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mainroads vir SUBMISSION COVERSHEET This coversheet should be included with all submissions to Infrastructure Australia. Please complete all fields.

Organisation: Main Roads Western Australia Date: 10 August 2012 Submission title: (High Street) Fremantle Upgrade (Carrington Street to Stirling Highway) Author(s): Main Roads WA

Contact person: Maurice Cammack Position: A/Manager Project Programming Postal address: PO Box 6202, EAST

State: Western Australia Postcode: 6892

Email address: [email protected] Telephone: - ---

Please email your submission to: submissionsinfrastructureaustralia.dov.au Two (2) hard copies (one marked as the original) to: SUBMISSIONS Infrastructure Australia GPO Box 594 Canberra ACT 2600 Ph: 02 8114 1900

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ACKNOWLEDGEMENT

Please acknowledge the following submission guidelines: • This submission conforms with Infrastructure Australia's requirements as set out in Better Infrastructure Decision- Making: Guidelines for making submissions to Infrastructure Australia's infrastructure planning process, through Infrastructure Australia's Reform and Investment Framework (available at www.infrastructureaustralia.qov.au ), • Where any third party material has been incorporated into the submission, the appropriate rights to use this material have been obtained. • Infrastructure Australia may review claims of confidentiality with the proponent. • I have (please tick -\,1 ): emailed my submission to submissionsinfrastructureaustralia.qov.au and posted 2 hard copies. El List of documents included in this submission (please complete page 2 of this coversheet) El Completed templates E GIS data E Other, please state: Signed:

Name and Position (please print): Maurice Cammack A/Manager Project Programming

Date: 10 August 2012 List of documents contained in this submission

Item Document Title Related initiative Version Author Date (if applicable) 1 Leach Highway (High Street) Fremantle Draft Revision A Main Roads WA 10/8/2012 Upgrade (Carrington Street to Stirring Highway) Infrastructure Australia Submission Draft Revision A Page 2 INFRASTRUCTURE AUSTRALIA

REFORM AND INVESTMENT FRAMEWORK Western Australia Department of Transport

Stages I to 6

Leach Highway (High Street) Fremantle Upgrade (Carrington Street to Stirling Highway)

Version: Draft Revision A

August 2012

(To be read in conjunction with Infrastructure Australia's Submission guidelines for the Infrastructure Priority List)

Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Proposal Summary

Initiative Name: Leach Highway (High Street) Fremantle Upgrade - Carrington Street to Stirlina Hiahwav Location (State/Region(or City)/ Fremantle, Western Australia Locality): Name of Proponent Entity: Western Australian Transport Portfolio -Main Roads Western Australia Contact (Name, Position, phone/e- Maurice Cammack, Main Roads WA mail): Maurice.cammackamai

Leach Highway (High Street) between Carrington Street and Stirling Highway is a key part of Perth's urban freight network. It is an important connection between the nearby Port of Fremantle Inner Harbour and industrial areas including Kewdale, Forrestfield, Welshpool and Kwinana. Connections between Fremantle and Kewdale on High Street form part of a designated Primary Regional Road in the Metropolitan Region Scheme (MRS), and are also part of the National Land Transport Network. The High Street component of the freight network is under considerable strain from the significant growth in container trade through the Inner Harbour. This growth has increased by an average of 7.5 per cent per annum over the past 15 years and is expected to continue, underpinned by Western Australia's strong economy and population growth as a result of the global demand for energy and resources located in the North West of Australia. According to projections by the Fremantle Port Authority, the volume of freight needing to be transported by road to and from the Inner Harbour is likely to increase by 80 per cent between 2012 and 2027, even with 30 per cent of the total freight task being met by rail (as per the WA State Government's target). The core goal of this initiative is to ensure the High Street freight network supports access to the Port of Fremantle in future. This includes maximising the productivity of the Inner Harbour through improved landside port access, but also maximising safety for vehicles and people utilising the High Street freight network. These improvements will contribute to the development and liveability of the which is a major strategic city centre in Perth. These proposal goals help to deliver on State and National policy priorities on transportation. For example, both the national Perth Urban Corridor Strategy and Western Australia's own Metro Freight Network Strategy specifically highlight the importance of addressing the present constraints on High Street. The goals also support many of the key strategic priorities of Infrastructure Australia, such as improving the nation's competitiveness and building our cities and towns. Importantly, the project also complements the significant investment in capacity expansion at the Inner Harbour itself in recent years, which will allow it to meet the growth in demand. High Street is a four-lane undivided road, with design characteristics which make it difficult for heavy vehicles to negotiate and several points of local road and residential access. This is impacting upon freight reliability and port access. In this context, the High Street freight network is an enabler of economic growth and activity in the state. In considering options to meet these goals and address identified problems, several alternatives were considered including demand management strategies, better use options and regulatory intervention. All of these were assessed according to a set criteria which linked to goals and constraints identified. The preferred option is to invest in the High Street road network to expand the link into a 4-lane divided road, with provision for further expansion to six-lanes in future (in line with future plans to expand the surrounding freight network to six lanes). The priority of traffic flow will be given to the high volume movements to and from the Inner Harbour while safety will be improved by correcting the present shortcomings in design that make it difficult for heavy vehicles to maneuver. The existing High Street will also be retained as a local access road. A key risk remaining to be resolved is to secure agreement from key local stakeholders. This aspect of the project led to its funding being removed from the National Building Program 1 (where it was allocated $68m). However, significant work with stakeholders has been undertaken since then by the State's planning and transportation agencies to bring the project closer to delivery.

Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Is this a new submission? No. A total of $68m was allocated for the upgrading of this section of High Street in the Nation Building Program 1 (NBP1) as part of the Perth Urban Transport and Freight Corridor initiative with the Commonwealth and State Governments contributing equal shares. However, the City of Fremantle was opposed to the preferred alignment option at the time. Due to this and other statutory issues which still needed resolution, it was not feasible to construct the project within the NBP1 timeframe. The State and Commonwealth Governments agreed to reallocate the funding to other high priority projects while undertaking further community consultation. This work has now progressed to a level where the State Government is confident that the project can be delivered in the near future. Estimated cost of problems? The cost of the problem can be attributed to increased travel times of freight movements, crashes resulting in damage and delays, and social impacts such as noise and pollution. Estimated Capital Cost of Initiative by Proponent ($M, nominal, The order of cost for this proposal is $100 million. undiscounted): Includes $8m of NBP1 funding retained for planning, design and preliminary works Commonwealth contribution sought by Proponent ($M, nominal, A contribution of 50% of the capital cost is being sought from undiscounted): the Commonwealth Government, this being $50 million. Other funding (source/amount/cash flow) ($M, nominal, undiscountid):,, State Government funding $50 million. BCR by Proponent excluding Wider ; 1.3 Economic Benefits The BCR calculation has been based on preliminary . information. Further detail will be available following ' confirmation of alignment and scope. _Estimated pragram . . The activities, budgets and timeframes are indicative and reliant on approval of project funding.

Year Activity ,Y1. Approved or Proposed Estimated C'wealth Budget Commitment To June 2014 Planning, Design and Preliminary works (NBP1 $8.0m $4.0m funds) 2014/15 Planning and preconstruction $4.6m $2.3m 2015/16 Commencement of Construction $60.0m $30.0m 2016/17 Construction and practical completion $27.4m $13.7m Total $100m $50m

Costs include contingencies and Main Roads Western Australia escalation to Date of Tender (assumed mid 2014). Rise and Fall during the contract of 60 per cent of the average escalation during the contract is also applied. Details of costings are contained in Appendix L.

Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Goal Definition

Goal Statements The goals of this proposal are: • Productivity —maximise the productivity of the Port of Fremantle's Inner Harbour by improving freight access to the port and reducing delays from congestion and crashes; • Community amenity — contribute to the development and liveability of Fremantle as an economic hub and vibrant activity centre; and • Safety — maximise safety for people and vehicles utilising the freight network and reduce the risk of crashes. The core goal of this proposal is to ensure Perth's urban freight network supports access to the Port of Fremantle (see Figure 2 and greater detail in Appendix A). The High Street freight network (from Carrington Street to Stirling Highway) is part of this system and serves key areas on the urban freight network including the Kewdale, Forrestfield, VVelshpool and Kwinana industrial areas, as well as Industrial zone (see Appendix E and the 'Perth Urban National Land Transport Network Road' in Appendix A). Connections between Fremantle and Kewdale on High Street form part of a designated Primary Regional Road in the Metropolitan Region Scheme (MRS), and are also part of the National Land Transport Network. This proposal responds to Infrastructure Australia (IA) infrastructure planning and investment objectives and strategic priorities. The following discussion provides strategic support for this proposal with reference to strategies, policies and plans that have been developed at national, state and regional level. Relevant strategies are summarised in Figure 1. Building on Australia's Global Competitive Advantages This proposal seeks to achieve and maintain Australia's global competitive advantage by removing constraints on freight movements and to support the State's import and export industries. The production and distribution of commodities are reliant on an efficient and reliable transport network to maintain productivity and competitiveness. Increasing Australia's Productivity Removing and preventing inefficiencies in the supply chain on the Perth Urban Freight Network between Fremantle and key industrial centres will increase the economic output and productivity of the nation. Developing Australia's Cities and Regions Fremantle is an important, historic city of Australia. The City of Fremantle is currently embarking on a process of economic and retail regeneration to improve the economy and vibrancy of the area. High Street is a key entry point into the Fremantle CBD and entertainment precincts. The proposal aims to contribute to the development and liveability of Fremantle as an economic hub and vibrant activity centre. Improving Social Equity and Quality of Life in Our Cities The High Street freight network, and primary route for the Port of Fremantle, is located in a built up environment. Improving safety and local amenity by providing a fit for purpose access route will contribute to social equity and quality of life. The proposal seeks to maximise safety for vehicles and people utilising the freight network and reduce the risk of crashes.

3 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A (011111/104/1116

Relevant IA Relevant Nation Priorities 1 Building 2 Themes , Economic Drivers

National Policies Theme: National J I Freight Network - Networks and Corridor

Increasing Productivity

Theme: National Freight Network - Networks and Corridors

Developing Cities and Regions State Policies

Connecting Theme: Transforming ! Our Cities People - Connecting Cities Improving SocialL Equity and Quality of Life

Theme: Transforming Our Cities

Figure 1 — Contribution to National and State Infrastructure Priorities

4 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A National Policies and Strategies A number of national strategies may be drawn upon to provide support for addressing the present constraints of High Street in the context of its role as a strategic freight route. The goals, objectives and priorities identified in the strategies that are relevant to this proposal are summarised below. Further detail is provided at Appendix B. 1 GoalstOb'ectives/Pnon_, • A national freight network IA National Strategies • Competitive international gateways • Improve economic, social and safety outcomes National Land Freight Strategy • High productivity vehicle capability and access • Appropriate separation of personal transport and freight • Improve the efficiency of port related freight movements • Minimise associated externalities National Ports Strategy • Influence policy making in areas relevant to freight • Mindful that other national goals, including security and safety, are also important Perth Urban Corridor Strategy • Provision of capacity for increased road traffic and (Auslink) provision for improved access to Fremantle P,ort COAG Capital Cities Agenda and • Efficient and effective planning of our cities and towns is Urban Policy vital to productivity and investment. State Policies and Strategies Achieving the proposal goals will also directly contribute to the delivery of a number of goals identified by the State Government in various policies and strategies, summarised below. Further detail is provided at Appendix C. - rate., Goals/Objectives/Priorities- • Directions 2031 is underpinned by five core themes with related strategies. The proposal aligns with the themes that Perth must be Liveable; Prosperous; Accessible; and Directions 2031 Sustainable. • Enhance connectivity between key nodes of production and employment (activity and industrial centres). • Providing infrastructure that meets the growing freight task and supports resource development Main Roads Strategic Plan 2K12 • Integrating roads with other transport modes and land use planning • A safe road environment • Reliable and efficient movement of people and goods Main Roads Strategic Asset Plan • Facilitate economic and regional development • Improved community access and roadside amenity • Improve existing roads - upgrades of Leach Highway, Metro Freight Network Strategy and High Street will improve efficiency and reduce the impact of traffic on local residents. WA Regional Freight Transport Network Plan 2012 (DRAFT) • Respond to growing regional economies. Fremantle Inner Harbour Port • Optimise road freight movements into and out of the Port Development Plan to support growth.

Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Main Roads WA Corporate Policies and Strategies Main Roads WA has a range of corporate policies and strategies that support and identify the High Street Fremantle Upgrade as being a high priority and a key infrastructure that will contribute to the prosperity of the national economy. These policies and strategies are summarised below. Main Roads Strategic Plan 2k12 Main Roads' Strategic Plan 2k12 outlines a range of strategic areas of focus that assist in the achievement of government goals; providing efficient access for all modes of transport and contributing to the economic prosperity of the nation. This proposal links directly to the specified Areas of Focus of "Providing the Right Roads for Western Australia" and "Making Roads Work for the Community". Main Road's Strategic Asset Plan 2012/13 The Main Roads 2012/13 Strategic Asset Plan identifies and explains Main Roads' investment priorities over the next 10 years. This proposal is listed as a priority with a resolution timeframe within the next 4 years. Proposal Prioritisation The priority related to alleviating constraints and safety risks in the High Street freight network relative to other state priorities in the Metro Freight Network Strategy largely stems from the fact that actions to achieve the other five priorities have either been undertaken over the past 10 years or are well progressed in terms of planning (see Appendix D for more detail on how these other priorities have been progressed). In contrast, improvements to High Street as noted in the Metro Freight Network Strategy, are yet to be implemented although planning is well advanced. Nation Building Program 1 (NBP1) included funding for the High Street project, although due to outstanding stakeholder issues on the High Street proposal most of this was redirected. NBP1 included other complementary initiatives to upgrade the capacity and efficiency of the Perth Urban Transport and Freight Corridor proceeded, including Stage 2 of Fremantle Port's North Quay Rail Terminal and the Widening. The proposal would need to commence from 1 July 2014 for completion by 2016-17. Notably, the road freight task for the Fremantle Port Inner Harbour is projected to increase by almost 20 per cent by that time (assuming 'moderate' growth in freight transport by rail), underscoring the need for investment in the near term. Interstate Linkages The Port of Fremantle is the primary interstate port of Western Australia. The freight route that is the subject of this proposal links the Port with national highways through the Perth Urban Corridor and beyond to the Perth-Darwin Corridor, the Perth-Adelaide Corridor and the Perth-Bunbury Corridor.

Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Problem Identification Problem Statement Recent growth in Western Australia's economy and population has resulted in an increased requirement for import and export activity at the Port of Fremantle. The increased port activity has highlighted issues on the Fremantle road network that adversely impact freight efficiency, productivity, congestion and safety. Current Issues Lost Productivity High Street east of Stirling Highway (between Stirling Highway and Carrington Street) is the preferred access route to the Fremantle Inner Harbour. Growth in trade and related Port development is causing a rise in freight movements to and from the Port, and trade is expected to increase into the future. At the same time, High Street is also a key entry point into the City of Fremantle CBD. Population growth and development in the area is seeing a high volume of light vehicles utilising the network. Heavy congestion on the port access freight network compromises travel times which impacts on the timely movement of freight into and out of the Port, reducing efficiency and causing productivity losses.

Figure 2 — The High Street Freight Network and Wider Urban Freight Network

As the preferred access route to the Port, a high number of crashes on this portion of the network impacts upon freight reliability. Freight traffic to the Fremantle Port depends on a network that enables travel times to be reliably estimated between origin and destination. This is critical to ensure trucks do not miss allotted times for loading and unloading of cargo at the Port. Missing a timeslot impacts on the efficient operation of the Port and also affects the productivity of transport operators.

Transport Portfolio, Main Roads WA - Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) - Draft Revision A Design and capacity of existing infrastructure A high volume of freight and local traffic carried on an arterial road with design constraints contributes to a high number of crashes. High Street is an undivided road with direct access onto local roads and to residences, while the intersection with Stirling Highway displays an adverse camber causing some heavy vehicles to tip when negotiating the turn (see Appendix F for more information on the relationship between intersection camber and safety). There are approximately 28 residential driveway accesses and four unsignalised side roads on High Street. In addition, Frank Gibson Park (a long standing and popular sports precinct), Royal Fremantle Golf Course and the Fremantle Public Golf Course all rely on High Street for access. The Royal Fremantle Golf Course is also located on a 'Class A reserve', which is the most protected type of Crown land in Western Australia. Once created, the reserve cannot be used for anything other than that specific purpose unless a proposal to change is approved by both Houses of Parliament'. Growth in freight traffic is impacting upon the urban environment The intersection arrangement and profile impinges on community amenity through heavy vehicle braking, while the ascent of the road on the Stirling Highway approach also impinges on local amenity due to heavy vehicle acceleration, particularly at peak times when queuing is frequent. These factors contribute to traffic noise, green-house gas emissions and heavy vehicle vibrations. Future Scenarios It is evident that the efficiency of freight movements and safety risks on the High Street freight network will worsen in future. Recent modelling suggests that if n'o action is taken to address existing constraints, average weekday traffic volumes on the cross section of High Street east of Stirling Highway will increase by almost 37 per cent between 2011 and 2031 (including over 3,100 heavy vehicles, a 27 per cent increase). Importantly, it is also projected that heavy vehicle traffic utilising traditionally 'non-freight routes such as Marmion Street will increase, likely as a result of congestion on the main freight route along High Street (Figure 5). Average weekday heavy vehicle traffic along Marmion Street is projected to increase by 86 per cent by 2031 to 1,110 heavy vehicles if no action is taken. Meanwhile, the expected growth in traffic volume as a result of both local government growth initiatives and broader population growth in the region is demonstrated by an expected 26 per cent increase in the average weekday traffic volume of light vehicles (approximately 18,400 vehicles) traversing High Street east-west past Stirling Highway. Further discussion of future scenarios is at Appendix G. Problem Preventing 'wement

111'. 4g ..Prób •ii- Ciiiistraint to Achieving ". .• -- (77' . iliObjectives.. . . .f Maximise the productivity of the Port of Current freight route is restricted and is not fit for Fremantle's Inner Harbour purpose as the primary freight route for Fremantle Port Maximise safety for vehicles and people utilising the freight network and reduce There are limited alternative freight and passenger routes for the port and local community the risk of crashes Contribute to the development and veability of Fremantle as an economic There are limited alternative freight and passenger li routes for the port and local community hub and vibrant activity centre Fable 1: Problem Preventing Goal Achievement

1 "What's so special about Class A reserves?", The Environmental Defender's Office WA (Inc), February 2003.

Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A •

Problem Assessment Key Driver 1: - Economic Growth and Port of Fremantle Development The Western Australian economy has grown by an average of 4.4 per cent per annum over the five years to June 2011 2 , outstripping growth in the broader national economy (2.7 per cent per annum) over the same period. The State's growth has been fuelled by global demand for energy and resources. Forecasts indicate that business investment and merchandise exports will increase by 23.5 per cent and 7.5 per cent respectively in 2011/12.3 The WA economy is expected to grow by a further 4.5 per cent per annum in the four years from 2012-13, following estimated growth of six per cent in 2011-12 4 . This is the highest rate of growth of all Australian states and territories. The growth is driven by further investment in the resources sector, as well as production and exports commencing at a number of major mining and energy projects. This is forecast to see an average increase of 6.1 per cent in the state's net exports over the four years from 2012-13, including nearly 4 per cent per annum growth in imports. Such strong growth in the broader state economy is reflected in the increase in throughput experienced at the Port of Fremantle. The Port is the only major container port serving the Perth metropolitan area, as well as key mining regions in the north west, south west, and inland agricultural sectors. The performance of Fremantle Port and its land-side logistics chains are critical to facilitate innovation, productivity gains and economic growth in 'Australia. Achieving the goals of the proposal will contribute to delivering the overarching purpose of the National Ports Strategy: To drive the development of efficient, sustainable and safe ports and related freight logistics that together balance the needs of a growing Australian community and economy. Achievement of the proposal objectives will reduce freight costs, and result in improvements in economic growth, making Australia more competitive internationally. The Inner Harbour handles 90 per cent of the state's imports. Container trade at the Port has trebled over the past 15 years, reflecting an average rate of growth of 7.5 per cent per annum 6 . In 2010-11, the Inner Harbour handled around 7, million mass tonnes of trade (see Figure 3)6•

Port of Fremantle 9,000 t1.1 Inner Harbour E 8,000 0 -0 7, 000 • 6,000 2 5,000 • 4,000 I"txo 3,000 2 2,000 I- 1,000 To 0 2007/08 2006/07 I I 2008/09 2009/10 I 2010/11 Ed Exports 3,550 4,324 3,916 3,647 3,549 lill Imports! 3,146 3,465 3,349 3,226 3,522

Figure 3 — Throughput at the Port of Fremantle Inner Harbour 2006/07 - 2010/11-

2 Australian Bureau of Statistics ABS 5220.0 Australian National Accounts: State Accounts, 2010-11 3 Government of Western Australia - Dept of State Development - July 2012 Western Australia Economic Profile 4 2o12-13 WA State Budget Overview, May 2012, Page 3 5 WA Government Media Release - Troy Buswell, Treasurer; Minister for Transport; Emergency Services, Wed 22 June, 2011, "Long-term future of Fremantle inner harbour secure" 6 Fremantle Port Authority, http://www.fremantleports.com.au/About/PagesNalue-of-the-PorLaspx 9 Transport Portfolio, Main Roads WA - Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) - Draft Revision A The High Street freight network is a core part of the urban freight network, providing freight access for the Port of Fremantle. Although there are alternative road routes for access to and from the Port aside from High Street, these require movement on local use roads and/or do not easily connect to the rest of the urban freight network. Therefore, the growth in trade through the Port is also reflected in heavy vehicle movements, with almost 2,500 heavy vehicles traversing High Street in both directions each day in 2011. As such, the Port of Fremantle and the freight route that utilises High Street is a key growth enabler for the state and national economies. The Port of Fremantle is a supply hub for the entire State of Western Australia, including Perth and the Pilbara region. In addition to servicing the growing domestic demands of metropolitan Perth and regional Western Australia, the Port of Fremantle also sustains the productive capacity of nationally significant agricultural and mining industries. Industry supplies such as petroleum, fertilisers, construction materials, chemicals as well as large scale agricultural and industrial machinery are imported through the Port of Fremantle, transiting through distribution centres in metropolitan Perth before reaching their final destination in the principal mining and agricultural regions of Western Australia. For this reason, efficient access to the Port of Fremantle will not only keep import costs down for Western Australians, but also contribute to competitive mining and agricultural exports for Australia, a key determinant of national economic growth.

Growth of the Inner Harbour There is a strong link between broader economic growth in WA, throughput at Fremantle Port and the capacity of the High Street freight network. The development of the Inner Harbour is intended to achieve a capacity that is double its current throughput (of approximately 600,000 20-foot equivalent container units, or TEUs), which is expected to be reached over the next 10 years 7 . However, this is based on the assumption that the logistics network of the Inner Harbour is able to accommodate such an increase.

1,600,000 • Rail Freight Task (Moderate Rail Penetration Scenario) 1,400,000 o Road Freight Task (Moderate Rail Penetration Scenario) 1,200,000 Inner Harbour Capacity: 1.2m 1,000,000 II 800,000 I 600,000 --rj—M—r--7--g— — — -- 400,000 — — — — — --

200,000 —

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Figure 4— Projected Growth in Trade Throughput at Fremantle Port Inner Harbour, Financial Year Ended (TEUs - 20 foot equivalent units) According to projections by the Fremantle Port Authority, under a moderate scenario for the penetration of rail as a medium of transport to and from the Inner Harbour, the State Government will achieve its target of transporting 30 per cent of containers by rail by the time the Port reaches its 1.2m capacity (around financial year end 2024).

