Part A 1 2 3 4 5 6 7
Part A Introduction Economic assessment Project need and context Construction and operation Project design and description
and Description
Community and stakeholder engagement Project Development Project Development Development of the Torrens Road to River Torrens project
North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 1 - Introduction
1 Introduction
1.1 North–South Corridor (Torrens Road to River Torrens)
The North–South Corridor is one of Adelaide’s most important transport corridors. It is the major route for north and south bound traffic including freight vehicles running between Gawler and Old Noarlunga, a distance of 78 kilometres and comprises four road links (Figure 1.1): . Northern Expressway from Gawler to Port Wakefield Road (opened in 2010) . Northern Connector from Port Wakefield Road to Port River Expressway (proposed future project) . South Road from Port River Expressway to Southern Expressway . Southern Expressway from Darlington to Old Noarlunga (currently being duplicated, to be opened in mid-2014).
The Australian Government announced its intention to upgrade the North–South Corridor over the next decade and together with the South Australian Government has committed $896 million to construct the Torrens Road to River Torrens Project. Each government will contribute $448 million for construction of the project, due for completion in 2018. The upgraded North–South Corridor will provide a series of strategic free-flowing road links to connect the rapidly expanding industrial and residential growth areas in the north and the south, to provide new opportunities for economic development. The current roadway isn’t capable of handling projected growth and the number of vehicles that need to use the road or the size of freight carriers travelling along it. In response, the Australian and South Australian Governments are expanding the route by creating a dedicated non-stop North–South Corridor with a program to eliminate the worst bottlenecks already underway. By mid 2014 almost 50km of the North–South Corridor will be completed. New road links have been built between Gawler and Port Wakefield Road (Northern Expressway), Regency Road and to the Port River Expressway (South Road Superway) and between Bedford Park and Old Noarlunga (Southern Expressway Duplication). Traffic flow along and across the route has also improved with the building of Gallipoli Underpass and the Glenelg Tram Overpass.
In 2011, following provision of funding from the Australian Government, the Department of Planning, Transport and Infrastructure (DPTI) began a study to plan for a non-stop South Road corridor between Regency Road and Anzac Highway. It identified that the highest priority for upgrade in that section was between Torrens Road and the River Torrens. This section of South Road is congested because of the delays associated with the Outer Harbor passenger rail line, the Port Road intersection and the Grange Road–Manton Street intersection.
1 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 1 - Introduction
The Torrens Road to River Torrens section of South Road would gain significant benefits from upgrading the current narrow congested roadway to a non-stop corridor that separates through traffic (including freight) from local traffic and introduces improvements to this inner suburban area. When completed, the North–South Corridor (Torrens Road to River Torrens) project would significantly improve travel for north–south traffic through a 3.7 km upgrade of the North–South Corridor from just north of Torrens Road to just south of the River Torrens. Within this section, a 2.5 km non-stop length of roadway between Hawker Street, Ridleyton and Ashwin Parade, Torrensville will incorporate a 1.4 km long lowered road, approximately 8 metres below ground level (Figures 1.2 and 1.4). The project would: . provide a critical piece of infrastructure for delivering Adelaide’s non-stop North–South Corridor . allow more efficient access to and from key freight areas of the National Land Transport Network, the Port of Adelaide, the industrial north-west sector of Adelaide and Adelaide Airport . improve road network reliability, efficiency and accessibility for business . provide more efficient access to some of Adelaide’s key employment areas . reduce traffic congestion and improve traffic flows, with an anticipated peak hour travel time saving of between 3 and 6 minutes (an average of 5½ minutes for the non-stop section across the two flow directions and AM and PM peaks) . improve traffic flows and reduce congestion on east–west roads such as Port Road and Grange Road . improve safety for road users by reducing the potential for conflict at at-grade (ground level) intersections . improve safety for cyclists by separating them from vehicles where possible . enable involvement of locally based industry/companies and their employees . create an estimated 480 jobs per year during the construction phase of the project . help to achieve strategic policy outcomes and objectives for the Australian and South Australian governments.
2 Roseworthy
Two Wells Gawler Northern Expressway Lyndoch (completed 2010)
Angle Vale
Virginia
One Tree Hill Northern Connector (proposed future project)
Gumeracha Port Adelaide Gepps Cross South Road Superway (completed 2014)
Torrens Road to River Torrens (due for completion 2018) Lobethal
Adelaide Gallipoli Underpass and tram overpass Woodside (completed 2009) Glenelg Potential future projects Oakbank
Stirling
Darlington Upgrade project (due for completion 2018) Hahndorf Nairne
Mount Barker Southern Expressway duplication (completion mid 2014) Echunga Lonsdale
Old Noarlunga Macclesfield Meadows
McLaren Vale Source:DPTI, DEWNR. Date: 20/06/2014. DocID:SRPS 283
NORTH-SOUTH CORRIDOR Torrens Road to River Torrens Main roads ¯ Passenger rail lines Figure 1.1 Adelaide's North-South Corridor Adelaide's North-South Corridor 4 2 0 4 km and Project Location North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 1 - Introduction
1.2 Key project elements
The project’s key features, as shown in Figures 1.2 and 1.4, are: . a 1.4 km section of lowered road from Cedar Avenue, Croydon to Gawler Avenue, West Hindmarsh, approximately 8 metres below the existing surface of South Road . a 2.5 km non-stop section of roadway (incorporating the 1.4 km lowered road) between Hawker Street, Ridleyton and Ashwin Parade, Torrensville . parallel surface (at-grade) roads along the length of the lowered road to connect most local roads and arterial roads to South Road . an upgraded South Road from Sunbeam Road, Croydon Park to the lowered road . an upgraded South Road from the lowered road to Ashwin Parade . a grade separation (overpass) of the Outer Harbor rail line . intersection upgrades at Torrens Road, Hawker Street, Port Road, Grange Road-Manton Street and Ashwin Parade–West Thebarton Road . improved cycling and pedestrian facilities through a combination of upgraded footpaths and on-road or off road bike paths . landscaping and noise barriers (where required).
1.3 Project area
The project area extends for 3.7 km along South Road from Torrens Road in the north to River Torrens in the south. It is located approximately 3 km to the west of Adelaide’s central business district. It is substantially situated in the City of Charles Sturt, but also extends into the City of West Torrens and just into the City of Port Adelaide Enfield (Figure 1.2).
The project passes through the suburbs of Croydon Park, Renown Park, Ridleyton, Croydon, West Hindmarsh, Hindmarsh, Thebarton and Torrensville.
1.4 Modifications to the concept design
An initial concept design for the Torrens Road to River Torrens project was released in May 2013 (Figure 1.3). Following further engineering and economic investigations and community feedback received, predominately through Community Liaison Groups established for the project (see Chapter 2), the concept design has been modified. A comparison of the initial concept design to the current concept design is provided in Table 1.1. The current (modified) concept design is provided in Figure 1.4. The modified concept design forms the basis for moving forward and is described in detail in Chapter 6 with its effects assessed in Chapters 8 to 20 of this Project Assessment Report.
4 Kilkenny Dudley Park LOCATION MAP Croydon Sunbeam Rd Park TorrensLamont Rd St
Bishop St Tait St
Upgraded intersection Devon Hurtle St ! Park
WINGFIELD West Croydon
ADELAIDE Upgraded intersection Rail overpass of ! Renown MARION North-South Corridor Croydon Park
Robert St
Port Rd Elizabeth St Ridleyton Paget St Hawker St Croydon Hythe St I2 Monmouth St Port Rd Station
Forster St New lowered
! Mcinnes St non-stop road Queen St Allenby Brompton
Gardens Ridley St !
Beverley ! ! Upgraded intersection
Welland Grange Rd ! Bowden
Parallel surface road Outer Harbor rail line
West Upgraded intersection Hindmarsh Hindmarsh Manton St
Susan St Port Rd North Hindmarsh Av Flinders Adelaide Park Adam St
Tor er r e Tram line Riv ns Queen St
South Rd
Torrensville West Thebarton Rd Ashwin Pde ! Underdale Thebarton
Adelaide Upgraded intersection Source: DPTI, AerometrexSource:DPTI, (Jan 2014) Date: 6/06/2014. DocID:SRPS 284
NORTH-SOUTH CORRIDOR Rail overpass Torrens Road to River Torrens Lowered road Figure 1.2 ¯ Surface road The Torrens Road to River Torrens Rail and tram project area and key project features 200 100 0 200 m North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 1 - Introduction
Table 1.1. Modifications to the concept design
Item/location Reference Initial concept design (May 2013) Current (modified) concept design Reason for modification/benefits in Figures (Figure 1.3) (Figure 1.4) 1.3 and 1.4 South Road A . Both north and south bound . Northbound carriageway located . Positioning of the northbound from Torrens surface road carriageways to the western side of the (newly carriageway to enable the Road to the lowered road located to the eastern side of the acquired) South Road Corridor. intended future extension of the South Road corridor . Southbound carriageway non-stop road without the need . Carriageways separated by a remains on the eastern side of to relocate this carriageway narrow median strip the existing corridor. . Maintains selected turning . Carriageways separated by a movements at local roads wide median strip (approximately . Enables positioning of noise 30m wide – to enable the walls and services so they do not intended extension of the non- need to be relocated for the stop road) future extension of the non-stop road South Road B . Widening of the South Road . The South Road corridor . Removes the need to relocate from the corridor requires the relocation of bypasses the electrical the electrical substation commencem ent of the the SA Power Networks Croydon substation by shifting the . Reduces risk to the project by lowered road electrical substation (on the alignment to the east not having to undertake such a (Hythe Street) to corner of the South Road – Port complex exercise Port Road Road intersection) to a location . Reduces overall project east of South Road construction timeframes by approximately one year and hence impacts to the local community during this time Lowered C . Asymmetrical road layout, with . Symmetrical road layout, with . Improves construction staging road and lowered road on the western the north and south bound options and construction traffic Surface roads from side of the widened South Road surface road carriageways management options Port Road to corridor, and the north and south separated by the lowered road in . Allows for more efficient Grange Road bound surface road the middle of the corridor (see construction processes
6 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 1 - Introduction
Item/location Reference Initial concept design (May 2013) Current (modified) concept design Reason for modification/benefits in Figures (Figure 1.3) (Figure 1.4) 1.3 and 1.4 carriageways on the eastern side Figure 6.2 – Cross-section) Port Road D . No major change to existing . Realignment of the intersection . To improve intersection from Queen medians, other than the with South Road and addition of performance and reduce delays, Street to Anne Street upgraded intersection with South U-turn facilities results in a the intersection with South Road Road reduced Port Road median width has been realigned. and changes to access . Intersection layout improves arrangements across the construction staging options and intersection construction traffic management . Modification of current access options arrangements at the South Road/Port Road intersection. Motorists currently turning right from South Road onto Port Road in both directions (to Port Adelaide and to the city) will instead be redirected and catered for through the provision of signalised U-turn facilities on Port Road. Outer Harbor E . Long overpass structure (rail . Short overpass structure begins . Reduction in length of structure passenger bridge) begins just west of just west of Coglin Street and rail line . Reduced impact on train (overpass) Coglin Street and rises over the rises over the lowered North– services. lowered North-South corridor South corridor and South Road . Reduced construction timeframe and South Road surface roads surface roads returning to . Reduced construction related and Queen Street-Elizabeth ground level to the east of Street Queen Street-Elizabeth Street impacts on the community . Long overpass would likely . Removal of Queen Street- . Minor localised lowering of South result in significant disruptions to Elizabeth Street level crossing Road surface roads train services and closure of the . Croydon railway station (approximately 1-2m) for Croydon rail station for
7 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 1 - Introduction
Item/location Reference Initial concept design (May 2013) Current (modified) concept design Reason for modification/benefits in Figures (Figure 1.3) (Figure 1.4) 1.3 and 1.4 relocated to an elevated position vehicular clearance approximately nine to twelve . Provision of pedestrian and requirements under overpass months. With the short overpass cycling facilities on the overpass . Level crossing of Queen Street- option, train services can structure (separated from the rail Elizabeth Street remains. operate adjacent the lines) Investigations into the need to construction site. upgrade the level crossing will . Would likely be only minor be undertaken disruptions to train services for . Croydon railway station remains approximately six to nine in current location months. . Provision of pedestrian and cycling facilities on the overpass structure (separated from the rail lines) Hurtle Street F . South Road/Hawker Street . South Road/Hawker Street . Feedback from Community and Hawker intersection upgraded with a intersection upgraded. Hurtle Liaison Group regarding Street intersection connection to Hurtle Street Street designed for a right turn increased traffic on Hurtle Street with South onto South Road only. . Hurtle Street right out onto South Road Road together with other left in/left out movements at other local roads provides sufficient access to the Croydon area Pedestrian - . Shared use path generally on . Combination of upgraded . Feedback provided by local and cycling the western side of the corridor footpaths and on or off road bike community facilities paths. Facilities may be provided . To increase available space in within the South Road corridor the corridor for road construction (where there is sufficient space) or on local roads (subject to discussions with local councils)
8 Overland Queen St Thomas St Ellen St existing substation Sunbeam Road to Port RoadRd West Days Rd Hindmarsh requires relocation
Scotia St Bertie St William St (!D Cedar Av West Vauxhall St Harley Rd Bond St Harriet St Dartmouth StCroydon Euston Tce
Day Tce Elizabeth St Thomas St Hurtle St Robert St Port Rd Princes St Croydon Cator St (!F Bedford St Ellen St St Lawrence Av Lamont St Henry St Croydon
Tait St Park William St Renown South Rd Park Hindmarsh continuedbelow Robert Flanders St (!B Forest Ct John
Ridley Pl Langman !A Hythe St ( William Ridley St Mcinnes St
Cct Paget St Rose St Scammell Lane (!E Ridleyton Sunbeam Rd Wright St Wood Av Tait St Forster St Blight St Lamont Hawker St Outer Harbor St Borroughs Ferris St St First St Brompton Monmouth St passenger rail line Torrens Rd Bishop St
Gawler Av
Ashwin Grange Rd
Bond St Hindmarsh Grey Av
Pde Torrens Av Port Road to Ashwin Parade
Av West Croydon East St Princes St Hindmarsh Cator St Jervois Av
Meyer St
Torrensville R !C i ( v e Ridley St South Rd r Rose St Scammell Lane Wood Av T Bacon StHindmarsh o continuedabove Orsmond St Susan St !D rr ( Weber St e n George St Thebarton s (!E
First St Hindmarsh Pl Holden St Adam St Outer BromptonHarbor Richard St Port Rd Thebarton Ware St West Coglin St passenger rail line
Ann StRd Ann River St Manton St
Source: DPTI, AerometrexSource:DPTI, (Jan 2014) Date: 6/06/2014. DocID:SRPS 324 Nelson Dr
NORTH-SOUTH CORRIDOR Lowered road Footpath (!A reference in Table 1.1 Torrens Road to River Torrens ¯ Surface road Potential noise barrier (indicative only) Figure 1.3 Train overpass Remaining land (land use to be determined) Torrens Road to River Torrens initial concept design (May 2013) 200 100 0 200 m Overland Croydon Av existing Sunbeam Road to Port RoadRd West substation Days Rd Hindmarsh avoided William St Bedford St Bertie St ! Cedar Av Scotia St Bond St (D Dartmouth St Vauxhall St Harriet St West Croydon Croydon Port Rd Day Tce Elizabeth St Thomas St Hurtle St Park Princes St Harley Rd Croydon ! Cator St Euston Tce Robert St Ellen St St (F Renown Henry St Lawrence Av Park Lamont St
Tait St
continuedbelow South Rd Robert Flanders St ! Forest Ct B John ! ( Ridley Pl Langman William (A
Cct Paget St St Ridleyton Lane ! Scammell Mcinnes St Rose Monmouth Hythe St Ridley St (E Wood Av Wright St St Forster St Blight St Torrens Rd Outer Harbor Hawker St Ferris St Hindmarsh First StBrompton passenger rail line Bishop St
Gawler Av
Ashwin Hindmarsh Bond St
Grey Av
Pde Torrens Av
Av Port Road to Ashwin Parade West East St Croydon Hindmarsh Cator St Jervois Av
Meyer St
Port Rd
Adam St R i (!C Torrensville v
Ashwin Pde Ashwin e Lane r Scammell Ridley St Wood Av T Hindmarsh
o Bacon St Rose continuedabove South Rd Susan St r Orsmond St r !D St Weber e ( n George St (!E St Thebarton s
First St Hindmarsh Pl Holden St Brompton Richard St Outer Harbor Thebarton West Ware St Coglin St passenger rail line Ann St Rd Ann River St Manton St
Source: DPTI, AerometrexSource:DPTI, (Jan 2014) Date: 20/06/2014.DocID:SRPS 369 Nelson Dr
NORTH-SOUTH CORRIDOR Lowered road Footpath (!A reference in table 1.1 Torrens Road to River Torrens ¯ Surface road Potential noise barrier (indicative only) Figure 1.4 Train overpass Remaining land (land use to be determined) Torrens Road to River Torrens current concept design (June 2014) 200 100 0 200 m North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 1 - Introduction
1.5 Project phases and schedule
Table 1.2 outlines the indicative timeframes for the Torrens Road to River Torrens project.
