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Chapter 30 - Economic Activities - Roads
30) ECONOMIC ACTIVITIES - ROADS
Key Points of ACT Argument
The ACT argues that the Commonwealth designed road network has inherent
problems that impose additional costs on the Territory.
National Capital Influences
The ACT requests a National Capital allowance of $4.7m per annum
comprising:
$0.9m for excessively wide roads built by the Commonwealth; and
$3.8m for the shorter lifespan, hence earlier rehabilitation and
maintenance of a significant portion of the road network, resulting from
the Commonwealth’s:
sub-standard design and poor supervision of road construction; and
poor heavy vehicle controls with respect to dimensions and mass,
resulting in the overloading of heavy commercial vehicles.
Arterial Roads - Urbanisation
The ACT requests the use of arterial road length data provided in this
submission.
Bridges and Major Culverts Component – Physical Environment
The ACT requests the removal of the physical environment factor from the
assessment of the bridge and major culvert component as:
the physical environment should already be accounted for in the design and
construction of bridges; and
extending the use of the roads physical environment factor to the bridges
assessment is inappropriate.
Scale Affected Expenditure
The diseconomies of small scale and input costs disabilities experienced by
the ACT should continue to be assessed.
Background
30.1. The Roads category includes expenditure associated with the upkeep of
State roads, highways and bridges and expenditure on road safety, regulation
and support of transport services.
30.2. More specifically, the Roads expenditure standard includes:
maintenance of roads undertaken by the State at its own expense;
ACT Main Submission to the 2004 Review 627
Chapter 30 - Economic Activities - Roads
payments to local authorities for the maintenance of State roads;
road resealing and rehabilitation;
planning and design of roads and bridges;
asset preservation, including line marking, pot-hole repair, maintenance of
plant and equipment, traffic signs, road surrounds and sealing of roads; and
road safety, vehicle registration and driver licensing, vehicle safety
inspections, size and load specification, and granting of franchises and
frequencies of operations.
30.3. In the 1999 Review, the Commission decided to include expenditure on
road rehabilitation (National Road Transport Commission category D) in this
category, though some States and the ABS consider it to be capital expenditure.
These expenditures are regarded by the Commission as costs necessary to
maintain the road network and continuing road services, since they are intended
to restore roads to their original standard.
30.4. The ACT’s position relative to the States, based on the structure adopted
in the 1999 Review is illustrated in the chart below. This shows the ACT being
assessed by the Commission as having negative needs in this category.
STANDARDISED, ACTUAL & AUSTRALIAN AVERAGE EXPENDITURE:
ROADS, 2000-01
450
400
350
300
250
$pc 200
Aust.
150
Avg.
100
50
0
NSW Vic Qld WA SA Tas ACT NT
Standardised Actual
Standardised expenditure is the amount that the Commission deems the ACT is required to spend if it
is to provide an average level of service.
Actual expenditure is the actual funding spent by the ACT on this category in 2000-01.
30.5. This chapter focuses on those components of the 1999 Review
methodology that the ACT wishes to raise with the Commission. In particular the
ACT is seeking that the Commission:
assess a National Capital allowance;
utilise the updated roads data;
ACT Main Submission to the 2004 Review 628
Chapter 30 - Economic Activities - Roads
remove the physical environment factor from the bridges and culverts
assessment; and
continue the assessment of scale affected expenditures.
30.6. A category structure is provided on the next page that illustrates the major
components of the current assessment, together with comments on how the ACT
is affected by the application of the different factors.
ROADS:
SUMMARY OF THE CGC 1999 REVIEW METHODOLOGY
Component factors assessed ACT position
Scale Affected Expenditure The ACT is assessed as having positive needs due
(wgt 2.95%) primarily to diseconomies of small scale.
Admin. Scale
Input Costs
Arterial Roads (wgt 62.82%) The ACT was assessed as having relatively shorter
Road use, length and environment arterial roads to maintain, along with a climate that did
Urbanisation not impact on road maintenance to a large degree,
Dispersion and this saw funding distributed away from the ACT.
Input costs
Bridges (wgt 6.5%) The ACT was assessed as being in a region where the
Bridges Maintenance environment imposed a low to medium cost on road
Physical Environment maintenance. The physical environment costs for road
Dispersion maintenance was also applied to the bridges
Input Costs component.
Local Roads (wgt 1.5%)
Road Safety (wgt 7.00%) The socio-demographic component was based on the
Socio-demographic component size of a States Aboriginal population, hence the ACT
Dispersion was assessed as having relatively smaller needs.
Input Costs
Other Transport (wgt 19%) This component assessed the extra costs in providing
Urbanisation – Traffic and maintaining a complex traffic control system. It
Dispersion was deemed that only Sydney and Melbourne had
Input costs these needs
Isolation (wgt 0.19%)
Land Rights (wgt 0.02%) This component was only assessed for the NT.
