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Punt Road Investigation Punt Road Concept Options Report

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Punt Road Investigation Punt Road Concept Options Report VicRoads Punt Road Investigation Punt Road Concept Options Report REP001 Issue | 14 October 2015 This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party. Job number 244666-00 Arup Arup Pty Ltd ABN 18 000 966 165 Arup Level 17 1 Nicholson Street East Melbourne VIC 3002 Australia www.arup.com VicRoads Punt Road Investigation Punt Road Concept Options Report Contents Page Executive Summary 1 1 Introduction 2 1.1 Background 2 1.2 Report Purpose and Structure 2 1.3 Investigation Area 3 2 Existing Conditions 4 2.1 Land Use 4 2.2 Heritage 4 2.3 Environment 5 2.4 Transport 5 3 Community and Stakeholder Engagement 11 4 Strategic Context 12 4.1 Relationship to Government Policy 12 4.2 SmartRoads 13 4.3 Punt Road Project Objectives 13 4.4 Network Strategy 14 5 Appraisal Framework 16 5.1 Transport Modelling Overview 16 5.2 Multi Criteria Analysis Structure 17 6 Improvement Concepts 18 6.1 Concept 1 - 24 Hour Clearways 19 6.2 Concept 2 - 4 Lane: Central Right Turn Lane 20 6.3 Concept 3 - 4 Lane: Central Median 21 6.4 Concept 4 - 5 Lane: Reversible Lanes 22 6.5 Concept 5 - 4 Lane/6 Lane: Widened Intersections 23 6.6 Concept 6 - 6 Lane: Dual Carriageway 24 6.7 Concept 7 - 4 Lane/6 Lane: Bus Lanes 25 7 Concepts Appraisal 26 7.1 Wider Transport Network Performance 26 7.2 Punt Road Corridor Performance 29 7.3 Intersection Performance 30 7.4 Multi-criteria Analysis 31 7.5 Assessment Summary 33 8 Way Forward 34 REP001 | Issue | 14 October 2015 | Arup J:\IS INFO MGMT & SYSTEMS\PUNT RD\DOCUMENTS OCTOBER 2015\151014 PUNT ROAD OPTIONS REPORT_FINAL 9 DEC 2015.DOCX VicRoads Punt Road Investigation Punt Road Concept Options Report Tables Figures Table 1: Appraisal criteria Figure 1: Investigation area Table 2: Impact rating scale Figure 2: Planning, heritage and environmental overlays Table 3: Broader network daily traffic volumes and change from Base Case (2031) Figure 3: Pedestrian movements during a typical weekday AM peak hour (2015) Table 4: 2031 corridor performance (morning peak hour) Figure 4: Pedestrian movements during a typical weekday PM peak hour (2015) Table 5: 2031 corridor performance (midday peak hour) Figure 5: Cyclist network and movements during a typical weekday AM peak hour (2015) Table 6: 2031 corridor performance (evening peak hour) Figure 6: Cyclist network and movements during a typical weekday PM peak hour (2015) Table 7: Level of service definitions Figure 7: Tram network and estimated tram loadings during a typical weekday (2011) Table 8: Punt Road-Hoddle Street intersection level of service at 2031 (morning peak hour) Figure 8: Bus network and estimated loadings during a typical weekday (2014) Table 9: Punt Road-Hoddle Street intersection level of service at 2031 (evening peak hour) Figure 9: Average annual daily traffic (2013) Table 10: Multi-criteria Analysis Figure 10: Reported casualty crashes (Jan 2009 to December 2013) Figure 11: Travel speeds - AM peak hour (2015) Figure 12: Travel speeds - PM peak hour (2015) Figure 13: SmartRoads network Figure 14: Network Strategy (Traffic) Figure 15: Network Strategy (Pedestrians, Cyclists, Tram and Bus) Figure 16: Punt Road corridor - Base Case network. Figure 17: Concept 1 – 24 Hour Clearway Figure 18: Concept 2 – 4 Lane: Central Right Turn Lane Figure 19: Concept 3 – 4 Lane: Narrow Central Median Figure 20: Concept 4 – 5 Lane: Reversible Lanes Figure 21: Concept 5 – 4 Lane/6 Lane: Hybrid with widened intersections Figure 22: Concept 6 – 6 Lane: Dual carriageway Figure 23: Concept 7 – 6 Lane: Bus lanes Figure 24: Change in 2031 congested travel speed - morning peak hour (6 lane vs Base Case) Figure 25: Change in 2031 congested travel speed - midday peak hour (6 lane vs Base Case) Figure 26: Change in 2031 congested travel speed - evening peak hour (6 lane vs Base Case) Figure 27: Change in 2031 congested travel speed - midday peak hour (4 lane vs Base Case) Appendices Appendix A Preliminary Concept Layouts REP001 | Issue | 14 October 2015 | Arup J:\IS INFO MGMT & SYSTEMS\PUNT RD\DOCUMENTS OCTOBER 2015\151014 PUNT ROAD OPTIONS REPORT_FINAL 9 DEC 2015.DOCX VicRoads Punt Road Investigation Punt Road Concept Options Report Executive Summary Concepts and Appraisal A range of concepts for the Punt Road section of the corridor have been developed and appraised focusing on the The State Government made an election commitment to establish an independent Advisory Committee to review length between the intersection with St Kilda Road and the Yarra River. The development of concepts for Punt and report on the future of the Punt Road Public Acquisition Overlay (PAO). On 17 February 2015, the Minister Road has considered those that can be contained within the existing road reservation