BRIEF DELIVERED TO THE AUDITOR GENERAL

SYDNEY HARBOUR BRIDGE CYCLEWAY ACCESS PROGRAM – NORTH BRIEF FOR THE NSW AUDITOR-GENERAL

Issue 1. Key Objectives

1. The TfNSW “Cycleway Design Toolbox – Designing for cycling and micromobility (December 2020 Version 0.1)” produced by Aurecon and Spackman, Mossop and Michaels, which states the cycleway design principles; and
2. The “Sydney Harbour Bridge Northern Cycleway Access Urban Design & Heritage Framework” prepared by Cox Architecture which provides the

• the safety and capacity of the cycleway;
• enhance connections to the wider bike network; and
• make bike riding convenient and attractive for more

• Safety should be paramount, but the potential for conflict between cyclists, pedestrians and motorists

• The ramp deposits cyclists in congested Milsons Point and does not connect to the North or North- Eastern integrated bike
• The Cox Architecture Report identifies growth in cyclists numbers as most likely to emerge from the “Occasional Cyclist” segment whose behavioural characteristics include – “less willing to negotiate route complexities and prefer an easier route which avoid steep hills and descents, stairs and busy roads;” The Lower North Shore comprises many steep hills and narrow busy roads. Hence providing the proposed linear ramp does not increase either the convenience or the attraction of this route for this group of

Issue 2. Misrepresentation of data

Issue 3. Cost

1. prepare a robust preliminary business case adequately justifying the project and analysing the costs and benefits of any unusually tight deadline, and
2. arrange a Gateway review of the preliminary business case and address issues arising from the review assuring business cases are ”

Issue 4. The Community and Residents’ Voice

ANALYSIS AND DISCUSSION:

Issue 1: Key objectives of the Sydney Harbour Bridge Cycleway Access Program.

• respect heritage,
• employ innovative urban design and improved amenity,
• improve safe access and connectivity.

1.1 Fails to improve access to the Sydney Harbour Bridge Cycleway

1. Cyclists joining the North bike network (Pacific Highway):
   • To cross the dangerous Lavender St roundabout to enter Middlemiss Street and cyclists will need to dismount twice to cross Alfred St South and Lavender Street;
   • To transit sub-optimal cycling conditions in Middlemiss Street; and
   • To ride uphill on the dangerous Pacific
2. Cyclists joining the North-Eastern bike network (Broughton St and Clark St):
   • the proposed linear ramp would deposit cyclists on the Western side of Bradfield Highway (in Bradfield Park North), with no convenient route to the Eastern side other than to backtrack and cycle through the Milsons Point train station or Burton Street

Without consideration of solutions to all planning constraints, the proposed ramp will not only fail to provide a discrete useful stage for the North Shore Cycleway but will lock in these failings forever.

1.2.    Fails to improve safety for cyclists, pedestrians and motorists

• The narrow Sydney Harbour Bridge cycleway: The SHB cycleway is 2.4m wide, (whereas the minimum considered safe for relatively short two-way cycle paths with a railing on either side is 3m), and about 2 km in length, straight and enclosed on both sides. It can be reasonably surmised that experienced cyclists ride across it at speeds of around 25 kph. It is indefensible that TfNSW is planning to direct baby trailers, older, inexperienced and less fit cyclists to this environment Adding a wider linear ramp at the northern end does not in any way overcome the constraints and perils of the current SHB
• Depositing northbound cyclists on the wrong side of Alfred Street: TfNSW propose a bike crossing opposite 110 Alfred St, conflicting with merging traffic from the SHB and Lavender Street, thus putting both cyclists and motorists at risk. This same section is also heavily used by pedestrians connecting with points north and west, as well as the SHB and Milsons Point Station. The safety of both pedestrians and cyclists will thus also be put at severe
• The Lavender Street roundabout: TfNSW propose cyclists proceed north on the western side of Alfred Street (crossing the garage entrance of an apartment block), adjacent to a well-used bus stop, and go on to the crossing on Lavender Street to get to Middlemiss Street. This is unrealistic. Cyclists habitually choose the shortest route. It is unlikely that experienced cyclists will accept the need to dismount twice. It is more likely they will continue north on the eastern side of Alfred Street and cross the roundabout by illegally crossing the Lane 1 exit from the SHB and then exiting the roundabout to Pacific Highway. This creates a safety hazard for both motorists and cyclists and potentially backs up traffic on the Harbour
• Depositing south and eastbound cyclists north of Burton Street. South or east bound cyclists must back track to Burton St or (worse) the Milsons Point Station pedestrian tunnel bringing them directly into conflict with the heavy pedestrian traffic at the rail station (some 8,000 rail users a day) and heavily used adjacent bus stop servicing the Milsons Point
• The congested environment: The linear ramp deposits cyclists into a congested environment with associated safety hazards for motorists, cyclists and pedestrians. Milsons Point and Kirribilli combined have over 9,000 residents. In addition to the 8,000 daily rail commuters, Milsons Point accommodates a large number of bus commuters (6 bus lines, 16 bus routes and dedicated school buses), and substantial pedestrian traffic, especially from nearby schools (~2,250 students). Planning to increase the number of cyclists in this already congested environment is

1.3.   Fails to support future growth in cyclists travelling between the Sydney CBD and the Lower North Shore

• TfNSW’s own data indicate that the number of cyclists travelling between Sydney CBD and the North Shore has been declining since 2014, despite the decade old data being regurgitated at every new discussion of the “55 steps replacement”. Moreover, in the post COVID era, even fewer commuting workers may well accelerate this trend.
• The ramp does not connect to the North and North-Eastern bike
• The Lower North Shore comprises many steep hills and narrow busy roads. The Cox Architecture Report says that growth in cyclists is most likely to emerge from the “Occasional Cyclist” segment whose preference for easier routes makes them unlikely to enjoy the Lower North Shore topography with its congested roads. Furthermore, providing a 3m wide ramp does not overcome the limitation of the SHB cycleway width of 2.4m, and will not allow for riders of all capabilities to experience the Sydney Harbour

1.4.  Fails to provide a cycleway facility that fits in sensitively with the context of the location including the potential visibility of the structure.

• result in a net loss of publicly accessible green spaces;
• adversely impact the existing amenity for residents, workers and visitors;
• increase visual and physical clutter;
• detract from the natural landscape;
• detract from the streetscape;
• detract from economic investment in the area;
• reduce the functionality of Bradfield Park north for recreation;
• increase urban heat; and
• deliver no community

1.5.  Fails to provide a cycleway facility that sensitively fits in with the heritage values of the area.

• detract from the cultural heritage values of the Sydney Harbour Bridge;
• impede views of the Sydney Harbour Bridge; and
• detract from the natural heritage of the locality, including European heritage associated with National and State Heritage listed Sydney Harbour Bridge, Milsons Point Railway Station and locally listed Bradfield

Issue 2.   Misrepresentation in TfNSW Data.

• increased from 2007 to 2013 (peaking at 1932 cycle trips per day), but
• has fallen steadily since 2014 (to 1,484 cycle trips per day in 2019), a decline of 23%¹¹.

Issue 3. Cost of the proposed linear ramp.

TfNSW have not published a Cost Benefit Analysis (CBA) nor a Business Case for this project. These are requirements under NSW Government policy¹⁴.

We request that TfNSW engage in genuine and meaningful discussion with the North Sydney Council, local community & business groups and other interested parties including cyclists' represent actives, to agree on a sustainable solution that will effectively achieve the connection of the Harbour Bridge cycleway to the North and North-Eastern bike networks, which will deliver cyclists the infrastructure deserved.

Chair, Lavender Bay Precinct