7 Fremantle Port Authority, http://www.fremantleports.com.au/Planning/Pages/Kwinana-Quay.aspx

10 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A However, 70 per cent of the freight task will still be transported on the road network, assuming no change in government policy towards rail usage. This represents an 80 per cent increase in the volume of freight needing to be transported by road between 2012 and 2027. Indeed, over the next 10 years alone, the road freight task is forecast to increase by 42 per cent. Planning for transition to the proposed Fremantle Outer Harbour

In June 2011, the State Government committed to further developing the Fremantle Inner Harbour to a capacity that is double its current throughput (of approximately 600,000, 20-foot equivalent container units, or TEUs). Once capacity is reached at the Inner Harbour, overflow container trade will be absorbed by the Outer Harbour, which is located 22 kilometres south of Fremantle in Cockburn Sound, Kwinana 8 . Investment to enable the Inner Harbour to double capacity is already underway, with a $277m deepening of the harbour and expansion of related industrial land at Rous Head completed in 2011.

As a key part of the Port's logistics chain, the High Street freight network must also be able to meet the Inner Harbour's future capacity target of 1.2 million TEUs. Network planning considerations -

There was a previous plan for a freight bypass of Fremantle (Fremantle Eastern Bypass) to run between High Street, Fremantle and Healy Road, Hamilton Hill (see Appendix 171) which was part of a proposed north-south (coastal) transport corridor. However, government determined High Street between Stirling Highway and Carrington Street as the preferred alternative for freight traffic accessing the Port and the bypass reserve was subsequently deleted from the Metropolitan Region Scheme in 2004 and the land sold for development.

Freight travel time delays

Operational condition of the traffic stream on High Street east of Stirling Highway was already nearing capacity at peak times according to a 2008 study of Levels of Service (LOS) 9 . Westbound traffic on High Street operated at the upper limit of LOS 'E' during the morning peak (1,750 vehicles), while the eastbound direction operated at LOS 'C' during the afternoon peak (1,250 vehicles)19.

Additionally, SIDRA analysis 11 undertaken in 2007 shows the intersection of High Street and Stirling Highway operating at a less than desirable level at peak times. LOS 'C' was determined for the morning peak and LOS 'D' during the afternoon peak12.

8 A project is has been underway since 2004 managed by Fremantle Port Authority, the WA Department of Transport and WA Department of Planning to plan for and obtain the approvals for proposed additional container and general cargo port facilities in the Fremantle Ports Outer Harbour. 9 Level of Service (LOS) is used as a qualitative measure to describe the operational condition of a traffic stream. LOS A represents a free flow condition where drivers can choose their preferred speed and are not affected by other vehicles. LOS F, on the other hand, represents a congested traffic situation where drivers have no choice of speed and are frequently forced to stop. 10 Calculated in 2008 by the 'Local Impacts Committee', and quoted in the 'High Street Upgrading Study, Stirling Highway to Carrington Street, Fremantle, Technical Report' September 2011, Department of Transport SIDRA is an advanced traffic evaluation software package used to estimate capacity and performance of an intersection in terms of, for example, delay and queue length. The LOS measure used to evaluate the intersections under SIDRA was based on the average control delay (overall delay with geometric delay) as described in the US Highway Capacity Manual 12 According to the SIDRA analysis, LOS 'C' relates to a control delay of between 20 and 35 seconds for the signalised movements and between 15 and 25 seconds for the unsignalised 'give way' movements. LOS 'D' relates to a delay of between 35 and 55 seconds for the signalised movements and between 25 and 35 seconds for the unsignalised 'give way' movements

11 Transport Portfolio, Main Roads WA - Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) - Draft Revision A Key Driver 2: Population The current population of Western Australia is estimated to be 2.4 million, a 16.5 per cent increase from 2.06 million people in 2006.13 Perth currently accounts for approximately 1.8 million people; an increase from 1.5 million in 2006. It should be noted that in 2005, the State Government under predicted State population growth by 155,000 people and 140,000 people in Perth's metropolitan area. This is primarily due to the energy and resources boom that occurred over the past seven years. A range of factors described in this report will contribute to the continued population growth in Perth and in Western Australia. It is forecast that: • Western Australia's population will grow to 3.06 million by 2026 (Department of Planning, 2012); • Perth's population will increase to 2.26 million by 2026 (Department of Planning, 2012); • The number of residents in the City of Fremantle will increase by 27% by 2031 (Department of Planning, 2012); and • Workers in the City of Fremantle will increase from 6,000 in 2010 to 12,400 by 2015 as a result of 5 major new developments (City of Fremantle, 2011). Growth is supported by the City of Fremantle who is committed to being a Primary Centre as identified in the State Government's recent planning strategy, Directions 2031. There have been considerable population increases in Perth in recent years with an expectation that migration of people from Australia's ,east coast will increase in coming years. This migration will be driven by employment and business opportunities in Western Australia and, in particular, energy and resource projects in the North West. Continued population growth will result in increased densities in the Fremantle area affecting traffic, congestion, freight efficiency, safety and amenity. City of Fremantle development The number of visits to the Fremantle area for business and leisure purposes will increase in coming years given the increased focus of the City of Fremantle on economic and retail development and regeneration. The City's Economic Development Strategy 2011-2015 maps out key regeneration and development priorities including the improvement of economic development leadership and collaboration; urban form and infrastructure; business capability and capacity; and marketing. This includes initiatives such as identifying and establishing an implementation model for development in the Fremantle CBD, and implementing the Fremantle Retail Model Plan 2010 recommendations relating to the development of additional retail space.

1 3 Australian Bureau of Statistics ABS 3101.0 Australian Demographic Statistics

12 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Problem Analysis Key Impact 1: Freight Travel Delays According to the 2011 Main Roads traffic count data for High Street, east of Stirling Highway was estimated to carry around 29,000 vehicles on average, per weekday in both directions in 2011 including almost 4,300 heavy vehicles (Figure 5). Many of these heavy vehicles are articulated to allow cartage of multiple containers14. This proportion (15 per cent) of heavy vehicles is higher than the rest of the Main Road's metropolitan arterial road network (-5 per cent on average) and higher than other parts of the freight network itself. The above average proportion of heavy vehicles relative to the rest of the freight network reflects the concentration of trucks in this area accessing Fremantle Port.

Figure 5 — Average Daily Weekday Traffic Volumes, Both Directions, 2011

14,` . H gh Street Fremantle Freight Network Improvement Project", Main Roads WA, March 2012

13 Transport Portfolio, Main Roads WA - Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) - Draft Revision A Key Impact 2: Delays and reliability issues associated with crashes According to Main Roads WA, 413 crashes occurred on the stretch of High Street between Stirling Highway and Carrington Street in the 5 years to December 2011 (including crashes at the intersections of Stirling Highway and Carrington Street).

. Severity of Crashes (%) Serious Total No. Property Medical Location of Crashes Damage Treatment Hospital Other

Intersection—Stirling 184 58.7% 16.3% 1.6% Highway 23.4%

Intersection — Carrington 105 52.4% 10.5% 1.9% 35.2% Street

Intersections with local 76 59.2% 17.1% 5.3% 18.4% roads

High Street Mid-Block 48 52.1% 8.3% 8.3% 31.3%

Total - High Street, Stirling Highway to 413 56.4% 14.0% 3.1% 26.4% Carrington Street !awe z — t..rasnes Among mign street, otining rugnway to uarrington bt, 0 Years to uecernber ZU11

Table 2 illustrates that around 56 per cent of crashes on this part of the network involved major damage to property while rear end collisions were the most common (65%). Notably, 76 crashes occurred where local roads intersect with High Street, which is indicative of the 'stop-start nature of traffic flow on the link. Additionally, the intersection of High Street and Stirling Highway recorded 184 crashes.

As a means of capturing those impacts, the cost of crashes along the entire High Street freight network is estimated at $11.5m 15 , utilising Main Roads WA 'Willingness to Pay' (WTP) approach.

Key Impact 3: Impacts on the urban environment

Noise is a salient issue with studies showing that daytime traffic noise on the east section of High Street is well above what is considered tolerable m . The results of the noise monitoring found that daytime noise levels are in the order of 2 decibels (dB) less than 18-hour noise levels. In addition, the average difference between the day and night levels are approximately 8 dB.

It also is notable from that a fairly high number of heavy vehicles (almost 600 per weekday in both directions) utilise Marmion Street, which is a local urban road not designed to carry heavy vehicles. This may be indicative of the desire of heavy vehicle operators to avoid the congestion and safety issues present on the High Street freight network as Marmion Street is a two lane divided road. However, this adversely impacts upon the amenity of Marmion Street, which is predominantly residential.

15 The crash costs are calculated by Main Roads WA and are derived using Willingness To Pay (WTP) approach; that is, the cost the community is willing to pay or to forego in exchange for a reduction in the probability of an injury (of varying severity) or death from road accidents (Fatal $7,390,178; Hospital $348,604; Medical $74,695; Property Damage Only $11,090). 16 According to noise monitoring carried out by Lloyd George Acoustics as quoted in 'High Street Upgrading Study, Stirling Highway to Carrington Street, Fremantle, Technical Report' September 2011, Department of Transport, Page 32.

14 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Root Cause The root cause of the problem is the existence of a deficiency in the Perth Urban Transport Freight Network that significantly impacts on the ability of freight traffic to efficiently traverse the route between the Port of Fremantle and industrial centres such as Kewdale, Forrestfield, VVelshpool and Kwinana. The lack of a viable, fit for purpose link that provides ingress and egress to the Port of Fremantle's Inner Harbour is limiting productive capacity and negatively influencing Australia's economic growth aspirations. Need for Government Intervention Efficient metropolitan freight networks do not solely benefit freight operators. These networks are multi-user infrastructure and the dispersion of direct benefits is to all consumers of the road including: private commuters; ports and intermodals; retailers; distributors; manufacturers; mining and resources, and primary producers. While the importance of seeking greater private sector contributions to road infrastructure is recognised, this objective is less easy to implement on multi user freight routes, where the economic benefits of efficient logistics and freight transfer accrues to the wider economy and public 17 , therefore justifying public investment. These principles and the associated need for public funding of strategic freight routes is recognised in the Federal Government's National Freight Network, of which High Street is a strategic link. The strategic context underpinning this network describes this overall system as:

"...the passenger and freight backbone of Australia's national land transport system and are the focus of the Australian Government's planning and funding responsibility. The smooth and efficient operation of this network is a crucial element in achieving integration of all transport modes and supporting economic development."18 Additionally, the Government of Western Australia has a no toll policy l ° . Moreover, the principles of road user pricing are less applicable to the High Street freight network given the lack of any viable alternative routes to the Port of Fremantle and the resultant risk of pushing traffic onto local roads. The characteristics of the road freight sector also mean there are relatively few individual road freight operators who have the capacity to invest in infrastructure. For example, the industry is made up of a large number of small operators - non-employers are estimated to have made up around two-thirds of the total number of enterprises. Profit margins are modest, given low barriers to entry and customers with considerably more market power20 . However, the efficiency of the freight transport industry is a significant determinant of Australia's economic performance. This is due to the implications for the cost/price of traded commodities resulting from the size of the national population, geographical dispersion and distance from major trading partners.

The implications of freight transport costs on economic outcomes are relatively greater in WA due to the small scale and dispersion of population. Further, the state is geographically isolated from major population centres located on the south and eastern seaboards. Consequently, freight transport costs tend to be high relative to more populous and developed regions of Australia, reflecting comparatively small freight volumes combined with large distances that limit the extent to which freight transport operators can exploit economies of scale.

