RPTR001 3

Feasibility Study: Park and Ride and Bike and Ride 2011-2012 ACT Government - Environment and Sustainable
Development Directorate 6 March 2012
DRAFT
Park and Ride / Bike and Ride Feasibility Study

Preliminary Report
AECOM
Feasibility Study: Park and Ride and Bike and Ride 2011-2012 Park and Ride / Bike and Ride Feasibility Study - Preliminary Report
DR AFT
Park and Ride / Bike and Ride Feasibility Study

Preliminary Report
Prepared for ACT Government - Environment and Sustainable Development Directorate
Prepared by
AECOM Australia Pty Ltd Level 2, 60 Marcus Clarke Street, Canberra ACT 2600, Australia T +61 2 6201 3000 F +61 2 6201 3099 www.aecom.com
ABN 20 093 846 925
6 March 2012
60236425
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P:\CBR\60236425_Park+Ride_Feasibility_2011-12\8. Issued Docs\8.1 Reports\60236425_RPTR001_3.docx Revision 2 - 6 March 2012
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Quality Information
Document Ref Date Prepared by Reviewed by Park and Ride / Bike and Ride Feasibility Study 60236425 6 March 2012 Michael Jollon and Rhys Davies Tim Rampton
Revision History Revision Date 9 Feb 2012 06-Mar-2012 Authorised Details Name/Position Preliminary Report Preliminary Report - revised Tim Rampton Project Manager Tim Rampton Project Manager Signature
Revision
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Table of Contents
Executive Summary 1.0 Introduction 1.1 Background 1.2 Project Objectives 1.3 Report Objectives 2.0 Methodology 2.1 Key Considerations 2.1.1 Options to Utilise Existing Car Parks 2.1.2 Access Arrangements 2.1.3 Existing and Future Bus Routes 2.1.4 Cycle Paths 2.1.5 Potential catchment of the site 2.1.6 Community engagement 3.0 Preliminary Options Park and Ride 4.0 Multi-Criteria Analysis - Park and Ride 4.1 Assessment Criteria 4.2 Multi-Criteria Analysis Results 4.2.1 Sensitivity Testing 5.0 Park and Ride Site Assessments 5.1 Canberra Avenue Corridor 5.1.1 Opposite HMAS Harman 5.1.2 East of Tom Price Street 5.1.3 Canberra Avenue Service Road 5.2 Gungahlin West 5.2.1 Shared Parking at Library or Leisure Centre 5.2.2 Margie Lane (behind Woolworths) 5.2.3 Behind Marketplace 5.2.4 Crinigan Crescent 5.2.5 North side Flemington Road, west of Hamer Street 5.2.6 Efkarpidis Street and Hinder Street. 5.3 Belconnen North 5.3.1 Verge Place Charnwood 5.3.2 Kingsford Smith Drive (east side) - Florey 5.3.3 BMX Club on Copland Drive, Melba 5.3.4 Florey Local Centre 5.4 Athllon Drive 5.4.1 Athllon Drive near Playing Fields 5.4.2 Athllon Drive near Wanniassa Local Centre 5.4.3 Athllon Drive near Fincham Crescent 5.4.4 Kambah Local Centre Jenke Circuit 5.4.5 Athllon Drive off Vosper Street 5.5 Yarra Glenn Curtin 5.5.1 Carruthers Street / Theodore Street 5.5.2 Deakin Embassy District 6.0 Preliminary Options Bike and Ride 7.0 Multi-Criteria Analysis Bike and Ride 7.1 Assessment Criteria 7.1.1 Multi-Criteria Analysis Results 8.0 Bike and Ride Site Analysis 8.1 Canberra Avenue Corridor 8.1.1 Southern verge after Nyrang Street 8.2 Wentworth Avenue Corridor 8.2.1 Median North of Giles Street 8.3 Gungahlin Town Centre 8.3.1 Northwest corner of Hibberson and Gribble Streets 1 3 3 3 3 4 4 4 4 4 4 5 5 6 14 14 16 18 19 20 20 21 23 25 25 27 28 29 30 31 33 34 35 36 38 39 39 41 43 44 45 47 47 48 51 53 53 54 55 55 55 58 58 60 60
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Gundaroo Drive 8.4.1 Southern verge after Nudurr Drive 8.5 Tuggeranong Town Centre 8.5.1 Northeast corner of Anketell and Pitman Streets, Northeast corner of Pitman and Holwell Streets, Bus interchange footpath 8.6 Cooleman Court, Weston 8.6.1 Southern verge of Parkinson Street after Watling Place Preliminary Conclusions 9.1 Recommended Short Listed sites 9.2 Next Steps..
8.4
62 62 65 65 69 69 71 71 72
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Executive Summary
Project Objectives
The objective of this Park and Ride and Bike and Ride Feasibility Study is to identify suitable cost-effective sites in various locations throughout the ACT and develop concept designs for viable sites. The Park and Ride and Bike and Ride facilities are initiatives of the Sustainable Transport Plan and will be established to increase bus patronage, decrease the demand for parking facilities in Civic and the Town Centres where parking is a critical issue, and reduce congestion. The key areas of investigation included: Park and Ride facilities Canberra Avenue corridor Gungahlin West servicing suburbs such as Ngunnawal, Amaroo, Palmerston and Nicholls Belconnen North servicing Dunlop, Charnwood, Fraser Athllon Drive Wanniassa Yarra Glen - Curtin
Bike and Ride facilities Canberra Avenue corridor Wentworth Avenue corridor Gungahlin Town Centre Gundaroo Drive corridor Tuggeranong Town Centre Cooleman Court, Weston Creek
Report Objectives
The objective of this preliminary report is to provide enough guidance to aid with the decision making process. The intended outcome is to reach an agreement amongst the project steering committee as to the proposed short listed sites for both Park and Ride and Bike and Ride. These sites will then be taken into the public realm for consultation and feedback.
Recommended Short Listed sites

