How can the community interact with Council during the exhibition period?

    If you missed the online information session held on 25 May 2021, you can:

    • watch the recording of the session held 25 May 2021
    • register for the online Q&A session on Wednesday 9 June, starting at 12 Noon - pre submitted questions encouraged
    • send questions to for a direct response 
    • call Lindsay Menday, Council's Sustainable Transport Projects Coordinator on 9936 8251
    • make a submission online or email to by 14 June 2021


    Is there an error on the notification letter sent concerning propsoed restrictions to Clark Road?

    Yes, the notification letter incorrectly identified that the right hand turn into Clark Road would be restricted. This turn would not be impacted by the proposed changes. Instead, the turn that would be restricted is the left turn from Clark Road (south bound) into High Street. This is proposed to reduce the delay on vehicles travelling towards Kirribilli, which will in turn reduce congestion at the intersection, and allow the clearway restrictions north of the intersection to revert to full time parking. This was correctly labeled on the concept plans as distributed (refer to the document library). 

    Where did this idea originate?

    As detailed on page 3, Council adopted the North Sydney Integrated Cycling Strategy in 2014. The Cycling Strategy identifies 5 priority routes as the basis of a connected network across the LGA which enables people of all ages and abilities to choose cycling as a day to day transport option. The projects in the report comprise sections of 3 of the 5 priority routes. Note: the Kirribilli to Cremorne route is called Route 3 in the Cycling Strategy. 

    Since 2014, Council has progressively worked to secure funding to implement the Strategy. A funding offer is currently available from TfNSW. In November 2020, Council considered a report detailing the funding offer. Council resolved to:

    • provisionally accepted the grant offer from TfNSW for construct Active Transport projects in ‘Ernest Street’, ‘Young Street’ and ‘Route 3’, subject to agreement from TfNSW that the construction phase of the projects is subject to the outcomes of community consultation on the projects;
    • provide post exhibition reports to the Council at the completion of each consultation;
    • that should the Council resolve to proceed with the projects, that approval/concurrence from the Traffic Committee be sought under delegation (i.e. technical approval).

    Where does this plan sit with the long range plan for cyclist access to the bridge? If access will be via a ramp near Middlemiss St? Why bring cyclists along Broughton Street at all?

    This route is identified in the North Sydney Integrated Cycling Strategy as a ‘priority route’. Priority route are those identified as having the greatest potential to enable more people to use a bike for transport trips 2-5km. Connecting village areas is proposed so that people can access these areas by bike.   

    Do you have any ability to “electronically” recognise at night an inadequately “lit” cyclist and “flash” warn them that lighting/reflector clothing is inadequate to motorists in the dark and the rain?

    Council does not have the authority to regulate moving vehicles, this can only be undertaken by the Police. Council does regularly run road safety education and awareness campaigns.

    Talk us through Option B for Broughton Street, as this affects the residents of Broughton Street?

    Two options were provided for Boughton Street for community feedback. Option A prioritises the preservation of parking on the eastern side of the street (and would maintain the existing parking arrangements between McDougall Street and Willoughby Street), Option B is a dedicated cycle lane. 

    I would like to know more about the parking on Broughton Street and the safety of residents.

    Under Option A, parking between McDougall Street and Willoughby Street would remain unchanged. Parking south of Willoughby Street would be available on the outside of the cycle path (east side) and kerb side (west side). One (1) parking spot would be removed on the west side as part of realignment of lanes, the other parking is proposed to be replaced like for like.

    Is parking proposed to be removed on the east side of Broughton Street with the proposed cycle lane, taking away parking for all those houses?

    Under Option A, parking in these section of the project remains unchanged. Option A was considered most likely to be consistent with community expectations around parking provision. Option B was included as an alternative, to allow community feedback on both options, and to indicate what trade-offs would be required to separate vehicle and cycle traffic in this section of the project.

    With the Option B bike lane on the northern side of Kurraba and Wycombe Roads, would cars reverse park across the bike lane?

    Vehicles can cross an on-road cycle lane (as shown on Option B) to access parking lanes and driveways. 

    Would Council consider putting the speed humps up Harriette Street instead of the flat, were there are driveways to slow down speeding cars?

    Amendments are likely to be made to the design based on community feedback. All comments received by the community will be considered in the design review process. There are design guidelines/standards that would need to be considered/met and this may preclude ‘speed humps’ on roads above a certain gradient.

    Closing the slip road on Clarke Road, onto High Street, will bank traffic back to impede the access and egress from James Milson Village for residents, staff and visitors. Has this been considered along with the proposed WHTBL access from High Street?

    Changes proposed to traffic signals are modelled using a simulation program (SIDRA) based on current volumes and potential growth.

    A design that retains a slip lane will likely result in higher vehicle capacity at the intersection, however the trade-off is likely to be higher vehicle speeds on Clark Street northbound between McDougall Street and High Street. The current slip lane design likely provides compromised pedestrian safety and access versus a alternative without a slip lane.  

    Please clarify the proposed restrictions regarding Broughton Street. Are the clear ways swapping or will residents not be able to park continuously for 24h?