17 "Economic Effects of Transportation: The Freight Story", Final Report Prepared by ICF Consulting for the US Department of Transportation, Freight Management & Operations, January 2002, http://ops.fhwa.dot.gov/freight/freight_analysis/im prove_econ/appa.htm 18 2007 Perth Urban Corridor Strategy, Building our National Transport Future, Page 1 19 "Pay-to -enter proposal for CBD", by Yolanda Zaw, The West Australian Newspaper, May 1, 2012 20 The Allen Consulting Group, "Road Access Improvement Regime", Issues Paper, September 2010, Report to Infrastructure Australia

15 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Option Generation Selection criteria The selection criteria used to assess the options and select the preferred alternative to address identified constraints is outlined below. The criteria's linkage to the goals and problems outlined above, and their relative weightings are also shown.

The criteria and weights have been developed with reference to the 'Appraisal Summary Table' 21 (as outlined in the National Guidelines for Transport System Management in Australia) as well as the 22 2011 multicriteria assessment for the High street freight network proposal . These are outlined in Table 3 below. — . ,.., . ' Relationshil , 111111.1111,ntillirr-' ' . '. Criterion istaiti to Goals,. , Relationship to Problems II 1. Supports expected growth Productivity in Inner Harbour and Freight Reliability and Port Access is Compromised i mproves freight efficiency Safety Significant Impact to Port Access and Public from Crashes

2. Safety increased for Safety Significant Impact to Port Access and Public from Crashes vehicles and local residents Productivity Freight Reliability and Port Access is Compromised

3. Negative impacts of traffic Safety Growth in freight traffic is impacting upon the urban growth on local community Community environment and environment minimised . amenity Significant Impact to Port Access and Public from Crashes awe a - uption election t.,ritena Cost criteria is assessed qualitatively at this stage given shortcomings in determining even estimated costs related to some options, such as better use reforms. Where costs are quantifiable, these are stated in the relevant assessment of each option.

Options Description Several reform and investment options were considered against the above criteria with assessment scores given to each key criterion for each option. The options assessed are shown in Table 4. Regulatory Reform Governance Reform Better Use Reform Capital Investmen Options Options Options Options

• Reduce cap on Inner • Increase rail • Make better use of • Invest in road Harbour freight transportation subsidy port vehicle booking improvements and capacity and target system expansion

• Designate an • Make better use of alternative route for non-peak periods for li ght vehicles freight transport • Designate an alternative route for freight vehicle Table 4 - Options Assessed to Achieve Goals and Solve Problems Identified

21 The AST considers whether an initiative is likely to produce a net benefit to society but considers both monetised and non- 22monetised impacts (economic, social and environmental), with qualitative assessment of non-monetised impacts "High Street Fremantle Upgrading Options Multi Criteria Analysis", by WorleyParsons for WA Department of Transport, August 2011 16 Transport Portfolio, Main Roads WA - Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) - Draft Revision A Option Assessment

Multi Criteria Option Assessment A multi criteria assessment of the options is summarised in Table 5 below and includes, asset and non-asset options. A detailed assessment of these options is outlined Appendix I.

These are shortlisted strategic options which have been decided on a MCA basis. Further project options with detailed Benefit Cost Analysis will be developed for alignment options.

' Supports , - expected Negative impacts OUP growth in Inner of traffic growth . - Harbour and -ased for on local : improves - ' bles and community and , 1 , apital t-- .411, freight . local . -- , ,environment , ,Iperati• - Consider' ,-. fficienc resident minimised .' . costs . es/No RegulatorySI Reform Options Reduce cap on Inner Harbour 7 5 6 TBD No freight capacity Alternative routes for light 10 5 5 TBD Yes vehicles Designate alternative 2 4 4 TBD No routes for heavy vehicles — Governance Reform Options '11! — mit MIN Increase rail transportation 5 6 5 TBD No subsidy and targets aliktter Use Refoftleptions Vehicle booking 3 3 3 TBD systems No Higher usage of non-peak 8 4 3 TBD periods for No freight Cqpital Invegalentiqatjons Off Investment in 8 7 7 ..--$100m Road Expansion Yes Table 5: Multi-Criteria O ptions Assessment

A short list was prepared with reference to the performance of each option against the set criteria. Two options emerged from that assessment for further consideration:

1. Licensing and regulation measures to designate alternative routes for light vehicles; and

2. Investment in road expansion.

17 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Short Listed Options

Licensing and Regulation - Designate alternative routes for light vehicles Option Summary: A regulatory option to license vehicles to travel on particular routes around Fremantle at particular times of the day and week was considered. This could take the form of licensing heavy vehicles as the sole users of the High Street freight network (with the exception of High Street residents and businesses) at peak freight movement periods on weekdays, while pushing light vehicles out to other entry and exit routes from Fremantle. The performance of this option against the identified criteria is provided in Table 6 below:

1. Supports expected 0 Designation of the High Street network only for heavy vehicle use at growth in Inner peak times would support the goal of freight efficiency, as it is presently Harbour and the preferred route option for trucks accessing the Port improves freight • Supports the designation of High Street as a Primary Regional Road in efficiency the Metropolitan Region Scheme (MRS), and also part of the National Land Transport Network 2. Safety increased for • Existing safety risks are not addressed. High and growing number of vehicles and local heavy vehicle movements would still take place, but risks are reduced residents due to elimination of light vehicle movements at peak periods • Safety risks possibly transferred to roads surrounding High Street as light vehicles seek alternative routes around designated area 3. Negative impacts of • Existing negative impacts on local community continue, but are not traffic growth on exacerbated due to elimination of light vehicle movements at peak local community periods • Amenity impacts possibly transferred to roads surrounding High Street and environment as light vehicles seek alternative routes around designated area minimised • No need for residential and commercial land acquisition awe b — uption belection t,riteria — Alternative Routes tor Light Vehicles Option uost

Considerations: The most significant costs relate to additional travel time, vehicle operating costs, and greenhouse gas emissions in pushing private vehicles to other alternative routes. Some investment in Intelligent Transport Systems (ITS) may be required to inform private drivers of heavy vehicle exclusivity periods, as well as monitoring systems to enforce priority periods. Overall Assessment: Meets the objective of improving freight efficiency and productivity. However, it would be difficult to implement and enforce priority periods. Built up environment of High Street also complicates issue of private driver access to businesses in the vicinity (e.g. the golf courses). Additionally, it is likely that traffic congestion and adverse amenity impacts are simply transferred from High Street to surrounding local roads given the high volume of light vehicles which traverse High Street.

18 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A The Preferred Option - Investment in Road Expansion

This option examines capital investment in the High Street freight network to expand the capacity of the existing road and intersection at Stirling Highway and address safety issues. The option involves:

• Upgrade of the section of High Street between Carrington Street and Stirling Highway to a 4- lane dual carriageway standard with wide breakdown shoulders, kerbside for both directions; and

• Realignment of the High Street / Stirling Highway intersection, such that the eastern leg of High Street and Stirling Highway form a continuous route. Currently, Stirling Highway terminates as a T-junction at High Street and heavy vehicles accessing/departing Fremantle Inner Harbour negotiate the difficult intersection alignment. Realignment of the intersection will provide both continuity and priority to the major traffic movements.

The design caters for six lanes in the future.

The existing High Street will be retained as a service road with no local access provided to the upgraded section of road. Access from High Street to the Royal Fremantle Golf Course will be closed or safely readjusted, and the clubhouse relocated. Full details of this option are provided in Appendix J and an aerial image is provided in Appendix K. The performance of this option against the identified criteria is provided in Table 7 below.

1. Supports expected • Priority of traffic flow given to main traffic movements growth in Inner • Operational efficiency of traffic on improved freight network found Harbour and improves not to deteriorate despite forecast growth in volume of traffic freight efficiency utilising the link

2. Safety increased for e High Street retained as local access road vehicles and local • Adverse camber at intersection of High Street and Stirling Highway residents corrected • Improved design expected to draw more traffic from surrounding roads adding to safety risks

3. Negative impacts of • Noise impacts are likely to decrease with upgraded design which traffic growth on local reduces the need for vehicle stop-start community and • High Street retained as local access road environment minimised • Need for residential and commercial land acquisition, and Local Government yet to agree to proposed upgrade awe — Option election untena — Investment in Koad txpansion

Cost Considerations: The adverse topography of High Street requires extensive cutting and trenching which adds significantly to capital costs given the relatively short stretch of High Street (approximately 1.8km). Additionally, land and property acquisition is required, and there is the possible risk of engaging in a lengthy statutory process to acquire 'Class A' land adjacent to High Street on the Royal Fremantle Golf Course. Accommodation works and associated costs with nearby Golf Courses are also likely to be significant. Full details of the P90 estimated capital outlay are provided in Appendix L.

19 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Preferred option Delivery risk

A detailed delivery risk register has been developed for the proposal (see Appendix ). However, the most pertinent risk relates to securing support from the local community and stakeholders. As previously noted, a total of $68m was allocated for the upgrading of this section of High Street in the Nation Building Program 1 (NBP1) as part of the Perth Urban Transport and Freight Corridor initiative with the Commonwealth and State Governments contributing equal shares.

The City of Fremantle was opposed to the preferred alignment option at the time. Due to this and other statutory issues which still needed resolution, it was not feasible to construct the proposal within the NBP1 timeframe. The State and Commonwealth Governments agreed to reallocate the funding to other high priority proposals while undertaking further community consultation. This work has now progressed to a level where the State Government is confident that the proposal can be delivered in the near future. Appendix N documents the stakeholder consultation process that has occurred.

In particular, Main Roads WA has implemented an enhanced stakeholder and community engagement process to ensure that alignment with the proposal objectives is achieved.

Alternative Financing Options It is proposed that the proposal is entirely funded by the combined contributions of Federal and State Government. Table 8 shows that other options for funding are being considered for this project.

ri:U . A Road User Charging - Tolls 'It is not the policy of the WA government to implement.

• The cost of implementing a toll system on High Street will be disproportionately large for a relatively short stretch of road.

• Tolls will limit the level of diversion to High Street from the existing network thus constraining the benefits of the project. Private Sector Contributions • Project will benefit a large number of operators to varying degrees, from Specified Beneficiaries impacting on the potential viability of this option. I able o: Alternative i-unaing Options

Solution Evaluation Main Roads WA is committed to the project and is currently undertaking additional planning and project development work regarding the alignment of the proposed infrastructure. Further design, consultation and planning related studies may result in updated cost estimates for the agreed alignment.

20 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendices Appendix A - Perth Urban Corridor Road and Rail Links

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21 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix B - National Policies and Strategies

A National Freight Network (IA), Increasing Australia's Productivity and Moving Freight (NB2) The overarching objective of NB2 is to 'lift Australia's productivity through nationally significant land transport infrastructure'. This project will assist significantly to improve the productivity of one of Australia's largest ports. The proposal aims to maximise the productivity of the Port of Fremantle's Inner Harbour through improved freight access to and from the port. The Inner Harbour is a key growth enabler for the Western Australian economy, accounting for 80 per cent by value of the state's seaborne imports and 12 per cent by value of it's seaborne exports. The state itself accounts for approximately 13 per cent of national GDP 23 and more than 55% the nations export value. Achievement of the proposal goals will contribute to the more efficient movement of goods into and out of the Port of Fremantle. Improved efficiency in the transport and logistics industry results in reduced input costs all the way through supply chains, providing significant productivity gains across the State's economy and is reflective of the size and impact of the Port of Fremantle. The Western Australian Government is already working with Commonwealth through NB1 to increase capacity of transport linkages into the Port of Fremantle.

Provision of efficient freight routes for the Port of Fremantle will address the future capacity issues facing the Port of Fremantle, and will enable the inner harbour , to reach the target of 1.2 million TEUs through the inner harbour before a large investment is required to develop the outer harbour.

National Ports Strategy Improvements to ports and related logistics sectors including major freight routes for ports, remove barriers and transaction costs to trade, increase competition and contestability, and provide important li nkages to domestic and global value chains. Removal of these barriers is a key objective of this strategy. The project contributes to the delivery of the National Ports Strategy which has as its objectives:

• I mprove the efficiency of port related freight movements across infrastructure networks — the project seeks to maximise the productivity of the Port of Fremantle's Inner Harbour through improved landside port access; and

• Minimise externalities associated with such freight movements — the project seeks to maximise safety for vehicles and people utilising the High Street freight network, reduce the risk of crashes and reduce noise, while also contributing to the development and liveability of Fremantle as an economic hub and vibrant activity centre.