Table 1.2. Indicative time frames for the Torrens Road to River Torrens project Project phase Activities Time frame Preliminary concept Development of possible road options February 2011 to planning (Regency Early stakeholder and community March 2012 – Road to Anzac engagement completed Highway) Preliminary environmental investigations Concept planning Detailed concept planning March 2012 to May and design Environmental investigations continue 2013 – completed (Regency Road to River Torrens) Funding submission to Infrastructure Australia and Department of Infrastructure and Regional Development Property acquisition commenced Development of preliminary concept design Concept design Formal community and stakeholder May 2013 to (Torrens Road to engagement on concept design September 2014 River Torrens) Property acquisition and demolition Environmental impact assessment – (including preparation and release of the Project Assessment Report and Supplement report) Finalisation of concept design Completion of concept planning and design Pre-construction Property acquisition and demolition May 2013 to mid Detailed design 2015 Environmental and other approvals Procurement Early works – service relocations and local/arterial road and intersection upgrades on alternative/parallel routes Ongoing community and stakeholder engagement Construction Construction 2015 to 2018 Ongoing community and stakeholder engagement and other activities Post-construction Operation 2018 onwards Maintenance
11 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 1 - Introduction
1.6 Environmental impact assessment process
1.6.1 Overview of the process
The project is being assessed using an environmental impact assessment (EIA) process similar to the major developments process under the Development Act 1993. The Development Act does not apply where land is owned by or acquired under section 20(5) of the Highways Act 1926 (except in relation to a State Heritage Place).
The purpose of this process is to evaluate the effects of the proposed project so that decision making can take these effects into account and include appropriate mitigation or management measures. Environmental, social and economic investigations have identified and described the likely effects of the project on the existing environment and community, and outlined proposed management measures. These investigations, undertaken by a number of technical specialists, are summarised in this Project Assessment Report, Chapters 8–20. The Project Assessment Report will be publicly displayed for a period of at least 30 days. During the display period, submissions are invited on any issues associated with the project. Formal comment is also requested from government agencies. The report and an executive summary of the report are available on the project website at www.infrastructure.sa.gov.au. Hardcopies will be available on request (see website or phone the project information line 1300 794 899).
A Supplement report will respond to submissions received, outline findings of investigations since the Project Assessment Report was prepared and identify relevant design modifications to the project.
In conjunction with the EIA process, extensive community and stakeholder engagement informs the design development and decision-making process for the project.
1.6.2 Objectives, structure and content of this Project Assessment Report
The Project Assessment Report is a key mechanism for gaining formal community comment on the project and its environmental, social and economic effects. Its main objectives are to: . inform the community about the project and its development . describe the existing environment in the project area and identify environmental, social and economic effects associated with the project
12 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 1 - Introduction
. outline the benefits of the project and means of avoiding, minimising and managing adverse effects. The Project Assessment Report: . introduces and explains the need for the project . describes the design development, and the project . details the environmental, social and economic assessments and identifies possible mitigation measures The Project Assessment Report is in three parts, Part A (Project need and development) Part B (Effects of the project) and Part C (Justification and conclusion).
Each assessment chapter in Part B, Chapters 8–20, should be read in full to give the reader a complete understanding of the existing environment, and the effects and mitigation measures proposed to avoid or minimise impacts. The assessments in these chapters are based on the concept design (Chapter 6). Where necessary, further assessments would be undertaken during the detailed design phase of the project.
All graphical representations and landscape drawings provided in this report should be considered as concept only.
1.6.3 Supplement report
A Supplement report, to be prepared following public exhibition of this Project Assessment Report, will summarise the public submissions received during exhibition period and respond to all relevant issues raised. Additional investigations undertaken after the compilation of this Project Assessment Report or as a result of the public submissions will be included in the Supplement report. It will also display the final concept design of the project, highlighting any changes or refinements made as a result of the consultation process.
1.6.4 Australian Government environmental approvals
It is not anticipated that any Australian Government environmental approvals, including those under the Environment Protection Biodiversity Conservation Act 1999, would be required for the project.
13 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 1 - Introduction
1.6.5 South Australian Government environmental approvals
Under South Australian legislation, a number of further approvals, permits and licences may need to be obtained, as summarised in Table 1.3.
Table 1.3. Possible South Australian legislative environmental approvals Legislation Approval required Authority/approval body Aboriginal Determine an Aboriginal site (s12) Minister for Aboriginal Affairs and Heritage Act Disturb an Aboriginal site/object Reconciliation 1988 (s23) Department of the Premier and Cabinet, Aboriginal Affairs and Reconciliation Division Development Remove or prune a regulated/ Minister for Urban Development Act 1993 significant tree and Planning Affect a South Australian heritage Development Assessment place or area Commission Construction of rail infrastructure Environment Undertake prescribed activity of Minister for Environment and Protection environmental significance, e.g.: Conservation Act 1993 . earthworks drainage licence Environment Protection Authority . concrete batching . rail operations (for construction of rail infrastructure) Native Title Determine native title on land being Attorney-General Act (South acquired for construction Department of the Premier and Australia) Cabinet, Aboriginal Affairs and 1994 Reconciliation Division Natural Water affecting activities permit Minister for Environment and Resources Conservation Management Department of Environment, Act 2004 Water and Natural Resources
14 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 2 – Community and stakeholder engagement
2 Community and stakeholder engagement
Community and stakeholder engagement has had two phases: . engagement associated with the South Road Planning Study (Regency Road to Anzac Highway), begun in February 2011 . engagement specifically associated with the Torrens Road to River Torrens project since release of the concept design in May 2013.
Feedback from the South Road Planning Study was used to inform the planning and concept design phase of the Torrens Road to River Torrens project.
2.1 Approach
The significant community and stakeholder engagement in these phases included engagement with key industry bodies, representative bodies, members of parliament, government agencies, local government, emergency services authorities, community groups and the broader community, including local residents and road users. Feedback to date has been collected through group and individual meetings, online and postcard surveys and during community open days, letters, emails, telephone calls (through the project’s information line), feedback forms, presentations, workshops, briefings and the established community liaison groups.
The purpose of the community and stakeholder engagement process was to: . raise awareness of the project, including timing and processes . develop an understanding among stakeholders and the community about the purpose, context and process of the project . establish stakeholder and community involvement mechanisms for all stages of the project . register people for participation in further engagement activities . give stakeholders and the community sufficient opportunities to receive information and provide feedback on the project . seek input into impact assessment, and development of urban design and regeneration opportunities, mitigation strategy and concept design . establish good working relationships with the stakeholders and community to: – ensure information was available to support preparation of concept design options – build positive relationships with potentially affected and interested parties – facilitate engagement on the concept. Community and stakeholder engagement activities continue throughout all phases of the project.
15 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 2 – Community and stakeholder engagement
2.2 South Road Planning Study key findings and issues raised
Effective working relationships were established early in the planning study with business and property owners adjacent to the corridor, key government agencies, local councils and relevant South Australian and Australian Government members of parliament. Most stakeholders reported that they valued the early opportunity to learn about the project and to provide input.
2.2.1 Key findings of the South Road Planning Study – general community and local businesses
As part of the South Road Planning Study, the team interviewed 93% of businesses operating along South Road (between Regency Road and Anzac Highway) and those located on main arterial roads near their intersections with South Road. Main issues and concerns raised by businesses at that time included: . maintaining main road exposure (visibility or passing trade) during construction and after project completion . maintaining ongoing access . availability of an alternate site and continuity of operation/trading should their business be acquired as part of the project.
The community could engage with the project team at one of eight community information days to learn about the planning study and planning process, and to raise their immediate concerns about any future upgrade of South Road. The information days were attended by approximately 200 people. Key issues identified include potential: . property impacts, such as: – acquisition requirements – impacts on property values and ability to sell properties – difficulties in maintaining current leases or securing new leases – uncertainty around property development decisions – restrictions to future development adjacent to the South Road corridor . impacts from increased freight traffic (e.g. air quality and noise pollution) . changes to local access and connectivity . improvements to pedestrian and cycling arrangements . difficulties in purchasing similar commercial or residential properties in the local area.
16 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 2 – Community and stakeholder engagement
2.2.2 Approach to and key findings of the South Road Planning Study – Government
Members of Parliament
Briefings were held with the Hon Mark Butler, Federal Member for Port Adelaide, and Hon Michael Atkinson, State Member for Croydon.
South Australian Government
Cross-government working group
All state government agencies were given the opportunity to send representatives to a meeting during the South Road Planning Study.
Key issues identified included: . government owned assets in the planning study area . importance of the Thebarton bio-science precinct . adequate lead time required for any relocation of Housing Trust tenants . need for continual engagement with the project team.
The information obtained from the working group informed decision making about key government assets, such as schools, in the project area. Members of the working group also provided advice about the potential impact of the North–South Corridor on other areas of government strategic planning. Officers from the Department of Planning, Transport and Infrastructure (DPTI) gave advice about optimising the opportunities for the project to promote urban redevelopment in transit corridors and improve the liveability of metropolitan Adelaide. The Integrated Design Commission was also actively involved in the Cross- Government Working Group to help guide the landscape and urban design of the South Road corridor.
South Australian Environment Protection Authority DPTI staff liaised with the Science and Assessment Branch of the Environment Protection Authority. This branch includes the environment assessment team with technical specialist representatives from the site contamination, noise, water and air quality disciplines. In this forum, the project team discussed the project and sought feedback on the assessment approach for these environmental disciplines.
Emergency services Initial briefings were held with representatives from SA Ambulance, SA Police, State Emergency Services and Metropolitan Fire Service to workshop potential risks.
17 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 2 – Community and stakeholder engagement
Key issues identified included: . limitations of access and egress during and after construction . potential impacts on response times . consideration of secondary response teams (that may come from alternate directions from primary teams) . safety of emergency response units stopping on a non-stop South Road . access to Adelaide Airport (potential for a major incident) . CCTV for incident and traffic management . access points across carriageways desirable . proximity of future transit oriented development sites.
Local government
Briefings were held with both elected members and officers from the Cities of Charles Sturt, Port Adelaide Enfield and West Torrens. In summary, key issues identified included: . avoiding separation of local communities . opportunities to improve cycling and pedestrian connectivity . management of the local road network . development of the City of West Torrens Community Centre, at the junction of Ashwin Parade and South Road . heritage and neighbourhood character protection . need for continual engagement with the project team.
2.2.3 Torrens Road to River Torrens project key findings and issues raised – community and stakeholder input
In May 2013 the concept design for the Torrens Road to River Torrens project was announced following funding commitment by the South Australian and Australian governments.
This announcement initiated doorknocking of affected properties on the same day and phoning of affected businesses. Letters were sent to affected tenants, new neighbours, property owners on the eastern side of South Road, properties fronting Day Terrace and Euston Terrace in Croydon, those who had registered their interest and to all businesses interviewed in the 2011 business interviews.
Since the announcement, DPTI has been responding to telephone calls, emails and letters from members of the community and stakeholders. The project team has met with councils and local members of parliament. In addition, three street corner meetings were held by Michael Atkinson MP and attended by the Project Director and then Minister for Transport (Tom Koutsantonis MP).
18 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 2 – Community and stakeholder engagement
2.2.4 Community open days
Community open days were held on Sunday 7 July 2013, 11am–2pm; Tuesday 9 July, 4–7pm; Thursday 11 July, 4–7pm; and Saturday 13 July 11am–2pm at the project site office, 196 Torrens Road, Renown Park.
2.3 Community Liaison Groups
Two Community Liaison Groups (CLGs) were established to engage directly with the community to work through their issues before finalising the design. The CLGs had the role of looking at which aspects of the project need to be modified to minimise the impact of such a large and complex project. These groups targeted community stakeholders impacted by the grade separation of the Outer Harbor rail line and by the South Road corridor in general, forming the Croydon Station CLG and South Road Upgrade CLG. Expressions of interest to join were called for in July 2013 and the first meeting of each group was held in August. Each CLG represents the broadest possible range of local community interests and views. Representatives to each CLG were selected on the basis of achieving a broad community representation. Nominees represent themselves or a local organisation, interest or business group.
The role of the CLGs is to: . create a forum for discussion and exchange of information on the different elements of the North–South Corridor plans . assist the project team to identity local issues or concerns, and possible solutions to these issues and concerns . represent broad local community interests and views, as opposed to individual interests, that will help shape the project . act as a two-way communication link between the project team and community, and disseminate accurate information through existing community networks. All meeting agendas and discussion records are posted on www.infrastructure.sa.gov.au, as are the names and contact details for each CLG member.
An outline of the issues and possible solutions being worked through with the CLGs is provided in section 2.4.
2.3.1 Key issues raised
The following summary of issues raised through community engagement activities since the announcement of the Torrens Road to River Torrens project includes key issues raised by the CLGs. The groups have identified that the community wants a solution that: . caters for pedestrians and the mobility impaired
19 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 2 – Community and stakeholder engagement
. avoids historic and high community value sites . maintains connections across the roadway by including pedestrian crossing points at intersections and the rail overpass . ensures businesses have adequate access . reduces the impact on new neighbours of South Road.
Landscaping, urban design and environment . Landscaping principles for treatment (i.e. permanent and in the short term) . Design of cycleway – user friendly and appealing . Heritage characteristics – continue the theme . Use of vacant/open space off South Road (i.e. permanent and in the short term) . Opportunities for creation of more open spaces (e.g. greenway or beneath the rail overpass structure) . Stormwater management.
Property and maintenance . Valuations . Land values . Ongoing maintenance of cleared sites . Asset responsibilities (e.g. fences, footpaths).
Traffic, access and construction . Access to South Road from local side streets (Croydon and West Hindmarsh areas) . Impacts on local roads (including rat-running via South Road/Hurtle Street intersection) . Impact on public transport services . Pedestrian access and cycleway (in particularly east-west connectivity) . Greenways connectivity to other key routes . Construction impacts on adjacent residents and community . Property condition surveys (i.e. before and after) . Traffic management during construction.
Outer Harbor Rail Overpass
In conjunction with the regular Croydon Station CLG meetings, a community open day was held by the group on 26 October 2013 to gain further ideas and thoughts
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from the community about the future vision for the elevated rail line and surrounds. Key issues identified from this session and the CLG meetings are summarised below. . Change to the unique and established Croydon community . Visual obstruction (e.g. heavy structure of steel and concrete) . Aesthetics (e.g. graffiti) . Balance between open structure and earth embankment . Shadowing caused by elevated rail . Privacy issues . Light and noise spill . Potential increase in traffic and noise generated from land use beneath the elevated structure (for the long rail overpass) . Safety and security . Maintenance and responsibility . Connectivity for cyclists and pedestrians . Loss of existing trees adjacent to the rail corridor.
A number of opportunities resulting from an elevated rail corridor were also identified. . A rail structure that expands on Croydon’s character (e.g. stone, rusted steel, decorative brick, blend of heritage and new/modern) . Non-intrusive rail structure (e.g. slim, simple, elegant, greenwalls) . Recognition of heritage (e.g. salvage opportunities from demolished structures, reuse of demolition materials) . Mix of active spaces (e.g. youth spaces, family recreation) and passive spaces (e.g. quiet, seclusion, benches, garden space) . Flexible, multi-use areas (e.g. plaza space for community events) . Commercial space (e.g. weekend markets, deli/kiosk, complementary pop-up shops to the Elizabeth Street precinct) . Shared street between playground and rail station . Connectivity between Elizabeth and Queen Streets . Extension of the existing BBQ and playground . Dog and children friendly spaces (including for young adults) . Community building . Sporting facilities (e.g. basketball courts, outdoor gym) . Cycling/pedestrian paths/training ground for children learning to ride
21 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 2 – Community and stakeholder engagement
. Environmentally friendly, socially sustainable development (including reclaimed water and wetlands) . Community facilities . More green space . Street art (e.g. sculpture gardens, mosaic parks) . Electricified train line . Concept of a tram on Port Road.
2.4 Community liaison groups – progress on issues raised
Since the initial announcement of the project, the project team has continually met with the community liaison groups to discuss and identify solutions or opportunities in response to the initial concept design. Many issues have been discussed at the CLGs. The progress of key issues that may have lead to concept design modification are outlined below. For further information on other issues discussed the CLG meeting agendas and records of discussion can be found at: http://www.infrastructure.sa.gov.au/south_road_upgrade/northsouthcorridor/south_r oad_upgrade_- _torrens_road_to_river_torrens/community_consultation/references,_agendas_and_ meeting_records
2.4.1 Access
Access to and from South Road (and around the general project area) has been a key issue of discussion at the CLGs. Two working groups were established to work through access issues in Croydon and West Hindmarsh.