Native Title Administration
(wgt 0.02%)
SUMMARY:
The ACT has negative needs for this category, mainly due to the assessment of a relatively
smaller road system and the lower maintenance costs due to the physical environment.
ACT Main Submission to the 2004 Review 629
Chapter 30 - Economic Activities - Roads
Introduction
30.7. The ACT supports the Commission’s general framework for assessing
the Roads category. That said, the ACT considers that the assessment can be
improved to better reflect the actual circumstances of jurisdictions.
30.8. The ACT also contends that a national capital factor should be assessed
to reflect the additional costs imposed on the ACT because of the poor quality of
the road system built when the Commonwealth administered the Territory.
30.9. Suggested enhancements relate to the removal of the physical
environment factor from the bridges and major culverts component of the
assessment, and the utilisation of more accurate data underpinning the
urbanisation factor of the arterial roads component.
National Capital Influences
30.10. In the 1999 Review, the ACT argued for a national capital allowance
totalling $3.7m for problems associated with ACT roads built by the
Commonwealth prior to self government. The ACT suggested that the
Commonwealth designed the road network system befitting a national capital
rather than a system required by the community in a small but developing city.
30.11. The Territory also argued that many Commonwealth roads were poorly
designed and constructed in the earlier 1980’s and were poorly utilised for a
number of years due to the excesses of the Commonwealth. Evidence was also
provided showing the damage to the network due to the absence of legislation
covering weight restrictions.
30.12. Specifically, the Territory requested:
$3.0m per year for Commonwealth influences contributing to the accelerated
deterioration of the ACT road network; and
$0.6m per year for maintenance relating to the excess road width; and $0.1
million for other minor influences such as special kerb and gutter profiles and
other special road safety provisions.
30.13. The ACT’s claims were rejected on the grounds that the framework
introduced in the 1999 assessments for the Roads category accommodated the
bulk of the ACT’s claims. The Commission stated that the joint road use, length
and environment factor was already based on lane kilometres and thus would
take account of any extra length and extra lanes of road arising from past
Commonwealth policies.
30.14. The Commission also decided that “while the ACT‟s road surfaces may
not be ideal in relation to climate, there is no evidence that the overall quality of
ACT Main Submission to the 2004 Review 630
Chapter 30 - Economic Activities - Roads
ACT roads is below those of other jurisdictions because of Commonwealth
1
policies”.
30.15. The ACT acknowledges that the current methodology addresses the road
length issue raised by the Territory in the 1999 national capital allowance claim.
The ACT does not agree with the interpretation in relation to road widths and road
quality and believes it is the issue should be re-examined based on new data.
30.16. The ACT contends that the existing methodology fails to clearly articulate
what constitutes an average road width. This data is not readily available in the
Commission’s working papers, nor the Consultant’s report attached to the 1999
Review. Consequently the ACT is uncertain how the Territory’s extra width of
roads was accounted for the in the 1999 Review.
30.17. To further the ACT’s claims in this Review, the Territory has compiled
new evidence to demonstrate the additional costs it continues to face because of
the poor quality of the Commonwealth-built road system.
Excess road widths
30.18. The ACT accepts that the additional road length claimed in the 1999
Review is now accommodated in the Roads assessment. The Territory does not
agree that the excess road width has been correctly accounted for. As the
average road width used is unspecified, the ACT has calculated this to be 3.0m
based on the road widths identified in a consultant’s report commissioned by the
Grants Commission as part of the 1999 Review.
30.19. Using the width of Territory arterial roads, provided at Attachment A, the
ACT has determined an average road width to be 3.96m. This is 0.96 m or 32%
wider than the adopted average.
30.20. To develop the argument, the ACT adopted the 1999 Review total road
maintenance cost per lane-kilometre of $4,835 and road length for the Territory of
1,712 lane-kilometres, which resulted in additional costs of $0.9m per annum for
the Territory to maintain the excess road width inherited from the Commonwealth.
30.21. The formula underpinning the derivation of the additional cost calculation
is outlined below:
Additional cost faced by the ACT for wider than average roads =
road maintenance cost per lane-km/average lane width) *
excess width * (road length in lane-km/average lane width).
30.22. The ACT requests a National Capital allowance of $0.9m per annum
be assessed to reflect the increased costs faced by the ACT because of
the additional road width on arterial roads built by the Commonwealth.
30.23. A National Capital allowance, as opposed to weighting the ACT’s
road length as part of the joint factor, is considered more appropriate
1
Commonwealth Grants Commission, 1999 Review – Working Papers Volume 5, page 102.
