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Bicycle Network has campaigned for side underrun protection on trucks in Australia for more than a decade.

“We managed to get them on construction trucks used in major projects in the big cities, but the rest of the national truck fleet remained a hazard to riders everywhere, says Bicycle Network CEO Alison McCormack.

Protective railings that prevent riders falling under trucks were knocked back by federal government transport regulators for years, despite being an internationally proven safety measure and having support from major trucking organisations.

“Collisions with trucks have always been a concerning proportion of road deaths and serious injuries involving bike riders and pedestrians,” says McCormack.

“Other safety issues with trucks, especially blind spots, have appeared on the radar more recently as trucks and their often long trailers became more common on urban streets.”

The changes come into effect on 1 October, but it will take time for the new vehicles to filter through as the industry replaces older vehicles in the fleet.

The new truck safety features have been combined with changes to truck dimension standards, which will allow slightly wider Euro-standard trucks to be used unmodified in Australia.

The Safer Freight Vehicles package includes an increase to the overall width limit from 2.50 to 2.55 metres for new trucks that are fitted with a number of safety features.

These safety features include devices to reduce blind spots, electronic stability control, advanced emergency braking, a lane-departure warning system, better reflective markings, and side guards to stop pedestrians and cyclists from being caught up under the rear wheels of trucks.

Additionally, a number of safety devices and sensors will be able to be fitted to trucks without counting towards the width and length measurements.

This includes front and kerb view mirrors to better see around the front-left corner of the vehicle, external parts of camera monitor systems for improved indirect vision, blind spot sensors, and cross-view mirrors to see in front of bonneted vehicles.

This will ensure manufacturers and owners are not disadvantaged by fitting trucks with these road safety technologies.

Federal Assistant Minister for Infrastructure and Transport Carol Brown said: “This Safer Freight Vehicles package responds to direct calls from industry to increase the width limit of trucks and follows extensive public consultation and feedback.

“These changes will be a real game changer for industry, businesses and other road users, as they will save lives by adopting technology to reduce the likelihood of crashes, while also lowering freight costs and supporting better environmental outcomes.

“Our truckies play a vital role in the Australian economy and our day-to-day lives, ensuring we can access the food, medicines and other goods we need.

“Today’s announcement will mean they can carry out their work more safely and efficiently, so they and those they share the road with can get home safely at the end of each trip.”

McCormack says Bicycle Network has worked long and hard behind the scenes to see these critical changes implemented.

“Today’s adoption of safety measures will save the lives of bike riders across Australia. Including side underrun protection and blind-spot improvements in the new vehicle standards is a breakthrough.

“We are greatly appreciative of the fresh approach to vulnerable road user safety now underway at the federal level, which will bring Australia much closer to the safer heavy vehicle standards already proven internationally.

“And it’s also a win for the trucking sector which now has a better choice of safer, more efficient trucks and trailers.”

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The plans for the northern suburbs and Battery Point include suggestions to improve walking and cycling routes to common destinations such as shops and schools.

Residents and visitors to the areas were invited to nominate issues for consideration on an online map late last year.

Northern suburbs plan

In the northern suburbs, the most common topic was poor cycling conditions and the most frequent request was for protected bike lanes, followed by more kerb ramps and safer crossing points.

The plan acknowledges that the existing roads can be uncomfortable and stressful for riders and that separated cycleways are needed: “Physical separation is an essential element of any bicycle facility on busy streets that carry more than 3000 vehicles per day at speeds above 30 km/h.”

It recommends building separated cycleways on Augusta Road, New Town Road and Creek Road in the short term and Forster and Giblin streets in the longer term.

Traffic calming is recommended in the short term on Pedder, Wellwood and Haig streets to make cycling more comfortable by discouraging through traffic. This includes creating a cycling cut-through at the Giblin Street end of Pedder Street to allow people riding to continue while cars would continue to reach a dead end.

Other longer term projects are a shared path along the length of the New Town Rivulet to the Intercity Cycleway and beyond to Cornelian Bay, and a shared path to connect Lenah Valley Primary School, New Town Primary School and Hobart City High School.

Augusta Road cycleway

There are four options for a separated cycleway on Augusta and New Town roads that use the existing 15-metre road width:

• 1.5 metre wide cycleways with parked cars on both sides of the road.
• 2 metre wide cycleways on both sides of the road, with parked cars on one side of the road.
• A 2.8 metre wide bi-directional cycleway on one side of the road, with parking on both sides.
• A 3 metre wide bi-directional cycleway on one side of the road, with parking on one side.