Croydon access
Representatives of the Croydon area have been discussing issues associated with modifications to existing local road access. Two areas of concern were identified in regards to the previous proposal by the DPTI (May 2013 initial concept design, Figure 1.3), being general access into/from Croydon, and the strong potential for rat- running through Croydon, in particular via Hurtle Street, with the provision of a direct signalised connection through to Hawker Street at South Road.
The feedback on local access from the CLG, together with further assessments undertaken by DPTI, has led to modification of the concept design as outlined below, described further in Chapter 6 and shown in Figures 6.1a-d. Local road access to/from South Road forming the current concept design includes: . Scotia Street – no connection to South Road; . Dartmouth Street – no connection to South Road; . Bedford Street – left in-left out;
22 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 2 – Community and stakeholder engagement
. Hurtle Street – right out only; . Harriet Street – left in-left out; . Cedar Avenue – no connection to South Road; . Elizabeth Street – no connection to South Road; . William Street – left in-left out; . Henry Street – left in-left out; . Robert Street – left in-left out; . Day Terrace – left in-left out; . Euston Terrace – no connection to South Road; and . Princes Street – no connection to South Road.
DPTI is also investigating the Croydon working group’s proposal to include a U-turn facility just north of Port Road, to provide left turn access into Croydon for southbound motorists on South Road. The location of a potential U-turn facility is shown on Figure 6.1c.
West Hindmarsh access
Representatives of the West Hindmarsh area identified an existing access issue (southbound movements out of their suburb), which they anticipate will become more difficult to undertake as a result of the North–South Corridor project. The working group identified and assessed six options to alleviate this issue including a new one-way local road bridge over the River Torrens, traffic signals on Grange Road at McDonnell Avenue, a U-turn facility on South Road just south of Grange Road and an underpass adjacent to the cemetery. Following on from their assessment, the working group proposed that a one-way local road bridge be built over the River Torrens that connects to River Road and Jervois Street, at either McDonnell Avenue or Barrpowell Street. DPTI had previously included within the project scope a footbridge at this location, with the aim being to improve cycling and walking links through the project area by connecting to existing shared paths on the southern side of the river. The construction of any such road bridge would be dependent on the City of West Torrens and the City of Charles Sturt, jointly taking ownership and maintenance responsibility for the new asset. DPTI is currently seeking feedback from the local Councils, such as technical issues that may impact on the decision for a footbridge, a one-way local road bridge or neither.
Pedestrian and cyclist access
The CLGs have also made suggestions on pedestrian and cycle access arrangements, bus stop locations and crossing points for public transport users. The final design would take these suggestions into consideration and be designed to
23 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 2 – Community and stakeholder engagement
comply with DPTI standards and guidelines including the Disability Discrimination Act 1992. More detailed work is required to confirm the drivers for more connections and to determine the best locations for east–west links.
A possible cycle friendly route connecting the Outer Harbor Greenway with the River Torrens Linear Park is shown in Figures 6.1b-d. Further discussions will be held with local councils in relation to the possibility of the cycle path utilising local roads.
2.4.2 Use of remaining land
A number of suggestions have been put forward for the use of land that will remain following project completion. The available spaces required for future construction of the corridor (i.e. north of and south of the lowered road) are eligible for ‘temporary’ land use options only. Suggestions for areas designated for more ‘permanent’ land use include a learn-to-ride facility, outdoor gym facilities, community art and playspaces. Whilst it is likely that much of the remaining land will be disposed of following completion of the project or be held onto for the future extension of the North–South Corridor, there is an opportunity for integration of these remaining spaces with the pedestrian and cycling facilities and the surrounding environment. Further discussion with the City of Charles Sturt is required to identify these opportunities, which may include landscaping, pocket park(s) and stormwater detention basins, which provide water to the Council’s Waterproofing the West project.
2.4.3 Outer Harbor rail line overpass
DPTI has been working with the Croydon Station CLG to gain an understanding of the issues and opportunities associated with the rail overpass. Members of the CLG also asked the community for their ideas and issues on the rail overpass. The response was that the form and scale of the overpass should complement the quiet residential character of the neighbourhood in which it is located.
A series of design and urban design principles specific to a long rail overpass option (included in the initial concept design, see Section 1.4) and surrounding precinct were developed in consultation with the Croydon Station Community Liaison Group (Appendix B). The contribution of the CLG (and wider community) in relation to the long rail overpass has been highly valued; however as indicated in Section 6.4.2, a short rail overpass has been selected for construction. Whilst some of the overarching design and urban design principles associated with the long rail overpass are relevant to the short rail overpass, DPTI will further engage with the community to define the urban design principles associated with the short rail overpass.
24 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
3 Project need and context
The Torrens Road to River Torrens project forms part of Adelaide’s North–South Corridor. The strategic, population growth, industrial drivers and transport context relevant to both the project and the North–South Corridor are outlined below. The strategic context is discussed in more detail in Chapter 13 Planning, zoning and land use.
3.1 National strategic policy context
3.1.1 Infrastructure Australia
Infrastructure Australia is committed to developing a long-term coordinated approach to infrastructure planning and investment with a focus on improving national productivity.
Infrastructure Australia has identified seven national infrastructure themes to provide a framework for action to meet the gaps, deficiencies and bottlenecks in national infrastructure (Infrastructure Australia 2008).
A non-stop North–South Corridor addresses three of Infrastructure Australia’s themes for developing the national freight network (Table 3.1).
Table 3.1. Infrastructure Australia’s themes addressed by a non-stop North– South Corridor Infrastructure Australia theme Relevant measure (3) Competitive international Contributes to an efficient land transport gateways: developing more effective system by providing a strategic link to ports and associated land transport the port and airport from the Port River systems to more efficiently cope with Expressway southwards imports and exports (4) A national freight network: Contributes to providing infrastructure developing a national freight network so with the capacity to move more freight that more freight can be moved by road efficiently and reliably and rail Minimises delays where road and rail networks intersect by providing network alternatives (5) Transforming our cities: improving Improves efficiency of north–south and efficiency and sustainability of our cities east–west bus movements by increasing public transport capacity Upgrades an existing transport corridor and making better use of existing to improve efficiency infrastructure
The recently released Getting the fundamentals right for Australia’s infrastructure priorities (Infrastructure Australia 2010b) identified relief from transport congestion as the best way to improve national productivity.
25 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
Planning for a non-stop North–South Corridor would reduce congestion for both private motor vehicles and freight transport and thus improve efficiency and travel time reliability for land transport.
3.1.2 National Land Transport Network
In 2004, the Australian Government introduced AusLink. Its aim was to integrate and improve the National Land Transport Network with national and interregional corridors, links to ports, airports, production and distribution centres and connecting intermodal facilities and local routes of regional significance. One of the key components of AusLink was the development of a strategy for each corridor of the AusLink national network. Strategies document the shared long-term strategic priorities for land transport of both the Australian and state governments for the next 20–25 years and inform development of the next and subsequent national land transport plans. In 2007, the Adelaide Urban Corridor Strategy (DOTARS and DTEI 2007) studied the arterial road network in Adelaide and its role and functions in connecting with the Adelaide–Melbourne, Adelaide–Sydney and Adelaide–Perth/Darwin corridors. The study considered both freight and commuter uses of South Road.
The initial study identified the section of South Road between the Port River Expressway and Sir Donald Bradman Drive as part of the Adelaide Urban Corridor Strategy subsequently the section of South Road from Sir Donald Bradman Drive to the start of the Southern Expressway at Darlington was included as part of the National Land Transport Network. The Adelaide National Land Transport Network is shown in Figure 3.1. The key challenges of the Adelaide Urban Corridor Strategy (DOTARS and DTEI 2007) that are relevant to provision of a non-stop South Road Corridor include: . addressing road and rail network issues within constraints consistent with community expectation . increasing congestion, predominately at intersections . managing access to properties and minor roads along the Adelaide urban corridor . managing the interaction between road and rail/tram networks.
26 Two Wells Gawler J Lyndoch
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Gepps Gumeracha Port Adelaide Cross
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Adelaide Airport Woodside
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Lonsdale Echunga Source:DPTI, DEWNR. Date: 10/06/2014. DocID:SRPS 325
NORTH-SOUTH CORRIDOR National Land Transport Network (road) Torrens Road to River Torrens Passenger rail line / tramway / O-Bahn ¯ Figure 3.1 Freight rail line National Land Transport Network 5 2.5 0 5 km North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
3.1.3 Infrastructure Investment Program
The Infrastructure Investment Program (until recently called the Nation Building Program) is based on long-term planning, encouragement of the best ideas and solutions and targeting investment to achieve the best outcomes for people, the national economy, regions and communities. It is designed to ensure that Australia's national land transport system is far better placed to meet the challenges it faces. The Infrastructure Investment Program has the following core components relating to roads: . a defined national network of important road infrastructure links . the National Land Transport Plan which outlines the Australian Government's approach to improving and integrating the National Network and the investments it will make . a single funding regime for the National Network . funding for local and regional transport improvements including roads to recovery and the Black Spot program.
Before the Infrastructure Investment Program was introduced recently, the Nation Building Program focused on the objective of ‘lift[ing] Australia’s productivity through nationally significant land transport infrastructure’.
The Torrens Road to River Torrens project would positively contribute to the Infrastructure Investment Program in the following ways: . Moving freight: interstate freight, local freight and heavy vehicle productivity . Connecting people: urban living and pinch points . Safety: network regeneration . Innovation: smart infrastructure.
3.1.4 Our cities – building a productive, sustainable and liveable future
Following the release of the State of Australian cities 2010 (Infrastructure Australia 2010) the Australian Government released the 2010 discussion paper, Our cities – building a productive, sustainable and liveable future, which details the National Urban Policy.
The discussion paper outlined the Australian Government’s aspirations under the themes of productivity, sustainability and liveability, and proposes possible directions for our cities. Several themes were linked to the delivery of a non-stop South Road as part of development of the North–South Corridor, for example: . Productivity: investing in quality, efficient infrastructure
28 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
. Sustainability: investing in infrastructure that delivers services and goods to businesses and communities more sustainably . Strengthening our governance frameworks: improving metropolitan planning and infrastructure delivery.
3.1.5 COAG Reform Council Capital City Strategic Planning Systems
The Council of Australian Governments (COAG) has established a Reform Council to help COAG drive its reform agenda by strengthening public accountability of the performance of governments through evidence-based monitoring, assessment and reporting. The Reform Council has been asked to review and recommend improvements for capital city strategic planning and build shared best practice planning approaches nationally. To achieve those outcomes and meet the key objective of ‘ensuring Australian cities are globally competitive, productive, sustainable, liveable and socially inclusive and are well placed to meet future challenges and growth’, nine criteria for the future strategic planning of capital cities have been identified. Several of these criteria apply to the delivery of a non-stop North–South Corridor: . Provide nationally significant infrastructure including new and upgraded works for transport corridors, intermodal connections and international gateways . Address nationally significant policy issues including efficient development and use of existing and new infrastructure, connectivity of people to jobs and businesses to markets and development of major urban corridors . Consider and strengthen the networks between capital cities and major regional centres, and other important domestic and international connections . Clearly identify priorities for investment and policy effort by governments.
3.1.6 National Road Safety Strategy (2011–2020)
The National Road Safety Strategy 2011–2010 (Australian Transport Council 2011) is a 10-Year Plan with a vision for safe roads, safe speeds, safe vehicles and safe people with a target to reduce fatalities and serious injuries from road accidents by 30%. It sets out a range of high-level directions and priority actions to drive national road safety performance to the end of 2020. It also lays the groundwork for longer-term goals and aspirations. A non-stop North–South Corridor can contribute to several safe roads ‘first step’ priorities: . Road project design by ensuring all new road projects are designed and built to reduce the risk of crashes
29 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
. Treat accident cause by improving the road network to current safety standards to minimise head on, run off road and intersection crashes . Road improvements for all users including motorcyclists, cyclists pedestrians, older users and users of public transport.
3.2 State strategic policy context
A number of key state strategic documents guide decision making in South Australia. As shown in Figure 3.2, South Australia’s Strategic Plan (SASP; Government of South Australia 2011) is the overarching plan which guides the development and implementation of other planning strategies and policy initiatives including those specifically for land use and transport, the Planning Strategy for South Australia (incorporating The 30-Year Plan for Greater Adelaide, The Strategic Infrastructure Plan for South Australia and the Integrated Transport and Land Use Plan.
SASP sits alongside the seven strategic priorities identified by the South Australian Government to guide all other government initiatives to improve the lives of South Australians and ensure the future prosperity of the state. They are: . creating a vibrant city . safe communities, healthy neighbourhoods . an affordable place to live . realising the benefits of the mining boom for all . every chance for every child . growing advanced manufacturing . premium food and wine from our clean environment.
The Integrated Transport and Land Use Plan, Planning strategy for South Australia and Strategic Infrastructure Plan for South Australia support these priorities for action.
30 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
Figure 3.2. South Australia’s strategic planning framework (DPTI 2013)
3.2.1 South Australia’s Strategic Plan
South Australia’s Strategic Plan was first released by the South Australian Government in March 2004 and re-released in 2007 and in 2011, following extensive consultation. It is the overarching strategic planning document for the state, and its targets reflect South Australia’s aspirations for 2014 and beyond.
SASP articulates South Australia’s aspirations for where we want to be as a state. The plan contains 100 specific targets grouped under the six pillars of Our Community, Our Prosperity, Our Environment, Our Health, Our Education and Our Ideas (Government of South Australia 2011). Table 3.2 outlines the contribution of the project to achieving SASP targets
Table 3.2. Project contribution to achieving SASP targets SASP SASP target Project contribution objective Our Prosperity Target 39 – Competitive Business Reduce operating costs for freight Climate: maintain Adelaide’s rating transport (i.e. reduced travel delay) as the least costly place to set up Provide efficient and reliable and do business in Australia and movement and access to key continue to improve our position air/sea ports and inter-modals, and internationally industry and business hubs along Adelaide’s North–South Corridor Target 56 – Strategic infrastructure: Contribute to investment in Ensure the provision of key important infrastructure for South economic and social infrastructure Australia accommodates population growth Our Target 22 – Road safety: by 2020, Reduce vehicle crashes through community reduce road fatalities and serious non-stop corridor, grade separation
31 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
injuries by at least 30% of traffic streams, fewer intersections and improved pedestrian and cyclist network to minimise the risk of differing user conflicts Our Target 59 – Greenhouse gas Lower congestion levels along environment emissions reduction: achieve the South Road can reduce total Kyoto target by limiting the state’s greenhouse gas emissions greenhouse gas emissions to 108% attributed to the north–south of 1990 level during 2008–2012, as transportation of people and goods a first step towards reducing emissions by 60% (to 40% of 1990 levels) by 2050 Target 63 – Use of public transport: Improve north to south and east to increase the use of public transport west routes for public transport, to 10% of metropolitan weekday provide improved safer access, passenger vehicle km travelled by minimise travel time and contribute 2018 to improved travel time reliability
3.2.2 Integrated Transport and Land Use Plan
In 2013, the Government of South Australia released for public consultation the draft Integrated Transport and Land Use Plan (ITLUP), which the development of the transport system in South Australia over the next 30 years. The plan presents a suite of solutions for the transport system across South Australia that can be delivered in a manner reflective of the priorities of the Australian Government, South Australian Government, local government and the private sector – subject to the availability of funding.
The ITLUP identifies a number of key transport challenges and sets goals, objectives and priorities for the state. The North–South Corridor is a critical aspect of delivering on the challenges, goals and objectives of the plan. The plan aims to support and assist an emerging trend that more people now want to live in or near the central city by continuing with strategic investments into public transport that will boost the central city as a lively, creative, dynamic and safe district that appeals to residents and businesses. To do this, the transport system needs to not only support medium density, vibrant communities and business growth across inner-Adelaide but to actively encourage and drive these developments. An expanded network of trams in the inner areas and the CBD, combined with a redesigned bus network, and greater investment into our cycling and walking routes, integrated with land development, will greatly increase people’s choice of travel. However, where other choices aren’t convenient or suitable, people will still need to travel by car. This can lead to urban congestion, resulting in increased delays across the road network. The ITLUP identifies that Adelaide’s businesses need the certainty of reliable road and rail routes to operate successfully and deliver goods and services to local, interstate and global markets. Adelaide is a key destination for freight which needs
32 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
access to industrial areas and sea and air ports. The city’s arterial road and freight rail network must have the capacity to service these needs, reduce road congestion and meet future transport demand along major freight and traffic routes. The plan will build on the strategic investment in recent years to meet this demand including the Northern Expressway, South Road Superway and Port River Expressway, and continue with investment into the North–South corridor to complete the non-stop route between Gawler and Old Noarlunga. The North–South Corridor (including the Torrens Road to River Torrens project) will address the plan’s key challenge area of ‘providing efficient connections to export/import gateways’ by improving vital freight and road traffic corridors. The project specifically supports the goals and associated objectives of the plan (Table 3.3).
