Submission uploaded.

Please look to the future and include bike paths and cycling infrastructure into all new and existing urban plans. provide proper planing to include safe bike paths and bike parking. Include Bicycle NSW and BIKESydney in your planing

Please include properly engineered cycling links, compliant with Austroads guidelines. Thank you!

I support the introduction of a Ferry Hub for Barangaroo but calls for the proposal to be amended to include cycling links and bicycle parking as mandated in the Government's Long Term Transport Masterplan and Sydney City Centre Access Strategy.

The proposal should be updated to:

● address how the proposal serves the State's goal of doubling cycling (N​SW2021,​ Goal 8);

● explicitly enunciate the s​trategies t​hat it will adopt to encourage cycling as a transport and commuter option;

● adopt the principle to provide safe, connected cycling links to the Ferry Hub that eliminate conflict with pedestrians and motorised traffic;

● be updated to include the assessment of external and internal cycling catchments and "desire lines" to, and bicycle parking demand for the Ferry Hub;

● be updated to explicitly identify internal and external (to Barangaroo) cycling links to the Ferry Hub. Left implicit, the links will likely never be developed. By comparison, the proposal (rightly) clearly assesses and explicitly identifies the pedestrian network;

● commit to providing a quantum of convenient and secure bike parking at the Ferry Hub that can be increased later if required;

● commit to providing signalised cycling crossings at road intersections into/out of Barangaroo;

● specifically address the cycling desire line between the Harbour Bridge cycleway and the northern entrance to Barangaroo via Watson Rd, Argyle Pl and Dalgety Rd. The proposal does not address this route which will likely be favoured by many riders;

● be updated to clearly enunciate the cycling provision along the entire Barangaroo foreshore (in keeping with the requirement to provide foreshore access prescribed by the S​ydney Regional Environmental Plan (Sydney Harbour Catchment) 2005,​and S​haring Sydney Harbour Access Plan)​;

● commit to having internal cycling links to the Ferry Hub delivered as part of the first tranche of Barangaroo's transport network;


● be updated to explicitly address the requirements of the [Planning] Secretary's Environmental Assessment Requirements (SEAR's) in relation to:

"...assessment and modelling of ...bicycle parking requirements" and

"...assessment of ...impacts on cyclist and pedestrian access and safety, including consideration of opportunities to integrate cycling and pedestrian elements with the public domain"

● be updated to include mitigation and management measures to address impacts on riders from construction trucking movements particularly along Hickson Rd (as shown in Figures 6­5 and 6­6 of the EIS);

● commit to including lead cycling stakeholder groups such as Bicycle NSW and BIKESydney in the detailed​design of the Ferry Hub (as called for in Section 5.2.2 of the EIS. BIKESydney was not consulted in the development of the EIS as was required by the projects SEAR's).

The Customer and Operational Benefits of these measures include:

● Creation of a direct, efficient, fast autonomous travel choice;

● Increased ferry service patronage;

● Origin­side decongestion benefits (reduced car "drop offs");

● Reduction of private vehicle use and releasing seats on buses and trains ("mode­shifting");

● Increase in (origin­side) ferry patronage catchments;

● Health benefits.

The Barangaroo precinct is expected to accommodate up to 23,000 office workers, include a residential community of about 2,500 people and attract up to 33,000 visitors per day when complete. The great majority of these people will travel to and within the precinct by sustainable transport modes (walking, riding, and public transport, including the subject ferry service.) Accordingly, the Barangaroo Ferry Hub is a primary opportunity to achieve the State's N​SW 2021​cycling goal of doubling cycling's mode share.

The plan alludes to cycling but is vague.

It would be greatly improved it it:

* details strategies that it will adopt to encourage cycling as a transport and commuter option;
* provides safe, connected cycling links that eliminate conflict with pedestrians and motorised traffic;
* assesses cycling catchments and "desire lines" to the Ferry Hub, as has been done for pedestrians. The desire line between the Harbour Bridge cycleway and Barangaroo's northern entrance via Watson Rd, Argyle Pl and Dalgety Rd should be addressed explictly;
* identify cycling links to the Ferry Hub (rather than leave them inferred);
* quantify the demand for bicycle parking at the Ferry Hub;
* provide ample, convenient, secure bike parking;
* ensure that all parts of the foreshore path are rideable without conflict;
* ensure that construction trucking movements do not impact riders on the Hickson Rd cycleway;
* include Bicycle NSW and BIKESydney in the detailed design consultation.

Seperated cycleways from the ferry wharfs to the existing cycle network to allow ferry commuters to extend their journey to the
- north along hickson road,
- south along sussex st to pyrmont bridge
- east to the Kent st cycleway.