Creek Road cycleway

Space is tighter on Creek Road but a 2.6 metre wide bi-directional cycleway with narrow separators is proposed to get students to schools safely.

Battery Point plan

The most commonly nominated issues in Battery Point were footpaths and on-street parking, but cycling conditions also attracted some comments.

The plan notes that many people riding through the area are trying to avoid heavy traffic on Sandy Bay Road, rather than starting or ending a trip in Battery Point.

On-road painted lanes on De Witt Street are recommended to help with traffic calming and provide some cycling wayfinding. Existing large street trees along this street make a separated cycleway difficult to deliver and if traffic calming measures are unsuccessful, the plan recommends the installation of traffic diversions.

Other recommendations that could improve cycling include creating slow, shared traffic conditions on Montpelier Retreat and Hampden Road, and the narrow shortcut through Knopwood and James streets.

You can fill out online surveys or email more detailed responses to both plans before 13 August via: https://yoursay.hobartcity.com.au/moving-together

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To access the Pipeline Track riders must now dismount and walk up the very steep Annie Falls section or take another steep option via McDermotts Fire Trail, which links to the Pipeline closer to Chimney Pot Hill.

The proposed shared track connection between site 9 at the reserve and the Pipeline Head Wall would have reduced inclines and allow riders to comfortably stay on their bikes.

The new route would also be a link to the proposed Halls Saddle visitors hub in Ridgeway. The Halls Saddle hub aims to disperse riders, walkers and tourists across more of Wellington Park and surrounding reserves to ease pressure on The Springs and kunanyi/Mt Wellington Pinnacle.

News of the proposed track connection was in the draft Waterworks Reserve Master Plan, which has been released for public comment.

As well as the Pipeline connection, the plan proposes new shared use trails around the reservoirs:

• Investigation into a short shared use trail linking Waterworks Road to Romily Street.
• An entry-level or beginners shared use trail around the Upper Reservoir.
• A shared use trail alongside the access road from the reserve’s entrance to site 9.
• A shared use trail linking to the Ridgeway Road carpark.

A bicycle wash-down station is also recommended (but no location is listed), as is a reduced vehicle speed limit of 20km/h.

Hobart Councillor Ryan Posselt expressed concern on Facebook and at the 24 April council meeting about converting the walking tracks on the Huon Road side of the reservoirs to shared use.

He has suggested keeping those as walking only or making them shared use for parents and young children so that fast riders don’t use them.

To read the masterplan and see the maps for planned routes, visit the Hobart YourSay website: https://yoursay.hobartcity.com.au/waterworks-reserve

Comments must be made before 9 July.

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Frustration at the lack of recreational or transport paths for cycling prompted local resident and keen rider Lee Belbin to get the Southern Beaches Mobility Group up and running.

The group has set itself up on Facebook and has agreed on a vision statement to guide its activities.

Lee has already met with Sorell Council staff to outline the desire for a safe connection between Dodges Ferry and Carlton through Lewisham and on to Sorell.

“This doesn’t have to be via the current roads, we’d like the council to investigate alternative routes using public land and talking to private land owners,” Lee said.

One of the first steps towards this goal is the creation of quiet routes to the local Dodges Ferry Primary School and encouragement of families to support their children riding to school.

“I spoke recently to John Chapman, who runs the Okines Bike Shed, and he’s also frustrated that few of the children who are getting his revamped bikes are riding them to school,” Lee said.

“We want to work with the school to encourage parents to support students riding to school safely.

“The current crossings over Carlton Beach and Old Forcett roads have poor sightlines and the refuges in the middle of the road are not wide enough to safely hold a bicycle.

“We’d like to see improved crossings and signs showing the children the best way to get to school.”

Bicycle Network has offered to take its Ride2School program to Dodges Ferry to provide riding skills workshops for students and work with the community to develop an active map which shows the preferred routes to school.

The Ride2School program is free to primary schools across the state thanks to a grant from the Road Safety Advisory Council.

The Mobility Group wants the Sorell Council to establish an advisory committee of residents and elected members to develop a bicycle plan to help guide its decision making.

It has also developed a vision statement for the kind of transport future it wants, which includes creating shared paths, zero road crashes, public transport that works with bicycles and scooters, and connected paths across the region that become a tourism attractor.

