Posts Tagged ‘adelaide’

Why South Australia should be reinstating regional rail

January 6, 2012

Few states in any country in the world are as close to being entirely based on one major urban area as South Australia is – the focus being on its capital, Adelaide. More than three quarters of South Australia’s population is based within Greater Adelaide. Everything that seems to happen in South Australia seems to be in Adelaide, at least from a development point of view, and even then Adelaide is one of the slowest growing major cities in Australia.

But this may well be about to change to some degree. With the anticipated mining boom set to begin within the next few years subject to certain approvals, towns such as Port Augusta and Whyalla in the state’s Northern region are set to grow and benefit from the spinoffs to industry that are expected to expand or relocate to these centres. And it’s more than reasonable to expect that the amount of traffic along the Princes Highway between Adelaide and these towns will grow as well.

On another point, there’s a lot of visible investment starting to take place in electrifying, upgrading and expanding the metropolitan rail network around Adelaide, a great thing of course. But look regional, and other than the odd Great Southern Railway service to Perth, Darwin, Sydney and Melbourne there’s no proper regional rail service between Adelaide and South Australia’s other major regional centres.

At one stage several decades ago there was a regional rail network around South Australia with Adelaide at the centre of the network. It has all but disappeared, however and Adelaide Station now only serves suburban rail.

The rail infrastructure between Adelaide and the towns of Port Augusta and Whyalla is almost complete as it is currently. However, a few upgrades to stations along the route are required, and several passing loops instated. At Adelaide Station, standard gauge tracks would need to be installed. A new service, let’s call it the Northerner, would be a daily service in each direction to and from Adelaide with stops at Salisbury, Virginia, Snowtown, Crystal Brook, Port Pirie, Port Augusta and Whyalla.

This rail service, The Northerner, would collectively serve an area with approximately 60,000 people and provide an end to end service taking under five hours while taking some traffic off the highways. It will also assists commuters who are unable to drive to commute to and from Adelaide. Over time this population is expected to grow significantly, particularly around Port Augusta and Whyalla.

It’s time for Adelaideans to realise that not everything in South Australia is about Adelaide.

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Speeding up improvements to road safety

December 7, 2011

As a frequent motorist to Adelaide’s roads, I occasionally am confused as to the speed limit on the section of road on which I am driving. It seems to forever be changing – in both distance and time – and as more councils are taking speed limits into their own hands it only looks like becoming more confusing before the situation improves. Unley City Council is a good example of this where local speed limits have been reduced to 40km/h.

Speed limits can be confusing and frustrating for many motorists. (Source: AdelaideNow)

In the urban areas around Adelaide, there are large signs around in yellow notifying drivers that the speed limit is 50km/h unless otherwise sign posted. But if a driver has just turned onto an arterial or connector road from a local street how does a driver tell what the speed limit is, particularly if they aren’t familiar with the area? What happens if one of the 40km/h or 60km/h speed limit signs has been removed, knocked over, or vandalised?

I like the New South Wales approach to posting speed limits. The speed limits are painted on the roadway in addition to the signage. But where there’s no signage, the speed limits are often still painted on the road anyway such as on the entry to a local street. This approach communicates more clearly to drivers the speed limit of the road they are driving on.

But even this, I don’t think, is the be-all end-all solution to sorting out speed limits on Adelaide’s roads. There’s a lack of consistency across much of the metropolitan region. Some councils have local speed limits of 40km/h, others use 50km/h on local streets, whilst others such as the Adelaide City Council have widespread 50km/h speed limits with only a handful of exceptions. And then there’s the odd arterial road that has a speed limit that isn’t 60km/h such as The Parade in Norwood and some outer suburban roads such as Lonsdale Road.

However, are we asking ourselves the right questions when we consider speed limits to improve safety? So much of the media and public discussion in creating safer road and pedestrian environments revolves around speed limits. Purely focusing on this aspect alone ignores the bigger picture. An example of this is currently happening in discussions about Hutt Street and a number of other local streets in central Adelaide.

Hutt Street is a wide four lane road with median strip and dedicated right turn lanes as well as on-street parking. It is lined with a number of restaurants and bars and is a well regarded dining strip in Adelaide. Adelaide City Council proposes reducing the speed limit from 50km/h to 40km/h to “encourage an expansion of alfresco dining and encourage pedestrians to spend more time and money in the city”. No other changes are currently proposed for Hutt Street.