Table 3.3. Contribution of the project to ITLUP goals and objectives ITLUP goal ITLUP objective Project contribution 1. Healthy, safe, Liveability The project would: affordable and . Connected, vibrant, safe . reduce vehicle crashes by connected communities and attractive places providing a non-stop corridor, throughout South Australia grade separation of traffic . A land use and transport streams, fewer intersections system in Greater Adelaide and improved pedestrian and that delivers connectivity, cyclist network to minimise the safety and choice of travel risk of differing user conflicts for people at a level that . deliver an expressway standard maintains Adelaide as one road offering higher levels of of the world’s most liveable safety, incident management cities while increasing and control densities in central . improve cycling and pedestrian Adelaide to support the facilities knowledge and services . divert traffic volumes from economy parallel and adjacent routes, . Public transport, walking improving traffic flow on these and cycling become a roads and allowing for better desired choice of travel for use, e.g. public transport many of South Australians, priority reducing reliance on cars 2. A strong, diverse Prosperity The project would: and growing . A transport network which . deliver more efficient and economy connects people and reliable links to the Port of businesses to jobs, Adelaide, the industrial north- markets and services in a west sector and Adelaide safe, reliable and timely Airport manner . improve performance of east– . An efficient and effective west movements across the freight transport system corridor
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that adds to the competitiveness of SA 3. Thriving, natural Sustainability . The project would allow non- and built . Significant reduction in stop travel at a more efficient environment transport emissions, speed which is likely to reduce including greenhouse GHG emissions from the gases and other harmful existing situation emissions
3.2.3 South Australian Planning Strategy
The South Australian Planning Strategy provides the framework for land use development across the state. It defines how the state will balance population and economic growth with the need to protect the natural environment, and the heritage and character of our communities, while considering the infrastructure and services we’ll need. The Planning Strategy comprises The 30-Year Plan for Greater Adelaide plus seven regional volumes.
The 30-Year Plan for Greater Adelaide
The 30-Year Plan for Greater Adelaide (DPLG 2010) contains policies, targets, directions and governance arrangements that will guide development of Adelaide and its surrounds over a 30-year period by creating new transit corridors, growth areas and transit-oriented developments, and revitalising activity centres. The 30- Year Plan highlights the importance of the North–South Corridor through the project in Table 3.4.
Table 3.4. Links to The 30-Year Plan for Greater Adelaide Reference to 30-Year Plan Description of relevance Transport Policy 2 North–south and east–west freight routes Designate and protect strategic freight identified in plan can ease congestion, corridors as identified on Map D15 minimise delays and improve travel time reliability Transport Policy 15 Reduced travel times along North–South Provide for non-stop travel along the Corridor would provide reliable travel strategic North–South Corridor, linking the options for business and social travel in Northern Expressway, proposed Northern Adelaide over the next 30 years Connector, Port River Expressway, non- stop South Road Corridor and Southern Expressway
In addition to contributing directly to the above policy areas, a non-stop North–South Corridor can also contribute indirectly by providing transport infrastructure for current and future needs that would help ensure land use changes, land use planning and population distribution priorities are achieved.
34 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
3.2.4 Strategic Infrastructure Plan for South Australia
The Strategic Infrastructure Plan for South Australia 2005/6 – 2014/15 (Government of South Australia 2005) called for the identification of infrastructure priorities over 5-year and 10-year time frames. The purpose of the plan was to guide new infrastructure investment by government and the private sector, and improve the management and use of South Australia’s existing infrastructure assets.
In October 2010 a discussion paper for the update of the Strategic Infrastructure Plan was released to ensure that it continues to provide direction to state agencies, local government and the private sector on the government’s priorities for South Australia. The discussion paper was the first step towards developing a new plan to map out the state’s infrastructure priorities for the next 10 to 15 years.
The discussion paper identified a broadened scope of Adelaide's North–South Corridor to deliver the outcomes of the 30-Year Plan. The corridor will comprise a series of strategic non-stop road links from Gawler to Old Noarlunga, to connect the rapidly expanding industrial and residential growth areas in the north and the south, and open new opportunities for economic development. The 78-kilometre corridor (Figure 1.1) includes: . Northern Expressway from Gawler to Port Wakefield Road (opened in 2010) . Northern Connector from Port Wakefield Road to the Port River Expressway (proposed future project) . South Road from the Port River Expressway to the Southern Expressway . Southern Expressway from Darlington to Old Noarlunga (currently being duplicated, to be opened in mid-2014).
The Torrens Road to River Torrens project is relevant to and would help contribute to the following Strategic Infrastructure Plan priorities (Government of South Australia 2005): . Invest in transport infrastructure: – improve Adelaide’s North–South Corridor – develop reliable and efficient transport links for the North–South Corridor through Adelaide … undertaking further improvements to South Road traffic flow.
3.2.5 Tackling Climate Change: South Australia’s Greenhouse Strategy
South Australia’s greenhouse emission and climate change targets, as set out in the Climate Change and Greenhouse Emissions Reduction Act 2007, can be achieved by implementing actions identified in Tackling climate change: South Australia’s greenhouse strategy (Department of the Premier and Cabinet 2007).
The strategy takes three directions for the future: . reducing greenhouse gas emissions . adapting to climate change
35 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
. innovating in markets, technologies, institutions and the way we live.
Those directions are then framed into goals and objectives for the six sectors of community, industry, energy, transport and planning, buildings, and natural resources. The transport and planning goal is to ensure that ‘South Australia will substantially reduce transport related greenhouse gas emissions while maintaining accessibility and economic development’. Lower congestion levels, achieved by minimising stop–start traffic along South Road on a non-stop North–South Corridor, are likely to contribute to fewer total greenhouse gas emissions attributed to the north–south transportation of people and goods.
3.3 Existing and projected need for the project
The need for a strategic non-stop North–South Corridor (which includes the project) is associated with existing and future traffic and transport conditions and expected population and industrial growth in northern and western Adelaide.
3.3.1 Problem identification and assessment
The South Road Planning Study (Regency Road to Anzac Highway), which began in early 2011, developed a number of project specific goals that aligned with the South Australian strategic context: . ensure the National Network Transport Link (South Road) fulfils its role in accordance with both state and national plans, and as a freight link as outlined in the 30-Year Plan . support Adelaide’s future economic prosperity and liveability by ensuring efficient and effective connectivity for people accessing employment, leisure and service opportunities (both regional and local) and optimising the opportunity for integrated land use outcomes . provide an integrated solution that directly and indirectly enhances transport system safety for all road users (e.g. motorists, public transport, pedestrians and cyclists) . develop a corridor-wide solution that makes the best use of both new and existing transport network infrastructure, and is integrated with the broader multi-modal transport network of Greater Adelaide . develop a sustainable solution that delivers the optimal balance between economic, social and environmental outcomes. The study identified and assessed three problems associated with the current condition of South Road that hinder the achievement of these project goals:
36 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
. Problem 1 – Increasing demand from diverse users of South Road is increasing congestion, travel time and reducing reliability of the road and causing high costs for business and reducing Adelaide’s liveability . Problem 2 – Poor accessibility (including public transport) between east and west of Adelaide is increasing congestion and travel times and causing high costs for business and reducing Adelaide’s liveability . Problem 3 – The current high incident rate (including road crashes) along South Road is causing direct and indirect costs to the community. Evidence of these problems is recognised as high levels of delay at signalised intersections, large variability in travel times throughout the day and from day to day, and higher than average crash rates along this section of South Road compared to other arterial roads in the western sector of Adelaide (Table 3.5).
Table 3.5. Summary of problems identified on South Road Problem Evidence Increasing demand from . Austroads National Performance Indicator (NPI) series: diverse users of South Road average speed on Adelaide roads as low as in Sydney is increasing congestion, and Melbourne, worse than Brisbane and Perth travel time and reducing reliability of the road, causing . Average speed along most sections of South Road high costs for business and lower than Austroads NPI average speed for Adelaide reducing Adelaide’s liveability roads as a whole
. Travel speed variability on South Road high in absolute terms, and higher than Austroads NPI measure for Adelaide roads as a whole . At-grade road with signalised intersections: poor average speed and travel speed variability largely reflect constraining spots along route, essentially intersections . More intersections will have volumes exceeding capacity in the short term Poor accessibility (including . Most intersections along South Road have volumes at public transport) between capacity or very close to capacity east and west of Adelaide is . increasing congestion and Parallel north–south routes also have volumes travel times, causing high approaching capacity, so there is limited ‘under-utilised costs for business and capacity’ for traffic to flow reducing Adelaide’s liveability . Thus South Road, and its subnetwork of nearby main
roads in the western sector, operate very close to system limits . Users already experience above average delays and in some cases very long delays . Average delays (per vehicle) become extremely high in 2016 and 2021 as volume exceeds capacity The current high incident rate . For most of its length, the safety record of South Road (including road crashes) is similar to average for Adelaide roads as a whole along South Road is causing
37 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
direct and indirect costs to . As a route on the National Land Transport Network, a the community. higher standard of road safety should be expected on South Road . Safety performance is worse in the northern end of South Road in the undivided, narrow section between Regency Road and River Torrens; the poor safety performance of this section, long recognised by both SA Government and Commonwealth Department of Infrastructure and Transport, remains untreated . The undivided section of South Road between Regency Road and River Torrens is out of place for a national road route; its safety performance would continue to remain higher than the average national road route performance into the future
Road congestion
South Road, as part of the National Land Transport Network road route, plays a primary role in the transport network of Greater Adelaide alongside rail freight and public transport systems. Road congestion, resulting in reduced travel speed and increased travel times affects: . delivery of goods and services, adding to business costs . on-time running of on-road public transport (buses) . individual motorists (such as those travelling to work).
Traffic analysis along South Road indicates that private vehicle travel dominates; commercial vehicles typically represent 10-15% of total traffic volume. Road users travelling north–south on South Road in the project area currently experience above average delays (compared to other areas of the network), and in some cases very long delays.
Table 3.6 shows existing traffic volumes (both with and without the project). Without the project, based on predicted traffic volumes, traffic congestion would reach unacceptable levels and traffic volumes at a number of major intersections in the project area would see those intersections reaching capacity (2016–2021). The current road network in the project area does not have the capacity to support this increase in traffic volumes.
As a further measure of congestion, the Austroads published National Performance Indicators (NPI) allow Australian and New Zealand road authorities to benchmark road performance at both a national and international level. Table 3.7 compares average speed on South Road with the Austroads NPI average travel speed for urban roads in Adelaide. The cells highlighted in blue show the underperforming segments of South Road, indicating that most of South Road has average speeds less than the Austroads NPI, both during and outside of peak periods, and in both directions.
38 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
Table 3.6. North–South Corridor forecast traffic volumes both with and without the project Traffic volumes (vehicles per day) Section of 2021 2031* North– Without With project Without With project South project project Corridor North of 55,000 57,000 76,000 118,000 Torrens (113,000 on Road non-stop) Torrens 54,000 60,000 64,000 127,000 Road to Port (42,000 on (113,000 on Road non-stop) non-stop) Port Road to 64,000 66,000 78,000 126,000 Grange (42,000 on (77,000 on Road non-stop) non-stop) South of 52,000 62,000 72,000 129,000 Grange (42,000 on (77,000 on Road non-stop) non-stop) * Forecast volumes assume that the entire North–South Corridor is constructed by 2031, with population growth as per The 30-Year Plan for Greater Adelaide, which drives transport demand.
Table 3.7 South Road average speed vs. 2012 Austroads NPI Average speed (km/h) AM peak Business hours PM peak (7–9am) (10am–3pm) (4–6pm) South Road link north- south- north- south- north- south- (intersection with) bound bound bound bound bound bound Regency to Grange 32 26 36 35 33 32 (3.4 km) Grange to Richmond 30 32 34 32 30 24 (4.3 km) Austroads NPI for 33.1 42.4 36.6 2011-12 Note: Blue cells indicate average speed worse than Austroads benchmark In addition, the Outer Harbor rail line crosses South Road just north of Port Road through a level crossing. Passenger trains are not delayed at this point as the road traffic is stopped by the level crossing boom gates. Delays to traffic will increase with increasing volumes of traffic and increases to service frequencies. A number of the state and national strategic goals (see Sections 3.1 and 3.2) relating to economic growth, competition and productivity will not be achieved without the Torrens Road to River Torrens project and ultimately a non-stop North– South Corridor.
39 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
Accessibility
East–west travel South Road currently acts as a barrier to east–west commercial, private and public transport travel movements. This barrier prevents more frequent public transport services for east–west travel and traffic signal phasing to favour east–west travel because of prioritised north–south travel. Port Road is a major commuter route, with an annual average daily traffic (AADT) of 43,000 to 45,000 vehicles per day with 5% commercial vehicles in the study area. Some bus routes use Port Road and the parallel Outer Harbor rail line provides the mass transit public transport link.
More east–west intersections with South Road are anticipated to have traffic volume reaching the capacity of the intersections during the period of 2016–2021. Average delays (per vehicle) are expected to become extremely high during that period as volume exceeds capacity. Table 3.8 compares the average speeds of these east–west roads with the benchmarked Austroads NPI. Average speeds on east–west roads in the project area are lower than the benchmarked Austroads NPI comparator, indicating that South Road is a barrier to east–west movement.
Table 3.8. East–west road segments average speed vs 2012 Austroads NPI
Average speed (km/h) AM peak Business hours PM peak East–west road link (7am-9am) (10am-3pm) (4pm-6pm) east- west- east- west- east- west- bound bound bound bound bound bound Torrens Rd 32 36 39 38 35 33 Port Rd 34 41 38 40 38 39 Grange Rd 25 27 29 28 29 26 Austroads NPI for 33.1 42.4 36.6 2011-12
Note: Blue cells indicate average speed worse than Austroads benchmark.
Pedestrian and bicycle access
Regency Road, Torrens Road, Port Road and Grange Road currently have on-road bike lanes. Cycling facilities are also provided along Outer Harbor rail line greenway and River Torrens linear park. The secondary road bike lanes and secondary road bike networks in the area are listed in the Chapter 12. Pedestrian footpaths can be found along all roads and along the greenway and River Torrens linear park. Footpaths along South Road are currently in poor condition.
40 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
Traffic incidents and safety
Road Traffic incidents (or disruptions to normal traffic operations) along South Road come in a number of forms including vehicle crashes (which may also involve cyclists or pedestrians), road maintenance and repair works, and utility (e.g. water, gas) emergency repairs or maintenance. Contributing factors to the occurrence of incidents on South Road include:
. utility maintenance on South Road (where the road easement is shared with utility access for sewerage, electricity and gas) creates congestion points, delays and increased probability of incidents (e.g. repairs to burst water mains) . high numbers of right turn exit points and insufficient right turn bays create congestion and safety conflict points . narrow road widths through some sections of South Road increase the risk of larger vehicles colliding with oncoming vehicles or roadside furniture (e.g. stobie poles).
The total recorded numbers of incidents on South Road (between Regency Road and Anzac Highway) for the 2011 calendar year (Table 3.8) was 668 (almost 2 per day). More than half of all incidents were road crashes, with a further 30% caused by maintenance and repair work to South Road. Incidents on adjacent routes that have a flow-on effect to South Road traffic are not included.
Table 3.9. South Road (Regency Road to Anzac Highway) incidents in 2011 Incident type Number Ratio (%) Crashes 395 59.2 Road related maintenance and repair work 215 32.2 Utility service provider work 43 6.4 Other (incl. temporary traffic control for works 15 2.2 on adjoining properties) Total 668 100
Crash rates During the period 2008–2013, the numbers of crashes resulting in injuries at intersections with South Road were: . Torrens Road – 164 crashes . Hawker Street – 40 crashes . Port Road – 170 crashes . Grange Road – 143 crashes . Adam Street – 26 crashes . Ashwin Parade/West Thebarton Road – 84 crashes.
41 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
As expected, the highest numbers of crashes occurred at major intersections (Figure 3.3). For the period 2008–2013, a total of 287 crashes were recorded at midblock sections (i.e. between intersections), including minor junctions along this section of South Road.
An assessment of crash rates in the western sector of Adelaide identified higher than average crash rates between Regency Road and Grange Road, probably for the following reasons: . north of Torrens Road the road has poor horizontal alignment . Torrens Road to Port Road is the sole remaining undivided section on South Road, which also has electricity poles in close proximity to the carriageways . between Port Road and Grange Road, intersection crashes are attributed to the relative shortness of the section.