As a result of the preliminary investigation and Multi-Criteria-Analysis the following sites have been deemed worthy of short listing. Park and Ride facilities Canberra Avenue (2 sites) East of Tom Price Canberra Avenue Service Road Gungahlin West (2 sites) Margie Lane (behind Woolworths) Northern side of Flemington Road, west of Hamer Street
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Belconnen North (0 sites) No suitable site. None of the sites investigated achieved the required scoring threshold in the multi criteria analysis.
Athllon Drive, Wanniassa (4 sites) Athllon Drive near playing fields Kambah Local Centre Jenke Circuit Athllon Drive off Vosper Street Athllon Drive near Wanniassa Local Centre
Yarra Glen On hold subject to findings of Adelaide Avenue bus stop study
Bike and Ride facilities Canberra Avenue Southern verge after Nyrang Street Wentworth Avenue Median west of Giles Street Gungahlin Town Centre Northwest corner of Hibberson and Gribble Street intersection Gundaroo Drive Southern verge after Nudurr Drive Tuggeranong Town Centre Northeast corner of Anketell and Pitman Streets Cooleman Court, Weston Southern verge at Parkinson Street
Next Steps
If the steering committee is in agreement on the short list then these sites will be placed in the public domain for comment. Once the community engagement is complete, the preferred options will be identified and assessed in more detail, including the evaluation of civil services and cost estimates. From there a concept design will be prepared for each of the preferred Park and Ride sites and the project and consultation reports finalised.
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1.1
Introduction
Background
The ACT Government is implementing Transport for Canberra Action Plan to further implement and progress actions identified in the 2004 Sustainable Transport Plan (STP). The Action Plan (Transport for Canberra formerly the Sustainable Transport Action Plan) derives from new public transport, walking, cycling, and parking strategies as well as a transport infrastructure plan detailing the programme for the delivery of projects and associated costs. A Transport for Canberra package including $97 million of transport initiatives and programs was funded in the 2010-11 Budget, with much of this funding directed towards improving the ACT public transport system. A further $144 million has been allocated to improve roads and public transport in the 2011-12 Budget. Through the STP, the Government has committed to mode share targets for public transport of 9% of all work trips by 2011, and 16% of all work trips by 2026 from the level in 2006 of 7.7%. The Public Transport Strategy and Parking Strategy being developed as part of Transport for Canberra - will identify a new approach to designing and delivering a better public transport system in Canberra and achieving the Governments targets. Park and ride has been identified as one of the key initiatives in the ACT Sustainable Transport Plan and the Transport for Canberra. The project complements Action 4 of the Climate Change Strategy (Weathering the Change) of implementing park and ride facilities. The Standing Committee on Planning and Environment report on ACTION Buses and the Sustainable Transport Plan (August 2007) also recommends that Park & Ride services be extended to new sites as a priority action under sustainable transport plans.
1.2
Project Objectives
The objective of this Park and Ride and Bike and Ride Feasibility Study is to identify suitable cost-effective sites in various locations throughout the ACT and develop concept designs for viable sites. The Park and Ride and Bike and Ride facilities are initiatives of the Sustainable Transport Plan and will be established to increase bus patronage, decrease the demand for parking facilities in Civic and the Town Centres where parking is a critical issue, and reduce congestion. The key areas of investigation include: Park and Ride facilities Canberra Avenue corridor Gungahlin West servicing suburbs such as Ngunnawal, Amaroo, Palmerston and Nicholls Belconnen North servicing Dunlop, Charnwood, Fraser Athllon Drive Wanniassa Yarra Glen - Curtin
Bike and Ride facilities Canberra Avenue corridor Wentworth Avenue corridor Gungahlin Town Centre Gundaroo Drive corridor Tuggeranong Town Centre Cooleman Court, Weston Creek
1.3
Report Objectives
The objective of this preliminary report is to provide enough guidance to aid with the decision making process. The intended outcome is to reach an agreement amongst the project steering committee as to the proposed short listed sites for both Park and Ride and Bike and Ride. These sites will then be taken into the public realm for consultation and feedback.
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2.1
Methodology
Key Considerations
Each of the preliminary site locations for Park and Ride and Bike and Ride facilities were assessed by considering the following items. Options to Utilise Existing Car Parks Access Arrangements Existing and Future Bus Routes Connection to Cycle Paths Catchment of the site Proximity to other compatible uses such as commercial centres Any further investigations necessary
2.1.1
Options to Utilise Existing Car Parks
The existing car park/s will be analysed to determine: Areas which are underutilised during the day. This will be by a survey conducted between mid morning and mid afternoon to ensure that spaces are available and not required for commercial viability of centres as well as any previous data as available. Areas which can be sign posted for all day commuter parking clear of short term shoppers and taking into account worker parking needs at centres. Security of potential areas, i.e. lighting effectiveness, open view lines (no screening), regular passing pedestrian and vehicular traffic. Proximity to existing bus routes and bus stops. Modifications required to improve existing areas and access points. Needs for equitable access from the carpark to the bus stop. Impacts on owners of the car parks
2.1.2
Access Arrangements
Identify any new or revised access arrangements that may be required to maximise amenity for the carparks.
2.1.3
Existing and Future Bus Routes
The optimum solution will be one with existing or planned adjacent bus routes which could be used without route changes. Notably, the basis of our assessment for this study was the proposed 2016 Rapid Network. No bus route changes have been suggested as part of this study. However, new bus stop locations have be identified.
2.1.4
Cycle Paths
Off road trunk cycle paths and any on road cycling lanes in the vicinity of the proposed sites have been identified. Investigations to determine how best to deliver users of those systems to the bike and ride facility / bus stop and what upgrades/modifications to the existing system have been identified.
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Potential catchment of the site
The assessed notional size of the potential catchment of the site was assessed within the multi-criteria analysis along with the accessibility of the site to the arterial road network. The actual size of the catchment was not measured. The location of the site in relation to existing congestion points was also considered.
2.1.6
Community engagement
Stakeholder and Community engagement will be a key component of this study. This will be undertaken in accordance with the agreed Consultation Plan to strategically engage stakeholder groups in a timely manner, informing the resolution of key site issues and the preparation of development options. To date AECOM has engaged with agency stakeholders (Workshop 1 and Bicycle Advisory Group) and made contact with relevant community councils. The next phase in the consultation plan will involve broader public consultation, once an agreed short list of sites is determined
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Preliminary Options Park and Ride
This section of the report will outline the result of the preliminary investigations that have taken place to identify suitable candidate locations to host park and ride facilities. These options were also presented during Workshop One which was undertaken with relevant stakeholders from across the ACT Government. Included within this initial stage was a high level assessment of the suitability of the site which was based on a number of factors including: Proximity to the frequent 2012 and 2016 bus networks; Land availability which was assessed using the Territory Plan; and The likelihood of success.
Canberra Avenue Corridor Site 1: Opposite HMAS Harman Possible to extend 200 Red Rapid Service to pick up NSW commuters Current intertown commuter service Existing bus stops (unused) Existing Signal and pedestrian crossing Vacant NUZ4 River, NUZ1 Broadacre Retain for multi-criteria analysis
Site 2: East of Tom Price Street 200 Red Rapid Service Signalised Vacant IZ2 Industrial Mixed Use, NUZ1 Brodacre Retain for multi-criteria analysis
Site 3: South of Tom Price St 200 Red Rapid Service Signalised Private Lease Site 4: East of AMTECH Estate 200 Red Rapid Service Vacant IZ1 General Industry A major stops study is being undertaken An overpass or signals may be considered Site 5: Canberra Ave Service Rd 200 Red Rapid Service Good access from service road Road reserve A major stops study is being undertaken An overpass or signals may be considered Retain for multi-criteria analysis
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Site 6: East of Monaro Highway 200 Red Rapid Service Difficult access No signalised road crossing EnvironmentalUnleased
Site 7: Old Bus Depot Markets 200 Red Rapid Service Bus stop is one block from site No pedestrian crossing to bus stop Road reserve Too far downstream on commute routes to take advantage of transit priority measures
Gungahlin West Site 1: Yerrabi Pond Park Existing car park and entrance ~200m from bus stop pedestrian crossing needed Unleased RZ1, TSZ1, PRZ1 Site visit determined this area is currently under construction for a bicycle recreation facility Site 2: North of Anthony Rolfe Avenue Near proposed layover area Private lease Site is being developed for business park
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Site 3: Raiders Club car park Near proposed stop location Private Lease
Site 4: Shared Parking at Library or planned Leisure Centre The construction for the oval car park is currently out to tender. This site is designated as overflow parking. It is accessible Investigate compatibility with leisure centre plans Unleased CF (library), PRZ2 (Leisure Centre) Retain for multi-criteria analysis
Site 5: Margrie Lane (behind Woolworths) Existing car park and entrance Currently used by bus patrons Designated public parking in precinct plan Custodian: LDA, Unleased, CZ1 Possible temporary and long-term solution Retain for multi-criteria analysis
Site 6: (behind Marketplace) Designated public parking in precinct plan Custodian: LDA, Unleased, CZ1 Possible temporary and long-term solution Retain for multi-criteria analysis
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Site7: Crinigan Circle (across from Magnet Mart) Existing temporary car park Future enclosed oval Possible temporary solution Unleased PRZ2Restricted Access Recreation Retain for multi-criteria Analysis
Site 8: Northern side of Flemington Road, west of Hamer Street Identified in SMEC GTC study Gungahlin Block 3, Section 226 Zoning CF, Community Facilities; CZ2,Business; CZ5, Mixed Use, PRZ1, Open Space Custodianship: LDA Adjacent to bus stop Less convenient for western Gungahlin suburbs Retain for multi-criteria analysis
Site 9: Efkarpidis Street and Hinder Street (behind Coles) Gungahlin Block 1, Section 230 Zoning CZ1, Core Zone Custodianship: LDA Less than 200 m from bus stop Less convenient for western Gungahlin suburbs Retain for multi-criteria analysis
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Belconnen North Site 1: Verge Place, Charnwood GC (near Scout Hall) serviced by 314 and Xpresso 702 Existing car park and access Unleased CZ2 Business Retain for multi-criteria analysis Site 2: Charnwood Group Centre (behind McDonalds) serviced by 314 and Xpresso 702 Private Lease being developed Site 3: Companion Crescent, Flynn serviced by 314 and Xpresso 702 Abuts residential development Unleased PRZ1 Open Space
Site 4: Kingsford Smith Drive (west side) 314 Service Walk to pedestrian crossing Unleased PRZ1 Open Space Steep grade
5 Kingsford Smith Drive (east side) 314 Service Access via Neumann Place off Krefft Street Unleased PRZ1 Open Space No road crossing Retain for multi-criteria analysis
Site 6: BMX club on Copland Drive, Melba 315 Service Unleased PRZ1 Open Space No road crossing Retain for multi-criteria analysis
Site 7: Florey Local Centre 315 Service Unleased PRZ1 Open Space Existing car park and entrance Existing pedestrian underpass Retain for multi-criteria analysis
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Athllon Drive Wanniassa area Site 1: Entrance to Mount Taylor Horse Holding Paddocks Possible 300 Blue rapid Service No pedestrian crossing Need to design bus stops Road reserve Site 2: Open Space on Athllon Drive (North) Possible 300 Blue Rapid Service Pedestrian underpass Need to design bus stops Road reserve
Site 3 Athllon Drive near playing fields Possible 300 Blue Rapid Service Pedestrian underpass Need to design bus stops Unleased PRZ1 Open Space Retain for multi-criteria analysis
Site 4: Athllon Drive near Fincham Crescent Possible 300 Blue Rapid Service Pedestrian underpass Most land is leased Need to design bus stop Unleased PRZ1 Open Space Retain for multi-criteria analysis
Site 5: Kambah Medical Centre Jenke Circuit 300 Blue Rapid Service Pedestrian underpass and signalised crossing Need to design bus stop move slightly west to an area where the zoning is for commercial areas? Unleased CF Community Facilities or CZ2 Retain for multi-criteria analysis
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Site 6:Northern Verge near Vosper Street 300 Blue Rapid Service Pedestrian underpass Need to design bus stop Road reserve Retain for multi-criteria analysis
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Yarra Glen Curtin Area Site 1 1 Martin Street (Carruthers/Theodore Sts) Possible 300 Blue Rapid Service 300 m from possible bus stop on Yarra Glen Private Lease CF Community facilities Retain for multi-criteria analysis Site 2 (Open Space adj Yarra Glen) Possible 300 Blue Rapid Service Less than 200 m from possible bus stop Unleased PRZ1 Open Space Flood area / Steep slope Unleased PRZ1 Open Space Site 3 (Carruthers St, Hughes) Possible 300 Blue Rapid Service 300 m from possible bus stop Unleased PRZ1 Open Space No passive surveillance. Steep slope Site 4 (Deakin Embassy District) Possible 300 Blue Rapid Service Less than 200 m from possible bus stop Unleased PRZ1 Open Space Access from Embassy District Require coordination with NCA. Retain for multi-criteria analysis
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4.1
Multi-Criteria Analysis - Park and Ride

Assessment Criteria
All preliminary sites deemed worthy of further consideration were assessed using multi-criteria analysis. The intent of the assessment is to identify a short list of potential Park and Ride sites in each study area. The assessment criteria have evolved through several previous park and ride investigations. The highest weighting was given to the criteria measuring proximity of a site to the more desirable rapid transit routes, as well as the ability to achieve a cost effective solution. See Table 1 for a description of the criteria. Site visibility was rated based on amount of passing vehicular or pedestrian traffic. Passive surveillance is more effective when a business or other occupied premise overlooks the area to be watched. Passive surveillance by vehicular traffic only was rated lower than where businesses and heavy pedestrian traffic frequently passed the site. Sites scoring over 75 points through the MCA will generally be considered as viable and short listed for further consideration. See Table 2 for the MCA outcomes.
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Table 1
Park and Ride Criteria Explanation
Criterion
Explanation The sites ability to meet the size and dimension requirements for a 60 space Park & Ride facility
Weighting
Land Availability 1 10 Limited Space Available Space The visibility of the site from adjacent arterial routes enhances the attractiveness of the site Site Visibility 1 10 Poor Visibility Highly Visible The existence of natural surveillance for personal and vehicle safety Passive Surveillance 1 10 Poor Surveillance High Passive Surveillance Note: Passive surveillance by businesses were given higher scores than general traffic surveillance The ease of vehicular access to the site, including not having to travel in significant congestion 1 10 Poor (congested) Easily Accessible (little congestion) (small catchment) (large catchment) The cost effectiveness of required infrastructure 1 10 Expensive Cost Effective Note: A higher score was awarded low cost solutions The impact of issues such as noise, pollution and severance where sites are located close to existing residential neighbourhoods or schools 1 10 Many Impacts No Impacts Location relative to a high frequency or high speed bus route (rapid transit routes) High Frequency / High Speed Route Proximity 1 10 Low Frequency Service High Frequency Service Note: A higher score was awarded sits that allowed easy interchanging between services
10
15
15
Vehicle Access / Upstream of traffic congestion / Catchment size
15
Cost Effectiveness
20
Community issues
20
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Table 2
Multi-Criteria Analysis Results

