21 August 2017

Title

West Gate Tunnel Project Transport Expert Evidence #1John Kiriakidis – 22 August 2017

GTA Review (GTA Section 1.3)

1. Consider project’s strategic transport alignment with planning policy. 2. A peer review of analytics contained in the Transport Impact Assessment (TIAR) relied on to inform the EES in support of the Project. 3. Adoption of transport modelling forecasts prepared by VLC.

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GTA Strategic Alignment Methodology

1. Validate the transport challenges identified in the EES (and Business Case) which form the basis of need for the project by identifying their pre-existence in established policies and studies. 2. Review strategic planning policies to determine the extent of alignment with established policy and planning for Greater , 3. Examine the EES as it relates to transport by exploring the project’s consistency with objectives set out in the Transport Integration Act (2010). #3

EES Project Scoping Objective

EES Scoping Requirement (for Transport): • ‘To increase transport capacity and improve connectivity to and from the west of Melbourne, and, in particular, increase freight movement via the freeway network instead of local and arterial roads, while adequately managing the effects of the project on the broader and local road network, public transport, cycling and pedestrian transport networks’.

• Key themes within the Objective: – Transport capacity – Improving connectivity (with emphasis on areas West of Melbourne) – Moving freight via a higher order road system – Adequately managing effects on public transport and active travel #4

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High Level Project Plan

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Legislation / Policy Framework

• The Transport Integration Act 2010 came into effect on 1 July 2010 and is 's principal transport statute. The Act requires that all decisions affecting the transport system be made within the same integrated decision-making framework and support the same objectives. • The Transportation Integration Act (2010) sets out six transport system objectives. These are reproduced below. 1. Social and Economic Inclusion, 2. Economic Prosperity, 3. Environmental Sustainability, 4. Integration of Transport and Land Use, 5. Efficiency, Coordination and Reliability, 6. Safety, Health and Wellbeing.

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Transport Integration Act (2010) Objectives Summary (Section 3.1.7)

Transport Integration Act Framework: • Six identified objectives are informed by twenty two sub-category objectives. • Sub-category objectives utilised to test project performance.

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Legislation & Policies Considered

• State legislation and Policy • Freight related studies

 Transport Integration Act 2010  Infrastructure Victoria’s Advice on Securing Victoria’s Ports  State Planning Policy Framework (SPPF) Capacity 2017  Plan Melbourne 2017-2050  Western Intermodal Freight Terminal (WIFT) Pre-Feasibility Study  Infrastructure Victoria 30 year strategy 2017   Network Development Plan – Metropolitan Rail 2012 Victorian Freight & Logistics Plan 2013   Project 10,000 Committee For Melbourne Review of VFLP 2013  Container Trade Forecast Growth – Melbourne Margaret Bux • Local government policies and documents 2015

: Planning for Future Growth – Transport  Trends and Forecasts for Australian Container Growth BIRTE Strategy 2012 2012-13  West Melbourne Structure Plan (2005)  Trade to Trump Protectionists and Boost Global Growth World Trade Organisation + Deloitte 2017  West Growth Corridor Plan  Freight Intermodal Terminal Systems for Port of Brisbane,  Western Transport Strategy – Leadwest Alliance 2012 Melbourne and Sydney 2006  Maribyrnong Integrated Transport Strategy 2012  Hobsons Bay Integrated Transport Strategy 2006 • Active Travel related studies

• Past and present studies  Cycling into the Future 2013-2023  Hobsons Bay Strategic Bicycle Plan 2013.  East-West Link Needs Assessment (Eddington Review) 2008  Truck Action Plan 2009  Planning for Future Growth  Westgate Distributor Business Case 2015  Westgate Distributor 2014  East West Link western section 2014 #8  WestLink 2010

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Transport Planning Context (Challenges) (Business Case 2015 & EES Volume 1-ES)

Five transport challenges:

 Inadequate transport capacity on the M1 corridor

 Over-reliance on the

 Inadequate Port and freight connections to cater for growth

 Reduced amenity in the inner west, and

 Mismatch between land use and transport.

