Adelaide Avenue Bus Stops Feasibility Study Executive Summary

EXECUTIVE SUMMARY Overview The Sustainable Transport Plan (STP), published by the ACT Government in 2004, sets the framework for a sustainable transport system for Canberra. The central component of the STP is to increase the proportion of trips within Canberra using public transport, cycling and walking. In support of the STP, subsequent studies recommended expansion of various high speed “Rapid” services, including between the Woden Town Centre and Civic, along Yarra Glen and Adelaide Avenue. The primary purpose of this study is to evaluate three potential bus stops along the Yarra Glen – Adelaide Avenue corridor, to be serviced by Rapid buses. The evaluation includes development of preferred design options and a consideration of costs and benefits. The bus stop locations would be at the intersections of: Yarra Glen and Carruthers Street Adelaide Avenue and Kent/Novar Street Adelaide Avenue and Hopetoun Circuit Three design options were developed for each bus stop. These design options recognised that the entire ACTION bus fleet has passenger access doors only on the left side of each bus. The design options were presented to ACT Government stakeholders, public stakeholders and the community for feedback. Based on the feedback received, and after negotiation with ACTION, preferred options were selected. The preferred design options are: Yarra Glen/Carruthers Street: “Split Median Stop” providing one bus stop for each direction, located in the median near the overpass with pedestrian access via ramps and stairs from the overpass. Adelaide Avenue/Kent/Novar Street: “Median Crossover Stop” providing a single large bus stop in the median, servicing buses in both directions, located under the overpass with pedestrian access via ramps and stairs from the overpass. Adelaide Avenue/Hopetoun Circuit: “Median Crossover Stop” providing a single large bus stop in the median servicing buses in both directions, located above Hopetoun Circuit with pedestrian access via ramps and stairs from Hopetoun Circuit. The preferred design option for each location was taken back to the community for further feedback. Most feedback was positive, but some additional issues were identified. The final project stage was the economic analysis of the project and the development of a business case. The economic analysis quantified the costs and benefits of the project over the expected lifetime and compared them to assess the economic viability. The bus stop cost estimates (including 40% contingency and excluding GST) for the three locations are as follows: Carruthers Street: $3.5 million Kent/Novar Street: $3.3 million Hopetoun Circuit: $6.0 million Page | i Taking into consideration currently predicted patronage levels, it was found that the preferred design option at Carruthers Street is economically attractive (albeit marginal), Kent/Novar Street is also feasible, but the Hopetoun Circuit stop is not economically attractive, unless the patronage levels increase significantly. A brief risk assessment was also conducted and it was found that the project is considered low-medium risk. Recommendations: Based on the outcomes of this study, the following actions are recommended: Construction of a bus stop at Kent/Novar Street utilising the preferred design option: This project should be co-ordinated with EDD-LDA in relation to the proposed Canberra Brickworks redevelopment, which is subject to Government approval, in order to establish the exact location of the bus stop. The construction of the proposed bus stop at Carruthers Street, while economically feasible (albeit marginal), should be delayed until the success of the Kent/Novar Street stop can be more accurately quantified. The economic viability of the Carruthers Street stop should then be reassessed using this more accurate data. No more than half of the Rapid routes using Adelaide Avenue should be scheduled to stop at the new stops. Otherwise, delays to existing users will outweigh the benefits for users of the new stops. However, if patronage at the new stops increased significantly, additional services could be implemented along the whole Woden to City corridor. Consider detailed investigations into the performance of adjacent intersections to improve pedestrian and cyclist accessibility to the new bus stops and improve vehicle safety and capacity at each intersection. Consider an investigation into the existing pedestrian and cycle network in the suburbs around the new stops to ensure that these networks provide high quality access to the new stops. The following executive summary sections present and discuss the methodology and outcomes of the Adelaide Avenue Bus Stops Feasibility Study. These include detailed functional analysis of the options and preliminary urban design and landscaping, tree and heritage assessments. ES.1 Introduction In 2004, the ACT Government released the Sustainable Transport Plan (STP), which provided the framework for a sustainable transport system for Canberra. The central component of the STP is to increase the proportion