Park and Ride Multi-Criteria Analysis
Area
Site Description
Land Availa bility
Site Visibi lity
Passive Surveill ance
Weighting Canberra Avenue Opposite HMAS Harman East of Tom Price Street Canberra Ave Service Road Shared Parking at Library or Leisure Centre Gungahlin West Margie Lane (behind Woolworths) Behind Marketplace Crinigan Circle Northern side Flemington Road, west of Hamer Street Efkarpidis Street and Hinder Street (behind Coles) Belconne n North Verge Place Kingsford Smith Drive (east side) BMX Club on Copland Drive
10 3 6 9 6 9 8 5 8 7 8 8 7
15 8 8 9 7 8 7 7 9 7 7 4 7
15 5 5 9 6 8 6 7 6 6 7 4 6
Vehicle Access / Upstrea m of traffic congest ion 15 9 8 7 6 6 6 7 5 5 9 8 8
Cost Effecti veness
Comm unity issues
High Frequency / High Speed Route Proximity 20 9 9 9 8 9 7 6 9 8 5 4 4
Total
Notes
20 6 8 7 9 8 7 7 7 7 8 7 8
5 9 9 7 8 8 8 8 8 8 7 5 7
100 70.5 Service extension required
76 82
72.5 Bus stop required
80
68.5 66.5 74 68 72 56.5 66
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Area
Site Description
Land Availa bility
Site Visibi lity
Passive Surveill ance
Vehicle Access / Upstrea m of traffic congest ion 7
Cost Effecti veness
Comm unity issues
High Frequency / High Speed Route Proximity 4
Total
Notes
Florey Local Centre
65.5
Athllon Drive near playing fields Athllon Drive -Waniassa Athllon Drive near Fincham Crescent Kambah Centre - Jenke Circuit Athllon Drive off Vosper Street Athllon Drive Wanniassa Local Centre Yarra Glenn -Curtin Carruthers Street / Theodore Street Deakin Embassy District
9 3 5 9 8 5 8
8 8 6 8 9 6 8
7 7 6 7 8 8 6
8 8 8 8 8 8 8
7 7 8 7 8 7 7
8 6 9 5 8 7 8
9 9 9 9 9 8 8
79.5
72.5 73.5
Bus stop required Bus stop required Bus stop required Bus stop required Bus stop required Bus stop required Bus stop required
78 83.5
71.5
75
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4.2.1
Sensitivity Testing
A sensitivity test was performed on the Park and Ride multi-criteria analysis to determine whether the criteria weighting was having undue influence in determining the outcomes: Sensitivity test 1 raised the relative weighting of community issues, and reduced the value of cost effectiveness. Sensitivity test 2 raised the value of community issues even further, and further reduced the weight of cost effectiveness. Sensitivity test 3 raised community issues again, this time by combining site visibility and passive surveillance and weighting the combine score as one component of the MCA.
Summary results of the sensitivity analysis are presented in Table 3 (full results of the analysis will be included in the appendix).
Table 3 Park and Ride multi-Criteria Sensitivity Analysis
Area Canberra Avenue
Site Description Opposite HMAS Harman East of Tom Price Street Canberra Ave Service Road Shared Parking at Library or Leisure Centre
MCA yes yes yes marginal yes yes yes yes
Sensitivity 1 yes yes yes yes yes marginal yes yes yes
Sensitivity 2 yes yes yes yes yes yes yes yes yes yes
Sensitivity 3 marginal yes yes marginal yes marginal yes yes marginal yes yes
Gungahlin West
Margie Lane (behind Woolworths) Behind Marketplace Crinigan Circle Northern side Flemington Road, west of Hamer Street Efkarpidis Street and Hinder Street (behind Coles)
Belconnen North
Verge Place Kingsford Smith Drive (east side) BMX Club on Copland Drive Florey Local Centre Athllon Drive near playing fields
Athllon Drive -Waniassa Yarra Glenn
Athllon Drive near Fincham Crescent Kambah Centre - Jenke Circuit Athllon Drive off Vosper Street Athllon Drive Wanniassa Local Centre Carruthers Street / Theodore Street Deakin Embassy District
The sensitivity testing illustrates that giving increased weight to community issues, and decreasing the weight of cost-effectiveness or visibility and surveillance does not greatly change the results of the analysis.
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5.0
Park and Ride Site Assessments
This section of the report discusses the results of the Multi Criteria Analysis that was undertaken on the sites that were identified as being potential candidates during the preliminary options stage of this report. During this section a more detailed evaluation of each of the potential sites is undertaken including the identification of the short listed sites for Stakeholder consideration. For the purposes of this evaluation it must be noted that no environmental assessment has been undertaken to assess the impacts on the land identified for potential Park and Ride. The site locations is also shown indicatively and it is suggested that the potential Park and Ride will be located somewhere within the areas identified. The site identification and analysis was largely influenced by the 2012 and 216 frequent bus network map which have been displayed below in Figure 1 and Figure 2.
Figure 1
2012 Frequent Bus Network Plan
Figure 2
2016 Frequent Bus Network Plan
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5.1.1
Canberra Avenue Corridor