ACT Main Submission to the 2004 Review 631
Chapter 30 - Economic Activities - Roads
given the fact that it is an historical policy choice of the Commonwealth
and should therefore be transparent as a National Capital allowance.
Commonwealth neglect of the ACT arterial road network
30.24. The total arterial road length for the ACT, in 2001-02, is
2
1,970 lane-kilometres. Over three-quarters of the ACT’s arterial roads were
built before or during the 1970s with approximately 90% of the Territory’s arterial
roads built before self-government, as illustrated in Table 30.1.
TABLE 30.1 – AGE PROFILE OF ACT ARTERIAL ROADS
Year of Construction Pavement Area Pavement Area
2
(000 m ) (%)
Pre 1970 9,022.7 45
1970 - 1979 6,183.3 31
1980 - 1989 2,905.5 14
1990 – 2000 1,966.5 10
Source: ACT Department of Urban Services/ARRB TR Pty Ltd (2001)
30.25. As stated in the 1999 Review, the ACT still contends that prior to self
government, the Commonwealth deliberately ran down the ongoing road
maintenance program and constructed new roads at sub-standard levels. A
more recent study conducted in 2001 by Australian Road Research Board
Transport Research (ARRB TR) confirmed that almost a third of the ACT’s roads
3
were in poor to unsatisfactory or very poor condition.
30.26. The vast majority of ACT roads in poor condition can be attributed to the
poor state of the roads built in the era of Commonwealth administration. Even if it
was assumed that 100% of ACT built roads since self-government (10% of total)
were in poor condition it would automatically follow that 20% of the total roads in a
poor condition were built by the Commonwealth.
30.27. The ARRB TR report provides additional evidence that affirms the
Territory’s position in the 1999 Review that identified that the Commonwealth
contributed to the poor state of the ACT road network through:
a lack of a strategy for planning, supervision and ongoing maintenance;
sub-standard design practices; and
poor levels of construction.
30.28. In addition, the Commonwealth’s lack of heavy vehicle controls inflicted
severe damage on the network over a prolonged period which is now requiring
2
Determined using Austroads Pavement Design guide – A Guide to the Structural Design of
Road Pavements, Table A.1, Definition of Road Classes, 1992.
3
ARRB TR conducted a sample survey for roughness, rutting and particularly deflection of
ACT roads in 2001.
ACT Main Submission to the 2004 Review 632
Chapter 30 - Economic Activities - Roads
immediate attention to redress the decline, and imposing additional cost on the
ACT relative to other jurisdictions.
30.29. The perceptions of the status, condition, and age of the ACT network are
of overprovision and built to a high standard. The ACT does not dispute the
former, but does take issue with the decision in the 1999 Review that it is
adequately accounted for in the assessment.
30.30. The ACT is incurring additional costs not of its own making and these
should be reviewed again as part of the 2004 review. Many of the ACT’s
arguments presented in the 1999 ACT submission are still relevant today in light
of the above mentioned report’s findings. These arguments, and others, are
presented below.
Inappropriate design and construction
Sub-surface design and construction
30.31. Road sub-surface formation is critical and accounts for approximately
three-quarters of road construction costs. It dictates the lifespan of roads and is
heavily dependent on the sub-surface work incorporating soil type, compaction
and depth of road base materials. Additionally, the design and construction of
road sub-surface should take into account the type and volume of traffic that will
utilise the road during its life cycle.
30.32. When constructed to the appropriate standards, roads are expected to
provide a continuing life of around 20 to 25 years before major rehabilitation or
reconstruction is required. This expected road life has applied to road
construction throughout Australia since the early 1960s with standards and
examples illustrated in the 1977 Shell Method, and the 1992 Austroads Pavement
Design Guide.
30.33. By the middle of the 1970s, the ACT would contend, as it did in the 1999
Review, that it was apparent to the Commonwealth authorities of the day that the
pavements of many of the roads constructed in the 1960s, and earlier years,
would require major asphaltic concrete overlays long before the end of their
design lives and in excess of normal maintenance measures.
30.34. To the ACT’s detriment, no such program was developed, let alone
implemented. The Commonwealth authorities did not respond to the growing
need.
Inadequate pavement design
30.35. In addition to sub-surface construction, the pavement area of roads should
undergo regular work to repair minor cracking and to maintain an even thickness
for the pavement surface. The standard regular maintenance cycle for arterial
roads is, according to the Austroads Surfacing Guidelines, between 8 and 15
4
years dependent on usage rates.
4
Austroads, 1986, Surfacing Guidelines.
ACT Main Submission to the 2004 Review 633
Chapter 30 - Economic Activities - Roads
30.36. The former National Capital Development Commission (NCDC) required
pavements to have asphaltic concrete surface thickness of between 50mm to
125mm, irrespective of design loading. These layers were applied to arterial
networks having to accommodate a high percentage of heavy vehicles.
