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Vicroads-Further-Technical-Advice Table of Contents A. Overview ............................................................................................... 3 B. Melbourne’s Growth and Transport Challenges .......................................... 3 C. Role of Hoddle-Punt Corridor .................................................................... 4 D. Background ........................................................................................... 5 E. Options Description ................................................................................ 6 F. Analysis of Results .................................................................................. 7 G. Strategic Context - Buses ...................................................................... 17 H. Strategic Context – Transport and Land Use............................................ 21 I. Recommendation ................................................................................. 23 2 A. OVERVIEW VicRoads, PTV and Transport for Victoria have prepared this memo post Ministerial Advisory Committee (MAC) consideration of the Punt Road Public Acquisition Overlay (PAO), under the umbrella of the Department for Economic Development, Jobs, Transport and Resources (DEDJTR). The purpose of this memo is to help answer queries raised by the Minister for Planning on the MAC’s recommendations and provide a recommendation as to a way forward. In review of the MAC’s findings, VicRoads has engaged consultants Arup to consider the objectives and design suggestions put forward by the MAC. Accompanying this memo is Arup’s transport assessment report, which details the investigations that have taken place in light of the MAC’s findings. B. MELBOURNE’S GROWTH AND TRANSPORT CHALLENGES Melbourne is recognised as one of the most liveable cities in the world to work and play. The transport and planning system has a place in maintaining and lifting this status by delivering on the following outcomes: Enable people and business to make trips that underpin economic activity; Provide reliable travel for individuals, business and goods movement; Minimise travel time for individuals, business and goods movement; Drive cost efficient freight and passenger transport; and Achieve net public benefits through transport investment, policies and programs The transport system should link people to places by: Maximising access to residences, employment, markets, services and recreation; Minimising barriers to access to the transport system; Providing affordable transport options; Facilitating seamless travel within and between different transport modes; and Supporting active transport Melbourne’s growth challenges Melbourne is growing at an unprecedented rate. This growth is not just limited to the outer suburbs, the inner and middle suburbs are experiencing the effects of Melbourne’s population boom. This growth will present a number of challenges which the management of the transport network can help address. The Transport Integration Act brings together land-use and transport planning and ensures that all decisions affecting the transport system be made within the same integrated decision-making framework and support the same objectives, Plan Melbourne outlines the long term vision for housing, increasing jobs and liveability, integrating public transport and infrastructure and addressing climate change. 3 The transport challenge created by Melbourne’s growth The transport response to Melbourne’s growth will continue to be a challenge. This exceptional growth will place higher demand on the transport network together with user and community expectations for the system to perform and get people where they need to go safely and reliability. Its performance has a direct relationship with Melbourne’s economic prosperity and liveability and as such transport is critical in enabling growth. To do this there needs to be better long term transport and land use planning, with focus on outcomes and optimisation of existing assets. C. ROLE OF HODDLE-PUNT CORRIDOR The transport system, including land use planning plays a pivotal role in ensuring people get on with their lives and does business. The Hoddle-Punt Corridor is a state significant corridor within Melbourne and Victoria as it: does the heavy lifting by moving people and providing access to employment, education and services; is unique as it one of a few arterial roads that provides connection for all transport modes; trains, buses, and trams and facilitates access to cycling corridors; connects the transport network locally, state-wide and nationally as a conduit to the Central Business District, access to the west, north, eastern and south eastern parts of Melbourne, by linking inner and middle Melbourne via major freeways (Eastern, Monash/Westgate/M1/M80, City-Link, Tullamarine Freeways). It is the only major north-south arterial that can provide a strategically important bypass of Central Melbourne and encourage through traffic away from local roads and key activity centers such as Victoria Street, Richmond and Chapel Street, South Yarra. Currently road users can experience significant delays throughout the day both along and across the corridor, not just at peak times. These delays also affect buses, pedestrians and cyclists, increasing their wait times at intersections. For the people who live and work along and across this corridor, the amenity is poor and does little to attract cyclist and pedestrians. Further, the risk of casualty crashes along the corridor is about 50% higher than for comparable arterial roads. The result is a considerable impact to the economy through lower productivity and reduced amenity for the local community particularly as the population growth becomes more apparent in the near future. Figure 1 below illustrates Hoddle-Punt Rd as a SmartRoads Preferred Traffic Routes (PTR) and the substantial distances to the next PTR. The rest of the transport network provides for other key priorities & activities such as: public transport priority, local access and strip shopping centers. In Section H of this document, the interdependency of the Hoddle-Punt corridor to a range of current initiatives is that support the transport network plan is discussed. 4 Figure 1 Preferred Traffic Routes Melbourne and other major infrastructure projects D. BACKGROUND The Victorian Government committed to review the existing Public Acquisition Overlay (PAO) along the east side of Punt Road between Alexandra Avenue in South Yarra and Union Street in Windsor. On 17 February 2015, the Minister for Planning appointed a Ministerial Advisory Committee (MAC), to undertake a review and provide the Minister with recommendations on the future of the PAO. The MAC’s Terms of Reference required VicRoads to prepare a background report (released August 2015) and an Options Report to “expand upon the Background Report by including traffic modelling and projections for various future options along Punt Road” (released October 2015). Arup was engaged by VicRoads to prepare the options report to input into VicRoads response to the panel. Though VicRoads managed the process in responding and submitting to the MAC it was done in conjunction with Public Transport Victoria (PTV), as both authorities shared the same position on retaining the entire PAO for transport purposes into the future. Following the Options Report which included seven options, a public exhibition period and subsequent panel hearing was undertaken. After hearing views of the community and expert witness statements, the MAC in late May 2016 provided a report to the Minister for Planning detailing its long term preference was for a modified version of Option 5, herein known as Option 5a. Option 5a was similar to the previous Option 5 however with an intended greater focus on bus priority and minimising future heritage impacts. The Minister for Planning on the 17th of August 2016 requested that further technical work be undertaken by VicRoads in response to the findings, and assumptions made, by the MAC to help inform the Government's decision about the future of the PAO. Figure 2 (below) provides an illustration of the further work that has been undertaken in reflection of the MAC’s finding. The key elements of consideration from the technical work include: 5 understand the performance of Option 5a relative to the Punt Road Base Case and the VicRoads/PTV preferred Option 7(which utilised the full PAO); using the MAC’s premise of limiting future widening of Punt Road to only around the intersections, develop and assess an additional option which provides enhanced bus priority and improved overall transport performance, known as Option 5b; assessing the MAC’s finding that full length bus lanes along the corridor are not warranted; and testing the MAC’s assertion that due to constraints at Swan Street and Punt Road, there is no case to upgrade the intersection of Punt Road and Alexandra Avenue. Re-think Option 7: to provide improved bus priority, improve accessibility, deliver against the governments safe systems approach to road safety and maintain opportunities to reduce traffic volumes on other surrounding streets, such as: St. Kilda Road and Chapel Street Figure 2 Post-MAC Technical Work & Options Refinement E. OPTIONS DESCRIPTION As highlighted above and in Figure 2, six broad options have been refined and tested in more detailed post-MAC findings; Base Case: is a ‘Do-minimum’ scenario through to 2031. Base Case plus SHS: is the base case including the improvements being proposed at Swan
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