Opposite HMAS Harman
Figure 3
Aerial Photography of potential park and ride site opposite HMAS Harm an
Land Availability The current zoning designation of this potential park and ride site is Broadacre which does not allow for any parking to be situated on this site. If the zoning were changed, a large Park and ride could be accommodated.
Figure 4
Existing land opposite HMAS
Site Visibility As the potential site at HMAS Harman is located adjacent to Canberra Avenue it is considered to have good site visibility with a high volume of commuter traffic travelling along this corridor during both the AM and PM peak periods. Passive Surveillance Unfortunately the site is not located near to any urban development and is located in an area considered rural; this therefore offers little opportunity for passive surveillance other than from vehicles travelling along Canberra Avenue. There is also an off road cycleway which offers some passive surveillance from both commuter cyclist and leisure cyclists travelling between Canberra and the Queanbeyan areas.
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Vehicle Access / Upstream of Traffic Congestion Situated adjacent to a signalised intersection there is an opportunity to provide a new leg at the intersection to serve the park and ride. This would provide good access to the site and also provide an opportunity for the buses to easily exit from the site onto Canberra Avenue. Additionally, the location of the site offers the potential to intercept many commuters from the areas of Queanbeyan and Jerrabomberra areas of NSW. Cost Effectiveness Currently the site has no access, no utilities and no pavement and would require significant civil works to bring up to the require standard to serve as a park and ride facility. Community Issues As the location of the potential site is not located near any residential urban development there is likely to be little opposition from the local community. However, given the rural nature of the site it is worth noting that it may be relatively sensitive to some community groups. High Frequency / High Speed Route Proximity Currently the potential site is not served with any high frequency bus routes outside of the AM and PM peak periods. These services are provided by local provider Deans between Queanbeyan and Canberra. Despite this, there is potential to both extend the red rapid service which currently terminates in Fyshwick and in addition increasing the frequency of local services to and from Queanbeyan. If either or both the local and Red Rapid service frequencies were increased this would result in a high frequency service offering to the site. In addition, the Canberra Avenue corridor offers a relatively high speed corridor from the site location to Canberra CBD. it will benefit from public transport priority measures being planned for Canberra Avenue. Two disused bus stops are located on Canberra Avenue adjacent to the site.
5.1.2
East of Tom Price Street
Figure 5
Aerial Photography of Potential Park and Ride East of Tom Price Street
Land Availability The current zoning designation of this potential park and ride site is Industrial Mixed use which could potentially allow for parking. This is a large block of land and could accommodate a large Park and Ride facility.
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Figure 6
Existing site near Tom Price Street
Site Visibility As the potential site east of Tom Price Street is located adjacent to the busy commuter route of Canberra Avenue and in close proximity to the DFO shopping mall it is considered to have good site visibility. Passive Surveillance The site is not located near to any urban development and is located in an area that is considered to be relatively rural. This therefore offers little opportunity for passive surveillance other than from vehicles travelling along Canberra Avenue and also from the local shops in the DFO Mall and west of Tom Price Street. There is potential that the area will become busier in the future with the development of blocks nearer to the proposed site. Vehicle Access / Upstream of Traffic Congestion Situated adjacent to a roundabout and a signalised intersection there is an opportunity to provide a new leg on the roundabout or directly off Tom Price Street to serve the park and ride. There is currently a floodway between the potential site and Tom Price Street that would need to be negotiated with either a bridge or avoiding the floodway to provide a new access. Both the additional leg on the roundabout or a new access street of Tom Price Street offer good access to the site. Additionally, the location of the site offers the potential to intercept many commuters from the areas of Queanbeyan and Jerrabomberra areas of NSW as the Canberra Avenue corridor has a high volume of commuter traffic during both the AM and PM peak periods. Cost Effectiveness Currently the site has no utilities and no pavement and would require significant civil works to bring up to the require standard to serve as a park and ride facility. Access to the site could be easily provided off Tom Price Street. Community Issues As the location of the potential site is not located near any residential urban development there is likely to be little opposition from the local community. The site is also zoned for industrial mixed use development which would assist in including a park and ride during the development of the site. High Frequency / High Speed Route Proximity The site is currently served with a high frequency service in the form of the Red Rapid (15 minute frequency) which operates between 7am and 7pm. In addition, the Canberra Avenue corridor offers a relatively high speed corridor from the site location to Canberra CBD. The site will benefit from public transport priority measures being planned for Canberra Avenue. Bus stops would need to be added in the vicinity of the site.
Based on the analysis outlined above this Site is recommended for short listing and further consideration.
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5.1.3
Canberra Avenue Service Road
Figure 7
Aerial Photography of potential park and ride Canberra Avenue Service Road
Land Availability The nature strip between the main roadway and the service road is part of the road reserve. There is no zoning code attached to this land.
Figure 8
Existing land conditions at Canberra Avenue Service Road
Site Visibility As the potential site Canberra Avenue Service Road is located adjacent to Canberra Avenue and in close proximity to the service area of Fyshwick it therefore considered to have good site visibility. Passive Surveillance The site is located adjacent to the Fyshwick Service / Trade area which is a relatively busy area during the daytime; this therefore offers a good opportunity for passive surveillance in addition to the site being in view to vehicles travelling along Canberra Avenue. However, these areas are only likely to be busy during the weekday working hours and consideration should be given to people using the site outside of these hours when there is likely to be less passive surveillance. Vehicle Access / Upstream of Traffic Congestion Access to this site would be provided via the existing intersection at Geelong Street/ Canberra Ave or Whyalla Street / Canberra Ave. This site is slightly less upstream of traffic congestion than those sites east of Hindmarsh
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Drive, however it is still sufficiently upstream of the greatest congestion points, and it will benefit from public transport priority measures being planned for Canberra Avenue. Cost Effectiveness Currently the site has no utilities and no pavement. It is level. It is planted with trees, and there is indication that underground utilities may traverse the site. The status of the trees on this site is currently unkown. Community Issues Despite the location of the potential site being in close proximity to the Fyshwick Trade service area there is likely to be little or no opposition from the local community. High Frequency / High Speed Route Proximity The potential site is currently served with a High frequency service in the form of the Red Rapid (15minute frequency) which currently operates between 7am and 7pm. In addition, the Canberra Avenue corridor offers a relatively high speed corridor from the site location to Canberra CBD. There are two existing bus stop facilities adjacent to the potential site along Canberra Avenue where the Red Rapid Service already serves during the day. As part of the Canberra Avenue public transport priority measures, the adjacent intersection with the Eye Hospital entrance may be signalised and redesigned to provide a safe pedestrian crossing.
Based on the analysis outlined above this Site is recommended for short listing and further consideration.
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5.2
Gungahlin West
The sites in Gungahlin have all been identified in close proximity to the Town Centre and as a result they are all on highly valuable land. The sites will also depend on the timing of the development in Gungahlin and this is crucial in the decision to use the sites for Park and Ride. In addition, the sites will also largely depend on the location of bus stops in Gungahlin Town Centre Figure 9 illustrates the proposed bus stop locations.
Figure 9
Proposed Gungahlin Town Centre Bus Stops
Source: Transport for Canberra
5.2.1
Shared Parking at Library or Leisure Centre
Figure 10
Aerial Photography of potential park and ride at the Library or Leisure Centre in Gungahlin (shared parking proposed)
Land Availability The current zoning for the depicted land and surrounding blocks is Urban Parks and Recreation and Community Facilities. The development of a park and ride on this site would therefore highly depend on a sharing arrangement with any recreational or community facility that is developed on the land.
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Figure 11
A nearby car park behind the Gungahlin Public Library
Site Visibility This potential site is located adjacent to the town centre of Gungahlin and a number of busy local roads and therefore is considered to have good site visibility. Passive Surveillance The site is located adjacent to Gungahlin Town Centre area which is a relatively busy area during the daytime; this therefore offers a good opportunity for passive surveillance in addition to vehicles travelling along adjacent local roads. The potential site is also located in close vicinity to Gungahlin College and a public library and these are both likely to have high pedestrian traffic. Vehicle Access / Upstream of Traffic Congestion The site is located adjacent to The Valley Avenue which provides easy access into and out of the Gungahlin area avoiding the bustling Town Centre. This will be further enhanced by the future extension of the Valley Ave to Gundaroo Drive. The site is upstream of many traffic chokepoints for Gungahlin Commuters, and is in a good location for bus passengers to benefit from public transport priority treatments existing and planned for the Red Rapid service on Flemington Road and Northbourne Avenue. Cost Effectiveness This site is likely to be very cost effective as car parking is expected to be provided with and sport recreation facilities. Community Issues There is likely to be little or no opposition from the local community because the town centre location should have minimal impact on existing residential dwellings. High Frequency / High Speed Route Proximity This potential Park and Ride location is located in close proximity to Gungahlin Town Centre which is served by both the Red Rapid service and many other local bus services. During the AM and PM peak periods the frequency of buses through the Town Centre is approximately every 5-10 minutes with the Red Rapid providing a 15 minute frequency from the Town Centre in the Canberra CBD. The site is within 400 metres of proposed western terminus bus stops on Gribble Street.
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5.2.2
Margie Lane (behind Woolworths)
Figure 12
Aerial Photography of potential park and ride Margie Lane
Land Availability The current zoning designation of this potential park and ride site is Commercial. It is worth noting that the site is not earmarked within the LDA land release schedule for development in the next five years. Anecdotally this site is already being used by Park and Ride users and it is also utilised as an existing parking facility which means that it should be relatively easy to convert to a designated Park and Ride facility. There is room for a large park and ride facility in this location. Given the lands commercial zoning, and the pace of building in Gungahlin Town Centre, it is expected that any car park operated on this site would only be a temporary arrangement until the land is released for development. The Gungahlin Precinct Code does indicate that public parking should be a component of any development on this site, so there may be an opportunity to continue some park and ride activity once the site is redeveloped.
Figure 13
Margie Lane existing car park
Site Visibility This potential site is located adjacent to the town centre of Gungahlin and a number of busy local roads including Anthony Rolfe Avenue and Gozzard Street and therefore is considered to have good site visibility. Passive Surveillance The site is located adjacent to Gungahlin Town Centre area which is a relatively busy area during the daytime; this therefore offers a good opportunity for passive surveillance. In addition, Anthony Rolfe Avenue is a relatively
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busy corridor all day with vehicles bypassing Gungahlin Town Centre and this offers another potential opportunity for passive surveillance. The exiting car park also has a number of residential dwellings in close proximity which overlook the car parking area. Vehicle Access / Upstream of Traffic Congestion The existing car park off Margie Lane has an existing access road which provides direct access onto Ernest Cavanagh Street. However despite this, the site is relatively difficult to access. The site is upstream of many traffic chokepoints for Gungahlin commuters, and is in a good location for bus passengers to benefit from public transport priority treatments existing and planned for the Red Rapid service on Flemington Road and Northbourne Avenue. This site would require one or two new access points to maximise patronage. Cost Effectiveness This site is likely to be cost effective as there is already an existing car park, access and site utilities (such as lighting) to the site which means that minor upgrade and expansion will only be required to host a park and ride facility. One to two new entrances would be required. Community Issues There is likely to be little opposition from the local community due to the sites location in the town centre away from residential dwellings. The potential site is also an existing car park which means that there will be little work involve with converting it to a park and ride facility. High Frequency / High Speed Route Proximity This potential site is located in close proximity to Gungahlin Town Centre which is served by both the Red Rapid service and many other local bus services. During the AM and PM peak periods the frequency of buses through the Town Centre is approximately every 5-10 minutes with the Red Rapid providing a 15 minute frequency from the Town Centre. The site is within 300 metres of proposed western terminus bus stops on Gribble Street. And within 200m of the major bus stop on Hibberson Street. Based on the analysis outlined above this Site is recommended for short listing and further consideration.
5.2.3
Behind Marketplace
Figure 14
Aerial Photography of potential park and ride Behind Market Place
Land Availability The current zoning designation of this potential park and ride site is Commercial. It is worth noting that the site is not earmarked within the LDA land release schedule for development in the next five years. Park and Ride can be implemented temporarily if development is not imminent. The Gungahlin Precinct code also designates this site
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for public parking, so a long term solution could be considered in co-ordination with any proposed development for the site. Site Visibility This potential site is located adjacent to the busy town centre of Gungahlin and a number of busy local roads and therefore is considered to have good site visibility. Passive Surveillance The site is located adjacent to Gungahlin Town Centre area which is a relatively busy area during the daytime; this therefore offers a good opportunity for passive surveillance in addition to vehicles travelling along adjacent local roads. There are also the college and library nearby and these are both likely to have high pedestrian traffic. Vehicle Access / Upstream of Traffic Congestion Currently there is no access to the site however access could easily be provided off one of the adjacent local roads. The site is upstream of many traffic chokepoints for Gungahlin Commuters, and is in a good location for bus passengers to benefit from public transport priority treatments existing and planned for the Red Rapid service on Flemington Road and Northbourne Avenue. The future connection of The Valley Ave to Gundaroo Dr will further enhance access to this site. Cost Effectiveness This site is currently undeveloped and therefore there are likely to be a number of costs associated with developing a park and ride at this location including, pavement, utilities, access, line marking and signage. These works are likely to be abortive as development occurs. Community Issues There is likely to be little opposition from the local community. Although there is a residential neighbourhood across The Valley Avenue to the south, this type of use would be consistent with expected uses in the Town Centre. High Frequency / High Speed Route Proximity This potential Park and Ride location is located in close proximity to Gungahlin Town Centre which is served by both the Red Rapid service and many other local bus services. During the AM and PM peak periods the frequency of buses through the Town Centre is approximately every 5-10 minutes with the Red Rapid providing a 15 minute frequency from the Town Centre. The site is within 300 metres of bus stops on Hibberson Street.
5.2.4
Crinigan Crescent
Figure 15
Aerial Photography of potential park and ride Crinigan Crescent
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Land Availability The current zoning designation of this potential park and ride site is Urban Parks and Recreational. Despite an existing car park located at the site, it is highly unlikely that the site will be available to develop as a park and ride given its designation. There are plans to construct an oval at this location. Site Visibility The site is located adjacent to a number of shops and a number of petrol stations in close proximity to the site drawing a number of trips to the area. Passive Surveillance The site is located to a number of shops with late opening hours including two petrol stations and a Hungry Jacks which all draw people to the area which assists with passive surveillance. However surveillance is less than the other sites that are located closer to the Town Centre. Vehicle Access / Upstream of Traffic Congestion Currently there is one informal access to the site. Although geographically well placed, the site is relatively difficult to access as it is located in a congested part of Gungahlin Town Centre road network. Cost Effectiveness Should a park and ride be located at this site the existing parking facility could be utilised and upgraded to meet the standards of the park and ride. However there will still be a need to review the utilities and also pavement the whole area as it is currently a gravel surface. Community Issues Given that there is a planned oval to be located at the site in addition to the land being designated as Urban Parks and Recreational, there is likely to be some local community groups that may oppose developing the site as a park and ride. High Frequency / High Speed Route Proximity This potential Park and Ride location is located in approximately 500m from Gungahlin Town Centre which is served by both the Red Rapid service and many other local bus services via a stop on Hibberson Street. This site is located slightly further away from a frequent network bus stop than the other sites in Gungahlin Town Centre, however there is potential following the implantation of the 2016 frequent bus network that a stop could be located in close proximity to this site. Currently, during the AM and PM peak periods the frequency of buses through the Town Centre is approximately every 5-10 minutes with the Red Rapid providing a 15 minute frequency from the Town Centre. 5.2.5 North side Flemington Road, west of Hamer Street
Figure 16
Aerial Photography of potential park and ride at north side Flemington Road, west Hamer Street
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Land Availability The current zoning designation of this potential park and ride site is Commercial Business. Any park and ride facility that is proposed for this location will need to be implemented in co-ordination with the planned / proposed development for the site. This site has been recommended for Park and Ride purposes in a recent SMEC study. Site Visibility This potential site is located adjacent to the busy town centre of Gungahlin and a number of busy local roads including Flemington Road and therefore is considered to have good site visibility. Passive Surveillance The site is located adjacent to a number of residential areas that are along Flemington Road which overlook the potential site which offers a good opportunity for passive surveillance in addition to vehicles travelling along Flemington Road. The area is also likely to be developed into a bustling business area which will also offer a good passive surveillance coverage. Vehicle Access / Upstream of Traffic Congestion Currently there is no access to the site however access this could easily be provided off one of the adjacent local roads. However despite this, the site is relatively difficult to access from western Gungahlin suburbs. Cost Effectiveness This site is currently undeveloped and therefore there are likely to be a number of costs associated with developing a park and ride at this location including, pavement, utilities, line marking and signage. Community Issues Despite the location of the potential site being in close proximity to the Gungahlin Town Centre there is potential for opposition from nearby residents. However, given that the land is undeveloped this opposition is expected to be minimal. High Frequency / High Speed Route Proximity This potential Park and Ride location is located in close proximity to a bus stop which is served by both the Red Rapid service and many other local bus services. During the AM and PM peak periods the frequency of buses through this location is approximately every 5-10 minutes with the Red Rapid providing a 15 minute frequency from the Town Centre. Based on the analysis outlined above this Site is recommended for short listing and further consideration. 5.2.6 Efkarpidis Street and Hinder Street.
Figure 17
Aerial Photography of potential park and ride at Efkarpidis Street and Hinder Street
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Land Availability The current zoning designation of this potential park and ride site is Commercial. Any park and ride facility that is proposed for this location will need to be implemented in co-ordination with the planned / proposed development for the site. Notably the LDA land release program has this site earmarked for development in 2012/2013. Therefore there is a high potential for abortive works. Site Visibility This potential site is located adjacent to the town centre of Gungahlin and a number of busy local roads. However, due to its location behind the main shopping centre it is considered to be less visible than the other sites in Gungahlin. Passive Surveillance The site is located adjacent to Gungahlin Town Centre area which is a relatively busy area during the daytime; however, due to its location behind the main shopping centre it is considered to have less passive surveillance than the other sites in Gungahlin. Vehicle Access / Upstream of Traffic Congestion Currently there is no access to the site however access this could easily be provided off one of the adjacent local roads. However despite this, the site is relatively difficult to access from the wets. However the future extension of The Valley Ave will make this easier. Cost Effectiveness This site is currently undeveloped and therefore there are likely to be a number of costs associated with developing a park and ride at this location including, pavement, utilities, line marking and signage. Community Issues Despite the location of the potential site being in close proximity to the Gungahlin Town Centre there is likely to be little or no opposition from the local community due to the impacts not likely to impact on existing residential dwellings. Given that the land is currently undeveloped there is likely to be support from the local community to develop the land. High Frequency / High Speed Route Proximity This potential park and ride location is located in close proximity to Gungahlin Town Centre and less than 300m from the Bus Stop on Hibberson Street which is served by both the Red Rapid service and many other local bus services. During the AM and PM peak periods the frequency of buses through the Town Centre is approximately every 5-10 minutes with the Red Rapid providing a 15 minute frequency from the Town Centre.
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5.3
Belconnen North
Figure 18
2016 Proposed Belconnen Weekday Network
Source: ESDD
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5.3.1
Verge Place Charnwood
Figure 19
Aerial view of potential Park and Ride in Verge Place, Charnwood
Map source: ACTMAPi
Land Availability Land availability is good as the potential location is comprised of road reserve and unleased commercially zoned land. There is not enough room for a large park and rideonly 30 to 40 spaces could be accommodated, however, given the bus service from this area, discussed below, a lower cost, smaller implementation may be appropriate in this area. Site Visibility and Passive Surveillance This potential site is located adjacent to the busy Charnwood Group Centre on Tillyard Drive, and should be conspicuous to drivers and public transport users. The site should attract a moderate level of passive surveillance from pedestrians heading to and from the group centre and drivers on Tillyard Drive. Vehicle Access / Upstream of Traffic Congestion Vehicle access to this site is already provided by the Verge Place intersection with Tillyard Drive, which has full access at its intersection with Ginninderra Drive. This site sits well upstream of the usual commute-related congestion points in the Belconnen Valley. Cost Effectiveness This site is extremely cost-effective as co-locating with an existing car park, much of it is already paved, services and utilities are present, there is already a entrance on to the public road network, and the remaining land is fairly level. Community Issues As this is a group centre, this use would not be expected to generate much community concern; however, the site itself is not far from a number of houses. High Frequency / High Speed Route Proximity This location is served by the 314 service, a component of the Blue Rapid service, which runs through Belconnen Town Centre, City and to the Woden and Tuggeranong Valleys. During the AM and PM peak periods the frequency of the 314 service is approximately 20 minutes. Additionally, Xpresso service 704 serves this location
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with two buses during the morning commute and one return trip in the evening. From Charnwood, passengers have a 45 minute commute to City on the 314, or a 40 minute trip via the Xpresso service. The site is less than 100 metres from bus stops on Tillyard Drive and less than 200 metres from bus stops on Lhotsky Street. There is a pedestrian crossing on Tillyard Drive with kerb extensions and a refuge island at the bus stop. Overall, this is the most viable of the Belconnen sites assessed, although it is not as strong a candidate as those in other corridors investigated.
5.3.2
Kingsford Smith Drive (east side) - Florey
Figure 20
Aerial view of potential Park and Ride on Kingsford Smith Drive, Florey
Map source: ACTMAPi
Land Availability Land availability is good as the location is comprised of the Neumann Place road reserve and unleased land. However, the land is currently zoned PRZ1, Open Space, which does not allow parking as a permanent use. Physically, there is room for a large Park and Ride in this location.
Figure 21
Neumann Place entrance to potential Park and Ride on Kingsford Smith Drive, Florey
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Site Visibility and Passive Surveillance Because it is somewhat hidden from main roads and surrounded by open space, this site is in a poor location for both visibility and passive surveillance. Vehicle Access / Upstream of Traffic Congestion Vehicle access to this site is already provided by the Neumann Place intersection with Krefft Street, which has full access at its intersection with Kingsford Smith Drive. This site sits fairly well upstream of the usual commuterelated congestion points in the Belconnen Valley. Cost Effectiveness This site is very cost-effective as the existing road reserve already includes an entrance, some pavement, kerbs, and gutters, and services and utilities. The adjacent land is fairly level. Community Issues Being located in open space, adjacent to a large residential area, this site would be expected to generate community issues, however, with good design, the impact to neighbours could be minimised. High Frequency / High Speed Route Proximity This location is served by the 314 service, a component of the Blue Rapid service, which runs through Belconnen Town Centre, City and to the Woden and Tuggeranong Valleys. During the AM and PM peak periods the frequency of the 314 service is approximately 20 minutes. Additionally, Xpresso service 704 serves this location with two buses during the morning commute and one return trip in the evening. From this site, passengers have a less than 40 minute commute to City on the 314. The bus stops on Kingsford Smith Drive are mid-block between Krefft Street and Ginninderra Drive. Although they are less than 200 metres from the site, current access is via meandering recreational trails through floodways and open spacemaking the walk seem longer than it is. There is no pedestrian crossing at Kingsford Smith Drive at either Krefft Street or at the bus stop.
5.3.3
BMX Club on Copland Drive, Melba
Figure 22
Aerial view of potential Park and Ride on Copland Drive, Melba
Map source: ACTMAPi
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Land Availability This location is the BMX bicycle recreation facility on Copland Drive in Melba. Land availability is good as the location is unleased land. However, the land is currently zoned PRZ1, Open Space, which does not allow parking as a permanent use, and the land is being used by the BMX club. The existing car park could be sealed and entrance from Copland Drive upgraded to provide a moderately sized Park and Ride. In evenings and on weekends, the improved car park would be available for users of the BMX facility.
Figure 23
Potential Park and Ride entrance on Copland Drive, Melba
Site Visibility and Passive Surveillance The site is highly visible but it is on a minor road with moderate automobile traffic and little foot traffic. It can only be considered moderately suitable from a visibility and passive surveillance perspective. Vehicle Access / Upstream of Traffic Congestion Vehicle access to this site is already provided with a driveway onto Copland Drive. Copland Drive has a signalised intersection with Ginninderra Drive, a major arterial in the Belconnen Valley. This site sits fairly well upstream of the usual commute-related congestion points in the Belconnen Valley. Cost Effectiveness This site is very cost-effective as it is located on an existing car park, an entrance is already provided, and the land is level and cleared of trees. Community Issues Being located in open space, adjacent to a popular recreation facility, this site would be expected to generate community issues; however as the greatest patronage for the BMX club is expected to occur on weekends, the impact to users may not be very great. High Frequency / High Speed Route Proximity This location is served by the 315 service, a component of the Blue Rapid service, which runs through Belconnen Town Centre, City and to the Woden and Tuggeranong Valleys. During the AM and PM peak periods the frequency of the 314 service is approximately 20 minutes in the peak hours. From this site, passengers have an approximately 35 minute commute to City on the 315. Existing bus stops are located approximately 200 metres south of the site. There is a multi-use path and an underpass to access the stops on both sides of the street.
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5.3.4
Florey Local Centre
Figure 24
Aerial view of potential Park and Ride adjacent to the Florey local centre
Map source: ACTMAPi
Land Availability This location is adjacent to the Florey Local Centre. Land availability is good as the location is unleased land. However, the land is currently zoned PRZ1, Open Space, which does not allow parking as a permanent use. However, there is an existing car park for which the underlying zoning is PRZ1, Open Space as well. The existing car park between the centre and the oval could be enlarged slightly to accommodate approximately 30 additional vehicles. In evenings and on weekends, the expanded car park would be available for visitors to the local centre.
Figure 25
Potential Park and Ride at Florey Local Centre
Site Visibility and Passive Surveillance The site visibility to passing motorists could be enhanced by adding signage and a walkway to the nearest bus stop. Copland Crescent is not a main road however. Passive surveillance is good due to the adjacent local centre. Vehicle Access / Upstream of Traffic Congestion Vehicle access to this site is already provided through the local centre, This site is just upstream of the Belconnen Town Centre, and several commute-related congestion points.
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Cost Effectiveness This site is very cost-effective as it would be an extension of an existing car park, an entrance is already provided, and the land is level and cleared of trees. Community Issues Being located in open space, adjacent to a popular recreation facility, this site would be expected to generate community issues. However, possibly the addition of a Park and Ride could be seen as a benefit to local businesses High Frequency / High Speed Route Proximity This location is served by the 315 service, a component of the Blue Rapid service, which runs through Belconnen Town Centre, City and to the Woden and Tuggeranong Valleys. During the AM and PM peak periods the frequency of the 314 service is approximately 20 minutes in the peak hours. From this site, passengers have an approximately 35 minute commute to City on the 315. There is a bus stop on John Clelland Crescent less than 50 metres from the existing car park. A pedestrian underpass connects the local centre to the stop on the other side of the street.
5.4
Athllon Drive
Figure 26:
2016 Proposed Tuggeranong Weekday Network
Source: ESDD
5.4.1
Athllon Drive near Playing Fields
This location is adjacent to the Wanniassa playing fields. An existing car park for the playing fields could be enlarged and utilised for park and Ride.
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Figure 27
Aerial view of Athllon Drive Park and Ride location near Wanniassa playing fields
Map source: ACTMAPi
Land Availability The location is unleased land, and is zoned PRZ1, Open Space, which does not include car park as an allowable use. There is an ongoing construction project for stormwater detention tanks in the vicinity of the potential Park and Ride. Plans for the storm water detention tanks and accessory infrastructure will be investigated to determine how a Park and Ride facility would fit and operate adjacent to the new and existing facilities. In evenings and on weekends, the expanded car park would be available for visitors to the playing fields.
Figure 28
Stornwater detention works at potential Park and Ride Athllon Drive, Wanniassa
Site Visibility and Passive Surveillance The site visibility to passing motorists could be enhanced by adding signage. Passive surveillance is not very good. Vehicle Access / Upstream of Traffic Congestion One option for accessing the site is through the Hyland Place car park which serves the playing fields. This would involve at least three turns from Athllon Drive. A more direct arrangement could be established by creating and access point on Rylah Crescent. This site is considerably upstream of all south Canberra traffic chokepoints.
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Cost Effectiveness This site is only moderately cost-effective as a new access road would be required on Rylah Crescent. Community Issues Being located in open space, adjacent to a popular recreation facility, this site would be expected to generate community issues. However, possibly the addition of a Park and Ride could be seen as a benefit to users of the playing fields. High Frequency / High Speed Route Proximity This location is served by the Blue Rapid Service, which runs from the Tuggeranong Valley, through Woden Town Centre, City and to the Belconnen Valley. Daytime frequency on the Blue Rapid service is approximately 5 minutes. From this site, passengers have an approximately 30 minute commute to City. Two bus stops on Athllon Drive would have to be constructed. The entry to the pedestrian underpass is located adjacent to the site to facilitate crossing Athllon Drive. Based on the analysis outlined above this site is recommended for short listing and further consideration.
5.4.2
Athllon Drive near Wanniassa Local Centre
This location is on Rylah Crescent in the local centre.
Figure 29
Aerial view of Athllon Drive Park and Ride location on Rylah Crescent, Wanniassa
Map source: ACTMAPi
Land Availability The location is unleased land, and is zoned PRZ1, Open Space, which does not include car park as an allowable use. In evenings and on weekends, the new car park would be available for visitors to the local centre.
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Figure 30
Potential Athllon Drive Park and Ride, Rylah Crescent, Wanniassa
Site Visibility and Passive Surveillance Visibility to passing motorists is very good as the site abuts Athllon Drive. Passive surveillance would also be good due to proximity to the local centre. Vehicle Access / Upstream of Traffic Congestion The site is easily accessed by vehicle from Athllon Drive. Only two turns are required, and the route would be easily legible for new users. This site is upstream of most Southside traffic chokepoints. Cost Effectiveness This site is somewhat cost effective as it is level and easily accessed from the public road network. Extra cost would be incurred in providing a signalised pedestrian crossing of Athllon Drive. Community Issues Although it is part of the local centre, there are residences on Rylah Crescent, so community issues would have to be addressed. High Frequency / High Speed Route Proximity This location is served by the Blue Rapid Service, which runs from the Tuggeranong Valley, through Woden Town Centre, City and to the Belconnen Valley. Daytime frequency on the Blue Rapid service is approximately 5 minutes. From this site, passengers have an approximately 30 minute commute to City. Two bus stops on Athllon Drive would have to be constructed. The nearest crossing of Athllon Drive is at the roundabout with Langdon Avenue. This crossing would have to be upgraded, or a more direct pedestrian crossing of Athllon Drive would need to be provided. Signalised crossings in either location would provide the safest pedestrian movement across this 80 km/h road (see Figure 31).
Figure 31
Required signalised pedestrian crossing for local centre option
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Based on the analysis outlined above this site is recommended for short listing and further consideration.
5.4.3
Athllon Drive near Fincham Crescent
This location is off Fincham Crescent, just east of the playing fields in Wanniassa.
Figure 32
Aerial view of Athllon Drive Park and Ride location near Wanniassa playing fields
Map source: ACTMAPi
Land Availability Land availability is problematic because a private leaseholder (a primary school) controls most of the land which would otherwise be suitable for Park and Ride. Site Visibility and Passive Surveillance The site visibility to passing motorists could be enhanced by adding signage. Passive surveillance would be below average. Vehicle Access / Upstream of Traffic Congestion If the site could be accessed from Fincham Crescent, would involve only two quick turns off Athllon Drive. This site is considerably upstream of all Southside traffic chokepoints. Cost Effectiveness This site is not cost-effective. An entrance would need to be constructed on Fincham Crescent, and a bridge over the floodway coming down from Wheeler Crescent would be needed to access the site. Community Issues Being located adjacent to a school, this site would be expected to generate community issues. High Frequency / High Speed Route Proximity This location is served by the Blue Rapid Service, which runs from the Tuggeranong Valley, through Woden Town Centre, City and to the Belconnen Valley. Daytime frequency on the Blue Rapid service is approximately 5 minutes. From this site, passengers have an approximately 30 minute commute to City. Two bus stops on Athllon Drive would have to be constructed. The pedestrian underpass is approximately 380 metres from the site. A pedestrian crossing would have to be designed either at the Fincham Crescent intersection with Athllon Drive, or midblock between Fincham Crescent and Vosper Street.
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5.4.4
Kambah Local Centre Jenke Circuit
This location is on Athllon Drive in the Kambah Centre (near the Kambah Post Office). The centre is served by Jenke Crescent.
Figure 33
Aerial view of potential Park and Ride location on Jenke Circuit in the Kambah Centre
Map source: ACTMAPi
Land Availability The location is unleased land. The three blocks depicted are zoned CF, Community Facilities, and CZ2, Business. There is sufficient room for a large park and ride at this site.
Figure 34
Potential Athllon Drive Park and Ride, Jenke Circuit, Kambah Centre
Site Visibility and Passive Surveillance Visibility to passing motorists is very good as the site abuts Athllon Drive. This site is also on the inbound side of the road, so it is convenient for commuters beginning their trip to work, and only left turns are required. Passive surveillance would also be moderate due to proximity to the centre. Vehicle Access / Upstream of Traffic Congestion The site is easily accessed by vehicle from Athllon Drive. Only two turns are required, and the route would be easily legible for new users. This site is upstream of most Southside traffic chokepoints.
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Cost Effectiveness This site mostly level, and is easily accessed from the public road network. However stormwater drainage will be an issue during design. As the site is part of a commercial centre, community issues should be minimised, however, the site abuts a place of worship, and design would have to minimise impacts on the neighbouring leasehold. High Frequency / High Speed Route Proximity This location is served by the Blue Rapid Service, which runs from the Tuggeranong Valley, through Woden Town Centre, City and to the Belconnen Valley. Daytime frequency on the Blue Rapid service is approximately 5 minutes. From this site, passengers have an approximately 30 minute commute to City. Two bus stops on Athllon Drive would have to be constructed. The nearest crossing of Athllon Drive is at the signalised intersection with Drakeford Drive. This crossing would have to be upgraded with pedestrian signals. Based on the analysis outlined above this site is recommended for short listing and further consideration.
5.4.5
Athllon Drive off Vosper Street
This location is off Vosper Street, across Athllon Drive from the playing fields in Wanniassa.
Figure 35
Aerial view of Athllon Drive Park and Ride location near off Vosper Street, Kambah
Map source: ACTMAPi
Land Availability The location is road reserve. There is no zoning designation for this land. Use of the land for park and ride may be constrained by the presence of many mature trees. Site Visibility and Passive Surveillance Compared to other sites in this area, site visibility to passing motorists would be excellent. Passive surveillance is only fair as little pedestrian traffic exists on this side of Athllon Drive. Vehicle Access / Upstream of Traffic Congestion If the site could be accessed from Fincham Crescent, would involve only two quick turns off Athllon Drive. This site is considerably upstream of all Southside traffic chokepoints.
AECOM
46
DR AFT
Cost Effectiveness This site is only moderately cost-effective. An entrance would need to be constructed on Vosper Street. Community Issues Being located in land that may be perceived as open space, and adjacent to a residential community, this site would be expected to generate community concerns. High Frequency / High Speed Route Proximity This location is served by the Blue Rapid Service, which runs from the Tuggeranong Valley, through Woden Town Centre, City and to the Belconnen Valley. Daytime frequency on the Blue Rapid service is approximately 5 minutes. From this site, passengers have an approximately 30 minute commute to City. Two bus stops on Athllon Drive would have to be constructed. A pedestrian underpass is located adjacent to the site to facilitate crossing Athllon Drive.
AECOM
47
DR AFT
5.5
Yarra Glenn Curtin
Although Blue Rapid and many other services pass through the Yarra Glenn, there are no bus stops here or on Adelaide Avenue. The 2031 Strategic Public Transit Network Plan indicates bus stops along both roads (see Figure 36). Bus stop locations are currently being considered through another study.
Figure 36
Detail, Strategic Public Transit Network Plan 2031
Source: Transport for Canberra
5.5.1
Carruthers Street / Theodore Street
This site is on Martin Place, at the intersection of Carruthers and Theodore Streets in Curtin.
Figure 37
Aerial photograph of potential park and ride site in Curtin
Land Availability The land at this site is currently leased and therefore would require negotiation with the leaseholder. The land is zoned CF, Community Facilities. If the land were made available for Park and Ride, there is room for a moderately large facility.
AECOM
48
DR AFT
Figure 38
Potential park and ride site in Curtin
Site Visibility This site has good visibility from the relatively lower volume of traffic on Carruthers Street; however it is not visible from the busy Yarra Glenn arterial. Passive Surveillance Due to its proximity to the Curtin local centre, passive surveillance at this site is good. Vehicle Access / Upstream of Traffic Congestion Vehicle accessibility to this site is good, as an entrance could be constructed on Theodore Street or Martin Street. Although not upstream of all traffic congestion points, this location would effectively intercept north Woden Valley commuters at the beginning of their commutes. Cost Effectiveness This site is only moderately cost-effective. An entrance and all facilities would need to be constructed. The site is level and cleared of trees. Community Issues Although adjacent to the local centre, this site is situated on a residential street. Community issues could arise if it was proposed for a Park and Ride. High Frequency / High Speed Route Proximity The Blue Rapid service and many other Xpresso and peak hour services pass near the site on Yarra Glenn. Peak hour headways are less than 2 minutes. However there are no bus stops on Yarra Glenn or Adelaide Avenue for approximately 7 kilometres between the Phillip Pool and the Albert Hall. There is a current study to investigate the feasibility of adding freeway bus stops on Yarra Glenn and Adelaide Avenue. If a bus stops are built in the Carruthers Street interchange, the walking distance from this site would be 300 to 400 metres. 5.5.2 Deakin Embassy District
This site is in the Deakin Embassy District.
AECOM
49
DR AFT
Figure 39
Aerial photograph of potential park site in the Deakin Embassy District
Land Availability The land at this site is vacant and unleased. It is zoned PRZ1, Urban Open Space, and it is designated land. If the land were made available for Park and Ride, there is room for a medium-sized facility.
Figure 40
Potential Park and Ride location, Deakin Embassy District
Site Visibility This site has poor visibility from Carruthers Street; and is not visible from the Yarra Glenn. Passive Surveillance Due to its proximity to the Curtin local centre, passive surveillance at this site is good. Vehicle Access / Upstream of Traffic Congestion An entrance could be constructed Beale Crescent in the Embassy District. Although not upstream of all traffic congestion points, this location would effectively intercept north Woden Valley commuters at the beginning of their commutes.
AECOM
50
DR AFT
Cost Effectiveness Currently the site has no access, no utilities and no pavement and would require significant civil works to bring up to the require standard to serve as a park and ride facility. Community Issues There may be community issues with this site. Although not in a residential neighbourhood, use of this site will have to be coordinated with the adjacent embassies and foreign missions, and the National Capital Authority. High Frequency / High Speed Route Proximity The Blue Rapid service and many other Xpresso and peak hour services pass near the site on Yarra Glenn. Peak hour headways are less than 2 minutes. However there are no bus stops on Yarra Glenn or Adelaide Avenue for approximately 7 kilometres between the Phillip Pool and the Albert Hall. There is a current study to investigate the feasibility of adding freeway bus stops on Yarra Glenn and Adelaide Avenue. If a bus stops are built in the Carruthers Street interchange, the walking distance from this site would be 300 to 400 metres.
AECOM
51
DR AFT
6.0
Preliminary Options Bike and Ride
This section of the report outlines the result of the preliminary investigations that have taken place to identify suitable candidate locations to host bike and ride facilities. These options were also presented during Workshop One which was undertaken with relevant stakeholders from across the ACT Government. Included within this initial stage was a high level assessment of the suitability of the site which was based on a number of factors including: Proximity to the frequent 2012 and 2016 bus networks; Connectivity to cycle path network; and The likelihood of success.
Bike and Ride Canberra Avenue Corridor Network 12 is being added to include Nyrang Street. If any development takes place along Canberra Avenue the NCA will need to be engaged. Best location near Mildura Street Need to consult Canberra Avenue plans Retain for multi-criteria analysis
Wentworth Ave Corridor Best Location: Median near Giles Street Retain for multi-criteria analysis
Gungahlin Town Centre Best Location: Northwest corner of Hibberson and Gribble Streets. Close to Red Rapid and Layover facilities Retain for multi-criteria analysis
AECOM
52
DR AFT
Gundaroo Drive Corridor Best Location: Southern verge near Nudurr Drive Gundaroo Drive likely to be duplicated in the short / medium term Improved bus services between Gungahlin and Belconnen earmarked for 2016 network Retain for multi-criteria analysis
Tuggeranong Town Centre Northeast corner of Anketell and Pittman Northeast corner of Pitman and Holwell Bus interchange footpath Retain for multi-criteria analysis
Cooleman Court, Weston Best Location: southern verge of Parkinson Street Close to a major bus stop on Brierly Street Retain for multi-criteria analysis
AECOM
53
DR AFT
7.0
7.1
Multi-Criteria Analysis Bike and Ride

