Macarthur Bicycle Users Group / Macarthur Bushwalkers
Advocacy: Lack of bicycle safety on Campbelltown roads
Link to: Advocacy, bicycle safe roads, Macarthur,Cambelltown Council
Link to: Advocacy, driver attitudes, motorist intimidation, cyclist abuse

An evaluation of one of Campbelltown Councils advertiseds cycleways from the cyclists perspective

 Route: The Parkway - St Johns Rd - The Parkway - Appin Rd - Dumaresq St - Hurley St - Campbelltown Stn
One of Macarthur Bicycle Users Group aims is to lobby for safer bike riding facilities in the Campbelltown / Macarthur region of NSW. This however is proving to be immensely difficult when dealing with a council that chooses to ignore correspondence and is evasive. Our belief that the St Johns Rd / The Parkway cycleway design has created many safety issues rather than address them. We set out to test it from the cyclists point of view. The results are published below with comments and photographs to support those comments. The cycleway is promoted by both RTA and Campbelltown Council.

Generally we found that the cyclist is forced into the traffic at every intersection greatly reducing bike safety. Interesting to note that statistically the bulk of the cyclist / car collisions are caused by cars colliding with bikes as the car approaches the cyclist from the cyclists rear. It appears that the driver does not see the cyclist because of a number of reasons including mobile phone use by the car driver, the sun in the drivers eyes, alcohol etc. All very good reasons to keep the cyclist out of the lane used by the motorist. Incidentally the more cyclists using our roads, the more aware drivers become. Drivers adjust their driving habits to suit, thus taking more care and are more likely to develop a bike awareness.

The intersections depicted on this Web Page are typical of many intersections in the Campbelltown / Macarthur area. Glen Alpine and some of the newer suburbs are an exception.
Many of the intersections have footpaths adjacent to them. The crossing outside Bradbury school illustrated (Photographs 11 & 12) on this page has a concrete pathway running parralel to it which is little used by pedestrians. With a little imagination and a few signs pathways like these could be converted into a shared cyclist / pedestrian priority pathways catering for the less experienced bike riders.

Federal sign

A telephone conversation this morning with an RTA Cycling & Pedestrian Unit employee revealed that the cycleways along St Johns Rd, The Parkway, Lindsay St, Briar Rd, Waminda Ave, O'Sullivan Rd and Dobell Rd are not cycleways at all but are in fact "Traffic Management Plans" implemented by Campbelltown Council many years ago. He stated that "they are now obsolete!".

The same RTA employee informed me that most years since 1990 "Campbelltown Council has received between $50,000 and $100,000 per year in bicycle funding". When I pressed him for the years that the council hadn't received funding he didn't know of any.
Campbelltown Council would have received a minimum of $750,000 over the last 15 years.

To my knowledge there has been no safety related cycling development on the eastern side of Blaxland Rd for many years. Certainly not since the now obsolete traffic management plan was implemented. The "RTA Sutherland and Campbelltown" map (Your guide to cycling in Sydney's south and south west) found on the RTA Web Site doesn't seem to indicate much development either. Most bicycle development projects on the map appear to be in the Camden / Narellan area.

The St Johns Rd / The Parkway route was chosen simply because it is close at hand and convenient. During a telephone conversation with Mr Dick Webb (Campbelltown Council)in Oct/Nov 2006, I was told that it was a cycleway and he used it as an example of a Campbelltown cycleway initiative, and proof of Campbelltowns bicycle awareness See MacBUG Advocacy. The RTA maps indicate these same roads are cycleways but we cyclists know that they aren't correctly marked.

We definitely need bicycle safe transport routes for riders east of Blaxland Rd, there are none at this point with the exception of those found in parks.

The route chosen is used by cyclists to visit TAFE, Macarthur Square, Campbelltown CBD, Campbelltown Station and Macarthur Station. It is often used by myself to visit those same locations. The route is the most direct and logical route to use for the CBD, especially after being promoted as a cycleway.

The photographs on this page show lack of signage and signs difficult to read even when standing in front of the them. Lane marking is poor which can lead to a confusing situation for the motorist. Cycle lanes direct the cyclist into a single lane shared by traffic at roundabouts. In addition, the photographs show poor lane maintenance and demonstrate the complete lack of understanding of cycling issues by Council.

Please note: There is a manual called NSW Bicycle Guidelines published in Nov 2003 to help councils develop safe cycling practices.

I am led to believe by Mr Dick Webb that Appin Rd is the responsibility of the RTA and not Campbelltown Council. Whether this applies to the full length of Appin Rd from M5 to Appin is not clear at this point.