This solution is a bit short-sighted, although I can see how lowering speed limits fits into a bigger scheme as it has successfully been implemented in other cities including Swanston Street in Melbourne, which is now closed off to regular traffic except trams. Yes, lowering speed limits might slow down traffic but it doesn’t do anything to increase the appeal of the street and the street is currently not very pedestrian friendly, which is what Hutt Street needs. Other measures and planning are needed to transform Hutt Street into a place that people want to visit instead of changing a few rules and hoping.

Maybe the authorities and public have forgotten about one traffic calming solution that was implemented on King William Road in Hyde Park in the 1980s to slow traffic through the local shopping street (or high street as the English call them). The street is lined with bricks which causes vehicles to rumble as they drive over them, which encourages traffic to slow down as driving at high speed over them creates large vehicle vibrations.

Of course there’s other measures that could be considered for Hutt Street as well. Zebra crossings which prioritise pedestrian movements could be used at some locations. (For some reason that I can’t explain zebra crossings don’t seem to be in favour in planning across Adelaide.)  The angled parking that currently exists takes up an excessive amount of potential footpath and outdoor dining space and could be redesigned for parallel parking, allowing some of the space to be reallocated for outdoor space. As an aside, the existing City Loop Adelaide Metro bus route could be extended to include Hutt Street instead of Pulteney Street.

In discussions about improving safety in our road environments, we need to start looking at the bigger picture and stop imagining individual actions as be-all end-all solutions. There is no such thing as the perfect solution. However, there is always room for improvement and those safety improvements can take forms other than changing the speed limit.

Wastelands, or just a waste of space?

November 28, 2011

In the short space of a few years, the level of investment in major infrastructure projects into Adelaide’s public transport network has increased several-fold. This includes a $2.6 billion upgrade to Adelaide’s rail network which involves electrification to allow the operation of electric trains, sleeper and track replacement, signalling, station and crossing upgrades.

A number of stations have been rebuilt or upgraded across the network in the past few years – Oaklands has a brand new station and the stations at Blackwood and Hallett Cove have been tidied up and provided with proper shelters. Several more along the Gawler Line are presently in the process of being upgraded or rebuilt.

However, the vast majority of stations have missed out on funding for upgrade and remain little more than deteriorating shelters on platforms that would not even pass as being adequate for a bus stop, let alone a train station.

Understandably, government funding is limited and is usually directed to the most urgent of projects. A single station upgrade can easily cost up into the millions of dollars. But if the SA Government is serious about getting bums on seats – those of trains and buses preferably, not cars – it needs to provide better train stations in addition to the new trains and tracks that already have funding.

If the government can’t and won’t invest in the upgrade of stations, why not provide commercial opportunities and let the private sector invest in them? I can’t say that this is an idea that will work, but I believe that it is worth exploring.

The train stations on any network that are busiest are usually those that are within close proximity to major commercial areas or are major interchanges between different lines or modes of transport. But some stations on the Adelaide rail network serve next to nothing.

Islington Station in Adelaide’s northern suburbs is a great example of this. It is surrounded by empty fields and lands previously part of the Islington railyards that are no more. There is a new industrial park being developed to the north-east, but this by and large has it’s back turned to the train station and the other empty land is unused space begging to be developed.

Islington Station and surrounds - currently there are large empty tracts of land around the station. (Source: Nearmap)

Having just returned from Japan, the country with the mother of all large rail networks, there’s some clear patterns as to why the rail network is so busy and why the stations are as well – the railway companies often own the office, hotel and retail buildings surrounding the stations as well! In other words, the commercial operations surrounding the station draw people into using the system and the stations are true destinations in themselves.

There is a key difference between the Adelaide rail system and those in Japanese cities though. The Japanese systems are owned by their operators, whereas the Adelaide system is in government hands. And I don’t any commercial sense in the Adelaide rail system becoming privately owned.

However, I do believe that are opportunities for developers to be involved in the improvement of the rail system through better stations in the form of public private partnerships (PPP). In exchange for the rights to develop land around and above train stations, developers could also contribute to the upgrading of the train stations to make them safer and more user friendly facilities. The presence of more people using the train station resulting from increased development near stations also provides a form of passive surveillance.

Developing over train stations in this manner isn’t exactly new, it has been done before in both Melbourne and Sydney. At Chatswood in Sydney, the station was redeveloped to accommodate the new Epping to Chatswood rail link (ECRL) and includes a new shopping centre and (yet to be built) apartment towers. It also provided new public spaces in the area around the station.

