads Guide to Traffic Engineering Practice.

Recommended actions and measures for the Pedestrian Access and Mobility Plan are shown on Figure 4.1. Provision of the following traffic facilities as part of the local area traffic management devices are proposed to better connect communities and improve cyclist and pedestrian route safety. The proposed measures are based on site inspection and consideration of the above factors.

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A: Install traffic signal control at: 1.

Sturt Highway (Edward Street), Wagga Wagga at Murray Street.

2.

Glenfield Road, Glenfield Park at Dalman Parkway.

3.

Bourke Street, Mount Austin at Leavenworth Drive.

4.

Tarcutta Street, Wagga Wagga at Tompson Street.

5.

Lake Albert Road, Kooringal at Baden Powell Drive.

6.

Lake Albert Road, Kooringal at Fay Avenue – install pedestrian phase on the northern leg of the intersection traffic signals.

7.

Edward Street, Wagga Wagga at Dobney Avenue

New traffic signals and modification of existing traffic signals is proposed at these locations to achieve the following: •

Improved traffic control at key junctions in the road hierarchy.

•

Safe crossing of roads with relatively high traffic volumes.

•

To complete direct routes between trip generators and serving multiple trip purposes including school trips, work trips, shopping trips, recreation trips and tourism trips.

•

Safe crossing of roads to link sections of cycle route.

B: Replace pedestrian crossing across four traffic lanes with pelican traffic signals at; 1.

Bourke Street, Tolland at Fosbery Street

2.

Bourke Street, Tolland north of Bruce Street

3.

Bourke Street, Mount Austin north of Spooner Street

4.

Edmondson Street, Turvey Park south of Erin Street

5.

Lake Albert Road, Kooringal at White Avenue - replace pedestrian crossing across four traffic lanes with pelican traffic signals or install traffic signals at the intersection.

Replacement of these pedestrian crossings across four traffic lanes with traffic signals is proposed to improve pedestrian safety. This measure is also a current initiative of the Roads and Traffic Authority.

C: Install roundabout intersection control with refuge within splitter islands at: 1.

Fernleigh Road, Glenfield at Pinaroo Drive.

2.

Docker Street, Wagga Wagga at Morgan Street.

3.

Bourke Street, Bourkelands at Bourkelands Drive.

4.

Plumpton Road, Tatton at Stirling Boulevarde.

5.

Baylis Street, Wagga Wagga at Morrow Street.

6.

Travers Street, Wagga Wagga at Fitzmaurice Street.

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The installation of roundabouts aims to provide a safe turning facility for vehicular traffic at key junctions in the road hierarchy and control vehicle speeds. As part of this measure pedestrian refuge should be provided within roundabout splitter islands to a standard similar to that required for a pedestrian refuge island.

D: Install a raised pedestrian (wombat) crossing at: 1.

Gurwood Street, Wagga Wagga mid-block between Trail and Fitzmaurice Streets.

This facility will provide a safe road crossing for pedestrians that access the adjoining shopping centre (located near the Woolworths entry doors). Pedestrians were frequently observed crossing Gurwood Street between the shop entry and on-street parking located opposite.

E: Install a seagull intersection layout with refuge islands at:

46

1.

Glenfield Road, Glenfield Park at Bruce Street.

2.

Travers Street, Wagga Wagga at Trail Street.

Installation of seagull intersection configuration at these locations will provide safe right turn movements for vehicles with incorporation of a pedestrian refuge crossing facility.

F: Install a refuge island at: 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

21.

22.

Sturt Highway (Edward Street), Ashmont west of Olympic Highway (Moorong Street).

Pinaroo Drive, Glenfield Park between Tanda Place and Yungana Place.

Glenfield Road, Ashmont – south of Urana Street.

Bruce Street, Tolland west of Raye Street.

Ashmont Avenue, Ashmont east of Tobruk Street.

Bardia Street, Ashmont at Tobruk Street.

Main Street, Lake Albert south of Lake Street.

Main Street, Lake Albert south of Gregory Crescent.

Lakeside Drive, Lake Albert west of Lake Albert Road.

Lake Albert Road, Kooringal south of Marconi Street – install a refuge island and delineate pavement to provide a painted median and left turn lane.

Trevor Street, Turvey Park south of Coleman Street.

Trevor Street, Turvey Park north of Urana Street.

Norman Street, Turvey Park north of Coleman Street.

Bulolo Street, Ashmont north of Fernleigh Road.

Tarakan Avenue, Ashmont north of Bulolo Street.

Tarakan Avenue, Ashmont south of Ashmont Avenue.

Ashmont Avenue, Ashmont west of Tarakan Avenue.

Trail Street, Wagga Wagga south of Travers Street.

Beckwith Street, Wagga Wagga south of Travers Street.

Crampton Street, Wagga Wagga east of Beckwith Street.

Simmons Street, Wagga Wagga south of Crampton Street.

Kincaid Street, Wagga Wagga between Evans and Shaw Streets.

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23.

24.

25.

26.

27.

28.

29.

30.

31.

32.

33.

34.

35.

36.

37.

38.

39.

40.

41.

42.

43.

44.

45.

46.

47.

48.

49.

50.

51.

52.

53.

54.

Kincaid Street, Wagga Wagga west of Dobbs Street.

Gossett Street, Wagga Wagga south of Kincaid Street.

McKinnon Street, Wagga Wagga south of Kincaid Street.

Dobbs Street, Wagga Wagga south of Kincaid Street.

Jackson Street, Wagga Wagga east of Dobbs Street.

Jackson Street, Wagga Wagga west of Beckwith Street.

Marns Street, Wagga Wagga east of Beckwith Street.

Marns Street, Wagga Wagga west of Simmons Street.

Freer Street, Wagga Wagga east of Dobbs Street.

Freer Street, Wagga Wagga west of Simmons Street.

McKinnon Street, Wagga Wagga north of Docker Street.

Albury Street, Wagga Wagga west of Docker Street.

Forsyth Street, Wagga Wagga east of Docker Street.

Tompson Street, Wagga Wagga east of The Esplanade.

Forsyth Street, Wagga Wagga west of Fox Street.

Thorne Street, Wagga Wagga south of The Esplanade.

Thorne Street, Wagga Wagga north of Tompson Street.

Thorn Street, Wagga Wagga south of Tompson Street.

Fox Street, Wagga Wagga south of Tompson Street.

Tompson Street, Wagga Wagga mid-block between Baylis and O’Reilly Streets.

Berry Street, Wagga Wagga south of Tompson Street.

Blake Street, Wagga Wagga south of Forsyth Street.

Blake Street, Wagga Wagga north of Morgan Street.

Morrow Street, Wagga Wagga west of Tarcutta Street.

Morrow Street, Wagga Wagga mid-block between Baylis and O’Reilly Streets.

Morgan Street, Wagga Wagga east of Fitzhardinge Street.