Start: junction of The Parkway and St Johns Rd adjacent to the garage.

Photograph 1
Photograph 2
Photograph 3
Photograph 1 shows the new roadworks leading up the hill to the Appin Rd / St Johns Rd intersection. Doesn't cater for bikes at all, the St Johns Rd cycleway ceases several hundered metres back at the roundabout on the junction of The Parkway / St Johns Road?
Photograph 2 shows a two lane system with parked cars.
Photograph 3 illustrates how the cycleway ceases prior to a roundabout and starts again after the roundabout? Note the road becomes a single lane entering the roundabout causing motor vehicles and bikes to merge.

Photograph 4
Photograph 5
Photograph 6
Photograph 4, Photograph 5, Photograph 6 shows the entry and exit for the same roundabout illustrating how the cycleway ceases prior to the roundabout and starts again after the roundabout. Note the road becomes a single lane entering the roundabout causing motor vehicles and bikes to merge.

Photograph 7
Photograph 8
Photograph 9
The route follows The Parkway in the direction of the CBD to the Ardsley Lane roundabout junction with The Parkway.
Photograph 7 once again clearly shows the cycleway merging with the main traffic lane vectoring the cyclist back into the traffic.
Photograph 8 is of the single lane entry to the roundabout.
Photograph 9 depicts damage to the cycleway surface opposite Bradbury school. Rough road surfaces create vibration at the handlebars causing pins and needles or numbness in the hands and wrists.

Photograph 10
Photograph 11> 		>
Photograph 12
Photographs 10 & 11 are of the section of cycleway in front of Bradbury school.
Photograph 12 is the exit from the Bradbury shopping centre.

Photograph 13
Photograph 14
Photograph 15
Photographs 13 & 14 are of the roundabout at the junction of The Parkway and Campbellfield.
Photograph 15 is the section of cycleway to Campbelltown swimming pool. Note the bicycle sign in blue, one of only two bicycle signs I found on the whole journey. Note the cars parked in the cycleway opposite the pool (centre of photograph). Is it a cycleway or isn't it?

Photograph 16
Photograph 17
Photograph 18>
Photographs 16 & 17 show cars parked in The Parkway cycleway where the road narrows on the bend adjacent to the swimming pool. There is a large off road car park adjacent to the pool.
Photograph 18 is the section of road prior to the junction with Appin Rd, note the blue / white end of cycleway sign at the "T" junction. I didn't see a start of cycleway sign.

Photograph 19
Photograph 20
Photograph 21
Photographs 19 The Parkway now divides into right, centre and left lanes at Appin Rd. Bus stop located in an unfortunate position where road users are preparing to turn left.
Photograph 20 show cars approaching the left turn lane onto The Parkway from Appin Rd. There is no indicator that there is a cycle lane on the right Photograph 35 which ends at the traffic lights and then continues 75 metres from the traffic lights along The Parkway. There is a zebra crossing at this point which pedestrians often stand waiting for drivers to give way, many do not. This also applies to the zebra crossing in Photograph 22.
Photograph 21 is the section of Appin road adjacent to the Art Gallery. Cars travelling along the route depicted in many of these photographs are travelling at high speed although it is a 60kph zone.

Photograph 22>
Photograph 23
Photograph 24
Photographs 22 the left turn from Appin Rd takes us across the Zebra crossing onto Camden Rd. Here the narrow shoulder disappears at a point where two lanes converge.
Photograph 23 The same area as the previous photograph showing the shoulder widening as the lanes have converged into one prior to the roundabout at the end of Queen St.
Photograph 24 shows the road from the opposite direction leaving the roundabout and approaching Appin Rd. Here the single lane divides, one lane heading left and the other straight on to the traffic lights on Appin Rd.

Photograph 25 		>
Photograph 26
Photograph 27
Photographs 25 was taken from the same position occupied by the driver of the white car which is reversing out of the parking bay. When parked the drivers visibility was so restricted by the car alongside she is relying on sheer luck to safely exit the bay without a collision.
Photograph 26 & Photograph 27 illustrate the width of Queen St, cyclists need to see drivers in stationery vehicles to determine if they are going to move, open a door etc. Likewise drivers need to see cyclists for safety reason like opening doors. They also need to see other cars. This must be the worst parking situation possible and the least cycle safe.

Photograph 28
Photograph 29
Photograph 30
Photographs 28 & Photograph 29 show Dumaresq St either side of Queen St.
Photograph 28 also shows that trees have been planted at the side of the road.
Photograph 30 illustrate the narrow lane width at the junction with Hurley St. There has been no attempt at all to improve bicycle access to the station.