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Transport Planning Context (Objectives) (EES Summary Report)

EES Established Project Objectives:

1. Improve transport performance in the M1 Corridor

• To support the increased travel demand generated by future population and economic growth trends

• To enhance connectivity between economic clusters

• To enhance safety along the M1 corridor

• To enhance access to jobs and services.

2. Reduce reliance on the West Gate Bridge

• To improve network resilience and redundancy

• To mitigate strategic risks to the State and national economies

• To improve travel reliability.

3. Improve freight access to the and Greater Melbourne

• To improve reliability of access to the Port of Melbourne and on the freight network

• To support the travel demands arising from the future freight task

• To enhance state and national competitiveness through freight productivity improvements.

4. Improve community Amenity on local streets in the Inner West

• To reduce freight on local streets

• To improve safety on local streets. #10

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Inadequate Transport Capacity on M1 Corridor

Transport Capacity = network throughout per unit of time

M1 Corridor Considerations: • Limited east-west connections, • Unbalanced east-west capacity options • Complex origin-destination patterns • Limitations of the radial public transport network

Strategic alignment: • Eddington Study • Business Case 2015

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Over-reliance on the West Gate Bridge

Reliance = network alternatives Resilience = network flexibility

Over-reliance Considerations? • In the event of an incident, there is limited capacity (redundancy) along the Maribyrnong screen-line to sustain a re-distribution. • A middle morning peak disturbance takes 2hours for the network to recover • High reliance on Footscray Road in the case of a catastrophic failure

Strategic Alignment:

• Eddington Study

• Infrastructure Victoria

• City of Melbourne Transport Strategy #12

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Inadequate Port & Freight Connections to cater for Growth

Industrial & Freight Reliant on M1 Corridor (Source: Technical Repot A EES) Port & Freight Connectivity Considerations: • Limited access opportunities. • HPFV constraints. • Inner west truck curfews. • Significant growth projected.

Strategic Alignment: • Eddington study • Victorian Freight & Logistics Plan HPFV Freight Routes

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Reduced Amenity in the Inner West

Amenity Considerations: • Local streets used to support freight movement into With Project Daily Truck volumes (with Original EES Toll Points) and out of Port.

Strategic Alignment: • Eddington Study • Western Transport Strategy

No Project Daily Truck volumes

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Mismatch between Land Use & Transport

Mismatch Considerations: • Unbalanced growth in population and employment across broader Melbourne. • Pronounced growth in population in Melbourne’s west. • Changing employment typologies (knowledge Growth in Population & Job Density Plot (Source EES) economy vs manufacturing). • Relocation of manufacturing jobs to outer ring suburbs.

Strategic Alignment: • Eddington Study • Plan Melbourne • Infrastructure Victoria

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Transport Integration Act (2010)

TIA (2010) Alignment Review (Section 5.8 GTA)

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Operational Performance

Analytic Methodology: • Consistent with industry practise:

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Operational Performance

Project Study Area Considerations: • Consistent with industry practise with a focus on the “corridor”. • As a general rule detailed modelling should include the corridor as well as the closest major node.

Comment on Modelling Extents: Western End Modelling Extent - Intersections for Further Consideration

• Western End - Further analysis. Eastern End Modelling Extent - Link Review • Eastern End - No further analysis.

