Park & Ride (Stage 2) - Feasibility Study + Concept Design

Department of Territory and Municipal 

Services 

16 June 2011 

Document No. 60159868RPTRA001_3 

Park & Ride (Stage 2) - 

Feasibility Study + Concept 

Design 

Final Report

AECOM Park & Ride (Stage 2) - Feasibility Study + Concept Design 

Park & Ride (Stage 2) - Feasibility Study + Concept Design 

Final Report 

Prepared for 

Department of Territory and Municipal Services 

Prepared by 

AECOM Australia Pty Ltd 

Level 2, 60 Marcus Clarke Street, Canberra ACT 2600, Australia 

T +61 2 6201 3000 F +61 2 6201 3099 www.aecom.com 

ABN 20 093 846 925 

16 June 2011 

60159868 

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J:\60159868_Prk&Ride_Stg2\8. Issued docs\8.1 Reports\60159868_RPTR001_3.docx 

Revision 3 - 16 June 2011


Quality Information 

Document Park & Ride (Stage 2) - Feasibility Study + Concept Design 

Ref 60159868 

Date 16 June 2011 

Prepared by Leigh Palmer and Margo Aziz 

Reviewed by Tim Rampton 

Revision History 

Revision 

Revision 

Date 

Details 


Revision 3 - 16 June 2011 

Authorised 

Name/Position Signature 

1 05-Apr-2011 Draft Report Tom Brimson 

Technical Director 

2 2 June 2011 Final Draft Report Tom Brimson 

Technical Director 

3 16-Jun-2011 Final Report Tom Brimson 

Technical Director


Table of Contents 

Executive Summary i 

1.0 Introduction 5 

1.1 Background 5 

1.2 Initial Brief 5 

1.3 Project Evolution 6 

2.0 Site Analysis 7 

2.1.1 Options to Utilise Existing Car Parks 7 

2.1.2 Existing Bus Routes 7 

2.1.3 Cycle Paths 7 

2.1.4 Potential catchment of the site 7 

2.1.5 Existing Utility Services 8 

2.1.6 Costs and Benefits 8 

2.1.7 Further Investigations 8 

3.0 Potential Park & Ride Sites 9 

3.1 DFO Fyshwick 9 

3.1.1 Location and Function 9 

3.1.2 Bus Routes and Facilities 10 

3.1.3 Consultation Outcomes 14 

3.1.4 Summary 15 

3.2 Kippax Centre 15 




3.2.4 Option 1A – Moyes Crescent / Diversion of 340 series services 18 

3.2.5 Option 1B - Moyes Crescent / Southern Cross Drive Bus Stops 19 

3.2.6 Option 2 - Main Car Park 20 

3.3 Brand Depot 21 





3.4 Barry Drive / Belconnen Way 25 





3.5 College Street, Bruce 27 




3.5.4 UC carpark Option 29 

3.5.5 Pros 31 

3.5.6 Cons 31 

3.5.7 Pinnaroo Street Option 31 

3.5.8 Pinnaroo Street Option – Short Term 34 

3.5.9 Pinnaroo Street Option – Long Term Possibility 34 

3.6 Cotter Road (Molonglo) 35 




3.6.4 Streeton Drive 38 

3.6.5 Cotter Road / Kirkpatrick Street 39 

3.6.6 Cotter Road / Tuggeranong Parkway Option 41 


3.7 Ricardo Street, Wanniassa - Erindale Centre 42 








3.8 Calwell Shops 46 




3.8.4 Option 1 – Block 33 48 

3.8.5 Option 2 – Block 6 50 


4.0 Park & Ride Sites Analysis 53 

4.1 Assessment Criterion 53 

4.2 Assessment 53 

4.3 Multi-criteria analysis results 55 

5.0 Feasibility Study Conclusions and Recommendations 56 

5.1 DFO 56 

5.2 Kippax 56 

5.2.1 Option 1A - Moyes Crescent 56 

5.2.2 Option 1B - Moyes Crescent / Southern Cross Drive Bus Stops 56 

5.2.3 Option 2 - Hardwicke Crescent Main Car Park 56 


5.3 Brand Depot 57 

5.4 Barry Drive / Belconnen Way 57 

5.5 College Street 58 

5.5.1 Pinnaroo Street – Short Term Option 58 

5.5.2 Pinnaroo Street Option – Long Term Possibility 58 

5.6 Molonglo (Cotter Road) 58 

5.7 Erindale 59 

5.8 Calwell 59 

5.8.1 Block 33 59 

5.8.2 Block 6 59 

6.0 Concept Design 60 

6.1 Kippax Centre – Moyes Crescent Option 1B 60 

6.2 College Street – Pinnaroo Street short term Option 60 

6.3 Cotter Road 61 

6.4 Calwell Centre 62 

7.0 Cost Benefit Analysis 63 

7.1 Introduction 63 

7.2 Cost Estimates 63 

7.2.1 College Street 63 

7.2.2 Cotter Road 63 

7.2.3 Kippax Centre 63 

7.2.4 Calwell Centre trial 64 

7.2.5 Total Cost of Implementation 64 

7.3 Benefits 64 

7.3.1 Demand 65 

7.3.2 Displaced Parking at Trip End (Opportunity Cost Saving) 65 

7.3.3 Accident Crash Savings 66 

7.3.4 Travel Cost Savings 66 

7.4 Cost Benefit Analysis 67 

7.4.1 College Street 68 

7.4.2 Molonglo (Cotter Road) 68 

7.5 Business Case Conclusion 69 

Appendix A 

Concept Designs A 




Appendix B 

Opinion of Probable Costs B 

Appendix C 

Cost Benefit Analysis B 

List of Tables 

Table 4-1 Assessment Criteria – Park & Ride sites 54 

Table 5-1 Moyes Crescent Parking Options Summary 57 

Table 5-2 Pinnaroo Street – Short Term Option Summary 58 

Table 5-3 Molonglo – Short Term Option Summary 58 

Table 7-1 Estimate of Costs – excluding GST 64 

Table 7-2 Potential displaced parking spaces in Town Centres 65 

Table 7-3 Value of carparking land in Town Centres 66 

Table 7-4 Sensitivity test of benefits for each site – 100%, 80% and 50% utilised 67 

Table 7-5 Economic Assessment of College Street facility – excluding foregone land value 

(opportunity cost) 68 

Table 7-6 Economic Assessment of College Street facility – including foregone land value 


Table 7-7 Cost Benefit Analysis Summary – College Street 68 

Table 7-8 Economic Assessment of Cotter Road facility – excluding foregone land value 


Table 7-9 Economic Assessment of Cotter Road facility – including foregone land value 


Table 7-10 Cost Benefit Analysis Summary – Cotter Road 69 

List of Figures 

Figure 1-1 Typical Park & Ride signage 5 

Figure 3-1 Site Location 9 

Figure 3-2 Detail of Bus Stop 10 

Figure 3-3 DFO Bus bay 10 

Figure 3-4 Weekday Action Bus Route 11 

Figure 3-5 Xpresso Service 780 11 

Figure 3-6 Red Rapid Service DFO – extract 12 

Figure 3-7 Extract from 2031 Frequent Network 12 

Figure 3-8 Exit path to bus stop 13 

Figure 3-9 Entry path to Park & Ride 13 

Figure 3-10 Exit path to bus stop 14 

Figure 3-11 Kippax Centre and Moyes Crescent 16 

Figure 3-12 The Kippax Bus Station 16 

Figure 3-13 Weekday Action Bus Routes 17 

Figure 3-14 Xpresso 703 route 17 

Figure 3-15 Xpresso 704 route 18 

Figure 3-16 Network 12 Belconnen - extract 19 

Figure 3-17 The Kippax main car park site 21 

Figure 3-18 Site Location – Brand Depot 22 

Figure 3-19 Brand Depot Park & Ride locations 24 

Figure 3-20 Weekday Action Bus Route 24 

Figure 3-21 Belconnen Way Site Location 25 

Figure 3-22 Site Land Use 26 

Figure 3-23 Blue rapid Bus Route 26 

Figure 3-24 Diversion of Bus Routes to utilise existing car parking 27 

Figure 3-25 Cycle path near College Street 28 

Figure 3-26 IPT on northern side of College Street 29 

Figure 3-27 Informal Park & Ride occurring in “UC” car parks 30 




Figure 3-28 The UC carpark Option bus stop 30 

Figure 3-29 The closed portion of Pinnaroo Street 32 

Figure 3-30 IPT Reserve and Pinnaroo Street 32 

Figure 3-31 Pinnaroo Street – the closed section 32 

Figure 3-32 Bus stops at signalised pedestrian crossing 33 

Figure 3-33 Park & Ride Concept layout 33 

Figure 3-34 Possible alignment of new access to UVC from College Street 35 

Figure 3-35 Cotter Road environs 36 

Figure 3-36 Weekday bus routes 37 

Figure 3-37 Xpresso bus routes 37 

Figure 3-38 Network 31 extract 38 

Figure 3-39 Construction activity at Cotter Road / Streeton Drive intersection 39 

Figure 3-40 Extract from Territory Plan 39 

Figure 3-41 Kirkpatrick Street Options 40 

Figure 3-42 Car park location Option A 40 

Figure 3-43 Car park location Option B 41 

Figure 3-44 Car park location Option C 41 

Figure 3-45 Car park location Option D 42 

Figure 3-46 Ricardo Street site 43 

Figure 3-47 Network 12 Erindale - extract 44 

Figure 3-48 Previously recommended scheme – Ricardo Street 44 

Figure 3-49 Erindale Drive above ground features #1 45 



Figure 3-52 Territory Plan extract - Calwell 47 

Figure 3-53 Xpresso Routes via Calwell 48 

Figure 3-54 Existing Bus stop and proposed Park & Ride carpark for block 33 49 

Figure 3-55 View of the overflow carpark on block 33 49 

Figure 3-56 Block 6 Section 788 Calwell 50 

Figure 3-57 Pedestrian bridge to block 6 51 

Figure 3-58 Block 6 Section 788 Calwell 51 

Figure 3-59 Possible additional designated Park & Ride spaces 52 

Figure 6-1 New bus stops and paths on Southern Cross Drive 60 

Figure 6-2 Pinnaroo Street short term Option 61 

Figure 6-3 Cotter Road Park & Ride parking 61 

Figure 6-4 Possible additional designated Park & Ride spaces – Calwell 62 




Executive Summary 

Background 

The Department of Territory and Municipal Services (TaMS) commissioned AECOM to find feasible, 

functionally effective and cost-effective Park & Ride sites at a number of locations throughout the ACT. 

As part of this engagement some of these locations have been developed into concept designs. 

Owner / lease holder consultation was required for some of the sites. Other consultation will be 

undertaken by the client. 

The locations evaluated as part of this Park & Ride feasibility study included: 

� Barry Drive / Belconnen Way 

� Brand Depot 

� DFO 

� Erindale 

� Molonglo (Cotter Road / North Weston Pond). Site selection may be well in advance of site 

construction. 

� Kippax Centre 

� Calwell Centre 

� College Street corridor 

Concept designs have subsequently been developed for the Molonglo, Kippax and College Street 

locations. 

Evaluation Technique 

Each of the sites identified were assessed against a defined set of criteria and ranked accordingly. 

The highest weighting was given to the criteria measuring proximity of a site to the more desirable 

‘rapid transit’ routes, as well as the ability to achieve a cost effective solution. 

Site visibility was rated proportional to the amount of passing vehicular or pedestrian traffic 

endeavouring to assess awareness of the site by the market. Passive surveillance is more effective 

when a business or other occupied premise overlooks the area to be watched to provide some level of 

security for the vehicles and users. Passive surveillance by vehicular traffic only was rated lower than 

where businesses and heavy pedestrian traffic frequently passed the site. 

Sites with potentially large real catchments were rated higher than sites with smaller catchments and 

this is reflected in criterion 4. 

As part of the analysis, Sites with scores above 80 are considered extremely viable sites. Sites with 

scores between 75 and 80 are considered viable sites. 

Feasibility Study Conclusions and Recommendations 

The following is a list of conclusions drawn for each site. More specific details associated with each 

site can be found within the main report. 

DFO, Fyshwick 

There may be some informal Park & Ride occurring at the DFO site although this has not been 

observed. This site has some potential to pick up trips originating from Queanbeyan, and possibly 

some parts of Jerrabomberra and Tuggeranong. 



i


Due to the withdrawal of the support of the Management of the DFO, this site was removed from the 

study. 

Kippax Centre 

Moyes Crescent is the preferred location for Park & Ride parking in the Kippax area subject to the 

extension of the Blue Rapid service and outcome of public consultation to be done by TAMS. Moyes 

Crescent has about 70 parking spaces associated with the playing ovals available during business 

hours as the major use of these spaces is at the weekend or evenings. There are a further 18 spaces 

in front of the Tennis Club and these should be designated short stay on those weekdays when used 

by club patrons. 

This parking could be serviced by new bus stops on Sothern Cross drive or new bus stops on Moyes 

Crescent. The preferred option (Option 1B) is to install a pair of new bus stops on Southern Cross 

Drive although the walking distances for bus patrons is longer. The major benefit of this option is that 

the timing of the 340 services for users beyond Kippax is enhanced without the diversion. 

The option to divert the 340 services down Moyes Crescent prior to the Kippax Bus Station (Option 

1A) would increase the number of bus services to Kippax Bus Station. Consideration should be given 

to the establishment of a footpath through the playing fields connecting the parking to the Kippax bus 

station during the design phase. 

A concept design has been developed for this site (Option 1B), with indicative cost estimates 

established. 

Brand Depot 

The site was initially selected because the lease comprises a very large, generally underutilised 

carpark and much of the custom to Brand Depot is at the weekend. However as part of the feasibility 

assessment process, the project team agreed that Brand Depot is not viable as a Park & Ride facility 

for the following reasons: 

� There is a lack of bus services to the site; 

� Travel time and road congestion was assessed as unlikely to attract people who have already driven 

for long time; and 

� The site is very close to employment destinations, rather than origins. 

Barry Drive / Belconnen Way 

It was agreed as part of the evaluation process that this site would be difficult and or costly to provide 

a ‘pedestrian friendly’ bus top arrangement for this site is therefore not currently ideal for Park & Ride. 

Furthermore there is very limited passive surveillance and it is too remote from user origins. 

This site was removed from the scope early in the process and replaced by Calwell Centre. 

College Street, Bruce 

There is considerable merit in establishing a formal Park & Ride in the College Street corridor due to 

the existence of significant informal Park & Ride activity in what the UC students may consider student 

car parking. The short term Pinnaroo Street Option is recommended as it will not only provide Park & 

Ride spaces, it will also assist with providing safer student drop off and pickups in relation to Radford 

College. 

The longer term option would need to become consistent with the Belconnen to City Transitway and 

UC Master Plan. These projects are looking at integrating a new formal access to UC and issues 

associated with Radford College student drop off. Integration with these current studies is paramount 

to ensure prudent expenditure of public funds. 



ii


Due to the number of concurrent studies occurring in this College Street corridor (UC Masterplan and 

Belconnen Transitway), AECOM has been instructed to focus on a short / medium term solution for 

Park & Ride as part of this engagement. 