Assessment Criteria
All preliminary sites deemed worthy of further consideration were assessed using multi-criteria analysis. The intent of the assessment is to identify a short list of potential Bike and Ride sites in each study area. The assessment criteria have evolved through several previous park and ride investigations. The highest weighting was given to the criteria measuring proximity of a site to the more desirable rapid transit routes, as well sites that have existing high levels of cycle accessibility. See Table 4 for a description of the criteria. Site visibility was rated based on amount of passing vehicular or pedestrian traffic. Passive surveillance is more effective when a business or other occupied premise overlooks the area to be watched. Passive surveillance by vehicular traffic only was rated lower than where businesses and heavy pedestrian traffic frequently passed the site. Sites scoring over 75 points through the MCA will generally be considered as viable and short listed for further consideration. See Table 5 for the MCA outcomes.
Table 4 Park and Ride Criteria Explanation
Criterion
Explanation The sites ability to meet the size and dimension requirements for a Bike-and-Ride site
Weighting
Land Availability 1 10 Limited Space Available Space The visibility of the site from adjacent arterial routes enhances the attractiveness of the site Site Visibility 1 10 Poor Visibility Highly Visible The existence of natural surveillance for personal and vehicle safety Passive Surveillance 1 10 Poor Surveillance High Passive Surveillance Note: Passive surveillance by businesses were given higher scores than general traffic surveillance The ease of access for this mode from surrounding neighbourhoods 1 10 Poor Accessibility High Accessibility The potential impact of topographical or infrastructure issues on a site 1 10 Many Constraints No Constraints Note: A higher score was awarded low cost solutions The impact of issues such as noise, pollution and severance where sites are located close to existing residential neighbourhoods or schools 1 10 Many Impacts No Impacts Location relative to a high frequency or high speed bus route High Frequency / High Speed Route Proximity 1 10 Low Frequency Service High Frequency Service Note: A higher score was awarded to the Trunk route services
10
15
15
Cycle Access
20
Design Constraints
10
Community issues
25
AECOM
54
DR AFT
7.1.1
Multi-Criteria Analysis Results
Table 5
Bike and Ride Multi-Criteria Analysis
Area
Site Description
Land Availa bility 10 9 8 9 9 8 8 7 9
Site Visibi lity 15 9 9 9 9 9 8 7 9
Passive Surveill ance 15 7 8 9 6 9 8 9 9
Design Constrai nts 10 9 6 7 8 7 7 7 8
Cycle Access 20 8 7 8 9 8 7 6 8
Comm unity issues 5 9 7 8 9 9 9 8 9
Weighting Canberra Avenue Wentworth Avenue Gungahlin T.C. Gundaroo Drive Tuggeranong T.C. Southern verge after Nyrang Street Median west of Giles Street Northwest corner of Hibberson and Gribble Street intersection Southern verge after Nudurr Drive Northeast corner of Anketell and Pitman Streets Northeast corner of Pittman and Holwell Streets Bus Interchange footpath Cooleman Court, Weston Southern verge at Parkinson Street
High Frequency / High Speed Route Proximity 25 8 8 8 5 9 9 9 5
Total
Notes
100 82.5 77 83 74.5 85 80 76.5 77
Sites scoring in excess of 75 should be considered for further investigation.
AECOM
55
DR AFT
8.0
Bike and Ride Site Analysis
This section of the report discusses the results of the Multi Criteria Analysis that was undertaken on the sites that were identified as being potential candidates during the preliminary options stage of this report. During this section a more detailed evaluation of each of the potential sites is undertaken including the identification of the short listed sites for Stakeholder consideration. For the purposes of this evaluation it must be noted that no environmental assessment has been undertaken to assess the impacts on the land identified for potential Bike and Ride. The site locations is also shown indicatively and it is suggested that the potential Bike and Ride will be located somewhere in the vicinity of the areas identified.
8.1
8.1.1
Canberra Avenue Corridor