It is likely that, with increasing traffic volumes and congestion, the rate of accidents could increase. Given the strategic role and function of South Road, and as part of the National Land Transport Network, it would be expected to have a better safety record than the rest of the arterial road network.
Rail
The existing at-grade rail level crossings on South Road a represents a road and rail safety risk. Over time, as road traffic and rail frequencies increase, the safety risk is likely to increase. A lowered road and a rail overpass to separate road and rail traffic would significantly improve safety for north–south traffic and the local community.
Traffic and transport drivers
Adelaide has developed in an elongated north–south manner, as dictated by its geography. Most of Adelaide’s industry is concentrated in the northern, north- western and western parts of Adelaide and some in the south. Proximity to the Port of Adelaide, and suitable land, made these areas logical industrial lands. The key freight distribution centres and employment areas reliant on the North–South Corridor are shown in Figure 3.4.
The north-western and western areas of Adelaide have historically been the focus of industry location. In recent decades the northern parts of Adelaide, north of Gepps Cross, have become increasingly important for industry location.
42 4 LOCATION MAP 3 3
3 4 18 7 4 3
4 3 WINGFIELD 3 3 3 23 3 4 4 ADELAIDE 3 5 Sunbeam Rd 3 7 MARION Lamont St 4 6 6 Bishop St 3 3 4 3 24 157 Tait St
Hurtle St 5 10 4 6 4 31 3 8 19
5 6 5 3 9 28 Torrens Rd 8 5
3 Robert St 4 6 5 7 5 12 3 7 4 4 6 16 6 Elizabeth St Paget St Hawker St 3 6 5 3 3 Hythe St 5 10 14 3 Monmouth St 3
12 Forster St 3
Mcinnes 7 3 26 4 5 St Port Rd 4 5 3 4 3 49 Ridley St 5 6 4 109 3 5 20 69 5 7 16 7 4 4 51 7 7 13 5 9 4 5 146 6 11 3 3 36 Grange Rd 3 3 3 5 3 4 6 27 11 3 4 18 9 5 3 Manton5 St 10 3 4 3 7 3 Susan St 3 3 4 37 33 11 33
24 Adam St
Queen St 4
28 3 4 5 7 6 8 3 76 West Thebarton Rd 3
6 10
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3 3 5 3 6 Source:DPTI, DEWNR. Date: 10/06/2014. DocID:SRPS 310
NORTH-SOUTH CORRIDOR Total crashes Property damage only Torrens Road to River Torrens Casualty crash Figure 3.3 ¯ Fatality Crash location and number (2008-2013) 500 250 0 500 m North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
The international gateways that connect to industry areas are the Port of Adelaide and Adelaide International Airport, both located in the western sector. The Islington Intermodal site has two rail terminals and one major transport depot is also located in Adelaide’s western sector. Strategic transport movements converge as north– south movements in the western sector between the coastline and the central business district. There is considerable conflict in the western sector of Adelaide between north–south and east–west movement of traffic. Many key strategic network routes in Adelaide’s western sector are showing high levels of congestion and delays with signalised intersections either approaching or at capacity levels.
As indicated in Section 3.2.2, Adelaide’s businesses need the certainty of reliable road and rail routes to operate successfully and deliver goods and services to local, interstate and global markets. Adelaide is a key destination for freight which needs to access industrial areas and sea and air ports. To this end, the city’s arterial road and freight rail network must have the capacity to service these needs, reduce road congestion and meet future transport demand along major freight and traffic routes (Government of South Australia 2013). The Integrated Transport and Land Use Plan (ITLUP) and The 30-Year Plan for Greater Adelaide further reinforce the north as the future growth area for industrial lands (Figure 3.4). Proportionally less industry is located in the south of Adelaide but it does contain important industrial precincts, in particular the Lonsdale industrial precinct and Tonsley Park precinct. Maintaining Adelaide’s competitiveness is one of the 30-Year Plan’s three key objectives. Maintaining an industrial spine (corridor) is a key focus of future planning and would ensure connectivity and accessibility along the length of Greater Adelaide as is described in ITLUP.
3.3.2 Population growth
The estimated resident population of South Australia increased by 84,500 people in 5 years to 1.6 million people at the 2011 Census. The four LGAs with the largest population growth in South Australia during 2006–11 were all within Greater Adelaide: . Salisbury — 10,684 person increase . Port Adelaide Enfield — 9,887 person increase . Onkaparinga — 9,842 person increase . Playford — 9,105 person increase. The LGAs with the fastest growth rates in Greater Adelaide during 2006–11 were: . Adelaide City Council 3.3% . Playford 2.5% . Mount Barker 2.4%
44 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 3 – Project need and context
. Port Adelaide Enfield 1.9%.
A non-stop North–South Corridor would play a vital role in connecting the rapidly expanding industrial and residential growth areas in the north and south. It would provide an efficient freight transport route through Adelaide and new opportunities for economic development. The Greater Adelaide metropolitan area is home to eight out of ten South Australians. The 30-Year Plan for Greater Adelaide plans a steady population growth of an additional 560,000 people and construction of 258,000 additional homes. The plan focuses on identification of key locations for future regeneration and associated higher density mixed use development. This development is a fundamental part of meeting infill targets of 70% within urban areas and 30% at the fringe by 2030. The project forming part of Adelaide’s North–South Corridor will play a vital role in efficiently connecting the rapidly expanding employment and residential growth areas in the north and south.
3.4 Objectives to address strategic context and need for the project
The project objectives, drawn from the wider South Road Planning Study (Regency Road to Anzac Highway), address key strategic outcomes and project needs: . protect and provide freight priority consistent with a National Land Transport Network between Wingfield and Darlington to the Port of Adelaide, Adelaide’s Southern employment areas, Adelaide Airport and other industrial and commercial centres consistent with The 30-Year Plan for Greater Adelaide . improve travel time, reliability and vehicle operating costs along Adelaide’s North–South Corridor . improve accessibility to employment, leisure and service opportunities of Adelaide’s east–west traffic (including by motorists, public transport, pedestrians and cyclists) . reduce the incidence and severity of South Road crashes . minimise/manage social and environmental impacts . deliver a solution with positive net benefits (monetised plus non-monetised) for South Australia.
45 5 ¯ Source: DPTI (incl ITLUP draft strategy), DEWNR Date: 19/06/2014. SRPS DocID: 329 2.5 LOCATIONMAP Lonsdale industrial Lonsdale 0 Industry Park Industry " Port of of Port Adelaide " " precinct Seaford " " Adelaide Airport Adelaide " Project area Corridor South North transit mass Planned Mass transit roads Main 5 km Gillman TonsleyPark Aldinga Lonsdale !
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" # Flinders Medical Centre Medical Flinders and University Flinders " " " # ! Stirling and intermodal and Parks Edinburgh Meadows Gawler Roseworthy One TreeHill ! Echunga Torrens Road to River Torrens River to Torrens Road Hahndorf NORTH-SOUTH CORRIDOR NORTH-SOUTH employment areas reliant on reliant areas employment Adelaide's key industry and and industry key Adelaide's Macclesfield MountBarker the North-South Corridor North-South the Oakbank Lobethal Strathalbyn Woodside Gumeracha Lyndoch Nairne Figure 3.4 Figure North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 4 – Economic assessment
4 Economic assessment
4.1 Background
The economic assessment specific to the upgrade of South Road between Torrens Road and the River Torrens was carried out as two components: . benefit cost analysis (BCA) – addressing both monetised (Section 4.3) and non- monetised (Section 4.4) benefits and costs, and including an estimate of the wider economic benefits of the project . economic activity impact assessment (Section 4.5).
4.2 Economic rationale
The project is a vital link in the Government’s vision for a continuous, free flowing North–South Corridor. Existing problems with the network are currently constraining economic growth opportunities. Increasing demand from diverse users of South Road is increasing congestion and travel time, reducing reliability of the road, generating high costs for business and reducing Adelaide’s liveability. Traffic congestion and unreliable travel times as traffic is channelled to South Road through the western sector of Adelaide will have negative effects on the economy in business costs, productivity and output. The traffic congestion is not limited to just South Road; alternative routes do not provide a solution.
Coupled with this, South Road acts as a barrier to east–west travel (commercial, private and public transport movements). Poor accessibility between east and west of Adelaide is increasing congestion and travel times, causing high costs for business and reducing Adelaide’s liveability. With South Road designated as the key freight route through the western sector of metropolitan Adelaide, the current road’s physical attributes (e.g. geometric design) do not safely provide for the size of vehicles required to use this route now and in the future. Narrow road widths through some sections increase the risk of larger vehicles colliding with oncoming vehicles or roadside furniture (such as high voltage power poles). From a road safety perspective, the priority section on South Road for intervention is the section between Regency Road and Grange Road and removal of the Outer Harbor rail line level crossing. Utility maintenance on South Road also generates congestion points, delays and increased probability of road crash incidents.
Current high incident rates (including road crashes) along South Road are causing direct and indirect costs to both business and the community. Management of these incidents results in additional delays to traffic on South Road and on parallel routes (to which traffic is diverted). By improving network reliability and accessibility for business, the Torrens Road to River Torrens project would negate the need for traffic to use other parts of the
47 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 4 – Economic assessment
network during both peak and inter-peak periods of the day. It is expected to have a two-fold effect: . the value inherent in the cost savings for industry and other users through improvements in travel time, vehicle operating costs etc, and what that may mean for industry competitiveness . potential net creation of economic activity (e.g. companies setting up in South Australia) and new activity by existing companies that would not otherwise occur.
4.3 Benefit cost analysis (monetised)
A Benefit Cost Analysis (BCA) indicates whether the whole of South Australia is ‘better off’’, in this case by funding this project. It compares the project with an alternative ‘do minimum’ base case (i.e. minor upgrades of the road and rail network in the region), with benefits and costs interpreted from a triple bottom line perspective – being monetised economic, social and environmental costs and benefits. From an economic perspective, a benefit cost ratio (BCR) of greater than one indicates a benefit to South Australia. ‘Net benefit’, or ‘net value’ — the indicator of whether South Australia is better off — is the difference between the sum of all benefits and the sum of all costs, expressed in present value dollars. It is calculated as the net present value (NPV) of the project; a NPV of greater than 0 means a positive net benefit. The BCA for the upgrade the Torrens Road and the River Torrens project (conducted in line with the framework outlined by the national Guidelines for Transport System Management in Australia) estimated the following (monetised) benefits: . travel time savings (public and private transport) . reduced vehicle operating costs . reduced or manageable environmental impacts (including local air pollution, climate change, urban separation, effects on water, and nature and landscape) . road crash safety benefits . Croydon rail crossing safety and delay benefits.
The results of the analysis (Table 4.1) indicate that the project would return significant positive incremental NPVs over the ‘do minimum’ base case, and a BCR of greater than 1 (evaluated using a 7% discount rate). For the project, the NPV is $544 million with a BCR of 2.40. Both of these results indicate that the project will deliver a positive economic outcome for South Australia.
Table 4.1. Monetised benefits and costs
Assessment method Value Net present value ($ million) $544 Benefit cost ratio 2.40
48 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 4 – Economic assessment
Sensitivity tests were carried out and included variation of the project discount rate (4% and 10%), inclusion of ‘below the line’ benefits and changes in the capital cost of the project ( 20%). All sensitivity tests maintained positive NPV results.
4.4 Benefit cost analysis (non-monetised)
Non-monetised benefits and costs, while difficult to value, also need to be taken into account when evaluating project options (Table 4.2).
Table 4.2. Non-monetised benefits and costs
Benefit/cost Description Rating Impact on road users Any construction project will have an impact on Slightly –ve during construction road users; impacts will be limited by ensuring two north–south traffic lanes remain open where possible. Pedestrians Connectivity would be improved in both east–west Moderately and north–south directions from the existing +ve situation, with better footpaths/walking path and pedestrian bridge crossing located along desire lines. Cyclists Safety would increase for cyclists with on-road and Moderately off-road cycling paths connected to existing local +ve paths, River Torrens Linear Park, and Outer Harbor rail line greenway. Improved residential/ The project may be the catalyst for improved Slightly +ve commercial residential/commercial development. development potential Access to local The project severs a number of crossing points, Slightly –ve services and facilities affecting access to a small number of properties providing community services. This impact is reduced by providing more pedestrian crossing points. Community cohesion The project would directly impact on a number of Slightly –ve properties (including some businesses), and may affect community cohesion. Urban design Quality urban design elements can be included to Slightly +ve improve urban places. Flora The impact on a number of significant and remnant Slightly –ve trees has been minimised by reducing the cross- section and off-setting any impacts. Heritage and culture The project avoids State Heritage listed places; Slightly –ve some local contributory places are impacted.
Further development of the concept design would attempt to minimise all areas of negative impact (see Chapters 8 to 20).
49 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 4 – Economic assessment
4.5 Economic activity impacts
The BCA results as outlined in Sections 4.3 and 4.4 indicate that the project would produce positive net benefits. The project is modelled as contributing to the level of economic activity in the following ways: . providing cost savings for business (in transport costs), which would lead to improved general competitiveness for business and new ongoing economic activity . job creation.
4.5.1 Direct economic effects
Traffic congestion has direct implications on travel speed, travel time and travel time reliability. These in turn are key factors in determining business costs, liveability and safety costs. Travel patterns on South Road, including the section between Torrens Road and River Torrens, indicate that traffic flows are fairly uniform throughout the day. This suggests that, as traffic volumes approach and reach capacity, traffic congestion is a problem not just in peak periods for commuters, but also for those travelling throughout business hours, which includes a high proportion of commercial vehicles (freight and business vehicles).
4.5.2 Employment effects
Analysis indicates that for the Torrens Road to River Torrens project, an estimated 480 jobs would be created per year. Three types of associated jobs can be defined: . direct – jobs associated with production of the infrastructure itself (e.g. road construction jobs) . indirect – jobs associated with increased demand for materials, goods and services used in construction (e.g. steel production and fabrication) . induced – jobs flowing on to other sectors of the economy as a result of direct and indirect effects (e.g. retail).
To assist with local employment opportunities arising from projects such as this, the South Australian Government has established the Office of the Industry Advocate to ensure that competitive small and medium enterprises are given full, fair and reasonable opportunity to be considered for major work being undertaken in South Australia.
50 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 5 – Development of the project
5 Development of the Torrens Road to River Torrens project
The Torrens Road to River Torrens project was derived from previous strategic planning works undertaken on Adelaide’s North–South Corridor. Below is a summary of works undertaken to arrive at the concept design for the Torrens Road to River Torrens project.
5.1 Previous projects and studies
Since the first announcement of the intention to create a non-stop South Road/North–South Corridor, the South Australian Government has been progressively determining the best way in which this can be achieved, what needs to be done when and how long it will take.
The priorities for constructing projects along South Road have, to date, been guided by analysis of where the greatest traffic delays occurred. This approach prioritised and led to the construction of Gallipoli Underpass (South Road/Anzac Highway), Glenelg Tram Overpass and South Road Superway (South Road and Grand Junction Road/Cormack Road/interstate rail freight line) (see Figure 1.1).
5.2 The concept development process
In early 2011, following provision of funding from the Australian Government, the Department of Planning, Transport and Infrastructure began a study to plan for a non-stop South Road corridor between Regency Road and Anzac Highway. The study had two phases: . preliminary concept planning of the 9 km length of South Road between Regency Park and Anzac Highway (the ‘planning study area’) . concept planning and concept design of a 3.7 km section from Torrens Road to the River Torrens determined to be the highest priority section of the 9 km (the ‘project area’).
The process for development and delivery of the project is outlined in Figure 5.1.