Peter Street, Wagga Wagga north of Edward Street.

Fitzhardinge Street, Wagga Wagga north of Edward Street.

Edward Street, Wagga Wagga mid-block between Fitzhardinge and Tarcutta Streets.

Oates Avenue, Wagga Wagga south of Morgan Street.

Brookong Avenue, Wagga Wagga south of Edward Street.

Urana Street, Turvey Park west of Trevor St

The provision of pedestrian refuge islands will allow pedestrians to more safely cross roads in two stages at locations where there would not be a warrant for a pedestrian crossing to be marked on the road. Many of these facilities are proposed on wide local roads and would have the added benefit of controlling the speed of turning traffic.

Others are located at critical locations such as Sturt Highway Ashmont to provide a safer road crossing along a continuous cycle route and at traffic generators such as the shopping and medical centre in Pinaroo Road.

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47

48

G: Modify existing median to create refuge island at: 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

21.

22.

23.

24.

25.

26.

27.

28.

29.

30.

Tobruk Street, Ashmont north of Ashmont Avenue.

Tobruk Street, Ashmont south of Ashmont Avenue.

Beckwith Street, Wagga Wagga north of Kincaid Street.

Beckwith Street, Wagga Wagga south of Kincaid Street.

Simmons Street, Wagga Wagga north of Kincaid Street.

Simmons Street, Wagga Wagga south of Kincaid Street.

Simmons Street, Wagga Wagga north of Gurwood Street.

Simmons Street, Wagga Wagga south of Gurwood Street.

Simmons Street, Wagga Wagga north of Johnston Street.

Simmons Street, Wagga Wagga south of Johnston Street.

Freer Street, Wagga Wagga east of Beckwith Street.

Freer Street, Wagga Wagga west of Beckwith Street.

McKinnon Street, Wagga Wagga north of Gurwood Street.

McKinnon Street, Wagga Wagga south of Gurwood Road.

Gossett Street, Wagga Wagga north of Gurwood Road.

Gossett Street, Wagga Wagga south of Gurwood Road.

Shaw Street, Wagga Wagga north of Gurwood Road.

Shaw Street, Wagga Wagga south of Gurwood Road.

Tompson Street, Wagga Wagga west of Thorne Street.

Tompson Street, Wagga Wagga east of Thorne Road.

Thorne Street, Wagga Wagga north of Forsyth Street.

Thorne Street, Wagga Wagga south of Forsyth Street.

Fox Street, Wagga Wagga north of Forsyth Street.

Fox Street, Wagga Wagga south of Forsyth Street.

Morgan Street, Wagga Wagga west of Thorne Street.

Morgan Street, Wagga Wagga east of Thorne Street.

Thorne Street, Wagga Wagga north of Morgan Street.

Thorne Street, Wagga Wagga south of Morgan Street.

Fox Street, Wagga Wagga north of Morgan Street.

Fox Street, Wagga Wagga south of Morgan Street.

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31.

32.

Morgan Street, Wagga Wagga west of Fox Street.

Morgan Street, Wagga Wagga east of Fox Street.

Modification of existing small medians is proposed to create a pedestrian refuge island at intersections of mostly wide local roads. This provision would bring the median to a recognised standard for pedestrians to more safely cross roads in two stages at locations where there would not be a warrant for a pedestrian crossing to be marked on the road.

H: Install kerb extensions within the road shoulder at: 1.

Tobruk Street, Ashmont south of Bardia Street – install a kerb extension within the east road shoulder at the northern approach to the existing pedestrian crossing.

2.

Morgan Street, Wagga Wagga Both sides east of Alpha Lane.

Both sides east of Yandra Lane.

Both sides east of Womboy Lane.

Both sides east of Biroomba Lane.

3.

Forsyth Street, Wagga Wagga Both sides east of Womboy Lane.

Both sides east of Biroomba Lane.

4.

Tompson Street, Wagga Wagga Both sides east of Biroomba Lane.

49

The provision of kerb extensions at these locations aims to improve safety for pedestrians crossing roads and improve sight lines to vehicles exiting narrow roads that adjoin angled parking.

As part of the PAMP the following measures are also proposed: •

Establishment of a “mobility walk” along streets within the Study Area by provision of better accessibility for people with prams and special needs. This would require audit of footpath and kerb ramp infrastructure.

•

Provision of disabled parking spaces at appropriate locations throughout the Study Area to improve convenience and access for people with special needs.

This would require a review of current parking zones.

•

Develop an education program to make the community more aware of road safety by way of posters and leaflets. These should be in different languages to represent the cultural and language diversity of the area.

•

The city has a large number of roundabout intersections that provide no or vastly different standards of refuge within the splitter island for pedestrians and cyclists to cross roads. A comprehensive audit of existing roundabouts is required to assess provision for pedestrians and cyclists and determine what remedial works (if any) may be carried out.

•

Similarly an audit of the provision of kerb ramps and application of tactile ground surface indicators throughout the city is required.

•

The railway overbridge structures do not meet requirements for disabled access including grades, handrail systems etc and should be replaced to cater for all users.

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4.5 IMPLEMENTATION PLAN The proposed Pedestrian Access and Mobility Plan for Wagga Wagga should be referred to the Council Traffic Committee and Council for consideration and approval.

A work program for the final PAMP be prepared as part of Council’s planning and funding commitments.

The following Table 4.1 summarises the recommended works to implement the PAMP for the Study Area (with respect to the items as identified in Section 4.4).

FACTORS CONSIDERED FOR THE ASSESSMENT OF PRIORITY OF WORK

50

•

•

•

TRAFFIC IMPACT (ROAD HIERARCHY) -

Arterial/sub-arterial road

-

Collector/major local road

-

Local road

SAFETY -

Known safety problem

-

Likely safety problem

-

No safety problem

DEMAND/LAND USE -

•

Trip types serviced (e.g. school, work, shopping, recreation and tourism trips)

CONTINUITY OF ROUTES -

Adds to an existing facility e.g. link routes, extends path

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Table 4.1 - Works Schedule Key: H: High priority (now to 5 years); M: Medium Priority (within 5 to 10 years); L: Low Priority (over 10 years)

No.

Location

Treatment

1

Sturt Highway (Edward Street), Wagga Wagga at Murray Street

Traffic Signals

H

2

Glenfield Road, Glenfield Park at Dalman Parkway.

Traffic Signals

H

3

Bourke Street, Tolland at Fosbery Street - RTA initiative

Pelican Traffic Signals

H

4

Bourke Street, Tolland north of Bruce Street. RTA initiative

Pelican Traffic Signals

H

5

Bourke Street, Mount Austin north of Spooner Street. RTA initiative

Pelican Traffic Signals

H

6

Bourke Street, Mount Austin at Leavenworth Drive.

Traffic Signals

H

7

Edmondson Street, Turvey Park south of Erin Street. RTA initiative

Pelican Traffic Signals

H

8

Lake Albert Road, Kooringal at White. RTA initiative

Pelican Traffic Signals

H

9

Lake Albert Road, Kooringal at Baden Powell Drive.

