Gosford city centre TMAP

Gosford City Centre
Transport Management and Accessibility Plan

December 2010

Gosford City Centre Transport Management & Accessibility Plan AECOM

Gosford City Centre Transport Management & Accessibility Plan

Prepared for
Transport NSW

Prepared by
AECOM Australia Pty Ltd
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13 December 2010

60154625

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K:60154625_Gosford_TMAP8. Issued docs8.1 ReportsFINAL2010_1213 Final Report Rev 0.docx
Revision 0 - 13 December 2010


Table of Contents
Executive Summary i
1.0 Background and report purpose 4
1.1 About Gosford 4
1.2 Gosford Challenge Renewal Master Plan 4
1.3 Report purpose and scope 5
2.0 Travel behaviour and trends 7
2.1 Regional travel 7
2.2 Travel to Gosford City Centre 10
2.3 Future trends 14
3.0 Walking 16
3.1 Introduction 16
3.2 Existing and Planned Pedestrian Facilities 16
3.2.1 Existing Pedestrian Facilities 16
3.2.2 Planned Pedestrian Facilities 17
3.3 Pedestrian Package of Measures 18
4.0 Cycling 22
4.1 Introduction 22
4.2 Existing and Planned Bicycle Facilities 22
4.2.1 Existing Bicycle Facilities 22
4.2.2 Planned Bicycle Facilities 23
4.3 Cycling Package of Measures 25
4.4 End of Trip Facilities 32
4.5 Active travel choices strategy 33
5.0 Buses 34
5.1 Overview 34
5.2 Gosford Transport Interchange 36
5.3 Bus Network Analysis 37
5.4 City Centre Loop Bus and Hospital Shuttle Bus 40
5.5 Other Bus Opportunities 41
5.6 Rail 42
5.7 Recommended Bus Initiatives – Bus Package of Measures 42
6.0 Ferry 43
6.1 Overview 43
6.1.1 Palm Beach Ferry Service 43
6.1.2 Central Coast Ferries 43
6.2 Potential catchment analysis 44
7.0 Road network 46
7.1 Introduction 46
7.2 Road Hierarchy 46
7.2.1 Functional Classification 46
7.2.2 Administrative Classification 48
7.3 Existing Transport Conditions and Infrastructure 49
7.3.1 Existing Traffic Volumes 49
7.3.2 Existing Network Performance 52
7.3.3 Managing Heavy Vehicles 52
7.3.4 Existing Infrastructure supporting Public Transport 52
7.4 Roads related initiatives for investigation 54
7.4.1 Road upgrade options recommended for consideration 54
8.0 Parking 56
8.1 Overview 56
8.2 Parking Policy – supply and demand management measures 56
8.3 Gosford Parking Strategy 57
8.4 Parking Package of Measures 58
9.0 Travel demand management 60
9.1 Introduction 60



9.2 Potential TDM Approach 61
9.3 Potential Package of TDM Measures 62
10.0 Mode Choice Modelling – Options Appraisal 63
10.1 Summary of calibrated mode choice model outputs 63
11.0 Recommendations 64
11.1 Introduction 64
11.2 Area-based Recommendations 64
Measure 1: West Gosford to City Centre Access initiative 64
Measure 2: Planning for East-West traffic around Gosford 65
Measure 3: Gosford Waterfront State Significant Site listing 65
11.3 Modal Recommendations 66
Measure 4: Improving Bus connections with the City Centre 66
Measure 5: Connecting Cyclists with the City Centre 66
Measure 6: Increase Bicycle parking at key destinations 67
Measure 7: Implement package of Pedestrian improvements 67
Measure 8: Sustainable car parking management 68
11.4 Implementation and Monitoring recommendations 68
Measure 9: Monitor public transport patronage 68
Measure 10: Conduct regular modelling reviews of the TMAP’s performance 69
Measure 11: TMAP Implementation Working Group 69
Measure 12: Establish a Travel Behaviour Change Program 69
Measure 13: Implement Workplace Travel Plans 70
Measure 14: Establish a program of works for road and intersection upgrades 70
Appendix A
Future Trends .................................................................................................................................... A
Appendix B
Road Network Analysis....................................................................................................................... B
Appendix C
TDM Measures...................................................................................................................................C
Appendix D
Mode Choice Model Development ......................................................................................................D



Executive Summary
TMAP context
The preparation of this TMAP for Gosford city centre presents an opportunity to further realise and strengthen
Gosford’s role as a Regional Waterfront City. Gosford benefits from an outstanding natural setting, yet the city’s
street network and transport assets do not fully utilise its greatest assets and it has been described as a
‘disconnected city’. In 2006, over 30,000 commuters travelled each day from the Central Coast Region to Sydney
and Newcastle, on existing road and rail infrastructure.
The primary purpose of this TMAP though is to increase the public transport share of work trips into Gosford city
centre. An analysis of available data1 indicates that presently only 6% of current journeys to work into Gosford city
centre are made by public transport, yet 92% of journeys originate from Gosford and Wyong2. Therefore, there
would appear to be significant potential to increase public transport use for trips to/ from Gosford. Achieving this
potential requires the implementation of transport management policies and measures, over time, to improve
public transport (and walking and cycling) accessibility to Gosford.
Whilst the NSW State Plan does not define a public transport mode share target for Gosford, the overall State
Plan target is for 28% of all journeys to be made by public transport across the Sydney Metropolitan Region. In
addition the State Plan defines a target for cycling trip3 growth to 5% by 2016. This study therefore defines
measures to increase the public transport mode share by enhancing transport links between Gosford and the
Central Coast region, as well as improving pedestrian and cycle connectivity in the City Centre and surrounding
areas. The potential measures described in this TMAP would improve the quality of Gosford’s transport system
and environment for all its residents, businesses and visitors.
The role of recent initiatives such as MyZone and the NSW bicycle plan reflect changing attitudes to travel and
wider objectives to make sustainable travel alternatives easier and more attractive. The public transport ticketing
initiative, MyZone, makes public transport travel easier, more convenient and more attractive. Integrated ticketing
is one aspect of reducing barriers to public transport travel. The potential measures described in this report seek
to build on these emerging initiatives towards improving public transport, walking and cycling travel in NSW.
Gosford TMAP and the Gosford Challenge
The TMAP builds on a host of previous studies for Gosford, including the Gosford Challenge Masterplan, Gosford
Waterfront Masterplan, Gosford Parking Strategy, Gosford City Centre PAMP, and the Gosford Cycle Strategy.
This TMAP sits alongside the Gosford Challenge Master Plan and will complement the Central Coast Regional
Transport Strategy.
This TMAP supports the renewal process in Gosford with measures to encourage sustainable growth. It
addresses existing transport challenges such as access across the railway line, illegible and poor quality
pedestrian facilities, severance of the waterfront, a developing cycle network and end-of trip facilities, and
managing parking supply. The focus of this TMAP is aligned with the Gosford Challenge renewal master plan to
develop a sustainable approach to accommodating significant growth in Gosford of 6,000 new jobs and 10,000
new residents by 2031.
The principles embodied by this TMAP are closely aligned with the overarching objectives of the Gosford
Challenge Masterplan to revitalise Gosford, to increase the connectivity of the Gosford city centre, facilitate
access and movement in a sustainable manner and to activate the city centre.
The bicycle network and pedestrian network in the Gosford Challenge Masterplan are generally supported
through the recommended improvements to local connectivity in Sections 3 and 4. The objectives to better
manage city centre parking, move away from long term to short term parking to support retail and commercial
activities as well as supporting shifts to public transport, walking and cycling where ever possible are set out in
Section 8.
The key Challenge Masterplan transport initiatives to improve connectivity and permeability such as the Etna
Street Bridge Upgrade, pedestrian upgrades to Racecourse Road, the Railway pedestrian bridge, upgrades to
Mann Street and Donnison Street as well as initiatives such as the Waterfront Point Clare Cycle Link and

1
Source: Transport NSW - Transport Data Centre (TDC) and 2006 census journey to work data for Gosford LGA.
2
Source: 2006 census journey to work data for Gosford and Wyong LGA’s (Central Coast region).
3
For trips up to 10km in length.