A concept design has been developed for this site (Pinnaroo Street option), along with 

indicative cost estimates and cost / benefit analysis. 

Molonglo (Cotter Road corridor) 

Multiple sites were evaluated in this Cotter Road corridor. The preferred location was site A at 

Kirkpatrick Street. It is on the downstream side of an intersection and on the City bound side of the 

arterial. This minimises pedestrian conflicts in the morning peak when bus patrons may be rushing to 

catch a bus. The land is within the road reservation. Significant constraints associated with the 

reconstruction of Cotter Road and the relocated Kirkpatrick Street intersection have introduced some 

constraints to the concept design. Park & Ride is proposed to be constructed as 90 0 spaces served 

directly off Kirkpatrick Street. This street serves the Australian Defence College and a horse paddock. 

These activities should be reasonably compatible. This arrangement will decrease walking times for a 

number of users. Some 80 spaces should be possible. 

A concept design has been developed for this site (Site A), along with indicative cost estimates 

and cost / benefit analysis. 

Erindale 

The ACT Government is currently undertaking a concurrent separate study to identify a new bus 

station site at the Erindale Group Centre to replace the existing multiple bus bays on Comrie Street. 

That study is not yet completed. The project team have decided to defer any further work on the 

development of this site for Park & Ride, as part of this engagement. The assessment of this site 

showed the site is viable for Park & Ride, subject to the finalisation of the details of the Erindale Bus 

Station Study when a location can be confirmed. 

Calwell 

There is some doubt over the viability of a Calwell Park & Ride facility. The existing Park & Ride 

spaces (10) are not heavily utilised. There are a number of Xpresso services which converge here 

and may provide more services than a single Xpresso service travelling past a user’s home. As part of 

the evaluation two sites were investigated. 

Block 33 is well located to provide Park & Ride parking within the Group Centre. The site is vacant 

land that is used for overspill weekday parking and church parking on the weekend. Its major 

drawback is that it is leased land and an arrangement with the lessee would be required to permit use 

as a Park & Ride facility. Furthermore, ACT PLA have advised that Park & Ride could not be 

approved on this block under its current lease and zoning. 

Block 6 is vacant, ACT Government owned land, located adjacent to the Ambulance Station on 

Johnson Drive. Its major drawback is the walking distance to Group Centre – some 380m. Notably, 

there are no current, or planned rapid bus services along Johnson Drive 

Notably, the project team concluded that a trial of increased designated Park & Ride parking at this 

site should occur. Such designated parking could be provided within the existing carparks at the 

Group Centre and would require signage and monitoring. 

Indicative cost estimates for the implementation of the trial have been developed. 



iii


Cost Estimates 

The total cost of implementing Park & Ride in the recommended locations is shown Table A. A full 

breakdown of costs is shown in Appendix C. 

Table A Estimate of Implementation Costs (excluding GST) 

Location Opinion of Probable Cost 

College Street (Pinnaroo Street option) 

70 spaces 

Molonglo (Cotter Road Corridor) 

80 spaces 

Kippax Centre (Moyes Crescent - Option 1B) 

70 spaces 



$650,000 

$525,000 

$150,000 

Calwell Centre (trial extension of P/R facilities) $10,000 

TOTAL $1,335,000 

Business Case 

A benefit cost analysis has been undertaken for each of the new sites requiring large expenditure (eg. 

College Street and Cotter Road). The assessment shows that the Park & Ride facilities requiring the 

construction of new parking spaces are economically worthwhile, as summarised below: 

College Street –Park & Ride facility 

� Opinion of Probable Capital Cost (full implementation) of $650,000 

� If an average utilisation of 80% can be maintained over 15 years then the project will: 

o achieve a BCR of 0.98 

o achieve a NPV of -$18,000 

o pay for itself within 10 years 

However, if the foregone land value (opportunity cost saving) associated with reduced parking spaces 

in the City and Town Centres is included, then these statistics are further improved 


o achieve a NPV of $2,338,000 

o pay for itself in less than a year 

An average utilisation of more than 80% is required in order to achieve BCR greater than 1 and 

positive NPV over a 15 year period (excluding foregone land value). 

These results indicate the economic viability of the Park & Ride facility on College Street, if a utilisation 

greater than 80% can be achieved. 

Cotter Road – Park & Ride facility 



o achieve a BCR of greater than 1.39 

o achieve a NPV of greater than $300,000 


Note: if the foregone land value (opportunity cost saving) associated with reduced parking spaces 

in the City and Town Centres, then these statistics are further improved 

� An average utilisation of more than 60% (approx.) will ensure a BCR greater than 1 and 


iv

AECOM Park & Ride (Stage 2) - Feasibility Study + Concept Design 5 

1.0 Introduction 

1.1 Background 

The Department of Territory and Municipal Services (TaMS) commissioned AECOM to find feasible, 

functionally effective and cost-effective sites for Park & Ride facilities at a number of locations 

throughout the ACT. Some of these locations will eventually be taken to final design stage for 

subsequent implementation. 

This project is part of TaMS role in delivering ACT Government policy for a Sustainable Transport Plan 

and improving the public transport system. AECOM understands that this study needs to deliver 

practical recommendations and ones where the outcome has been negotiated with developers / 

leaseholders to provide sound recommendations for the implementation program. 

Figure 1-1 Typical Park & Ride signage 

1.2 Initial Brief 

TaMS is responsible for delivering the ACT Government Sustainable Transport Plan that aims to 

improve the public transport system, provide alternatives to car only trips and reduce the demand for 

parking in Civic and the Town Centres. 

A number of locations were chosen by TaMS based on the ACT Strategic Public Transport Network 

Plan and the study of Park & Ride Strategy. 

The Park & Ride Feasibility Study Stage 2 is a key initiative of the Sustainable Transport Plan. The 

initial requested study was to identify feasible, functional, safe and cost-effective sites at the following 

sites, broken into concept design sites and document readiness of the following sites: 

Concept Design 

� DFO 


� Molonglo (Cotter Road / North Weston Pond). Site selection may be well in advance of 

site construction. 

� Barry Drive / Belconnen Way


Concept Design is: general arrangement, footpath connectivity, access arrangements, lighting, 

signage, bus stops, shelters etc 

Document Readiness (DR) 


� Adjacent to College Street 

� Erindale (Ricardo Street) 

Document Readiness is full design ready for implementation to be passed directly to Roads ACT 

for implementation. 

1.3 Project Evolution 

During the course of this study, the Barry Drive / Belconnen Way site was deleted from the study and it 

was replaced by the Calwell Centre. The DFO site, the Brand Depot site and the Erindale site have 

now also been deleted. 

The DFO management have now decided that the incorporation of a Park & Ride space into their 

secure underground car park will create potential issues for them if a car remains in the car park at the 

normal closing time of 7pm. A remaining car could be a delayed Park & Ride person, a lost customer 

or it could be a suspicious vehicle. Any car left in the car park becomes a suspicious item, and special 

procedures need to be taken. Brand Depot wish to avoid these potential additional costs. 

The Brand Depot site does not meet sufficient of the criteria to warrant the establishment of a site. 

The ACT Government is considering a relocated bus station in Wanniassa at the Erindale Centre and 

until this location is finalised, it would be presumptuous to continue working on this site. 

The final list of sites is now: 

Document work done to time of deletion of site 

� Barry Drive / Belconnen Way 


� DFO 

� Erindale 

Concept Design 

� Molonglo (Cotter Road / North Weston Pond). Site selection may be well in advance of 

site construction 


� Adjacent to College Street 

Options for a trial 

� Calwell by TaMS 



6


2.0 Site Analysis 

Each of the possible site locations were assessed by considering the following items. 

� Options to Utilise Existing Car Parks 

� Access Arrangements 

� Existing Bus Routes 

� Connection to Cycle Paths 

� Existing Utility Services 

� Catchment of the site 

� Proximity to other compatible uses such as commercial centres 

� Any further investigations necessary 

2.1.1 Options to Utilise Existing Car Parks 

The existing car park/s were analysed to determine: 

� Areas which are underutilised during the day. Spot parking surveys were conducted 

between mid morning and mid afternoon to ensure that spaces are available and not 

required for commercial viability of centres as well as previous data as available. 

� Areas which can be sign posted for all day commuter parking clear of short term shoppers 

and taking into account worker parking needs at centres. 

� Security of potential areas, i.e. lighting effectiveness, open view lines (no screening), regular 

passing pedestrian and vehicular traffic. 

� Proximity to existing bus routes and bus stops. 

� Modifications required improving existing areas and access points. 

� Needs for equitable access from the carpark to the bus stop. 

� Impacts on owners of the car parks 

2.1.2 Existing Bus Routes 

The optimum solution is one with existing adjacent bus routes which could be used without route 

changes. Suggested route changes and new stop locations have be identified. 

2.1.3 Cycle Paths 

Off road trunk cycle paths and any on road cycling lanes in the vicinity of the car park have been 

identified. Investigations to determine how best to deliver users of those systems to the car park/bus 

stop and what upgrades/modifications to the existing system have been undertaken as part of the 

concept designs. 

2.1.4 Potential catchment of the site 

The assessed notional size of the potential catchment of the site was assessed within the multi-criteria 

analysis along with the accessibility of the site to the arterial road network. The actual size of the 

catchment was not measured. The location of the site in relation to existing congestion points was 

also considered. 



7


2.1.5 Existing Utility Services 

Existing utility services will be located from the ACTPLA GIS database and data received from utility 

service providers such as Jemena, ActewAGL, Telstra, etc. Impacts of the proposed facilities on 

existing services will be assessed during the design stage from the data supplied. 

2.1.6 Costs and Benefits 

Opinions of probable costs have been developed during the concept design stage for future capital 

works bids together with any staging options which could be implemented if budgets were constrained. 

AECOM Australia Pty Ltd has no control over the cost of labour, materials, equipment or services 

furnished by others, neither has it control over contractors methods for determining prices, competitive 

bidding or market conditions. The opinion of probable construction cost produced by AECOM will be 

made on the basis of our best judgement as an experienced and qualified engineering consultant, 

familiar with the construction industry. As AECOM is not a qualified Quantity Surveyor, nor does it 

employ quantity surveyors, AECOM cannot and will not guarantee that any tenders or actual 

construction costs will not vary from this opinion of probable construction cost. 

Cost benefit analysis (CBA) has only be undertaken on Park & Ride sites which require new parking 

infrastructure, or significant expenditure. Existing carparks which are to be converted to Park & Ride 

will be costed but not be evaluated. 

Notably, CBA has been done for 

� College Street – Pinnaroo Street Option 

� Cotter Road – Molonglo 

Costing only has been undertaken for 

� Kippax Centre – Moyes Crescent with new bus stops on Southern Cross Drive 

� Calwell Centre trial extension– additional signage 

2.1.7 Further Investigations 

The feasibility study and concept design made use of existing mapping and services information 

available from ACTMAP and Government Agencies to investigate possible sites. Where considered 

necessary for further development of site options, future survey or geotechnical investigations and/or 

hydraulic analysis will be undertaken during any potential detailed design phases (not part of this 

report). 



8


3.0 Potential Park & Ride Sites 

The sites were each analysed and are reported against the following attributes: 

� Location and function 

� Bus routes and facilities 

� Consultation Outcomes (where applicable) 

3.1 DFO Fyshwick 

3.1.1 Location and Function 

DFO at Fyshwick has been nominated as a possible Park & Ride station. It would attract customers 

from parts of Queanbeyan and possibly Tuggeranong who were headed for City and Russell and 

Parkes / Barton. This demand is expected to increase once pay parking is established at those 

employment zones. 

Figure 3-1 Site Location 

The Fyshwick site is located at the corner of Newcastle Street and Canberra Avenue. Currently there 

is a coverage service which loops or “terminates” at DFO. There is a bus bay for two buses with 

limited passenger facilities, currently a seat and a timetable. There are currently no dedicated driver 

facilities. 

Services from Queanbeyan operated by Deanes also run along Canberra Avenue.


Figure 3-2 Detail of Bus Stop 

3.1.2 Bus Routes and Facilities 

The bus stop is a short 100 metre walk away from the DFO front door. The taxi bays are immediately 

in front of the main pedestrian entry to DFO. 

Figure 3-3 DFO Bus bay 

Bus Stop 

Service 

Court 

Pedestrian 

Entry 

Underground Carpark Entry 

The ACTION route 80 service to DFO is every 30 minutes during the week and hourly at the weekend. 

The week day service runs from City to Fyshwick and returns via a similar route. There are also two 

morning Xpresso services from City to Fyshwick, with return services in the evening. These, however 

run in the opposite direction for Park & Ride patrons who work in City. The week end service 980 runs 

from City to Woden via Fyshwick and return. 

The potential catchment for Park & Ride users is most probably the original parts of Queanbeyan 

which would typically use Canberra Avenue. Some Tuggeranong and Jerrabomberra residents may 

also be candidate users.


Figure 3-4 Weekday Action Bus Route 

Figure 3-5 Xpresso Service 780 

Source www.action.gov.au


Figure 3-6 Red Rapid Service DFO – extract 

The Red Rapid 200 service (shown in Figure 3-6) from Gungahlin has recently been extended to 

Fyshwick (DFO). This service runs between 7am and 7pm. The service is currently carrying 2,200 

passengers per day (2-way). 

Figure 3-7 Extract from 2031 Frequent Network 

The 2031 Frequent Network is shown as extending along Canberra Avenue to Queanbeyan town 

centre and beyond to Yass Road. 

One issue associated with placing Park & Ride parking spaces in the basement parking is pedestrian 

and equitable access between the parking and the bus stop. There is an emergency egress path 

which could satisfy this movement within the building although it is discontinuous at the fire doors 

which are normally closed. It would be possible to open them to exit but not possible to open them to 

enter even if additional paving was provided to connect the doors to the street footpath. Given the 

presence of two lanes, there is adequate width for Park & Ride pedestrians, exercising care, to exit 

and enter the car park as shown in Figure 3-8.


Figure 3-8 Exit path to bus stop 

Figure 3-9 Entry path to Park & Ride 

There is no hard surface path on exit through the fire doors. There is also no outside opening 

mechanism. It is understood that it is an offence to prop fire doors open. However, the amount of 

vehicular traffic entering and leaving the carpark at this entry and the number of lanes means that 

there should be a reasonable number of gaps for pedestrians to safely cross this traffic if care is 

exercised.


Figure 3-10 Exit path to bus stop 

3.1.3 Consultation Outcomes 

Initial consultation was undertaken with the DFO Centre Manager, on 25 August 2010 when the 

concept of Park & Ride was contextualised and a range of potential issues were discussed. 

The discussion gave context to the proposal by outlining: 

� General Transport for Canberra initiatives along Canberra Avenue 

� Why the ACT Government was examining Park & Ride and looking at creating a network in 

key catchment locations throughout Canberra 

� Outlined the general concept and how the DFO site may be included 

� The general process for investigating and developing a Park & Ride facility at the DFO 

The potential issues which were discussed included: 

� Location of Park & Ride at the DFO – where car spaces could be dedicated 

� Security and liability - exposure of DFO in providing security to lock up or liability for vehicles 

parked all day as part of the facility 

� Cost/benefit of the facility being collocated at the site and how that would be measured – 

critically the claim that Park & Ride could bring more customers to the DFO 

� Linking to public transport – increased service and investment in promotion of transport links 

to EPIC would increase the attractiveness of using the DFO as a carpark 

Generally it was agreed that the weekday hours of use for the Park & Ride facility would not be in 

direct competition with peak customer numbers which tends to occur at the DFO on weekends or 

during weekday lunch break. However the Christmas period may need monitoring and further 

discussion. 