Traffic Signals

H

10

Lake Albert Road, Kooringal at Fay Avenue

Pelican Traffic Signals

H

11

Tarcutta Street, Wagga Wagga at Tompson Street.

Traffic Signals

H

12

Fernleigh Road, Ashmont at Pinaroo Drive.

Roundabout

H

13

Docker Street, Wagga Wagga at Morgan Street.

Roundabout

H

14

Edward Street, Wagga Wagga at Dobney Avenue.

Roundabout

H

15

Bourke Street, Bourkelands at Bourkelands Drive.

Roundabout

H

16

Plumpton Road, Tatton at Stirling Boulevarde.

Roundabout

H

17

Baylis Street, Wagga Wagga at Morrow Street.

Roundabout

H

18

Gurwood Street, Wagga Wagga mid-block between Trail and Fitzmaurice Streets.

Wombat Pedestrian Crossing

H

19

Glenfield Road, Glenfield Park at Bruce Street.

Seagull with Ped. Refuge

H

20

Travers Street, Wagga Wagga at Trail Street.

Seagull with Ped. Refuge

H

21

Sturt Highway (Edward Street), Ashmont west of Olympic Highway (Moorong Street).

Pedestrian

H

22

Pinaroo Drive, Glenfield Park between Tanda Place and Yungana Place.

Pedestrian

H

23

Glenfield Road, Ashmont – south of Urana Street.

Pedestrian

H

24

Bruce Street, Tolland west of Raye Street.

Pedestrian

H

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52

25

Lakeside Drive, Lake Albert west of Lake Albert Road.

Pedestrian

H

26

Lake Albert Road, Kooringal south of Marconi Street – with delineate pavement to provide a painted median and left turn lane.

Pedestrian

H

27

Trevor Street, Turvey Park south of Coleman Street.

Pedestrian

H

28

Trevor Street, Turvey Park north of Urana Street.

Pedestrian

H

29

Norman Street, Turvey Park north of Coleman Street.

Pedestrian

H

30

Bulolo Street, Ashmont north of Fernleigh Road.

Pedestrian

H

31

Ashmont Avenue, Ashmont east of Tobruk Street.

Pedestrian

M

32

Bardia Street, Ashmont at Tobruk Street.

Pedestrian

M

33

Main Street, Lake Albert south of Lake Street.

Pedestrian

M

34

Main Street, Lake Albert south of Gregory Crescent.

Pedestrian

M

35

Tarakan Avenue, Ashmont north of Bulolo Street.

Pedestrian

H

36

Tarakan Avenue, Ashmont south of Ashmont Avenue.

Pedestrian Refuge

H

37

Ashmont Avenue, Ashmont west of Tarakan Avenue.

Pedestrian Refuge

H

38

Trail Street, Wagga Wagga south of Travers Street.

Pedestrian Refuge

H

39

Beckwith Street, Wagga Wagga south of Travers Street.

Pedestrian Refuge

H

40

Crampton Street, Wagga Wagga east of Beckwith Street.

Pedestrian Refuge

L

41

Simmons Street, Wagga Wagga south of Crampton Street.

Pedestrian Refuge

L

42

Kincaid Street, Wagga Wagga between Evans and Shaw Streets

Pedestrian Refuge

H

43

Kincaid Street, Wagga Wagga west of Dobbs Street.

Pedestrian Refuge

H

44

Gossett Street, Wagga Wagga south of Kincaid Street.

Pedestrian Refuge

M

45

McKinnon Street, Wagga Wagga south of Kincaid Street.

Pedestrian Refuge

M

46

Dobbs Street, Wagga Wagga south of Kincaid Street.

Pedestrian Refuge

M

47

Jackson Street, Wagga Wagga east of Dobbs Street.

Pedestrian Refuge

L

48

Jackson Street, Wagga Wagga west of Beckwith Street.

Pedestrian Refuge

L

49

Marns Street, Wagga Wagga east of Beckwith Street.

Pedestrian Refuge

L

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50

Marns Street, Wagga Wagga west of Simmons Street.

Pedestrian Refuge

L

51

Freer Street, Wagga Wagga east of Dobbs Street.

Pedestrian Refuge

L

52

Freer Street, Wagga Wagga west of Simmons Street.

Pedestrian Refuge

L

53

McKinnon Street, Wagga Wagga north of Docker Street.

Pedestrian Refuge

M

54

Albury Street, Wagga Wagga west of Docker Street.

Pedestrian Refuge

M

55

Forsyth Street, Wagga Wagga east of Docker Street.

Pedestrian Refuge

M

56

Tompson Street, Wagga Wagga east of The Pedestrian Refuge Esplanade.

L

57

Forsyth Street, Wagga Wagga west of Fox Street.

Pedestrian Refuge

L

58

Thorne Street, Wagga Wagga south of The Esplanade.

Pedestrian Refuge

L

59

Thorne Street, Wagga Wagga north of Tompson Street.

Pedestrian Refuge

L

60

Thorn Street, Wagga Wagga south of Tompson Street.

Pedestrian Refuge

L

61

Fox Street, Wagga Wagga south of Tompson Street.

Pedestrian Refuge

L

62

Tompson Street, Wagga Wagga mid-block between Baylis and O’Reilly Streets.

Pedestrian Refuge

H

63

Berry Street, Wagga Wagga south of Tompson Street.

Pedestrian Refuge

H

64

Blake Street, Wagga Wagga south of Forsyth Street.

Pedestrian Refuge

H

65

Blake Street, Wagga Wagga north of Morgan Street.

Pedestrian Refuge

H

66

Morrow Street, Wagga Wagga west of Tarcutta Street.

Pedestrian Refuge

H

67

Morrow Street, Wagga Wagga mid-block between Baylis and O’Reilly Streets.

Pedestrian Refuge

H

68

Morgan Street, Wagga Wagga east of Fitzhardinge Street.

Pedestrian Refuge

H

69

Peter Street, Wagga Wagga north of Edward Street.

Pedestrian Refuge

H

70

Fitzhardinge Street, Wagga Wagga north of Edward Street.

Pedestrian Refuge

H

71

Edward Street, Wagga Wagga mid-block between Fitzhardinge and Tarcutta Streets.

Pedestrian Refuge

M

72

Oates Avenue, Wagga Wagga south of Morgan Street.

Pedestrian Refuge

H

73

Brookong Avenue, Wagga Wagga south of Edward Street.

Pedestrian Refuge

H

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54

74

Tobruk Street, Ashmont north of Ashmont Avenue.

Modify Exist. Median

L

75

Tobruk Street, Ashmont south of Ashmont Avenue.

Modify Exist. Median

L

76

Beckwith Street, Wagga Wagga north of Kincaid Street.

