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While we have to be careful of any costings done by MRWA, the figures are favourable for the Stock Road option. MRWA is renown for rubbery figures especially when it comes to costing new roads. Proposed roads are invariably underestimated while other options and alternatives are inflated.
MRWA has calculated that the Fremantle Bypass (FEB) and Fremantle-Rockingham Highway would cost about $160-$165 million while an improved Stock Road would come in at about $172 million. MRWA is pricing the Fremantle bypass at $37 m despite the State Budget Papers pricing it at $46 m. The extra $11 m makes a lot of difference to the overall comparison.
MRWA proposes grade separations ( fly-overs ) on all of the major intersections along Stock Rd. A lower cost option which would have improved the cost of the Stock Rd option would have been to install round-abouts at the smaller intersections. This option was ignored by MRWA.
MRWA also has ignored the social and environmental costs associated with building the new highway. Also forgotten is the impact on housing prices and the income that could be derived from the sale and rating of road reserve land for housing along the proposed route of the FEB and Rockingham Highway.
MRWA has made a big issue of the extra operating costs for trucks using Stock Road. It ignores the fact that the upgraded Stock Rd will be faster and much safer than it is now, probably as fast as the FEB route.
If these costings were included we feel that the Stock Rd option would be a more effective option from social, environmental, economic and health and safety aspects.
Main Roads costings allow for a six lane Stock Rd with grade separations at most intersections. This would make the road a fast transit route negating Main Roads arguments about Stock Rd being a slower route and therefore inefficient from fuel efficiency and pollution aspects.
Unfortunately, there still needs to be a proper comprehensive study of costings done by an independent organisation.
Also, there still needs to be a study of truck movements and how much of that can be transferred to the rail system. The government must also stop subsidising the road freight industry and channel that money into developing an effective alternative freight transport system.
Environmental economists predict this will lead to greater use of diesel powered vehicles and fuel. The result will be a further deterioration of urban air quality from increased particulate emissions.
The Australian Medical Association has already stated that air pollution from vehicles is causing 1000 premature deaths a year in Australia. Many more people suffer reduced levels of health associated with air pollution, eg, asthma, bronchitis, chronic fatigue and sore throats.
A study by European countries found that each year more people die from the adverse effects of vehicle emissions than are actually killed in motor vehicular accidents.
This evidence is ignored in the push to give further subsidies to the road freight industry. Recent studies in Australia indicate that the road freight industry receives hundreds of millions of dollars in subsidies and causes billions of dollars of negative impacts.
A number of reports have highlighted the large public subsidy the road
freight industry receives.
The reduction in the price of diesel
offered by the Lib/Nat Coalition and the Democrats will also see the move
towards cleaner alternative fuels hindered.
The City of Fremantle's Transport Planning Taskforce recently allocated funding for a study into the social impacts of highways. The Taskforce is made up of community and council representatives. It networks with other councils, community groups and professionals and funds studies and activities on transport matters.
The UWA Geography Dept will review cases from around the world but with special focus on examples in Australia. Two WA examples of special interest will be the social impacts of Stirling Hwy extension on East Fremantle and Servetus St/ Western Suburbs Hwy on Cottesloe.
The social impacts of roads have been ignored or dismissed by Australian Governments and departments. The study for the Council is timely and the results are keenly awaited.
Mr Cowdell was the member of parliament who introduced a bill to remove the Fremantle Bypass road reservation in 1998. We had great hope this bill would put an end to the bypass and therefore any need for widening South St.
It appears that Mr Cowdell considers the bill so important he has allowed it to be removed from the legislative list without debate. Any chance of using the bill to negotiate an end to the bypass reservation has vanished with it.
The bill takes into consideration the adverse impacts of road traffic,
including,
(a) the emission of gases which contribute to climate change; (b)
effects on air quality; (c) effects on health; (d) traffic congestion; (e)
effects on land and biodiversity; (f) danger to other road users; and g) social
impacts.
The bill also ensures that the government publish reports on the progress in reducing the adverse environmental, social and economic impacts of road traffic, and in achieving any targets set, and for updating targets.
Perth desperately needs similar legislation. At the moment there is only an ineffectual Metropolitan Transport Strategy. This has useful statements concerning the impact of traffic and suggested targets but nothing to compel action to reduce traffic levels and its negative impacts.
TRAC would like to have similar legislation in WA and is aiming to organise a group to progress the issue. If you are interested in playing a part in this group, please contact us.
The EPA informs us that the document has been approved for printing and should be released soon. The public comment period will be advertised in the West Australian newspaper, so keep watch. It is very important that the government is made aware of the ongoing concerns of the community and YOU can do your bit to STOP THE BYPASS by writing to the EPA and the Environment Minister. Submissions do not have to be long or complex , they just need to address the issues. Contact TRAC for assistance in writing your comments.
The concept plan has much to commend it, particularly the widening of the dune reserves and the creation of an expanded green belt between the ocean and the railway. However, the plan is flawed by its failure to resolve the road problem, and its addition of a substantial number of parking bays.
The plan takes as a given that road traffic will increase as it has in the past and that provision should be made to cater for more motor cars. Little attention is given to alternative modes of transport, pedestrian movement or links with light rail. The proposed re-establishment of the Leighton Rail Station is not mentioned in LAC's plan.
In the plan, there is an additional new road: a scenic drive feeding into numerous parking bays. The existing Port Beach Road is pushed back adjacent to the railway and joins Curtin Avenue at the northern end and Tydeman Road at the southern end. This latter road happens to correspond closely with the existing road reservation which will cater for the proposed Western Suburbs Highway. Unfortunately a substantial amount of land has been given over to vehicles rather than for passive recreation. Aesthetic amenity and safety are put in doubt under the existing plan.
TRAC is keen to work with other community groups to resolve traffic problems and promote sustainable transport options. Unfortunately, LAC's concept plan offers no sustainable transport vision. It is a pity that this important opportunity has been missed.
Good Company: come along and please bring a friend.
Good Information: supplied by the TRAC Working Group.
TRAC is holding a dinner on Friday the 3rd of September at 7 pm, at our usual venue, the Housing Co-operative meeting room, corner Watkins St and Swanbourne St. The purpose of the evening is mainly a social get together and a brief update on TRAC's activities and to gossip about this years TRAC entry into the Fremantle Festival.