30.37. The applied thickness of the pavements was inappropriate. The network
in many places suffered accelerated surface deterioration characterised by
pavements typically showing rutting in the wheel paths and cracking of the
asphaltic concrete.
30.38. Increasing the thickness of asphalt surfacing is often not possible
because of the existing height of kerbs and guttering. Consequently,
maintenance is largely confined to more frequent repatching of affected roads.
30.39. This has placed the ACT in the unenviable position of having to implement
intensive maintenance programs, over and above the normal maintenance
requirements, in an attempt to achieve the standard road life.
Lack of heavy vehicle controls
30.40. The ACT again contends that the Commonwealth was deficient in
providing a system of control on the dimension and mass of vehicles driving on
ACT roads before self-government. This has resulted in a number of pavements
experiencing, and being susceptible to early distress, requiring expensive road
maintenance and rehabilitation.
30.41. The ACT passed the „Dimension and Mass Act‟ 1990 to reduce further
truck overloading problems in the ACT. Prior to this date every State in Australia
had a Dimension and Mass Act with the exception of the ACT, indicating that all
Governments realised that heavy vehicles deteriorate road pavement at a faster
rate than general traffic.
30.42. Examples of pavement stress from excessive loads upon an already
inferior quality of construction road, have been found on the following arterial
roads; Adelaide Avenue, Northbourne Avenue, roads leading to Mugga Lane
Quarry, Hindmarsh Drive, Monaro Highway, Yamba Drive and Ginninderra Drive.
The ARRB report concluded that:
“… it became apparent that the lack of load limits in the ACT
was being exploited by carriers of timber and quarry materials.
Such vehicles have caused loadings on the pavements which
are significantly higher than those allowed for the pavement
5
thickness design methods used”.
30.43. Heavy vehicle overloading caused excessive ruts at major intersections
along Northbourne Avenue in the 1980s and early 1990s. The ACT attempted to
alleviate these problems with a program of heavy concrete patchings being used
with improved material mix characteristics. This has been somewhat successful
5
See note 3.
ACT Main Submission to the 2004 Review 634
Chapter 30 - Economic Activities - Roads
but continues to require increased maintenance compared to a properly
constructed and load limited road.
Scope of the problem faced by the ACT
30.44. As a consequence of the design, construction, and maintenance issues,
the ACT arterial road network is not reaching the standard design life. The
average lifespan of ACT arterial roads, built by the Commonwealth, is about 15-
18 years. Arterial roads constructed in the 1960s and 1970s are generally the
roads experiencing problems.
30.45. The average maintenance requirements for an arterial road network are
between 4 - 5% of the network per annum. The ACT commissioned the
ARRB TR to undertake a sample survey of the ACT’s road network to assess the
extent of roughness, rutting and deflection. The results of the survey are shown
in Table 30.2, with 31% of roads being rated poor to unsatisfactory and requiring
maintenance.
30.46. The unusually high maintenance requirement of 31% results from
inadequate design and construction of the road network prior to self-government.
TABLE 30.2 – TERRITORIAL ROADS CONDITION RATING
Rating ACT Roads
% in category
Excellent 6
Good 32
Satisfactory / Fair 31
Poor 24
Unsatisfactory/ Very Poor 7
Source: ACT Department of Urban Services/ARRB TR Pty Ltd (2001)
30.47. The ACT noted in submissions to the 1999 Review, that many of the
problems that the ACT faces were initially brought to light in a report,
Investigations Into Existing Road Pavements and Subgrades in the ACT,
6
prepared for the NCDC by ARRB in 1981.
30.48. An extract from this report demonstrates the problems faced by the ACT
on many Commonwealth built roads:
“An investigation was undertaken into the causes of premature
distress in the arterial road pavements in Canberra. They
consist of 40 to 50 mm bituminous concrete over a crushed or
natural gravel base, some have a low quality natural gravel
base, and were designed for a 20 year life but were extensively
distressed (cracking and rutting) after 10 years and have a good
riding quality (low roughness). The causes of distress appeared
6
Martin and Teo and Ryan, 1981, Investigations Into Existing Road Pavements and
Subgrades in the ACT, Australian Roads Research Board, Canberra.
ACT Main Submission to the 2004 Review 635
Chapter 30 - Economic Activities - Roads
to be : wetter basecourse material than assumed in design;
lower subgrade CBR than assumed in design; insufficient
subgrade cover; and out of specification crushed rock
7
basecourse”.
30.49. This report was commissioned by the NCDC and indicates that the
Commonwealth identified the problems associated with the ACT’s road network.
However, the necessary corrective action was not undertaken either at the time or
before responsibility for the ACT road network was handed to a self-governing
Territory.
