Action for Public Transport (N.S.W.) Inc.

Introduction

This submission relates to the draft plan presented at https://www.cityofsydney.nsw.gov.au/policy-planning-changes/your-feedback-walking-strategy-action-plan#strategy.

We would be pleased to appear at hearings if desired.

Discussion

Using public transport invariably involves some walking at each end of the trip. Especially in the CBD, where residents are outnumbered by visitors, the majority of walkers will have ridden on public transport to get there. We submit that walkers and public transport users are typically the same people and their needs should be considered together. However people who drive to the CBD are also likely to walk for part of their journey and their needs will be the same for this part of their visits.

Walkability: The strategy does well to categorise “walkability” as going in a hierarchy of needs – walking as possible / safe / comfortable / fun. It is clear to any user of the city that this quality varies from street to street. People will take their feet, and their business, to those streets and places which are safe and enjoyable. Any strategy must aim to expand these qualities to as much of the city as possible.

Relative walkability: We point out that some people are unable to walk long distances quickly. An increasing number of walkers are ageing; some baby boomers will turn 78 this year. Clearly, walking routes should not be needlessly long. Examples of over-long routes are walking connections between Central Station and Railway Square although the City has limited jurisdiction there. The draft strategy mentions crossing Botany Road and King St Newtown as other examples.

Hot spots: Newtown Station (corner King St / Enmore Rd), the corner Broadway / City Rd, and Whitlam Square are all examples of focal points of many foot journeys which are also major road junctions. Consequently they are unattractive places for pedestrians, for both environment and waiting time. They should be considered for whatever works can improve conditions including grade separation (bridge or tunnel) for pedestrians. Obviously the feasibility of this would be affected by ground contours and opportunities like multi-level shopping centres. Linking Broadway shopping centre with Victoria Park and Chippendale, for example, would increase use and enjoyment of each place.

Parks: Similarly further linkage of parks over and under streets should be considered – e.g. between the parts of Hyde Park over Park St, and on to the Domain over St James Rd. This would combine parks into an enjoyable network.

CBD grid: While the north-south streets of the CBD are overall improving in walkability, major east-west streets are still impediments with heavy traffic and long light waits – Goulburn, Bathurst, Market, King streets etc.

Unnecessary vehicles: The cross-city tunnel is clearly under-utilised and east-west traffic should be diverted to it, whether by toll adjustment or some other mechanism, which would benefit pedestrians in the CBD.

Bus stops: Sight lines around bus stops need to be clear so that:

• Everyone can see that it's a bus stop
• All bus drivers can see who's waiting for their bus.
• Intending passengers can clearly see the destination of buses in time to signal the driver to stop.

Encroachment on footpath space by restaurants and cafes: while dining on the street can increase amenity of a specific place, it may also impede pedestrian movement. Council should ensure that rents for use of these spaces give a fair return, including potential to increase capacity by other works (e.g. road narrowing) where possible.

Traffic lights remain an annoying delay in most foot journeys. We support the Strategy’s aim of prioritising pedestrian crossings as set out on p.34. Lights have worsened conditions for pedestrians over many years. A specific change, made as far back as the 1970s, which needs reversing is the lack of response to a pedestrian request, until the next cycle. Frequently a walk signal could be given straight away in response to a button press, in agreement with green light for vehicles in that direction, but instead the pedestrian must wait a whole cycle.

Small wheeled vehicles: – a very broad class including prams, scooters, skateboards, bicycles and mobility scooters, usually powered, – have effectively become a third mode of transport in city streets. They are not going to go away; they conflict with pedestrian uses and with motor vehicles. Planning may have to recognise the need for further separate rights-of-way for them, using the present limited space on most streets.

Safety: People walking on footpaths are at risk from small wheeled vehicles. For a recent example, see https://www.smh.com.au/national/nsw/a-three-year-old-boy-was-hit-by-a-teenager-on-a-fat-bike-his-mum-says-he-s-lucky-to-be-alive-20240402-p5fgsm.html.

Many small vehicles seen in walking areas do not comply with NSW regulations. Many others have been illegally modified and now do not comply with NSW regulations. The law is flouted, especially speed limits. The strategy's discussion of possible regulatory changes is welcome but observance of the present rules is low. Perhaps it is time for some effective enforcement.

Transport for NSW publishes a Walking Space Guide Summary. Surprisingly, the guide does not provide for or even mention bicycles/scooters/etc in walking spaces, despite the obvious risk they present.

Vehicle speeds: We support an overall reduction in speed limits (Action 3, p.34), which has the potential to in fact increase vehicle capacity.

Recommendations

We endorse the overall aims of the Strategy, with specific recommendations as set out above.