In recent years the harbour cruise industry has been permitted to increase rapidly in number and size of cruise boats. The scourge of the industry, in terms of environmental impact, is the party boat. Throughout the warmer months in particular, they become mobile outdoor dance parties, disturbing residents, businesses, customers and visitors all around the Harbour with loud amplified dance music.
The worst environmental impacts of the party boats are focussed on King St Wharf, adjacent to the proposed ferry hub. This is because King St Wharf becomes the loading and unloading point. Party boats project loud music into every room of resident's homes at King St Wharf for hours at a time while they load and unload, during morning, afternoon or night. The industry's business model is to sell as much liquor as possible during the cruise and rely on heavy police and/or riot squad presence at King St Wharf to the deal with the consequences of unloading hundreds of their inebriated and aggressive customers back on the wharves. The worst offenders include:
* larger boats such as Starship Sydney and All Occasion Cruises
* smaller boats such as RhythmBoat and FunBoat.
The adverse impact of this terrible industry (noise and antisocial behaviour) is by far the greatest adverse environmental impact associated with the wharves in the vicinity. Policing of the industry is very difficult.
I object to the proposed new hub being exclusively for ferries. The proposed new ferry hub should instead be a dual purpose hub for both cruise boats and ferries. Cruise boats should be able to use the hub at weekends to take some of the current strain off King St Wharf. This way, the painful impact of the party boat industry at weekends can be shared between Barangaroo and King St Wharf. Multi-purpose use would:
* spread, rather than concentrate, the adverse impact of a terrible industry that the Government has permitted to grow, and
* generate an additional revenue source, reducing the cost of the new wharves to the taxpayer.
It is completely capricious and unfair to concentrate the worst environmental impacts of harbour users, namely party boats, on King St Wharf while largely protecting Barangaroo from them (which is the case if the new ferry hub is exclusively for ferries). Of course, a better solution would be to move party boats away from the King St Wharf/Barangaroo precinct altogether.

I am a commuter and utility cyclist who regularly rides into and through the city to work and attend medical appointments.

I additionally use multimodal transport, either by riding to a departure, or riding to use another form of transport taking my bicycle with me.

I support the proposed ferry hub in the hungry mile as it will provide an western city link to a major public transport mode.

I support the proposed hub in particular if it forms a modal transfer between the bicycle network and the ferry network. Infrastructure needs to build bicycles in at the base to see success in this mode share, and the proposed development is within the boundary of the strategic cycle way network.

From the perspective of a Redfern resident, access to this location via Darling Drive and the Pyrmont Bridge is far more desirable than using Castlereigh to access Circular Quay.

While I support Bike Sydney's submission I want to draw particular attention to the disconnected nature of the EIS's addressing multimodal transport. I will not use this facility if it is not integrated into the bicycle network including end or transfer of trip facilities such as covered or shielded parking.

On the other hand, the opportunity from clearly spelling out the connection between this facility and the strategic cycleway network has the clear and long term advantage of drawing multimodal uses to the site through the ferry system and through the cycleway system. In particular, for a protected cycle network (a mode of cycling chosen in particular by families with younger children) ferries play a large role in their transport desires.

From the perspective of someone who works in the city, were I to move to the ferry network as my primary public transport option, cross connection to the cycle network for the last two kilometers would be highly desirable for me.

I support the Ferry Hub in Barangaroo .I ride & work in the City.
There are a number of things that can be done to benefit the project ,the city ,cycling & long term the health of the community ,poor health being one of the states greatest burden.
Increasing cycling patronage will come about if
1 it is explicity spelt out the strategies that will be adopted to encourage cycling as a viable transport option.
2 adopt the principle to provide safe ,connected cycling links to eliminate conflict with pedestrians & motorised traffic.
3 Ensure all parts of the foreshore are rideable without conflict.
4 provide signaised cycling crossings at intersections into & out of Barangaroo
5 assess cycling catchment areas + desire lines to the Ferry Hub as has been done for pedestrians.The desire line between Harbour Bridge cycleway & Barangaroo's northern entrance via Watson Rd ,Argyle Pl + Dalgety Road should be addressed explicity.
6 Explicity identify cycling links to the Ferry Hub (rather than leave them inferred)
7 Provide ample ,convenient bike parking
8 quantify the demand for bike parking at the Ferry Hub
9 Ensure construction trucking movements do not impact riders on the Hickson Rd cycleaway.
10 include Bicycle NSW and BIKESydney in the detailed design consultation.
The benefits of such an approach could be
1 Creation of a direct efficient fast autonomous travel choice
2 Increased Ferry service patronage
3 Trip origin-side decongestion -reducing car drop offs
4 reduction of private vehicle usage ,releasing seats on trains & buses
5 increasing origin-side ferry patronage catchments.
thank you for the opportunity to comment on such an important project
Kerry McNamara