of trips within Canberra using public transport, cycling and walking. In 2009, MRC (now MRCagney), developed the ACT Strategic Public Transport Network Plan (SPTNP) for the ACT Government. This plan sets out a structure for the future public transport network to meet the goals of the STP. Both the STP and SPTNP have been adopted for the March 2012 Transport for Canberra planning framework. One of the recommendations of the SPTNP was to improve the Rapid bus services along Adelaide Avenue and Yarra Glen to form part of the backbone of the public transport network. In addition, the SPTNP recommended the investigation of options to provide bus stops at Carruthers Street, Kent Street/Novar Street (hereafter referred to as Kent/Novar Street) and/or Hopetoun Circuit. Page | ii The primary purpose of this new study is to develop design options for each of these potential bus stops and evaluate the costs and benefits. The study area for this project, along with potential bus stop locations, is shown in Figure ES.1. Figure ES.1: Study Area and Strategic Bus Stop Locations Specifically, the study aims to: 1) Develop design options for each stop, including: Identifying the best detailed location for each bus stop in Deakin, Curtin and Yarralumla. Developing the functional planning, design and operational requirements for the bus stops. Develop concept plans for bus infrastructure requirements associated with the bus stops including the physical road design requirements. Providing recommendations for developing Adelaide Avenue as a high quality landscape corridor as per the National Capital Plan, taking into account land use integration with Yarralumla redevelopment and Deakin growth. 2) Evaluate costs and benefits, taking into consideration available demographic and patronage data. Page | iii A number of previous studies had looked at the possibility of providing bus stops on Adelaide Avenue. However, none of the previous studies had assessed these locations in detail. The relevant previous studies include: ACT Strategic Public Transport Network Plan (SPTNP) Canberra Brickworks and Environs Planning Study Coverage Service Delivery Feasibility Study ACT Major Stops Study The current study also took into consideration data from the Australian National Census of 2006. ES.2 Infrastructure Configuration Options ES.2.1 Introduction Set out below are the major considerations which drive the development of “design options” for the three potential bus stops. The design options recognise two realities: Firstly, all the buses in the ACT fleet only have passenger access doors on the left. The costs would be prohibitive to install doors on the right and there would be some loss of seating capacity. As a result, each bus stop “platform” needs to be on the left of the bus. Secondly, the current bus lanes on Adelaide Avenue are the inner or median lanes. This has the advantage that buses become much less entangled with vehicles entering or leaving Adelaide Avenue. There will need to be significant other benefits to change to “kerbside” bus lanes. ES.2.2 Bus Lane Adjacent to Kerb There are two possible configurations for bus stops if the bus lane is adjacent to the kerb and these are: Ramp stops (generally located on the on-ramps) Kerbside stops Ramp stops are a simple design of stop to implement along the corridor with two of the three proposed locations having suitable on- and off-ramps (only east facing ramps are provided at the Kent/Novar Street interchange so this location is not suitable for ramp stops). Buses would exit Adelaide Avenue via the off-ramp at each location, continue through the intersection at the cross road and service a bus stop positioned along the on- ramp. The bus would then return to Adelaide Avenue and continue its journey in its original direction. The cost of building ramp stops is low, as the addition of the stop to the ramp is relatively simple. However, congestion at the merge from on-ramps to the motorway can be experienced if vehicles are entering a higher speed roadway. Another low cost approach, and an alternative to using ramp stops, is to build bus stops along Adelaide Avenue on the kerbside of the outer lane. However, kerbside stops represent a higher safety risk option than ramp stops, due to the immediate adjacency of the stop to a Page | iv high-speed, through traffic lane and indented bus stops would require substantial entry and exit tapers for buses to slow down on approach to the stop and speed up when leaving the stop. The cost of construction for a kerbside bus stop is relatively low and is the same order of magnitude as ramp stops, due to the small size of the stop required, and the relative ease of constructing this adjacent to the existing road. However, safety issues mean that ramp stops (if ramps exist) would generally be preferable to kerbside stops. ES.2.3 Bus Lane Adjacent to Median Median bus stops are commonly used along long, high-speed road corridors. As already mentioned, median lanes allow a higher degree of segregation of buses from other traffic, avoiding interaction at on- and off-ramps.

Load more