What were the objectives of the Byron Bay to Suffolk Park Cycleway Investigation?

    The objectives were:
    • To provide a safe, legible and connected walk/cycle corridor between Byron Bay and Suffolk Park.
    • To complete missing links and gaps in the existing corridor.
    • To connect and facilitate direct access to key attractors and the broader walk and cycle network.
    • To increase the convenience and attractiveness of walking and cycling in and between Byron Bay and Suffolk Park.

    Who was involved in the Byron Bay to Suffolk Park Cycleway Investigation?

    Byron Shire Council staff worked together with a consultant under the guidance of the Transport Infrastructure Advisory Committee (TIAC), which is composed of Councillors and members of the community.

    What user profiles were considered in the investigation to develop the preferred option?

    The user profiles and needs that were taken into consideration include:

    School students:
    • Safe and convenient crossings
    • Clear understanding of priority
    • Sufficient path width and separation from vehicles
    • Connection of school paths
    Families
    • As above +
    • Water stations along corridor
    • Continuous route with high quality surfaces
    Recreational users
    • As above +
    • Attractive and pleasant environment
    • Connections to key attractions
    Tourists
    • As above+
    • Legible path network
    • Convenient, recognisable and easy to understand wayfinding
    Confident cyclists
    • Direct and efficient route with limited interruptions
    • Separation from pedestrians
    • Good sightlines and visibility between road users
    • Safe and convenient road crossings

    What does the preferred option involve?

    Please refer to the report and appendices for detailed information.
    Northern Section - Browning Street to the road crossing near St Finbarr’s Catholic Primary School:
    • Provision of continuous 1.5m on-road cycle lanes in both directions.
    • Removal of the existing pedestrian refuge currently between Wollumbin Street and Keats Street.
    • Construction of a raised pedestrian zebra crossing outside The Byron Bay General Store.
    • Construction of a kerb build-out on the west side of this crossing in order to improve pedestrian visibility, movements and aesthetics.
    • Construction of new footpaths on the west side of Bangalow Road in order to improve pedestrian safety and connectivity.
    • Requires removal of 79 parking spaces from the west (northbound) side of Bangalow Road and 21 parking spaces from the east (southbound) side of Bangalow Road to accommodate for on-road cycle lanes.
    Central Section - Road crossing near St Finbarr’s Catholic Primary School to Beech Drive (north):
    Provides two travel options for cyclists along the corridor.
    • Continuous, off-road shared path on alternating sides of the corridor, including widening of the existing shared path from 2.2m (approx.) to the desirable minimum width of 2.5m.
    • On-road cycle lanes are proposed on the sides opposite to the shared path in order to provide secondary cycle travel options and to improve safe cycle continuity for more confident users.
    • This option requires the removal of approximately 13 parking spaces on the western side of Broken Head Road. Additional information on parking loss is provided in Appendix 6.
    Southern Section - Beech Drive (north) to Clifford Street:
    • A continuous, off-road shared path on the east side of Broken Head Road,  including the widening of the existing shared path from 2.2m (approx.) to the desirable minimum width of 2.5m.
    • Construction of new footpaths on the western side of Broken Head Road between the Beech Drive roundabouts in order to improve pedestrian safety and connectivity, especially for senior residents.

    How much parking will be lost and what effect will this have?

    In order to fit on-road cycle lanes on Bangalow Road between Browning Street and Old Bangalow Road, car parking has had to be removed to make space for the cycle lanes and bus stops along the route. 

    Approximately 71 car parking spaces will remain, some on each side of the road. 

    We’ve retained as much parking as possible while providing safe facilities for cyclists and pedestrians.

    A Parking Utilisation Assessment was conducted (see section 2.2.3) to ensure that this change to parking was not going to adversely affect businesses, adjacent properties or properties in neighbouring streets.  The key findings from the assessment include:
    • Low parking utilisation overall (25.6% or 43/169 spaces occupied on average)
    • More parking spaces currently provided on the eastern side of Bangalow Road
    • Comparatively higher utilisation on the eastern side of Bangalow Road overall (29%).
    It was concluded that the reduction in parking would not have a detrimental impact to parking supply in the area due to the current underutilisation of spaces along Bangalow Road.

    The Byron DCP requires all properties to provide off street parking for each household. The road corridor belongs to Council and no street parking is ever guaranteed in perpetuity. Developments are only approved when space for parking is provided.


    How will the proposed preferred option concept design be funded?

    This project is currently unfunded, however Council funds has been set aside to support application for funding through several grant programs.  One such program is the Stronger Country Communities Fund Round 2, for which an application for $500,000 was submitted to begin stage 1 of this project.  Announcement of award is expected in November 2018.

    The Byron Bay to Suffolk Park Cycleway Investigation Report and Preferred Option Concept Design along with community feedback from this public exhibition process will provide support to further applications for State and Federal funding programs as they become available in the near future.