Main Roads' Fremantle 'Bypass' Lies Refuted (July 1998)

The 'Bypass' will not bypass anything. It is a proposed heavy and dangerous freight route which will cut through the Fremantle suburbs of White Gum Valley and Beaconsfield and Hamilton Hill in Cockburn. At the moment heavy trucks bypass Fremantle by using the purpose built Stock Road.

Myth 1. Remove thousands of vehicles from local roads

By local roads MRWA means Hampton Road. MRWA's own traffic figures show that within 5 years local roads (Hampton Road) will be as busy as it is now. A study into MRWA traffic predictions by Nelson English (1999) showed that MRWA traffic prediction methodology was flawed. Main Roads WA can manipulate factors to produce a result suitable to its ends.

The proposed highway extension will draw vehicles off Stock Road resulting in more traffic moving through Fremantle than currently exists.

As few origin - destination studies have been done MRWA does not have a clue what will happen.

Myth 2. Provide vital north-south route

There is nothing vital about this highway extension. The Government deleted the 'vital' Stock Road extension through Dalkeith in the 1970's and the same can happen in this case.

There is already surplus north-south road capacity.

Basically, the road/transport lobby, which makes substantial political donations want it, therefore it must be built.

Myth 3. Reduce accidents on local roads

There is no evidence that Fremantle streets have a higher than average accident rate. Traffic calming can resolve any problem areas. A new major highway through Fremantle suburbs is not needed to reduce accidents.

MRWA will radically alter Fremantle's local road network to facilitate this highway. It will do this by blocking numerous local roads. Local people will have to travel further increasing the chances of accidents.

Myth 4. Increase freight transit efficiency

Reflects the road transport lobby hold over MRWA and the State Government. This suggests that port related movements can only occur by road. Improvements in rail access would improve efficiency of freight movement. Rail is far more efficient and environmentally sustainable and has less impact on the environment and the community.

The City of Fremantle's proposal to upgrade Stock Road would make that route as efficient as the proposed highway extension through Fremantle.

Myth 5. Reduce vehicle operating costs over the next 30 years

See point 4 above.

The road freight industry receives large public subsidies, over $200 million per annum (Murdoch University study, 1997). It should be made to pay its way, not receive more public handouts via new highway construction.

Whether the current fossil fuel based transport system will still exist as it does today in 30 years time is open to debate. We should be planning for the future not subsidising and propping up a failing transport system.

Cities with the highest average traffic speeds have the highest per capita gasoline consumption. "Free" flowing traffic is not associated with lower per capita fuel use and therefore emissions (Cities and Automobile Dependence, 1989).

MRWA's problem is that it believes that research at a mechanical engineering level (a single car) can be imposed without further analysis into complex processes such as transportation systems or urban planning. MRWA's analysis looks at the road as an independent factor isolated from feedbacks like land use and planning, public transport and resource conservation.

Myth 6. Reduce accident costs

Perth has more roads and highways than it has ever had yet the cost of road trauma in WA stands at $1.6 billion per annum and is increasing (Roads Safety Council WA). Obviously more roads and highways is not the way to reduce road accident costs.

Myth 7. Reduce business/commercial travel time

There are few origin-destination studies to support such a broad sweeping statement. Some businesses will benefit while some businesses (mostly local ones) will suffer due to road and community severance.

This myth indicates that urban planning has failed. High speed roads and greater distances that need to be travelled by people indicate little attention has been given to the location of businesses and the consumer and the most appropriate means of distribution.

Myth 8. Reduce traffic noise, vibration & congestion on local roads

Basically MRWA refers to Hampton Road. The City of Fremantle's traffic calming of Hampton Road has helped achieve this. However, other improvements such as a reduction in speeds is being obstructed by MRWA. Just to make matters worse MRWA has recently permitted B-doubles to use Hampton Road against the wishes of the community and Fremantle Council. MRWA hopes this cynical behaviour will encourage people to support the highway extension.

Traffic problems will not disappear but be transferred 400 metres to the east. Extra vehicles as well as many heavy freight trucks (the new highway will be classified as a dangerous goods freight route) will be induced to use the new highway leading to greater levels of local noise and vibration. Significant congestion will occur at the High St and South St intersections.

Overall traffic problems will only be reduced with traffic demand management schemes and a viable alternative transport system. The actual number of vehicles and the amount of travel people have to undertake need to be reduced. This is the only way traffic noise and pollution will be reduced.

Myth 9. Reduced north - south travel times

An efficient light or heavy rail system could achieve even better travel times with a lot less negative impacts and at a lesser cost.

Myth 10. Reduce vehicle emissions in Fremantle

The increased capacity of new roads and highways actually 'induce' or encourage more traffic and travel overall after they are opened.

Improvements in emission standards have not been substantial and as a consequence Fremantle, and the whole metropolitan area, will get more pollution.

The proposed highway will be a heavy truck freight route. This will mean thousands of freight trucks will come through Fremantle causing worse pollution levels especially from the very toxic deisel emissions.

MRWA and the government do not seem to understand that the suburbs of White Gum Valley and Beaconsfield are part of Fremantle and that Hamilton Hill is a part of the Cockburn community. They are but lines on a map to the bureaucrats.

Myth 11. Allow the traffic calming of Hampton Road

Hampton Road has already been partially traffic calmed, without the highway being built. MRWA predictions of traffic chaos without the highway has been shown to be complete rubbish.

To throw a spanner in the works MRWA has now allowed B-double trucks to use Hampton Road in an attempt to stir up support for its beloved highway.


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