To pursue the establishment of a Park & Ride facility at the DFO, the stakeholder indicated the 

following: 

� A formal proposal would need to be referred to the National Property Manager for DFO 

� A formal proposal would need to address: 

o Covering security cost to keep the car park open for additional hours past 7pm 

o Number of desired spots ( 50 spots on the boundary of the car park have been 

broadly discussed) 

o Branding of the facility /car spaces


o Cross promotion opportunities, promotion of the network 

o Measurement of the patronage/custom generated by the facility being located 

� A trial period could also be offered 

� Process/mechanism for striking an agreement with the ACT Government 

Initial discussion with the centre management indicated that the centre was keen to explore with the 

ACT Government, the allocation of some of the less used parking spaces to Park & Ride. They were 

also prepared to keep the parking open longer than their current 7am to 7pm hours although this 

would be at a cost to the Government. 

In more recent communications (2 April 2011) DFO management withdrew their offer to 

facilitate a Park & Ride facility due to perceived potential costs associated with a car remaining 

in the car park at closing time. 

As a result, the development of Park & Ride at DFO is not being pursued by the ACT 

Government. 

Wider ACT Government stakeholder consultation did not raise any concerns in relation to this site. 

3.1.4 Summary 



some parts of Jerrabomberra and Tuggeranong. Due to the withdrawal of the support of the 

Management of the DFO, this site has been removed from the study. 

Pros 

Cons 

� Parking is available during office hours. Parking is under limited surveillance. 

� There is a path to the bus stop. 

� An extension of the Red Rapid to Brand Depot is now operating. 

� The footpath to the bus stop utilises the main car park access road or fire exit. 

� The site is not obvious and signage will be required. 

� The owners are not amenable to the use of this parking for Park & Ride. 

3.2 Kippax Centre 

Kippax is located in west Belconnen and a number of local coverage services operate through the bus 

station in front of the Kippax shopping centre in Holt. 


An inspection of carparks on Hardwick Crescent during the mid-morning shopping peak showed the 

short term parking was highly utilised. Very few spaces in the large short term areas were available at 

this time. A concurrent inspection of carparks on Moyes Crescent showed them to be mainly empty 

during the week day, indicating a likely compatible use with a Park & Ride activity. These carparks are 

in greater demand and often quite full during weekend sport activities on the ovals. 

The main bus station in Hardwick Crescent has all routes travelling through the same single bus stop. 

The usual pair of stops on either side of the road has been replaced with a single bus stop by some 

circular routing of the services. This stop is close the front door of the shopping centre but quite 

remote from the available all day parking. 



15


Figure 3-11 Kippax Centre and Moyes Crescent 


The small bus station at Kippax Centre shown in Figure 3-12 accommodates some 5 weekday bus 

routes including: 

� Route 16 

� Route 17 

� Route 43 

� Route 44 

� Xpresso route 704 

Figure 3-12 The Kippax Bus Station 

Accordingly there is quite an amount of bus activity which uses this bus station as a hub. An 

inspection of the short term parking on section 86, 88, 89 and 53 revealed that the carparks in the area 

are generally full during a weekday with the exception of section 53. The section 53 car park was less


than 40% full. Accordingly, car parks close to the actual terminus may not be candidates for a vehicle 

Park & Ride facility. 

The provision of bike storage at this location may be viable. 

Figure 3-13 Weekday Action Bus Routes 

The 703 Xpresso service from Fraser to Barton runs along Southern Cross Drive. There is a bus stop 

near the intersection with Moyes Crescent which would allow access to the under-utilised car parking 

in Moyes Crescent to assist with increased Park & Ride usage. 

Figure 3-14 Xpresso 703 route


The 704 Xpresso service from Kippax to Barton runs along Hardwicke Crescent from the terminus. 

With a slight change it could run along Moyes Crescent past the under-utilised car parking to assist 

with increasing Park & Ride usage. 

Figure 3-15 Xpresso 704 route 


Public consultation for the Kippax Park & Ride facility will be done by TaMS, as part of the wider 

Network 12 consultation process. The design for this site is to be taken to Concept Design only not to 

Document Readiness (DR), due to the public consultation process being done by TaMS after this 

report. Consultation with the Kippax Tennis Club should be undertaken if the Moyes Crescent option 

is progressed. 

(Ref.: Meeting Minutes on 5 November 2010) 

Wider ACT Government stakeholder consultation did not raise any concerns in relation to this site. 

3.2.4 Option 1A – Moyes Crescent / Diversion of 340 series services 

There is currently a large amount of parking available during the week along Moyes Crescent. It has 

been put in to serve the playing fields and the demand is mainly at the weekend. Some parking 

spaces in front of the tennis club would need to be posted at 2 hour or 3 hour to secure spaces for 

club members during weekdays. There are 18 spaces immediately in front of the club. The club’s 

web site indicated that Women’s Social occurs on Wednesday and Friday mornings. The parking 

restrictions could be limited to those times or days. 

Therefore a Park & Ride use would operate in a complementary mode. One issue requiring further 

assessment is the week day and possibly late afternoon / early evening needs of the Tennis Club at 

the corner of Moyes Crescent / Southern Cross Drive. This might be satisfied by some three hour 

parking signs, although the spots desired by the Club would be the most desirable spaces for bus 

stops on Southern Cross Drive. This consultation issue should be addressed when TaMS undertakes 

its consultation with other users. 

The current obvious and proposed rapid 340 bus services route is on Southern Cross Drive. However, 

the parking along Moyes Crescent is quite linear and walking distances would increase with increased 

usage. There are currently no bus stops on Southern Cross Drive close to Moyes Crescent. A set of 

new bus stops could be established on Southern Cross Drive near Moyes Crescent. Only 18 spaces 

would be within 200 m of the nearest of the Southern Cross Drive bus stops if 18 spaces are allocated


to short term parking for the tennis club. Consultation with the club may reduce the number of days on 

which time restrictions should be applied. 

This could be ameliorated by diverting the proposed extension to Kippax of the Blue rapid service 

down Moyes Crescent and providing additional bus stops. There are currently bus stops which 

service school bus routes along Moyes Crescent. The currently proposed Network 12 has only one 

Blue Rapid route, 348 servicing the Kippax Bus Station. Both 348 and 349 could be diverted down 

Moyes Crescent to enhance the frequency of services along Moyes Crescent. 

Consideration should also be given to the establishment of a footpath through the playing fields 

connecting the parking to the Kippax bus station. A detailed study of this may need to be undertaken 

to ensure it is compatible with current sport ground usage as the desire line would appear to be right 

through the middle of the grounds. It does appear that there are several ovals within the grounds and 

a path should be possible. 

3.2.5 Option 1B - Moyes Crescent / Southern Cross Drive Bus Stops 

If diversion of the future 340 series route down Moyes Crescent is not favoured, a new pair of bus 

stops on Southern Cross Drive would be required. The westbound merge before Florey Drive 

Southern Cross Drive is posted at 60 km/h at this point although it is possible that the operating speed 

is higher. Walking distances are likely to be approximately double those of the above option, 

especially as the first 18 spaces, at least, will be required to be designated short term for the tennis 

club’s weekday patrons. There would be some travel time advantage to non Park & Ride users if the 

340 series was not diverted down Moyes Crescent. 

Figure 3-16 Network 12 Belconnen - extract


3.2.5.1 Summary - Moyes Crescent 

The Moyes Crescent site has the potential to attract users if the 340 Blue Rapid route can be 

accessed by diversion down Moyes Crescent prior to the Kippax Bus Station or if additional stops are 

provided on Southern Cross Drive. There are about 70 parking spaces on Moyes Crescent which are 

generally available during business hours. There are 18 further spaces in front of the Tennis Club and 

these may need to be designated as short stay to secure them for club members. It may be possible 

to only apply the time restriction on certain days as the day time use of the courts appears to be 

limited. 

Option 1B is the preferred Park & Ride option with new bus stops on Southern Cross Drive for a 

proposed 340 series service. The concept design for this site is shown in section 6.1. 

Pros 

Cons 

� Parking is available during business hours. 

� Parking is under limited surveillance. 

� An extension of the 340 Blue Rapid service along Southern Cross is proposed in Network 

12. 

� A current Xpresso service runs close to the site on Southern Cross Drive and the new bus 

stops on Southern Cross Drive could be serviced by this Xpresso service. 

� In excess of 100 parking spaces are potentially available although the linear nature of the 

spaces means walking distances increase with usage. 

� Site signage will be required. 

� The new service will require new bus stops on Southern Cross Drive. 

� Some lighting upgrade to a personal protection level will be required. 

� Paving for footpaths and bus stops will be required. 

� Considerable change to the line marking in Southern Cross Drive may be required. 

3.2.6 Option 2 - Main Car Park 

The main car parking off Hardwicke crescent is generally heavily utilised during business hours. 

However, one section at the southern end (shown in Figure 3-17) is further from the main retail centre 

and is less utilised. However, it is equally distant from the Kippax Bus Station. There is an adjacent 

bus stop but this currently is only serviced by routes 16, 43 and the Xpresso 704. It could also be 

serviced by a diverted 340 series route as discussed in relation to Option 1. If the 340 series services 

are not diverted down Moyes Crescent, some use of these spaces might occur if a new footpath was 

established across the playing fields to the rear entrance to the Kippax centre thereby connecting the 

Kippax Bus Station to these additional spaces. The walking distance would be about 230 to 300 

metres when the centre is open. A nucleus of users of about 6 to 10 may need to be established to 

give patrons a level of comfort in using this arrangement. 



20


Figure 3-17 The Kippax main car park site 

3.2.6.1 Summary - Option 2 - Main Car Park 

Option 2 is not preferred as it is somewhat remote from the proposed two 340 Blue Rapid services. 

However, if the proposed 340 Blue Rapid service is diverted down Moyes Crescent, it could be a 

supplementary site to Moyes Crescent. 

Pros 

Cons 

� Limited parking estimated at 50 spaces is available during office hours. 

� Parking is under good surveillance. 

� A current Xpresso service runs close to the site. 

� The available parking may be less than that which could be attracted to the site. 

� The 348 route in Network 12 runs along Starke Street and not along Hardwicke Crescent. 

� The 349 route in Network 12 runs along Southern Cross Drive and does not service the 

Kippax Bus Station. 

� The site is some 180 metres from the Kippax Bus Station. 

3.3 Brand Depot 

Within the confines of Canberra Airport land, a large Brand Depot complex has been established in an 

area now known as Majura Park. The Brand Deport lease comprises a very large carpark of some 

900 spaces relatively close and many more within the area. Much of the custom to Brand Depot is at 

the weekend. In the adjacent area, other commercial out lets exist or are being constructed. Also 

there is a large office complex nearing completion. All these developments will attract additional users 

to the carpark. However at this point, there is a very large proportion of unused parking spaces during 

the week day. This provided some stimulus for the establishment of a Park & Ride facility. 

However, it is not clear whether employees at other centres would be attracted to this location to park 

for free and travel to their work place. East Gungahlin residents/ workers destined for City or the 

Parliamentary triangle or even Russell may be attracted to free parking in this location to avoid 

significant parking costs, especially once pay parking is introduced to the Parliamentary triangle. At 

present, all day parking in the City varies from $9 to $13 per day. A return ride on a bus currently 

costs $5.10. This margin provides part of the incentive to choose to Park & Ride. 

This site is on designated land and Works Approval is managed by the National Capital Authority.



Currently, Majura Park is only partially developed and there is an amount of unused parking during the 

week. As additional elements of the Master Plan are constructed, this spare parking is likely to 

decrease. However, there appears to be some years before this will occur. Currently, route 10 runs 

from Belconnen to City, Campbell Park, Majura Park, Brindabella Park and Fairbairn Park with a 30 

minute service frequency between 8am and 4pm. The current loop in Majura Park travels at least 120 

metres away from the Brand Depot front door. 

The Territory is considering two peak hour single direction services for any Park & Ride demand. It 

may also be possible to carry passengers in the opposite direction as a return trip. Discussions with 

the Airport owners indicated an amount of support for improving services to the airport. The 

representatives of the Airport owners indicated they would consider providing parking spaces for Park 

& Ride in return for additional services to the airport campus. 

Figure 3-18 Site Location – Brand Depot 


Consultation was undertaken with the Commercial Manager and the Planner of the Canberra Airport 

Corporation on 12 August 2010 as the oversight for the Brand Depot precinct. The Park & Ride 

concept was contextualised and a range of potential issues were discussed. 




� Outlined the general concept and how the Brand Depot site may be included 

� The general process for investigating and developing a Park & Ride facility at the Brand 

Depot 

The potential issues which were discussed included; 

Previous experience - prior to major road construction in 2008, the Brand Depot operated a popular 

Park & Ride service supported by the Deanes Bus Service. 

Potential catchment- The most likely catchment is Gunghalin in Canberra’s North, where commuters 

take the Majura Road to avoid Northbourne Avenue during AM/PM Peak times. 

� There was general agreement that this would be the likely catchment although, conjecture as 

to the ultimate destination of this commuter traffic. A 2006 traffic study indicated 2 out of 3


cars using Majura Road in AM peak hour, continued through the Airport precinct onwards to 

Fyshwick/Barton or Russell. It was hypothesised that a Park & Ride at Brand Depot would be 

attractive if the parking cost/frequency and destinations matched the target catchment. 

� A traffic study of the area is proposed for SEPT/OCT 2010, which may provide 

supplementary data for the feasibility assessment of Park & Ride at this location. 

Operational Considerations – Location - Brand Depot would be the most appropriate location for Park 

& Ride given; 

� Attractiveness of public transport to 7,000 plus workers in this precinct 

� Future development options for next 3 to 7 years including a Woolworths/Caltex, Aquatic 

Centre, mixed retail/business spaces 

� Opportunity to extend trading hours to capture commuter traffic 

� Attractiveness of cost saving to commuters particularly as paid parking introduced to the 

Parliamentary Triangle (Barton) 

Operational Considerations – Access & Flexibility 

� Good 24 hour access to parking facilities 

� Flexible car park design can accommodate free, policed or paid parking contained in boom 

gates 

Operational Considerations – Mutual cost/benefit 

� Canberra Airport sees an opportunity for greater public transport links to Civic etc 

� Improved utilisation of current parking facilities and potential customer flow on 

� During initial phase of introduction may need monitoring and flexibility for tweaking service to 

ensure every opportunity is given for the facility to attract custom 

� Open to cross promotion, where appropriate 

To pursue the establishment of a Park & Ride facility at the BRAND DEPOT, the stakeholder indicated 

the following: 


o Number of desired spots ( 100 spots on the boundary of the car park ) 

o Branding of the facility /car spaces 





Possible locations for Park & Ride at Brand Depot are shown in Figure 3-19. Immediately adjacent to 

the Brand depot building, a bus bay has been constructed. The current route 10 service does not use 

this bus bay. 



