“No bike” signs have been put up on the northern entrances to Kama. This surprised me. There is no mention of policy change on the ACT Environment website or in the Molonglo River Reserve Plan. No explanation apart from these small signs.
A sunset ride on Stockdill Drive is one of the best things you can do. The road suddenly ends, which discourages traffic. Apart from a farm or two, nobody lives there. You will pass the Woodstock Nature Reserve and Shepherd Lookout along the way – a lot to see in just 3.4 km.
Exploring Canberra Nature Park is easy with a smartphone. An app will help you find your way. You may use different apps for walking and cycling and that’s not surprising at all. In the car, you are likely to use something different again. So, what do we use and recommend for the walkers and hikers among us?
Update: signs at the northern entrances of Kama, Molonglo River Reserve, prohibit cycling. This post will be corrected. Read more here.
Riding around LBG is ok, but can get busy. Riding the Molonglo valley on this gravel trail leaves the crowds behind.Molonglo River Reserve — Cycling Gravel
I have done this ride myself and can recommend it. If you do not want to do the whole ride, then try part of it. Enjoy the cycling!
In 2019 the Environment, Planning and Sustainable Development Directorate (Environment) released the Canberra Nature Park Draft Reserve Management Plan. The Murrumbidgee corridor, the Molonglo River Reserve, the Tidbinbilla Nature Reserve and the Namadgi National Park are not part of Canberra Nature Park. The Canberra Nature Park reserves are ideal for recreational cycling.
The ACT Government goals found in the ACT Climate Change Strategy 2019-25, the Molonglo River Reserve Management Plan 2019, and the Active Travel Framework conflict and are difficult to reconcile. These strategies show commonalities but as with any specific project, there will be trade-offs. In the Molonglo Valley, active travel is poorly served.
The ACT Climate Change Strategy 2019-25 goals cannot be met with Recreational Routes, and that is all the Molonglo River Reserve Management Plan 2019 is likely to produce. The Active Travel Framework describes both Recreational Routes and Community Routes. Riding to work must be attractive, direct and safe, if we are to achieve the ACT Climate Change Strategy 2019-25 goals for active travel. We need cycle highways and more Community Routes. Only 3% of Canberra’s commuters currently ride to work – and this is actually a downward trend!
The Molonglo Valley Development demonstrates the tensions that arise in urban development. The Molonglo Special Purpose Reserve and Whitlam Residential Estate show no clear benefit for the active traveller. This should be a reason for concern. A good overarching network of cycle highways will not occur by accident.
It is unrealistic to expect the ACT Government to fund all active travel infrastructure from general revenue as capital works. It cannot be done. Alone the maintenance to a high standard an ever-expanding bike paths network is a challenge.
The sale of land for dwellings will always be a top priority for the ACT Government due to the expected population growth and ever-growing costs of servicing the existing Canberra population. The ACT budget is spent on the services that are regarded by most Canberrans as essential (health, education, etc).
We are proud of Canberra, our bush capital. The environmental regulations will continue to be front-of-mind for estate planners to protected and preserve these environmental assets. The downside is that it comes at a price. There are many places in Canberra where you will not get approval to build a bike path.
Land sales are revenue, so the ACT will prioritise that over finishing suburbs (and bike paths). The land release will remain staged. This type of estate planning is within a bounded area and the bigger picture outside those boundaries, such as cross city cycle highways, are left off the map.
We will need to accept that without capital funding, the active travel infrastructure will never be built all at once, but in a fragmented way.
Riding to work requires cycle highway networks that span the city. With the above constraints, it is achievable but not quick or easy. Without long term planning and enduring effort, it will never be achieved.
For active travel, we need networks and not just fragments. We want to be able to travel across the city over distances of 10 km and more. When we see an active traveller they are, generally speaking, not travelling to this place but THROUGH it, on the way to somewhere else. It is not clear what their destination is only that they needed to travel through this area. When building the Active Travel Network we are building thoroughfares.
It is important to understand the way the city is planned and developed. If we want to shape and prioritise the development of a good active travel network it will require interventions during the planning phase. This particularly true for cycle highways for riding to work. The design requirements are different from the paths for recreational riders and locals that seek a destination within a suburb.
Denman Prospect and Whitlam are two suburbs in the Molonglo Valley, south and north of the Molonglo River, and part of the Molonglo Valley Stage 3. Whitlam Residential Estate is now under construction and the planning of the Molonglo Special Purpose Reserve (Nummerak) has proceeded to a development application.
This is a case study of these two independently planned developments that are of particular interest to active travel in the Monlonglo Valley. One of the basic principles of urban planning is “permeability”. Urban environments that are permeable allow easy and direct routes for pedestrians and cyclists independent of the road network. Cars have high travel speeds and ease of travel (effort). For pedestrians and cyclists this is not the case and “ease” means a direct route. How does the Whitlam Residential Estate and the planning of the Molonglo Special Purpose Reserve stack up.