National Land Freight Strategy (2011) Achievement of the project goals contribute to the National Land Freight Strategy as improved access to Fremantle Port, the most congested part of the network (at the entry to the Port) allows for growth in freight volumes from distribution centres and Kewdale, Kwinana and Bunbury.

23 5220.0 - Australian National Accounts: State Accounts, 2010-11, 23/11/2011

22 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Perth Urban Corridor Strategy The key goals and priorities of the 2007 Perth Urban Corridor Strategy would also be fulfilled by the achievement of the goals. Two of the key short-term goals (i.e. to 2015) of the Perth Urban Corridor Strategy24 are to:

• "Improve road access to Fremantle Inner Harbour"; and

• "Improve the overall adequacy of intersections along the Roe, Leach, Stirling and Tonkin Highways and on key connecting and arterial roads such as Orrong, Abernethy, Welshpool and Stock Roads and High Street (and where impacted by level crossings within the corridor)."

COAG Capital Cities Agenda and Urban Policy

This infrastructure investment is required to ensure the continued economic prosperity of the area as well as to provide a framework to leverage private investment in the area. Solutions and improvements to the primary freight routes will consider the potential to incorporate strong urban design elements to assist in creating a place and encouraging private sector investment.

24 Perth Urban Corridor Strategy, 2007, Page iii

23 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix C - State Policies and Strategies In June 2011, the State Government affirmed its commitment to the long term growth and development of Fremantle Port's Inner Harbour 25 , with a plan to enable a significant increase in the share of containers to and from the port by rail and improve the performance of the logistics chain through upgrades to road and rail infrastructure. The State Government, through the Department of Transport (DoT) is currently preparing a new metropolitan freight strategy for Perth (the 'Perth and Peel Regions Freight and Intermodal Plan'). This Plan will be finalised in October 2012. Early consultation with the Department of Transport indicates that the Fremantle Integrated Transport Bridge is consistent with the development of the revised strategy. Metro Freight Network Strategy Additionally, the proposal goals also help to deliver on the aims of the State Government's current metropolitan freight strategy, the 'Metro Freight Network Strategy (or 'Metropolitan Freight Network Review). The Strategy was developed through a detailed review process in 2001-02 with the aim of devising better ways of moving freight. The key output of the Strategy was a six-point Plan, which encapsulates the major, high priority goals and initiatives of the Metro Freight Network Strategy for managing freight. Each goal was developed in a complementary manner in order to provide an overall framework to achieve a sustainable freight solution. In particular, initiative six of the Plan directly links to this submission proposal, as it identifies the need to resolve traffic related problems on High Street as a matter of priority. It included the goal to: "Improve existing roads - upgrades of Leach Highway, Stock Road and High Street will improve efficiency and reduce the impact of traffic on local residents. "26 The problems around High Street were examined in a 2005 report by the State Government's Local Impacts Committee, which identified the need to accommodate the high volumes of freight and general traffic, to provide a safer road environment and to reduce noise levels affecting adjoining residential properties. The State Government, through the Department of Transport (DoT) is currently preparing a new metropolitan freight strategy for Perth (the 'Perth and Peel Regions Freight and Intermodal Plan). This Plan will be finalised in October 2012. The outcome of the new freight strategy is not expected to change the need for the High Street freight network as priority access to the Port. Directions 2031 and Beyond Released by the Department of Planning on behalf of the WA Planning Commission, Directions 2031 is the State's primary strategic planning document for the Perth and Peel Regions. The focus of Directions 2031 is on land use and key infrastructure. It's goal is to develop a more compact City with movement efficiencies (connected city) model and seeks to achieve this by developing a more compact city around a series of 'activity centres'. Fremantle has been identified as a primary activity centre in within the Directions 2031 framework.

Directions 2031 is underpinned by five core themes with related strategies, the themes are: • Liveable; • Prosperous; • Accessible; • Sustainable; and • Responsible.

25 WA Government Media Release - Troy Buswell, Treasurer; Minister for Transport; Emergency Services, Wed 22 June, 2011, "Long-term future of Fremantle inner harbour secure" 26 Department of Planning and Infrastructure WA, Metro Freight Network Strategy, Page 3

24 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A The High Street Fremantle Project is a vital piece of infrastructure that contributes to these themes, particularly those of being accessible and prosperous. There are reoccurring statements within Directions 2031 about developing a connected city that maximises the efficiencies of road infrastructure, whilst mitigating or reducing road congestion. Directions 2031 aims to optimise land use, transport conditions that create vibrant, accessible healthy and adaptable communities. The principles of Directions 2031 promote the most efficient use of land and infrastructure by: • Developing a coordinated approach to infrastructure and land use planning/development; • Mining conflict between land use and key infrastructure assets; • Minimising conflict between land use and key infrastructure assets; and • Improve the timing and coordination of infrastructure for new areas. Accompanying the plans for enhances movement networks, Direction 2031 also seeks to promote urban regeneration and economic activity, maximise essential urban infrastructure efficiency and equity and develop a coordinate approach to infrastructure and land use planning and development and to protect freight networks and the movement economy.

Achievement of the proposals goals will contribute to integrated transport and land-use outcomes, as well as support local economic development of the region and creating certainty for private investors in the development of Fremantle. Metropolitan Freight Network Plan The Metro Freight Network Strategy provides a framework to achieve a sustainable freight solution for Perth and its southern suburbs. The major, high priority actions of the Strategy are encapsulated in the 6 Point Plan. Point two specifically mentions the Port of Fremantle "Put more freight on rail - through improved rail linkages between Kewdale, Kwinana and Port of Fremantle to assist the transport industry move freight by rail instead road." Development of the rail network at Kewdale, Kwinana and Port of Fremantle has already began — as mentioned above, part of these improvements - capacity improvements - were funded under the Nation Building 1 Program, and included construction of a new rail loop and terminal at North Quay, better rail-to-ship cargo movements and further development of the Kewdale Intermodal Terminal. Achievement of the project goals will result in further productivity improvements which will allow rail effectively respond to the increase in the freight task. Western Australian Regional Freight Transport Network Plan (Draft) This plan highlights the need for an effective regional freight transport network for the long term development of Western Australia. While the plan focuses on the freight network outside the Perth metropolitan and Pell regions (as these regions are addressed under the Perth and Peel Regions Freight and Intermodal Plan) achievement of the goals in the regional plan will also be dependent on the operation of the freight network into and out of the State's only containerised port and one of the top 10 largest Ports in Australia. Achievement of the project goals to increase the productivity of freight routes to the Port of Fremantle will contribute to the achievement of the Network Plan. Much of the freight on the regional network will end up at one of the major Port, including Fremantle Port. Support improved performance of the, development as a key hub in the industry supply chain. Fremantle Inner Harbour Port Development Plan Between them, Fremantle Port's Inner and Outer Harbours currently handle around 91 per cent by value of the State's sea imports and 30 per cent of exports. The proposal will assist in achieving optimal road freight movements into and out of the Port and support growth.

The percentage of containerised cargo carried by rail will increase significantly in the future as trade, demand for imports and economic growth of Australia continues. A target of 20 percent to 30 per cent is seen as realistic in the medium term. Again, achievement of the project goals will allow for this target to be met.

25 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix D - Progress on Priority Goals of WA Metro Freight Network Strategy

The priority related to alleviating constraints and safety risks in the High Street freight network relative to the other state priorities in the Metro Freight Network Strategy largely stems from the fact that actions to achieve the other five priorities have either been undertaken over the past 10 years or are well progressed in terms of planning:

1. Extend to Kwinana Freeway — this priority action was aimed at taking traffic away from South Street and Leach Highway, while catering for increasing levels of traffic heading to the growing industrial areas of Cockburn and Kwinana. The extension was completed in 2006 and a further extension of Roe Highway to Stock Road is currently being considered.

2. Put more freight on rail - improved rail linkages between Kewdale, Kwinana and Fremantle was aimed at helping industry transport freight by rail instead of by road. The State Government has adopted a target of putting 30% of container freight on rail. Proposals such as the proposed replacement of are intended to help achieve this target.

3. Build inland container terminals — providing a container terminal at Kewdale was aimed to ensure that trucks did not have to drive to and from Fremantle solely to pick up or return an empty container. Nation Building Program 1 (NBP1) included funding for a new intermodal facility in Kewdale/Forrestfield.

4. Make better use of our roads — because many trucks going to Fremantle Port were empty, an opportunity to reduce heavy vehicle traffic and improve freight efficiency was identified through introducing better scheduling, backloading and a truck booking system. An electronic Vehicle Booking System has since been introduced at the Inner Harbour. Additionally, in 2010, the Australian Competition and Consumer Commission granted authorisation to the Port's stevedores - DP World Australia and Patrick - to develop a system to provide preferential treatment to truck carriers engaged in 'dual runs' at the Port, where a truck both delivers a container and collects a container during the same trip27.

5. Plan now for the Outer Harbour at Kwinana — it was envisaged that a new port would take much of the growth in traffic from Fremantle Port Inner Harbour. A proposal has been underway since 2004 managed by Fremantle Port Authority, the WA Department of Transport and WA Department of Planning to plan for and obtain the approvals for proposed additional container and general cargo port facilities in the Fremantle Ports Outer Harbour.

6. Improve existing roads — this goal involved applying upgrades of Leach Highway, Stock Road and High Street to improve efficiency and reduce the impact of traffic on local residents. Key upgrades to Leach Highway have been implemented, in particular the of the Leach Highway and intersection in Belmont, which is also part of the urban freight network. Stock Road is also ultimately planned to be constructed to freeway standard with grade separated interchanges to support the proposed extension of Roe Highway and Stock Road as the preferred route to the Fremantle Inner Harbour (via Stock Road, Leach Highway and High Street) and the proposed Outer Harbour.

27 ACCC Media Release, "ACCC approves Fremantle port vehicle access arrangements", 28 July 2010

26 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix E - Fremantle Port Container Movement Analysis, Key Charts and Tables Distribution of Freiaht around WA from Fremantle Port. % of Freiaht b y Un pack Location28 Location 2004 2011 Bayswater/Morley/Malaga 6% 8% Inner Harbour 3% 6%

Kewdale1Forrestfield1Welshpool 39% I 35% CanningVale (*note:2003 totals included in Kewctale) 10%

Kwinana/RockingharntNaval Base/Henderson j 2% 3% 0°Connor/Spearwood/Bibra Lake I 14% lb% Outer Perth 5% 10% Perth Cenu 11% 10% Councry I 20% 2% Total 100% 100%

Origin of Freight from WA to Fremantle Port, % of Freight by Pack Location28 Location 2004 2011 Bayswater/Morley/Malaga 2% 2% Inner Harbour 2% 9% - Kewdale/ForrestfieldNVelshpool 16% 25% Canning Vale (' note 2003 tom} included in KEwdale) 5% Kwirana/RoclungharniNaval Base rHenderson 5% 26% O'Connor/SpearwoottiBibra Lake 18% 8% Outer Perth 9% 7% Perth Central 5% 2% Country 43% 16% Tocil up% 100%

28 Fremantle Port Container Movement Study 2012, Freight And Logistics Council of Western Australia

27 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A 'i me of Entry at Container Terminals - Export Full (TE

60

50

40

1.- 4) CL 30

1.1.1 1- 20

10

0:00 2.-00 4:00 6:00 800 moo 1100 14:00 1600 1 800 2100 2100

Time of Exit from Container Terminals - Im port Full (TEUs128

28 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix F - High Street Upgrading Study, Curve Radius Analysis Stirling Highway and High Street Curve and Intersection Strategic decisions made earlier during the work on the 2002 Freight Network Review have determined that the upgrading of High Street will include the linking of Stirling Highway and High Street with a curve that connects the two to make an effective transport route to the port of Fremantle. At the same time the role of High Street as a major radial to the Fremantle CBD must be preserved. This results in a right angle curve and an intersection with traffic signals in the middle of the curve to connect High Street to the west.

