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Roderick.
190504Sa-1231 Reservoir southbound diversions.
190505Su Melbourne 'Age' - streets.

Sun.5.5.19 Metro Twitter
Sunbury/Upfield/Craigieburn/Werribee lines: All trains will run direct to/from Flinders St all weekend (maintenance works).
Pakenham/Cranbourne lines: All services will terminate/originate at Caulfield 10.00-19.15 (works), connecting with Frankston trains.
- So having no trains for all of April wasn’t enough? Worst network ever.
18.09 All entrances to Jolimont and Richmond are open for homeward football traffic.  All the scheduled extra trains are running tonight.
Buses replace trains North Melbourne - Upfield from 20.20 (maintenance works).
Buses replace trains North Melbourne - Sunshine from 21.00 (maintenance works).
High Street, Reservoir – Lane closures
To allow for foundation works for the level-crossing removal, the southbound left-turn lanes in High Street are closed from Sat.4.t until December. This will change how you get to High Street south and Broadway.
* Local traffic heading south along High Street, towards Broadway, can safely U-turn at the intersection of Edwardes Street and Spring Street, then make a right-hand turn.* Northbound traffic will not change.
* Travelling east–west between Edwardes Street, Broadway and Spring Street will not change.
Detours to Cheddar Road, Broadway and High Street via Keon Parade are in place.
https://levelcrossings.vic.gov.au/disruptions/high-street,-reservoir-lane-closures
April 30 2019 ACT govt shouldn't rush into light rail 2.
The Barr government deserves to be congratulated on its achievement in completing the first stage of the light rail, from Gungahlin to Civic, in a relatively timely and well-organised manner.
One only has to look up the road at what is happening with Sydney's project to see just how badly wrong integrating major infrastructure of this sort into existing communities and transport networks can go.
Twenty-month-old Christian Grive from Waniassa stares out the window as another light rail vehicle rushes past on the opening day of operations for the Canberra light rail. Photo: Sitthixay Ditthavong
It has come on the back of a number of successful major project roll-outs over the past 15 years which include the Gungahlin Drive Extension, the Majura Parkway project and the major upgrade of the Cotter Dam.
This government has shown that despite being one of the smallest jurisdictions in terms of area, population and revenue in the nation, it has the capability to take on some very big challenges.
The inauguration of the new service over the past week has, in the main, apparently been well received, with many positive comments being posted on social media; including from people who had approached their first tram journey with a certain degree of scepticism.
Photographs have shown long queues of patrons waiting to hop on board. Twitter posts and Facebook comments such as "Smooth, enjoyable experience", and "Looks like Canberra loves the tram" were common.
While it remains to be seen what the level of patronage will be once the free rides end in a few weeks' time, the fact remains an impressive estimated 64,000 trips were taken on the system in the first five days; about 29,000 of which were on day one.
That said, the diehard critics who have always argued the project was never anything more than a sop to the Greens and that it was an extravagant and unwarranted waste of taxpayer funds remain unconvinced.
While the reality of the new service, which now gives the government something to point to as a result of all the money that has been spent, probably exceeds their expectations, they do have a point.
The biggest weakness of the light rail project continues to be whether or not it delivers value for money.
“Diehard critics, who argued the project was never anything more than a sop to the Greens and a waste of taxpayer funds, remain unconvinced.”
While Mr Barr has been trying to talk this up by claiming it has come in well under budget, at just $707 million compared to the $783 million estimated in the business case, and only four months late, his case contains significant flaws.
The $707 million he is claiming is still well above the initial construction cost estimates released at the project's inception by the then ACT chief minister, Katy Gallagher.
And, more significantly, that figure falls well short of the cost estimates prepared by former ACT auditor-general Maxine Cooper of $1.78 billion over the life of the project in today's dollars.
The official "life of the project" estimate is currently running at about $939 million in 2016 dollars.