Proposal for CTI - The new station and shopping centre have been completed, but the apartment towers remain to be built. (Source: InDesign)

The Chatswood example is a very large undertaking and is not of the scale I would imagine currently feasible in Adelaide. There are three proposed apartment buildings up to 42 levels tall at CTI which is excessive for any suburban train station in Adelaide considering that no buildings of this height currently exist even in the centre of Adelaide. It could work for smaller scale undertakings though such as smaller office and residential buildings with ground level retail.

Remember this idea?

November 22, 2011

Readers of this blog may recall a long term vision I imagined for bringing Adelaide’s suburban rail system into the heart of the city in the same way many of the rail systems in other Australian cities do.

Yesterday the SA Government announced investigations to undertake a study into a similar plan to the one I envisioned in linking the northern (Gawler) and southern (Noarlunga) lines of the network and providing a continuous north-south rail corridor across the city.

There are a few differences of course. The route would have new stations under Pulteney Street/Rundle Mall and Victoria Square (east-west) rather than Gawler Place/Grenfell Street, KWS South and Wayville as outlined in my version of this vision. The line would reconnect to the Noarlunga line north of Keswick rather than at Goodwood. Estimates of the cost of building the project are put at between $2 billion and $5 billion.

Also, it is worth noting that this would be a long term project, as it does not make sense in building it while the rest of the system continues to be improved and electrification completed, as it is not feasible to run diesel trains in deep level tunnels such as the ones discussed.

See the video below for more thoughts and details.

Sustainability is important – except when carparks are involved, it’s my right to park for free

September 18, 2011

There have been a couple of pieces of news that have been floating around in the past few days that really do highlight the backward attitude of South Australians (Adelaideans in particular) to driving and parking; the reactions to both Rod Hook’s view that parking prices in Adelaide’s city centre should be increased and the proposed introduction of parking fees at Westfield Marion.

In some aspects, Adelaide is getting better over time at being sustainable. We outlawed plastic bags at major retailers, we are increasingly capturing and making better use of our water supply and we’re amongst the leaders in recycling in Australia.

But we still think it’s our right to be able to drive everywhere and park wherever we like for free. We complain about petrol prices, we complain about having to pay for parking and we complain about not having enough parking spaces. We think road transport should be free. Hold on, doesn’t excessive driving go against the argument of sustainability?

And this is a problem we face, but continue to ignore or deny. When it comes to transport, one of the biggest contributors to global warming, Adelaideans are terrible in terms of how much they drive compared to other major cities. A big part of it comes down to our attitude. Another part of it comes from the fact that most Adelaideans don’t know anything better, and I don’t blame them since the substandard public transport system has never been taken seriously.

If Rod Hook thinks that decreasing the number of car parks or increasing parking prices in the city is the holy grail to dealing with peak hour congestion, then I think we need to consider a replacement for the chief executive of the Department for Energy, Transport and Infrastructure.

Adelaide City Council design guidelines in new developments plays a big contribution to the excessive number of car parks we have now. There are minimum requirements for car parks in residential developments instead of maximums and there have been numerous car park towers approved left, right and centre.

One only needs to look along Franklin Street to see how many car parks are being built, there are almost as many buildings for car parks being constructed as there are buildings for offices. The number of people who visit central Adelaide per day may be less than one-third of those in central Melbourne or Sydney, but there are more car parks than in either of these cities. Not car parks per capita, but total car parks. There are some 41000 car parks in central Adelaide versus 35000 and 30000 in Melbourne and Sydney respectively. Many of these are completely empty on weekends as they serve working commuters on weekdays.

Early bird all day parking in Adelaide typically costs anywhere between $11 and $15 in most places. Even if prices were jacked up to over $20 a day, most people would still drive because it’s easy to drive along Adelaide’s wide and straight streets and because the alternative – public transport – is still not good enough to make people consider it.

Hopefully the investment in public transport continues to pick up and Adelaide City Council eventually comes to its senses on the issue of the appropriate provision of car parks in the city. It may be challenging to get the two coordinated as one is a state government responsibility while the other is a local government responsibility.

On the issue of Westfield Marion charging for parking – the proposed system appears to be the same as what is currently in place in several car parks at Norwood. That is, two hours of parking for free and pay for anything more than this. And it works brilliantly, particularly in stopping the free-loaders who don’t actually go into the shopping centre or cinema that owns the car parks. We should be encouraging people to use buses and trains to get there, there’s plenty of routes that go to Marion. That is, if the government ever improves the system to the point where people consider public transport to Marion as a serious option.