Modify Exist. Median

L

77

Beckwith Street, Wagga Wagga south of Kincaid Street.

Modify Exist. Median

L

78

Simmons Street, Wagga Wagga north of Kincaid Street.

Modify Exist. Median

L

79

Simmons Street, Wagga Wagga south of Kincaid Street.

Modify Exist. Median

L

80

Simmons Street, Wagga Wagga north of Gurwood Street.

Modify Exist. Median

L

81

Simmons Street, Wagga Wagga south of Gurwood Street.

Modify Exist. Median

L

82

Simmons Street, Wagga Wagga north of Johnston Street.

Modify Exist. Median

L

83

Simmons Street, Wagga Wagga south of Johnston Street.

Modify Exist. Median

L

84

Freer Street, Wagga Wagga east of Beckwith Street.

Modify Exist. Median

L

85

Freer Street, Wagga Wagga west of Beckwith Street.

Modify Exist. Median

L

86

McKinnon Street, Wagga Wagga north of Gurwood Street.

Modify Exist. Median

L

87

McKinnon Street, Wagga Wagga south of Gurwood Road.

Modify Exist. Median

L

88

Gossett Street, Wagga Wagga north of Gurwood Road.

Modify Exist. Median

L

89

Gossett Street, Wagga Wagga south of Gurwood Road.

Modify Exist. Median

L

90

Shaw Street, Wagga Wagga north of Gurwood Road.

Modify Exist. Median

L

91

Shaw Street, Wagga Wagga south of Gurwood Road.

Modify Exist. Median

L

92

Tompson Street, Wagga Wagga west of Thorne Street.

Modify Exist. Median

L

93

Tompson Street, Wagga Wagga east of Thorne Road.

Modify Exist. Median

L

94

Thorne Street, Wagga Wagga north of Forsyth Street.

Modify Exist. Median

L

95

Thorne Street, Wagga Wagga south of Forsyth Street.

Modify Exist. Median

L

96

Fox Street, Wagga Wagga north of Forsyth Street.

Modify Exist. Median

L

97

Fox Street, Wagga Wagga south of Forsyth Street.

Modify Exist. Median

L

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98

Morgan Street, Wagga Wagga west of Thorne Street.

Modify Exist. Median

L

99

Morgan Street, Wagga Wagga east of Thorne Street.

Modify Exist. Median

L

100

Thorne Street, Wagga Wagga north of Morgan Street.

Modify Exist. Median

L

101

Thorne Street, Wagga Wagga south of Morgan Street.

Modify Exist. Median

L

102

Fox Street, Wagga Wagga north of Morgan Modify Exist. Median Street.

L

103

Fox Street, Wagga Wagga south of Morgan Modify Exist. Median Street.

L

104

Morgan Street, Wagga Wagga west of Fox Street.

Modify Exist. Median

L

105

Morgan Street, Wagga Wagga east of Fox Street.

Modify Exist. Median

L

106

Tobruk Street, Ashmont south of Bardia Street –within the east road shoulder at the northern approach to the existing pedestrian crossing.

Kerb Extension

M

107

Morgan Street, Wagga Wagga at

Kerb Extension

M

Kerb Extension

M

Both sides east of Alpha Lane.

Both sides east of Yandra Lane.

Both sides east of Womboy Lane.

Bothsides east of Biroomba Lane 108

Forsyth Street, Wagga Wagga at Both sides east of Womboy Lane Both sides east of Biroomba Lane

109

Tompson Street, Wagga Wagga at both sides east of Biroomba Lane

Kerb Extension

M

110

Railway Crossings

RTA Standards

H

Key: H: High priority (Short Term); M: Medium Priority (Medium Term); L: Low Priority (Long Term)

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55

5 Bicycle and Walking Plan 5.1 INTRODUCTION Cycling and walking are healthy, low-cost and environmentally friendly forms of transport that offer flexible and low-impact alternatives to motor vehicles.

Walking is the simplest form of transportation. Almost everyone walks as walking is an easy option for short trips and it is free. Both walking and cycling are good to keep fit and healthy and for fun. Walking and cycling are also environmentally clean modes of transport that do not produce harmful emissions or generate noise.

56

Walking and cycling have a positive acceptance in the community. Both are efficient modes of personal transport that provide door-to-door convenience.

The Roads and Traffic Authority has published two policy documents on bicycles and pedestrians – Action for Transport 2010 and Action for Bikes – Bikeplan 2010.

Action for Bikes – Bikeplan 2010 lists four strategies the NSW Government is adopting to improve the cycling environment across the state: •

To improve the bike network by providing for bicycle riders on all new road infrastructure projects - mainly with off-road paths.

•

To make cycling safer by improving road safety and security.

•

To improve personal and environmental health by promoting the benefits of cycling.

•

To raise community awareness of the importance of cycling and to encourage community involvement in planning for and providing bicycle facilities.

The RTA encourages councils to improve pedestrian and cyclist facilities by supporting local Pedestrian Access and Mobility Plans (PAMPs) and Bikeplans.

5.2 PRINCIPLES There are many social, environmental and economic benefits associated with the development of the pedestrian and bicycle networks.

Social benefits include: •

Improved health and wellbeing of the community.

•

Safer and more socially connected neighbourhoods.

•

Independent and affordable means of travel.

Environmental benefits include: •

Reduced vehicle use and traffic congestion.

•

Reduced vehicle emissions and traffic noise.

Economic benefits include increased tourism.

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Principles of Bicycle and Pedestrian Network Provisions There are five key principles to be considered for the development of an efficient and usable bicycle and pedestrian network. The principles and criteria are: Coherence •

Routes should link popular destinations with residential streets via regional and local routes.

•

Routes should be continuous and easy to follow.

•

Routes should provide a consistent quality and facilities.

•

Intersections and mid-block crossings should provide a clear path for cyclists and pedestrians.

Directness

57

•

Routes should be as direct as safely practicable.

•

Delay time should be minimised.

•

The length of any detours outside the most direct route should be carefully considered.

Safety •

Road crossings and intersections present the greatest danger to pedestrians and cyclists. Safe road crossing and intersection treatments should be provided at regular and convenient locations to minimise risk of traffic conflict and accident.

•

Facilities should be monitored to minimise risk of unsafe infrastructure.

Attractiveness •

The network should have community support.

•

Routes should consider the attractiveness of the local environment to enhance the enjoyment of the experience.

•

Users should feel that the network is safe.

•

Supporting systems such as maps, signage and rest facilities should be provided to add to the attractiveness of the network.

Comfort •

A smooth and well maintained walking and riding surface is essential for the comfort and safety of users.

•

Routes should consider gradients. Detours may be appropriate in steep topography.

•

Routes should be as continuous as possible and minimise the need to stop.

The bicycle and pedestrian network must be available for all who choose to use it.

This requires compliance with Austroads Part 13 – Pedestrians, Austroads Part 14 – Bicycles and AS1428 Design for Access and Mobility.