    The clearway change was proposed as an alternative option (Option B) for the purposes of allowing community feedback on different options. The bulk of feedback received thus far indicates a preference for clearways not to be swapped. Option A does not propose changes to the existing parking in this block.  

    What are the proposed hours of the cycle way?

    As above. Any clearway cycle lanes would operate at the same time as existing clearways.

    Why would the removal of the slip lane be beneficial?

    Slip lanes are potentially increase crash risk pedestrians as the turn geometry allows for higher vehicle speeds, allows the potential for higher speed interactions between pedestrians and vehicles, and required that drivers consider pedestrian and merging simultaneously. A conventional signalised pedestrian crossing point potentially reduces these risks and includes phasing to maximise the visibility of pedestrians crossing the intersection.

    Have traffic studies been conducted, and if so may we see them?

    Signalised intersections have been modelled using a simulation program ‘SIDRA’ to assess performance. A Traffic Impact Assessment report is being prepared and will be finalised and made public following a review of the design and any changes required following community consultation. This report will include details of intersection performance and other details.

    Who is in charge of this road, State government or Council?

    Some of the roads are ‘regional roads’, some are ‘local roads’. Both are under the care and control of Council, however changes to regional roads will also be considered in terms of their role in carrying regional traffic.

    Clark Street & Kurraba Road has a very high incident rate as the camber of the RHT is wrong. Will this camber be addressed in the roundabout?

    As much as possible, changes made to the road network as part of any project will seek to upgrade facilities to current safety standards.

    Has Council thought about making the western side pedestrian walkway on Broughton - which is raised and up from the road, and not used as much as East for Pedestrians.

    This option will be further investigated as part of a post consultation design review. 

    Can anything be done to flatten (a little) the steep approach to Ben Boyd Road intersection headed east e.g. raise the approach so it's flat at the point where one dismounts due to the traffic lights/re-start on the same hill?

    It is unlikely that this can be achieved due to topographical and civil engineering constraints.

    What is the plan for future connection north/south, towards Lane Cove and to Harbour bridge?

    The North Sydney Integrated Cycling Strategy sets out Council’s proposed cycling network for Regional and Local trips. The route would form part of a LGA wide network designed to facilitate access to the local and regional network for people of all ages and cycling abilities.

    Will the cycleway extend north/south to connect to the regional network?

    The North Sydney Integrated Cycling Strategy sets out Council’s proposed cycling network for Regional and Local trips. This route forms part of a proposed network designed to enable all community members who want to cycle to access to the cycling network.

    The nursing home on Wycombe Rd is expanding and will require access to more on street parking. This proposal takes parks away from Wycombe Rd, putting burden on already limited parking in the area. Where will everyone who lives/visits the area park?

    The review of the design following community consultation will investigate options that reduce the parking impact on Wycombe Road.

    Will the cycle way and pedestrian footpath will be segregated? This has heavy foot traffic and already a constrained site.

    Cycle paths proposed as part of this project would be separated from footpath areas. 

    Why does the bus stop at Adderstone Avenue need to be removed?

    This is being proposed to improve the operation of the intersection (reduce vehicle queues/wait times) between Clark Road and High Street.  

    The proposed bicycle path seems to change sides of the road along Clark Road which is a quite narrow street. How are these changes going to occur? What mechanisms would you have in place?

    Cycle paths proposed would operate in one direction only, generally providing separation from traffic on uphill sections of the route where the difference between rider speeds and motor vehicle speeds is significant.  

    Has Council considered using Ennis Rd and existing walking path as an upgraded bike/walking track - diverting bikes up Macdougall St rather than Broughton St? Instead of removing parking on Broughton St between MacDougall and Willoughby Sts.

    This option will be further investigated in the post consultation review of the project. 

    Can the proposed bike path come down Ennis road rather than Broughton street?

    This option will be further investigated in the post consultation review of the project. 

    Is a dedicated bike lane proposed for the eastern side of Clarke Road, in the section between High Street and McDougall Street? Will any car spots be taken away in that section?

    No cycle lane is proposed in this location.

    Is it proposed to remove any parking spots on the eastern side of Broughton Street in the section running south of Willoughby Road?

    No removal of parking is proposed in this location.

    Is there reason why the footpath on Broughton St western side (section between McDougall St and Willoughby Rd) could not be made a dedicated bike path?

    This option will be further investigated in the post consultation review of the project. 

    How is the loss of one car space in Broughton Street referred to in "Anticipated Impacts" calculated?

    This is calculated by looking at the amount of kerb space provided in the ‘existing’ versus ‘proposed’ scenario where parking can be provided in accordance with statutory requirements/relevant design standards.

    How do such measures benefit the community when there is no current speeding problem? What proportion of cyclists are from the North Sydney community?

    Reducing the speed limit greatly increases pedestrian safety. In a crash between a car and a pedestrian, there is a 10% risk that a pedestrian will be killed at 30 km/h, 40% risk at 40 km/h, and a 90%t risk at 50 km/h. 

    Reduced speed limits are not linked to increased congestion, as vehicle spacing is also reduced at slower speeds.

    The project is designed to both enable latent demand for cycling (those who want to ride but do not currently due to network conditions) and increase safety for people who currently ride. Demographic analysis indicates high levels of latent demand for cycling in North Sydney LGA and the project area.