The underlying principle of the design is to keep the radius of the curve as small as possible without compromising safety. The larger the radius the greater number of houses must be acquired to build the road. The curve must therefore be as small as possible consistent with providing a safe road and intersection. The combination of a curve with traffic signals introduces safety factors effecting through traffic, stopping traffic, turning traffic and pedestrians. Four major factors to be considered in designing the curve and intersection are

1. Vehicles approaching from High Street west and turning right against the curve of the through road must not become unstable; 2. Vehicles must not become unstable while braking to a halt on the curve; 3. Pedestrians must be able to cross the road safely and comfortably on the green signal i.e. avoid excessive cross-fall; 4. Drivers must have an unobstructed view of the signals and any vehicles stopped at the signals. The first two factors affect the cross slope that can be provided to assist traffic in the curve on the through route. To provide safely for turning traffic and for the safe movement of less agile pedestrians across the road the cross slope must be limited to the normal maximum slope of pavements at an intersections of 3%.

With respect to vehicle stability on the through road, the Main Roads Western Australia publication "Horizontal Curve Tables" indicates a desirable radius of 400m for a curve such as this where the cross slope is limited to 3% and the operating speed is 60km/h. Austroads "Geometric Design of Major Urban Roads" provides for minimum radius curves of 100m radius for 60km/h with cross slope of 5% but this precludes provision of an intersection within such a curve. The initial concepts for the High Street Upgrading Study proposed a curve of 270m radius and subsequent careful review has concluded that there is no significant risk of vehicle instability with this radius and 3% cross fall on the pavements.

Both the Workshop Outcomes and the deliberations of the Reference Group Meeting No 5 sought the consideration of a reduction in curve radius to 200m. The crucial question to be addressed is whether this radius would provide a safe operating environment.

29 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix G - Scenario Analysis - Future Scale of Problems Scenario Analysis — Scale of Problems in Future If Proposal Goal Are Not Achieved

The key future drivers outlined above suggest that the efficiency of freight movements and safety risks on the High Street freight network will worsen in future. This is confirmed by traffic modelling and analysis.

While not strictly based on the specific drivers outlined in the 'Drivers' section, recent modelling suggests that average weekday traffic volumes on the cross section of High Street east of Stirling Highway will increase by almost 37 per cent between 2011 and 2031 to nearly 50,000 vehicles in both directions (including over 5,800 heavy vehicles, assuming at the same traffic growth), if no action is taken to address existing constraints.

Importantly, it is also projected that heavy vehicle traffic utilising traditionally `non-freight' routes such as Marmion Street will increase, likely as a result of congestion on the main freight route along High Street. Indeed, average weekday heavy vehicle traffic along Marmion Street is projected to increase by 60 per cent by 2031 to 955 heavy vehicles, if no action is taken.

Meanwhile, the expected growth in traffic volume as a result of both local government growth initiatives and broader population growth in the region is demonstrated by an expected 26 per cent increase in the average weekday traffic volume of light vehicles (approximately 18,400 vehicles) traversing High Street east-west past Stirling Highway.

These latest traffic projections have not been assessed in terms of its impact on the operation of the cross section (i.e. LOS). However, as a guide, traffic modelling previously undertaken 10 showed that if no action is taken by 2031, the intersection of High Street and Stirling Highway could operate at a LOS of 'F' in both the morning and evening peak periods, with delays of up to 216 seconds and 89 seconds respectively.

30 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Scenario Analysis — Scale of Problems if Proposal Goals Are Achieved

For the purpose of modelling the likely impacts related to achieving the proposal goals, it is assumed that the preferred option outlined below is in place by 2031. Traffic modelling based on this preferred option shows that traffic volumes on the upgraded High Street increases relative to the status quo, as the improved road draws traffic away from local roads. In this case, with the preferred option, traffic volume on the High Street cross section increases by almost 60 per cent to 2031 from 2011 levels, and is 17 per cent higher than 2031 levels if no action is taken.

However, the growth in traffic volumes on High Street does not have a significant impact on the efficiency of the operation of the link if it is expanded to 6 lanes (as is currently planned) due to the higher quality and greater capacity of the road.

For example, traffic modelling previously undertaken10 showed that by 2031, even if average weekday traffic volumes on the same cross section increased by a higher level (111 per cent) with a 6-lane divided median on High Street (i.e. a significantly better road layout), operating efficiency would still approximately the same as the 2008 levels, with westbound traffic on High Street expected to operate at a LOS `E/F' during the morning peak, while the eastbound direction was still expected to operate at LOS 'C' during the afternoon peak 10.

In contrast, if only a 4-lane divided road is in place by 2031, average weekday traffic volumes on the same cross section would increase by 67 per cent. However, demand on the 4-lane divided cross- section of High Street was projected to be above capacity, operating at a LOS of 'F' in the westbound direction during the morning peak and a LOS D' in the eastbound evening peak. Average Daily Weekday Traffic Volumes, All Vehicles, Both Directions, Proposal Goals Achieved Versus Status Quo, and 2011 VolUmes

31 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A The below summarises the outcomes of the 2008 analysis of LOS at the High Street cross section: Level of Service (LOS) on High Street Mid-Block, 2008 AM peak — Westbound PM peak - Eastbound Year Network AWDT Volume % day LOS Volume % day LOS 2008 High St 4-1n undivided 27,000 1,750 6_0% E I ,250 4.5% C 2031 High St 4-1n divided 45,000 2,700 I 6.0% F 2,025 4.5% D 2031 High St 6-1n undivided 52,000 3,120 6_0% F 2,340 4.5% E i F 2031 High St 6-1n divided 59,000 3,540 , 6.0% E/I F 2,655 4.5% C

32 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix H - Fremantle Eastern Bypass - Location Plan and Detailed Map

33 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Previously Proposed Fremantle Eastern Bypass — Detailed Map29

29 WA Department of Planning, http://www.planning.wa.gov.au/publications/842.asp 34 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix I - Detailed Option Assessment

Detailed Assessment of Options Against Set Criteria

Regulatory Reform Options

Land Use and Planning Controls - Reduce Cap On Inner Harbour Freight Capacity

Option Summary: One of the key drivers of the High Street freight network initiative is the growth and development of trade through the nearby Fremantle Inner Harbour. The ability of the Inner Harbour to cater for rising trade to the agreed capacity of 1.2 million TEUs depends on the Port's infrastructure, as well as the transport infrastructure surrounding the Port.

It follows that one of the options for addressing the current constraints on the High Street network is through planning and land use policy aimed at reducing the volumetric cap of 1.2 million TEUs to a level which allows the High Street freight network to continue operating at either its current levels of efficiency and capacity, or slightly higher to mitigate the need for further capital investment. As is currently planned, overflow trade would need to be accommodated by the Outer Harbour, bringing forward the need for its development to handle container facilities.

The performance of this option against the identified criteria is provided below: Option Selection Criteria — Port Capacity Cap Option

Assessment Criterion Option Assessment & Risks Score & Weighting

1. Supports expected • Fails to support growth in Inner Harbour through need growth in Inner Harbour to cap capacity at lower level than current agreed and improves freight policy efficiency • Operational efficiency of logistics in and around the 7/10 Inner Harbour likely to improve due to lower trade (28%) volume compared to current cap • Freight task is shared by Inner and Outer Harbours leading to less congestion on High Street freight network

2. Safety increased for • Existing safety risks at High Street are not addressed vehicles and local but are not exacerbated by a significant growth in residents heavy vehicle movements related to significant Port 5/10 growth and development (15%) • High Street remains key part of freight network and continues to handle high number of heavy vehicles

3. Negative impacts of traffic • Existing negative impacts on local community growth on local continue, but are not exacerbated by significant growth community and in heavy vehicle traffic 6/10 environment minimised (18%) • No need for residential and commercial land acquisition

61 / 100

35 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Cost Considerations: There are potentially significant costs related to this option due to the need to accommodate overflow container traffic at the Outer Harbour earlier than planned. This brings forward the need to develop Outer Harbour at a total capital cost of $1.3 billion. Additionally, there are also li kely to be significant efficiency losses and sunk costs related to the $277m deepening of Inner Harbour to cope with the agreed container capacity of 1.2m TEUs, which would now not be used to its anticipated capacity.

The most quantifiable expenditure component of this option relates to the need to bring forward the development of the Outer Harbour to cope with overflow container trade from the Inner Harbour reaching capacity earlier than compared with the existing 1.2 million TEU cap. As an indication of this cost, the deferral in the 2012-13 WA State Budget 3° of spending by the Fremantle Port Authority on the next steps of the Outer Harbour development (land acquisition at Kwinana Port and the Outer Harbour Second Channel proposal) to beyond the 3-year forward estimates period of 2015-16 yielded a saving of $133 million, or $44 million per annum.

Overall Assessment: Option does not address fundamental problems related to safety and community amenity, although such constraints are unlikely to worsen. Costs are likely be significant due to need to bring forward Outer Harbour development. Above all, option is contrary to agreed government policy to utilise Inner Harbour up to 1.2 million TEUs before transferring overflow freight.

,tn

30 WA State Budge 2012-13, Economic and Fiscal Outlook, Budget Paper No. 3, Page 208

36 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Licensing and Regulation - Designate alternative routes for light vehicles

Option Summary: A regulatory option to license vehicles to travel on particular routes around Fremantle at particular times of the day and week was also considered. This could take the form of licensing heavy vehicles as the sole users of the High Street freight network (with the exception of High Street residents and businesses) at peak freight movement periods on weekdays, while pushing light vehicles out to other entry and exit routes from Fremantle.

The performance of this option against the identified criteria is provided below:

Option Selection Criteria — Alternative Routes for Light Vehicles Option

Assessment Criterion Option Assessment & Risks Score & Weighting

1. Supports expected • Designation of the High Street network only for heavy growth in Inner Harbour vehicle use at peak times would support the goal of and improves freight freight efficiency, as it is presently the preferred route efficiency option for trucks accessing the Port 10/10 • Supports the designation of High Street as a Primary (40%) Regional Road in the Metropolitan Region Scheme (MRS), and also part of the National Land Transport Network

2. Safety increased for • Existing safety risks are not addressed. High and vehicles and local growing number of heavy vehicle movements would still residents take place, but risks are reduced due to elimination of 5/10 light vehicle movements at peak periods (15%) • Safety risks possibly transferred to roads surrounding High Street as light vehicles seek alternative routes around designated area

3. Negative impacts of traffic • Existing negative impacts on local community continue, growth on local but are not exacerbated due to elimination of light community and vehicle movements at peak periods 5/10 environment minimised • Amenity impacts possibly transferred to roads surrounding High Street as light vehicles seek (15%) alternative routes around designated area • No need for residential and commercial land acquisition

70 / 100

Cost Considerations: The most significant costs relate to additional travel time, vehicle operating costs, and greenhouse gas emissions in pushing private vehicles to other alternative routes. Some investment in Intelligent Transport Systems (ITS) may be required to inform private drivers of heavy vehicle exclusivity periods, as well as monitoring systems to enforce priority periods. Overall Assessment: Meets the objective of improving freight efficiency and productivity. However, it may be difficult to implement and enforce priority periods without active monitoring. Built up environment of High Street also complicates issue of private driver access to businesses in the vicinity (e.g. the golf courses). Additionally, it is likely that traffic congestion and adverse amenity impacts are simply transferred from High Street to surrounding local roads given the high volume of light vehicles which traverse High Street.