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5.3 PROPOSED ROUTES Council has been progressively implementing the following strategic plans for the progressive improvement of infrastructure in the Study Area:

58

•

Central Area Traffic Management Plan.

•

Intersection Improvements Plan.

•

Urban Arterial Road Improvements Plan.

•

Footpath Construction Plan.

•

Bikeways Plan.

Each of Council’s current strategic plans has contributed to improvement in the safety and amenity of the bicycle and pedestrian network. However, there are several key shortcomings in the current provision of this infrastructure: • •

A significant length of the off-road bicycle and pedestrian network is unsealed.

There is a lack of safe and convenient crossing points, particularly on major roads and at the junction of some major roads with off-road paths. This tends to create a feeling of segmentation rather than providing safe continuity of routes.

• Many local roads lack delineation (road centrelines, edge lines and/or cycle lanes). Local roads should be pedestrian and bicycle friendly. The local road network could be readily embellished by additional delineation, installation of local area traffic management devices (e.g. refuge islands and kerb extensions) and speed limits of 40-50km/h.

• Insufficient road shoulder pavement width or no road shoulder on some network routes to cater for on-road cyclists.

• Some current facilities are not constructed to an adequate standard. The most notable examples are the variable provision of pedestrian refuge at the many roundabouts throughout the town centre, consistency of kerb ramp construction and connection to footpaths, and application of tactile ground surface indicators.

The existing pedestrian and bicycle network within the Study Area was inspected to determine conformance with the key principles of network provision, identify needs and recommend infrastructure improvements. This review focused on identifying the following: •

The constructed bicycle and pedestrian network.

•

Popular destinations.

•

Available network links between communities and destinations.

•

Gaps in the bicycle and pedestrian network.

•

Safety issues.

Recommended routes for the Wagga Wagga City Bikeplan are shown on Figure 5.1.

The following actions relate specifically to recommended improvements to the Wagga Wagga City Bikeplan. It should be noted that most proposed measures as part of PAMP (as shown in Figure 4.1) will also provide appropriate facility for cyclist and link connection.

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59 Re-publish the Wagga Wagga City Bikeplan area map The 1997 Wagga Wagga Bikeplan depicts a series of named routes on a small map of the city. This map needs to be amended and re-published in a more modern format similar to those published by the RTA. Features that should be shown on the map are cycling facilities (on-road and offroad routes), places of interest (e.g. tourist attractions, natural features, schools, hospital, police) and road and railway crossing facilities. The plan and map should be reviewed at regular intervals of say 5 years.

Delineation of on-road routes All on-road routes shown on the Wagga Wagga City Bikeplan should be surveyed for the design, setout and marking of road centrelines and edge lines to delineate road shoulder pavement and/or exclusive bicycle lanes for the passage of cyclists. Delineation should be supported with bicycle pavement logos and signposting, including route signposting for tourists and visitors and well as local residents.

Pavement Construction All pavements should be sealed or constructed in concrete to make the network more attractive and encourage use.

Structures All structures should provide at least the same width as the approaching pathway. An audit of structures such as the bridges over the railway and waterways should be carried out to assess their safety and suitability to cater for all users.

Provision of bike depots throughout the Centre that bikes can be hired at one location and return at another location should also be investigated. This could be introduced initially during weekends as part of the recreational access to the Centre or its river environs It is also suggested to develop dialogue with bus operators for provision of bike racks on special buses.

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Table 5.1 - BICYCLE PLAN - IMPROVEMENT WORKS SCHEDULE

60

LOCATION

SECTION

PROPOSED WORKS

Holbrook Road Lloyd

Deakin Avenue to Red Hill Road

Off-road shared pedestrian and cycle path

H

Glenfield Road Glenfield Park

Red Hill Road to Dalman Parkway

Off-road shared pedestrian and cycle path

H

Fernleigh Road Ashmont

Bulolo Street to West of Glenfield Road

Off-road shared pedestrian and cycle path

H

Bulolo Street Ashmont

Fernleigh Road to Tarakan Avenue

Off-road shared pedestrian and cycle path

H

Glenfield Road Ashmont

Fernleigh Road to Urana Street

Off-road shared pedestrian and cycle path

H

Urana Street Turvey Park

Glenfield Road easterly

Off-road shared pedestrian and cycle path

H

Disused railway reserve

Kooringal Road East Wagga Off-road shared pedestrian to Forest Hill and cycle path

L-M

Disused railway reserve

Lake Albert Road to Kooringal Road

Off-road shared pedestrian and cycle path

L-M

All on-road routes without delineation Various (edge lines and bicycle logos)

Survey and design to delineate routes with edge lines, pavement logos and signposting.

M-H

All unsealed off-road routes

Apply two coat bitumen seal or asphaltic concrete wearing surface 2.5m wide over existing gravel surface.

M-H

Marshall Creek Bridge

Various

PRIORITY

Bridge widening

M

Key: H: High priority (Short Term); M: Medium Priority (Medium Term); L: Low Priority (Long Term)

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Bourke Street and service roads Recommended improvements for Bourke Street pedestrian crossings and service roads: •

Install pelican traffic signals to replace pedestrian crossings of four traffic lanes (current State Government initiative).

•

Provide kerb extensions (local narrowing) of service road carriageways to provide additional verge space for pedestrian treatment. The steep incline and short length of verge is unsafe for pedestrians and does not cater for all users.

Provision of an edge line and sealing of road shoulder pavement would improve on-road cycle routes

INTEGRATED MOVEMENT STUDY for City of Wagga Wagga // December 2008

Typical example where connection to the concrete footpath and provision of a kerb ramp could improve access for all. Note that the power pole positioned within crossing width is an obstacle to pedestrians.

Sealing of off-road routes would make cycling and walking more attractive. Off-road routes should be constructed to a consistent standard and be clear of obstacles such as trees.

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Typical examples of small medians at intersections. Medians should be enlarged to refuge island standard.

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The junction of off-road paths with roads requires detailed consideration for safe continuity of travel for cyclists and pedestrians.

The footbridge over the railway corridor would not meet the requirements of AS1428 Design for Access and Mobility.

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Structure crossing of waterway Shortcomings in this example include: •

The structure should provide at least the same width and profile as the approaching path.

•

The structure is narrow and has a convex shape. No handrails are provided.

•

The facility may be unsafe to users during a storm event depending on volume and velocity of stormwater through the adjoining culvert. No warning signs are provided.

The many roundabouts in the city require audit of pedestrian facilities

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Wide road pavements provide opportunity for improvements such as refuge islands, landscaped central medians and on-road cycle lanes

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6 Public Transport 6.1 EXISTING SERVICES Currently Wagga Wagga is serviced by the following bus operators: •

Fearnes Coaches: providing services for major routes within Wagga Wagga

•

Charles Sturt University Bus Services: providing services for university students and staff to and from the University.