30.50. The poor design, construction, maintenance and supervision by the
Commonwealth has forced the ACT into early and expensive road rehabilitation
programs above the normal rehabilitation program. Table 30.3 details a number
of the major programs undertaken.
7
Op Cit.
ACT Main Submission to the 2004 Review 636
Chapter 30 - Economic Activities - Roads
TABLE 30.3 – ARTERIAL ROADS WITH COMMONWEALTH ISSUES
Road Problem Cost of repairs/ maintenance
($ ‘000’s) Period
Monaro Highway Inadequate pavement 724 1994-95
thickness and Sub-soil 2,411 1995-96
drainage
123 1997-98
2,800 1999-00
99 2000-01
2,548 Forward Estimate
Northbourne Avenue Sub-grade construction 850 1998-99
problems 1,500 1999-00
278 2000-01
2,500 2002-03
1,900 2003-04
Commonwealth Sub-grade construction 2,700 Forward Estimate
Avenue problems
Adelaide Avenue 2,641 1995-96
85 1997-98
Athllon Drive Inadequate pavement 487 1994-95
thickness and Sub-soil 491 1996-97
drainage
48 1997-98
84 2000-01
2,650 2001-02
William Hovell Drive 25 1998-99
Drakeford Drive 389 1997-98
Parks Way 800 1995-96
Ginninderra Drive 655 1995-96
Additional Cost of Repairs $26,788,000
Source: Department of Urban Services.
Note: Actual expenditures from Annual Reports from 1994/95 to 2000/01 only.
30.51. The additional costs faced by the ACT are estimated to be
$3.8m per annum. This has been calculated by summing past and expected
additional rehabilitation expenditure on selected Commonwealth roads, as shown
in Table 30.3, and annualising the expenditure over the number of years that
these roads have required above usual maintenance to reach their design life
($26.7m divided by 7 years = $3.8m per annum).
30.52. The ACT considers that it is appropriate under Clause 2 of the Terms of
Reference, to assess a national capital allowance for the shorter life-span of the
Territories road network inherited from the Commonwealth and the consequent
ACT Main Submission to the 2004 Review 637
Chapter 30 - Economic Activities - Roads
rehabilitation and maintenance work required to achieve the standard design life
from these roads.
30.53. The ACT requests a National Capital allowance of $3.8m be
assessed to reflect the increased costs faced by the ACT because of the
Commonwealth’s inadequate design, construction and maintenance of the
ACT road network prior to self-government.
Arterial Roads - Urbanisation
30.54. The Roads category assessment contained an urbanisation factor in the
1999 Review because the Commission believed that urbanisation effects, other
than the volume of traffic, increased annual maintenance costs of highly
8
trafficked urban arterial roads. Further, the Commission applied the additional
maintenance costs to those roads that had traffic levels greater than 40,000
Annual Average Daily Traffic (AADT).
30.55. The ACT advised that the Territory had 105 lane-kilometres with an AADT
in excess of 40,000, including the Tuggeranong Parkway. The Tuggeranong
Parkway was not assessed in the 1999 Review, and the ACT was instead
allocated 73 lane-kilometres.
30.56. The average daily use of ACT roads has increased since the 1999 Review
and additional roads are in the higher AADT categories. This reflects the higher
dependence of the Canberra population on road transport and the need for
populations in the outer suburbs to journey into the city and town centres for
employment, shopping and recreational purposes.
30.57. The latest AADT data illustrates the point that the ACT has roads with a
total of length of 142.5 lane-kilometres with an AADT in excess of 40,000. This
revised total includes not only the Tuggeranong Parkway but also Belconnen
Way, two major arterial roads in the Canberra network. Details of ACT roads by
AADT are included at Attachment B.
30.58. The ACT requests the use of revised ACT AADT data in the
urbanisation assessment.
Bridges and Major Culverts Component
30.59. In the 1999 Review the Commission assessed a bridges and major
culverts component, with the following four sub-components:
bridges maintenance;
physical environment;
8
Commonwealth Grants Commission, Report on General Revenue Grant Relativities 1999
Review, Working Papers Volume 5, page 101.
ACT Main Submission to the 2004 Review 638
Chapter 30 - Economic Activities - Roads
dispersion; and
input costs.
30.60. In general, the ACT supports the bridges and major culverts component,
with the one notable exception, the physical environment factor.
Physical environment factor
30.61. In the 1999 Review the Commission determined that the physical
environment affects maintenance of bridges and major culverts on arterial roads.
No information existed at the time concerning the actual effect of the environment
on bridge maintenance. As a consequence, the physical environment factor
applicable to arterial roads was extended to the bridge maintenance expenditure
component.