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improved pedestrian connectivity from the waterfront to the city centre are addressed in more detail through this
TMAP in the relevant sections of analysis by mode of travel to which they relate.
TMAP measures and outcomes
The TMAP defines existing trends in travel behaviour associated with Gosford and identifies initiatives to reduce,
over time, the dependence on single occupancy vehicle trips and to increase public transport, walking and cycling.
Strategic initiatives for public transport are supported by parking and road network initiatives to improve the
accessibility of Gosford by sustainable modes and achieve a better balance in access across all modes.
Buses will be crucial to providing a public transport travel alternative for those trips from origins outside of
Gosford, especially those which are not served by rail. Whilst rail will continue to provide good public transport
access to Gosford, this serves only the north-south corridor. Rail is considered in the context of station access by
pedestrians and cyclists, and bus interchange, and onward links to the city centre and other destinations. The
importance of buses is therefore considered fundamental in helping to achieve the mode share targets for travel
to Gosford City Centre. This report describes a number of key bus corridors to improve connectivity throughout
Gosford and the Central Coast Region. These bus measures cannot be considered in isolation and a range of
measures to manage transport supply and demand, to promote alternatives to the private car and to encourage
travel behaviour change will be needed.
The TMAP proposes measures to improve the amenity and accessibility of Gosford as a location conducive to
pedestrian and cycle movement, especially for local travel. In addition, the promotion and implementation of
sustainable travel measures, travel demand management and behavioural change, especially for workplace,
school and commuter travel will be essential to achieving modal shift in Gosford. Examples of similar city-wide
schemes have been discussed with reference to their use in Gosford. Such measures have the potential to lead to
a step change in attitudes and behaviour which may over time lead to more significant changes in travel
behaviour than can be assessed by a model calibrated to such existing low levels of public transport use.
Parking management is a key initiative which is fundamental to balance the attractiveness of car travel to Gosford
to meet wider objectives. The role of parking should be to enable access to shops and services whilst limiting long
term, commuter parking and where feasible, provide park and ride on the city fringe in locations such as Erina and
Kariong. Management of long term parking needs to be accompanied by suitable alternative access measures,
such as key bus corridors and park and ride.
Preliminary road network proposals have also been considered though this report to understand the benefits
these could achieve towards the TMAP objectives. These have not been subject to any detailed investigation and
will require further more detailed investigation and analysis in consultation with the relevant stakeholders and road
authorities.
Modelling of the recommended potential measures describes that, if implemented, a non-car mode share for
journeys to work into Gosford of 10% is achievable in the morning peak period. This would represent an increase
in mode share to non-car modes of 67% over 2006 levels. This is indicative of the scale of change which could be
conceived from a perspective based on modelling calibrated to existing travel patterns and current public transport
use for journeys to work into Gosford.
4
Non-car mode share 2006 2016 2021 2036
With Implementation of TMAP Measures 6% 8% 9% 10%

Public Transport mode share increase 0% 2% 3% 4%

Note – The mode share presented in the TMAP will be further confirmed using the RTA’s strategic model.

All potential measures considered and recommended in the TMAP are grouped into timescales for potential
implementation as follows:
Short term measures - which could be delivered within 3-5 years (2010 - 2016).
Medium term measures - which could be delivered within the next 5-10 years (2016 - 2021).
Long term - which could be delivered within the next 10-15 years (2021 - 2036).

4
2006 figure is a base figure using the 2006 census journey to work dataset.

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No detailed costs are provided for the potential measures and recommendations. Costs will be subject to detailed
design.
Managing Travel Demand
It is clear that there is significant potential for future modal shift in Gosford and that, alongside tweaking existing
infrastructure, innovative measures will be needed to achieve significant modal shift from car travel to public
transport, walking and cycling. A key recommendation of this report is therefore that there is a significant role for
travel demand management in Gosford. It is recommended that Gosford be considered as a demonstration model
for the implementation of an overarching travel behaviour change program.
This would need to be a committed program delivered over a period of 3-5 years which would focus on
behavioural change to achieve modal shift through a combination of awareness, marketing, branding and co-
ordination of travel demand management, in conjunction with some infrastructure measures. This TMAP
highlights examples of the modal shift which have been achieved in other demonstration sustainable travel towns
(examples from the UK) in which an overarching travel behaviour change program has been implemented,
supported by a comprehensive package of travel demand management (TDM) measures. This is discussed in
more detail in Section 9 of this TMAP.
The model travel behaviour change program recommended for Gosford through the TMAP reinforces the work of
the Gosford Challenge to improve the sustainability of Gosford and to improve the attractiveness of Gosford as a
destination and as a viable, liveable city. The Gosford Challenge and Gosford City Council will be fundamental to
the implementation of a Travel Behaviour Change program in Gosford, with the support of other key stakeholders
(RTA, Transport NSW etc).
The 10% mode share for journeys to work by non-car modes will require implementation of the potential package
of measures and policy changes to guide future development in a sustainable manner. Progress against the 10%
target will be measured over the life of the TMAP.
The key recommendations and outcomes are:
An overarching travel behaviour change program, making Gosford a demonstration sustainable travel city;
Comprehensive parking strategy and parking management measures to encourage modal shift;
Bus frequency, easily recognisable bus services and route consolidation to improve access and perception;
Targeted walking, cycling and road network interventions;
A 10% target of AM peak period journeys to work into Gosford by non-car modes potentially by 2036.

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1.0 Background and report purpose
1.1 About Gosford
Gosford is one of six regional cities in Sydney’s Greater Metropolitan Area, offering higher order services to
residents of the Central Coast such as education, health, retail and entertainment. The centre serves a
population of approximately 300,000 and has experienced growth of approximately 2% between 2001 and 2006.
A significant proportion of the population (more than 25%) is over 55 years old, highlighting the popularity of the
Central Coast as a retirement destination.
Gosford benefits from an outstanding natural setting on the waterfront, however the city’s network of streets does
not utilise its greatest assets and it has been described as a ‘disconnected city’. The declining quality of the city’s
streetscape and it’s disconnect is compounded by the daily drain of commuters to Sydney and Newcastle. Over
30,000 commuters travel from the region each day, straining existing road and rail infrastructure.
The TMAP has been prepared in response to the Gosford Challenge as an agreed commitment by TNSW. The
TMAP builds on extensive community consultation underpinning the challenge process and subsequent
community consultation supporting the Central Coast Regional Transport Strategy. The Challenge process
identified a number of key transport and access issues including:
challenges for improving future access from West Gosford;
poor legibility and amenity for trips through and within the city centre;
severance of the waterfront by Dane Drive;
an immature cycle network and end-of trip facilities;
high demand for parking facilities.

The NSW State Plan does not define a public transport mode share target for Gosford, but analysis of existing
travel behaviour indicates that the current public transport mode split is 6.2% for journeys to work into Gosford city
centre (comparable with the NSW State Plan targets). Of this 6.2% public transport mode share, buses account
for only 1.9%. With 92% of trips made to Gosford city centre originating in Gosford or Wyong LGA’s, there is a
significant opportunity to achieve an increase in public transport use.