Southern verge after Nyrang Street
This location is adjacent to a new bus stop on Canberra Avenue west of Nyrang Street. A Bike and Ride facility in this location would have Narrabundah residents as its primary catchment.
Figure 41
Aerial view of possible Bike and Ride location, Canberra Avenue, Narrabundah
Map source: ACTMAPi
AECOM
56
DR AFT
Figure 42
Possible Bike and Ride location, Canberra Avenue, Narrabundah
Land Availability The site is in the Canberra Avenue road reserve. Land within road reserves is not subject to zoning or lease restrictions. Canberra Avenue is defined as an Approach Route in the National Capital Plan, as such, any improvements will necessarily be coordinated with the National Capital Authority. There is a wide verge on both sides of Canberra Avenue in the vicinity of the site. There is sufficient room to construct a full-sized Bike and Ride facility. Site Visibility and Passive Surveillance Visibility for this site would be excellent, as it is adjacent to busy Canberra Avenue. Passive surveillance is lower because of a lack of pedestrian traffic in this area. Design Constrains There are few design constraints as the verge is quite wide. Proposed plans for Canberra Avenue improvements should be consulted to ensure compatibility with future upgrades. Cycle Access This site enjoys good accessibility by bicycle. Bike lanes extend most of the length of Canberra Avenue. A shared use path is furnished in the northern verge of the roadway. Cycle connections from Narrabundah are made through local roads, paths and footpaths. Many of the local roads in Narrabundah which terminate before reaching Canberra Avenue have footpath connections through the nature strip.
AECOM
57
DR AFT
Figure 43 Key:
Canberra and Queanbeyan Cycling and Walking Map detail, Canberra Avenue on road cycle lane, shared path
Community Issues Community issues should be minimal because the site is screened from a residential area by large, mature trees. High Frequency / High Speed Route Proximity The site is adjacent to an inbound bus stop on the Red Rapid service. Users can cross Canberra Avenue at the traffic signal and pedestrian crossing at Nyrang Street.
AECOM
58
DR AFT
8.2
8.2.1
Wentworth Avenue Corridor