To get involved, apply to join the group on Facebook at https://www.facebook.com/groups/southernbeachesmobility 

Main image: Gary Houston

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For the next 12 months the southbound bike lane on Epping Road will be closed between Craigieburn Road East and Memorial Avenue while new lanes are provided, and intersections upgraded.

A signed detour will be in place during this time which will take bikes from Craigieburn Road East along the Findon Creek and Darebin Creek Trail to McDonalds Road.

Sections of new off-road shared path and new on road bikes lanes will be provided as part of the project.

From early 2024, riders will benefit from new on-road bike lanes from Memorial Avenue to Lyndarum Drive, and a new shared walking and cycling path from Lyndarum Drive to Craigieburn Road East.

These new bike facilities will create better connections to local schools, shopping centres and other services.

The road upgrade will improve traffic flow and travel times by adding extra lanes and upgrading key intersections. It’ll also lower the risk and severity of crashes by adding safety barriers.

Five existing intersections in the area at Craigieburn Road East, De Rossi Boulevard, Baltrum Drive, Harvest Home Road and Lyndarum Drive will be upgraded and new pedestrian traffic lights at Taggerty Grove from Lyndarum Drive to Craigieburn Road East.

The northbound lane upgrades will be undertaken in 2024 and 2025.

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The Snow Valleys Council is laying the groundwork for an expanding network of bike and hiking trails aimed at bringing a significant tourism and economic boost to the region.

Wedged between the Snowy Mountains to the east and the plains to the west, the council area already encompasses many walks and trails that wind through the region, leading visitors to food and wine destinations, towering waterfalls and natural swimming holes.

And for those after a rush of adrenaline, hundreds of kilometres of mountain bike trails allow thrill-seekers to duck and weave through native and plantation forest.

Now the Snowy Valleys Council is looking to bolster these trails and make them a pillar of its recovery from the 2019-2020 bushfires, with $270,000 from the Bushfire Community Recovery and Resilience Fund to help these efforts along and develop a master plan. 

The Regional Tracks and Trails Master Plan – now in draft – will serve as a long-term blueprint for the development of tracks and trails across the Snowy Valleys Region over the coming decade and beyond.

The council conducted online surveys and community workshops throughout 2022 as part of a public consultation process, with participants invited to offer feedback on potential improvements to existing trails, and put forward ideas for new ones.

This published drafts identified five priority trails with the potential to make the region a world-class trail destination.

Among these priority projects is a proposed trail along 32 km of disused railway between the towns of Batlow and Tumut, with Stage 1 running from Batlow to Wybalena. This rail trail would consist of crushed gravel and is billed as a potential food and wine tourism experience, while it is expected that the population of Batlow would also make use of it for fitness and recreation.

Credit: Matt Beaver for Visit Snowy Valleys

Another priority project earmarked in the draft is the Gudja Gudja Mura Trail, a crushed gravel walk and cycle trail that would connect Murray’s Crossing with the existing Tumbarumba to Rosewood Rail Trail. A historic travelling stock route of profound significance to First Nations people, the project could include recognition of cultural highlights such as scar and message trees, and would help preserve the history of the area.

Credit: Matt Beaver for Visit Snowy Valleys

Other priority projects include a walking and cycling path linking Tumbarumba to the 426-km long Hume and Hovell Track, upgrades to the existing Tumut River Walk and establishment of a scenic Waterfall Drive Trail connecting popular waterfalls in the region. 

The master plan draft puts the construction costs of the four trails at $7.8M, while the conceptual Waterfall Drive Trail is seen as a promotional activity with minimal costs.

Construction of these trails could be completed in two years, and from there the upside may be substantial according to the cost-benefit analysis outlined in the draft: Each trail would bring in between $2.5 and $5.8 million in tourism and health benefits up until 2041.

The cumulative benefits, through excursions for student education, for example, could be much greater. 

Described as an aspirational plan of what the region’s tracks and trails might one day look like, the document offers a vision for improved linking between towns and villages throughout the Snowy Valleys region.

Doing so could improve connectivity and offer healthy ways to explore the area that preserve the natural environment, while delivering considerable economic benefits.

There are no funds allocated for building or maintenance of the tracks as yet. Staff are currently reviewing feedback from community on the draft as they prepare a report for the council’s consideration.

