The priority arterial cycle network is incomplete
Sections of the arterial cycle network along major transport routes within 15 km of the Perth CBD are incomplete. Over the last 30 years state transport agencies have constructed approximately 172 km of the arterial PSP cycle network along major transport routes, of which 93 km is within 15 km of the Perth CBD. The State Government’s WABN Plan outlines 185 km of additional PSP routes to be constructed by 2031. Critically, many of the gaps are on priority routes along railway lines and freeways, and within the busy CBD. As a result, cyclists must either choose alternate, less safe routes, or choose not to cycle.
Transport agencies have invested $143 million in cycling infrastructure in the ten years since 2004, of which $100 million was spent on the PSP network but only $20.3 million was spent on priority routes. The budget for priority PSP routes has been halved to around $7 million per year in the forward estimates period to 2018, even though it is the first key action in the WABN Plan. DoT has advised that an additional $34 million has been budgeted for other major road project cycling infrastructure in the next four years.
Other PSP sections such as around the Fremantle Port and Cedric Street may not be constructed due to planning uncertainties. Designs and funding are not available for these sections. DoT has also identified that separate funding is required for other incomplete sections of the network. For example, the estimated cost to construct a new Causeway shared path is $50 million. This funding has not been included in the current or forward estimates. Continued gaps in the cycling network impact the connectivity and safety of cycling.
Cycle routes through the CBD are minimal
Past planning and development has resulted in five PSP routes that lead to the outskirts of the CBD but few dedicated cycle paths through or within the city. DoT and respondents to our survey identified the CBD as a significant safety risk for cyclists as they must cycle on the road. The minimal infrastructure and high vehicle and pedestrian traffic make the environment unsafe and inconvenient for cycling.
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The local cycle network is inconsistent and unconnected
Local cycling routes to connect with the PSP network, community facilities and employment centres have historically not been well planned. Our observations and submissions received from the public have shown that the local routes vary in design and construction. Out of date and/or non-mandatory guidance provided by transport agencies may be one of the causes. The result is an inconsistent and unconnected local cycle network, which limits the integration of cycling into the broader transport system.
Main Roads maintain PSP routes well, but local paths and roads which are the responsibility of LGAs vary significantly in condition. Poorly maintained cycling infrastructure puts the safety of cyclists and other network users at risk.
Read more: The local cycle network is inconsistent and unconnected
Incomplete data and analysis on cyclist movements and crashes limits planning
The WABN Plan has a vision to double the number of cycling trips in WA within five years to 2019, but currently progress is only measured with data from a limited number of fixed bike counters. There is a lack of comprehensive knowledge and public reporting to the Perth community about where people are cycling. Main Roads and DoT collect good information on PSPs and RSPs leading into the CBD, but only a handful of LGAs collect data on local paths and roads. This means that transport agencies and local governments lack the information they need when planning cycling infrastructure.
Crash data is inconsistent between agencies. The Western Australian Police (WA Police) collect cycle crash information. The Department of Health also has data on cyclists that attend hospital after a crash. Our comparison of hospital and WA Police data suggests that only 21 per cent of crashes involving cyclists, and requiring hospital treatment may be reported to WA Police. RSC has stated that it would benefit greatly from access to linked crash data that follows an individual’s crash from incident, through to reporting and medical attention. Without good data, agency efforts to improve cyclist safety rely on a subset of information only.
Read more: Incomplete data and analysis on cyclist movements and crashes limits planning
The gaps in planning will delay growth in cycling and the societal benefits that cycling provides
The Government’s transport planning framework has been in draft form since 2013 and has not been finalised. Until this strategic planning is complete, the WABN Plan remains a stand-alone document and investments in cycling will be made in isolation and not as part of prioritisation of all transport options.
DoT did not compare the economic, environmental, health and social benefits provided by each transport option. This limits the ability of DoT to improve uptake of cycling as a part of addressing traffic congestion in Perth. It also means that potential savings on health services calculated by RAC WA of up to $522 per 1 000 km cycled over 10 years[1], have not been considered in transport planning.
The WABN Plan does not have an implementation schedule, agencies have not outlined funding requirements for WABN actions and there is no public reporting of outcomes. The priority PSP routes earmarked in 1996 and local connecting routes are not complete. As noted above, expenditure on cycling infrastructure has also been significantly reduced in the forward estimates. With over $93 million of additional works unfunded, this creates a risk that key WABN Plan actions will not be completed within planned timelines.
Investment to promote cyclist safety has been minimal and sporadic. The State Government ran two cyclist safety campaigns, Be Aware Share in 1998, and Share Our Roads in 2014-15. RSC noted that these campaigns were not as successful compared to the higher investment and longer term campaigns focused on reducing speed and drink driving. The Share Our Roads campaign will continue but RSC recognise that this effort is not enough on its own. Without intensive measures to improve public awareness and education in cycling safety, achievement of mutual respect by all road users will be difficult.
DoT runs TravelSmart programs, which commenced in the 1990s, and provide tools and resources to promote active transport in households, schools and work places. Program evaluation results have shown that it was effective in promoting local cycling trips and to school and work. For example, there was a 140 per cent increase in cycling trips in Marangaroo from 2001 to 2003.
[1] Ker, I. (2012). A Business Case for Investment in Cycling in Western Australia.