Turning Back The Years - But Why?

Guardian Express, 26th November 2013

Twenty years ago, community consultation on what was then called the City Northern ByPass clearly said that if the road were to be built it should be put in tunnel and a coherent urban form re-established over the top. As a result, we now have the 'Northbridge Link', which has brought life and amenity back to an area that had been subject to traffic and planning blight for decades.

This regeneration has included reducing the traffic function of Newcastle Street and creating a more people-friendly environment and has led to retention and reinvigoration of heritage buildings and attractive new residential and commercial developments.

None of this would have happened if the traffic function of Newcastle Street had remained predominant.

Earlier this year, the Northbridge Tunnel was increased from two to three lanes in each direction to provide additional east-west traffic capacity across the north of the City.

Yet now we see proposals (http://www.perth.wa.gov.au/sites/default/files/events/Council_agenda_131119.pdf, pp122-129) to provide yet more east-west traffic capacity on a road that already has problems at intersections with north-south arterials. The proposal would require changes (= reduction) to footpath widths, loss of trees and restriction of right turns to turn back the clock ten years. As the City of Perth's report says, this would be returning the cross-section of the street to what existed ten years ago and operating the kerbside lanes as clearways.

It is all the more disturbing that the initiator for this was a statement in the Department of Transport's Perth Central Business District Transport Plan 2012 that the operation of Newcastle Street to run two lanes of traffic in each direction during peak periods be considered. Is this the same Department of Transport that is trying to get people to use cars less (through TravelSmart) and to walk and cycle more? Has it lost it concern with 'moving people' as distinct from 'moving vehicles'?

To be fair to the City of Perth, it's report does acknowledge the detrimental impact on pedestrians and cyclists, especially with regard to crossing Newcastle Street, but it proposes to deal with this by formalising crossing points (including a signalised crossing for cyclists at Palmerston Street), but anyone familiar with the area knows that it is the ability to cross safely at many places, not just those designated by the traffic engineers, that makes it work as a place rather than a highway.

Inner-city areas in many cities were almost destroyed by traffic in the second half of the 20th century. Newcastle Street was in a state of limbo for decades. The new proposal runs the risk of turning this part of Northbridge back into a place dominated by traffic and would devalue the amenity and property values of the people and business-owners who have turned the tide of decay that previously characterised this important area.

Congestion Costs All Of Us

Click to enlarge

The Environmental Protection Authority has rightly drawn attention to the contribution of motor vehicles to the high levels of ozone often found in the air that we breathe in Perth. 

Ozone is literally an irritant, which poses health risks, but it is by no means the only problem that arises from our over-reliance on the private car. Even setting aside issues of climate change, high traffic volumes cause congestion and community severance.

Congestion is a self-interest issue for car drivers. Every time we drive our cars, it costs us up to 20 cents a kilometre in fuel and maintenance costs. We impose another 20 cents on other road users for each kilometre we drive, through slower travel times and higher fuel and maintenance costs in stop-start traffic.

In peak periods, we impose 30 cents of cost on others for each kilometre we drive.

And have pity on those communities that are severed by the major roads we drive along and the heavy traffic we are part of. Whether this severance is planned (as with freeways and controlled-access highways) or unplanned (as with inner-urban centres that straddle arterial roads such as Beaufort Street, Mt Lawley, and Fitzgerald Street, North Perth), traffic-related severance makes places less attractive (for both people and businesses) and more difficult for people to get from one part another - ironically increasing the likelihood that they will need to use a car to get around locally. 

Funding and traffic priority for public transport is part of the solution, but we also need to focus on improving local accessibility on foot and by bicycle. This includes improving access - not simply providing more car parking - to train stations. At many train stations, 40% of cars parked all day are registered within 3 kilometres of the station, but walk or cycle distances are often greater because of the lack of direct walk/cycle facilities.

The bottom line, though, is that most of us make journeys by car that we could easily make by other means. One in ten car trips is less than one kilometre and one in three is less than three kilometres. 

The solution to congestion lies as much with us as individuals, making appropriate choices about our travel, as it does with us as community, making suitable investments in transport so that we have real alternatives to choose from.