The bus routes for the above services are shown in Figure 6.1 In addition to the above, a number of shuttle bus services are also provided by various clubs and organisations such as PCYC and for the Bomen industrial area.

Other means of transport within Wagga Wagga are: •

Taxis: providing 24 hour service 7 days a week with 29 vehicles including six vehicles with Wheel Chair Access and 10 vehicles with baby capsules and two maxi taxis.

•

Community Transport Services (Baptist Community Service and Wiradjuri Home Care Service): providing special transport service for frail aged people or people with disability or special needs.

Wagga Wagga train station is located at south end of Baylis Street and CountryLink trains provide regional and intestates services to and from Wagga Wagga.

There are other transport services that serve Wagga Wagga such as: •

Junee Buses: providing school and passenger services to and from Junee

•

Makeham’s Coaches: providing services to Coolamon and Griffith

•

Purtil’s: providing services to/from Echuca and on-route townships

•

Greyhound Coaches: providing connections to major cities e.g. Sydney, Adelaide

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6.2 OPPORTUNITIES AND CONSTRAINTS Council’s Social Plan, Open Space and Recreation Study has identified that there is evidence of inadequate and/or inequitable service provisions in Wagga Wagga. The report states that there is little public transport outside of urban areas, with no services available anywhere off peak (e.g. Saturday afternoon, Sunday, evenings). The Study also indicates a need for a transport interchange.

In addition to the above, a number of issues have also been identified through discussions and consultations with various departments and interested bodies and authorities. These include:

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•

Lack of taxis and public transport during after hours particularly on weekends (particularly after closures of pubs/hotels).

•

Long travel time associated with bus trips

•

Accessibility to bus stops/routes (i.e. requires long distance walking)

•

Limited transport services for elderly or youth groups

•

Need for better coordination among transport providers

•

Low usage of bus services as part of the journey to work trips (less than 1%)

•

Need for better bus information (availability, frequencies and use) for potential bus users.

•

Lack of services between suburbs as most routes are designated to and from CBD.

•

Need to establish better means/funding for transport services particularly for elderly and special need groups

•

Lack of support among community to use public transport (e.g. free buses services that were provided by Council during Australia Day, January 2007 attracted very low patronage).

•

Lack of adequate level of information material on availability of bus services, time table and frequency.

There are a number of major constraints that bus operators in Wagga Wagga are faced. These issues also are prevalent in other similar country towns and include: •

Low population density – this factor contributes to less demand

•

Low patronage of public transport due to high dependency on car

•

Regulations and contract arrangements that somewhat hinders bus route services among different operators or in terms of minimum level of service provision – a bus reform is currently being carried out gradually by the State Government

•

Market and cost constraints that limits the level of service (i.e. no service after 6:00pm and on Public Holidays) or vice versa reduces patronage

•

Limited resources to coordinate public transport services within the area.

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While these above issues are appreciated, there are a number of opportunities that could be explored to improve public transport system within Wagga Wagga. These include: •

Shuttle bus services that are provided by various pubs, offer rides to their patrons generally after hours when taxis are scarce.

•

Willingness of bus operators to improve their level of service

•

Commitment from government agencies (state and local) to improve accessibility and public transport use.

•

Recognition for a need to improve accessibility among the community

•

Implementation of bus reform by State Government

•

Recognition of the need for Community Transport Services and their contributions among the community

It is also important to note that the overall responsibility of transport system particularly in terms of budget, regulation and contracting aspects (e.g. for bus services) rests with the NSW Ministry of Transport (MoT).

Accordingly, the MoT has undertaken a bus reform initiatives to improve the current situation. The MoT (website, 2008) states that “in February 2004, former Premier and Transport Minster, the Hon Barrie Unsworth, handed down his recommendations for reforming bus service delivery in rural and regional NSW.

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The Unsworth Review showed that, across country NSW: -

funding is tied up in an under-utilised fleet;

-

in some areas, services are duplicated, while in other areas there are no appropriate services available; and

-

rather than taking a region-based approach to service planning and delivery, the State manages over 1,800 separate contracts for bus services in rural and regional areas.

The Review recommended overhauling the contracting, funding and planning approach to the delivery of rural and regional bus services. This will help Government to better coordinate expenditure of public-funded transport subsidies so it can purchase a broader range of services and better meet the transport needs of country communities.”

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The MoT (website 2008) also reports on Rural and Regional Bus Reform Consultative Taskforce. It states that “a process to commence development of new contracting, funding and service planning arrangements is now underway.

The former Minister for Transport, the Hon John Watkins, has established a taskforce comprising the Ministry of Transport and the Bus and Coach Association (representing the bus industry) to provide advice on options for the implementation of the Government’s bus reform objectives.

These objectives include development of: -

performance based contracts incorporating a passenger focus, consistent service standards and mechanisms to ensure continuity of essential passenger services;

-

transparent funding arrangements that support value for money, proper allocation of risk and a sustainable industry; and

-

effective service planning arrangements which reflect local travel patterns, minimise overlap and duplication and optimise value for Government transport subsidies in each location.

Once these core components have been developed they will be tested through a series of trials over a 12 month period in selected parts of the State.

The pilot projects will then be evaluated and the model contract, funding model and service planning approach will be refined and finalised.

The next step will then be to develop a detailed reform implementation program, involving negotiation of new contracts, for progressive roll-out across rural and regional NSW. This roll-out will most likely start in 2008 and take some years to complete.”

It is clearly evident that the issues related to transport system provision or their improvements are often complex and require rigorous negotiations between the parties involved. Therefore, the solutions are often achieved through a period of time by way of cooperation and appropriate communication channels. It is also vital that people involved in these tasks are well informed of regulations and contractual procedures and obligations of parties; lack of knowledge could result in false expectations.

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6.3 STRATEGIES In order to achieve an integrated movement plan that embraces a higher use of public transport and a better transport system a number of elements need to be established to develop a public and community transport strategy. Therefore, the proposed strategies/measures: •

need to be practical, feasible and cost conscious.

•

should be fair and agreeable among parties

•

would meet the demand of community within the available resources

•

are aimed to target groups/users who are in need and would use the services

•

are not “just service provision” where over supply of service could occur

•

are realistic measures that are achievable within a short time frame

•

would encourage community use

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The assessments of issues and demands have led to the development of three main areas of strategies. These include: -

Infrastructure Strategy

-

Operational Strategy

-

Communication Strategy

Infrastructure strategy relates to the provision of facilities associated with transport needs while the operational strategy sets guides in improving transport services and avenues of implementing these services. The education strategy aims to promote the use of public transport among the community and to provide materials for target groups.

INFRASTRUCTURE STRATEGY In order to improve public transport, pedestrian facilities should be provided adequately at required locations. Therefore, safe access and adequate facilities to and at bus stops and public transport areas are of vital importance. In addition to these, route improvements also play an important role in the better operation of bus services.