Median North of Giles Street
This location is located in the median of Wentworth Avenue just north of the intersection with Giles Street. A Bike and Ride here would serve residents of Kingston, Griffith and parts of Forrest.
Figure 44
Aerial view of possible Bike and Ride location, Wentworth Avenue, Kingston
Map source: ACTMAPi
Figure 45
Possible Bike and Ride location, Wentworth Avenue, Kingston
Land Availability The site is in the Wentworth Avenue road reserve. Land within road reserves is not subject to zoning or lease restrictions. Wentworth Avenue is defined as an element of the Kingston Foreshore special requirement area in the National Capital Plan; as such, any improvements will necessarily be coordinated with the National Capital Authority. There is sufficient room to construct a full-sized Bike and Ride facility. Site Visibility and Passive Surveillance Visibility for this site would be excellent, as it is in the median of busy Wentworth Avenue. Passive surveillance is also strong due to a high level of pedestrian traffic in the area.
AECOM
59
DR AFT
Design Constrains There are greater design challenges here than in other proposed bike and ride locations. The national Capital Plan specifies goals and requirements for landscaping and street furniture along the roadway. The median is quite wide, and a well-designed and landscaped facility could make a positive contribution to the Kingston Foreshore area. Cycle Access This site enjoys good accessibility by bicycle. Bike lanes extend the length of Wentworth Avenue. Local roads in Kingston are supplied with footpaths on both sides, and there is a multi-use path through Telopea Park connecting to Manuka.
Figure 46
Canberra and Queanbeyan Cycling and Walking Map detail Wentworth Avenue
Community Issues Although not a typical residential setting, there are many multi-family residences in the Kingston Foreshore area. Design issues will be followed closely by residents, activists and the appropriate planning agencies in this prominent location. High Frequency / High Speed Route Proximity The site is less than 100 metres from mid-block bus stops on either side of the Giles Street intersection. Users can use the signal and pedestrian facilities at Giles street to access the median.
AECOM
60
DR AFT
8.3
8.3.1
Gungahlin Town Centre