It would make sense for the ACT government to closely monitor the operation of stage one, which coincides with a major revamp of bus timetables that took effect on Monday, for an extended period before locking itself in to starting work on the even more ambitious and difficult Woden leg.
That additional cost has to be balanced against a likely lower level of patronage for the southside link.
It also needs to monitor the public response to its revised bus timetables and, where necessary, make adjustments based on feedback for the users of the system.
<www.canberratimes.com.au/story/6096022/act-govt-shouldnt-rush-into-light-rail-2>
May 4 2019 Bus timetable changes leave children in tears
Radford College's principal Fiona Godfrey says she has been repeatedly snubbed by the Transport Minister in her attempts to discuss problems with the new bus timetable.
She said students at her Bruce school had been left distressed and in tears by the changes, which removed dedicated school buses from the transport system.
Radford principal Fiona Godfrey, right, with students and siblings, Rayyan Qurashi, 13, Rameena Qurashi, 11, and Razeena Qurashi, 8. Picture: Jamila Toderas
Ms Godfrey said she had been inundated with emails from parents since the new bus timetable came into play on Monday, with some students going from catching one bus to multiple methods of transport.
"Kids are going to bed crying at night because of the additional stress and strain," Ms Godfrey said.
"They have to go through multiple interchanges and now have to walk quite a distance and leave much earlier and get home much later."
Ms Godfrey said it was clear it was not just a Radford or private school issue and the magnitude of the changes was huge.
She said the school approached the government multiple times as soon as the proposal to remove the buses was made, most of which were ignored.
"We're very disappointed the with consultation process we were involved with," she said.
Despite repeated attempts to contact Transport Minister Meegan Fitzharris, Ms Godfrey said she only spoke directly to her when she called into ABC Radio Canberra in November.
She said during the radio encounter, Ms Fitzharris promised her a sit down, but her repeated requests to follow up the minister's offer were ignored.
"It's extremely disappointing they did not even have the courtesy of returning my phone calls," she said.
She wants the government to listen to all the issues and try to find a solution to the problem.
"The light rail network, while fantastic, can't have this sort of impact on young people in the territory," Ms Godfrey said.
"When children are stressed it will have an impact on their learning."
Ms Godfrey contacted Deputy Chief Minister Yvette Berry on ABC radio on Friday morning to express her concerns.
Following that call, Ms Fitzharris made contact with Ms Godfrey.
A spokeswoman for Ms Fitzharris said Transport Canberra would be in further contact with Radford "to help ensure families and students have the information they need to travel on the new network".
"While it is regrettable there has been miscommunication over the dedicated bus services for Radford, the government is hopeful that we can work with the school constructively to ensure that families have the information they need to make choices about how they get their children to and from school under the new network," she said.
"Some changes have already been made to the new network, including putting on larger buses to cater for demand, and we will continue to monitor performance on a daily basis.
"We know it is difficult for some families who had a dedicated school bus from their suburb to their school, but we want to continue to work with these families and their schools to help them navigate the new network."
<www.canberratimes.com.au/story/6104787/bus-service-changes-leave-schoolkids-in-tears>

5.5.19 Matt Johnston: Melbourne’s story is at risk of becoming a tale of two cities
Melbourne is the greatest place in the world.
But its story is always at risk of becoming a tale of two cities: of the CBD and its fringes, where the privileged live; and the suburbs, where the rest live, many travelling in to the other city only to work.
Connecting the two has been critical to helping Victoria thrive.
But sometimes I get the feeling that people living within the Hoddle grid, or within easy striking distance of it, are trying to raise the drawbridge behind them.
In doing so, they would create a playground for the well-heeled and visiting tourists and students rather than a cultural centre accessible to all Victorians.
It’s difficult to tell whether increasing numbers of people are being put off visiting the bustling city because the hassle of doing so has become greater.
During the working week, the city streets teem with suits and tourists, jostling for position in laneways, cafes and restaurants. On many nights, there is a buzz; on weekends, there is a hotchpotch of hot spots and vacant areas.