These include a number of measures: -

Provision of bus shelters and seats at major bus stops. Grants also are available from MoT and some have been allocated for Wagga Wagga for compliance with disability standards as part of the existing bus and taxi shelters.

-

Appropriate design of walkways and footpaths to meet the needs of people with prams, and the disabled.

-

Provision of pedestrian crossing facilities near major bus stops.

-

Provision of street lights at and near bus stops.

-

Provision of telephones near bus stops at main locations; this would help passengers to call for a taxi if required.

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-

Provision of bus bays along route networks as part of the route planning process.

-

Allocation of Bus Priority lanes along the roads where appropriate.

-

A monitoring program to review the traffic and pedestrian facilities in conjunction with transport services.

-

Provision of bicycle storage at major shopping centres and public transport stations.

-

Assessment of skateboard facilities and their requirements per RTA’s Technical Directions.

OPERATIONAL STRATEGY

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There are a number of avenues which can be taken to improve transport services within the LGA. The implementation of these measures would be in partnership with bus providers, MoT and would require their input. Some of these schemes are described in Section 6.4.

Other points of consideration are: -

Provision of major transport hubs within the central and northern part of the LGA could be investigated, and these should be coordinated with the appropriate bodies such as bus operators and MoT. These could be included as part of the LEP for LGA.

-

Feeder services can be provided as a new service, or as an extension of an existing school bus service beyond the school time and during school holidays.

-

Negotiation should be made with bus providers to establish such services through a subsidy scheme or route hiring.

There are over 5,200 young people aged 12-17 within the LGA. It is understood that the majority of this group uses existing public transport or take rides with friends and relatives. However, they still generate a reasonable travel demand during after hours and weekends. A community and bus provider initiative could be introduced to provide special services during weekends or summer periods with destinations, such as: the city, Aquatic Centre or river.

Alternative Transport The community transport system can also be improved by a number of methods. It should be noted that community transport aims to address transport needs caused by location/isolation, passengers’ age, disability or factors relating to time and cost of travel. The Transport Act regulates the nature of the industry, and accordingly community transport services cannot be in competition with existing transport providers.

Grants for funding of Community Transport are available through Home and Community Care (HACC), Community Transport Program (CTP), Area Assistance Scheme (AAS) and administered by NSW Ministry of Transport and they must be within the Transport Act. Community Transport services (governmental funding) are through pre-booked services. This is in conflict with the community’s demand for regular services.

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There is a clear difference between public transport services which are provided commercially by operators and other “socially required� routes supported by local authorities. These include: 1.

Commercial services: local bus and rail services on main routes

2.

Subsidised local services: conventional bus services which run at times and places which would not otherwise be served by commercial service providers.

3.

Community transport services: feeder services which respond to demand and are locally-based services

There are three key aspects of the planning of community transport: -

Improving the existing system

-

Introducing a new system

-

Funding

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Improving the existing system There are a number of ways that could improve the existing public transport facilities.

These involve finding new ways to maximise the utility of existing services. For example Dial-A-Ride (DAR) bus can be operated on the basis of allocation of an area for each day of the week (e.g. Tuesdays could be dedicated to people in the northern region of LGA; this would enable people to set their weekly agenda for a particular day, relying on a DAR service, while the community transport service would operate with higher efficiency). Another example could be a more coordinated community based transport system between various providers such as church and social clubs, which could decrease overlaps of route services by covering more areas.

Introducing a new system This includes expanding the existing community bus services by providing a new service to an area or purchasing new vehicles. Generally, the following steps should be considered: 1.

Assess the required demand and the level of service that is required.

2.

Before committing to any new service permanently, try a pilot scheme (for a certain period) to ascertain the viability and utilisation of the service.

3.

Consult with the local bus providers for potential services to the required area and/or required time.

4.

Negotiate with the local bus provider regarding running the service as a hire route or as a partially subsided route.

5.

Consider alternative methods to establish a new service, only if a local bus provider cannot see the proposed option/s are feasible.

A regular monitoring of patronage would indicate the level of success for the new service.

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Funding The NSW Dept of Transport has direct day-to-day administrative responsibility for three community transport programs.

-

Home And Community Care (HACC) Community Transport sub-program

-

NSW Community Transport Program (CTP)

-

Area Assistance Scheme – Community Transport pick-up projects (AAS)

Governmental funding could only be sought through submission of separate applications. However, every application will be assessed on its merit and fund availability.

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It is important to realise the need of community transport within the LGA and its demand by current users. Other funding avenue that could be considered by Council would be the use of Section 94 Contribution Plan for Transport and Access for new developments.

There are a number of ways that community transport services can operate. These are: Dial-A-Ride Local: provides services for people who for various reasons are unable to use public transport or who live an area where no public transport is provided. This service is limited to travel within the LGA with specific destinations.

Dial-A-Ride City: provides services for people who cannot use public transport and are required to travel to areas outside the LGA. For example, visiting a doctor or other medical centre.

Minibuses: a number of minibuses could be available throughout the LGA to provide services for various target groups. The nature of these services is similar to the existing facilities. The aim would be to expand these services while improving their usage.

Drive a car scheme: in some isolated areas where there is a low demand, the car as part of the community transport scheme can also be utilised.

It is vital to utilise community buses in the most efficient way in order to provide maximum use to the community while maintaining their viability. Therefore, rationalisation of use and resources related to community buses should be a prime concern. Some measures can easily be achieved by rescheduling and multiuse of the fleet. For example, a bus service for rural areas could be allocated for three days a week during week days, while the same bus could be used for youth transport for young people on a weekend.

COMMUNICATION STRATEGY The proposed strategy includes a number of methods: Communication Cards: special pocket-size wallets should be prepared and distributed among target groups. These wallets should be able to hold personal IDs as well as other related information (for example, identification of a disability for special care from the driver). A destination map can also be included, particularly for people with speech or language difficulties.

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Communication Leaflets: this requires the development of a series of easy-to-read leaflets for different target groups. The leaflets should highlight what services are available, where they are, how much they cost (if not free) and how to book or use them. Also educational leaflets should be provided for the community in general to educate and inform the public on the merits of using public transport.

Communication with Industry: it is important to set regular meetings with local bus operators to communicate various current issues as well as find new and alternative ways to improve certain existing bus routes.

The improvement of existing bus routes should be examined in a case-by-case scenario where different methods of improvement can be taken into consideration. For example, improvement of a school bus route can be achieved by creating a detour to local shops or by extending its hours of operation after school hours (after discussion with the NSW Ministry of Transport and the bus provider).

ID Concessions: acceptance of IDs by bus operators for concessions has been an issue of concern among travellers. Currently, a new scheme has been in place by bus operators showing the accepted IDs. This would rectify the current abnormalities.

Lobbying: there are a number of issues in regards to transport within the LGA that are legislative and should be dealt with at a governmental level.

Fare Equity: fare equity for travellers within the LGA and outside the LGA needs to be extensively debated and lobbied. The current bus reform aims to address this issue.