23


Figure 3-19 Brand Depot Park & Ride locations 


Figure 3-20 Weekday Action Bus Route


3.3.4 Summary 

This site has been deleted from the scope of this study. The site was initially selected because the 

lease comprises a very large carpark and much of the custom to Brand Depot is at the weekend. In 

the adjacent area, other commercial outlets exist or are being constructed. Also there is a large office 

complex nearing completion. However at this point, there is a very large proportion of unused parking 

spaces during the week day. This provided some stimulus for the establishment of a Park & Ride 

facility. 

The project team agreed that it would be difficult to provide Park & Ride facility for the following 

reasons: 


� Travel time and road congestion was assessed as unlikely to attract people who have 

already driven for long time; and 



3.4 Barry Drive / Belconnen Way 

Land is available at this site shown in Figure 3-21. There is some parking already provided. It is 

currently not used as the adjacent depot has been closed. 


A sizable portion of the available land is within the very wide (150 metres) road easement. Part of the 

former Parks and Gardens Depot is within this easement. The major difficulty with this site is that 

busses would need to be diverted down to the Dryandra Street roundabout to undertake a U turn or 

travel along Dryandra Street until the Frith Street split interchange to rejoin Barry Drive. This 

arrangement would add extra time to bus travel and is not favoured. 

Figure 3-21 Belconnen Way Site Location 

The alternative is to provide a pedestrian crossing point on Barry Drive. The inbound stop could be 

closely associated with some new car parking but this negates the advantages of using the existing 

car parking. However using the existing car parking would require a walk of almost 300 metres. New 

signalised pedestrian crossing facilities could be constructed across Barry Drive but these would slow 

Belconnen bound traffic and increase green house gas emissions. The walking distance from existing 

carparks is some 500 metres. 

The provision of a pedestrian overpass bridge would require almost the same walking distances as 

well as a further 6 metre vertical climb. Such a bridge would disrupt traffic during construction. The 

provision of an underpass with its inherent personal safety issues, especially after work during winter, 

would significantly disrupt traffic during construction.


Walking distances would be significantly reduced if access to carparks within the fenced perimeter of 

the former depot site were permissible. However, to get to these using the current pavement would 

require access to the whole fenced complex with attendant security and vandalism issues. The 

construction of a new access could be feasible but would require the construction of new pavement. 

Park and Ride Facility Area 

Figure 3-22 Site Land Use 


There are currently no bus stops on the Blue Rapid route which travels along Belconnen Way / Barry 

Drive. There is a pair of bus stops on Fairfax Street for a local service. 

Figure 3-23 Blue rapid Bus Route


A possible diversion of the Blue Rapid route was examined but this was deemed likely to add too 

much additional time to the current service to warrant further analysis. For posterity, it is shown in 

Figure 3-24. 

Figure 3-24 Diversion of Bus Routes to utilise existing car parking 


No consultation was undertaken for this site. 

3.4.4 Summary 

This site has been deleted from the scope of this study. The site was initially selected because the 

land was available and it is closely located to the Blue Rapid route. This location could generate some 

similarities with what is occurring at Albert Hall if parking and a bus stop were to be provided. City 

employees are avoiding the difficulties of finding available parking close to their employment as well as 

City parking charges by parking on the urban fringe and bussing or walking into the centre. This site is 

probably too far for walking to City. 

It was agreed that it would be difficult and or costly to provide a ‘pedestrian friendly’ bus top 

arrangement for this site is therefore not currently ideal for Park & Ride. Furthermore there is very 

limited passive surveillance. TaMS requested that this site be removed from the study and replaced 

with the Calwell Group Centre. The analysis completed prior to this decision has been recorded in this 

document for posterity. 

(Ref.: Meeting Minutes on 31 August 2010) 

3.5 College Street, Bruce 

College Street is already one of the homes to informal Park & Ride with evidence of Park & Ride in the 

“UC” car parks as shown in Figure 3-27. A trunk cycle path also runs along part of College Street and 

then through UC. Two options for formal sites were assessed in this corridor. 

� UC carpark option 

� Pinnaroo Street Option 

The College Street site is to be taken to Concept Design. 


College Street is on the current 300 series town centre frequent route. There is also a trunk cycle path 

in the immediate area as shown in Figure 3-25. This cycle path enters the UC site at the signalised 

pedestrian crossing.


Figure 3-25 Cycle path near College Street 

Available all day parking along College Street would create a desirable location for a Park & Ride 

facility. There is an intertown public transport (IPT) route reserved along the northern edge of College 

Street. It seems appropriate that this land be utilised, at least in the short term, in support of increased 

public transport usage. There are two car parks accessed off Bimbimbie Street which is within the 

University of Canberra (UC) grounds. Part of both of these car parks is on the IPT reserve although 

the access and the major proportion of the car parks are on UC land. 

The University of Canberra understands and accepts this situation although it would be keen for this 

parking to be fully available for students, especially during the first few weeks of the Academic year. 

Recent surveys by UC indicate that the occupants of some 125 cars appear to be using the car parks 

to Park & Ride mostly to City. 


Consultation was undertaken with the Associate Director of Capital Work, Gary Swantson and Ian 

Guyer, Associate Director Estate Management in the Campus Planning and Development Unit of the 

University of Canberra on 16 August 2010. The Park & Ride concept was contextualised and a range 

of potential issues were discussed. 




� Outlined the general concept and how the University of Canberra may be included 

� The general process for investigating and developing a Park & Ride facility in the College 

Street corridor 

The potential issues which were discussed included; 

� Current situation that commuters are already using the University of Canberra’s car parking 

as an ad-hoc Park & Ride facility and that this was posing some difficulties for students and 

faculty staff seeking parking. 

� Furthermore discussion centred on the underutilised Pinnaroo Street and the potential of this 

street was discussed.


Operational Considerations – Access & Flexibility 

� Good 24 hour access to parking facilities but would need improvements to lighting for 

personal security 

Operational Considerations – Mutual cost/benefit 

� University of Canberra sees an opportunity for greater public transport links to Civic etc 

� Open to cross promotion, where appropriate 

� University of Canberra is supportive of sustainable transport 

To pursue the establishment of a Park & Ride facility at the BRAND DEPOT, the stakeholder indicated 

the following: 


o Number of desired spots ( 100 spots on the boundary of the car park ) 

o Branding of the facility /car spaces 






The western bus stops shown in Figure 3-26 are close to the carpark used informally by current Park 

& Ride bus patrons. The eastern bus stop is close to the signalised pedestrian crossing used mainly 

by Radford College students. Pinnaroo Street is currently barricaded off at the access to the 

construction site for a recently constructed building. Removal of these barricades now that 

construction traffic no longer requires Pinnaroo Street to have restricted access would allow the 

establishment of a Park & Ride facility. 

Figure 3-26 IPT on northern side of College Street 

Bus stops 

3.5.4 UC carpark Option 

The University of Canberra carpark Option is based on the current informal Park & Ride occurring in 

the furthermost section of two of the car parks off Bimbimbie Street as shown in Figure 3-27 and


utilises the bus stop on the crest of College Street between Cooinda Street and Kirinari Street as 

shown in Figure 3-28. UC studies have determined that some 125 cars regularly Park & Ride from 

this car park as detailed earlier. Air photos taken during the summer vacation confirm the order of this 

quantum. 

Whilst formal access to this Territory land is via the UC street network, the site has some potential to 

increase Park & Ride usage. 

Figure 3-27 Informal Park & Ride occurring in “UC” car parks 

Figure 3-28 The UC carpark Option bus stop


3.5.5 Pros 

� Parking is available before UC students arrive without controls. 

� Parking is under some surveillance. 

� The high frequency Blue Rapid 300 series routes service this site. 

� The land is zoned IPT and owned by the Territory. 

� Area currently used informally as Park & Ride. (125 spaces) 

� The bus stops are located close to the parking. 

� UC clearly understands that the land is not UC property. 

3.5.6 Cons 

� UC parking is under significant pressure at peak times 

� Crossing from the return bus stop has some safety issues although no pedestrian crash 

history. 

� The land is seen by UC students as student car parking and formal signage may cause 

angst to students. 

� The site is not immediately intuitive and signage will be required. 

� Access to the site is currently via UC land. 

� This car park is popular with UC students and fully utilised during the UC term. 

� UC attempts to discourage Park & Ride use during the first three weeks of first term. 

3.5.7 Pinnaroo Street Option 

An alternative option is to utilise an unused and closed portion of Pinnaroo Street shown in Figure 

3-29. We understand this to be the original access to the Canberra College of Advanced Education. It 

is used by students walking to UC from residences in East Bruce. 

The existing pavement of Pinnaroo Street is some 7 metres and would be the access aisle for 90 

degree parking along either side. This could be on the grass or new temporary or permanent 

pavement could be provided. Currently this area is not adequately lit and the existing landscaping 

obscures the site from passive surveillance by passing motorists. The lower branches of the trees and 

the low height scrub could be pruned to open the site to increased view by others. 

Patrons desiring to access the passing bus services have the benefit of an existing signalised 

pedestrian crossing to get to and from the other side of College Street. 

There are at least two current potential issues in relation to this site. 

1. Pinnaroo Street is mainly constructed within the IPT reserve as shown in Figure 3-30. This 

section is used by UC to access a number of its sites. 

2. Pinnaroo Street is currently used by parents to drop off their Radford College student children 

taking advantage of the current parallel parking on the street and the nearby signalised 

pedestrian crossing. Access to the college during the morning and afternoon peaks is difficult 

and congested. 



31


Figure 3-29 The closed portion of Pinnaroo Street 

Pinnaroo Street is almost wholly on Territory land but used by UC to access some of its sites as 

shown in Figure 3-30. 

Figure 3-30 IPT Reserve and Pinnaroo Street 

Figure 3-31 Pinnaroo Street – the closed section


Figure 3-32 Bus stops at signalised pedestrian crossing 

Street lighting will need to be provided at this site to enhance public safety and security, particularly 

within the carpark and on the paths. Users are likely to create their own path from their own vehicle to 

the bus stop or from the signalised crossing, especially if parked in the front row. Therefore, at least 

two paths, and possibly more should be provided as a direct connection from the carpark to the City 

bound bus stop and the signalised pedestrian crossing to minimise the use of such desire lines. 

Additional paths may be required to minimise erosion. 

Path to Crossing 

Figure 3-33 Park & Ride Concept layout 

Bike Lockers 

Park and Ride Facility 

Path to Bus Stop


We are advised that the University of Canberra is currently undertaking a Master Planning exercise 

which may alter the formal access to the university from College Street. One possible solution is 

shown later in Figure 3-34. Furthermore, the concurrent study of the Belconnen to City Transitway is 

examining the future form of the College Street corridor. 

With that in mind, we have developed a concept for a short term option and a long term option. 

3.5.8 Pinnaroo Street Option – Short Term 

The short term option is essentially the Pinnaroo Street Option as described above. 

3.5.8.1 Summary 

There is considerable merit in establishing a formal Park & Ride on College Street due to the 

existence of informal Park & Ride activity in what the UC may consider student car parking. The short 

term Pinnaroo Street Option is recommended as it will not only provide Park & Ride spaces, it will 

assist with drop off and pick ups in relation to Radford College. 

Pros 

Cons 

� The road is currently closed and no use is currently being made of this site. 

� The Blue Rapid 300 series routes service this site. 

� The land is owned by the Territory and zoned IPT. 

� The bus stops are located close to the parking with access via an existing signalised 

pedestrian crossing. 

� Access to the site could be via Territory land. 

� 50 spaces are shown; up to 100 could be possible. 

� The site is not immediately intuitive and signage will be required. 

� Passive surveillance of the site is low but could be enhanced with strategic pruning. 

� Security could be enhanced with the addition of car park lighting. 

3.5.9 Pinnaroo Street Option – Long Term Possibility 




to ensure prudent expenditure of public funds. A possible option for a new formal access to UC and 

related parking including Park & Ride is shown in Figure 3-34. Notably, the details of a long term 

option within UC are not being developed as part of this brief. AECOM is focussing on a short term 

option only. 



34


Figure 3-34 Possible alignment of new access to UVC from College Street 

3.6 Cotter Road (Molonglo) 

Stage 1 of Molonglo is to be developed in the southern precinct of the new town. As such, Cotter 

Road will be the primary access point to the arterial road network for the next 10 years. The Stage 2 

Molonglo road network is envisaged to be operational within 10 years, with an arterial connection to 

the north (William Hovell Drive). 


This site would service the residents of Weston Creek immediately and in the near future could 

provide an early service to the developing suburbs of the new town of Molonglo. In the early days of 

the occupation of a new suburb, there are often insufficient bus patrons to justify the provision of a bus 

service covering the whole suburb. The early establishment of a Park & Ride facility at this location is 

expected to partially alleviate that issue by providing viable public transport for some mainstream 

workers, at least. 

To service the new town of Molonglo, a location along Cotter Road would be preferable as it would 

more equitably serve both areas as a Park & Ride facility. Three locality options worthy of 

consideration on Cotter Road would be in close association with either of the two sets of traffic lights 

or at the Kirkpatrick Street roundabout: 

1. Cotter Road / Streeton Drive 

2. Cotter Road / Kirkpatrick Street 

3. Cotter Road / Tuggeranong Parkway 

To service the residents of Weston Creek, the two options which seem to have most merit would be 

1. A site near the Cooleman Court Group Centre; and 

2. A site along the Cotter Road; 

o at the exit point of Weston Creek; or 

o Further eastwards along Cotter Road at a pedestrian crossing friendly location. 

To better service the residents of South East Molonglo, sites on the Cotter Road are favoured. If the 

site is strategically placed, other routes could also service the site.


Figure 3-35 Cotter Road environs 

Source: UBD 


No consultation has been undertaken in relation to this site. 


There are no coverage bus services along the Cotter road as shown in Figure 3-36. There is one 

Xpresso service, route 729, which travels along the Cotter Road as shown in Figure 3-37. 

In the longer term, it is proposed to connect the future Molonglo town centre to the Weston Creek 

group centre, Cooleman Court as shown in Figure 3-38. Network 12 proposes no changes to the 

network in this area.


Figure 3-36 Weekday bus routes 

Figure 3-37 Xpresso bus routes


Figure 3-38 Network 31 extract 

3.6.4 Streeton Drive 

The signals at Cotter Road / Streeton Drive would facilitate passengers crossing from the opposite 

side bus stop. At Tuggeranong Parkway, pedestrian aspects may need to be installed on the signals. 

Locating the car park on the inbound side means patrons can access the inbound bus without crossing 

the road. Patrons are more likely to be time conscious headed to work than when headed home. 

Typically bus stops are provided downstream of the signalised intersection and an adjacent car park 

would optimise patron satisfaction. 

The major issue at this location is understanding what land is already committed. There is a lot of 

construction activity on the site and it is unclear from a site inspection and an analysis of the Territory 

Plan where a car park for Park & Ride could be located. 