It’s difficult to tell whether increasing numbers of people are being put off visiting the bustling city because the hassle of doing so has become greater. Even if it is not yet happening, there is a risk of this occurring over the next few years.
Two factors will be important in addressing this risk.
The state government is ripping up a lot of streets to put in new long-term transport options. And the Melbourne City Council, in an attempt to battle congestion, is preparing to boost pedestrian- and cyclist-friendly options..
Both governments have their own interests, some of them competing.
Though of course considering the greater good of the city and the state, the council represents city ratepayers, and so largely seeks to look after their interests.
There were many ideas in its transport plans for the next decade, released last week.
One was to adopt measures to better manage growth, many of which would make the CBD even less motorist-friendly and more pedestrian-friendly.
These would involve increasing the options for cyclists, and favouring cyclists at traffic lights.
People make an effort for big days, like the Melbourne Cup street Parade in the CBD.
A proposal to reduce speed limits to 30kmh has already been rejected outright by the state government.
Parking spots or traffic lanes are likely to go in some parts of the city. And the council would advocate for the imposition of a congestion charge.
The plan makes little mention of the city council’s existing congestion charge, in the form of exorbitant parking fees that double as a revenue-raiser.
I recently drove into Melbourne’s CBD to meet friends, and after grabbing every piece of gold and silver in my console, I got 70 minutes of parking time.
Don’t get me wrong, I would rather get the train or tram, or a taxi or Uber, into the city.
I can do that because I am in the relatively fortunate position of living pretty close to the city. I don’t have mobility concerns, and I don’t have children.
But a lot of people in the outer suburbs or regional Victoria wouldn’t bother driving in to spend a couple of hours in the CBD, apart from perhaps on special occasions. And if they did, it would only be with careful planning.
The connectedness between the suburbs and inner Melbourne, with its incredible parks, sports grounds and museums, helps it to maintain its status as one of the world’s most liveable cities.
Just take a look at Sydney, where the CBD — wherever and whatever that really is — seems for the most part to be little more than a rambling conglomeration of tall office buildings.
This is why Victoria’s government (and Opposition) should move to curb any council excesses and manage transport plans to suit a larger population than just those within postcode 3000 and its surrounds.
This doesn’t mean taking a blunt instrument to some good ideas, such as improved “little” streets and shared zones able to be used by different people and forms of transport, depending on the day, or the time of day.
But it would be foolish to shut more car lanes without proper consideration of the long-term impact of this on the attractiveness of the CBD as a destination.
This is particularly the case during construction of a major new train line, which will cause disruption that might itself put some people off public transport.
More should be done to fix streets that help motorists circumnavigate the main areas of the CBD, such as King St.
And given that bricks-and-mortar retail is increasingly on the nose, there also needs to be a broader re-examination of what the CBD is offering to attract people in from Melbourne’s outer suburbs and regional Victoria.
It’s all about balance. A city controller — an idea that has been proposed, but which has gone nowhere — to manage council and government interests has potential.
An alternative would be to have a minister for Melbourne, who oversees development of the CBD and its surrounds.
We should not get to the stage where a failure of planning leaves families who live far from the city having to fight to get to the services, theatres, sports grounds and other things in the city which their taxes have helped to pay for.
Raising the drawbridge in such a way, especially at a time when never-ending roadworks already present a barrier, could have lasting impacts. Allowing the city to become an island adrift in Victoria — a place difficult to get to, and where you don’t spend much time unless you’re a native — would be a disaster.
FEDERAL LIBERALS DESPERATE TO CLIMB ABOARD THE DAN EXPRESS
LATEST FEDERAL ELECTION NEWS
DISCUSSION PAPER PROMPTS RETHINK ON HIGH DENSITY LIVING
<www.heraldsun.com.au/news/opinion/matt-johnston-melbournes-story-is-at-risk-of-becoming-a-tale-of-two-cities/news-story/5ac7ee12b63e1880c5eeb5311a22defe>

Melbourne City Council warned it was riding for a fall with bike plan
Sun.5.5.19 Herald Sun
video: Melbourne little streets car ban
A Melbourne City Council plan to let cyclists turn left at red lights in the CBD was quashed by police last year ­because of safety fears.