1.2 Gosford Challenge Renewal Master Plan
To address the need for revitalisation of the city, Gosford City Council in partnership with the Land and Property
Management Authority (LPMA) embarked on a city centre renewal process known as the ‘Gosford Challenge’. In
2009, the NSW Government, local business and residents created a draft master plan to renew the city centre.
This community led process is a milestone towards increasing the vibrancy and productivity of Gosford City
Centre, with the intent of positioning Gosford as a thriving regional capital.
The Gosford City Centre Masterplan (Gosford City Council, 2009) was prepared as a community led renewal
masterplan for the Gosford City Centre. The focus of the renewal master plan was to develop a sustainable
approach to accommodating 6,000 new jobs and 10,000 new residents, with these people expected to live and
work in the centre by 2031. Therefore, while better transport infrastructure and policies will improve quality of life
for these people, the focus of the master plan was to lift the existing transport provision to a level where the local
community has a sustainable and equitable travel choice.
Detailed transport analysis was not completed as part of the Challenge process and indicative mode share targets
for the city centre were not established. The mode share targets in this TMAP have considered the
recommendations of the Gosford Challenge.

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The Renewal Master Plan identified the following transport related projects that would help to underpin the
renewal of Gosford City Centre:
Improving access to the waterfront and enabling waterfront development;
Overcoming gradient changes through a Gosford Interchange transit oriented development, with high quality
public transport facilities and east-west connections from Mann Street towards Gosford Hospital;
A potential city centre Loop Bus to connect the city centre, interchange and hospital precincts;
Upgrade of Mann Street as the main street of Gosford, including streetscape upgrades, cycling links and
management of bus services;
Improving east-west connectivity across the rail line through upgrades of Etna Street, Donnison Street and
Gosford Station overbridges; and
Various intersection upgrades for traffic performance, safety or accessibility reasons.
The Gosford City Centre Masterplan (Gosford City Council, 2010) also recognises the importance of planning for
any future sea level rise, which would be a consideration in any waterfront planning.

1.3 Report purpose and scope
This TMAP can be used as a delivery tool for assisting in the implementation of transport infrastructure, service
and policy change. The study report is transparent in its process and recommendations, to maximise future
value. The TMAP will support regional planning being undertaken by the NSW Government, with the following
specific outcomes:
Clarification of existing and future (do-nothing) travel patterns and behaviour, utilising existing strategies and
data;
Development of a parking policy that will encourage increased public transport mode share, without
compromising renewal ambitions;
A bus network strategy for the city centre (with specific recommendations for bus priority, layover or
additional services and routes);
An assessment of road network changes required to support the renewal of Gosford City Centre,
recognising the need to maintain efficient movement of people and goods;
Advice on the role and benefits of travel demand management measures;
Integration of these measures into a coherent package of ‘interventions’ that maximise the public transport
and walking/cycling mode shares, assisting Transport NSW to establish a workable target for the city centre,
that can inform the preparation of the Central Coast Transport Strategy.

The study area considered in this strategy is Gosford City Centre, as shown in Figure 1.1 and as defined in the
Gosford City Centre Master Plan (Gosford City Council, 2010).



Figure 1.1 Study Area

Gosford TMAP
study area

Gosford
City Centre

West
Gosford Gosford
Rail Station

Central Coast
Highway



2.0 Travel behaviour and trends
2.1 Regional travel
The Central Coast is home to around 300,000 people, with a further 100,000 people expected to be living in the
area over next 25 years. At an average growth rate of 4,000 people each year planning and support is required to
ensure the sustainability and viability of the region (Central Coast Regional Strategy, 2008). The Central Coast’s
population is dispersed across a variety of urban settings that include towns, villages and neighbourhoods. Large
centres on the Central Coast include Gosford, Tuggerah – Wyong, Erina, Woy Woy and The Entrance.
The Central Coast Regional Strategy identified that more than 25 percent of the workforce travels outside of the
region for employment, creating particular challenges for infrastructure. These issues are manifested in
congestion on major arterial roads during peak periods, excessive demand for commuter parking in major centres
with rail access and informal parking near the F3 Freeway as people gather together to car share.
The significant destinations (outside the Central Coast) for journey to work trips originating from the Central Coast
are shown in Figure 2.1 overleaf. Those external destinations with more than 1,000 daily trips are (in order):
Inner Sydney (6,307 daily trips)
Central Northern Sydney (5,830 daily trips)
Lower Northern Sydney (4,961 daily trips)
Newcastle/ Lower Hunter (3,769 daily trips)
Central Western Sydney (1,919 daily trips)
The Northern Beaches (1,067 daily trips).

Of those destinations, those with the highest rail mode share are all Sydney destinations:
- Inner Sydney 57%;
- Lower Northern Sydney 38%;
- Inner Western Sydney 31%; and
- Central Northern Sydney 21%.

Those destinations with the highest vehicle driver mode share are:
- Newcastle/ Lower Hunter 78%;
- Northern Beaches 72%;
- Central Western Sydney 68%; and
- Central Northern Sydney 57%.

Therefore, a key challenge for Gosford (and the Central Coast) is to provide for access to rail as an onward mode
for regional travel. Consideration needs to be given to bus, walk and cycle access to rail interchanges, as part of
wider city centre accessibility planning. However this should not be to the detriment of promotion of the city centre
as a destination in its own right.



Figure 2.1 Destination of Trips Originating in the Central Coast Region

Source: 2006 Journey to Work dataset, Transport Data Centre.



Table 2.1 shows the main mode of travel for journey to work trips originating in the Central Coast Region to
destinations outside the Central Coast.
Table 2.1 Mode of travel for Journey-to-Work trips – originating in Central Coast Region, with destination outside Central Coast

Mode JTW trips Percentage
Bus 235 1%
Ferry / Tram 96 0%
Not Stated 1,202 3%
Other Modes 631 2%
Train 8,313 20%
Vehicle Driver 23,006 56%
Vehicle Passenger 2,549 6%
Work at Home or Not 5,087 12%
Total 41,119 100%

This can be compared with the information presented in Table 2.2 which summarises the mode of travel used for
all journey to work trips originating in the Central Coast, which includes travel to employment for destinations both
within and outside the Central Coast.
Table 2.2 Mode of travel for all Journey-to-Work trips originating in Central Coast Region

Mode JTW trips Percentage
Bus 1,447 1%
Ferry / Tram 105 0%
Not Stated 2,203 2%
Other Modes 3,488 3%
Train 9,107 8%
Vehicle Driver 75,330 63%
Vehicle Passenger 7,503 6%
Work at Home or Not 20,846 17%
Total 120,029 100%

This highlights the issue that car travel dominates as the main mode for work travel originating in the Central
Coast, which partly explains the road congestion issues facing the Central Coast Region. Public transport forms
only a small proportion of work related travel for trips within the region, as evidenced by the differences between
Tables 2.1 and 2.2. The majority of work travel from the Central Coast by rail is made to external destinations
outside the Central Coast, such as Sydney and Newcastle/ the Lower Hunter, to those destinations highlighted in
Figure 2.1. The proportion of car based trips for journeys to work is higher taking account of all destinations, than
just external destinations. This shows the higher car driver mode share for travel to work for trips to work within
the central coast to key employment destinations such as Gosford.



2.2 Travel to Gosford City Centre
The origin of journey to work trips made to Gosford has also been identified to show existing travel patterns to
access employment in Gosford City Centre. Overall, over 90% of all journeys to access employment in Gosford
City Centre are made from origins within the Central Coast Region. Only a small amount of travel for employment
in Gosford City Centre occurs from origins further afield, primarily from locations immediately outside the Central
Coast such as Newcastle and the north of Sydney (Hornsby).