Lead image courtesy of Matt Beaver for Visit Snowy Valleys

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Kingborough Council has opened the full section of new shared pathway along Whitewater Creek and underpass at Huon Road, providing a comfortable and attractive daytime link around the Kingston town centre to Huntingfield.

The route is an alternative to riding on the narrow shoulders on Channel Highway between Kingston and Huntingfield, providing a 3 metre wide concrete path between Huon and Summerleas roads and then good quality gravel path to Spring Farm Road.

Spring Farm Road has a shared path on the bridge over the Southern Outlet and delivers you at the roundabout crossing in front of Bunnings onto the shared path that runs along the Highway then down Huntingfield Avenue to businesses, schools and housing.

The path hugs the Whitewater creek and areas of bushland to create a winding, picturesque route that is extremely pleasant to ride along.

Late last year the state government announced funding for an underpass at Summerleas Road which will eliminate the only road crossing left on the route.

While most of the work on the path has finished, there is still a small section of gravel path at the Whitewater Crescent Bridge that will be sealed in the coming weeks.

And at the Huon Road end, the construction crew compound is still blocking the new path and the gravel road entrance off the Channel Highway just before Huon Road. They are going to extend the path further down the gravel road to meet up with the gravel path through the wetlands which takes you to Cottage Road and that work should be finished next month. Ideally, the path would then be extended through to Channel Highway so road bikes can access the path, which could happen next financial year.

Planning ahead

Kingborough Council has committed to a capital works plan for the next 5 years that will see further investment in improving this route, along with other spending on planning and construction of paths across its area.

The Summerleas Road underpass will be built for an estimated $837,000, with funding committed this financial year and construction to begin later in 2023 or early 2024, and a $350,000 link between Spring Farm and the sports precinct is scheduled for next financial year.

Other infrastructure spending in the 5-year plan that could help more people to ride includes:

• Sirius Drive to the Park and Ride shared path on Huntingfield Avenue $100,000 in 24–25. This would link the new Huntingfield estate and current housing on the western side to the new Park and Ride, which has a bike parking shed available.
• Firthside to Summerleas Road shared path $40,000 in 23–24. Plans for this have not been released but will probably utilise existing right of ways that have no paths or directional signage.
• Channel Hwy Taroona shoulder improvements $200,000 in 23–24.
• Taroona bike lane design $30,000 in 22–23 and implementation in 23–24 to improve the width and grade of bike lanes where possible in tandem with the shoulder improvements. It would also remove car parking over the bike lanes. 
• Roslyn Avenue bike lane and footpath $30,000 in 22–23 for design and $250,000 in 24–25 for construction.
• Algona Roadd shared path feasibility study $40,000 in 24–25 to explore the planning and cost of a shared path linking Blackmans Bay to Huntingfield.
• Huntingfield to Kingston CBD cycleway design $30,000 in 25–26 along the Channel Highway to provide a short, separated link that commuters could use all year round that would be lit and feel safer than a creek path with limited exits. 
• Kingston CBD to Kingston Beach shared path study $30,000 in 26–27 that could potentially utilise the edge of the golf course to allow people to ride to the beach off road.

Kingborough Council approved its 2021–30 bike plan early last year which maps out the projects it will be progressing to create a connected all ages and abilities network.

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King Street has long been an important thoroughfare for commuters heading into the CBD from Sydney’s west, with thousands traveling the route each day. But gaps in the separated cycleway have left riders to mingle wiith cars, buses and other vehicles as they move through these busy city blocks.

Billed as a missing link in the city’s bike riding network, the bidirectional King Street cycleway will run along three blocks to connect the Pitt Street cycleway with bike routes to the east and south, providing riders with a safer route into the CBD.

Investigation works are slated to begin in late February. In the meantime, the NSW Government is inviting the community to share their thoughts on the proposed design of the King Street cycleway, with the consultation period opening today and closing at 5 pm on Monday 6 February. You can have your say here. 

Meanwhile, progress is being made on another troublesome spot in Sydney’s bike network, with the state government sharing new designs for the Oxford Street East cycleway. 

This bidirectional, separate bike lane would run along the southern side of the busy Oxford Street between Paddington Gates and Taylor Square, again, connecting with other bike paths to bolster the active transport network across the city.

“These crucial connections are the final missing links in major bike routes linking to the city,” Minister for Active Transport Rob Stokes said in a statement. “The King Street cycleway will connect riders from the Anzac and Sydney Harbour Bridge, while Oxford Street East will connect riders from Bondi and beyond.”