51 Step1 beginning February 2011: Preliminary concept planning (Regency Road to Anzac Highway) - Completed ↓ Preliminary environmental, social, engineering and economic investigations ↓ Community Engagement (briefings, workshops, open days, surveys, business interviews) ↓ Development of possible road options (Regency Road to Anzac Highway) ↓ Option evaluation and selection of preferred option (Regency Road to Anzac Highway) ↓ Identification of next priority for South Road upgrade ↓ Step 2 beginning March 2012: Concept planning (Regency Road to River Torrens) - Completed ↓ Continuation of environmental, social, engineering and economic investigations ↓ Continuation of community and stakeholder engagement activities ↓ Detailed concept planning
↓ Community Engagement Property acquisition ↓ Development of business case and funding submission to Australian Government ↓ Announcement of joint funding commitment for Torrens Road to River Torrens section of South Road from South Australian and Australian governments ↓ Development of concept design (Torrens Road to River Torrens) ↓ Step 3 beginning May 2013: Concept design finalisation (Torrens Road to River Torrens) and Environmental Impact Assessment process
↓ Community and stakeholder engagement (open days, street corner meetings, etc.) ↓ Modification to concept design (based on community/stakeholder feedback and further investigations) ↓ Continuation of property acquisition (including demolition) ↓ Preparation of Project Assessment Report (as part of the EIA process) ↓ We are At least 30-day exhibition of Project Assessment Report – Submissions invited here ↓ Assessment of submissions and preparation of Supplement Report ↓ Finalisation of concept design ↓ Step 4 2014-2018: Pre-construction to construction (Torrens Road to River Torrens) ↓ Early works (alternative route upgrades; service relocations; demolition, etc.) ↓ Procurement ↓ Detailed design and construction of Torrens Road to River Torrens project
Figure 5.1. Development and delivery of the Torrens Road to River Torrens project North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 5 – Development of the project
5.2.1 Preliminary concept planning
The preliminary concept planning phase of the project included investigating all possible solutions for the non-stop North–South Corridor of the 9 km length of South Road between Regency Park and Anzac Highway. Initially, a range of qualitative and quantitative data was collected through traffic modelling and engineering, economic, social and environmental investigations. In addition, a community engagement process was initiated and included eight community events where residents, businesses and land owners were invited to provide local knowledge of South Road and how they currently use it. These people, along with the wider Adelaide community, were surveyed for their preference for the physical form of a non-stop North–South Corridor. This information was then used by the study team to further develop engineering options during the preliminary concept planning phase. The range of road options developed for South Road between Regency Park and Anzac Highway included continuous or a combination of tunnels, lowered roads, elevated roads (similar to the South Road Superway recently constructed at Regency Park/Wingfield) and road widening. Each option was assessed and ranked by using multi-criteria assessment based on the South Road Planning Study project objectives (Table 5.1) to help differentiate between options. The triple bottom line (economic, social and environmental) assessment criteria to address the project objectives are shown in Table 5.2.
Table 5.1. South Road Planning Study project objectives Project objectives Annotated objective (objective short name)
Protect and provide freight priority consistent with the Improve freight transport National Land Transport Network between Regency efficiency Road and Anzac Highway to the Port of Adelaide, Reduce congestion Adelaide's Southern employment areas, Adelaide Airport and other industrial and commercial centres consistent with Adelaide's 30-Year Plan Improve productivity, travel time, reliability and vehicle Improve transport efficiency operating costs in Adelaide's north–south transport Reduce congestion corridor Improve accessibility to employment, leisure and Improve connectivity service opportunities for Adelaide's east–west traffic (including motorists, public transport, pedestrians and cyclists) Reduce the incidence and severity of Regency Road Improve health and safety and Anzac Highway corridor crashes by 2026 Contribute to achievement of the SA Government's Sustainable travel options public transport mode share target as outlined in SA’s Maintain the environment Strategic Plan Minimise/manage environmental and social impacts Community/social awareness Deliver a solution with positive net benefits (monetised Value for money plus non-monetised) for South Australia
53 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 5 – Development of the project
Table 5.2. Triple bottom line based screening criteria Triple bottom TBL screening criteria Screening criteria considerations line category subcategory Economic Transport North–south and east–west travel time Reduce congestion benefit Wider network operating benefits Mode shift from private vehicles to public transport Public transport efficiency North–south and east–west travel time benefit Mode shift from cars to public transport Sustainable travel options Bicycle use encouraged Pedestrian use improved Public health and safety Fatalities and serious casualties for cars, pedestrians and cyclists Support of future land use Land use change – planning overlays plans Change in real estate value Property impact/land value Value for money Construction cost and risk Project costs (direct and Land acquisition and compensation cost indirect) Whole of life cost, operations and maintenance Social Urban design – qualitative Enhanced public open space, amenity streetscape, heritage value and cultural identity Legible and inclusive spaces that are safe and accessible to all people Animation along the corridor by encouraging complementary mixed uses, facilitating appropriate land use and activating public spaces Light Outlook and enjoyment Public health and safety Local congestion Community Community cohesion Relocation Environmental Strategic environmental Consider legislation Planning triggers Culture and heritage Environmental Noise Vibration Soil, water, air quality Flora/fauna and endangered species Resource efficiency
54 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 5 – Development of the project
Each road option was economically evaluated using monetised and non-monetised criteria to ensure that the scale of project options being considered could be economically justified in seeking funding for the preferred option. Upon further analysis of traffic delays, both to north–south traffic and east–west traffic, along with road crash analysis, the planning study team determined that the section between Regency Road and the River Torrens should be the next priority for upgrading. This was consistent with feedback from the public, and businesses and community representatives along South Road earlier in the concept planning phase.
5.2.2 Concept planning and concept design
With the upgrade priority area identified, efforts focused on preparing and submitting a business case to the Australian Government, through Infrastructure Australia and the Department of Transport and Regional Development, in 2012 to seek funding for construction.
Further detailed concept planning and concept design was undertaken for the 4.5 km section of South Road from Regency Road to the River Torrens section. More detailed traffic analysis to investigate the likely effects of the preferred option on the arterial and local road networks together with stormwater/drainage investigations and further analysis of the potential effects on residential and business access helped refine the preferred option and update the project cost estimate and multi-criteria assessment. Further urban and landscape design and design of pedestrian and cycling facilities were also completed.
To assist with securing funding for the preferred option, implementation or construction staging was investigated. It identified three stages: . Stage 1 – construction of Outer Harbor rail line grade separation from South Road . Stage 2 – upgrade of the 3.7 km section from Torrens Road to the River Torrens . Stage 3 – upgrade of Regency Road to Torrens Road
Based on removing traffic delays and improving safety on South Road, Port Road and Grange Road the upgrade of South Road from Torrens Road to the River Torrens (stage 2), which includes the grade separation of Outer Harbor rail line (stage 1), was determined to be the optimal project scope for funding. Funding for the final stage (Stage 3) from Regency Road to Torrens Road would be pursued at a later date following further concept planning and design work and prioritisation by the Australian and South Australian governments.
55 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 5 – Development of the project
5.2.3 Torrens Road to River Torrens project – concept design
An initial concept design for the Torrens Road to River Torrens project was announced in May 2013 (Figure 1.3). Following further engineering and economic investigations and community feedback received, predominately through Community Liaison Groups established for the project (see Chapter 2), the concept design has been modified. A comparison of the initial concept design to the current modified concept design is provided in Table 1.1. The current concept design is provided in Figure 1.4. The modified (current) concept design forms the basis for moving forward and is described in detail in Chapter 6 with its effects assessed in Chapters 8 to 20 of this Project Assessment Report.
Following any additional engineering, social, economic and environmental investigations required and further community feedback (through feedback on the Project Assessment Report and other community engagement mechanisms) the planning phase will be completed with finalisation of a concept design for moving into the project’s detailed design phase. During the next phases of the project (detailed design and construction) further modification may be made to the project’s design. Where relevant, key modifications will be identified on the project’s website (www.infrastructure.sa.gov.au/south_road_upgrade).
56 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
6 Project design and description
The Torrens Road to River Torrens project concept design has been developed in response to design criteria, community and stakeholder feedback on the concept scheme, and the outcomes of environmental, social, safety, economic and engineering investigations. It adheres to relevant Australian Standards, guidelines and principles.
The information provided in this chapter outlines the current concept design for the project, it is possible that during the next phases of the project (procurement, detailed design and construction) modifications may be made to the project’s design.
6.1 Key project features
The concept design of the Torrens Road to River Torrens project (see Figure 1.4 and Figures 6.1a–d) has the key features of: . a 1.4 km section of lowered road from Cedar Avenue, Croydon to Gawler Avenue, West Hindmarsh, approximately 8 metres below the existing surface of South Road . a 2.5 km non-stop section of roadway (incorporating the 1.4 km lowered road) between Hawker Street, Ridleyton and Ashwin Parade, Torrensville . parallel surface (at-grade) roads along the length of the lowered road to connect most local roads and arterial roads to South Road . an upgraded South Road from Sunbeam Road, Croydon Park to the lowered road . an upgraded South Road from the lowered road to Ashwin Parade . a grade separation (overpass) of the Outer Harbor rail line . intersection upgrades at Torrens Road, Hawker Street, Port Road, Grange Road-Manton Street and Ashwin Parade–West Thebarton Road . improved cycling and pedestrian facilities through a combination of upgraded footpaths and on-road or off road bike paths . landscaping and noise barriers (where required). Key project features are described in more detail in the following sections.
57 LOCATION MAP Torrens Rd
Vauxhall St
Liberton Av Overland Rd Berliet St CITY OF PORT Flanders St Days Rd Croydon Port Rd ADELAIDE Park ! Sunbeam Rd ENFIELD Torinda Av Harley Rd
Grange Rd
Perry Pl E ! Adam St Lamont St Brown St
Ann Pl
Bishop St
ADELAIDE Torrens Rd * * * Ferris St
* Tait StRenown Park
Scotia St West
Croydon Av Croydon Dartmouth St Bedford St E Torrens Rd Ellen St
E G Addition of U-turn facility under
investigation * CITY OF Pl CHARLES Greenshields Hurtle St * South Road STURT Wide median allowing for future extension of non-stop road
Harriet St St LawrenceAv Carpark Accs
Croydon Wright St ! Ridleyton Howard Gr
Intersection upgrade - G Hurtle St right out only
Pedestrian St James Bvd Cedar Av * activated Pl * crossing Wentworth Hawker St
William St Thomas St Brompton
Aged South Rd Home Accs
Henry St E Blight St Ranelagh St
* Elizabeth* St WoodAv Source: DPTI. AerometrexSource:DPTI. (Jan 2014) 20/06/2014. Date: DocID:SRPS 361v6.1a *
Existing Outer Existing cycle *Potential noise NORTH-SOUTH CORRIDOR
Harbor greenway link barrier Local road access Possible new (indicative only) * Torrens Road to River Torrens Road closed Right out only Outer Harbor passenger cycle link Median/island E g Remaining land Figure 6.1a Existing train Lowered road Left in/left out All ** * ! (land use to be access only movements Torrens Road to River Torrens project ¯ station remainsdetermined) Surface road rail line (left in/out, (ground level) concept design 50 25 0 50 m Footpath right in/out) Rail overpass * * South Road Wide median allowing for future extension of non-stop road
LOCATION MAP Torrens Rd
Ellen St
! Wright St
Intersection upgrade - G Hurtle St right out only Harriet St Croydon Av Pedestrian
Port Rd Cedar Av * activated West * crossing Croydon William St Grange Rd
Henry St
South Rd Adam St
E Thomas St
Robert St
Croydon * ADELAIDE * Ryan Pl
Elizabeth St * Day Tce CITY OF Amy St Existing Outer * Blight St
Harbor greenway CHARLES STURT * Ridleyton
Minnie St Outer Harbor passenger Paget St Existing train * Phillip * Borroughs St
St rail line station remains
* Hidson St * Hythe St
Existing level *
King St crossing remains 2 * Croydon Monmouth St Station * Josiah * Mitton Rd Euston Tce Queen St intersection Possible alternative * Forster St potentially upgraded Shared use path alignment to avoid
with traffic signals * attached to rail SA Power Network
Queen St substation Possible * overpass structure detention * Second St
BournAv basin location E * Mcinnes St Port Rd (to city) Ponsonby St Wood Av
Linden St Short rail Princes St overpass Possible cycle Port Rd (to Port Adelaide)
friendly link Brompton Morgan St E *
G
* First St
Arlington
Tce Glanton St E Ridley St West Coglin St Hocking Hindmarsh St Addition of U-turn
Bertie St Bond St facility under E investigation Port Rd U-turns provide Cator St
for redirected motorists Hindmarsh Cross St * currently turning right off Scammell Welland South Rd Lane Anne St * Source: DPTI. AerometrexSource:DPTI. (Jan 2014) 20/06/2014. Date: DocID:SRPS 361v6.1b
Existing cycle Potential noise NORTH-SOUTH CORRIDOR link barrier Local road access Possible new (indicative only) Torrens Road to River Torrens Road closed Right out only cycle link Median/island E g Remaining land Figure 6.1b Lowered road Left in/left out All * * ! (land use to be access only movements Torrens Road to River Torrens project ¯ determined) Surface road (left in/out, (ground level) concept design 50 25 0 50 m Footpath right in/out) Rail overpass
* * * Possible alternative Queen St intersection * potentially upgraded Shared use path alignment to avoid
with traffic signals * attached to rail SA Power Network
LOCATION MAP substation Torrens Rd Possible * overpass structure detention *
Queen St basin *
BournAv location E Ridleyton Port Rd (to city) Ponsonby St Croydon Wood Av Linden St Short rail Port Rd Princes St overpass Possible cycle Port Rd (to Port Adelaide)
friendly link Fischer E * St Morgan St Grange Rd G Brompton * First St
Adam St Glanton St E Ridley
St Coglin St ADELAIDE Addition of U-turn Bond St
Bertie St facility under
Arlington E investigation Tce Port Rd U-turns provide
Cator St
for redirected motorists Scammell Lane Cross St currently turning right off * South Rd *
AnneSt
Romford St Orsmond St
Grange Rd Albemarle St West E Hindmarsh George St
Manton St
Grey Av G
Possible detention Addition of U-turn basin facility under
location investigation Milner St Welland Gawler Av South Rd CITY OF * Hindmarsh YoungAv CHARLES *
STURT Possible *
cycle Bacon St Susan St friendly * Holden St
Chapel St McdonnellAv link Hindmarsh Pl
* Richard St Hindmarsh Av Nile St JervoisAv * River Torrens Adam linear park St Source: DPTI. AerometrexSource:DPTI. (Jan 2014) 20/06/2014. Date: DocID:SRPS 361v6.1c Musgrave Av
Existing cycle Potential noise NORTH-SOUTH CORRIDOR link barrier Local* road access Possible new (indicative only) Torrens Road to River Torrens cycle link E Road closed gRight out only Median/island Figure 6.1c Remaining land * Lowered road Left in/left out All * * ! (land use to be access only movements Torrens Road to River Torrens project ¯ determined) Surface road (left in/out, (ground level) concept design 50 25 0 50 m Footpath right in/out) Rail overpass Possible detention Addition of U-turn basin facility under location investigation
South Rd * LOCATION MAP Gawler Av
Torrens Rd * Welland Av Possible * cycle Susan St Port Rd friendly *
YoungAv
link Hindmarsh Pl Chapel St
Grange Rd Bacon St
Hindmarsh Av * Nile St West JervoisAv Hindmarsh Richard St Adam St Hindmarsh * CITY OF River Torrens
ADELAIDE CHARLES linear park Musgrave Av Holden St
STURT
Adam St Welland *
Barrpowell St
* Torrens Av River St
Mcdonnell Av ns rre r To Rive South Road Widened bridge River Rd (western side)
Nelson Dr
Ann
Ware St
Murray St *
Bridge proposal subject to Weber St further discussions with the * City of Charles Sturt and the City of West Torrens councils Thebarton
West Thebarton Rd
Ronald St Brown St Ashwin Pde Ann St
Lowe St
Jervois St Ashwin Parade CITY OF upgrade WEST Bennett St TORRENS ! Ballantyne St
Neville Rd
Clifford St Torrensville Meyer St East St
Walter St
Livingstone St
Danby
St Ashley St Ross St Source: DPTI. AerometrexSource:DPTI. (Jan 2014) 20/06/2014. Date: DocID:SRPS 361v6.1d
Existing cycle Potential noise NORTH-SOUTH CORRIDOR link barrier Local road access Possible new (indicative only) Torrens Road to River Torrens Road closed Right out only cycle link Median/island E g Remaining land Figure 6.1d Lowered road Left in/left out All * * ! (land use to be access only movements Torrens Road to River Torrens project ¯ determined) Surface road (left in/out, (ground level) concept design 50 25 0 50 m Footpath right in/out) Rail overpass North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
6.2 Road design standards and principles
6.2.1 Design speeds
The non-stop lowered road will be designed for a posted speed of 80 km/h, the speed limit that is planned for much of the non-stop South Road as sections are incrementally completed and connected. It may not be the speed posted on the day of opening. Surface roads will be designed for a posted speed of 60 km/h.
6.2.2 Vertical design parameters
Both the non-stop lowered road and South Road surface roads will be designed with a minimum vertical clearance of 5.4 m to the underside of overhead structures. This height provides for the standard clearance envelope and for future road surface overlays for pavement maintenance purposes. The upgrade does not provide for vehicles carrying over-dimension loads as there are existing alternate routes for these vehicles.
6.2.3 Design of intersections
All intersections will be designed to allow appropriate design vehicles to undertake their turning movements (e.g. B-double access for designated B-double routes).
6.2.4 Road pavement design
The pavement used on the upgrade will be chosen during the detailed design phase of the project according to geotechnical conditions and detailed investigations.