Table 2.3 Origin of trips made to Gosford by origin SLA

Origin SLA Destination travel zone Total Proportion
3038 3039 of total
Gosford - West 2,130 1,875 4,005 43%
Gosford - East 1,319 1,254 2,573 28%
Wyong - South and West 731 711 1,442 15%
Wyong - North-East 416 376 792 8%
Lake Macquarie - West 91 86 177 2%
Other SLAs 57 274 331 4%

Table 2.3 shows that the majority, 71%, of work trips into Gosford city centre5 originate within the Gosford area
(Gosford –West and Gosford East SLA’s). A further 23% of work trips into Gosford city centre originate from the
Wyong SLA’s (Wyong - North-East and Wyong - South and West).
Of those trips which originate within the Gosford SLA’s, 60% originate from Gosford West whilst 40% originate in
Gosford East. This analysis of trips indicates that there is potential to capture an increased proportion of local trips
by bus and cycling. Although the topography and urban form of the Central Coast present challenges to overcome
in terms of services and routes, there are a significant number of trips within a localised catchment of Gosford.
Furthermore, the waterfront location provides the potential for water based transport, but this would need more
detailed assessment of patronage and feasibility.

5
Gosford city centre is defined as Travel zones TZ3038 and TZ3039, as per TDC classification.



Figure 2.2 Gosford city centre travel zones

Approximately 9,000 journey to work trips are made into Gosford City Centre each day, with the majority, 76 %,
made by car as shown in Table 2.3. Public transport trips account for just over 6% of trips; comprising 1.9% bus
trips and 4.2% by rail. It is interesting to note the proportion of respondents who work from home at 15%. The role
of people working from home should be encouraged in future, reducing the need to travel takes pressure off
transport networks, frees capacity and is of wider environmental benefit.

Table 2.4 Mode of travel for trips ending in Gosford City Centre

Mode Mode share
Bus 1.9%
Train 4.2%
Walk, Cycle and Other 2.7%
Vehicle Driver (including Truck & Motorbike) 70.4%
Vehicle Passenger 5.5%
Worked at Home 15.2%
Total 100%



Figure 2.3, below, presents a comparative analysis of public transport mode share for journey to work travel for
Gosford and other regional cities and major centres.
Figure 2.3 Regional/ Major Centres Daily Journey to Work Public Transport Mode Share, 2006


In comparison to other Regional Cities, with the exception of Wollongong, Gosford has the lowest existing public
transport travel mode share for journey to work trips. There are a number of destinations which have a public
transport mode share above 15%, which are regional cities (Parramatta) and major centres in Sydney
(Chatswood, Bondi Junction, Burwood, Hornsby, Kogarah). Newcastle, Liverpool and Penrith all Regional Cities
are presently around the 10% mark. These locations whilst they have individual characteristics present
aspirational targets for Gosford to aim to move towards over the medium to long term.



A more detailed analysis of trip origins to Gosford City Centre is provided in Figure 2.4 below. This indicates
clusters of trips from Kariong, Ettalong, Woy Woy, Copacabana, Terrigal, Erina, Saratoga and The Entrance/
Killarney Vale. Figure 2.4 provides an overview of the areas in which transport interventions for public transport
should be focussed to achieve a modal shift towards public transport.
Figure 2.4 Origin of trips made to Gosford City Centre




2.3 Future trends
In total 120,000 additional residents are forecast to live in the Gosford and Wyong local government areas by
2036, increasing population from 305,000 to 425,000. 30% of the growth will occur within Gosford LGA, and 70%
within Wyong. The population of Gosford LGA is therefore expected to increase by approximately 30,000 people,
with 10,000 of these being additional residents living in Gosford City Centre by 2036. Population growth by area is
shown in Figure 2.5.

Figure 2.5 Population Growth, Gosford and Wyong, 2006 to 2031

Source: Transport Data Centre, 2010

Over the same period, an additional 50,000 jobs are forecast for the Gosford and Wyong local government areas,
with 23,000 new jobs in Gosford and 26,000 new jobs in Wyong. Of these new jobs, 6,000 are expected to be
created within Gosford City Centre as shown in Figure 2.6.



Figure 2.6 Employment Growth, Gosford and Wyong, 2006 to 2031

Source: Transport Data Centre, 2010

Together, the increasing population within the Central Coast Region and increasing employment opportunities
with Gosford City Centre will result in increased demand for access to the City. The figures in Appendix A
provide more detail on the spatial location of population growth and employment growth within the Central Coast
Region.
These figures highlight significant forecast population growth in both central Gosford and central Wyong, in the
zones surrounding Gosford, in Wyoming, Lisarow and Niagara to the north, in Woy Woy to the south, The
Entrance/ Killarney Vale to the North East, and Erina, Terrigal, Saratoga, Kincumber and Copacabana to the East
and South-East.
These maps show forecast employment growth focused on the major centres of Gosford and Wyong, with other
significant employment growth forecast to occur in Erina, Woy Woy and areas immediately surrounding Gosford.



3.0 Walking
3.1 Introduction
The majority of pedestrian activities occur along Mann Street, Baker Street, and Watt Street and along the coastal
walk, in particular outside the Gosford Station Transport Interchange and outside schools such as Gosford High
School, Henry Kendall High School and Gosford Primary. Mann Street, the north-south spine of the city centre,
provides direct pedestrian access to the Gosford Transport Interchange and the William Street mall. Walking trips
to the City Centre are measured together with cycling and amount to 2.7% of the 9,000 daily trips presently being
undertaken to Gosford. Of course, all trips involve a walking component.
A Pedestrian Access and Mobility Plan (PAMP) has already been produced for Gosford city centre. The PAMP
along with the Gosford Challenge Masterplan provides the context for this review of pedestrian accessibility for
Gosford. The pedestrian routes and measures identified in the PAMP have been considered and analysed
alongside identification of additional measures where appropriate.
From site visits, the identified north south routes mainly used by pedestrians have been identified as being along
the Pacific Highway, Hills Street/Watt Street, Holden Street and Baker Street to the waterfront south of the town
centre. In addition to these major desire lines, important pedestrian routes were identified along Fielders Lane
towards the waterfront and along Henry Parry Drive east of the Pacific Highway. The major east-west pedestrian
desire lines through Gosford town centre were identified to be along Donnison Street, Faunce Street and
Racecourse Road. In addition, east-west pedestrian desire lines were noted across the rail line at Etna Street,
Donnison Street and Dane Drive. These are described in more detail below.

3.2 Existing and Planned Pedestrian Facilities
3.2.1 Existing Pedestrian Facilities
Footpaths are generally provided on both sides of the major north-south roads through the town centre (along
Mann Street and Baker Street). Formal crossing opportunities for pedestrians are provided at the signalised
intersection of Etna Street / Mann Street and at Mann Street / William Street Mall. In addition to the existing
pedestrian bridge over the railway line, pedestrian crossing opportunities are provided by mid block crossings and
zebra crossings at Watt Street / Hill Street. A shortcut for pedestrians is provided through the car park outside the
railway station via Baker Street to the waterfront; however, this pedestrian link is considered to be unsafe due to
the lack of lighting and security measures.
There is a lack of footpaths or poor footpath conditions along the following major pedestrian routes through the
study area, which discourage trips by foot along these important pedestrian desire lines:
Partly no footpaths or poor condition along both sides of Watt Street/Hills Street (Figure 3.1);
Narrow footpath (partly less than 1m wide) along the western side of Showground Road;
Narrow footpaths (approximately 1m wide) along both sides of Holden Street; and
Lack of footpath between Baker Street and waterfront through the park (Figure 3.2).