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Operational Performance

Level of Service Definitions:

Component Metrics:

 Freeway Assessment: Application of Density based criteria

Assessment: Application of delay based criteria

 Arterial Intersection Assessment: Degree of Saturation

• LOS Targets:

 Freeway Assessment: LOS D Level of Service Definitions:

 Interchange Assessment: LOS D LOS A - Free Flow

 Arterial Intersection Assessment: DOS 0.9 LOS B - Reasonably Free Flow LOS C - Stable Flow LOS D - Approaching Unstable Flow LOS E - Unstable Flow LOS F – Forced Flow (Breakdown Flow) #19

Operational Performance

Analytics Summary (Key Observations):

Population Growth Inputs (Greater Melbourne):

Public Transport Trips vs All Traffic Trips (with & without project):

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Operational Performance

Analytics Summary: Local Area Network Statistics:

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Operational Performance

Analytics Summary: Network Volumes: Project Case Outputs for Daily 2031 & Difference Plot

Key Statistics: Westgate Bridge: -28,000vpd Local Area Volumes 2031 Daily, Source: EES Figure 159 City Link: -22,000vpd +37,000vpd (max)

Local Area Volumes 2031 Daily Difference Plot, Source: EES Figure 158

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Operational Performance

Analytics Summary: Local Area Volumes: Project Case Output, Daily for 2031 & Difference Plot

Key Observations: North & West Melbourne Link: • +9,000vpd Dynon Road Net Change: +9,000vpd

CBD Access: • -4,000vpd Spencer Street • -1,500vpd Dudley Street • +1,500vpd La Trobe Street • +100 Flinders Street Net Change: -3,900vpd

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Operational Performance

Analytics Summary: North Melbourne & West Melbourne Daily Traffic Comparison

VicRoads#24 Smartroads Extract (Network Operating Plan) Hawke Street (north of Spencer Street) +5,000

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Operational Performance West Gate Freeway Corridor (Inbound)

LOS Comments: • Diverge to Hyde Street – Low volume (250-300 for 2hr peak), primarily tunnel entrance impact • West Gate Tunnel Entrance – Merge from 3-2 lanes to maintain network redundancy and resilience. • West Gate Tunnel Mid-Block – Coded as 2-lanes

• Williamstown Road Merge – 2000vph capacity versus projected demand of around 2,250vph – Localised turbulence, upgrade limitations

• West Gate Bridge Mid-Block #25 – Consistent with existing condition, function of demand

Operational Performance West Gate Freeway Corridor (Outbound)

LOS Comments: • Williamstown Road Diverge – Ramp outside project area, consistent with existing condition and no project outcome

• West Gate Bridge Mid-Block – Consistent with existing condition and no worse than #26 no-project outcome

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Operational Performance Footscray Rd Corridor (Outbound)

LOS Comments: • McKenzie Road On-Ramp Merge and Southbound Tunnel Entrance – Southbound lanes on WGT merge from 3 to 2 at McKenzie Road on-ramp – LOS deficiency second hour only – Monitoring recommended for 3rd lane

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Operational Performance Footscray Rd Corridor (Outbound)

LOS Comments: • Dynon Road On-Ramp – Consistent with existing condition – No worse than no-project outcome – Project exception permitted

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Operational Performance Footscray Rd Corridor (Inbound)

LOS Comments: • Dynon Road Off-Ramp & Footscray Road Diverge – Existing condition – No worse than no-project outcome – Project exemption permitted

Dynon Road Off-Ramp with Footscray Road CityLink Southbound

• CityLink Southbound – Outside identified project area – No worse than no-project outcome #29 – Project exemption permitted

Operational Performance West Gate Freeway Interchanges

Key Observations: • LOS outcomes meet project objectives

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Operational Performance Interchanges & Arterial Intersections

Key Observations: • LOS outcomes meet project objectives, except for Hyde Street / Francis Street during PM Peak • Upgrade of Hyde Street / Francis Street not practical and consistent with existing condition

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Operational Performance Interchanges & Arterial Intersections

AM Peak Hour 7.00am-8.00am AM Peak Hour 8.00am-9.00am

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Operational Performance Interchanges & Arterial Intersections

PM Peak Hour 4.00pm-5.00pm PM Peak Hour 5.00pm-6.00pm

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Operational Performance (Alternate Summary) Interchanges & Arterial Intersections (AM & PM Peak)