Photograph 31
Photograph 32
Photograph 33
Photographs 31 is a close up of the Dumaresq St and Hurley St junction.
Photograph 32 the same junction taken from the pedestrian island on Hurley St.
Photograph 33 Hurley St from the railway side of the road looking toward the station. Hurley St has cast iron drains along the kerb which force the cyclist to ride around them and into the traffic. The speed limit is 60km/hour but the traffic flow is large at times and the cyclist needs to be very wary.

The Return Journey

We have reached Hurley St and now reverse our journey. Much of the lane marking has been covered. There are still a small number intersections to discuss so lets start our journey. The first view is the intersection of Dumaresq St and Hurley St from the railway side of Hurley St.

Photograph 34
Photograph 35
Photograph 36
Photograph 34 shows the section of road in front of the Dumaresq St cinema. No cycle lane or safety signs along this stretch of road.
Photograph 35 the junction of The Parkway with Appin Rd, note the bicycle sign. Note the end of the cycle lane in the foreground. The bicycle lane then starts approx 50 metres along The Parkway. There is no signage to warn drivers turning left onto the Parkway from Appin Rd
Photograph 36 left turn lane off The Parkway merging into Appin Rd.

Photograph 37
Photograph 38
Photograph 39
Photograph 37 shows the somewhat disjointed cycleway after the swimming pool on The Parkway "Now You See Me Now You Don't".
Photograph 38 relatively new Campbelltown Council responsibility sign.
Photograph 39 cycle lane disappears at The Parkway / Campbellfield intersection.

Photograph 40
Photograph 41
Photograph 42
Photograph 40 the cycleway starts approx 20 metres after the roundabout. Note the road condition in the foreground, not shown here is the road condition which forces the rider out toward the centre of the road.
Photograph 41 the cycleway disappears as we approach the Airdsley Lane roundabout.
Photograph 42 the three vehicles show exactly why there should be effective cycleways at intersections. The two on the left are in very close proximity to each other and the white car on the right which was travelling straight on towards the camera seems to have an alignment/steering problem.

Photograph 43
Photograph 44
Photograph 45
Photograph 43 & Photograph 44 show disappearing cycle lanes or obstructions which force the cyclist into the single lane traffic flow at the St Johns Rd / The Parkway Intersection.
Photograph 45 a view of St Johns Rd to Appin Rd, an area of high speed traffic.
Conclusion
This obsolete traffic management plan is misrepresented as a cycleway and not bike safe for the following reasons:
  1. The two signs found on the total 8km journey are difficult to read and out of date offering no information.
  2. The sign on Photograph 35 is off route and included for the reader to identify a more recent sign.
  3. There are no correctly marked intersections designed to help the cyclist.
  4. The bike lane at every major intersection diverts the cyclist into the traffic stream creating a hazardous location.
  5. Cycleway markings are confusing in places, see Photograph 37.
  6. Cars park in bicycle lanes even when alternative parking is available, there are no signs to indicate otherwise. There are however bicycles painted on the road where cars park.
  7. There is insufficient space in the bike lane to allow a cyclist to pass safely when a driver opens their door without impeding the cyclist and possibly causing injury.
  8. Visibility of the driver in a parked car is severely restricted in some localities, see Photograph 25. This can cause car to car or car to bike collisions.
  9. Cycleway markings are confusing in places.
  10. The gap between gutter and traffic islands protruding into the traffic flow at most intersections and roundabouts is too narrow for a cyclist to negotiate. They contain refuse, glass etc.
  11. There are no bicycle crossings at traffic lights / intersections.
  12. Bicycle lanes have broken glass and refuse in them.
  13. The road surface is damaged in places creating an extremely uncomfortable ride.
  14. There are no warning signs for drivers entering from minor roads informing them of the likelihood of cyclists.
  15. There is no bike safety for kids who frequent the skate park adjacent to the Appin Rd / The Parkway intersection.

From the cyclists point of view this route might have been better if Campbelltown Council had "NOT" redesigned it.

It is difficult to understand how the route became eligable for "Cycleway Status" and was accepted by the RTA.
Advocacy | Backpacking Equipment | Bushfire Survival | Bushwalking Rules | Campbelltown Cycleways | Day Walk Equip | Leader Guidelines
Links | News | Technical | Responsible Bushwalking | Safety | Walk Grades | Japanese Whaling | 40s Walkers North
Photograph Galleries: Cycling Course | Spring Ride 2007
To Site Map     Previous page