The ALP is telling the ACT Assembly - and Harrison residents - to 'go jump' over the potential realignment of Well Station Drive where it is to join Horse Park Drive.

ACTION's REDEX rapid bus service connecting the Gungahlin town centre to Civic and south Canberra looks to be building momentum.

The every 15-minute service is giving potential passengers the certainty they need to get serious about using public transport, with passenger numbers on the increase - 1377 on one day alone - and an overall increase of 4.2% in patronage.

The ACT Government, following pressure from the ACT Greens MLAs as part of their post-election agreement with the ALP, funded the $1 million trial, which will run through to July this year. Extending the service type to other town centres will depend on the success of the Gungahlin service, so GCC urges all Gungahlin residents to consider giving REDEX a go.

Residents of the eastern end of Well Station in Harrison have had a win in their campaign to have the proposed extension of Well Station Drive realigned to move it away from their street.

The ACT Assembly has carried a resolution calling on the ACT ALP Government to redesign the northern end of the raod to intersect with Horse Park Drive further east, putting it on the eastern side of the small hill in that area rather than on the western side of it, and right in front of their street.

This road will be built next year as a two-lane arterial road, but is planned to grow to four lanes in the future as the next suburbs of Kenny and Throsby get built.

Credit goes to local resident Uday Kazar for leading an effective and dogged campaign.

It's not over yet. The ALP may yet ignore the direction and wishes of the Assembly, although this would be most unwise of them.

I have discussed our concerns about the road and support for the residents' campaign with Planning Minister Andrew Barr's senior advisor, and invited Andrew to physically walk the site with me to see it first hand rather than from a map - it's an eye-opener.

View Gungahlin locations in a larger map

An extract from Hansard of the (quite lengthy) debate follows:

From Monday 16 November ACTION will be trialling a high frequency, limited stop, rapid bus service - REDEX - between Gungahlin Market Place and Kingston Railway Station.

The trial will continue through until 30 June 2010 (including school holidays, but not the Christmas/New Year period).

The REDEX route will travel via Mitchell, Northbourne Avenue, the City, Russell and Barton.

This REDEX trial was chosen because it is consistent with one of the key routes identified within the draft Public Transport Network Plan.

The route will operate every 15 minutes between 7am and 7pm, Monday to Friday.

Full details can be found here on the Action website

THE time for public submissions into the environmental impact of the Majura Parkway expired this week.

But the trouble with the parkway is not environmental – it goes through a bit of clapped out kangaroo and cattle country. The problem is more an economic one and one of federal-territory relations.

Incidentally, isn’t it pitiful that road authorities can give the name “parkway” to a belt of harsh concrete containing cars belching out noxious gases and tyre noise. I can’t imagine anything further from the meaning of a park.

The background documents for the new freeway all suggest that its construction is a foregone conclusion. Further, Chief Minister Jon Stanhope said that the corridor would also contain a very fast train if it were constructed.

I hate to use the cliché crossroads, but perhaps it is apposite here. Canberra’s transport system is at the crossroads. Do we continue to go down the route (pardon the pun) of Sydney and Los Angeles and assume that constructing ever more expensive freeways will solve all traffic problems?

Canberra as a planned city was supposed to avoid traffic congestion. It was supposed to have four or five roughly equal commercial-residential centres, instead of the high-density centre that other cities have. But development interests over the years wore away that principle in favour of a high-density centre because that’s how developers make money.

The trouble is, Canberrans still wanted to drive to work and park easily, and transport planners bowed to the demand. Tuggeranong “Parkway” and Gungahlin Drive were built, and even in a small place like Canberra instantly became clogged at peak times.

It is economically foolish to continue this way. We have wasted $200 million on Gungahlin Drive and we will waste another $250 million on Majura Parkway. And no doubt another several hundred million on a Molonglo Parkway. We do this because we stupidly think that it is efficient and convenient to have a transport system that in order to take an 80 kilogram body to the centre of the city requires 500 kilograms of metal and plastic to go with it.

We do it because no government is prepared to bear the opprobrium of going through the hiatus period in which people are weaned off their cars on to a public transport system which initially is not very attractive.