Figure 3.1 Poor footpath condition along western side of Watt St Figure 3.2 Lack of pedestrian footpaths through the park

Source: AECOM

3.2.2 Planned Pedestrian Facilities
A Pedestrian Access and Mobility Plan (PAMP) was produced for Gosford City Centre in January 2009. The
purpose of the PAMP was to develop and evaluate options for infrastructure improvements which would provide
an improved and interconnected pedestrian network in the Gosford City Centre.
The PAMP proposed five routes as the main pedestrian thoroughfares through the city centre. These routes and
the major items recognised for improvement are described below.
Route 1: Railway Station to Waterfront along Baker Street:
- Improve signage, wayfinding and lighting;
- Install additional speed hump between station and Baker Street;
- Install raised threshold across Baker Street at car park entry to provide ‘at grade’ pedestrian access to
western side of Baker Street;
- Install raised crossing in Baker Street opposite laneway to Mann Street;
- Install 3.0m wide shared pedestrian / cycleway along western boundary of Gosford Public School
linking Georgiana Terrace with Dane Drive traffic signals; and
- Install pedestrian refuge in Baker Street on northern side of intersection with Georgiana Terrace.

Route 2: Railway Station Baker Street via Mann Street and Donnison Street:
- Improve lighting and wayfinding;
- Narrow travel lanes in Mann Street to 3.5m and parking lanes to 2.3m to provide greater footpath width
along eastern side between Erina Street and Donnison Street; and
- Through redevelopment, create pedestrian through site link between Mann Street and Baker Street
(between Donnison Street and Georgiana Terrace).

Route 3: Faunce Street – Henry Kendall High School to Gosford Rail Station:
- Install pedestrian refuge in Batley Street North on the southern side of its intersection with Sinclair
Street. (Traffic Committee Approved/Awaiting Funding);
- Install centre island within existing crossing facility in Cape Street North on the southern side of Sinclair
Street;
- Provide short section of connecting footpath between this crossing facility and the existing footpath
along the northern side of Ward Street;
- Install pedestrian refuge and pram ramps in Ward Street at Holden Street;
- Install ‘glassbead’ paint on ramps of existing raised pedestrian crossing in Holden Street and chevron
signage;



- Install reflective chevron signage within the centre islands at the roundabout in Faunce Street West at
Showground Road; and
- Replace pedestrian refuge in Showground Road south of Faunce Street with a marked pedestrian
crossing. (Traffic Committee Approved/Awaiting Funding).

Route 4: Showground Road - Racecourse Road to Gosford Rail Station:
- Improve pedestrian pathways over railway line as part of the Etna Street Railway Overbridge
replacement recommended by council;
- Install ‘Watch for Pedestrians’ sign for northbound traffic in Showground Road on approach to the
existing pedestrian refuge at Racecourse Road;
- Extend existing footpath to last on street car space on eastern side of Showground Road to provide all
weather path to station; and
- Install marked foot crossing across Showground Road on the northern side of Beane Street (Traffic
Committee approved).

Route 5: Watt Street – Faunce Street to Erina Street + Erina Street – Watt Street to Mann Street:
- Reconstruct pedestrian path along western side of Watt Street between Faunce Street and Watt Street;
- Install a pedestrian refuge in Watt Street outside Centrelink in the vicinity of the entry to The Gateway
Shopping Centre;
- Install a marked pedestrian crossing within the existing pedestrian refuge in Watt Street on the northern
side of Erina Street (warrants met);
- Remove on street parking on the northern side of Erina Street between Mann Street and Watt Street
and widen footpath on southern side; and
- Option 3 – Any future redevelopment of the Imperial Shopping Centre should consider an active street
frontage and pedestrian connections to bus facilities in Erina Street.

The recommendations from the PAMP have been reviewed and taken into consideration for this TMAP, and
where appropriate minor amendments have been suggested for implementation by Council through the package
of measures, as described below.

3.3 Pedestrian Package of Measures
The review of existing pedestrian facilities and conditions within the study area has revealed that there is a
number of areas where improvements could be made that would enhance the network by providing for existing
trip patterns and desire lines as well as encouraging more trips to be made by foot.
The existing PAMP for the Gosford City Centre has been used as a basis for improving and developing the
pedestrian network within the study area. The following sections outline these recommendations and where
appropriate, suggest amendments to the existing plans in order to maximise future pedestrian trips within the
study area and to further improve connectivity and accessibility for walking as a mode of transport.
As mentioned previously, the already prepared PAMP has been used as a basis for the development of a
package of potential measures for pedestrians for this TMAP. An approximate distance of 800m or a 10-15 minute
walk is considered to be an acceptable walking distance for people to reach their destination. The main attractors
and pedestrian routes within Gosford town centre are well within this catchment which encourages walk as a
mode of transport. The potential key measures for the pedestrian network within the study area have been
developed based on this walking catchment, observed pedestrian desire lines and recommendations from the
PAMP.
Table 3.1 sets out the Gosford City Centre PAMP routes and measures which are supported through this TMAP
with some potential amendments as described.



All measures are grouped into short term (to 2016), medium term (to 2021) and long term (to 2036) timescales for
implementation, in line with the suggested target implementation dates, as shown in the table below. Costs are
not provided and will be subject to detailed design.
Table 3.1 Pedestrian Package of Measures I - Supported Gosford City Centre PAMP measures with potential amendments

Supported PAMP Routes PAMP description Potential amendment/addition Timescale for
and Measures implementation

Route 1: Railway Station to 3.0m shared pedestrian / No change Short Term
Waterfront along Baker Street cycleway on western boundary of
Gosford Public School,
pedestrian refuge in Baker Street.
Improved signage, wayfinding
and lighting;

Speed hump between station and
Baker Street, raised car park
entry and Baker Street crossing
opposite laneway to Mann Street;

Route 2: Railway Station to Narrow travel lanes in Mann This is not considered necessary Short Term
Baker Street via Mann Street Street to 3.5m and parking lanes due to existing wide footpaths of
and Donnison Street to 2.3m to provide greater approximately 3m. Instead, it is
footpath width along eastern side recommended to implement an on
between Erina Street and street cycle lane along Mann Street
Donnison Street. by reducing lane widths. This is
described further in the ‘Cycling
Package of Measures’ section.

Route 3a: Sinclair Street N/A (potential addition) Widen footpath along southern side Short Term
between Batley Street and of Sinclair Street between Batley
Showground Road Street and Cape Street North by
approximately 1m (on current grass
verge) to a minimum of 2m to allow
for high volumes of pedestrians
from Henry Kendall.

Route 3b: Ward Street N/A (potential addition) Provide footpath along northern Short Term
between Batley Street and side of Ward Street between Cape
Showground Road Street North and Holden Street to a
minimum standard of 2m to allow
for high volumes of pedestrians
from Henry Kendall.

Route 4: Showground Road N/A (potential addition) Install pram ramps on both sides of Short Term
between Racecourse Road the Beane Street crossing with
and Faunce Street Showground Road.

Route 5: Watt Street between N/A (potential addition) Upgrade footpath quality along the Short Term
Faunce Street and Erina western side of Watt Street between
Street + Erina Street between Faunce Street and Erina Street
Watt Street and Mann Street (approximately 200m).

Source: Gosford City Centre PAMP (GTA Consultants, 2009) and AECOM

In addition to the potential amendments to the measures in the Gosford city centre PAMP, additional measures to
upgrade pedestrian facilities in Gosford on key routes and between key origins and destinations are
recommended. The identification of these routes follows a gap analysis on the PAMP routes, site visits to identify
need for improvements and the review of existing and proposed routes highlighted in Sections 3.1 and 3.2. The
potential additional pedestrian route upgrades recommended are shown in Figure 3.3 and described below.



