Page 1681 - Week 05 - Tuesday, 1 May 2012
Next page . . . . Previous page . . . . Speeches . . . . Contents . . . . Debates(HTML) . . . . PDF . . . . Video
It goes on further to say about Erindale Drive-Sternberg Crescent:
The double right turn proposal introduces a potential conflict point with the adjacent Erindale Drive north approach …
It goes on to say:
Modelling of the longer term potential signalisation of the Erindale Drive/Sternberg Crescent intersection indicated that the traffic signals would operate with minimal spare capacity for any future … growth, in addition to providing only a limited operation benefit under current traffic conditions. In addition, the limited available road reserve width in Sternberg Crescent east would present difficulties in providing the necessary lane configuration on approach to Erindale Drive.
We are going to put in a set of lights, for those that know it, at Bugden and Sternberg, but it does have limited capacity and may actually present difficulties. So I am not sure this is what we should be doing when the report then goes on to say that you need to do a report about the traffic movements out of Gowrie, Fadden and Macarthur before you go ahead.
When it looked at Sternberg-Bugden, it said:
The key limitations of the Stage 1 measures are that they only marginally improve the delay and queuing for the Sternberg Crescent east approach. The delay and queue lengths for Bugden Avenue approach would be adversely affected as they have priority under current conditions. Sternberg Crescent west approach queuing may extend to Erindale Drive during the PM peak.
Again, we are going to take the pressure off one part of the road but then apply it to another part of the road and potentially create a conflict further along the track. Again, I refer the government to the four recommendations that have been made.
In regard to the northern section of Ashley Drive, Ashley Drive-Sternberg Crescent, the report notes:
The key limitations of the Stage 1 measures are that they could only be constructed as part of the larger network changes as detailed below and illustrated in Appendix C.
Ashley Drive-McBryde, again, can only be implemented as part of a larger package which, of course, has not been funded. When we look at the central and southern sections, which is Ashley Drive and Isabella Drive, the report notes:
The key limitation is that the measures would only remain effective over the short‐term with the operational benefits primarily relating to the Ashley Drive south approach. It should be noted that should Isabella Drive experience growth in traffic volumes over the long‐term, the effectiveness of the metering would diminish …
Next page . . . . Previous page . . . . Speeches . . . . Contents . . . . Debates(HTML) . . . . PDF . . . . Video