37 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Licensing and Regulation - Designate alternative routes for heavy vehicles Option Summary: A regulatory option to license vehicles to travel on particular routes around Fremantle at particular times of the day and week was also considered. Conversely to the above, this could take the form of prohibiting heavy vehicles from accessing the High Street freight network at peak periods on weekdays. The performance of this option against the identified criteria is provided below: Option Selection Criteria — Alternative Routes for Heavy Vehicles Option

Assessment Criterion Option Assessment & Risks Score & Weighting

1. Supports expected • Prohibition of heavy vehicles on the High Street network growth in Inner Harbour does not support the goal of freight efficiency, as it is and improves freight presently the preferred route option for trucks accessing efficiency the Port. Alternative routes (South Street, Hampton Road, ) are likely to adversely impact freight logistics 2/10 • Does not supports the designation of High Street as a Primary Regional Road in the Metropolitan Region (8%) Scheme (MRS), and also as part of the National Land Transport Network • Possible efficiency gains from spreading heavy vehicle movements to various parts of road network rather than concentrating at High Street

2. Safety increased for • Existing safety risks are not addressed. Heavy vehicle vehicles and local movements would still take place, but risks are reduced residents due to prohibition of movements at peak periods 4/10 • Safety risks possibly transferred to roads surrounding (12%) High Street as heavy vehicles seek alternative routes around prohibited area

3. Negative impacts of traffic • Existing negative impacts on local community continue, growth on local but are not exacerbated due to prohibition of heavy community and vehicle movements at peak periods environment minimised 4/10 • Amenity impacts possibly transferred to roads surrounding High Street as heavy vehicles seek (12%) alternative routes around prohibited area • No need for residential and commercial land acquisition

32 /100 Cost Considerations: The most significant costs relate to additional travel time for freight vehicles needing to alternative, less direct routes to Port. Some investment in Intelligent Transport Systems (ITS) may be required to inform heavy vehicle drivers of prohibition periods, as well as monitoring systems to enforce prohibition. Overall Assessment: Meets the objective of improving freight efficiency and productivity. However, it may be difficult to implement and enforce priority periods without active monitoring. Additionally, it is li kely that traffic congestion and adverse amenity impacts are simply transferred from High Street to surrounding local roads as trucks seek alternative routes. There are also issues related to broader transport efficiency and network congestion given the higher volume of light vehicle traffic accommodated on the High Street freight network, which would be displaced to alternative routes.

38 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A

Governance Reform Options

Funding Agreements — Increase Rail Transportation Subsidy and Targets

Option Summary: The state government has an existing target to place 30 per cent of containers at the Inner Harbour onto rail. A subsidy to encourage this transfer also exists, paid by the state government to rail operators. Therefore, a possible option is to consider whether the state government could more greatly incentivise the transfer of freight from road to rail by raising the existing target and increasing the value of this subsidy to encourage a quicker and/or larger transfer of freight from road to rail. Importantly, this would need to be done to an extent which reduces road freight movements and completely alleviates the need for immediate capital outlays on the road freight network (although capital investment in the rail network to meet demand would almost certainly be required). This is turn may require even higher subsidies to be applied as rail costs would increase with greater capital outlay. The performance of this option against the identified criteria is provided below:

Option Selection Criteria - Rail Transportation Subsidy and Target Option

Assessment Criterion Option Assessment & Risks Score & Weighting

1. Supports expected • Operational efficiency of High Street freight network growth in Inner Harbour could be improved if rail target and subsidy was set high and improves freight enough. However, efficiency of rail logistics is likely to efficiency decrease if a much higher target and subsidy is offered in absence of additional significant investment in rail 5/10 network • At Cockburn, existing track joins the main railway line (20%) connecting Perth's major industrial areas of Forrestfield and Kwinana. This track is currently well-utilised and will be more so in the future with the transportation of iron ore to the Kwinana Bulk Port31 2. Safety increased for • Existing safety risks on High Street are not addressed vehicles and local but are not exacerbated by a significant growth in heavy 6/10 residents vehicle movements related to Port growth and (18%) development 3. Negative impacts of traffic • Existing negative impacts on local community continue, growth on local but are not exacerbated by significant growth in heavy community and vehicle traffic 5/10 environment minimised • No need for residential and commercial land acquisition (15%) • Sections of the track are located in predominantly residential areas in South Fremantle and Cockburn and greater rail movement will affect these residents 53 /100

39 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Cost Considerations: Increasing the rail freight target and/or subsidy to a level high enough to reduce the proportion of freight transported by road and remove any need for investment in road infrastructure would unquestionably require significant investment in rail freight infrastructure to cope with additional volumes. This may include potentially duplicating the existing rail line 31 , replacing Fremantle Integrated Transport Bridge, and addressing height constraints to allow double stacking of containers.

Moreover, such large capital outlays would push up the operating cost of rail, potentially requiring a further increase in the rail subsidy to keep rail competitive and achieve the higher target of freight on rail.

Overall Assessment: Safety, amenity and productivity goals may not be met under this option without significant capital outlays on rail infrastructure. This is likely to have major fiscal consequences. Moreover, greater subsidisation of rail transport represents further market intervention by government in the transport sector, and could adversely impact upon the ability of road transport operators to compete with rail operators. Importantly, this option explores investment in rail under a scenario where outlays on road infrastructure are avoided. To reach the State Government's existing target of 30 per cent on rail and allow the Inner Harbour to operate to its capacity, it is likely that some investment in both road and rail will be required.

31 South Metro Connect, Roe Highway Extension - Public Environmental Review, 20 June 2011, Page 23

40 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Better Use Reform Options

Active Management System - Vehicle Booking Systems Option Summary: Port stevedores typically operate Vehicle Booking Systems (VBS) to manage the road movement of containers in and out of the port and access to the terminals is arranged via subscription with each stevedore for truck slots per hour. The system also often applies penalties to discourage truck 'no shows' or cancellations. Prior to the establishment of the VBS at any ports, long truck queues were common as drivers simply waited in turn for access to the terminal. The introduction of such systems by container terminal operators can assist the wider logistics chain by improving port efficiency and minimising truck movements to and from port. The VBS commonly forms a key part of the landside interface between port and connecting transport modes. The Port of Fremantle has implemented a vehicle booking system in recent years. It may be possible that greater efficiencies are found through the greater provision, promotion and usage of VBS timeslots, particularly as there is currently a limited number of booking slots available at the on-wharf container terminals per hour28 . The performance of this option against the identified criteria is provided below: Option Selection Criteria — Port Vehicle Booking Systems Option

Assessment Criterion Option Assessment & Risks Score & Weighting

1. Supports expected • Strategies to increase supply and usage of VBS growth in Inner Harbour ti meslots will improve operational efficiency of the Port. and improves freight However, VBS solely as a tool to reduce freight efficiency movements is unlikely to be effective given expected growth in container freight volumes 3/10 (12%) • Container terminal landside performance indicators already confirm that Port of Fremantle has truck and container turnaround times comparable to, or better than other key Australian Ports32 2. Safety increased for • Existing safety risks are not addressed and are likely to vehicles and local be exacerbated by growth in heavy vehicle movements 3/10 residents related to freight growth, given VBS improvements alone (9%) are unlikely to yield significant reductions in traffic volumes 3. Negative impacts of traffic • Existing negative impacts on local community continue, growth on local and are likely to be exacerbated by significant growth in community and heavy vehicle traffic given VBS improvements alone are 3/10 environment minimised unlikely to yield significant reductions in traffic volume (9%) • No need for residential and commercial land acquisition 30 /100 Cost Considerations: Electronic VBS is already in place at the Port of Fremantle Inner Harbour. Further promotion and provision of slots is unlikely to be costly, and fee system allows for some cost recovery. Overall Assessment: VBS alone as a tool to address existing productivity, safety and amenity risks is unlikely to achieve stated goals. Some productivity improvement at the Port is likely but landside logistics gains are unlikely to be significant.

32 Bureau of Infrastructure, Transport and Regional Economics, "Maritime Waterline 50", November 2011, Commonwealth Department of Infrastructure and Transport

41 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Demand Management - Higher Usaqe of Non-Peak Periods for Freight

Option Summary: An option to spread the Port's freight task more equally over the day to avoid significant levels of congestion at peak periods is also examined. In terms of the timing of truck entry and exit from port terminals with full export and import containers, it is evident that there is limited activity after lOpm, when the terminals complete the afternoon/evening receival and delivery shift. This means there is a lengthy period of inadequate use of facilities by the entire supply chain, which presents a significant opportunity for high volume full activity (by road operators) and bulk empty activity (by container parks) to make available peak period capacity. There is also limited weekend activity, reflecting the general weekday, two-shift operations of the terminals, although this has begun to change with some weekend activity occurring. The performance of this option against the identified criteria is provided below:

Option Selection Criteria — Higher Usage of Non-Peak Periods for Freight

Assessment Criterion Option Assessment & Risks Score & Weighting

1. Supports expected • Greater utilisation of non-peak periods will improve growth in Inner Harbour operational efficiency of the Port by spreading freight and improves freight task throughout the day and night 8/10 efficiency Efficiency of related transport logistics are likely to (32%) improve as more movements occur off peak or after hours 2. Safety increased for • Existing safety risks are not addressed. High and vehicles and local growing number of heavy vehicle movements would still residents take place, but just spread throughout the day 4/10 • Higher risk of driver fatigue if more movements occur at (12%) night 3. Negative impacts of traffic • Existing negative impacts on local community continue growth on local and possible worsen as more heavy vehicle movements 3/10 community and would be expected to occur at night (9%) environment minimised • No need for residential and commercial land acquisition 53 /100

Cost Considerations: Effective implementation of this option would depend crucially on ability and willingness of entire supply chain to accommodate shift patterns at 'non-working' hours. This may increase costs across the supply chain where penalty rates apply or staff retention and turnover is problematic. This may erode margins in sectors where costs cannot be easily passed on, while cost pressures overall may rise to the extent that higher supply chain costs can be passed on to end consumers.

Overall Assessment: Goal of productive and efficient movement of freight is largely met through spreading of task throughout the day. However, existing safety risks are not addressed while amenity risks deteriorating due to increased heavy vehicle movements at night. Cost impacts are also difficult to measure and depend significant on ability and willingness of entire supply chain to accommodate shift patterns at 'non-working' hours.

42 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Capital Investment Options

Investment in Road Expansion

Option Summary: This option examines capital investment in the High Street freight network to expand the capacity of the existing road and intersection at Stirling Highway and address safety issues. The option involves the construction of a four lane dual carriageway and the realignment of the existing High Street/Stirling Highway intersection such that the eastern leg of High Street and Stirling Highway form a continuous route. Although a four lane divided section of road will be built, provision will be made to expand the road to six lanes in future.

The existing High Street will be retained as a service road with no local access provided to the upgraded section of road. Access from High Street to the Royal Fremantle Golf Course will be closed or safely readjusted, and the clubhouse relocated. Full details of this option and other alignment options considered are provided in Appendix and an aerial image of the preferred option is provided in Appendix K.

The performance of this option against the identified criteria is provided below: Option Selection Criteria — Investment in Road Expansion

Assessment Criterion Option Assessment & Risks Score & Weighting

1. Supports expected • Priority of traffic flow given to main traffic movements growth in Inner Harbour • Operational efficiency of traffic on improved freight 8/10 and improves freight network found not to deteriorate despite forecast growth (32%) efficiency in volume of traffic utilising the link

2. Safety increased for • High Street retained as local access road vehicles and local • Adverse camber at intersection of High Street and 7/10 residents Stirling Highway corrected (21%) — Improved design expected to draw more traffic from surrounding roads adding to safety risks 3. Negative impacts of traffic • Noise impacts are likely to decrease with upgraded growth on local design which reduces the need for vehicle stop-start community and • High Street retained as local access road 7/10 environment minimised • Need for residential and commercial land acquisition, (21%) and Local Government yet to agree to proposed upgrade 74 /100

Cost Considerations: The adverse topography of High Street requires extensive cutting and trenching which adds significantly to capital costs given the relatively short stretch of High Street (approximately 1.8km). Additionally, land and property acquisition is required, and there is the possible risk of engaging in a lengthy statutory process to acquire 'Class A' land adjacent to High Street on the Royal Fremantle Golf Course. Accommodation works and associated costs with nearby Golf Courses are also likely to be significant. Full details of the P90 estimated capital outlay are provided in Appendix .

