Canberra’s inner north has been my home my whole life; my backyard, Bunda Street. 

The street has always been on the frontline of the fight between car-centric road planners, pedestrians, and resilient small businesses. Back in the 70s, Gus Petersilka, the founder of the recently closed Gus’ Cafe, fought with the federal government for the right to have outdoor dining, today a key attraction of the area.

My own memories of Bunda Street include family birthday dinners at long-gone Chinese food establishments like Sammy’s and Hidden Dragon, being stood up at what was to be my first-ever date at Kokomo’s, and many strolls up and down the street, a cup of Via Dolce coffee in hand, after a late weekend brunch.

Last year marked the tenth anniversary of the ACT government’s designation of Bunda Street as a shared zone. Pedestrians were given priority, popular crossing spots were raised to slow cars down, line markings were removed, the bitumen was painted and paved differently from other streets, and the speed limit was reduced to a much safer 20 kilometres per hour.

This comprised the last stage of the ‘City Loop’, a project to create a cycling and walking corridor through the city that avoided busy roads like London Circuit and Cooyong Street. Has this car diet been a success? To anyone who regularly uses the street today, the answer is obviously a resounding no.

Crossing the street as a pedestrian remains unpleasant (and, during peak hours, dangerous) as it was before the renovation. Drivers refuse to yield as they are required to, frequently slamming their brakes just before hitting people — a sin most commonly committed by white cars bearing NSW license plates, in my experience. 

The choice to keep a large number of street parking spaces means that using the street for its intended post-renovation purpose — cycling — requires negotiation with cars that randomly stop to take a parking space or pull out without looking or indicating. 

Many drivers use it as a rat run from Northbourne Avenue to avoid the stretch of traffic lights on Cooyong Street. This includes many commuters, but whenever there’s a large national event in Canberra, you can bet that an even longer line of cars will inexplicably line up Bunda as a poorly thought-out shortcut.

Bunda Street’s shared zone signage seems more directed at reminding pedestrians of their putative right to cross unimpeded rather than informing drivers of their obligation to slow down to preserve said right. At the intersection with the pedestrianised part of Ainslie Avenue that runs through the Canberra Centre, there’s an unnecessary and confusing set of traffic lights with crossing signals erected before the pedestrianisation that were never removed.

This is not to say that the renovations were entirely pointless. The street is much more pleasant than the dangerous car sewer it replaced. A video of a pro-same-sex marriage march in 2011 shows activists being wedged onto the tight footpaths on either side of the street — a stark contrast from the colourful street-wide protest march against the “bigot bill” a decade later. The shared zone, combined with the Canberra Centre’s recent pedestrianisation of Scotts Crossing, has made Bunda Street even more vibrant and accessible.

The territory government has for decades tried to encourage the take-up of active and public transit, but it has often done so with vague and unclear initiatives like “car-free days”, which scare the car-dependent Canberran public into thinking that Chairman Barr is coming for their beloved vehicles.

They would do better at reducing our dependence on cars by making a real effort to make active and public transit as comfortable as driving. The tram provided a fantastic alternative for inner north and Gungahlin residents, but the sharp reduction in suburban bus frequencies that occurred at the same time as the tram has been entirely unhelpful.

My dream for my backyard, at the risk of sounding like a NIMBY (Not In My BackYard), would be for Bunda Street to be closed to car traffic. Not every street needs cars running down it, much less an eat street atop a large underground car park a block away from Canberra’s largest transit interchange.

There is no argument against freeing Bunda Street from the tyranny of the private motor vehicle.

For all the hassle they cause, the number of parking spaces along the street and the revenue they bring in is miniscule. FOI documents last year revealed that the territory government makes (on average) only about $80,000 a year from paid parking on the street while issuing about $250,000 in parking fines. It is the businesses along the street, not the parking spaces, that attract people to come here.

The idea that businesses need unimpeded car access to the street is also bunk. During the annual Multicultural Festival, where the whole street becomes a pleasant car-free marketplace, deliveries to businesses along the street are certainly impacted, but not meaningfully prevented. 

A good compromise would be closing the street between Tocumwal Lane (the laneway near Via Dolce) and Genge Street (near Wilma), which would force away the worst of the through-traffic while leaving cyclists, deliveries and other essential traffic largely unimpeded. Retractable bollards could allow vehicle access during emergencies or public events like parades.

Closing Bunda Street to car traffic would be transformative. The street would join the great Australian malls like Pitt Street, Bourke Street, Queen Street, the Rundle Mall and Murray Street as vibrant, people-first spaces. It would be a much safer route for cyclists and pedestrians to roam the city and inner north — a much nicer backyard for Canberrans to gather in.