The intersection of Cotter Road with Streeton Drive would appear to have reasonable passive 

surveillance by passing traffic for much of the day. Future development may further enhance 

surveillance. The pedestrian facilities currently only assist with the crossing of Cotter Road, not the 

crossing of Streeton Drive. Some enhancement of the pedestrian facilities is therefore required and 

this would add delays to Weston Creek bound traffic from “City” which currently bypasses the traffic 

lights. 

Pros 

Cons 

� The area is close to the cycle crossing at Streeton Drive. 

� Xpresso service 729 runs along Cotter Road. 

� The corridor would catch employees from both Weston Creek and Molonglo. 

� A new set of bus stops is required. 

� Parking would be under limited surveillance. 

� Getting pedestrians across Cotter Road is likely to be problematic.


Figure 3-39 Construction activity at Cotter Road / Streeton Drive intersection 

3.6.5 Cotter Road / Kirkpatrick Street 

To a lesser degree, the roundabout at Kirkpatrick Street provides some opportunity for pedestrians to 

cross Cotter Road. However, it is understood that this intersection is a candidate for conversion to 

traffic lights in the near future. This would enhance pedestrian crossing activity if pedestrian facilities 

were provided with the traffic lights. 

Figure 3-40 Extract from Territory Plan 

Park & Ride Car park options 

3.6.5.1 Cotter Road Reserve 

One option is to use a portion of road reserve immediately in front of the access to the Australian 

Defence College Joint Service Staff College), access to which is restricted and the entrance managed 

by security personnel. It is understood that this presence may be course related and not 24/7 but this 

presence would provide some notional passive surveillance of the carpark.


Gate House 

Figure 3-41 Kirkpatrick Street Options 

3.6.5.2 Option A - Cotter Road Reserve 

In the medium term, development along the Cotter Road corridor could provide necessary passive 

surveillance for a Park & Ride facility at any one of these locations if closely associated with a 

pedestrian crossing point. However, development along arterial roads does not always address that 

arterial road and passive surveillance may not occur. Option A is in TSZ1 (Transport and Services 

Zone) in which car parks are permissible. 

Figure 3-42 Car park location Option A 

3.6.5.3 Options B & C - Former ACT Housing dwelling sites on Kirkpatrick Street 

The government houses at 16 Kirkpatrick Street (Block 671) and 18 Kirkpatrick Street (Block 672) 

were destroyed during the January 2003 Bushfires and are currently vacant blocks with a driveway.


They could be converted to parking. Options B & C are under FUA (Future Urban Area) and there 

may be potential to rezone the area via a technical amendment to allow for a car park. 

Figure 3-43 Car park location Option B 

Across Kirkpatrick Street is another similar block which is not identified on ACTMapI which could also 

be utilised although there is an amount of vegetation left from the previous residential use. 

Figure 3-44 Car park location Option C 

To maximise spaces, both sites could be employed. 

3.6.5.4 Option D - Cotter Road service road (possibly Kirkpatrick Street) 

There is a short cul-de-sac in front of the Australian Defence College which appears to provide an 

infrequent access to the College and access to the other vegetated area. It is probably an old Cotter 

Road alignment. Some land adjacent to it could be converted to parking in a manner similar to that 

proposed for Pinnaroo Street in Bruce. ACT PLA advice that Option D is CF (Community Facility 

Zone) and car parks are prohibited in this zone. 

3.6.6 Cotter Road / Tuggeranong Parkway Option 

This site is likely to be too busy and too large an intersection and on reflection after an initial 

assessment has not been further analysed.


Figure 3-45 Car park location Option D 

3.6.7 Summary 

The favoured position along this corridor is site A at Kirkpatrick Street. It is on the downstream side of 

an intersection and on the City bound site of the arterial. This minimises pedestrian conflicts in the 

morning peak when bus patrons may be rushing to catch a bus. The land is within the road 

reservation. 

Pros 

Cons 

� Site A is TaMS Public Places Roads unleased. There is potential for 80 to 120 spaces. 

� Block 1210 Weston Creek could be used for access to Site D to increase up to 200 spaces. 

� The catchment of this site is Weston Creek and southern part of the future Molonglo. 

� There is some surveillance from the gate of the ADC. 

� The intersection of Cotter Road and Kirkpatrick Street is to be signalised in the future. 

� The site is serviced by the 729 Xpresso route. 

� The current service is not frequent. 

� The site is not immediately obvious and signage will be required. 

� A new set of bus stops is required. 

� Pedestrians crossing Cotter Road with the present roundabout is an issue but signalisation 

will help 

3.7 Ricardo Street, Wanniassa - Erindale Centre 

The following section is a summary of the feasibility work done at Erindale as part of an earlier 

AECOM study. As part of this engagement, AECOM was instructed to develop this concept into a final 

design. Notably elements of this work are evolving as part of the concurrent Erindale Bus Station 

study and may not reflect current thinking. (eg bus stop on Erindale Drive).



Several sites in Wanniassa were examined during a previous study by AECOM and the following 

location was recommended. There are potentially 58 spaces at this location. Some are in use during 

the day although current usage favours the evening when occupancy is high. It is likely that these 

users are destined to the Vikings Club which has a large amount of unused parking which is perceived 

as being slightly more distant than this parking. Occupancy in the morning when Park & Ride patrons 

would be seeking spaces is generally very low. 

The Ricardo Street location was accepted by TaMS and it was proposed to advance this site to FSP 

design. However, TaMS are now undertaking a process of consultation in relation the proposed 

Erindale bus station. 

Figure 3-46 Ricardo Street site 

The major issue in relation to the Ricardo Street site is the lack of bus services. These are planned for 

in Network 12. 


Network 12 proposes significant changes to services running through Wanniassa and Erindale in 

particular. These are depicted in Figure 3-47. An earlier service along Erindale Drive at the overpass 

is no longer planned.


Figure 3-47 Network 12 Erindale - extract 

Figure 3-48 Previously recommended scheme – Ricardo Street


Figure 3-49 Erindale Drive above ground features #1 


A cursory look at the existing above ground services shown in Figure 3-49, Figure 3-50 and Figure 

3-51 would indicate that the street lighting and above ground junction box would need to be shifted to 

allow the construction of a bus bay. The street light columns are spaced between 45 and 50 metres 

apart. A bus bay is likely to be about 100 metres in length. 

Construction as previously recommended would involve the construction of a small length of path, the 

relocation of one street light pole plus cable and the street lighting junction box but hopefully avoiding 

the relocation a stormwater pit. There may be a need to remove a tree or two. 

The option to construct the bus bay east of the pedestrian overbridge would involve the construction of 

a new path, the relocation of a stormwater pit and the relocation of one street light pole plus cable. 



The consultation for this facility is now proposed to be undertaken in association with the Erindale Bus 

Station Project and no consultation was undertaken under this project.


3.7.4 Summary 



This project is not yet completed. The project team have decided to defer any further work on the 

development of this site for Park & Ride. The work to date is documented above. 

(Refer email from Abu Sayem Chowdhury dated 5 April 2011) 

Pros 

Cons 

� Park & Ride can be established on existing car parks. 

� There will be some surveillance from adjacent commercial centre. 

� Network12 will increase services in the area. 

� There is currently a lack of a rapid bus service. 

� The Erindale Bus Station study is not yet complete. 

3.8 Calwell Shops 

The Calwell Group Centre site was introduced into the study to replace the MacArthur Avenue / Barry 

Drive location which the study found to not have sufficient viability as discussed in section 3.4. 

(Ref.: Meeting Minutes on 31 st August 2010) 


The Calwell Group Centre is located in South East Tuggeranong on Were Street. There are currently 

10 Park & Ride spaces provided at Calwell. There is some usage of these spaces by bus patrons in 

the morning. There is also some misuse of these spaces. It is not an offence under the Australian 

Road Rules to park in these spaces if not then catching a bus. 

The relevant extract of the Territory Plan is shown in Figure 3-52. Two sites were assessed at this 

location. 



46


Figure 3-52 Territory Plan extract - Calwell 


There are currently two Xpresso services servicing the Calwell Bus station: 

� Xpresso route 768 which commences at Calwell shops 

� Xpresso route 769 which commences at Tharwa Drive, Theodore 

Both travel along the Monaro Highway to city via Barton and Russell after travelling through some of 

the nearby Tuggeranong suburbs as shown in Figure 3-53.


Figure 3-53 Xpresso Routes via Calwell 


There has been limited consultation on this site although there has been some dialogue with the main 

centre owner who has proposed the centre accommodate Park & Ride. There appears to be some 

community support for a further Park & Ride facility at the centre. The proponents believe Park & Ride 

facilities would also be used by Royalla and Cooma residents as well as patrons of snow coach traffic 

from Canberra. It is not clear that current Xpresso users or new patrons would be attracted to Park & 

Ride this far from the City. 

3.8.4 Option 1 – Block 33 

There is a formal car park constructed in front of block 33 section 787. Block 33 is shown in Figure 

3-54. The rear of this carpark, block 33, appears to be undeveloped (see Figure 3-52). The block is 

leased land but not yet developed. It might be feasible to construct a Park & Ride facility on the 

portion of land, subject to an arrangement being entered into with the lessee. It is some 80 metres 

from the bus stop. The space is 30 metres wide and 45 metres long which could allow some 50 

spaces. 

There are also some spaces available in the general parking areas which are not time limited which 

would be available on a first come, first serve basis. Most of the spaces are public parking spaces 

owned by the Territory. 

Block 33 would desirably require the construction of road pavement and the provision of street lighting. 

Some of the existing street lighting may need to be upgraded. It is unlikely that much of the existing 

landscaping would need to be modified to increase passive surveillance. 

ACT PLA advise that Park & Ride could not be approved on this block under its current lease and 

zoning.


Figure 3-54 Existing Bus stop and proposed Park & Ride carpark for block 33 

Figure 3-55 View of the overflow carpark on block 33 


This site is well located to provide Park & Ride parking. Its major drawback is that it is leased land and 

an arrangement with the lessee would be required to permit use as a Park & Ride facility. Further, 

ACT PLA could not approve a stand alone car park under the current lease and zoning. 

Pros 

� It is currently informally used for overflow car parking and by the adjacent church for large 

events. 

� It is quite close to the current bus stop (70 to 80 metres). 

� Parking would be under some surveillance by the nearby commercial activity. 

� 2 current peak hour express routes service the Calwell Bus Station. 

� Pedestrians access to and from the bus stop is good. 

� 40 to 50 spaces could be accommodated on this site.


Cons 

� This site is on leased undeveloped commercial land. 

� The lessee may have a reluctance to sub-lease or license this land. 

� Such a sub-lease would be at a cost. 

� ACT PLA could not approve a stand alone car park under the current lease or zoning. 

� There may be some conflict with informal use by the church weekdays for funerals. 

� New pavement would need to be constructed to indicate the government’s support for this 

transport mode. 

� The site is landscaped with grass which is badly worn by vehicular traffic, exacerbated by the 

drought. 

� A compacted gravel pavement could be used. 

� No additional bus services are proposed. 

3.8.5 Option 2 – Block 6 

A further option is to use block 6 section 788 which is zoned TSZ2 Services as shown in Figure 3-52. 

This site has been proposed by members of the local community. It is quite a large block although 

access does not exist to Johnson Drive. It is adjacent to the Ambulance Station and access to 

Johnson Drive could be via the existing Ambulance access, subject to approval. 

The site shown in Figure 3-56 is some 380 metres from the Calwell bus station via a bridge over the 

Stormwater channel shown in Figure 3-57. The site would have some passive surveillance by passing 

traffic. The path to the bus station passes block 33 which is 80 metres from the bus station. It would 

be possible to construct bus stops on Johnson Drive (80 km/h) but these would only service the 769 

Xpresso route. 

Therefore, the location of this site is considered less satisfactory than block 33. 

Ambulance Station 

Figure 3-56 Block 6 Section 788 Calwell 

Block 6 

Johnston Drive 

Pedestrian bridge


Figure 3-57 Pedestrian bridge to block 6 

Figure 3-58 Block 6 Section 788 Calwell 


Pros 

Block 6 section 

788 Calwell 

Block 33 

� The land is owned by the ACT Government. Block 6 is TaMS vacant - Municipal unleased 

land. 

� Parking would be under limited surveillance by the traffic on Johnston Drive.


Cons 

� Pedestrian access to and from the bus stop is well defined via an existing pedestrian bridge 

over the storm water channel. 

� There is currently no rapid bus service on Johnson Drive 

� It is unlikely that TaMS would allow direct access onto Johnston Drive. 

� Access would need to be constructed via the Ambulance station access. 

� New pavement for parking will need to be constructed. 

� The walking distance to the existing bus stops is quite significant at 380m and considered 

too distant to be very attractive to new patrons. 

� A new bus stop on Johnson Drive would be required to reduce walking distances. 

� No additional bus services are proposed. 

3.8.6 Summary 

The project team concluded that a trial of increased designated Park & Ride parking at this site should 

occur. Such designated parking could be provided as shown in Figure 3-59 and would require to 

signage and monitoring. 

Existing 10 Park & Ride spaces 

Figure 3-59 Possible additional designated Park & Ride spaces 

Possible additional Park & Ride


4.0 Park & Ride Sites Analysis 

4.1 Assessment Criterion 

The assessment criteria were established during a previous project and an explanation of the scoring 

system and weightings are as detailed in Table 4-1. During the workshops the location of Park & Ride 

facilities close to commercial centres was raised. Whilst this is desirable it is not considered essential. 

Four of the detected informal Park & Ride locations listed below are not located immediately adjacent 

to a local or group centre: 

� University of Canberra; 

� Albert Hall; 

� Parramatta Street, Phillip; and 

� Beasley Street, Mawson 

The major difficulty in locating these facilities within a group or local centre is the availability or cost of 

the land. Whilst it is desirable to so co-locate, it is not considered essential for the success of a Park & 

Ride facility. 

4.2 Assessment 

The highest weighting was given to the criteria measuring proximity of a site to the more desirable 

‘rapid transit’ routes, as well as the ability to achieve a cost effective solution. 

Site visibility was rated proportional to the amount of passing vehicular or pedestrian traffic. Passive 

surveillance is more effective when a business or other occupied premise overlooks the area to be 

watched. Passive surveillance by vehicular traffic only was rated lower than where businesses and 

heavy pedestrian traffic frequently passed the site. 

Sites with potentially large real catchments were rated higher than sites with smaller catchments and 

this is reflected in criterion 4. 

As part of the analysis, sites scoring in excess of 75 were ‘short listed’ and considered appropriate for 

further investigation. 