The present bus service is nowhere near reliable or frequent enough to allow most families to ditch one or more of their cars. Nor is it frequent enough for people to duck out of work during the day for personal matters – across town to the dentist or back home to meet a plumber or whatever.

It can only become more reliable, more frequent and cheaper to run and use if more people use it. But that will not happen while governments go on providing cheap, long-term parking (directly, or indirectly through development conditions which require parking spaces) and ever more freeways.

In the short term, freeways and masses of parking will appease the masses, but in the long term the masses have to pay – one way or the other — for the obvious inefficiency of carrying 580 kilograms per person per journey. Cars can only move 2500 people an hour in each lane. Buses can move nearly 10 times that and rail 20 times. Once you get a population the size of Canberra’s you simply cannot provide enough roads if everyone wants to go to work by car. The Majura Parkway will get clogged at peak periods fairly quickly.

The costs come in congestion; pollution; poor-returning land use in the form of parking, freeways and personal garaging; and high fuel costs.

The Parkway will benefit some in the long term, though – the airport for example. For the airport, VFT does not stand for Very Fast Train but Very Fast Trucks.

The only danger for the airport in the Majura Parkway is that it might open a corridor for a very fast train. The road on its own would be fine for the airport because trucks, unlike trains, do not carry passengers.

But cutting the time a truck gets to Sydney from the airport would be a boon. From the time the curfew stops flights in Sydney at 11pm to around 4am freight coming in to Canberra by air could be in Sydney CBD before any freight arriving in Sydney after the curfew lifts at 6am.

The Majura Parkway will also solve a lot of traffic problems near the airport caused by poor federal-territory co-ordination on planning that allowed a major commercial centre to be built at the airport site. No-one can live near this commercial hub because of the noise so people have to commute at peak times.

The $250 million for just 11.5 kilometres of road will not be well spent. That same money could go a long way to improve bus frequency – a more efficient use of existing roads. Or to start light rail which will move people more efficiently and reap revenue from increased land prices around railway stations that come with the permanence of a rail.

Alas, however, nearly all the $250 million will be coming from the Federal Government, so it is hardly likely the ACT Government will refuse it, no matter how much better it could be spent elsewhere.

The two governments should be co-ordinating better transport options for Canberra not squandering $250 million on just 11.5 kilometres of road that might help the airport and temporarily relieve a few Gungahlin-Fyshwick-Tuggeranong commuters but will be of little benefit to the great majority of Canberrans.

As for the Very Fast Train, it should not be part of the equation. The train could use the Majura corridor with or without the parkway and the parkway could use it with or without the train.

And in any event, one of the prime efficiencies of trains is that they take people from central to central, and so any VFT should have a station at Parliament House and Civic.

We should go back to the drawing boards.

Reproduced from Crispin Hull's Blog - http://www.crispinhull.com.au/

GCC has been campaigning against this sub-standard road surface, which has been used this past year on everything from suburban culs de sac to major arterials such as Woden’s Hindmarsh Drive. It is harsh, noisy, and in suburban streets highly inappropriate, making for a hazardous ‘cheese grater’ surface for any of our children unlucky enough to come off their bicycle.

And it doesn’t last. At a recent GCC meeting Roads ACT head Tony Gill conceded that the surface would only last 15 years. Yet he also revealed that the Canberra road resealing program is based on a 20-year cycle. So we are on an unsustainable downward cycle?

Many of us have suspected the ACT Government is allowing Canberra's urban assets to gradually run down, and here was confirmation our suspicions are correct.

The ACT's ALP government needs to put an immediate halt to use of this unacceptable road surface on anything other than rural roads. Or the Liberals and Greens need to call them to account on it. This is a city - not a rural backwater.

Nicholls residents and traders are invited to attend a meeting with representatives from Territory
and Municipal Services to discuss the proposed traffic and parking changes at Nicholls Shops.

When: Wednesday 29 April 2009 (7.00 – 9.30pm)
Where: Nicholls Community Centre (adjoining Gold Creek Primary School)

For further information regarding this meeting, please contact Lingam Jatheendran on 13 22 81.