6.3 Road alignment – North–South Corridor and local road access
6.3.1 South Road from Sunbeam Road to Cedar Avenue
The section of South Road from Sunbeam Road to Cedar Avenue (Figures 6.1a,b) will be upgraded to allow for efficient north–south and east–west (arterial) traffic movements in the interim until the section of the North–South Corridor, from Regency Road to Torrens Road is funded for construction. In the interim, the following upgrade activities will occur.
62 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
South Road corridor
. The existing South Road curve from Sunbeam Road to the South Road/Torrens Road intersection will be realigned to meet current standards for a 60 km/h posted speed. . The signal controlled South Road/Torrens Road intersection will remain in its existing location but be upgraded to provide for additional north–south traffic flow though provision of additional lanes (Figure 6.2).
. South Road corridor from South Road/Torrens Road intersection to Cedar Avenue will be widened, predominately to the west, and provide three lanes in each direction (north and south). Land is being acquired in this section to allow for the ultimate non-stop North–South Corridor. The northbound carriageway will be located to the western side of the (newly acquired) road corridor. The southbound carriageway will remain on the eastern side of the existing corridor. The carriageways will be separated by a wide median strip (approximately 30 metres wide) to cater for the intended future extension of the non-stop road without the need to relocate these carriageways.
. The South Road/Hawker Street intersection will remain in its existing location and be upgraded to allow additional north–south traffic flow though provision of additional lanes and installation of new dedicated right hand turn lanes. Hurtle Street will be designed to allow for a right turn onto South Road only (Figure 6.3).
Figure 6.2. Graphical representation of the upgraded South Road/Torrens Road intersection (looking south along South Road)
63 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
Figure 6.3. Graphical representation of the upgraded Hawker Street and Hurtle Street intersections with South Road
Local road access
To ensure appropriate safety requirements are met, right hand turning movements would be restricted to and from South Road, but left turn movements to and from South Road would be permitted (subject to further design and safety assessments), at the local roads:
. Tait Street (western side) . Tait Street (eastern side) . Bedford Street
. Harriet Street. Access to and from South Road is proposed to be removed at the following local roads: . Lamont Street
64 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
. Scotia Street
. Dartmouth Street . Cedar Avenue. The current left in access from South Road to Hurtle Street would be removed and replaced with a signalised right turn out access from Hurtle Street to the South Road southbound carriageway. South Road/Hawker Street intersection would be upgraded and allow for all turning movements (left in/out and right in/out). All turning movements (left in/out and right in/out) to and from South Road would be allowed at Sunbeam Road and Bishop Street.
Where turning restrictions are in place, alternative access would be provided to and from South Road for northbound and southbound traffic as outlined in Chapter 14.
Local access arrangements will be reviewed when the section of the North–South Corridor, from Regency Road to Torrens Road is funded for construction.
6.3.2 South Road from Cedar Avenue to Hindmarsh Avenue
The section of South Road from Cedar Avenue to Hindmarsh Avenue (Figure 6.1b,c) includes the lowered road and surface (service) roads. On this section, north–south travelling traffic on the lowered road will be grade separated from Grange Road-Manton Street (Figure 6.4), Port Road (Figure 6.5) and the Outer Harbor train line.
Road users travelling south will have two options once they reach Cedar Avenue: . continue southbound travel into the lowered road section to bypass (via a grade separation) the Outer Harbor train line, Port Road and Grange Road
. access Port Road and Grange Road/Manton Street and other local roads by taking the off-ramp to the parallel surface (at grade) road on the eastern side of the corridor.
For road users travelling north, when they reach Hindmarsh Avenue they can: . continue through to the lowered road or . take the off-ramp to the parallel surface (at grade) road on the western side of the corridor. The section from Cedar Avenue to Hindmarsh Avenue is designed in a symmetrical arrangement with the lowered road in the middle and a surface road in each direction on the eastern and western side of the lowered road (Figure 6.1b,c; Figure 6.6). It also forms the ultimate corridor design for a non-stop North–South Corridor, with the exception of an off-ramp from the lowered road to the Port Road intersection (for southbound) and an on-ramp to the lowered road from the Port Road intersection (for northbound). Construction of these ramps will be delayed until required.
65 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
North–South corridor – lowered road
The lowered road section is approximately 1.4 km long and will enable non-stop travel, bypassing the Outer Harbor train line, Port Road and Grange Road–Manton Street. The lowered road will include a cutting of approximately 8 metre depth with three traffic lanes in each direction separated by a concrete barrier (Figure 6.6). The width of the lowered road will be at least 24 metres. The lowered road returns to the surface at Gawler Avenue and will join the surface roads just north of Hindmarsh Avenue.
Figure 6.4. Graphical representation of the upgraded South Road/Grange Road-Manton Street intersection above the non-stop lowered road
66 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
Figure 6.5. Graphical representation of the upgraded South Road/Port Road intersection above the non-stop lowered road
67 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
Figure 6.6 Typical symmetrical cross-section
68 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
Cyclists/pedestrians will not be permitted in the lowered road section. Improved cycling and pedestrian facilities will be provided at ground level.
Emergency stopping lanes will not be provided for in the lowered road (although a 1.0 m wide shoulder will be in place). As the roadway will be a ‘managed motorway’, incidents or emergency situations will be managed through intelligent transport systems (ITS) technology which will enable lanes to be closed and speed limits changed via overhead variable message signs (consistent with the ITS system on the South Road Superway).
Surface roads and local road access
The surface roads running parallel to the lowered road still need to perform an arterial road function and will provide access to the local road network and the key arterial roads (Port Road, Grange Road–Manton Street). The surface roads from Cedar Avenue to the Port Road intersection and between Grange Road and Hindmarsh Avenue would generally be two lanes in each direction. Between Port Road and Grange Road intersections the surface roads would generally be three lanes in each direction and include turning lanes to Port Road and Grange Road– Manton Street. Right hand turning movements would be restricted, but left turn movements in and out permitted, to and from the South Road surface roads (subject to further design and safety assessments) at the following local roads.
Eastern, south bound surface road side: . Paget Street.
. Hythe Street . Monmouth Street . Forster Street
. McInnis Street . Ridley Street . Orsmond Street
. Susan Street Western side, north bound surface road: . William Street
. Henry Street . Robert Street . Day Terrace . Gawler Avenue
69 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
. Hindmarsh Avenue
Access to and from South Road are proposed to be removed at: . Euston Terrace . Princes Street
. Bond Street On the eastern side of the corridor commercial properties maintain frontage with the southbound carriageway of South Road.
Jervois Avenue is to remain closed to Grange Road; access is not proposed to be modified. Alternative access will be provided to and from the South Road surface roads for northbound and southbound traffic as outlined in Chapter 14.
Arterial road intersection upgrades and access
To improve traffic flow at the South Road/Port Road and South Road/Grange Road– Manton Street intersections upgrades will be undertaken to provide additional north– south traffic lanes and designated right and left turn slip lanes. Works on Port Road will also improve east–west traffic flow to and from the city.
With the majority of north-south movements on South Road occurring in the lowered road, the operational efficiency and safety performance of the South Road/Port Road intersection will be substantially improved. Additional further improvements will also be gained through the modification of current access arrangements at this intersection. Motorists currently turning right from South Road onto Port Road in both directions (to Port Adelaide and to the city) will instead be redirected and catered for through the provision of signalised U-turn facilities on Port Road (Figure 6.1c).
In order to ensure appropriate design of the U-turn facilities on Port Road, car parking within the Port Road median may be affected. DPTI is currently investigating alternative car parking opportunities within the median. The Port Road median two- way crossover adjacent Rose Street will be closed. To cater for the removal of the right turn into Adam Street from South Road, the current peak hour right turn restrictions for northbound traffic from South Road into Manton Street will be lifted which will allow unrestricted movements at the South Road/Grange Road–Manton Street intersection for traffic needing to access Hindmarsh.
6.3.3 South Road from Hindmarsh Avenue to Ashwin Parade
The section of South Road from Hindmarsh Avenue to just beyond Ashwin Parade will be upgraded to allow for efficient north–south traffic movements in the interim until the section of the North–South Corridor, from River Torrens (heading south) is funded for construction. In the interim the following upgrade activities will occur (Figure 6.1d).
70 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
South Road corridor and River Torrens bridge
With the lowered road returning to the surface just before Hindmarsh Avenue, South Road will be reconfigured to enable three southbound lanes and two north-bound lanes to cross the River Torrens. The bridge crossing the River Torrens (Taylors Bridge) will be widened on the western side. The South Road/Ashwin Parade intersection will be upgraded to accommodate the three southbound lanes. Other developer funded upgrades are also occurring concurrently at this intersection to facilitate the redevelopment of the Brickworks site.
Local road access
To enable the installation of a third southbound lane the existing right turn movement from South Road (northbound) to Adams Street would be removed. Alternative access would be via Manton Street. Weber Street would be restricted to left in and left out turn movements only.
6.4 Outer Harbor rail line grade separation
6.4.1 Rail design standards
A rail overpass structure (over South Road) or an at-grade level crossing will be designed to meet the requirements of Australian Standards and Public Transport Service standards. The rail overpass will be designed for a track operating speed of 90 km/h.
6.4.2 Rail overpass concept design
The Torrens Road to River Torrens project includes upgrading the existing level crossing where South Road currently crosses the Outer Harbor rail line. DPTI has investigated a number of possible rail design options that grade separates the north–south through traffic from the Outer Harbor rail line. These included a long rail overpass, a short rail overpass and an at-grade level crossing (see below and Appendix C). The May 2013 (initial) concept design identified a long overpass along Outer Harbor rail line over South Road (Figure 1.3). Following further assessment the short rail overpass (outlined below) is the selected option and is included in the concept design (Figures 6.1b-c).
Short rail overpass
The short rail overpass will begin west of the Coglin Street level crossing and rise over the lowered South Road and South Road surface roads. It will return to ground level just east of the Elizabeth Street level crossing. The Croydon rail station and the Coglin Street and the Queen Street-Elizabeth Street level crossings will remain in their current locations (Figure 6.1b; Figure 6.7). Investigations into the need to upgrade the level crossing will be undertaken.
71 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
The short rail overpass requires the South Road surface road carriageways to be partially lowered at the overpass to achieve clearance under the structure. This overpass would be approximately 660 metres long and be approximately 7.6 metres high over the existing ground level (on the eastern side).
Pedestrian and cyclists will be catered for on the on the overpass structure with a shared use path. This path will grade separate the Outer Harbor pedestrian and cycling Greenway link from the North–South Corridor. Graphical representation of the short rail overpass across the North–South Corridor and along Euston Terrace and Day terrace are shown in Figures 6.8a-d. These are concepts only.
The short rail overpass has been selected for construction as it: . has a reduced visual impact through a reduction in the length of the structure (compared to the long rail overpass) . provides safety benefits of separating trains from vehicles using the lowered road and the surface road . has a reduced impact on train services during the construction phase (compared to the long rail overpass) by enabling trains to continue to operate adjacent the construction site, via a temporary bypass single rail track. There would likely be only minor disruptions to train services over the six to nine month construction timeframe. . reduces construction related impacts on the community (compared to the long rail overpass) . enables the Croydon rail station to remain open during the construction period and remain in its existing location. Construction of the short rail overpass structure does not provide the opportunity to ‘activate’ the space (land) underneath the raised structure (as per the opportunity with the long rail overpass structure). The short rail overpass will however be designed in a way that integrates with the surrounding environment and urban fabric and other relevant design principles developed in conjunction with the Croydon Station Community Liaison Group (Section 6.11.3). The recently released draft Integrated Transport and Land Use Plan (www.transportplan.sa.gov.au) identifies a proposed future conversion from diesel heavy rail (passenger trains) to electrified light rail (trams) for the Outer Harbor rail line (i.e. PortLINK). The rail overpass will be able to cater for both passenger trains or any future conversion to electrified light rail
.
72 bridge over lowered road and surface road bridge piers bridge embankment Coglin Street level Croydon rail station remains bridge embankment crossing remains
north bound carriageway south bound carriageway
Queen Street level crossing remains
non-stop lowered road
exagerated vertical scale for illustration purposes only
surface roads
Croydon rail station remains
lowered road
bridge deck embankment
Queen St level crossing remains embankment Source: DPTI, AerometrexSource:DPTI, (Jan 2013) Date: 20/06/2014.DocID:SRPS 380
NORTH-SOUTH CORRIDOR Torrens Road to River Torrens Figure 6.7 Outer Harbor tain line ¯ short overpass option 200 100 0 200 m (long section (top); plan view (bottom)) Selected option North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
Figure 6.8a. Graphical representation of the Outer Harbor rail line (short) overpass of the North–South Corridor, looking south.
74 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
Figure 6.8b. Graphical representation of rail overpass along Day Terrace looking towards South Road
Figure 6.8c. Graphical representation of rail overpass along Day terrace looking towards Elizabeth Street
75 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
Figure 6.8d. Graphical representation of rail overpass along Euston Terrace looking towards Queen Street
6.5 Improved pedestrian and cycling facilities
Pedestrian and cycling facilities throughout the project area will be improved to connect with other pedestrian/cycling facilities such as the Outer Harbor greenway (cycle route) and the existing River Torrens Linear Park cycle route. Options are being explored to include a combination of upgraded footpaths and on or off road bike paths, within the project area, including improvements on local roads (subject to further discussions with local councils). The cycling facilities provided on local roads would be similar to the recently installed Outer Harbor greenway route. It would involve cyclists remaining on the local roads, with ‘sharrows’ (see example in Figure 6.8b) used to improve safety by positioning them away from car doors and alerting drivers to their presence, the installation of new directional signage to improve route marking. The addition of traffic calming measures to enhance these local roads as cycle friendly routes will also be investigated. Pedestrians would continue to utilise the existing footpath.
A possible cycle friendly route connecting the Outer Harbor Greenway with the River Torrens Linear Park is shown in Figures 6.1b-d. Further discussions will be held with local councils in relation to the possibility of the cycle path utilising local roads.
6.6 Bridge structures
The project’s bridges will be designed in accordance with Australian Standard AS5100 Set–2007: Bridge design and the adopted urban design principles (see Section 6.12).
76 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
Bridge structures are to be constructed at the following locations: . South Road/Port Road intersection – at-grade bridge over the lowered road . South Road/Grange Road-Manton Street intersection – at-grade bridge over the lowered road . River Torrens (Taylors Bridge) – widening of the bridge on the western side . Outer Harbor rail bridge – rail overpass from North–South Corridor.
A footbridge could be constructed across the River Torrens (at McDonnell Street) to improve links between recreational and commercial facilities on the southern side of the river and facilities on the northern side of the river, including River Torrens Linear Park and cycling and walking paths through the project area. A possible alternative raised by the Community Liaison Group is to provide a one-way local road bridge constructed across the River Torrens that connects to River Road and Jervois Street at either McDonnell Avenue (Figure 6.1d). Construction of the latter by DPTI requires further investigation and would be dependent on further consultation with the City of West Torrens and the City of Charles Sturt.
6.7 Services
Existing services or utilities are water pipelines, sewer or gas lines, overhead or underground electrical conductors, and telephone cabling. A number of existing services would likely be impacted by the project and would need either protection or realignment to ensure continuation of service during construction and operation (see Section 7.1.3 for further information). Services impacted by the project would be relocated to common service trenches along the South Road or within local streets. DPTI will consult with relevant service authorities as required.
6.8 Advanced traffic management systems
The application of advanced traffic management systems (ATMS) has been incorporated into the design to manage traffic flow (both now and in the future) and the risks of road crashes and enable effective response to incidents on the lowered road. The range of ITS traffic management and surveillance that may be implemented includes: . variable and changeable message signage . variable speed management . lane use management signage on overhead gantries . surveillance (CCTV, video detection, detection loops) . connection and integration with STREAMS integrated intelligent transport system . connectivity with, and monitoring and control functionality from the DPTI Traffic Management Centre.
77 North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 6 – Project design and description
The design will cater for potential installation of a full suite of managed motorway measures along the corridor in the future.
6.9 Lighting
Road lighting will be designed in accordance with AS/NZS 1158 Set–2007: Lighting for roads and public spaces and be incorporated into the urban design framework (see Section 6.12).
6.10 Stormwater and drainage
Stormwater design for the project includes consideration of minor drainage (typically subsurface through pipes) and major drainage (overland flow in catchments) systems. A primary objective of the stormwater design is to minimise impact on the existing stormwater systems where possible. The connectivity of existing piped systems that cross South Road will be maintained, restricting post-project peak flow rates to pre-project rates. Overland flow paths will be provided across the lowered sections of road.