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Active Travel Project Contribution

Proposed Project Works (Section 7.1 GTA): 1. Upgrade of the trail between Road and Grieve Parade to connect with Federation Trail in the north and Crofts Reserve and the future extension in the south. 2. Wider, well-lit paths under the West Gate Freeway at Millers Road and Williamstown Road, along with new shared use bridges over the Freeway at Lunch Reserve and Fogarty Avenue. 3. Completion of the Federation Trail missing link between Fogarty Avenue and Hyde Street, includingupgrades to the trail from Kororoit Creek to Fogarty Avenue. 4. A shared path near the Newport freight rail line at New Street, South Kingsville that provides a connection to the Federation Trail,Bradmill and Precinct 15 sites. 5. A new shared path connection from Federation Trail to Hyde Street Reserve and Spotswood Station to improve access with Spotswood and Yarraville communities. 6. Upgraded shared path facilities along the east side of Hyde Street and south side of Harris Street. Project Observations: 7. A new shared path bridge over Whitehall Street to create a link between Yarraville Gardens and . • Addresses gaps in the existing active travel network 8. New landscaping associated with the existing shared use path on the south side of • Considers for future growth including e.g. Precinct15 & Bradmill Footscray Road. 9. New 2.5km elevated veloway along Footscray Road, suspended between the • Strong strategic alignment with active travel aspirations and various proposed elevated Freeway structure between Shepherds Bridge and Pearl River key directions (Cycling into the Future 2013-2023) Road. • Responds to comparative poor investment compared to other 10. Upgrade and widen existing shared path on Footscray Road over the Moonee Ponds Creek. states 11. A new shared path bridge over Footscray Road to connect with the Capital City • Delivers scale and quality of upgrades unlikely to be realised if Trail. delivered in isolation (project economies cost advantage) 12. A new shared path bridge at Dynon Road to improve crossing of Moonee Ponds #35 Creek and the rail lines.

Active Travel Design Considerations

Project Design Review

• WGT Design Standards:

• Project Design Evaluation:

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Active Travel Design Considerations

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Active Travel Design Considerations

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Active Travel Design Considerations

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Active Travel Design Considerations

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Active Travel Design Considerations

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Active Travel Design Considerations

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Active Travel Design Considerations

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Active Travel Design Considerations

“While it is acknowledged that the gradients are less than desirable, they occur over relatively short distances and the benefits afforded through the separation of riders from vehicles (through grade separation) outweigh the inconvenience of marginally steep grades.”

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Active Travel Design Considerations

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Road Design Evaluation of Alignment Legibility, Accessibility and Connectivity

General Observations: Generally the design response is functional and logical, building on existing infrastructure provisions. Critical decision points are characterised by high standard interchanges and ramps consisting of good sight lines, with an ability to provide appropriate lane discipline and good separation between multiple decision points. Key Recommendations: 1. Comprehensive guidance scheme, comprising the use of overhead lane guidance scheme, static and dynamic signage and line-marking, inclusive of pavement text that supplements route and lane selection for drivers. 2. Potential weaving issues at the exit of the West Gate Tunnel southern Portal (outbound) with consideration of entering and merging traffic from the Hyde Street/Melbourne Road on ramp, outbound traffic from the West Gate Bridge and Millers Road interchange. #46

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Road Design Evaluation of Alignment Legibility, Accessibility and Connectivity

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Road Design Evaluation of Alignment Legibility, Accessibility and Connectivity

1 3

2

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Road Design Evaluation of Alignment Legibility, Accessibility and Connectivity

4 5 6

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Construction Management

• Most significant construction site is expected to be the northern portal (approx. 600 trucks / day).

• Key Issues: – Use of local streets – Additional truck activity in peak hours – Temporary closures of lanes / roads – Temporary closures of active travel infrastructure

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Construction Management

• Where possible, it is proposed to make use of freeways and higher order arterial roads, including Footscray Road, for construction traffic, which is considered appropriate.