The overlooked potential bottleneck: Adelaide Railway Station

August 6, 2011

When the topic of congestion comes up, it is often in relation to congestion on packed trains and roads filled with vehicles. What doesn’t often come to mind are the footpaths and spaces that pedestrians use. To create user friendly environments, we must continue to create spaces that are easy for pedestrians to navigate, encourage social interaction and foster strengthening relationships.

In recent times there has been a lot of media coverage about bringing people to Adelaide’s river front on the Torrens and upgrading and building new facilities in the precinct. One space, however, continues to be overlooked by the media and is a key component of the precinct and I dare say, the most important. It is in relation to how foot traffic through Adelaide Railway Station will be affected with a number of projects and developments that are currently in planning or under construction which include:

  • The electrification of the commuter rail network
  • Extension of the Noarlunga Line to Seaford
  • Adelaide Oval Redevelopment
  • New Royal Adelaide Hospital
  • Health and Medical Research Institute
  • Adelaide Convention Centre upgrade
  • SkyCity Casino Redevelopment
  • Riverbank Redevelopment

All of these projects will contribute to growing patronage through Adelaide Railway Station, and this station is effectively the gateway to the precinct. This is the biggest and busiest station in South Australia and it only has one exit with some 14 turnstiles. Even in the current situation without the above projects completed there are already queues during peak periods for those entering and exiting the platform area of the station. Furthermore, having the only exit on the eastern end of the station means that commuters who are heading to Uni SA’s City West campus, the new RAH and the Health and Medical Research Institute – which are all west of the station – will have to continue exiting to the east and then taking a long walk back west again. A western exit is needed, a topic which has been of much discussion recently in the forums over at Sensational Adelaide.

Providing a western exit is easier said than done. There is currently space for an exit and concourse in the space between the Convention Centre and the Montefiore Road bridge which crosses the tracks west of the station. However, this space is currently planned for the extension of the Convention Centre and cannot be constructed at this location.

Aerial view of the Adelaide Convention Centre and the Montefiore Road bridge to its west. Adelaide Railway Station is hidden under the buildings to the east of the Convention Centre. (Source: Nearmap)

If a western exit cannot be provided in the space above the tracks, where else can it go? Providing access at ground level across the tracks could done, but there are a lot of trains arriving and departing from nine tracks so this probably is not the safest approach.

I believe that the best approach in the current circumstance would be construct a tunnel to provide a north-south passage under the western end of the platforms, with escalators and elevators providing links between the tunnel and the platforms. The tunnel would be more of an underground excavation under the platforms with a paid concourse area and a non-paid section to allow pedestrians from North Terrace to access the river precinct and vice-versa. The southern end of the tunnel would provide access to North Terrace with exits on both sides of North Terrace while the northern end would provide access to the river precinct.

A vision for a new entrance to Adelaide Railway Station and the creation of a new pedestrian link between the city and river precinct.

A more detailed concept of the tunnel and underground concourse.

This tunnel and underground concourse may also serve as a link to future underground platforms as discussed in a previous article here on Urban Rediscovery. In this case, the concourse would provide a interchange function to allow passengers to transfer between the existing terminating platforms and new underground platforms that would take commuters closer to their destinations in the city.

Other opportunities exist by providing this western pedestrian link. The access points down into the tunnel at both the North Terrace and Riverbank ends could be sheltered by interesting architecture in spaces that are currently blank and dull while the tunnel and underground concourse itself could provide retail opportunities and spaces for advertising. The greatest potential reaching effects go beyond the station and the river precinct, encouraging increased pedestrian activity in Adelaide’s west end and providing the catalyst for reviving the area and furthering its development which has often lacked behind the more developed east end of the city.

The tunnel may end up being an expensive investment and challenging on a technical level as the tunnel would pass directly under the foundations and pilings of the Adelaide Convention Centre, but it may become necessary to avoid creating a bottleneck if Adelaide Railway Station is to cope with growing passenger numbers.

Providing adequate access: St Clair

July 30, 2011

Driving around in the newly developing St Clair area in Adelaide’s north west – located on the site of the former Actil Factory and Cheltenham Racecourse – a shortcoming in the development stage planning is apparent. There is only one access point into the new suburb at present and it becomes congested at times on certain days.

In the map below, it looks as though there are a couple of roads into the development – Actil Avenue and Brocas Avenue. However, Brocas Avenue is blocked in the middle outside Woodville High School leaving Actil Avenue as the only road access currently open.