53


Table 4-1 Assessment Criteria – Park & Ride sites 

Criterion Explanation Weighting 

1 Land Availability 

2 Site Visibility 

3 

4 

5 

Passive 

Surveillance 

Vehicle Access / 

Upstream of traffic 

congestion / 

Catchment size 

Cost 

Effectiveness 

6 Community issues 

7 

High Frequency / 

High Speed Route 

Proximity 

The site’s ability to meet the size and dimension requirements for a 

60 space Park & Ride facility 

1 10 

Limited Space Available Space 

The visibility of the site from adjacent arterial routes enhances the 

attractiveness of the site 

1 10 

Poor Visibility Highly Visible 

The existence of natural surveillance for personal and vehicle safety 

1 10 

Poor Surveillance High Passive Surveillance 

Note: Passive surveillance by businesses were given higher scores 

than general traffic surveillance 

The ease of vehicular access to the site, including not having to 

travel in significant congestion 

1 10 

Poor (congested) Easily Accessible (little congestion) 

(small catchment) (large catchment) 

The cost effectiveness of required infrastructure 

1 10 

Expensive Cost Effective 

Note: A higher score was awarded low cost solutions 

The impact of issues such as noise, pollution and severance where 

sites are located close to existing residential neighbourhoods or 

schools 

1 10 

Many Impacts No Impacts 

Location relative to a high frequency or high speed bus route (‘rapid 

transit’ routes) 

1 10 

Low Frequency Service High Frequency Service 

Note: A higher score was awarded sits that allowed easy 

interchanging between services 



10 

15 

15 

15 

20 

5 

20 

54


4.3 Multi-criteria analysis results 

Each of the proposed sites was subjected to the multi-criteria analysis. The individual assessments 

are subjective and to some degree debatable, but the results are considered to be indicative of a 

relative ranking of the sites. The results of the multi-criteria analysis as tabulated below. Sites with 

scores above 80 are considered extremely viable sites. Sites with scores between 75 and 80 are 

considered viable sites. 

Multi-Criteria Analysis 

Site Land 

DFO 

Kippax 

Site 

Availability Visibility 

Passive 

Access / 



Cost 

Community 

Surveillance congestion Effectiveness issues 

/ 

catchment 

High Freq / 

High Speed 

Route 

Proximity 

Weighting 10 15 15 15 20 5 20 100 

Main car 

park 

Moyes 

Crescent 

College St Pinnaroo 

Street 

UC 

Carpark 

Molonglo Streeton 

Drive 

Kirkpatrick 

A 

Kirkpatrick 

B 

Kirkpatrick 

C 

Kirkpatrick 

D 

Total 

9 4 7 8 10 9 8 78 

6 8 9 8 7 7 7 75 

9 7 8 9 8 7 8 80.5 

9 8 7 8 8 8 10 83.5 

7 5 8 7 9 6 10 78 

5 8 6 9 8 9 7 74 

9 8 8 9 8 9 7 81 

7 7 7 9 8 7 7 75 

7 7 7 9 7 7 7 73 

7 6 7 9 8 7 7 74 

Calwell Block 33 7 7 8 9 8 7 7 76.5 

Erindale Ricardo 

Street 

Brand 

Depot 

Barry Dr / 

Belconnen 

Block 6 9 8 6 7 7 8 6 70.5 

9 6 8 9 9 9 8 82 

5 6 6 7 9 9 7 70 

9 6 6 7 5 8 9 69.5 

55


5.0 Feasibility Study Conclusions and Recommendations 

The analysis of the sites is summarised below. 

5.1 DFO 



some parts of Jerrabomberra and Tuggeranong. Due to the withdrawal of the support of the 

Management of the DFO, this site has been removed from the study. 

Conclusion: DFO management no longer willing to participate in Park & Ride initiative 

5.2 Kippax 

5.2.1 Option 1A - Moyes Crescent 

Moyes Crescent has a large amount of parking associated with the playing ovals and most of this is 

available during business hours. Most of the spaces are only used at the weekend or in the evenings. 

There is some weekday usage by tennis club patrons on 2 weekday mornings, Wednesday and 

Friday. This site has the potential to attract users if the proposed 340 Blue Rapid route is diverted 

down Moyes Crescent prior to the Kippax Bus Station. Upgraded or additional stops would be 

required on Moyes Crescent. It would be appropriate to consolidate the bus stops to the central point 

of the parking. This would also increase the number of services to Kippax Bus Station. Some parking 

spaces, possibly 18 spaces, in front of the tennis club would need to be posted at 2 hour or 3 hour to 

secure spaces for club members during weekdays. 

5.2.2 Option 1B - Moyes Crescent / Southern Cross Drive Bus Stops 

If the diversion of the 340 series services down Moyes Crescent is not favoured, a new pair of bus 

stops on Southern Cross Drive would be required. Some alterations to the westbound merge location 

would be required. Southern Cross Drive is posted at 60 km/h at this point although it is possible that 

the operating speed is higher. Walking distances are likely to be approximately double those of the 

above option, especially as the first 18 spaces will be required to be designated short term for the 

tennis club’s weekday patrons. 

This option is preferred as there would be some travel time advantage to non Park & Ride users. 

5.2.3 Option 2 - Hardwicke Crescent Main Car Park 

Option 2 is not preferred as it is somewhat remote from the proposed 340 Blue Rapid service. 

However, if the proposed 340 Blue Rapid service is diverted down Moyes Crescent as recommended, 

this could be a supplementary site to Moyes Crescent. 

5.2.4 Summary 

The car parks in Moyes Crescent could be supported by bus stops on either Moyes Crescent or 

Southern Cross Drive. The differing attributes of these options is summarised in Table 5-1. 

The walking distances in Option 1B are greater than the walking distances in option 1A. The 

engineering costs would be greater in Option 1B. The overall average travel times are likely to be 

lower in Option 1B. 



56


Table 5-1 Moyes Crescent Parking Options Summary 

Location Number of Spaces Foot path Lighting Other issues 

Option 1A 71 within 150m 

Option 1B 19 within 200m 

71 within 400m 

Existing gravel 

footpaths 

Some upgrades 

required at bus stop 

New footpaths and 

pram crossings 

required 



Existing Street 

Lighting over car 

parks to be upgraded 

to personal 

protection level 

Existing Street 

Lighting over car 

parks to be upgraded 

to personal 

protection level 

Future bus route to 

run along Moyes 

Crescent New Bus 

Stop 

New Bus Stops on 

Southern Cross 

Drive 

Conclusion: Moyes Crescent Option 1B is preferred location subject to the outcome of public 

consultation to be done by TaMS. AECOM has developed a concept design for this site. 

5.3 Brand Depot 

The site was initially selected because the lease comprises a very large carpark and much of the 

custom to Brand Depot is at the weekend. In the adjacent area, other commercial outlets exist or are 

being constructed. Also there is a large office complex nearing completion. However at this point, 

there is a very large proportion of unused parking spaces during the week day. This provided some 

stimulus for the establishment of a Park & Ride facility. 

The project team agreed that it would be difficult to provide Park & Ride facility for the following 

reasons: 


� Travel time and road congestion was assessed as unlikely to attract people who have 

already driven for long time; and 



Conclusion: Brand Depot appears not viable as Park & Ride facility due to points above 

5.4 Barry Drive / Belconnen Way 

The site was initially selected because the land was available and it is closely located to the Blue 

Rapid route. This location could generate some similarities with what is occurring at Albert Hall if 

parking and a bus stop were to be provided. City employees are avoiding the difficulties of finding 

available parking close to their employment as well as City parking charges by parking on the urban 

fringe and bussing or walking into the centre. This site is probably too far for walking to City. 

It was agreed that it would be difficult and or costly to provide a ‘pedestrian friendly’ bus top 

arrangement for this site is therefore not currently ideal for Park & Ride. Furthermore there is very 

limited passive surveillance. TaMS requested that this site be removed from the study and replaced 

with the Calwell Group Centre. The analysis completed prior to this decision has been recorded below 

for posterity. 

(Ref.: Meeting Minutes on 31 August 2010) 

Conclusion: Barry Drive / Belconnen Way appear not viable as Park & Ride facility due to issues 

relating to pedestrians and its proximity to the employment destination. 

57


5.5 College Street 

Due to the number of concurrent studies occurring in this College Street corridor (UC Masterplan and 

Belconnen Transitway), AECOM has focussed on a short / medium term solution for Park & Ride. 

5.5.1 Pinnaroo Street – Short Term Option 

There is considerable merit in establishing a formal Park & Ride on College Street due to the 

existence of informal Park & Ride activity in what the UC may consider student car parking. The short 

term Pinnaroo Street option is recommended as it will not only provide Park & Ride spaces, it will 

assist with drop off and pickups in relation to Radford College. 

5.5.2 Pinnaroo Street Option – Long Term Possibility 




to ensure prudent expenditure of public funds. A possible option for a new formal access to UC and 

related parking including Park & Ride is shown in Figure 3-34. Notably, the details of a long term 

option within UC are not being developed as part of this brief. 

Conclusion: The Pinnaroo Street Option is the recommended short / medium term location for Park & 

Ride in the corridor. Longer term options will require a level of co-ordination between the UC and ACT 

Government and are being explored outside of this commission. AECOM has developed a concept 

design for this site. 

Table 5-2 Pinnaroo Street – Short Term Option Summary 


Pinnaroo 

Street 



75 in total 

5.6 Molonglo (Cotter Road) 

New footpaths 

required 



Street Lighting over car 

parks to be provided to 

personal protection level 

Limited Passive 

Surveillance 

Multiple sites were evaluated in this Cotter Road corridor. The favoured location is site A at Kirkpatrick 

Street. It is on the downstream side of an intersection and on the City bound site of the arterial. This 

minimises pedestrian conflicts in the morning peak when bus patrons may be rushing to catch a bus. 

The land is within the road reservation. 

Conclusion: Site A Kirkpatrick is preferred site for Park & Ride in the corridor 

Table 5-3 Molonglo – Short Term Option Summary 


Kirkpatrick 

Street Site 

A 

80 within 100m to 

150m 

New footpaths 

required 

New Street Lighting over 

car parks to be provided 

to personal protection 

level 

Limited Passive 

Surveillance 

58


5.7 Erindale 



This project is not yet completed. The project team have decided to defer any further work on the 

development of this site for Park & Ride. The assessment of this site showed the site is viable for 

Park & Ride, subject to the finalisation of the details of the Erindale Bus Station Study 

(Refer email from Abu Sayem Chowdhury dated 5 April 2011) 

Conclusion: Erindale appears viable for Park & Ride purposes. Due to uncertainties in the status of 

the Erindale Bus Station Study findings, the ACT Government has instructed AECOM to cease work 

on this site. 

5.8 Calwell 


spaces (10) are not heavily utilised and the site is frequent bus service in the area is not extensive. As 

part of the evaluation two sites were investigated. 

5.8.1 Block 33 

Block 33 is well placed to provide Park & Ride parking within the Group Centre. The site is vacant 

land that is used for overspill weekday parking and church parking on the weekend. Its major 

drawback is that it is leased land and an arrangement with the lessee would be required to permit use 

as a Park & Ride facility. 

5.8.2 Block 6 

Block 6 is vacant, ACT Government owned land, located adjacent to the Ambulance Station on 

Johnson Drive. Its major drawback is the walking distance to Group Centre – some 380m. Notably, 

there are no current, or planned rapid bus services along Johnson Drive 

Conclusion: The project team concluded that a trial of increased designated Park & Ride parking at 

this site should occur. Such designated parking could be provided as shown in Figure 3-59 and would 

require signage and monitoring. 



59


6.0 Concept Design 

Concept Plans were developed for the following sites 


� College Street 

� Cotter Road 

The concept plans are shown at a larger scale in Appendix A. 

Furthermore, an Opinion of Probably Costs for the trial extension to the Park & Ride facilities at the 

Calwell Centre has been produced 

6.1 Kippax Centre – Moyes Crescent Option 1B 


accessed by the provision of additional stops on Southern Cross Drive. There are about 70 parking 

spaces on Moyes Crescent which are generally available during business hours. There are 18 further 

spaces in front of the Tennis Club and these may need to be designated as short stay to secure them 

for club members on the days of use. 

Option 1B is the preferred Park & Ride option with new bus stops on Southern Cross Drive as shown 

in Figure 6-1 for a proposed 340 series service. It is essentially footpaths, linemarking signposting and 

lighting. 

The Opinion of Probable Costs for this site is $150,000. The largest item in this cost is the provision of 

lighting to a level to enhance personal and vehicle protection. 

Figure 6-1 New bus stops and paths on Southern Cross Drive 

6.2 College Street – Pinnaroo Street short term Option 

The currently closed portion of Pinnaroo Street, the existing pavement of which is some 7 metres, 

would be the access aisle for 90 degree parking along either side. Additional spaces would continue 

along Pinnaroo Street. Compliance may be an issue as UC students may use some of this parking. 

Currently this area is not adequately lit and the existing landscaping obscures the site from passive 

surveillance by passing motorists. The lower branches of the trees and the low height scrub could be 

pruned to open the site to increased view by others. 

Patrons desiring to access the passing bus services have the benefit of an existing signalised 

pedestrian crossing to get to and from the other side of College Street. The parking is on the city


bound side of the 300 series route which will minimise pedestrian conflicts during the morning activity 

when patrons may be running late for their bus. 

The Opinion of Probable Costs for this site is $650,000. The lighting has been provided to a level to 

enhance personal and vehicle protection. 

Figure 6-2 Pinnaroo Street short term Option 

6.3 Cotter Road 

During the development of the concept for this site, it emerged that the proposed extent of work on the 

Cotter Road would make Site A no longer viable. The concept of 90 o parking off Kirkpatrick Street was 

developed. 

The Opinion of Probable Costs for this site is $525,000. The lighting has been provided to a level to 

enhance personal and vehicle protection. 

Figure 6-3 Cotter Road Park & Ride parking


6.4 Calwell Centre 


spaces (10) are not heavily utilised and the site is frequent bus service in the area is not extensive. As 

such, the project team concluded that a trial of increased designated Park & Ride parking at this site 

should occur. Such designated parking could be provided as shown in Figure 6-4 and would require 

signage and monitoring. 

The Opinion of Probable Costs for the implementation of this trial is $10,000. This assumes four 

parking signs and additional signage for promotional purposes. 

Notably, no concept design or business case has been prepared for the Calwell Centre trial. 

Existing 10 Park & Ride spaces 

Figure 6-4 Possible additional designated Park & Ride spaces – Calwell 

Possible additional Park & Ride


7.0 Cost Benefit Analysis 

7.1 Introduction 

This analysis has been prepared to provide economic inputs into the TaMS Business Case for the 

implementation of Park & Ride facilities at College Street and Cotter Road. The justification for the 

Park & Ride facilities is underpinned by several key elements: 

� The potential demand for the facility; 

� The reduction in transport infrastructure (ie. carparking at trip destination); 

� The assistance in achieving the government’s sustainable transport policy objectives; and 

� The reduction in the cost of travel and crashes. 

For a full review of cost estimates and the economic evaluation refer to Appendix B and Appendix C. 

7.2 Cost Estimates 

The construction of the facilities at the preferred locations have been indicatively costed allowing for 

conflicting services identified by ‘Dial Before You Dig’ in relation to College Street and Cotter Road, 

and including design, superintendence and procurement fees. A 40% contingency is included in the 

Opinion of Probable Costs. AECOM Australia Pty Ltd has no control over the cost of labour, materials, 

equipment or services furnished by others, neither has it control over contractors methods for 

determining prices, competitive bidding or market conditions. The opinion of probable construction 

cost produced by AECOM will be made on the basis of our best judgement as an experienced and 

qualified engineering consultant, familiar with the construction industry. As AECOM is not a qualified 

Quantity Surveyor, nor does it employ quantity surveyors, AECOM cannot and will not guarantee that 

any tenders or actual construction costs will not vary from this opinion of probable construction cost. 