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Construction Management

• Table 161 indicates mitigation measures for the tunnel construction. These include:

 “Haulage to be minimised on residential roads. Where possible, alternate routes must be used.

 Construction haulage shall be on arterial roads wherever possible.

 Haulage along local residential roads shall not be permitted at night.” • I consider all of these to be appropriate mitigation measures. • Construction activity during road network peak periods should be minimised and should have been reinforced in Table 161 of the EES. This principle should be adopted by the TWG overseeing the preparation of the construction management plans for all construction not just spoil truck activity. • West Gate Freeway & some Arterial Road lane closures limited to off- peak periods. This is reasonable to be expected for a project of this #52 scale.

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Key Issues (Conclave Outputs)

• Modelling Robustness • Extent of Detailed Traffic Impact Analytics (Study Area) • CBD Access – Strategic Alignment – Dynon Rd Link – Impact on North Melbourne / West Melbourne • Footscray Road (Surface Road) Cross-Section Reduction • Need for McKenzie Road Ramps / Interchange • Millers Road Transport Activity Levels / Toll Avoidance • Pearl River Road Access (Waterfront City) • Extent of Detailed Project Analytics

#53 • Veloway Design

Key Issues (Conclave Outputs)

1. Modelling Robustness: • Methodology consistent with contemporary practise. • Results are intuitively logical and appear ‘fit-for-purpose’. • More detailed commentary provided in Veitch Evidence Statement.

2. Study Area: • Generally acceptable noting cascading metropolitan, local and corridor focus. • Recommend further detailed analysis at western end of project.

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Key Issues (Conclave Outputs)

3. CBD Access: • Strategic Alignment – Over-reliance on West Gate Bridge (Eddington Report) – Redundancy (City of Melbourne Transport Strategy) – Resilience (Infrastructure Victoria 30yr Strategy) • Dynon Road Link – Overall network performance requirement to balance demand – 3 CBD access links deliver balanced traffic patterns • Impact on North & West Melbourne – Manageable increase compared to total precinct demand – Consistent with C190 / C196

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Key Issues (Conclave Outputs)

4. Footscray Road Surface Road Cross-Section Reduction: • Larger vehicle size manoeuvring and operational requirements for HPFV vehicles • Need to manage Port uplift post 2031 including increased cross- precinct traffic.

5. Need for McKenzie Road On-ramps: • Operational performance requirement for two Port links (capacity). • Minimise surface road circulation (safety and capacity reservation). • Dock Link Road ramp option creates weaving issues on Footscray Road (not practically deliverable).

#56 • Coode Road link removal warrants diversified Port access strategy.

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Key Issues (Conclave Outputs)

6. Millers Road Transport Demand Levels & Toll Avoidance: • Recommend removal of toll gantry between Grieve Parade and Millers Road to deliver more balanced traffic demands across the network.

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Key Issues (Conclave Outputs)

7. Pearl River Road Access (Waterfront City) – Endorsed Outline Development Plan (ODP) informs a high level expectation but does not provide certainty of access. – ODP endorsement precedes WGT project which is a project of state significance. – Existing high capacity double right turn facility available 100m east of Pearl River Road. – Provision of right turn entry at Pearl River Road has potential to adversely impact on Footscray Road WGFT link if back queuing outside storage eventuates.

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Key Issues (Conclave Outputs)

8. Extent of Detailed Project Analytics for North & West Melbourne – Consistent with contemporary practise noting cascading metropolitan, local and corridor assessment. – Impacts are modest with uplift across the precinct of up to 9,000vpd. – Balance of detailed analytics acceptable noting observations around reduced impacts in the CBD, modest impacts in North Melbourne and West Melbourne and projected (similar) impacts forecast under C190 and C196.

9. Veloway Design – Consider on-balance an expressway system for competent cyclists commendable as a supplement to the existing SUP facility on Footscray Road. – Recommend project consider a 5.0m veloway rather than 4.0m.