The lowered road stormwater system is designed to a 20-year average recurrence interval (ARI) standard and stormwater systems in the surface road sections to a 5-year ARI standard. It is assumed that the existing stormwater system has a 5-year ARI capacity. Consideration of major flood events (100-year ARI) includes provision of overland flow paths for surface road sections and maintaining minimum trafficable widths for one lane each way on the lowered road sections.
Stormwater in the lowered road is proposed to be collected in storage chambers (sumps) and pumped into the existing stormwater network. The design utilises two pump stations at Grange Road and Port Road, being either the lowest points in the carriage way or the most appropriate position to reconnect into the existing stormwater system. Opportunities for providing detention basins within the corridor are also being explored. The proposed locations are shown in Figures 6.1b-c.
6.11 Landscape and urban design
6.11.1 Urban design principles
Creating places for people: an urban design protocol for Australian cities (http://www.urbandesign.gov.au/downloads/files/INFRA1219_MCU_R_SQUARE_U RBAN_PROTOCOLS_1111_WEB_FA2.pdf) establishes 12 broadly agreed principles for quality urban places in Australia.
Six high level project principles were defined for the project under the two main categories of Principles about People and Principles about Place. These principles have been considered during development of the urban design elements of the project
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Principles about people
Comfortable: makes people feel comfortable and welcome in that place Vibrant: create places where there are people around Safe: makes people feel safe in that place
Principles about place
Diverse (integrated): offers a diversity of options and experiences that are integrated and harmonious Enduring (quality): makes places that are sustainable, enduring and resilient
Enhancing: makes places that enhance the local economy, environment and community.
6.11.2 Landscape and urban design objectives
The six landscape and urban design principles were developed into ten project- specific objectives that were used to inform the design process and specific proposals during the planning study. Objective 1: Deliver an inspiring and attractive route for motorists and community Objective 2: Mitigate negative and enhance positive visual impacts Objective 3: Reinforce transport networks and neighbourhood connections Objective 4: Protect and enhance community character and amenity Objective 5: Create and encourage safe community environments Objective 6: Aid wayfinding, orientation and precinct identification Objective 7: Enhance and expand existing landscape habitats Objective 8: Maximise sustainability, durability and whole of life outcomes Objective 9: Integrate local initiatives and community goals Objective 10: Deliver value adding and urban uplift opportunities.
An Urban Design Framework is currently being developed for the whole North– South Corridor (which includes the Torrens Road to River Torrens project). Further information will be provided in the Supplement Report.
6.11.3 Outer harbor rail overpass design principles
A series of design and urban design principles specific to the Croydon long rail overpass option and surrounding precinct were developed in consultation with the Croydon Station Community Liaison Group (Appendix B). The contribution of the CLG (and wider community) in relation to the long rail overpass has been highly
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valued, however as indicated in Section 6.4.2, a short rail overpass has been selected for construction. Whilst some of the overarching design and urban design principles associated with the long rail overpass are relevant to the short rail overpass, DPTI will further engage with the community to define the urban design principles associated with the short rail overpass.
6.11.4 Design elements
The landscape and urban design for the project would seek to create a complimentary and engaging experience for both road users and the adjacent community. The design would provide consistent, adaptable and distinctive themes all working together to generate an integrated and holistic design solution.
Urban design elements
Every element of the project would be designed to ensure consistency with the urban design principles. The architectural character and detailing of structural elements such as bridge parapets and abutments, retaining walls, noise barriers, visual screens and fencing will all be considered. Street furniture including gantries, light poles, field cabinets, railing and safety barriers will be designed to provide an integrated design solution. A palette of materials, colours and surface finishes will be developed to provide an integrated aesthetic appearance for all project elements and to ensure that this project complements the urban design elements of projects that have already been completed along the North–South Corridor.
Landscape design elements
Where there is adequate space, a shared path to be located along the western edge (road verge) of the road corridor, forms a major component of the recreational amenity of the Torrens Road to River Torrens project. Planting along the road verge would include a mix of indigenous, native and non-native trees, shrubs, ground covers and grasses.
A consistent planting palette along the length of the corridor would maintain a cohesive, continuous environment. The landscape would be designed to be low maintenance and meet crime prevention through environmental design principles.
In some of the land remaining on completion of the project, small parks (or pocket parks) could be established along the corridor in some locations, creating open recreational space for the community. Further discussions are required with the Local Councils to determine potential opportunities for the design and location of these parks.
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The wide median area to the south of Torrens Road would be planted with a range of low ground covers. The landscaping in this median area would need to be removed in the future when the non-stop lowered road is extended to the north. Figures 6.9-11 illustrate typical landscape treatments that could be implemented within the Torrens Road to River Torrens project corridor.
81 Source: ASPECT Studios, DPTI. Date: 10/06/2014. SRPS DocID: 372 Typical landscape concept plan and plan concept Typicallandscape section for 10m wide verge areas verge wide 10m for section Torrens Road to River Torrens River to Torrens Road NORTH-SOUTH CORRIDOR NORTH-SOUTH Fig 6.9 Fig Source: ASPECT Studios, DPTI. Date: 11/06/2014. SRPS DocID: 373 Typical landscape concept plan and and plan concept Typical landscape section for 5 metre verge areas verge metre 5 for section Torrens Road to River Torrens River to TorrensRoad NORTH-SOUTH CORRIDOR NORTH-SOUTH Fig 6.10 Fig Source: ASPECT Studios, DPTI. Date: 13/06/2014. SRPS DocID: 374 cater for future extension of non-stop road non-stop of extension future for cater Landscape treatment interim only to only interim treatment Landscape for wide median areas (between Torrens Road (between areas median wide for Typical landscape concept plan and section and plan concept Typicallandscape Torrens Road to River Torrens River to Torrens Road NORTH-SOUTH CORRIDOR NORTH-SOUTH south to the lowered road) lowered the to south Fig 6.11 Fig North–South Corridor (Torrens Road to River Torrens) Project Assessment Report Chapter 7– Construction and operation
7 Construction and operation
7.1 Construction
Indicative timeframes for the project are provided in Table 1.2. The detailed design and construction phase for the Torrens Road to River Torrens project is anticipated to be completed in 2018.
7.1.1 Construction activities
Table 7.1 summarises the likely construction phases and activities for the Torrens Road to River Torrens project.
Table 7.1. Proposed program of work for Torrens Road to River Torrens project Component Activity Procurement, award and Tendering environmental management Award of contract system set up Environmental management plans, licences and approvals Site establishment Property acquisition and property adjustments Site set out Site compounds and other ancillary sites Initial environmental safeguards Site preparation Clearing and grubbing Demolition Mulching Stripping and stockpiling of topsoil, spoil and unsuitable material Construction access Service relocation Structures Piling (for underpass wall structure) likely using continuous flight auger method Bridges (road and rail) Bulk earthworks Excavation of lowered road Drainage Swales, culverts, pipes Detention basins Rail overpass Rail overpass structure Track works Signalling works
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Component Activity Other works Pavement construction Noise treatments Safety barriers Accommodation works Lighting, line-marking and signposting Landscaping Ancillary works Modification/upgrade of local roads Property access Stockpile and storage sites Finishing works Remove temporary works Restore and landscape temporary sites Testing and commissioning of railway systems and signals
7.1.2 Construction methods
Preferred construction methods will be determined during the procurement and detailed design phase of the project, in conjunction with the contractor chosen to construct the project.
7.1.3 Early/enabling works
Possible early and enabling works to assist with traffic management and access during construction will include: . early service relocation works (see below) . property demolition . South Road/Ashwin Parade intersection upgrade. Minor traffic capacity improvements on detour routes during construction are planned to minimise additional congestion caused by traffic avoiding the project area during construction. These include: . Park Terrace–Fitzroy Terrace/Torrens Road intersection and road upgrade . James Congdon Drive upgrade.
Service relocations
The many utility services along and across the existing South Road corridor will be affected by the project and require work. Services will be relocated to common service trenches along the North-South corridor and within local back streets as appropriate. Services affected include: . SA Power Networks: relocating numerous overhead and underground 66 kV lines, 11 kV and low voltage lines
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. Electranet: potential relocation of the 275 kV underground cables along Port Road to accommodate the new bridge structure . SA Water: relocation of various water and sewer runs and installation of potential sewer pump stations . Telstra: relocation of transmission and distribution feeds into the adjacent local roads and in common service trenches along South Road . Gas: relocation of transmission and distribution pipes into the adjacent local roads and in common service trenches along South Road . relocation of other communication services. Where services are required to be located in local streets, residents will be notified. Works will be managed to avoid or minimise any disruption to services.
7.1.4 Equipment, resources and labour
Plant and equipment
The plant and equipment likely to be used during construction (Tables 7.2 and 7.3) will be subject to refinement during the detailed design phase.
Table 7.2. Plant and equipment for road construction activities Activities Plant and equipment Construction work Light vehicles Bulldozers sites Fuel storage tanks Scrapers Services relocation Concrete and asphalt batch plants Graders Structures Crushing plants Water carts Earthworks Trucks, cranes and excavators Vibratory rollers Structural pavement Elevated platform vehicle Drilling equipment Other road works Backhoes Piling rigs Trenchers Concrete pavers Small equipment Concrete curing equipment Piling rigs Concrete saws Concrete pumps Asphalt pavers Rubber-tyred rollers Bitumen sprayers
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Table 7.3. Plant and equipment for rail construction activities Activities Plant and equipment Rail signalling Crane Rail grinder Rail track laying Concrete truck Rail dump carts Overhead signs Concrete pump Ballast regulator Concrete agitator Tamper Excavator Track laying machine Poker vibrator Work train Rock breaker Elevated work platform Compactor Concrete mixer Work train Petty bone crane
Spoil The project will generate large quantities of spoil (surplus excavated soil that cannot be reused). Subject to contamination status, spoil would be reused in line with EPA requirements, temporarily stockpiled at an EPA licensed waste/recycling facility for use on future projects or disposed of to an EPA licensed landfill.
Water use
Where possible, water used during construction would be sourced from sustainable supply but would generally be sourced from SA Water. Water would be required for: . earthworks construction . dust suppression . watering vegetation.
Water use and reuse measures would be included in a construction environmental management plan (CEMP) for the project, to ensure the use of recycled water is maximised and waste is minimised.
Other opportunities for sustainable construction
Specific considerations to reduce energy use and greenhouse gas emissions during construction could include: . assessing energy efficiency when selecting equipment . maintaining equipment to retain high levels of energy efficiency . using biofuels, if feasible, to reduce greenhouse gas emissions from construction plant and equipment . minimising vegetation clearance and replanting where feasible
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. using local materials and local staff wherever possible to reduce transport related emissions . using recycled materials to minimise the lifespan impact of greenhouse gas emissions in production . substituting low greenhouse-intensity materials where appropriate.
Construction workforce
The estimate of direct full-time equivalent (FTE) jobs created by the Torrens Road to River Torrens project is approximately 480 per year.
The size and composition of the construction workforce would vary depending on the location and construction activities at any given time and would include: . project managers . designers . construction management staff . equipment and plant operators . formworkers . steel fixers . concreters . labourers . tradespersons . truck drivers.
Construction hours
Construction hours for large infrastructure projects are often six or seven day working weeks and two shift (day and night) operation. Any night works will be undertaken in accordance with DPTI’s Operational Instruction 21.7: Management of noise and vibration: Construction and maintenance activities, through the development of a night works management plan to minimise disturbance to the local community.
Safety provisions
A project safety management plan will be developed to identify the safety management measures to be followed during construction including: . fencing off intensive work areas . signage to indicate changed road conditions . temporary pavements . fencing, hoardings, barriers or bunting at excavation sites
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. clear advertising of emergency contact numbers . fenced storage and equipment compounds . education of the public regarding the works and potential hazards.
7.1.5 Ancillary construction facilities
The construction contractor would require construction compounds in the project area. Compounds ensure the safety and security of offices, ablutions, car parking, workshops, storage of material, plant and equipment and servicing and repair facilities. It is likely that there would be one large compound and several smaller compounds along the length of the project. Each compound would be fenced and lit at night and security would monitor these areas. Locations of these compounds would be identified in the pre-construction phase of the project.
7.1.6 Construction environmental management plan
A CEMP, prepared for the construction phase of the project, sets a centralised process through which all potential environmental impacts relevant to the project are managed. It outlines a framework of procedures and controls for managing environmental impacts during construction. The plan would outline how environmental mitigation measures would be incorporated into the construction phase of the project. It would be prepared by the successful contractor and document: . roles and responsibilities for planning, approval, implementation, assessment and monitoring of environmental controls . required licences, approvals and permits . potential environmental impacts from the construction of the project, and control and mitigation measures to be implemented . objectives and targets for environmental performance in the form of measurable key performance indicators (KPIs) . annual environmental auditing program of KPIs . environmental monitoring programs . communication procedures . control procedures . emergency response procedures to mitigate potential environmental damage . training, competence and awareness assessment procedures and programs.
Environmental subplans, developed as part of the plan, would include measures to address: . construction noise and vibration management . soil, erosion and drainage management
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. vegetation management . weed management . Aboriginal and non-Aboriginal heritage management . dust management . landscape and rehabilitation (for worksites) . hazards and risk management . contamination management . waste management.
In addition to the CEMP, environmental work procedures and environmental control maps, containing site specific details, would be prepared (and implemented) during construction.
7.1.7 Landscape works
Weed control
A weed management plan will be prepared to identify weeds before construction to determine a plan for their control/eradication. Weeds in the road corridor will be controlled before topsoil stripping, topsoil stockpiling and planting works. The management plan will include minimising the risk of construction activities transferring weeds to or from neighbouring properties.
Soil treatment and preparation
Where possible, topsoil removed during site clearing and earthworks preparation would be collected and stockpiled on site. After civil works are completed, topsoil conditioning may be needed. If required, slow release fertilisers and water retention agents may be added to condition the soil to improve growth rates, reduce watering requirements and support plants during establishment. It is likely that imported topsoil would also be required in some areas due to a lack of suitable topsoil for landscaping in the existing corridor.
Planting and seeding
A variety of planting and seeding techniques would be used to establish landscaping and revegetation in the corridor and adjoining side streets and may include: . semi-advanced tree planting in high profile locations and for street trees . general nursery stock, tube stock and virocell planting for feature planting and general landscaping and revegetation works . hydro-seeding or instant turf depending on location.
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Mulching and staking
Where necessary, planting would be protected using tree guards and marker stakes during the establishment period. Vegetation cleared during site preparation may be mulched and stockpiled on site. Mulch, and possibly weed matting, would be used to suppress weeds and maintain soil moisture. The large area to be landscaped and significant volume of mulch required may warrant using mulch manufactured from recycled sleepers, timber pallets and green waste.
7.2 Operation
Following construction, the project will become operational (i.e. open to traffic) with ongoing key activities.
7.2.1 Traffic management
As part of the proposed upgrade, the following at-grade intersections will be under traffic signal control and managed by the DPTI Traffic Management Centre under the Adelaide Coordinated Traffic Signal System: . South Road/Torrens Road . South Road/Hawker Street–Hurtle Street . South Road/Port Road . South Road/Grange Road–Manton Street . South Road/Ashwin Parade–West Thebarton Road.
7.2.2 Surveillance and incident management
Through the introduction of extensive intelligent transport systems including CCTV and/or detector loops, the operation of the Torrens Road to River Torrens project will be able to be remotely observed. Where incidents or traffic activity warrants, the remote operation of variable message signs, changeable message signs and variable speed limit signs could be activated to control traffic speed and give advance warning of issues to allow motorists to select an alternative route.
This surveillance and control will be managed by DPTI’s Traffic Management Centre which provides this service across metropolitan Adelaide.
7.2.3 General maintenance methods and programming
Maintenance of the road carriageways will be the responsibility of DPTI. Roadworks and road furniture would likely be managed using fixed maintenance contracts. Maintenance intervention levels are set as part of the contract for items including: . road pavement . line marking . raised reflective pavement markers
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. kerbing . roadside furniture (e.g. signs and barriers) . stormwater pits and culverts . landscaping within median areas. Large culverts and bridges would be inspected regularly by DPTI’s Pavement and Structures Section. The maintenance requirements and schedule is determined by a five-year rolling inspection regime. Road lighting structures and wiring fall under the responsibility of the Electrical Assets Section of DPTI. Any maintenance requirements are generally undertaken by DPTI’s Field Services team. Replacement of road lighting fixtures (complete lighting unit of a lamp or lamps, along with parts designed to distribute the light, hold the lamps and connect them to a power source) is typically the responsibility of the local electricity owner and operator. Maintenance of parks, local roads, footpaths and cycling facilities is the responsibility of Councils.
7.2.4 Operational environmental management plan
An operational environmental management plan, prepared to coordinate ongoing monitoring and maintenance after the project is opened, would include requirements for maintenance, monitoring, auditing and reporting by DPTI.
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