The ACT Government has finally released the PWC cost benefit analysis on light rail. The news is it stacks up - to the tune of a $1 billion net benefit to the community. With the case now proven, surely it's time to get this project under way?

Outside the Gungahlin Post Office there was another close one today.

The corner of Hibberson and Hinder streets has frequent periods of heavy traffic and each day there are several incidents or almost incidents between cars.

Can ACT Roads please investigate this intersection soon and upgrade it with a roundabout before a close one like today becomes a fatality?

Source: Canberra Times
Date: 23 Decemberr 2008

The first section of the newly widened Gungahlin Drive Extension has opened just as traffic eases over the Christmas period.
The $4million dual carriageway from Belconnen Way to the Glenloch interchange is complete, although the overpasses at each end are yet to be doubled, leaving bottlenecks at either end.

But the expanded road will not be put to the test until early next year when people return to Canberra and to work.

Further delays will be experienced in August next year when another 9km of the road is widened, including the construction of eight new bridges.

Gungahlin Community Council president Alan Kerlin said the first widened section was previously the most congested part of the road and the traffic flowed up through the line to Barton Highway.

''I think it's fantastic that the first stage is open because it was the worst part, but it is only one piece in the puzzle,'', he said. ''I think there is a lesson for the ACT Government to listen to the people who use the roads and not take this bluff and bluster approach.''

The Government finished stage one of the Gungahlin Drive Extension project earlier this year without the advice of the community to start the duplication at the same time.

The Government then announced the $83million duplication in July a day before the Opposition was due to announce the same election promise.

''It was the sort of response that did typify the last term of the Government,'' Mr Kerlinsaid.

''It has caused a lot more grief than if it had been done in the first instance.''

He called on the Chief Minister Jon Stanhope to bring forward the rest of the roadworks.

''Get going on second bridge [over Belconnen Way] straight away as this will govern the completion of the rest of it.''

The Gungahlin Community Council welcomes the announcement today by the Chief Minister, and the Minister for Transport, John Stanhope of the completion by Christmas of GDE duplication at the Caswell and Aranda on-ramp and City off-ramp.

Upgrading the GDE to four lanes is long overdue and this first-stage upgrade is only a small step to delivering a reliable arterial road system capable of servicing the growing Gungahlin area. The full duplication of GDE will be a significant step towards remedying the current traffic situation affecting Gungahlin residents and businesses.

GCC's November meeting heard from Brown Consulting - designers of another portion of the incomplete Horse Park Drive.

This section will extend the western end from Arrabri Street to Burrumarra Avenue, to facilitate construction of the Casey development, and planned for completion late 2009.

We are concerned that this project doesn't extend as far as Mirrabei Drive, and that only going as far as Burrumarra will direct traffic from Casey onto local suburban streets, as people shortcut through to the town centre.

However the representatives informed us that the further stages of Horse Park Drive are going to tender directly, for construction shortly after this stage. We'll have to keep an eye on this.

GCC's Dr Kevin Cox and Alan Kerlin are working on a website to connect people interested in car pooling. Their idea was first floated at the Gungahlin Sustainability Fair late last year and received strong support from residents.

Canberra Times Forum for Saturday 26 July 2008

From: www.crispinhull.com.au

The Gungahlin Drive fiasco – and it is a fiasco – shows yet again government failure over the past 20 years to see obvious connections between transport, population and planning policies.

Up to about the mid-1980s Canberra was set to develop as a series of town centres. Civic was to be one of five or six, not the big centre for the whole of Canberra. People would move between the five or six centres in roughly equal portions, so there would be no “peak hour” flow into and out of the city centre. Rather there would be multi-directional flow between the centres and the suburbs around them. It was called the Y-plan.

But the big developers detested that approach. Big money comes from forcing development in the centre. The big rents and the big parking fees come from cramming people and jobs into the centre. Big Commonwealth departments went along with this. It was fine for the selfish top echelon who had free parking provided at the workplace and wanted the amenity of classy restaurants and the like in Civic, and too bad for the wage slaves dragged into the city centre and forced to park miles away or pay through the nose.

Since the late 1980s big government departments have been moved to Civic. None has gone to Gungahlin.