Park & Ride facilities have been costed and inclusions are the relocation of conflicting services 

together with design, superintendence and procurement fees. 

7.2.1 College Street 

Most of the construction is adjacent to an existing road and the actual location of some trees may 

dictate a revised design once a survey is undertaken. Such a survey may also indicate some trees 

can be removed or pruned to enhance the efficiency of the car park. 

The Opinion of Probable Costs for this site is $650,000. 

7.2.2 Cotter Road 

During the concept design phase, details of the upgrading of Cotter Road and the relocation and 

upgrading of the intersection with Kirkpatrick Street have limited site selection. An arrangement of 90 0 

parking off the current service road has been developed. This arrangement may require further 

refinement during any future detailed design stages. 

The Opinion of Probable Costs for this site is $525,000. 

7.2.3 Kippax Centre 


accessed by the provision of additional stops on Southern Cross Drive. There are about 70 parking 

spaces on Moyes Crescent which are generally available during business hours. There are 18 further 



63


spaces in front of the Tennis Club and these may need to be designated as short stay to secure them 

for club members on the days of use. 

Option 1B is the preferred Park & Ride option with new bus stops on Southern Cross Drive for a 

proposed 340 series service. It is essentially footpaths, linemarking signposting and lighting. 

The Opinion of Probable Costs for this site is $150,000. The largest item in this cost is the provision of 

lighting to a level to enhance personal and vehicle protection. 

7.2.4 Calwell Centre trial 

Implementation of the trial extension of Park & Ride facilities at Calwell we require additional signage 

and some monitoring. Four parking signs are likely to be required, as well as additional signage for 

promotional purposes. 

The Opinion of Probable Costs for the implementation of this trial is $10,000. 

Notably, no business case has been prepared for the Calwell Centre trial. 

7.2.5 Total Cost of Implementation 

The total cost of implementing Park & Ride in both locations is shown in Table 7-1, with full details 

provided in Appendix B. 

Table 7-1 Estimate of Costs – excluding GST 

Facility 



Total 

(excl. GST) 

College Street $650,000 

Cotter Road $525,000 

Kippax Centre $150,000 

Calwell Centre (signage only for trial) $10,000* 

Total $1,335,000 

Note: * no business case has been prepared for the Calwell trial 

7.3 Benefits 

For the purpose of this analysis 4 main benefits have been identified and quantified. These include: 

1. Potential Demand for the facility 

� Sensitivity tests of 100%, 80% and 50% have been conducted 

2. Number of parking spaces displaced at trip end, resulting in a foregone land value (opportunity 

cost saving). 

� With parking spaces expensive to construct in the City and the Town Centres, this has 

resulted in significant benefits. 

3. Accident Cost Savings 

� Resulting from people only using their cars for part of the trip 

4. Travel Cost Savings 

� Resulting from the elimination of parking costs and the reduction in vehicle operating costs 

Notably, quantifiable benefits and subsequent cost / benefit analysis has only been undertaken for 

College Street and Cotter Road – sites with significant expenditure requirements. 

64


7.3.1 Demand 

There has been no detailed analysis of demand for Park & Ride as part of this study. However some 

analysis was undertaken for bike and ride in AECOM’s study titled ‘Feasibility Study determining 

locations for Bike & Ride and Kiss & Ride facilities’, August 2009. 

Due to the location and the relatively small capacity of each site (approximately 70 to 80 car spaces), it 

is assumed that both will be well patronised, especially the College Street site. Utilisation of greater 

than 80% could be achieved if the sites are well promoted, are easy to access and serviced by a high 

frequency bus network. It is worth noting that each of the sites has some adjacent area available for 

expansion, if necessary. 

7.3.2 Displaced Parking at Trip End (Opportunity Cost Saving) 

Reductions in car based trips will reduce the demand for additional vehicular transport infrastructure 

such as parking spaces and incremental road width. One of the objectives of this initiative is to reduce 

the amount of car travel. Reduction in car travel to the major centres will not only improve the 

performance of the road network for those who choose to retain use of their cars, but also reduce the 

need for car parking at the destination. 

For the purpose of this project it has been assumed that trips not undertaken by Park & Ride patrons 

will eliminate the need for some parking at their destination. An estimate of the trip locations and 

parking spaces potentially displaced is given in Table 7-2. 

Table 7-2 Potential displaced parking spaces in Town Centres 

Destination Percentage trips 1 



Number of parking spaces 

displaced 

City 50% 75 

Barton / Parkes 30% 45 

Woden 10% 15 

Belconnen 10% 15 

TOTAL 100% 150 2 

1. Source - AECOM 2009 

2. 150 parking spaces across the two sites 

The value of parking at these centres is estimated as shown Table 7-3. 

65


Table 7-3 Value of carparking land in Town Centres 

Centre Land value 

City 1 $3,300/m2 or at 

6 stories $550 

Barton / 

Parkes 2 

$425 / m2 or for 

3 levels $175 / 

m2 

Woden 3 

$800 / m2 

Assumed same 

as Belconnen 

or $250 / level 

$800 / m2 

Belconnen based on 

4 

Westfield price 

or $250 / level 

Total 

Average 

Per space 

Ground 

cost / 

space 

(25m 2 ) 

Basement / 

Structure cost 

/ car 



Total cost 

per space 

No 

spaces 

Potential 

saving 

$13,750 $40,000 $53,750 75 $4,031,250 

$4,375 $40,000 $44,375 45 $1,996,875 

$6,250 $13,000 $19,250 15 $288,750 

$6,250 $13,000 $19,250 15 $288,750 

Source 1: Section 63 sale price, 2: AECOM 2009, 3 AECOM 2009: 4 Belconnen Westfield sale price 

Note: Rounded to $45,000 for calculation purposes 

66 

150 $6,605,625 

$44,038* 

The average cost of the spaces across the predicted destinations is calculated as $44,038. For the 

sake of future calculations, we have assumed an opportunity cost saving of $45,000 per space. 

7.3.3 Accident Crash Savings 

The average ACT crash cost rate is published by TaMS as $1.43M per 100 million vehicle kilometres. 

This equates to $0.43 per two way work journey. 

If motorist drives to work (15 km) = $86.00 per car / year (200 days) 

If motorists use Park & Ride- (drives 1/3 distance and use bus for 2/3 of trip) 

= $28.67 per car / year (200 days) 

Crash Savings (Drive versus park and ride) = $57.33 per car / year ($86.00 - $28.67) 

7.3.4 Travel Cost Savings 

The car travel cost for journey to work has been estimated for a typical 15 km trip as follows: 

If motorist drives to work 

Travel time cost at 50 km/h and $11.49 /hr = $3.45 each trip or $6.90 per day 

Vehicle operating cost @ 35c / km = $5.25 each trip or $10.50 per day 

Parking cost = $10.00 (City) and $6 other centres 

Total vehicle trip travel cost / day =$27.40


If motorist uses Park & Ride- (assume 5km in car and 10km in bus) 

Travel time cost at 50 km/h (car) and 30km/h (bus): 

$11.49 /hr = $4.98 each trip or $9.96 per day 

Vehicle operating cost @ 35c / km = $1.75 each trip or $3.50 per day 

Parking cost = $0.00 

Bus Fare (2 rides) = $5.04 (MyWay $2.52 each trip adult) 

Total vehicle trip travel cost / day = $18.50 

Travel Cost Savings (Driving versus park and ride) 

Source: ARRB 2006 

7.4 Cost Benefit Analysis 



= $8.90 per car / day ($27.40 - $18.50) 

= $1,780 per car / year (200 days) 

The economic assessment of the proposed Park & Ride facilities was conducted under the following 

assumptions: 

� The cost per parking space is the same irrespective of geographic area, based on an average 

cost of $45,000 

� Utilisation of the facility (sensitivity) 100%, 80% and 50% 

� Maintenance cost of the facility 5% capital cost pa 

� Capital cost of implementation Refer to Section 7.2 (varies per site) 

� Travel Time Saving Benefits $ 1,780.40 (per car / year) 

� Crash Savings per user $ 57.33 (per car / year) 

� Discount rate 7% pa 

� Assessment period 15 years 

Sensitivity tests were undertaken on the proposed sites to assess the impact of potential utilisation. A 

summary of the benefits associated with each site for 100%, 80% and 50% utilisation is shown in 

Table 7-4. 

Table 7-4 Sensitivity test of benefits for each site – 100%, 80% and 50% utilised 

Location Benefit Type 100% Utilised 80% Utilised 50% Utilised 

College Street 

70 P&R Spaces 

Cotter Road 

80 P&R Spaces 

Note: P/R = Park & Ride spaces 

Vehicle Crash 

Savings 

$4,100 $3,300 $2,100 

Travel Time Savings $124,700 $99,800 $62,400 

Vehicle Crash 

Savings 

$4,600 $3,700 $2,300 

Travel Time Savings $142,500 $114,000 $71,300 

67


7.4.1 College Street 

The College Street site provides 70 Park & Ride spaces. The results of the economic analysis for 

100%, 80% and 50% utilisation are shown in Table 7-5, with more details provided in Appendix C. 

Our opinion of probable construction costs is $650,000. 

Table 7-5 Economic Assessment of College Street facility – excluding foregone land value (opportunity cost) 

Utilisation BCR NPV* Repayment Period in Years 

100% 1.23 $217,000 7 

80% 0.98 -$18,000 10 

50% 0.61 -$369,000 >>15 

Note: * denotes values rounded to the nearest $1,000 

Table 7-5 shows that over a 15 year period, that excluding the foregone benefit (opportunity cost 

saving) of the land utilised for parking in other areas of Canberra, a BCR of greater than 1 can be 

achieved with utilisation is higher than 80%. The NPV varies between -$18,000 and $217,000 for the 

same utilisation. If the foregone land value (opportunity cost saving) is considered then the BCR 

increases to between 3.4 and 4.3, even achieving 2.1 for utilisation of 50% as shown in Table 7-6. 

Table 7-6 Economic Assessment of College Street facility – including foregone land value (opportunity cost) 


100% 4.30 $3,161,000 0.2 

80% 3.44 $2,338,000 0.3 

50% 2.15 $1,104,000 0.4 


The analysis identifies that the project breaks even within 10 years, if an 81% utilisation is achieved 

and the foregone land value is excluded. These results confirm the economic viability of the Park & 

Ride facility on College Street, if a utilisation greater than 80% can be achieved. 

Table 7-7 Cost Benefit Analysis Summary – College Street 

Pinnaroo Street 80% utilisation 

Parking Spaces 

Opinion of 

Probable Cost 



BCR NPV Repayment period 

70 $650,000 0.98 -$18,000 10 

7.4.2 Molonglo (Cotter Road) 

The Cotter Road site provides 80 Park & Ride spaces. The results of the economic analysis for 100%, 

80% and 50% utilisation are shown in Table 7-8, with more details provided in Appendix C. 

Our opinion of probable construction costs is $525,000. 

68


Table 7-8 Economic Assessment of Cotter Road facility – excluding foregone land value (opportunity cost) 


100% 1.73 $568,000 5 

80% 1.39 $300,000 6 

50% 0.87 -$103,000 12 


Table 7-8 shows that even excluding the foregone benefit (opportunity cost saving) of the land utilised 

for parking in other areas of Canberra, a BCR of 1.39 and positive NPV can be achieved with a 

utilisation of 80%. If the foregone land value (opportunity cost saving) is considered then the BCR 

increases to 3.1 for a utilisation of 50% and the BCR increases to between 4.9 and 6.1, for utilisation 

over 80% as shown in Table 7-9. 

Table 7-9 Economic Assessment of Cotter Road facility – including foregone land value (opportunity cost) 


100% 6.09 $3,932,000 0.3 

80% 4.87 $2,992,000 0.4 

50% 3.05 $1,581,000 0.6 


The analysis identifies that the project breaks even within 6 years, if an 80% utilisation is achieved and 

the foregone land value is excluded. These results confirm the economic viability of the park and ride 

facility on the Cotter Road, if a utilisation greater than approximately 60% can be achieved. 

Table 7-10 Cost Benefit Analysis Summary – Cotter Road 

Cotter Road 80% utilisation 

Parking Spaces 

Opinion of 

Probable Cost 



BCR NPV Repayment period 

80 $525,000 1.39 $300,000 6 

7.5 Business Case Conclusion 

A benefit cost analysis has been undertaken for each of the proposed sites. The assessment shows 

that the Park & Ride facilities requiring the construction of new parking spaces are economically 

worthwhile for the following reasons: 

College Street – Park & Ride facility 




o achieve a NPV of -$18,000 


69


However, if the foregone land value (opportunity cost saving) associated with reduced parking spaces 

in the City and Town Centres is included, then these statistics are further improved 


o achieve a NPV of $2,338,000 

o pay for itself in less than a year 

An average utilisation of more than 80% is required in order to achieve BCR greater than 1 and 


These results indicate the economic viability of the Park & Ride facility on College Street, if a utilisation 

greater than 80% can be achieved. 

Cotter Road – Park & Ride facility 



o achieve a BCR of greater than 1.39 

o achieve a NPV of greater than $300,000 


Note: if the foregone land value (opportunity cost saving) associated with reduced parking spaces 

in the City and Town Centres, then these statistics are further improved 

� An average utilisation of more than 60% (approx.) will ensure a BCR greater than 1 and 

positive NPV over a 15 year period (excluding foregone land value).