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Key Issues Raised by O’Brien

1. Extent of Micro-simulation Model Inadequate – The model generally includes the corridor and one node either side of the corridor. Where this is not the case, I have recommended further work be completed. – Discussions with the project team confirm that upstream and downstream network influences outside the modelled corridor which disturb arrival and departure patterns within the assessed system have been included in the model. – The adopted approach is consistent with industry practise.

2. Truck Bans in Francis Street & Somerville Road Diverting Traffic onto Blackshaws Road – This issue raises concern over truck traffic along Blackshaws Road as a consequence of permanent truck bans on Francis Street and Somerville Road. – I interpret the EES as preferring to review the level of truck traffic as part of the post implementation phase on Blackshaws Road before adopting any traffic management system which would preclude this activity. – This approach is acceptable but it may assist the IAC if a model run was completed without #60 assumed traffic management to identify the level of risk with this delayed approach.

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Key Issues Raised by O’Brien

3. Toll Avoidance will Raise Truck Demand on Blackshaws Road – The proposed tolling points shift truck demand onto Blackshaws Road and Millers Road. The tolls should only apply to river crossings. – The sensitivity test completed under the first project note confirms that removing the toll- point between Grieve Parade and Millers Road will reduce truck demand on Millers Road over the EES toll point option (+7,000vpd vs +4,000vpd) and reduce demand on Blackshaws Road to levels lower than the “no-project” case outcome. – I support the revised toll point option.

4. Freight Routes #1 – Market Road – It would be better to link Market Road Sunshine with the Grieve Parade interchange to shift truck traffic away from Millers Road. – Market Road sits on the north side of the project and has not been contemplated as part of the EES. – Whilst the O’Brien proposal may have some intuitive high level merit, forecast project #61 outcomes do not require this link to be realised to deliver manageable transport outcomes.

Key Issues Raised by O’Brien

5. Freight Routes #2 – The project would benefit from west facing ramps at the Grieve Parade Interchange. – On this issue, a high level of review reveals meaningful challenges with delivering west facing ramps given the proximity of the M80 and connection. – I have little confidence that functional west facing ramps can be delivered at this location.

6. Federation Trail Surface (#1) – The Federation trail west of Millers Road be fully reconstructed in concrete. – My review excludes the civil design detail relating to finishes. Having said that I have no opposition to the proposed concrete finish.

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Key Issues Raised by O’Brien

7. Federation Trail Grade Separation #2 – The Federation trail at Hyde Street connection to the Coastal include grade separation. – The WGT proposal includes use of the off-ramp traffic signals for passage across Hyde Street. – A review of traffic volumes on this section of Hyde Street indicates traffic volume of between 13,000 and 22,000 vehicles per day. – I have no objection to the proposal being considered but I am satisfied that the proposed design response is acceptable.

8. Arterial Road Network #1– Need for Additional North-South Link – This issue recommends a further arterial link between Millers Road and Melbourne Road. – On my review, any such link would serve a largely local function which sits outside the primary objectives of the project which seeks to address broader access to and from the west of Melbourne. – Reviewing interchange performance at both Millers Road and Melbourne Road indicates LOS values of D or higher consistent with project objectives. On this basis, I see no #63 need for any such north-south link during the assessed planning horizon.

Key Issues Raised by O’Brien

9. Arterial Road #2 – Improvements Needed on Millers Road – This issue recommends further upgrades on Millers Road to reduce congestion between Geelong Road and Blackshaws Road and improved cycle links. – A review of modelling outputs indicates satisfactory interchange performance. Beyond the interchange I have recommended some further analysis be completed to test the balance of the Millers Road corridor. Until that analysis is complete it would be premature to identify any further upgrades. – On cycle links along Millers Road I make recommendations in my written statement and earlier in this presentation that the project consider further improvements to this part of the network.

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QUESTIONS?

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