The potential packages of measures, additional to the PAMP routes, are set out below:
Route W1: Hills Street / Watt Street between Lindsey Street and Erina Street;
- Replacement of sub-standard pedestrian footpaths between City Centre, rail station interchange and
residential development north of the City Centre. Widen to minimum recommended 1.2m and improve
quality.
Route W2: Hely Street between Donnison Street West and waterfront;
- Provide footpath to link residential land uses to the City Centre and rail station interchange and
between the leisure uses on Hely Street and surrounding residential development.
Route W3: Provide footpaths on both sides of Pacific Highway, between Dwyer Street and Henry Parry
Drive.

Figure 3.3 Additional recommended pedestrian improvements (excluding those already identified PAMP routes)

Source: AECOM



Pedestrian access between West Gosford and the Gosford City Centre requires further investigation with key
stakeholders. There are a range of potential pedestrian links in addition to the station overbridge including at
Donnison and Etna Streets. The Draft Masterplan for the Renewal of Gosford City Centre recommends that
Gosford City Council provide a pedestrian and cycle bridge at Erina Street connecting through existing car parks.
The feasibility of providing further pedestrian connections east-west across the railway line will need to be
informed through detailed investigations and cost benefit analysis as part of a broader access strategy for the
West Gosford area linked to future growth.

Table 3.2 Pedestrian Package of Measures II - additions to PAMP routes/ measures

Ref Description Timescale for
implementation

W1 Hills Street / Watt Street between Lindsey Street and Etna Street Short Term

W2 Hely Street between Donnison Street West and waterfront Short Term

W3 Pacific Highway footpaths (between Dwyer Street and Henry Parry Drive) Short Term

Source: AECOM



4.0 Cycling
4.1 Introduction
The level of existing cycling, especially for journeys to work in Gosford is very low (less than 1%). The potential
for cycling in Gosford is hindered by a lack of connectivity and a lack of attractive routes and facilities through the
city centre, and between Gosford and surrounding areas. Barriers to cycling also exist in the form of the local
topography and physical infrastructure such as the railway line through the centre of Gosford, which constrain
east-west movements to existing road crossings and Gosford station concourse.
The majority of cycling activity currently occurs along the coastal walk, on the existing cycle path, and for access
to the Gosford Transport Interchange, confirmed by the number of parked bicycles at the station interchange.
The potential measures in this section seek to improve the connectivity and amenity for bicycle trips, for access to
Gosford city centre, as a mode of travel to other centres and notably for journeys to work into Gosford city centre,
including provision of trip end facilities for commuter cyclists.

4.2 Existing and Planned Bicycle Facilities
4.2.1 Existing Bicycle Facilities
The major regional cycle routes between the major town centres in the areas surrounding the study area are
limited and currently include the following:
an off road cycleway between Umina Beach and Point Clare;
an off road cycleway between East Gosford and Erina;
an off road cycleway between Erina and Green Point; and
an off road cycleway between Forresters Beach and Wamberal.

There are relatively few local cycle routes within the study area and these are not well connected to major land
uses in the area or the surrounding regional bicycle network. The major existing cycle route in the study area is
the off road cycle lane along the waterfront south of Gosford, between Point Frederick and Umina Beach.
Significant volumes of cyclists were however observed using this off road path (Figure 4.1) which demonstrates
that where attractive cycle infrastructure is provided for cyclists it is currently well utilised. Therefore further cycle
routes to connect to this existing cycle path and to link to the city centre and the waterfront should be considered.
Provision for secure cycle facilities is limited within the city centre, with the exception of the Transport Interchange
where 20 secure bicycle lockers are provided for cyclists accessing the station by bike. During site visits it was
noted that existing racks and lockers are currently fully utilised (as seen in Figure 4.2), suggesting that there is
unmet demand for additional secure bicycle parking within the city centre. RailCorp have advised that 20 new
bicycle parking facilities will be provided at Gosford station in 2010.

Figure 4.1 Well utilised shared path along the waterfront Figure 4.2 Well utilised bicycle racks at station

Source: AECOM



4.2.2 Planned Bicycle Facilities
Gosford City Council is committed to encouraging cycling as a legitimate alternative means of transport by
providing safe and convenient cycling routes in the study area and surroundings. A number of local cycleways are
proposed by Gosford City Council as part of the NSW Coastline Cycleways Strategy (2009) and the Draft Gosford
Bike Strategy (2010). The Gosford City Cycleways map is shown below in Figure 4.3.
The objective of Council’s Bicycle Policy is to create a shared road space for cyclists and to provide a safe link for
commuter and recreational cyclists along the Brisbane Water Foreshore, linking the commercial settlements of the
Woy Woy Peninsula, Gosford and Terrigal. Another objective is to promote cycling as an alternative mode of
transport that is energy efficient and responds to relevant local and global issues such as obesity, affordable
living, climate change and energy.
The main local cycleways recommended are the link to Point Clare along the railway causeway and the on-road
cycleway along Mann Street through the main part of Gosford city centre. In addition as opportunities for
development in West Gosford, as identified in the Gosford Masterplan, are realised the need for increased bicycle
parking on the West side of Gosford station should be identified. As part of any feasibility analysis into improved
access from West Gosford opportunities for improved cycle connections across the rail line should be considered.
The aims developed from Council’s bicycle strategy have been taken into consideration for this TMAP, and
recommendations on cycle access build on council’s bicycle strategy.



Figure 4.3: Gosford City Cycleways map

Source: Gosford City Council, July 2009



4.3 Cycling Package of Measures
The review of existing cycle facilities and conditions within the study area has revealed that there is a number of
locations where improvements could be made that would enhance the network by providing for existing trip
patterns and desire lines as well as encouraging more cycling trips in future.
The Gosford City Centre bicycle network plan under council bicycle policy is extensive and in general covers the
routes most likely to be used as cycle routes based on journey to work data. It has therefore been used as a basis
for improvements to the existing regional and local bicycle network. The following sections outline these
recommendations and where appropriate, suggest amendments to the existing plans in order to maximise future
cycling trips within and outside the study area and to further improve connectivity and accessibility for these
transport modes. The development of a package of measures for cycling has been established based on the
following criteria identified in the bicycle plan:

Link popular destinations with local residential areas;
Be consistent and uninterrupted;
Be easy to use for all types of riders and provide clear direction along the route;
Have consistent quality of cycle facilities along the routes;
Be easy to find;
Avoid long detours and balance against problems of topography;
Ensure bike riders are able to maintain a safe, comfortable and consistent;
Operating speed throughout the length of the route;
Safely accommodate bike riders, pedestrians and vehicles; and
Be enjoyable to ride and well maintained.

The potential cycle route network improvements recommended for the study area, are shown in Figure 4.4 and
listed below. These are based on major key trip attractors, journey to work data and observed cycle movements.
Route C1: Existing rail causeway between Point Clare and Gosford waterfront (subject to more detailed
safety and feasibility analysis by RailCorp and Transport NSW in terms of corridor feasibility and safety);
Route C2: Connection between waterfront and Mann Street, via Baker St;
Route C3: Along Mann St between Dane Drive and Etna Street;
Route C4: East Gosford to Gosford Waterfront along Dane Drive;
Route C5: Faunce Street West between Racecourse Road and Showground Road (based on assumption of
Faunce St West / Racecourse Road Intersection Upgrade);
Route C6: Racecourse Road between Faunce Street West and Dane Drive;
Route C7: Across bridge connecting Racecourse Road to the West Gosford Industrial Estate;
Route C8: Between intersection of Racecourse Road / Faunce Street West, continuing north along
Showground Road; and
Route C9: Investigation of the feasibility of options for future cycleway connections East-West across the
railway line at Etna Street, Erina Street and Donnison Street.