Appendix A 

Concept Designs


Appendix A Concept Designs 

College Street – Pinaroo Street Option 



A-1


Cotter Road – Kirpatrick Street on-street parking 



A-2


Kippax Centre – Moyes Crescent Option 1B 



A-3


Appendix B 

Opinion of Probable 

Costs


Description Unit Rate/Value Cotter Road College Street - UC Kippax 



(Option 2) 

QTY Cost QTY Cost QTY Cost 

Line marking Each $ 1,000.00 2 $ 2,000.00 2 $ 2,000.00 2 $ 2,000.00 

Signage Each $ 1,000.00 5 $ 5,000.00 5 $ 5,000.00 5 $ 5,000.00 

Paving m2 $ 100.00 1280 $ 128,000.00 1036 $ 103,600.00 

KG/OCI m $ 60.00 205 $ 12,300.00 268 $ 16,080.00 

Parking Islands m2 $ 100.00 

$ - 15 $ 1,500.00 

SSD m $ 50.00 205 $ 10,250.00 180 $ 9,000.00 

$ - 

$ - 

$ - 

$ - 

New TGSI m $ 50.00 60 $ 3,000.00 30 $ 1,500.00 30 $ 1,500.00 

Earthworks 

General earthworks m3 $ 6.00 384 $ 2,304.00 310.8 $ 1,864.80 

Disposal of spoil material off-site m3 $ 20.00 384 $ 7,680.00 310.8 $ 6,216.00 

$ - 

$ - 

Footpath m2 $ 60.00 400 $ 24,000.00 54 $ 3,240.00 102 $ 6,120.00 

Street Furniture 

Pram Ramp Each $ 500.00 3 $ 1,500.00 4 $ 2,000.00 4 $ 2,000.00 

Street lighting Each/40m $ 6,000.00 13 $ 78,000.00 16 $ 96,000.00 11 $ 66,000.00 

Retaining wall m $ 1,500.00 

Wheel stops Each $ 250.00 

WSUD Ponds m2 $ 80.00 

$ - 

$ - 

$ - 

$ - 

$ - 690 $ 55,200.00 

$ - 

$ - 

$ -


Recut swale m $ 100.00 40 $ 4,000.00 

Street Furniture Relocation/Removal 

Fence Relocation m $ 100.00 

Light columns Each $ 6,000.00 

Median crossing m 2 $ 500.00 

Power pole Each $ 15,000.00 

Trim Shrubs Each $ 500.00 

Trees Each $ 500.00 

Protection of telecomm cable m $ 80.00 

Bollards Each $ 100.00 

Stormwater Drain Relocation/Adjustment Each $ 5,000.00 

Service Cover Relocation/Adjustment Each $ 1,500.00 

Telstra Pit Relocation/Adjustment Each $ 5,000.00 

Water main cover allowance m $ 300.00 

Water main reconnection Each $ 5,000.00 

TTM's Each $ 5,000.00 

Preliminaries (10%) 

SUBTOTAL $ 467,670.00 

SUBTOTAL $ 1,200,215.28 



$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 190 $ 15,200.00 

$ - 

$ - 

$ - 1 $ 5,000.00 

$ - 

$ - 

$ - 1 $ 5,000.00 

$ - 40 $ 12,000.00 

$ - 1 $ 5,000.00 

$ - 

$ - 

$ 278,034.00 

$ 27,803.40 

$ 305,837.40 

$ 345,400.80 

$ 34,540.08 

$ 379,940.88 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ - 

$ 82,620.00 

$ 8,262.00 

$ 90,882.00 

PM FEES (5%) $ 60,010.76 

$ 15,291.87 

$ 18,997.04 

$ 4,544.10 

CONSULTANT FEES (10%) $ 120,021.53 

$ 30,583.74 

$ 37,994.09 

$ 9,088.20 

CONTINGENCY (40%) $ 480,086.11 

$ 122,334.96 

$ 151,976.35 

$ 36,352.80 

GST (10%) $ 120,021.53 

$ 30,583.74 

$ 37,994.09 

$ 9,088.20 

TOTAL $ 1,981,000.00 $ 505,000.00 $ 627,000.00 $ 150,000.00 

Rounded $525,000 $650,000 $150,000 

Grand Total 

$1,325,000


Appendix C 

Cost Benefit Analysis


College Street Park & Ride site (UC) Pinnaroo St Option 




Benefit Cost Analysis - 100% utilised 70 replaced spaces 

5% Maintenance 7% Discount rate $45,000 Average car park cost 

Costs Benefits 

Cumulative Cumulative 

Capital 

Cumulative Opportunity 

Health Benefit Total incl 

Year Cost Maintenance Cost Total Cost Saving Travel Costs Crash Costs Benefit Total land 

1 $650,000 $32,500 $682,500 $3,150,000 $124,700 $4,100 $0 $128,800 $3,278,800 

2 $32,500 $715,000 $124,700 $4,100 $0 $257,600 $3,407,600 

3 $32,500 $747,500 $124,700 $4,100 $0 $386,400 $3,536,400 

4 $32,500 $780,000 $124,700 $4,100 $0 $515,200 $3,665,200 

5 $32,500 $812,500 $124,700 $4,100 $0 $644,000 $3,794,000 

6 $32,500 $845,000 $124,700 $4,100 $0 $772,800 $3,922,800 

7 $32,500 $877,500 $124,700 $4,100 $0 $901,600 $4,051,600 

8 $32,500 $910,000 $124,700 $4,100 $0 $1,030,400 $4,180,400 

9 $32,500 $942,500 $124,700 $4,100 $0 $1,159,200 $4,309,200 

10 $32,500 $975,000 $124,700 $4,100 $0 $1,288,000 $4,438,000 

11 $32,500 $1,007,500 $124,700 $4,100 $0 $1,416,800 $4,566,800 

12 $32,500 $1,040,000 $124,700 $4,100 $0 $1,545,600 $4,695,600 

13 $32,500 $1,072,500 $124,700 $4,100 $0 $1,674,400 $4,824,400 

14 $32,500 $1,105,000 $124,700 $4,100 $0 $1,803,200 $4,953,200 

15 $32,500 $1,137,500 $124,700 $4,100 $0 $1,932,000 $5,082,000 

NPV $619,048 $337,339 $2,943,925 $1,135,757 $37,342 $0 

Notes: Opportunity Cost Saving = Foregone Land Value of parking spaces in city / town centres 

100% utilsation = replacement of 80 parking spaces in city / town centres 

Total Cost 

$956,387 

Total Benefits (excluding land) $1,173,099 Payback in 7 years 

Total Benefits (including land) $4,117,025 (excl foregone land value) 

BCR (excl land) 1.23 

BCR (incl land) 4.30 

NPV (excluding foregone land) $217,000 

NPV (including foregone land) $3,161,000 





5% Maintenance 7% 

Discount 

rate 




Cumulative 

Benefit 

Total 

Cumulative 

Total incl 

land 

Cumulative Opportunity Travel 

Health 

Year Capital Cost Maintenance Cost Total Cost Saving Costs Crash Costs Benefit 

1 $650,000 $32,500 $682,500 $2,520,000 $99,800 $3,300 $0 $103,100 $2,623,100 

2 $32,500 $715,000 $99,800 $3,300 $0 $206,200 $2,726,200 

3 $32,500 $747,500 $99,800 $3,300 $0 $309,300 $2,829,300 

4 $32,500 $780,000 $99,800 $3,300 $0 $412,400 $2,932,400 

5 $32,500 $812,500 $99,800 $3,300 $0 $515,500 $3,035,500 

6 $32,500 $845,000 $99,800 $3,300 $0 $618,600 $3,138,600 

7 $32,500 $877,500 $99,800 $3,300 $0 $721,700 $3,241,700 

8 $32,500 $910,000 $99,800 $3,300 $0 $824,800 $3,344,800 

9 $32,500 $942,500 $99,800 $3,300 $0 $927,900 $3,447,900 

10 $32,500 $975,000 $99,800 $3,300 $0 $1,031,000 $3,551,000 

11 $32,500 $1,007,500 $99,800 $3,300 $0 $1,134,100 $3,654,100 

12 $32,500 $1,040,000 $99,800 $3,300 $0 $1,237,200 $3,757,200 

13 $32,500 $1,072,500 $99,800 $3,300 $0 $1,340,300 $3,860,300 

14 $32,500 $1,105,000 $99,800 $3,300 $0 $1,443,400 $3,963,400 

15 $32,500 $1,137,500 $99,800 $3,300 $0 $1,546,500 $4,066,500 

NPV $619,048 $337,339 $2,355,140 $908,970 $30,056 $0 



Total Cost $956,387 

Total Benefits (excluding land) $939,026 Payback in 10 years 

Total Benefits (including land) 

BCR (excluding 

$3,294,166 (excl foregone land value) 

land) 0.98 

BCR (including land) 3.44 

NPV (excluding foregone land) 

-$18,000 

NPV (including foregone land) $2,338,000



5% Maintenance 7% 

Discount 

rate 




Cumulative 

Benefit 

Total 

Cumulative 

Total incl 

land 


Health 

Year Capital Cost Maintenance Cost Total Cost Saving Costs Crash Costs Benefit 

1 $650,000 $32,500 $682,500 $1,575,000 $62,400 $2,100 $0 $64,500 $1,639,500 

2 $32,500 $715,000 $62,400 $2,100 $0 $129,000 $1,704,000 

3 $32,500 $747,500 $62,400 $2,100 $0 $193,500 $1,768,500 

4 $32,500 $780,000 $62,400 $2,100 $0 $258,000 $1,833,000 

5 $32,500 $812,500 $62,400 $2,100 $0 $322,500 $1,897,500 

6 $32,500 $845,000 $62,400 $2,100 $0 $387,000 $1,962,000 

7 $32,500 $877,500 $62,400 $2,100 $0 $451,500 $2,026,500 

8 $32,500 $910,000 $62,400 $2,100 $0 $516,000 $2,091,000 

9 $32,500 $942,500 $62,400 $2,100 $0 $580,500 $2,155,500 

10 $32,500 $975,000 $62,400 $2,100 $0 $645,000 $2,220,000 

11 $32,500 $1,007,500 $62,400 $2,100 $0 $709,500 $2,284,500 

12 $32,500 $1,040,000 $62,400 $2,100 $0 $774,000 $2,349,000 

13 $32,500 $1,072,500 $62,400 $2,100 $0 $838,500 $2,413,500 

14 $32,500 $1,105,000 $62,400 $2,100 $0 $903,000 $2,478,000 

15 $32,500 $1,137,500 $62,400 $2,100 $0 $967,500 $2,542,500 

NPV $619,048 $337,339 $1,471,963 $568,334 $19,127 $0 




Total Benefits (excluding land) $587,460 Payback in >>15 years 


BCR (excluding 

$2,059,423 (excl foregone land value) 

land) 0.61 


NPV (excluding foregone land) 

-$369,000 



Molonglo (Cotter Road) 




replaced 

spaces 

5% 

7% 

Discount 

rate 


Benefit Cost Analysis - 100% utilised 80 



$45,000 Average car park cost 

Cumulative 

Benefit 

Total 

Cumulative 

Total incl 

land 

Capital 


Health 

Year Cost Maintenance Cost Total Cost Saving Costs Crash Costs Benefit 

1 $525,000 $26,250 $551,250 $3,600,000 $142,500 $4,600 $0 $147,100 $3,747,100 

2 $26,250 $577,500 $142,500 $4,600 $0 $294,200 $3,894,200 

3 $26,250 $603,750 $142,500 $4,600 $0 $441,300 $4,041,300 

4 $26,250 $630,000 $142,500 $4,600 $0 $588,400 $4,188,400 

5 $26,250 $656,250 $142,500 $4,600 $0 $735,500 $4,335,500 

6 $26,250 $682,500 $142,500 $4,600 $0 $882,600 $4,482,600 

7 $26,250 $708,750 $142,500 $4,600 $0 $1,029,700 $4,629,700 

8 $26,250 $735,000 $142,500 $4,600 $0 $1,176,800 $4,776,800 

9 $26,250 $761,250 $142,500 $4,600 $0 $1,323,900 $4,923,900 

10 $26,250 $787,500 $142,500 $4,600 $0 $1,471,000 $5,071,000 

11 $26,250 $813,750 $142,500 $4,600 $0 $1,618,100 $5,218,100 

12 $26,250 $840,000 $142,500 $4,600 $0 $1,765,200 $5,365,200 

13 $26,250 $866,250 $142,500 $4,600 $0 $1,912,300 $5,512,300 

14 $26,250 $892,500 $142,500 $4,600 $0 $2,059,400 $5,659,400 

15 $26,250 $918,750 $142,500 $4,600 $0 $2,206,500 $5,806,500 

NPV $500,000 $272,466 $3,364,486 $1,297,878 $41,896 $0 




Total Benefits (excluding land) $1,339,774 Payback in 5 years 


$4,704,260 

(excluding foregone land value) 

BCR (excluding land) 1.73 





replaced 

spaces 

5% 7% 

Discount 

rate 





Cumulative 

Benefit 

Total 

Cumulative 

Total incl 

land 

Capital 


Health 


1 $525,000 $26,250 $551,250 $2,880,000 $114,000 $3,700 $0 $117,700 $2,997,700 

2 $26,250 $577,500 $114,000 $3,700 $0 $235,400 $3,115,400 

3 $26,250 $603,750 $114,000 $3,700 $0 $353,100 $3,233,100 

4 $26,250 $630,000 $114,000 $3,700 $0 $470,800 $3,350,800 

5 $26,250 $656,250 $114,000 $3,700 $0 $588,500 $3,468,500 

6 $26,250 $682,500 $114,000 $3,700 $0 $706,200 $3,586,200 

7 $26,250 $708,750 $114,000 $3,700 $0 $823,900 $3,703,900 

8 $26,250 $735,000 $114,000 $3,700 $0 $941,600 $3,821,600 

9 $26,250 $761,250 $114,000 $3,700 $0 $1,059,300 $3,939,300 

10 $26,250 $787,500 $114,000 $3,700 $0 $1,177,000 $4,057,000 

11 $26,250 $813,750 $114,000 $3,700 $0 $1,294,700 $4,174,700 

12 $26,250 $840,000 $114,000 $3,700 $0 $1,412,400 $4,292,400 

13 $26,250 $866,250 $114,000 $3,700 $0 $1,530,100 $4,410,100 

14 $26,250 $892,500 $114,000 $3,700 $0 $1,647,800 $4,527,800 

15 $26,250 $918,750 $114,000 $3,700 $0 $1,765,500 $4,645,500 

NPV $500,000 $272,466 $2,691,589 $1,038,302 $33,699 $0 




Total Benefits (excluding land) 

$1,072,001 

Payback in 6 years 

Total Benefits (including land) $3,763,590 (excluding foregone land value) 




NPV (including foregone land) 

$2,992,000


replaced 

spaces 

5% 7% 

Discount 

rate 





Cumulative 

Benefit 

Total 

Cumulative 

Total incl 

land 

Capital 


Health 


1 $525,000 $26,250 $551,250 $1,800,000 $71,300 $2,300 $0 $73,600 $1,873,600 

2 $26,250 $577,500 $71,300 $2,300 $0 $147,200 $1,947,200 

3 $26,250 $603,750 $71,300 $2,300 $0 $220,800 $2,020,800 

4 $26,250 $630,000 $71,300 $2,300 $0 $294,400 $2,094,400 

5 $26,250 $656,250 $71,300 $2,300 $0 $368,000 $2,168,000 

6 $26,250 $682,500 $71,300 $2,300 $0 $441,600 $2,241,600 

7 $26,250 $708,750 $71,300 $2,300 $0 $515,200 $2,315,200 

8 $26,250 $735,000 $71,300 $2,300 $0 $588,800 $2,388,800 

9 $26,250 $761,250 $71,300 $2,300 $0 $662,400 $2,462,400 

10 $26,250 $787,500 $71,300 $2,300 $0 $736,000 $2,536,000 

11 $26,250 $813,750 $71,300 $2,300 $0 $809,600 $2,609,600 

12 $26,250 $840,000 $71,300 $2,300 $0 $883,200 $2,683,200 

13 $26,250 $866,250 $71,300 $2,300 $0 $956,800 $2,756,800 

14 $26,250 $892,500 $71,300 $2,300 $0 $1,030,400 $2,830,400 

15 $26,250 $918,750 $71,300 $2,300 $0 $1,104,000 $2,904,000 

NPV $500,000 $272,466 $1,682,243 $649,394 $20,948 $0 




Total Benefits (excluding land) 

$670,342 

Payback in 12 years 

Total Benefits (including land) $2,352,585 (excluding foregone land value) 



NPV (excluding foregone land) -$103,000 

NPV (including foregone land) 

$1,581,000

Park & Ride (Stage 2) - Feasibility Study + Concept Design

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