The idea — a key plank of the council’s transport plan ­released last week — aimed to favour cyclists and reduce ­traffic congestion.
But road-safety authorities, including VicRoads, the TAC, Victoria Police and the RACV had already decided it would be bad for cyclists and pedestrians.
A state government source said they sought advice on the idea last year and were told it would pose a safety risk.
A Melbourne City Council plan to let cyclists turn left at red lights in the CBD was quashed by police last year ­because of safety fears. Picture: Jason Edwards
The city council’s transport blueprint, including 30kmh speed limits, highlighted the increasing disconnect with the state government which poured cold water on several changes.
The city plan also flagged cuts to off-street parking to free up space for cycling lanes and footpaths, amid concern CBD streets are struggling to cope with an increased number of pedestrians.
An audit detailed in the ­report showed people were overflowing on to the road at about 20 of 140 city blocks at peak times. Almost two-thirds of intersections had obstructions blocking pedestrians, temporary objects such as cafe tables, signs and rubbish bins.
It is understood the council’s plans sparked some angst within government ranks due to the huge disruption being unleashed by the infrastructure boom, including construction of the Metro Tunnel.
Transport Infrastructure Minister Jacinta Allan. Picture Jay Town
The potential clash between the council and state government may be avoided by the appointment of a city controller, which Transport Infrastructure Minister Jacinta Allan recently said was being considered.
“Our massive pipeline of transport projects will see some rolling road closures in the CBD over the next few years, therefore we need to ­ensure any changes take that in to consideration,” she said.
It is understood a blanket 30kmh CBD speed limit would be rejected by the government but limits could be adjusted on individual roads.
VICTORIAN CYCLISTS INJURED IN RECORD NUMBERS
MELBOURNE STREETS TO FAVOUR PEDESTRIANS, CYCLISTS
COUNCIL TO MEASURE SOUTHBANK CYCLISTS’ SPEED
<www.heraldsun.com.au/news/victoria/melbourne-city-council-warned-it-was-riding-for-a-fall-with-bike-plan/news-story/3b9f3221a24486ea5c8ccb5ad6d815ec>

'Awestruck' Premier takes metro for a ride ahead of opening May 5, 2019
Premier Gladys Berejiklian says Sydney's first driverless metro will be a game changer for commuters as the line undergoes its final weeks of testing before opening later this month.
Ms Berejiklian, who announced the north-west line eight years ago when she was transport minister, confirmed the line would open on May 26, ahead of schedule and $1 billion under budget.
NSW Premier Gladys Berejiklian met workers and their families who built the $7.3 billion northwest metro rail link.Credit:Dean Sewell
Ms Berejiklian rode the train on Sunday with Sydney Metro workers and their families.
For the first six weeks of operation, trains on the 13-station line will run once every five minutes, which Transport Minister Andrew Constance described as a "ramp up period".
It will then run every four minutes at peak times, or 15 trains an hour each way.
Ms Berejiklian said she was "beyond excited" about the metro which was a "complete game changer" and the way of the future for the state.
"I can't wait for the public to have this experience in just three weeks time," Ms Berejiklian said after taking a ride on the new train between Kellyville and Castle Hill.
The turn-up-and-go service will run between Rouse Hill and Chatswood, and a new timetable has been introduced for Sydney Trains as part of the integration of the metro line into the city's network.
Sydney Trains is now running a service every three minutes on the North Shore line for a 90-minute period during the morning peak to help move commuters who will switch from metro trains at Chatswood when the new line opens.
Mr Constance said the new metro was the best of its kind in Australia, if not the world.
"It will be an opportunity for commuters to experience the power of metro, the power that it will bring to communities in the north west, and around the corner, the rest of Sydney," he said.