The current access arrangements to St Clair as of July 2011. (Source: Nearmap)

Until another route into the development is open, there will continue to be congestion on Actil Avenue at certain times of the day. These are on Monday and Wednesday when the display homes are open and school begins and ends, and also on Saturdays when language classes are run at the school. Actil Avenue is a narrow street, often lined with parked cars which creates further obstructions to the movement of vehicles through the area.

I am not opposed to the St Clair development. All I am saying is that the construction planning needs to be better thought through. In fact, I am well and truly in support of the development as it utilises a site for infill purposes as opposed to fringe area development and it makes for better use of existing infrastructure in the surrounding area – the Outer Harbour railway line in particular which has a lot of spare capacity. (Yes, it will require new infrastructure but so does any new development.) It also provides an opportunity to rejuvenate the heart of Woodville along Woodville Road which is currently little more than an auto alley linking Queen Elizabeth Hospital and Arndale Shopping Centre – through the creation of a development framework for the area and by relocating the St Clair Reserve to allow a TOD to be constructed adjacent to Woodville Station.

Speeding up commuter rail services without providing excess capacity

July 15, 2011

With increasing passenger numbers using the commuter rail networks in Australia’s major cities, a great deal of attention has been aimed at providing upgraded and new infrastructure to cope with the increasing stress on the networks – particularly in Melbourne and Sydney.

In many cases the new infrastructure is necessary and the investment is well justified. But in many cases all the new investment does is exacerbate an existing problem elsewhere on the network, or create a lot of spare capacity in the process. This is certainly true of the rail networks in Australia’s metropolitan areas.

Think of your typical suburban railway corridor that runs through most Australian cities – two tracks, one serving trains travelling in each direction. Most lines that fit this description are in Melbourne, but can be found in every one of Australia’s five major cities. Some of these lines are very long and become very crowded near the city end of the line during peak hours.

No one wants to be sitting on a crowded train from the city to reach their outer suburban terminus destination that stops at every station along the way. But with only one track serving trains in each direction, how else can the services be run?

Many of these longer lines in Australia run a mix of slower and faster services. However, with limitations posed by having only two tracks there is a tradeoff between the speed of the services and the frequency of the services provided. More faster services means a larger required gap between services to prevent faster services becoming stuck behind slower services – as there is no way for services to overtake each other.

A typical solution used to allow for more services and express services to overtake slow all station services has been to upgrade corridors to three or four tracks and dedicating one or more tracks to the express services. The four track setup with a slow and fast track in each direction can be found on the East Hills Line in Sydney between Wolli Creek and Kingsgrove. The less common three track setup is found on the Belgrave and Lilydale Line corridor between Burnley and Box Hill in Melbourne, with one track serving trains in a certain direction according to time of day.

The four track setup used on the East Hills Line in Sydney (left), and the three track setup used on the Lilydale Line in Melbourne (right).

While the above solutions certainly allow express trains to overtake slower trains on the longer lines, is building long sections of duplication of existing track necessarily the best way to deal with this issue? In the East Hills Line situation, where the line was converted from two tracks to four at the turn of the millennium, the capacity of the corridor is effectively doubled. Suddenly, there’s a whole lot of spare capacity on the network while junctions further along the corridor at Glenfield and Wolli Creek continue to restrict it! By international standards, almost none of Australia’s commuter rail lines run what can be classified as “frequent services” which is a train at least once every 10 minutes during the day. Even in Australia’s largest city, the trains certainly don’t run that frequently.

So how else can commuter rail services be sped up without providing long sections of duplicated line that can require large numbers of compulsory property acquisitions, new bridges and tunnels, rail and other associated electrical and civil works? My inspiration comes from how the Japanese run their trains. The western rail corridor between Redfern and Strathfield out of Sydney has six tracks and carries over half a million people daily. The Hanwa Line out of Tennoji terminal in Osaka’s southern suburbs moves almost as many people with only two tracks, runs trains every few minutes all day long and still runs a variety of faster and slower services. How?

Efficient track layout and infrastructure usage.

Traditionally, passing loops have been used on the long distance freight lines operated by the ARTC to allow trains to pass trains travelling in the opposite direction. But in Japan, they are sometimes used to allow trains travelling in the same direction to pass other services. And the location that this is technique is most often implemented is at stations.

An example of a passing loop used at a suburban train station.