The proposed design for the Oxford Street East cycleway involves the reduction of traffic lanes from four to two, while retaining two bus lanes and kerbside parking. Once completed, it would connect with the Centennial Park cycleway, and the Oxford Street West cycleway, where construction is due to begin after the World Pride Festival. 

The Oxford Street East cycleway remains in the planning stage, with the state government today releasing its high-level strategic design. An interactive map of the proposed cycleway can be viewed here, where the community is also invited to provide feedback from today up until 28 February. Planning work is expected to be completed this year.

City of Sydney Lord Mayor Clover Moore is supportive of a design revamp for the cycleways. 

“King Street and Oxford Street are integral links in our cycleway network. There are more riders on these routes than anywhere in the city but there are also more crashes, so it’s important we improve the infrastructure to ensure anyone who chooses to ride can do so safely.”

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A feasibility study into a route was jointly commissioned by the Tasmanian Government and Kingborough Council following the recommendation of the Channel Highway corridor study in 2020.

The feasibility study looked at several options for where a path could be built but has only offered one route for public comment. This is because it’s around half the price of other options due to land acquisition and engineering works that would have been required in other routes investigated. The other routes are briefly described on the interactive map.

While this is a great first step towards a continuous path it’s not the end of the conversation.

What’s being proposed is a compromise route that satisfies the desire for an enjoyable recreational ride but not the needs of people riding for transport. More work needs to be done to get a route in place that will help people living in the burgeoning Channel region choose active transport to access work, education, shops and services locally, and in Kingston.

You can comment on the route by sending an email to the consultants at MargateSharedPathway@stategrowth.tas.gov.au, or if you don’t want to go into detail you can rate elements of the route on the online map with either a like or dislike. https://stategrowthtas.mysocialpinpoint.com/mhsp/map#/

What’s being proposed?

A 2.5–3 m wide gravel path with some concrete and asphalt sections that extends the current Snug–Margate path to the Huntingfield Park and Ride. 

1. Through Margate

The first step is to get from the end of the current path, which finishes at the Channel Museum on Channel Highway, through Margate. The study chooses a long loop through the suburb’s residential streets. This is not good news if you are passing through Margate but if you live there it means it may be easier to get on and off the path. It would mean existing footpaths would be widened to 2.5–3 metres on one side of the street.

A more direct alternative could be to remove parking on one side of Channel Highway and widen the footpath to a shared path. This would be a more direct route for people riding through the area and would provide direct access to shops and the school, reducing the need to drive to the area. It would still involve a crossing of the highway.

2. Margate to Howden

The route emerges back on the Channel Highway opposite Brookfield where riders will have to cross the highway to travel down the eastern side of the Highway to Howden Road where they’ll have to cross back over the highway to travel along the edge of the golf course to the start of the Coffee Creek Trail.

The first crossing of the Channel Highway opposite Brookfield would be at road level with a refuge in the middle of the road, so not ideal for children or unconfident riders using the path. The second crossing would be a cycling and pedestrian bridge, which is the preferred option for an All Ages and Abilities path. Keeping the path on one side of the highway could be a better option to reduce the need for any crossings but would be more expensive to build.

3. Howden to Huntingfield

The final leg of the route follows the current Coffee Creek Trail along the edge of the Peter Murrell Reserve, branching off at Patriarch Drive to get to the Park and Ride with another route continuing on to the underpass under Algona Road.

This is a nice part of the world for a daytime recreational ride and many people already ride down the fire trails here where the path is listed to go. However, it poses challenges for people riding for transport as it is not lit and probably wouldn’t be because of the disruption to the reserve’s natural values and would also not be sealed excluding some bikes.

An alternative would be to keep going up Channel Highway, instead of taking Howden Road, along the edge of the front of the golf course then link in to the new Huntingfield subdivision. The subdivision has a network of 3 m wide shared paths that will connect to the existing shared path on Huntingfield Avenue to the Park and Ride. This would be more direct and could be sealed and lit the whole way.

This is a feasibility study rather than the final design, and the website says they are looking for any community concerns with what’s been proposed. The path is also completely unfunded – the government and council would need a proposal with good community backing before they began to talk about funding.

Send your comments on where the path should go to be useful for all bike riders before Wednesday 9 November to MargateSharedPathway@stategrowth.tas.gov.au.

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