30.62. The arterial roads physical environment factor is based on the effects of
average rainfall, temperature, soil type and relief. The Commonwealth Bureau of
Resource Sciences advised the Commission on the allocation of areas of
Australia into five road maintenance cost regions. From this allocation average
road maintenance costs attributable to the environment in each region were
subsequently determined.
30.63. The ACT agrees with the Commission’s approach. The physical
environment does impact on the cost of maintaining roads. However, the ACT
does not support the extension of the road maintenance factor to the bridge and
major culvert component, on the basis of advice from the ACT Department of
Urban Services road engineers, that the physical environment should already be
reflected in the design and construction phase of bridges and culverts.
30.64. The Austroads Bridge Design Code (1992) is issued for use by road
authorities and their consultants for the design of conventional road and
pedestrian bridges up to approximately a 100m span. Volume One of the Code -
Aim of Design, identifies that subject to constraints such as economic, physical
and aesthetic constraints, the structure being designed should be fit for use
9
during its design life. At a general level physical factors are identified as a
determinant of bridge design.
30.65. Further, the design code specifically addresses some of the physical
environment factors, which should be considered in the design of bridges.
Section 1.1.8 states that:
“The serviceability limit states to be considered include:
(a) permanent deformation of foundation material or a major
load carrying element, of sufficient magnitude that the
structure is unfit for use, or such that the public would
become concerned as to the safety of the structure;
9
Austroads, 1992, Austroads Bridge Design, Section 1.1.2.
ACT Main Submission to the 2004 Review 639
Chapter 30 - Economic Activities - Roads
(b) permanent damage due to corrosion, cracking or fatigue
which significantly reduces structural strength or useful
service life;
(c) vibration leading to structural damage or public concern;
(d) flooding of the road network and surrounding land and
scour damage to the channel bed, banks and road
10
embankments”.
30.66. In accordance with the Bridge Design Code, States should account for
rainfall, temperature and soil types during the project design and construction
stage. Once bridges are built, these factors are not critical for the determination
of maintenance costs.
30.67. The ACT recognises that in some parts of Australia such as the northern
part of Western Australia, the soil types can be highly reactive or sensitive.
These soil types, even when accounted for in the design and construction phase,
may impact on maintenance costs.
30.68. In situations such as northern parts of Western Australia, or other special
situations demonstrated by States, a compensatory factor could be applied. In all
other instances bridge and culvert maintenance should be independent of these
external factors.
30.69. The non-adherence to bridge design codes by States can be seen as a
policy choice on the part of those States. That policy choice could take the form
of disregard for the design code or the lack of supervision of the contractors who
design and/or build bridges on behalf of the State.
30.70. As a consequence the ACT contends that the bridges and major culverts
component would be improved by the removal of the physical environment factor.
30.71. The ACT requests removal of the physical environment factor from
the bridge and major culvert component of the Roads category, as the
physical environment should be accounted for in the design and
construction phase of the project.
Scale Affected Expenditure
30.72. The ACT continues to face higher per capita costs associated with the
administration of roads relative to the majority of States. These costs can be
summarised as relating to two scale effects:
diseconomies of small scale – the need to provide the full range of head
office/administrative services related to management and administrative
provision, with the cost being borne by a relatively small population; and
10
Op Cit.
ACT Main Submission to the 2004 Review 640
Chapter 30 - Economic Activities - Roads
input costs – the above standard wages and salary costs faced by the ACT in
providing head office and administrative services.
30.73. Examples of the administrative functions carried out in the Roads category
include:
policy development in terms of changes to State design codes;
contract negotiations;
liaison with various federal and other state departments; and
financial reporting to ACT Treasury on expenditure;
30.74. The ACT has provided more detail on the necessity for scale affected
costs to be assessed which can be found in Chapter 7 - Administrative Scale
and Chapter 8 - Input Costs.
30.75. The ACT requests a continuation of the assessment of
administrative scale and input cost disabilities for the Roads category.