There’s a number of additional benefits from operating services in this manner other than allowing for a mix of fast and slow services. It makes for much more efficient use of the existing infrastructure. It also allows cross platform interchange for passengers to transfer between faster and slower services. This gives opportunities for passengers travelling to and from minor stations served by only slow services to change to a faster service at a major station (where the passing loops could be installed) instead of wasting time on a slow service for the entire trip. It also reduces the potential disruption that would otherwise occur for a track duplication.

One place where this could be implemented is along Adelaide’s Gawler and (newly extended) Seaford Lines. These two lines are Adelaide’s longest and busiest rail corridors, with many stations and a variety of train services. With proposed peak hour frequencies as often as every 7 minutes during peak hour on the Seaford Line when it is commissioned, and more frequently between Ascot Park and Goodwood where the tracks are shared with the Tonsley Line, something will need to be done to the rail corridor to make this frequency sustainable. And with the corridor hemmed in by homes for much of its length, I believe that implementing passing loops at a number of stations will help the situation.

Is this passing loop solution always better than the duplication alternative? Absolutely not. By allowing trains to run more often on existing tracks, there is the potential to create long delays at railway crossings and there are still capacity restrictions posed by having only two tracks. To make it work properly, the trains have to run on schedule otherwise any delays will create knock-on delays across other sections of the network. Running longer trains or duplicating corridors can still be better choices than implementing passing loops.

Watch out: Cyclists ahead

July 6, 2011

Over the past few years, councils and authorities have gradually been trying to encourage increased travel by cycling across the Adelaide metropolitan area. Some of them are genuine efforts including the dedicated cycle way that is being established alongside sections of the Noarlunga train line and Southern Expressway in Adelaide’s south. Other schemes have been trialled and then reversed such as the Sturt Street bike lanes that were established and then removed due to local opposition. And then there are other token efforts that make you wonder what the responsible planners were thinking when the plan was implemented.

One of those examples of token efforts is at the intersection of North Terrace and Pulteney Street in Adelaide’s CBD. A few months ago, this intersection had a small upgrade which introduced dedicated zones and lanes for cyclists to cross North Terrace in both the north and south directions. However, the upgrade demonstrates some of the issues that have continued to discourage cycling around Adelaide particularly when it comes to safety considerations.

New bike lanes. Northbound is indicated by red and southbound is indicated by green. (Source: Nearmap)

For the north bound approach to the intersection, cyclists have this small indented bay to allow them to wait until the signal on the other side turns green. However, cyclists must negotiate other road traffic on the left turning lanes on Pulteney Street in order to reach this bay which is far from safe. As the bay is not very large and not isolated from the adjacent lanes, it is also possible that a waiting cyclist may be clipped or knocked over by a turning vehicle.

The indented bay for cyclists heading north on Pulteney Street, adjacent to the left turning lanes of Pulteney Street.

On the south bound direction the situation is even worse for cyclists due to the traffic signalling sequence of the intersection. While cyclists have the safety of the footpath when waiting for the light to turn green, they must be careful of vehicles turning right from North Terrace into Pulteney Street as the cycle lane ends up on the left lane of Pulteney Street which some vehicles access as they turn right, creating the potential for a collision if drivers and cyclists are not careful. There is also a number of parking bays very close to the intersection which adds to the danger of cyclists being hit by vehicles turning in and out of the bays.

Notice where the southbound bicycle lane ends - on the left lane of Pulteney Street and next to several parking bays.

When planning to accommodate cyclists, the surrounding areas need to be considered and not just the individual focal point of the upgrade. Bicycle lanes along Pulteney Street to and from the intersection and the realignment of a number of lanes and parking spaces could have been considered. In the above instance, it is clear that the surrounding areas of the intersection have not been taken into consideration during the upgrade which has resulted in a number of new safety issues. I worry about some of the accidents that may occur as a result of the recent changes.

5000+: Integrated Design Scheme for Inner Adelaide

June 8, 2011

Just a quick post today: launched yesterday was a new Federal Government funded initiative to oversee the creation of a framework for the future development of central Adelaide and to ensure that it develops as a clean city with sufficient supporting infrastructure and vibrant communities. As part of that plan consultation will take place with business leaders, design consultants and most importantly the members of the community.

The initiative aims to create a united vision for inner Adelaide along five different themes: liveability, sustainability, vibrancy, mobility and leadership. It’s about thinking about the future and what Adelaide could be and the direction we want to take it as citizens who live, work or play the city.

The newly launched website is currently taking on ideas from the public. Go check it out here.