Sydney's new metro will open on May 26. Credit:Dean Sewell
Mr Constance said the trains had been comprehensively tested, travelling more than 180,000km on the new tracks, the equivalent of circumnavigating the world more than four times.
Some of that testing included Sydney Metro workers loading more than 100 lots of 1000 litre tanks of water onto a single train to simulate customer loads.
The Sydney Metro will also be Austalia's first fully accessible railway, with lifts at all stations and level access between platforms and trains so commuters will not step over a gap.
It will also use platform screen doors to keep people and prams away from the tracks and will allow trains to get in and out of stations more quickly, Mr Constance said.
The project was completed $1 billion under budget at a final cost of $7.3 billion.
As well as the metro line, there will also be 4000 commuter car parking spaces.
"The metro line is currently being extended from Chatswood to Bankstown and by 2024 Sydney will have 31 metro stations and a 66-kilometre standalone metro railway," Mr Constance said.
<www.smh.com.au/politics/nsw/awestruck-premier-takes-metro-for-a-ride-ahead-of-opening-20190505-p51ka2.html>
5.5.19 Letters to the editor.
* Canberra's quiet trams a danger to youngsters. I took the liberty of attending the Civic Tram Station and took a short ride on one up to Dickson and back. The trams are very quiet when approaching and leaving the various stations, which brings me to the following point.
When the tram approaches the station, there is no audible notification of its impending arrival. There is when it departs a station. The yellow line with the words "please stand behind the yellow line" is only 200mm at best from where the tram aligns to the platform.
A Canberra light rail driver on the first day of operations. Photo: Sitthixay Ditthavong
There are no other safety devices or barriers that I could see to prevent a small child from stepping into the path of the tram. I did observe a mum attempting to control, I assume, her children from stepping over the yellow line.
My point is, if the parents are distracted and don't hear the tram arriving there is a potential risk of children and/or others being struck by the tram. Perhaps the government can go back and review that and put in place some sort of audible sound to warn patrons that the tram is approaching the station. The driver activates some sort of horn when leaving the station. Perhaps the same should apply when approaching the station.
Pretty simple. Evaluate the risks and implement an appropriate control using the hierarchy of control.
* Autumn, the Season From Hell. Thank you Ian Warden for making it official that autumn in Canberra is for you the Season From Hell ("Autumn, our cheap Hawaiian shirt", Opinion, April 28, p15).
The notion that nature can be "revoltingly tasteless" is never more obvious than autumn in Canberra. It is unbearable to go outside and have your senses assaulted by gaudy, ghastly colours of every hue. The horrors of sunset also brings to mind The Scream, a masterpiece set in the context of a swirling, threatening red sky.
My children fled the taunting brilliance of nature, everywhere in Canberra. They now inhabit neon lit metropolises far away, where fresh air, bushland and autumn flashes of colour are a fading nightmare.
Back in Canberra, no wonder you are tempted to ignore the dying leaves, disgracing your neighbourhood, shouting for your attention. Sadly, there is no relief indoors. A tirade of electioneering blares from your screens where the main political characters are slashing and wrapping themselves in lurid red, gut-wrenching yellow, ghastly green and sickening blue.
Mr Warden, may you be spared the anxiety of the brilliant colours of autumn in Canberra, combined with vivid welts of the federal election pallet; it is too much for such a sensitive soul. The drabness of a freezing winter will soon be with us, as long as you do not look out at the sky.
* Creating urban villages. Why wouldn't the race track and maybe the show ground not want to go to say, now-well-connected Majura south, with brand new facilities, buckshee? The ACT would get its "urban villages" at Lyneham and Mitchell, cashing in on the tram,  and taking the pressure off Civic and Dickson (Editorial, "Changes to EPIC are fraught with risk", April 26, p18).
<www.canberratimes.com.au/story/6100746/quiet-trams-a-danger-to-youngsters>