In addition to these routes, high level amendments have been recommended to the regional bicycle network. The
potential package of measures for the regional and local bicycle network is described in the following sections.



Figure 4.4: Key cycle routes within the study area

Source: AECOM



Regional cycle network
Gosford City Council has developed the Draft Gosford Bike Strategy (2010) to promote cycling as an alternative
mode of transport that is energy efficient and responds to serious local and global issues such as obesity,
affordable living, climate change and energy. A review of the draft study has been undertaken, through the TMAP,
using the following methodology:
1) Establish where major employment origins and destinations (for example surrounding town centres) are
based on Journey to Work data (2006);
2) Establish catchment areas of approximately 10km around the identified routes (based on Draft Gosford Bike
Strategy (2010) which suggests likely cycling catchments are nine times walking catchments of
approximately 900m);
3) Identify lack of bicycle routes based on major employment areas; and
4) Undertake site visits to confirm the feasibility of our suggested amendments to the routes.

Following this analysis, it is recommended to implement the routes proposed in the Gosford City Cycleways map
(Figure 4.3) from the Draft Gosford Bike Strategy (2010), and the NSW Coastline Cycleways Strategy with the
following minor amendments to maximise the cycling catchment:
Extend the cycleway along Davistown Road north to Mundoora Avenue, to provide a direct off road cycleway
link for recreational cyclists to Green Point from Coomal Ave where the Kincumber to Davistown cycleway
meets Davistown Rd;
Extend the on road cycleway on Serpentine Road from Central Coast Highway at Erina Heights to Terrigal
Drive;
Extend the proposed off road cycleway connecting Gosford waterfront and East Gosford to include Point
Frederick by providing dedicated on road cycleway (minimum 1.5m) extending to Pioneer Park;
The proposed cycle plan connecting Niagara Park to Gosford has some minor gaps in off road cycleway
provision. It is recommended that these stretches of on road cycleway be altered to off road cycleway to
ensure greater ridership between Gosford, Narara, Wyoming, and Niagara Park. The specific sections are
Deane Street between Hanlan Street South and Narara Valley Drive, Hanlan Street South between Deane
Street and Carrington Street, and Showground Road between Manns Road and Wyoming Skate Park; and
Extend the off road cycleway to Springfield shops (Spring Avenue) to ensure greater usage by cyclists and
provide a designated route to Hylton Moore Park. From Spring Avenue, Springfield to East Gosford the
proposed on-road route alignment follows Wells Street, a major arterial road providing an alternative access
to Terrigal, Erina, and the north of the Central Coast. It is recommended to move this on-road cycleway to
Maitland Road (Althorp Street). Being a local road it is more conducive to on road cycling.

It should be noted that the feasibility of these recommendations have not been assessed in detail since they are
located outside the study area. Further detailed analysis or feasibility studies regarding these recommendations
would have to be undertaken prior to implementation.

Local cycle network
As mentioned previously, the Draft Gosford Bike Strategy (2010) has been used as a basis for the development of
a package of measures for cyclists for this TMAP. The study area is within the identified catchment distances
people are willing to cycle to reach their destination, which reinforces the importance of encouraging cycling as a
mode of transport.
It is recommended that council review the draft strategic bicycle plan in light of these recommendations, in
consultation with the RTA, as part of their bicycle path construction program. The review should consider the
NSW bicycle plan proposals outlined for Gosford as recommended under Action 2.2 of the NSW Bike Plan (2010)
to improve subregional cycle networks serving Gosford. This includes the Central Coast Highway, Terrigal Drive,
Avoca Drive and the Pacific Highway between Gosford and Ourimbah.
Details of the potential package of measures for each local bicycle route are provided in Table 4.1. These options
are subject to evaluation and availability of funding under the RTA bicycle path construction program which is a
50:50 contribution from Council and NSW State Government.




Table 4.1 Cycling Network Package of measures recommended by AECOM

implementation

C1 Create cycleway via rail causeway between Point Clare and Gosford waterfront (subject Medium – Long
to feasibility and safety review by RailCorp) Term

C1a Construct elevated decking. Decking should be a minimum of 3m wide with a desirable width
of 3.5m due to the heavy recreational usage expected along the route.

C1b Construct bridge crossing. As with decking the bridge should have a minimum width of 3m;
however a width of 3.5m is desirable.

C2 Connection between waterfront and Mann Street, along Vaughan Avenue Short Term

C2a In early 2011 Council will be commencing work to develop the Baker Street Boulevard between
Donnison Street and Vaughan Avenue, connecting the City to the waterfront. On the eastern
side will be a 4-6M shared pedestrian / cycle path.

C3 Provide cycleway along Mann St between Dane Drive and Etna Street (subject to a Short Term
review of balanced provision for footpaths, cyclists, public transport and parking).

C3a Introduce a shared path with a minimum width of 2.5m* along the western side of Mann Street
between Vaughn Avenue and Georgina Terrace.

C3b Provide splitter islands at existing roundabout on eastern and western approaches of the
Georgiana Terrace to ensure safe crossing point for cyclists.

C3c Provide 1.5m on road cycleway on eastern and western side of Mann Street for cyclists by
narrowing Mann Street in accordance with Austroads standards. At the intersections of Mann
Street with Donnison Street and Erina Street, where a minimum on road cyclist lane of 1.5m
cannot be achieved a shared lane for cyclists and cars should be implemented. This shared
lane should be a maximum of 3.1m to ensure bus use is not compromised, as shown in Figure
4.6 and Figure 4.7.

At the intersections of Donnison Street and Erina Street the kerbside or left hand lane should
be shared where applicable. Removal of existing landscaping work may be required in certain
locations to achieve minimum 1.5m cycle lane width.

C3d Resume off-road cycleway on existing footpath between Erina Street and Burns Crescent.
Minor widening of footpath can be considered but is not necessary to accommodate separated
off road bicycle facilities.



implementation

C3e Along the western side of Mann Street between Burns Crescent and Faunce Street two
footpaths exist; one running at a higher level and the other remaining at street level, as seen in
Figure 4.5.

Figure 4.5: Split level footpaths along western side of Mann Street

It is recommended to split the uses of these paths, allowing for cyclists to use the bottom path
and pedestrians to use the top path. It is also recommended to relocate the existing waiting
area near the Faunce Street roundabout to western side of the pedestrian area allowing for
additional seating for taxi rank patrons.

C3f As a minimum an off road shared path should be provided on the western side of Mann Street
between Faunce Street and Etna Street. Cross section analysis undertaken at various
locations along this link between Burns Crescent and Etna Street indicates an existing footway
width of at least 3.8m. It is recommended that the entire existing footpath be converted to a
shared path.

Removal of landscaping at the Faunce Street/ Mann Street roundabout may be required to
ensure the minimum desirable shared path width of 2.5m is achieved.

C4 Widen cycleway from East Gosford to Gosford Waterfront along Dane Drive Short Term

C4a Widen footpath on southern side of Central Coast Highway between Frederick Street (East
Gosford) and Gosford Waterfront to a minimum width of 2.5m with a desirable width of 3m
provided adequate footpath width is available.

C5 Create cycleway C6: Racecourse Road to Holden Street via Sinclair Street Short Term

C5a Cyclists will cross at the marked crossing outside Henry Kendall High School on Racecourse
Road. Upgrade the existing footpath along Racecourse Road to a shared path with a minimum
width of 2.5m (3m desirable) to the (potential) crossing on Batley Street.