boundaries as well as those for Planning approved the Terms of Reference for the Punt Road PAO Advisory Committee. that require utilisation of the land covered by the PAO. The concepts focus on improved efficiency of the In accordance with Stage 1 of the Terms of Reference, VicRoads was requested to prepare a background report existing corridor through changes to the permitted right turn movements or by changing the way that some which was prepared and made publicly available in August 2015. As part of Stage 2 of the Terms of Reference, movements occur in order to simplify the operation of the traffic signals along the corridor. VicRoads was requested to prepare an Options Report to “expand upon the Background Report by including Transport analysis and a multi-criteria analysis has been undertaken for each of the developed concepts with the traffic modelling and projections for various future options along Punt Road”. Arup was engaged by VicRoads key findings outlined as follows: on 21 July 2015 to prepare this report which provides input into VicRoads response to Stage 2. x Concept 1: The implementation of 24 hour clearways would offer benefits in improved travel times outside The Punt Road-Hoddle Street corridor (also known as the Hoddle Highway) is a key linkage in Melbourne’s of peak periods but would not address congestion during the peak periods and is only a short-term treatment; transport network for traffic and public transport movement as it is one of the few routes providing a continuous north-south bypass of the central city and access across the Yarra River. The performance of the network along, x Concept 2 and 3 - 4 Lane Central Right Turn Lane/Median: Moderate infrastructure changes and a across and parallel to the Punt Road corridor is critical in connecting people and businesses in inner and eastern rationalisation of existing right turns movements at major intersections would offer significant benefits Melbourne to social and economic opportunities. across all times periods for pedestrians, cyclists, trams, buses and traffic. These improvements could be achieved almost entirely within the existing road reserve and would avoid major environmental and social Punt Road between St Kilda Road and Alexandra Avenue currently carries between 31,000 and 38,000 vehicles impacts. These concepts would be viable treatments in the short to medium term but do not provide relief per day on an average weekday. There are also significant demands for travel across the corridor particularly for for the broader network or flexibility for the operation of the corridor in the long term; trams and pedestrians and also, though to a lesser extent, buses and cyclists. x Concept 4 - Reversible Lanes: This is not considered an appropriate treatment as it would offer very limited Punt Road is currently an impediment for access both along and across the corridor for all road users with benefits and would result in significant impacts including land acquisition on Punt Road north of Toorak unreliable and often long journey times; there have also been a high number of crashes along the corridor. Road within the PAO; x Concept 5 - 4 Lane/6 Lane Widened Intersections: This concept would address the short, medium and long term travel demands for the corridor as well as providing benefits for the surrounding road network. It Network Strategy provides benefits for users crossing the corridor including pedestrians, cyclists and tram and bus passengers. There would be significant impacts, particularly to existing properties and heritage though this is A strategy has been developed for the operation of the network drawing upon broader government objectives approximately half of the properties currently subject to the PAO. On this basis, this concept is considered a outlined in Plan Melbourne, the framework provided by SmartRoads and the objectives for this project as viable concept for the Punt Road corridor in the medium to long term; defined by VicRoads. The strategy is a multi-modal approach which aims for increased priority and the rebalancing of both road space and operations in order to provide benefits for pedestrians, cyclists, trams, buses x Concept 6 - 6 Lane Dual Carriageway: This concept provides similar benefits to Concept 5 but with impact and traffic. At a broad level the strategy includes: to all properties subject to the acquisition overlay including those with a heritage overlay. While there is limited additional benefit in its current form when compared to Concept 5, the full utilisation of the PAO x improving walking connections and safety to key activity centres; would provide for flexibility over a longer planning horizon (e.g. 30 plus years) for further enhancements to x enhancing bicycle connections and safety across the corridor as well as along parallel routes; the corridor (e.g.
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