Next stop: Belconnen – why the alignment of the Belconnen to City light rail line deserves scrutiny

The recent announcement of $132.5 million in Commonwealth Government funding for Stage 2A of Canberra’s light rail network by ACT Liberal Senator Zed Seselja and Deputy Prime Minister Michael McCormack will stand as the definitive moment when the decade-long partisan bickering over the existence of Canberra’s light rail network finally came to a close.

The “light rail wars”, as they have been termed, are over. In their place, hopefully, will be a greater focus on how we roll out Canberra’s network of inter-town light rail corridors, rather than the now-redundant argument of whether they should be built at all.

This brings us to the purpose of this blog post, which is the flagged extension of light rail to Canberra’s north-west district of Belconnen. While it forms part of a more substantial east-west line connecting Kippax to the Airport (Light Rail Stage 3), this post will concentrate on the section between the Belconnen Town Centre and Canberra City.

Belco Bound

Compared to the handful of viable alignments for the City to Woden extension, there are many more ways to connect Belconnen to the City via the activity generators strung along the route, which include:

  • University of Canberra
  • Radford College
  • Australian Institute of Sport (including Canberra Stadium)
  • CIT Bruce
  • Calvary Hospital
  • CSIRO, and
  • Australian National University.

Indeed, the study of initial options considered for the aborted 2005 proposal for a Belconnen to City busway reveals the sheer number of different alignments that could be considered for a future light rail line.

Initial route options considered for the 2005 Belconnen to City busway

Of these options, the 2005 study whittled the list down to 13 shortlisted routes.

Shortlisted options for the 2005 Belconnen to City busway

Which were then narrowed down further to four viable options.

Final four options considered for the 2005 Belconnen to City busway

Finally, two routes were selected for further detailed analysis – one that largely followed the existing inter-town bus route along College Street, Haydon Drive, Belconnen Way and Barry Drive (Option 2C) and the other which took a detour via the saddle between Bruce and O’Connor Ridges to provide a stop at CIT Bruce and the Australian Institute of Sport (Option 1C). Both routes were designed with gradients and curve radii that would permit future conversation to light rail.

“Option 2C” route via Haydon Drive considered for the 2005 Belconnen to City busway
“Option 1C” route via Bruce and O’Connor Ridges considered for the 2005 Belconnen to City busway

While interim bus priority measures were eventually installed along sections of the Option 2C alignment as part of the 2012 “Belconnen Transitway” project, the 2005 busway proposal with its elaborate tunnels, flyovers and station-style stops was scrapped by Jon Stanhope’s Labor Government prior to the final route being selected.

The busway legacy

While the proposal for a city-wide network of busways may have been abandoned in part due to a perceived lack of support, its planning work continues to influence proposed light rail alignments across Canberra.

The below graphics are taken from official ACT Government reports on Canberra’s future light rail network. Each shows the Option 2C route via Haydon Drive as the indicative alignment for the Belconnen to City light rail route.

Indicative light rail route between Belconnen and the City (clockwise from top-left: ACT Planning Strategy 2018, ACT Light Rail Network Plan 2015, ACT Government submission to JSCNET Inquiry into Light Rail Stage 2, ACT Transport Strategy 2020)

Alternative alignments have been floated, most notably by former ACT Opposition Leader and vocal light rail stage one critic Alistair Coe, who in 2013 suggested a route from Belconnen to the City that closely resembles Option 3E from the 2005 busway options analysis.

Alistair Coe’s alternative light rail route (red) compared to the ACT Government’s indicative light rail route (blue) as illustrated by PTCBR

On paper, the attractiveness of this proposal is obvious. Unlike the ACT Government’s indicative alignment, this route runs to the east of Calvary Hospital and CIT Bruce to provide stops that are within easy walking distance of all the key activity generators between Belconnen and the City. By avoiding the saddle between the O’Connor and Bruce Ridges, it also avoids a potential repeat of the “Save the Ridge” campaign.

Despite being ranked above Option 2C in the 2005 busway options analysis, Option 3E was discounted due to its longer length, higher cost and greater environmental impact. However, many of the assumptions used during the assessment are outdated or suspect.

For example, the “perceived directness” of the route options was given undue emphasis, despite the fact that most options were estimated to take around seven minutes.

Source: Belconnen to City Busway: Final Report on Route Selection (Brown Consulting, 2005)

The low patronage of the existing bus stops at Calvary Hospital also meant that some routes were rated equally, regardless of whether they provided a stop at the hospital.