Northwest corner of Hibberson and Gribble Streets
This location is across Hibberson Street from the Gungahlin Public Library. A Bike and Ride facility in this location could serve residents of Gungahlin, Ngunnawal, Amaroo, parts of Nicholls and Palmerston.
Figure 47
Aerial view of possible Bike and Ride location, Hibberson Street, Gungahlin town Centre
Map source: ACTMAPi
Figure 48
Possible Bike and Ride location, Hibberson Street, Gungahlin
Land Availability The site is in the Hibberson Avenue road reserve. Land within road reserves is not subject to zoning or lease restrictions. There is a wide verge near the intersection where no right angle parking is allowed. There is sufficient room to construct a full-sized Bike and Ride facility.
AECOM
61
DR AFT
Site Visibility and Passive Surveillance Visibility and passive surveillance for this site are excellent, as it is located on a main route through the town centre. Design Constrains The facility would need to be sited carefully to maximise use of a relatively tight space. Attention should be given to maintaining site lines for drivers using the intersection. Attention should be given to the facilitys interface with the footpath. Cycle Access This site enjoys good accessibility by bicycle. Bike lanes and a shared use path are provided on Hibberon Street. Shared use paths connect the residential catchment area to the town centre.
Figure 49
Canberra and Queanbeyan Cycling and Walking Map detail, Gungahlin Town Centre
Community Issues Community issues should be minimal because the site is located on the roadway in the middle of the town centre. High Frequency / High Speed Route Proximity The site is less than 100 metres from proposed western terminus bus stops on the Red Rapid service.
AECOM
62
DR AFT
8.4
8.4.1
Gundaroo Drive
Southern verge after Nudurr Drive
This location is adjacent to an existing bus stop on Gundaroo Drive west of Nudurr Drive. A Bike and Ride here would serve residents of Nicholls, Palmerston and Crace.
Figure 50
Aerial view of possible Bike and Ride location, Gundaroo Drive, Crace
Map source: ACTMAPi
Figure 51
Possible Bike and Ride location, Gundaroo Drive, Crace
Land Availability The site is in the Canberra Avenue road reserve. Land within road reserves is not subject to zoning or lease restrictions. The duplication of Gundaroo Drive is being designed, with construction expected to follow quickly. Any proposed Bike and Ride facility would necessarily need to be coordinated with the duplication project. Site Visibility and Passive Surveillance Visibility for this site would be excellent, as it is adjacent to busy Gundaroo Drive. Passive surveillance is much lower due to the lack of pedestrian traffic in this area.
AECOM
63
DR AFT
Design Constrains Design for a Bike and Ride location in this site must be coordinated with design for duplication of Gundaroo Drive. It is expected duplication will be to the south, the existing bus stop will be relocated to the verge of the westbound carriageway. The bike and ride should be designed for the new bus stop, or designed adjacent to the north side bus stop which is not expected to move. Cycle Access Bicycle access to this site is very good with shared use paths along Gundaroo Drive and shared use paths reaching into the surrounding suburbs.
Figure 52
Canberra and Queanbeyan Cycling and Walking Map detail, Gundaroo Drive
Community Issues Community issues should be minimal because the site is separated from residential areas by open space. High Frequency / High Speed Route Proximity The site is adjacent to an existing bus stop that is served by 56, 58, 59 services which connect Belconnen, Gungahlin and City. Frequency on the 56 service is every 20 minutes during peak hours. Travel time to City is approximately one hour. The 2016 proposed public transport network envisions extending the Red Rapid service from Gungahlin, down Gundaroo Drive to Belconnen. Service frequency would be 15 minutes (see Figure 53). An underpass is situated close by for users to cross Gundaroo Drive.
AECOM
64
DR AFT
Figure 53
Network 2016 between Gungahlin and Belconnen
AECOM
65
DR AFT
8.5
8.5.1
Tuggeranong Town Centre

Northeast corner of Anketell and Pitman Streets, Northeast corner of Pitman and Holwell Streets, Bus interchange footpath
Three sites along Pitman Street in Tuggeranong would serve residents from Oxley, Monash and Bonython accessing the Blue Rapid Service at the current bus interchange location.
Figure 54
Aerial view of possible Bike and Ride location, Tuggeranong Town Centre
Map source: ACTMAPi
Figure 55
Possible Bike and Ride location, Anketell and Pitman Streets, Tuggeranong
AECOM
66
DR AFT
Figure 56
Possible Bike and Ride location, Tuggeranong Bus Interchange
Figure 57
Possible Bike and Ride location, Pitman and Holwell Streets, Tuggeranong
Land Availability All of the sites are within the Pitman Street road reserve. Land within road reserves is not subject to zoning or lease restrictions. At Anketell Street, there is a large corner near the public car park. At the bus interchange, there is an undercover area between the interchange and the Hyperdome enclosed shopping mall. At Holwell Street, there is a wide corner area at the end of the bus layover lane. There is sufficient room for Bike and Ride facilities at any of these locations. Site Visibility and Passive Surveillance All three sites are similar in their visibility and passive surveillance. Anketell has higher visibility than the other two as traffic is restricted from the interchange. Anketell and the interchange have higher passive surveillance. Design Constrains All of the sites are on busy (or potentially busy) footpaths. Care should be taken that the facilities do not interfere with pedestrians. The interchange footpath site would need the most careful design, as it is long and narrow, and may require a reconfiguration f the standard bike and ride cage. Master planning is underway for Tuggeranong Town Centre. As part of this process, a change in the public transport has been proposed. In the long term, the existing bus interchange may be relocated to Reed Street. Any bike and ride investment in the Tuggeranong should consider future changes envisioned in the plan (see Figure 58). In the event that the proposed network is implemented, the Anketell Street location would be most useful as the other two locations would probably be made obsolete by redevelopment of the bus interchange area.
AECOM
67
DR AFT
Figure 58
Proposed public transport network: Tuggeranong town centre draft master plan, December 2011
Cycle Access All of the sites enjoy good accessibility by bicycle. Bike lanes and shared use paths are provided on Athllon Drive, Anketell Street and the Lake Tuggeranong foreshore. In the draft master plan, cycle routes are indicated on the above mentioned roads and on Cowlishaw Street. The Anketell site has an advantage over the other sites because cyclists would not need to negotiate the high bus and pedestrian traffic in the bus interchange.
AECOM
68
DR AFT
Figure 59
Canberra and Queanbeyan Cycling and Walking Map detail, Tuggeranong Town Centre
Community Issues Community issues should be minimal s the sites are located adjacent the bus interchange in the town centre. High Frequency / High Speed Route Proximity Frequent, rapid bus service is provided by the Blue rapid Service through the bus interchange. The interchange site is part of the interchange, and Anketell and Holwell Street sites are about 100 metres from the interchange platforms.
AECOM
69
DR AFT
8.6
8.6.1
Cooleman Court, Weston

Southern verge of Parkinson Street after Watling Place
This location is across Parkinson Street from Cooleman Court in Weston. A Bike and Ride facility in this location would serve approximately 75% of the residents of Weston Creek.
Figure 60
Aerial view of possible Bike and Ride location, Cooleman Court, Weston
Figure 61
Possible Bike and Ride location, Cooleman Court, Weston
Land Availability The site is on unleased land, zoned PRZ1, urban open space. There is sufficient room to construct a full-sized Bike and Ride facility. Site Visibility and Passive Surveillance Visibility and passive surveillance for this site are good, as it is located on a main road accessing the group centre. Design Constrains The site should be designed in coordination with public transport options developed for the Weston group centre master plan.
AECOM
70
DR AFT
Cycle Access This site enjoys good accessibility by bicycle. Bike lanes are provided on Hindmarsh Drive, and multi-use paths provide grade-separated crossings for Hindmarsh and Streeton Drives. A multi-use path from Stirling terminates at the site location.
Figure 62
Canberra and Queanbeyan Cycling and Walking Map detail, Cooleman Court, Weston
Community Issues There are residential dwellings nearby Watling Place. Community concerns should not be great as this is a relatively small project adjacent to a busy group centre. High Frequency / High Speed Route Proximity There is no rapid / frequent service in Weston Creek. Several local services pass through Cooleman Court on the way to Woden Town Centre, three weekday express services connect Cooleman Court to Woden, Barton and Russell, and one Xpresso service runs four buses per day between City and Weston. The site is adjacent to bus stops on Parkinson Street. Should bus routing change, the site would only be 150 metres from the new major bus stop on Brierly Street.
AECOM
71
DR AFT
9.0
9.1
Preliminary Conclusions
Recommended Short Listed sites
As a result of the preliminary investigation and Multi-Criteria-Analysis the following sites have been deemed worthy of short listing. Park and Ride facilities Canberra Avenue (2 sites) East of Tom Price Canberra Avenue Service Road Gungahlin West (2 sites) Margie Lane (behind Woolworths) Northern side of Flemington Road, west of Hamer Street Belconnen North (0 sites) No suitable site. None of the sites investigated achieved the required scoring threshold in the multi criteria analysis. Athllon Drive, Wanniassa (4 sites) Athllon Drive near playing fields Kambah Local Centre Jenke Circuit Athllon Drive off Vosper Street Athllon Drive near Wanniassa Local Centre Yarra Glen On hold subject to findings of Adelaide Avenue bus stop study
Bike and Ride facilities Canberra Avenue Southern verge after Nyrang Street Wentworth Avenue Median west of Giles Street Gungahlin Town Centre Northwest corner of Hibberson and Gribble Street intersection Gundaroo Drive Southern verge after Nudurr Drive Tuggeranong Town Centre Northeast corner of Anketell and Pitman Streets Cooleman Court, Weston Southern verge at Parkinson Street
AECOM
72
DR AFT
9.2
Next Steps..
If the steering committee is in agreement on the short list then these sites will be placed in the public domain for comment. Once the community engagement is complete, the preferred options will be identified and assessed in more detail, including the evaluation of civil services and cost estimates. From there a concept design will be prepared for each of the preferred Park and Ride sites and the project and consultation reports finalised.

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Feasibility Study: Park and Ride and Bike and Ride 2011-2012 ACT Government - Environment and Sustainable

Development Directorate 6 March 2012

Park and Ride / Bike and Ride Feasibility Study

Park and Ride / Bike and Ride Feasibility Study

Prepared for ACT Government - Environment and Sustainable Development Directorate

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Recommended Short Listed sites

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Options to Utilise Existing Car Parks

Existing and Future Bus Routes

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Potential catchment of the site

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Preliminary Options Park and Ride

Multi-Criteria Analysis - Park and Ride

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Park and Ride Criteria Explanation

Vehicle Access / Upstream of traffic congestion / Catchment size

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Multi-Criteria Analysis Results

Land Availa bility

Site Visibi lity

Passive Surveill ance

Vehicle Access / Upstrea m of traffic congest ion 15 9 8 7 6 6 6 7 5 5 9 8 8

Cost Effecti veness

Comm unity issues

High Frequency / High Speed Route Proximity 20 9 9 9 8 9 7 6 9 8 5 4 4

100 70.5 Service extension required

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Land Availa bility

Site Visibi lity

Passive Surveill ance

Vehicle Access / Upstrea m of traffic congest ion 7

Cost Effecti veness

Comm unity issues

High Frequency / High Speed Route Proximity 4

Florey Local Centre

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Area Canberra Avenue

MCA yes yes yes marginal yes yes yes yes

Athllon Drive -Waniassa Yarra Glenn

Park and Ride Site Assessments

2012 Frequent Bus Network Plan

2016 Frequent Bus Network Plan

Canberra Avenue Corridor

Existing land opposite HMAS

East of Tom Price Street

Existing site near Tom Price Street

Canberra Avenue Service Road

Existing land conditions at Canberra Avenue Service Road

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Proposed Gungahlin Town Centre Bus Stops

Source: Transport for Canberra

Shared Parking at Library or Leisure Centre

A nearby car park behind the Gungahlin Public Library

Margie Lane (behind Woolworths)

Aerial Photography of potential park and ride Margie Lane

Margie Lane existing car park