ACT Main Submission to the 2004 Review 641
Chapter 30 - Economic Activities - Roads
ATTACHMENT A
ACT ARTERIAL ROADS, LANE WIDTHS AND LENGTHS
Lane Width
Minimum Maximum Average Road Length
(m) (m) (m) (m)
Austroads Class 2
Kings Hwy 3.10 3.60 3.35 7,610
Majura Rd 6.10 7.60 7.14 11,000
Monaro Hwy 3.20 6.20 4.04 35,651
Sub-Total - Class 2 3.10 7.60 4.18 54,261
Austroads Class 3
Boboyan Rd 2.10 2.10 2.10 19,600
Brindabella Rd 2.50 3.70 3.05 16,550
Burra Rd 2.80 2.80 2.80 200
Cooma Rd 2.80 2.80 2.80 170
Corin Rd 3.00 3.50 3.08 22,190
Cotter Rd 2.80 4.30 3.10 10,440
Fairlight Rd 3.00 3.00 3.00 4,430
Garryowen Dr 2.50 2.80 2.60 1,690
Kambah Pool Rd 3.50 3.60 3.58 4,635
Lanyon Dr 3.30 4.00 3.65 1,590
Mt Majura Rd 2.50 2.50 2.50 2,910
Mugga L 3.00 3.80 3.43 7,320
Naas Rd 3.00 3.50 3.13 10,711
Paddys River Rd 3.00 3.50 3.37 16,183
Point Hut Rd 3.50 4.10 3.82 4,920
Rusty Robertson Pl 2.50 2.50 2.50 200
Sutton Rd 3.50 3.50 3.50 8,740
Tharwa Dr 3.60 3.60 3.60 4,720
Tidbinbilla Nature Reserve 2.90 3.40 3.38 12,100
Tidbinbilla Rd 3.00 3.60 3.24 17,120
Uriarra Rd 3.50 3.50 3.50 20,143
Wallaroo Rd 3.40 3.40 3.40 2,125
Sub-Total - Class 3 2.10 4.30 3.22 188,687
ACT Main Submission to the 2004 Review 642
Chapter 30 - Economic Activities - Roads
Lane Width
Minimum Maximum Average Road Length
(m) (m) (m) (m)
Austroads Class 6
Adelaide Av 3.70 4.00 3.82 2,550
Ashley Dr 3.70 5.00 4.15 3,500
Athllon Dr 3.40 5.50 3.73 10,860
Ballumbir St 2.90 3.50 3.26 795
Barry Dr 3.00 4.50 3.54 3,240
Belconnen Way 3.30 4.30 3.66 7,875
Bowen Dr 3.30 4.00 3.69 1,260
Canberra Av 3.10 6.00 3.90 8,595
Commonwealth Av 3.00 5.20 3.73 2,370
Cooyong St 3.00 4.00 3.38 350
Coranderrk St 3.50 6.40 4.07 1,480
Cotter Rd 2.60 4.60 3.42 6,065
Dairy Rd 4.00 4.00 4.00 3,025
Drakeford Dr 3.50 4.40 3.83 8,995
Erindale Dr 3.20 4.90 3.84 12,240
Ginninderra Dr 3.50 4.10 3.70 10,850
Glenloch Interchange 4.00 4.00 4.00 3,477
Hindmarsh Dr 2.80 4.20 3.78 40
Ipswich St 3.50 3.50 3.50 1,070
Isabella Dr 3.40 4.20 3.81 6,700
Jerrabomberra Av 3.20 3.70 3.52 2,610
Kings Av 3.00 5.40 4.02 1,965
Kingsford Smith Dr 2.80 5.50 3.58 7,270
Kuringa Dr 3.20 3.40 3.35 3,180
Limestone Av 4.00 4.60 4.28 2,600
Macarthur Av 3.40 6.50 4.35 1,550
Morshead Dr 3.50 3.80 3.61 3,250
Mouat St 3.00 3.10 3.08 1,090
Newcastle St 3.30 5.10 3.85 2,935
Parkes Way 2.60 4.30 3.53 6,315
State Cir 3.50 3.50 3.50 3,106
ACT Main Submission to the 2004 Review 643
Chapter 30 - Economic Activities - Roads
Lane Width
Minimum Maximum Average Road Length
(m) (m) (m) (m)
Streeton Dr 3.20 6.10 4.36 4,190
Sturt Av 2.00 4.00 3.38 1,520
Tuggeranong Pwy 3.40 4.10 3.75 10,870
William Hovell Dr 3.40 4.10 3.97 8,000
William Slim Dr 3.40 3.70 3.53 3,400
Yamba Dr 3.30 4.80 4.23 6,205
Sub-Total - Class 6 2.00 6.50 3.77 166,023
Austroads Class 7
Aikman Dr 5.00 5.00 5.00 1,010
Ainslie Av 3.00 5.00 3.88 1,100
Anthony Rolfe Av 5.00 5.00 5.00 392
Antill St 3.20 5.80 4.26 4,870
Baldwin Dr 2.90 3.30 3.05 3,450
Bandjalong Cres 6.10 6.10 6.10 995
Bellenden St 3.40 3.50 3.48 1,680
Benjamin Way 3.40 6.70 5.60 1,270
Bindel St 3.20 3.30 3.25 390