C5b Upgrade existing footpath on Sinclair Street to the crossing on Cape Street North to a shared
path with a minimum width of 2.5m (3m desirable). Minimal retaining wall work may be needed
along Sinclair Street due to the small gradient in the verge.

C5c Upgrade existing footpath along the northern side of Ward Street from the Cape Street North
crossing to the intersection of Ward Street and Holden Street to shared path with a minimum of
2.5m, by removing existing light foliage and installing retaining walls and guardrail.

Large trees to the south of the existing footpath between the intersection of Cape Street North
and Ward Street and the hospital car park access form a constraint for widening the footpath.
However, their removal would cause a loss of amenity to the path. It should be considered if
widening is not appropriate on the northern side of the footpath to investigate the possibility of
adopting a reduced shared path width for this component of the shared path link.



implementation

C5d Install a marked pedestrian crossing at the intersection of Ward Street and Holden Street on
the Ward Street approach. Associated widening for the footpath on the western side of Holden
Street to the Holden Street pedestrian crossing is also required. The shared path should be a
minimum of 2.5m.

C6 Create cycleway Racecourse Road between Faunce Street West and Dane Drive Short Term

C6a Installation of footpath/cycleway on western side of Racecourse Road. Shared path must be a
minimum of 2.5m* with a desirable width of 3.0m. Minor footpath widening required outside the
Gosford Racecourse.

C7 Create cycleway across bridge connecting Racecourse Road to the West Gosford Long Term
Industrial Estate (subject to detailed cost benefit analysis).

C7a Provide footpath/cycleway on each approach to bridge crossing. The recommended minimum
clear width for a cycle path on a bridge is 3m.

C7b Construct bridge crossing.

C7c Install appropriate lighting along link.

C8 Create cycleway between intersection of Racecourse Road / Faunce Street West, Short Term
continuing north along Showground Road

C8a Provide footpath/cycleway on western/northern side of Racecourse Road until the Henry
Kendall High School pedestrian crossing with a minimum width of 2.5m.

C8b From the Henry Kendall High School pedestrian crossing to the Gosford Golf Club the footpath
width is approximately 1.45m. A minimum width of 3m* is required. Where significant space in
the verge does not exist it is suggested to narrow the existing carriageway by approximately
1m.

C8c Provide a minimum shared path of 3m* between Gosford Golf Club to the intersection of
Racecourse Road / Showground Road by reducing the current grass verge.

C9 Investigation of the feasibility of options for future cycleway connections East-West Short-medium
across the railway line potentially including Etna Street, Erina Street and Donnison Term
Street

Source(s): AECOM; RTA 2010.



Figure 4.6 demonstrates the use of a mixed traffic environment with cyclists and cars. However; as stated
previously, to provide for buses a minimum lane width of 3.2m is recommended as opposed to 2.9m as shown
below.

Figure 4.6: Example of mixed bicycle and traffic lane on the local road network

Source: City of Sydney (2007) Cycle Strategy and Action Plan 2007-2017

Figure 4.7 provides a view of design requirements for an on road bicycle lane, based on Austroads standards.

Figure 4.7: On Road Bicycle Lane Requirements

Source: Austroads (2009) Guide to Road Design Part 3: Geometric Design



4.4 End of Trip Facilities
A major barrier to cycling is a lack of suitable end of trip facilities, particularly for journeys to work. Commuter
cyclists require secure bicycle parking as well as showers, change rooms and lockers at their place of work to
maximise convenience of cycle, as well as pedestrian, commuting.
Provision of end of trip facilities also has the potential to increase bicycle travel to public transport interchanges
and major generators such as schools and shopping centres. There are currently a limited number of bicycle
facilities such as lockers, showers and dedicated bicycle parking within Gosford city centre.
High quality bicycle parking should have the following characteristics:

Convenient – parking should be located in close proximity to the cyclist’s destination. In the case of railway
stations, parking should be located as close as possible to the station entrance. It is important to minimise
the distance a cyclist has to travel after they dismount to minimise trip disruption;
Secure – parking should be secure and within a high visibility area;
Sheltered – parking should be sheltered from the weather;
Visible and well lit – parking should have high surveillance and be well lit at night;
Easy to use – parking should be easy to use and provide signage to assist new users;
Safe from obstructions – parking should be located clear of pedestrian and motor vehicle movements; and
Signage – should clearly identify the location of parking facilities.

The NSW Bicycle Guidelines6 recommend the use of medium or high density parking facilities in situations where
the floor space available for bicycle parking is at a premium cost and user demand is substantial, such as town
centres, railway stations and transport interchanges. Bicycle parking space requirements are provided in the NSW
Bicycle Guidelines.
The amount of bicycle parking required depends on the future cycle demand. It has been demonstrated that, in
general, more bicycle parking spaces results in greater usage. Therefore, providing more parking spaces will
serve to encourage cycling. Based on this, a package of measures has been recommended to improve and
increase end of trip facilities along identified major cycle routes, as shown in Table 4.2.
It is worth noting that the majority, if not all residents in West Gosford are within easy walking and cycling distance
of the station and City Centre. The need therefore for bicycle parking on the west of the station needs
consideration in line with the development in West Gosford, envisaged under the draft Gosford Master Plan.
Table 4.2 End of trip facilities package of measures recommended by AECOM

implementation

C11 Increase the number of secure bike parking at the Gosford Interchange and investigate Short Term
opportunities and timing for adequate additional parking on the West of Gosford station.

C12 Provide approximately 20 additional U-rails along Mann Street within the city centre. Short Term

C13 Provide additional cycle parking (secure bike parking/ U-rails) at key trip generators such as Short Term
Gosford High School, Gosford City Council building, Gosford Hospital, and Gosford Waterfront

Source: AECOM

6
NSW Bicycle Guidelines, Roads and Traffic Authority, 2003



4.5 Active travel choices strategy
In addition to the identified ‘hard measures’, travel behaviour change programs are recommended to encourage
active travel choices such as walking and cycling. As an additional package of measure it is therefore
recommended to implement ‘soft’ measures to promote cycling as a mode of transport as part of a travel
behaviour change program which would include the following:
Provision of cycling training;
Preparation and promotion of walking and cycling maps;
Implementation of signs for pedestrians and cyclists; and
Promotion of ‘non car day’ events.

More detail on the recommended travel demand management measures in provided in Section 9.



5.0 Buses
5.1 Overview
According to the 2006 Journey to Work data, the current mode share of public transport in the Central Coast
Region is relatively low especially in comparison to surrounding areas. Bus travel represents only 1.9% of journey
to work trips to Gosford City Centre.
The Central Coast region is broken up into two bus contract regions which operate services under contract to
TNSW through the Outer Metropolitan Bus Contract (OMBSC) scheme. These regions are OMBSC Contract
Region 6, which is operated by Busways encompassing the Gosford City Centre and a large portion of Gosford
and Wyong Local Government Areas (LGA), OMBSC Contract Region 7 operated by Redbus, significantly smaller
than Region 6, operating services to Gosford City Centre from the eastern part of Gosford and Wyong LGA’s.
In December 2009, both Busways and Redbus presented a proposed Integrated Network Plan to the community,
which is required under the OMBSC. The Integrated Network Plan defines the specification for Bus Services that
identifies the Contract Service Levels and Route Networks which replaces the Initial Service Plan under the
current contract. The proposed Integrated Network Plan is shown in Error! Reference source not found.
(overleaf), and a map of existing bus routes within Gosford City Centre is provided at Figure 5.1.
Figure 5.1: Gosford City Centre Bus Network prior to November 2010

Source: Busways / RedBus, 2010


Gosford city centre TMAP

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