Taxis: appropriate discussions with taxi operators are encouraged to establish better services to remote areas. A subsidy trust fund can be allocated as an incentive for taxi operators. Further, driver training should be promoted and discussed with taxi operators, particularly with regard to aged and frail people or people with disability.

6.4 NEXT STEP It is recommended that the strategies and methods that are outlined in the previous section will be considered for further investigations.

Consideration should also be given to establish an appropriate channel of communication between Council, bus provider, MoT and other relevant bodies. Such a mechanism will lead to achieve a consultative and consensus decision making process (e.g. item 6 below).

Further, the following specific approaches need to be explored for implementation:

1.

Strategy 1: Fast Bus Routes

This strategy has briefly been discussed with Fearnes Coaches and requires further discussion among parties. The strategy aims to utilize the available shuttle buses (that are provided by pubs during after hours) during normal hours while improving travel time along main bus routes. The strategy involves the use of shuttle buses at a local level to provide a connection to main bus service at a centralised location. This measure will reduce travel time along the main bus route by 20 to 30 minutes, as they no longer need to travel within local roads.

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The potential results would be: •

a faster service for bus users to main attraction points that could also increase the level of journey to work trips by public transport

•

to provide a local service for residents to move around the neighbourhood or access their local shopping centre

•

better use of available resources

2.

Strategy 2: Smart Ticketing

A number of fare strategies could be placed as part of the bus service operations. Such measures are already have been put forward by other bus operators such as Bega Valley Buslines and could include:

74

•

An all day ticket for senior citizens: for example purchase of a ticket say at $4.00 a day would give unlimited use of public transport

•

Student Holiday Ticket: this scheme could provide unlimited bus use by students during a holiday period by purchase of one ticket only - say $25 per period.

This would save time and effort to buy ticket for each day and could encourage higher use of bus services.

•

Daily Ticket: introduction of daily ticket for day-to-day users with easy transfer between different operators and an attractive fare schedule.

3.

Strategy 3: Easy Info

Provision of information and education on available transport services is one of the main key elements of this Study. These could include: •

Provision of information on bus routes, time tables and tips for all transport services within Wagga Wagga through a central source such as website, pamphlet and audio/interactive system.

•

Implementation of bus service information at bus stops as part of the state government initiatives.

•

Continuous education on benefits of public and active transport in schools, community centres and media.

4.

Strategy 4: After Hours Bus Centre

It is understood that during after hours particularly on weekends after closure of pubs in CBD area, a shortage of taxis is experienced. To overcome this shortcoming a number of pubs within Wagga Wagga are providing shuttle bus services for their patrons. This would require an inefficient service with long travelling routes depending on various patrons’ destinations. To overcome this issue and provide a more efficient and practical service, the following comments are made for further consideration by appropriate and relevant bodies: •

allocate all shuttle buses to one centre management to coordinate bus rides

•

divide the area into different sectors

•

provide service to patrons on the basis of their destinations

•

subject to all parties agreement and could include Bus Service operators and Ministry of Transport as part of the scheme’s development.

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5.

Strategy 5: Funding Scheme

It is appreciated that the main community transport services within Wagga Wagga are provided by the Baptist Community Services while at the present Wagga Wagga Council does not offer such services. It is also understood that there is a great need for transport services particularly among elderly, frail and people with special needs (such as going to medical centres or hospitals, paying bills or shopping on weekends).

Accordingly, it is suggested that Council to investigate for a funding provision to cater for such services. This could be provided in-house or by way of subsidising the Baptist and/or Wiradjuri Community Services. Provision of this scheme could be on a time period and performance basis (say renewable every three years subject to its patronage).

6.

Strategy 6: Public Transport Committee

Public Transport schemes generally require contributions from various relevant bodies in order to achieve their main objectives. It is suggested that a committee be set up that would provide a medium for discussion of various issues and devising strategies.

The committee should include representatives from Ministry of Transport, Council, bus and taxi operators and community transport services. The committee should meet on regular basis to workout issues and achieve a consensus solution.

7.

Strategy 7: Bus Routes Review

It is anticipated that a review of bus routes (as part of a collaborative work between relevant bodies) could lead in their development of a more efficient and better service.

This review could include re-routing of certain bus services. For example moving a bus route from Baylis Street to another street such as Forsyth Street would improve its travel time (due to the nature of Baylis Street). Further, a bus interchange could also be accommodated along Forsyth Street opposite the shopping centre which is in the heart of the CBD area.

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7 Integrated Movement Plan KEY RECOMMENDATIONS Maintain Appropriate Level of Service along the Road Network •

Adopt the proposed road network strategy for the area as shown in Figure 3.1.

•

Install appropriate traffic management measures such as roundabouts or traffic signals as listed in Table 4.1 of the Implementation Plan.

•

Road widening and intersection upgrades of the local road system should be considered for the northern part of the LGA with respect to the development areas such as Estella and Cartwrights Hill.

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Create and Improve Pedestrians and Cyclists Amenity and Safety •

Implement the Pedestrian Access and Mobility Plan for Wagga Wagga as outlined in this report (Section 4.5 Implementation Plan and Table 4.1).

•

Implement the proposed Bike Plan for Wagga Wagga as outlined in this report (Section 5.4, Implementation Plan and Figure 5.1).

•

Publication of the Wagga Wagga Bikeplan area map

Encourage Higher Use of Non-Car Travel •

Establish a Public Transport Working Group or Committee. This will facilitate dialogues between Council, relevant authorities and bus operators and other public transport providers.

•

Adopt the proposed Infrastructure, Operation and Communication Strategies (in principal) as outlined in this report, Section 6.3.

•

Aim to apply the proposed specific public transport strategies as outlined in this report, Section 6.4.

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FIGURES

INTEGRATED MOVEMENT STUDY for City of Wagga Wagga // December 2008

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FIGURE 2.1a – Regional Context

FIGURE 2.1b – Urban Living Areas

Map reproduced with permission of UBD ©Universal Publishers Pty Ltd DG12/07

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FIGURE 3.1 – Functional Classification of Road Network

FIGURE 3.2 – Base Traffic Volumes – 2006

FIGURE 3.3 – Future Traffic Volumes – 2026

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FIGURE 4.1 – Pedestrian Access and Mobility Plan

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FIGURE 5.1 – City Bike Plan

FIGURE 6.1 – Existing Bus Routes

Roundabout - Good Practice

Roundabout - Undesirable Practice

Pedestrian Refuge Island - Good Practice

Pedestrian Refuge Island - Undesirable Practice

Cycleway Road Crossing - Good Practice

Cycleway Road Crossing - Undesirable Practice

Kerb Ramp and Tactile Indicators - Good Practice

Kerb Ramp and Tactile Indicators - Undesirable Practice

GOLD - Pantone 456C / C=0, M=15, Y=100, K=43 GREY - K=70

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