Source: Belconnen to City Busway: Final Report on Route Selection (Brown Consulting, 2005)

It is worth noting that these studies were conducted prior to the current proposal being considered by the Australian Sports Commission to consolidate the footprint of the Australian Institute of Sport by selling off major assets, including Canberra Stadium, the AIS Arena and the surrounding land, to the ACT Government for future residential and commercial development.

This proposal dovetails neatly with the ACT Government’s plan to construct a new Canberra Stadium on the site of the Civic Pool on Constitution Avenue, which just so happens to be further up the line of the proposed east-west light rail corridor.

It is hard to avoid coming to the conclusion that not including a stop at the current Australian Institute of Sport precinct would be a significant missed opportunity.

Next steps

These are just some of the reasons to question the ACT Government’s current indicative alignment for the Belconnen to City light rail route. There are, or course, many more options that are worthy of further analysis, including:

  • the use of Macarthur Avenue instead of Barry Drive
  • proposals from both UC and ANU to run sections of the route through their respective campuses
  • the location of the bus and light rail interchange in the Belconnen Town Centre, and
  • opportunities for interoperability between the north-south and east-west light rail lines.

Rather than leaving it to the last minute, PTCBR will be lobbying the ACT Government to conduct an honest and transparent consultation process for the Belconnen to City light rail line, with the comparative costs, patronage estimates, journey times, development opportunities and environmental impacts of the various alignments being made publicly available.

After a decade of rancorous debate, Canberrans deserve an informed and civilised discussion about the future form of our light rail network.


One thought on “Next stop: Belconnen – why the alignment of the Belconnen to City light rail line deserves scrutiny

  1. Any concepts dating from 2005 are unreliable now and must be updated. The LR3 routing should provide for future Canberra, not only present Canberra. The routing must consider people’s needs, safety and convenience not just existing road paths and must separate LR from current heavily trafficked road alignments. Barry Drive must be eliminated as a preference for LR: remote from users, heavily graded, difficult to engineer for LR and a construction nightmare for existing road users. College Street should be ruled out because of gradient, distance of any stop to potential users and the engineering difficulties of Gossan Hill.

    LR should use McCaugheySt/Macpherson St through Turner/ O’Connor to Macarthur Avenue, then Fairfax, Kunzea Streets and the Belconnen Way alignment space to pass under Gungahlin Drive (expanding existing tunnel) to enter rear of Calvary Hospital, curve down to the side of Haydon Drive and use the roadside alignment to Fern Hill with University of Canberra to decide how to thread the line through the campus before curving descent to the existing Belconnen interchanges before exiting to Lathlain St and Southern Cross Drive en route to Kippax.

    The ACT Suburban Land Authority statistics reveal that there are currently 4 million out of area visitors annually to the Belconnen town centre area and this is likely to grow. It forecasts that an additional 8,500sqm of retail space every 5 years may be sustained at current population growth levels. This takes no account of growth within the town precinct nor in the catchment area of Belconnen itself. The transport mass is there already and will need augmentation sooner rather than later by LR to cope with density of demand and enhanced requirements at development points: U of C, CIT site, Calvary Hospital, Kunzea St tourist area/Fairfax Street former light industry blocks, Macarthur Avenue,O’Connor shopping centre and ANU. Future opportunity would exist for a spur line to serve AIS area whatever is decided on the future of Bruce Stadium and the indoor arena and underutilized land surrounding them.

    From Civic, nine stops could be at Barry Drive/McCaughey St corner. O’Connor shops, Macarthur Avenue, Kunzea/Fairfax, Calvary Hospital, Haydon Drive(walkway access to Baudinette Circuit), U of C campus (to be decided by U of C), Cohen St, Belconnen Interchange/Lathlain St. Belconnen to Kippax to be decided later.

    There is adequate space available within current road alignments along most of the route for LR to be laid off road so not disrupting existing traffic pathways, even through O’Connor where McCaughey St has very wide verges. Trees along McCaughey St are mainly mature deciduous species and could presumably be relocated sideways with appropriate care during the dormant period so avoiding the debate surrounding Northbourne Avenue replanting. A pathway along the verge of Belconnen Way could divert on dedicated running with low cuttings and and restored strategic crossings to allow animal and cyclist access to the ridge area. The option of the old Weetangera trail is not likely for heritage reasons.

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