Bindubi St 3.30 4.00 3.69 2,965
Brisbane Av 4.00 5.30 4.35 840
Caswell Dr 2.90 3.90 3.60 2,850
Chewings St 6.40 6.40 6.40 1,275
Chuculba Cres 4.90 4.90 4.90 2,400
Clarrie Hermes Dr 3.30 4.40 4.03 885
Clunies Ross St 3.60 4.20 3.95 1,430
College St 3.30 3.80 3.60 2,360
Constitution Av 2.70 4.40 3.23 3,420
Coppins Crossing Rd 3.20 3.60 3.37 5,645
Coronation Dr 3.40 3.80 3.57 150
Coulter Dr 3.10 6.00 4.10 5,545
Curran Dr 4.70 6.20 5.70 1,510
ACT Main Submission to the 2004 Review 644
Chapter 30 - Economic Activities - Roads
Lane Width
Minimum Maximum Average Road Length
(m) (m) (m) (m)
Drake Brockman Dr 5.80 6.20 6.02 2,500
Eastern Valley Way 3.00 3.50 3.29 1,240
Edinburgh Av 3.30 3.80 3.52 485
Ellenborough St 3.50 5.10 4.48 2,495
Emu Bank 3.00 6.30 4.63 1,400
Eucumbene Dr 5.00 5.00 5.00 2,120
Fairbairn Av 2.40 3.70 3.00 4,205
Grampians St 4.60 4.60 4.60 475
Gundaroo Dr 3.90 4.40 3.95 3,020
Gungahlin Dr 3.30 4.00 3.83 6,365
Haydon Dr 3.30 4.10 3.67 2,260
Hopetoun Cct 3.10 4.90 3.86 2,155
Horse Park Dr 4.20 4.20 4.20 1,080
Isabella Dr 4.00 4.00 4.00 100
Jim Pike Av 4.70 4.70 4.70 600
Johnson Dr 3.10 4.10 3.58 3,360
Joynton Smith Dr 3.00 3.60 3.37 1,630
Kent St 4.40 5.20 4.92 2,260
Kerrigan St 4.10 4.40 4.20 2,500
Knoke Av 4.70 4.70 4.70 2,527
Kosciuszko Av 3.80 4.80 4.55 2,820
Lady Denman Dr 3.60 6.80 3.81 6,230
Launceston St 2.70 4.60 3.46 2,395
Long Gully Rd 3.60 3.60 3.60 2,155
Luxton St 4.00 4.00 4.00 700
Majura Av 4.00 6.90 5.04 2,310
Maribyrnong Av 4.90 4.90 4.90 4,090
Melbourne Av 3.90 4.30 4.15 1,500
Melrose Dr 3.20 4.40 3.56 2,900
Mirrabei Dr 4.00 4.50 4.42 2,767
Moynihan St 6.00 7.00 6.50 1,160
Mugga Way 4.10 5.00 4.65 3,495
ACT Main Submission to the 2004 Review 645
Chapter 30 - Economic Activities - Roads
Lane Width
Minimum Maximum Average Road Length
(m) (m) (m) (m)
Namatjira Dr 3.50 6.10 4.67 4,600
Norse Rd 3.80 4.40 4.10 1,395
Nudurr Dr 4.50 4.50 4.50 625
Oaks Estate Rd 3.40 3.60 3.50 1,780
Owen Dixon Dr 4.70 4.90 4.83 3,000
Parkes Way 4.00 4.00 4.00 270
Phillip Av 4.10 6.00 4.92 2,775
Pialligo Av 2.40 4.70 3.52 8,180
Redfern St 4.00 5.80 5.03 1,975
Sandford St 3.50 8.50 5.20 1,675
Southern Cross Dr 3.30 6.10 3.75 5,210
Springvale Dr 6.10 6.10 6.10 2,500
Sulwood Dr 3.60 3.60 3.60 6,075
Taverner St 3.30 4.40 3.73 1,415
Tharwa Bridge 2.40 2.40 2.40 183
Tharwa Dr 3.50 4.00 3.82 3,335
Tillyard Dr 3.40 3.40 3.40 2,800
Wakefield Av 3.90 4.30 4.05 1,160
Wentworth Av 2.30 5.30 3.55 1,700
William Webb Dr 4.70 5.30 5.10 2,340
Woodcock Dr 2.60 5.00 3.67 3,300
Sub-Total - Class 7 2.40 6.30 4.13 178,024
TOTAL 3.96 586,995
Source: Department of Urban Services.
ACT Main Submission to the 2004 Review 646
Chapter 30 - Economic Activities - Roads
ATTACHMENT B
ANNUAL AVERAGE DAILY TRAFFIC
ACT Arterial roads with AADT >40,000 Length
(m)
Adelaide Av 14,359
Belconnen Way 37,665
Commonwealth Av 13,710
Northbourne Av 35,030
Tuggeranong Pwy 41,738
Total 142,502
Source: Department of Urban Services.
ACT Main Submission to the 2004 Review 647
Chapter 30 - Economic Activities - Roads
ACT Main Submission to the 2004 Review 648