43 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix J - Details of Preferred Option and Other Alignment Options Considered High Street Upgrade — Alignment Options Considered

Five options were initially considered for the upgrading of High Street between Stirling Highway and Carrington Street as follows:

• Option 1A - 4-lane divided road approximately 30-40 metres south of existing and depressed below natural surface to reduce noise;

• Option 1B - Similar to 1A but moves back onto existing road east of Royal Fremantle Golf Club (RFGC) clubhouse;

• Option 2A - Similar design to 1A but closer to existing road

• Option 2B - Similar to 2A but moves back onto existing road east of RFGC clubhouse (same as 1B)

• Option 3 - Upgrade on existing alignment. Requires the taking of approximately 24 homes abutting High Street. This option incorporated the concept of "up-coding" as a means of by which residents might benefit from the sale of their property and provide the opportunity to redevelop abutting land with a more suitable urban form.

All options are based on ultimately providing a four-lane dual carriageway with no direct driveway access, as well as the linking of Stirling Highway and High Street east with a minimum 270m radius curve to make this the priority as below:

North A.• ticiij. N

Existing intersection Propc inters'

- (El — cp

Following technical analysis by the Departments of Planning, Transport and Main Roads and community consultation, these were narrowed down to three. All of these options involve the construction of a dual carriageway and the realignment of the existing High Street/Stirling Highway intersection such that the eastern leg of High Street and Stirling Highway form a continuous route as below:

The main differences occur with the alignment of High Street near Stirling Highway as follows:

• Option 3 — As above; Option 4 - dual carriageway aligned on the southern side of High Street minimising the number of homes to be demolished but impacting on the Fremantle Public Golf Course and A class reserve that it is located on; and • Option 5 — dual carriageway with a tunnel under the existing High Street before re-joining Stirling Highway at grade near Marmion Street.

44 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Option 3 was rejected due to the adverse impact on homes, local amenity and access. Option 5 was rejected on cost grounds. A minimalist option was also investigated at the request of the City of Fremantle. The main difference with this option is that it retained the existing intersection configuration at High Street/Stirling Highway apart from some additional turn lanes. This was rejected as not meeting safety and transport efficiency requirements.

Option 4 is the current recommended option and for this there are 4 sub-options the main differences being the extent to which the existing High street east of Gibson Park could form part of the eastbound carriageway; differences in the vertical profile; and access arrangements to the Royal Fremantle Golf Course (RFGC).

For the preferred sub option 4.4 most of the existing High Street will be retained as a service road; access from High Street to the RFGC will be closed or safely readjusted; and the clubhouse relocated. This option maximises transport efficiency; minimises the impact on existing residences in terms of accessibility; reduces the noise impact on residences; removes the costly need for a bridge over High Street to maintain access to the existing RFGC clubhouse and in so doing allows for a reduction in the extent of excavation works leading to further cost savings.

However the City of Fremantle is currently not in agreement on the preferred Option 4.4 and have proposed an alternative Option 4a. As Option 4a does not satisfy the Proposal Objectives, Main Roads WA has been working with the City of Fremantle seeking project alignment with the view to seek a design that meets both the functional requirements for the road and enhance community liveability. The Fremantle City Council has management rights over both Golf Courses by way of long-term lease arrangement: RFGC 21 years with a further 21 year option and Fremantle Public Golf Course 5yrs with a further 7 year option.

If unresolved, Main Roads will be required to enter into a lengthy land acquisition process to resume land from a 'Class A' reserve on which both the Fremantle Public and Royal Fremantle Golf Courses are located.

A key difference between Option 4.4 and the Council preferred Option 4a, is the curve radius at the High Street/Stirling Hwy intersection. Option 4.4 has a 270m curve radius and Option 4a has a 150m curve radius. Whilst a number of alternatives have been explored with regard to the proposed radius of the curve at the High St/Stirling Hwy intersection, the preferred Option 4.4 is designed with a 270m radius curve; as specified in the Austroads and Main Roads guidelines and endorsed by the WAPC.

The 270m radius curve meets relevant safety standards and provides a safer turning environment (camber and sight line for stopping) for heavy vehicles. However the 270m radius has a slightly greater impact on residential land requirements.

45 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix K - High Street Upgrade, Preferred Option 4.4 Aerial Image

46 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix L - Detailed Cost Estimate Summary (P90) - Preferred Option

PROJECT COST SUMMARY

P n Risk ID:'n Risk C.ona-eddort Cocra Pretrolnary Costs 11_3E1,000 11,300.000 Design Costs 3,477,000 3,477,000 :30'..E.WDrkE a Drainage 3.680,000 3,650,000 Pave-rnen 6_6,37,000 5,567_000 Stratilly Road Allrmar ces 7 024,000 7,054,000 Golf Course kterations 2 000,000 2,0011000 Service Rebcatons 4,000,000 4,000,000 Stuctures 5,716,000 5,718.000 Subtotal 45.1305,000 45,006,000

.4 No nA rovisionat Sums- ExclUded a a Daywork - Excluded a

, gEtt-..n, 0, far acerrient AIloAsnces PIRWA Pl-anning DeSsn & Cocumentation (ProVi:sjonal Allowance) 1.500,000 1,500,000 MP.VVA Contract Management 5% 2.201,000 2,291.000 M1/V A PrcOct Marragement 4% 1,83-2,000 1,833000 Prinoal Conrolled lnsurarAce I .5% 683,000 688,000 Site invstigation & pro r-d.-c-t studies iExcluded) 0 Ethnographic Surveys and Clearances (Excluded) 0 Lana Costs - A_:owance from Main Roads 8.000,000 ,000„000 Other CDSI3 0 BASE COST ESTIMATE 50 118,000 80,118 OH

Comincendies 1.1P,WA Conn-act Vanabon Contingency 5.0% 3_005,000 3,005,000 NIMAI A Cort ngency Mowance Inherent Risks 11 504,000 5,055.000 MRIVA Contingency Allowance. Conthgent Risks f6.0% 0.013,000 6,411.000 Subtotal 13 728,000 75,421,000

Eddelar,d,n Escalation To Dale Of Tender 'Assumed mid 2012) 0.3% 7 746,000 6,863.000 Roe & -Pa!I during be Contract 4.8% 4_413,000 3,642,000 TOTAL OUTTURN COSTS I EXC L GST) 26..805,000 6E, 06.1300

Lee! :Df k Fee tar LOAF 0 0

TOTAL {GST excluswej' ;5 5.c200 E: t7,1 '5.000

' Refer. ha Estimate Eas.a and Assumptions and Schedule dr Exclusions "At 60% of Average Escalation

47 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A ESTIMATE BASIS AND ASSUMPTIONS

This estimate is based on and makes the following assumplionE.:

• The works shall be undertaken in a D&C contract

• Land costs have been estimated at $8.0 million

• Close of tender] RFP is assumed late 2012 Contract award is assumed mid 2013 Contract period is 20 weeks for design and 65 weeks for construction (total 85 weeks)

• The calculations for Rise & Fall and Escalation have been based on the following rates of inflation: 2011/12 4.5% 2012/13 5.5% 2013/14 5.5% 2014/15 4.0% 2015/16 3.5% 2016117 4.5%, 2017118 4.5%

• Level of accuracy factor (LOAF) NIL

• Basecourse has been assumed to be thick lift asphalt

• Subbase has been assumed as 200min limestone

• New lighting to be provided

• Centre median of High Street to have concrete barrier with New Jersey barriers to be provided to external retaining walls over 2m high

• W Beam barrier to top of ail retaining walls

• Service relocations are unknown and have a provisional allowance of $4million

• Public art has a provisional allowance of $225,000

• ITS scope is unknown and has been estimated

• 25,000m3 of excavation assumed to be in limestone

• Allowance of 62.0 million for alterations to golf course_ No allowance made for new parking bays

48 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix M - High Street Upgrade, Proposal Risk Register High Street Fremantle Upgrade — Main Roads WA Desktop Risk Assessment

I mpact Before Treatment 4 1 Risk Description Examples (Likelihood x ce I mpact if the event occurs Consequence)

L c Governance

clarity of functional objectives not clearly defined and desired proposal 1.1 Non clarity of objectives and outcomes Proposal cost could increase / blowout. outcomes not achieved run ?A

1.2 non clarity of performance criteria performance criteria not clearly scoped therefore not meeting expectations Proposal cost could increase / blowout. M rvi

1.3 network interfaces Network interfaces Delays and increased costs - loss of reputation. L M

Commercial and Legal Influences

Variance in scope results in the imposition of 2.1 Incorrect scope of work Preliminary works inadequate or insufficient L L additional costs, which exceed the budget estimates.

Variance in scope results in the imposition of 2.2 Scope Creep Additional requirements by others not included in the proposal scope. M additional costs, which exceed the budget estimates. M

Preliminary works insufficient to reduce risks (e.g. may not build in 2.3 Preliminary design/ investigation stakeholder expectations - not sufficiently developed to identify lane May delay proposal and result in increased costs. rvi M requirements, intersection capacity etc)

Increase in pricing requires that additional funds are 2.4 Incorrect assessment of budget estimate. Incorrectly estimated prior to setting budget funding levels. MM needed.

Final product does not meet stakeholder Environmental, serviceability and community concerns are not addressed in Public backlash, loss of reputation by Main Roads 2.5 LL expectations delivery due to failure to maintain ongoing communication. and/or increased costs to rectify

Final product does not meet stakeholder Public backlash, loss of reputation by Main Roads 2.6 Change in expectations by stakeholders over time. L L expectations and/or increased costs to rectify

Final product does not meet stakeholder Change in Local Government elected members results in change in Public backlash, loss of reputation by Main Roads 2.7 L L expectations expectations. and/or increased costs to rectify 49 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Extended design time, issues with design / construct interface and/or risk 2.8 Construct Only Cost and time implications profile may not be suitable HH

Inadequate preliminary work which lead to uncertainty of scope and work 2.9 Delivery by D & C content High pricing from competitive market MM

2.1 Alliance Lengthy gestation period time and cost of setting up alliance Possible price impact H H RFP may be issued at a time when the construction industry is overheated 2.1 Market forces Higher proposal costs and Contractors are not actively seeking additional work. M M

2.12 Cost escalation rises Rate of cost escalation rises due to mining and oil sector Higher proposal costs L L 2.13 Oil price fluctuation Rate of diesel rises due to mining and oil sector oil price increase Higher proposal costs L L 2.14 Insurance premium Increase in insurance premiums (following natural disaster or major incident) Higher proposal costs L L

Economic and Funding Influences

Preliminary estimates indicate that funding ($68M) committed by Additional funding may be provided in later years 3.0 Insufficient funding H H Government is insufficient delaying the proposal escalating costs.

3.1 Land Acquisition delay Cost of Golf Course land is excessive and greater than estimate. Proposal cost could increase / blowout. H H 3.2 Land Acquisition delay Cost of Golf Course land is excessive and greater than estimate. Delays in finalising land H H Require land outside of the MRS boundary which leads to protracted 3.3 Land Acquisition negotiations Delays in finalising land M H

3.4 MRS amendment delayed or not approved. MRS amendment not supported and is not approved. Delays to the proposal MH

3.5 MRS amendment delayed or not approved. MRS amendment not supported and is not approved. increased proposal costs MH

3.6 MRS amendment delayed or not approved. MRS amendment not supported and is not approved, potential undesirable impact on Golf Courses M H

Class A reserve delayed or not passed by 3.7 Class A reserve delayed or not passed by Parliament Parliament Delays to the proposal M H , Class A reserve delayed or not passed by 0 Class A reserve delayed or not passed by Parliament 3 '' Parliament increased proposal costs M H

Class A reserve delayed or not passed by 3.9 Class A reserve delayed or not passed by Parliament Parliament potential undesirable impact on Golf Courses M H

3.1 All costs of Boo Park and the golf course are All costs of Boo Park and the golf course are met be the proposal Proposal cost could increase / blowout. met be the proposal M M

3.12 Source data out of date incorrect information leading to incorrect OCR determination Proposal cost could increase / blowout. L M

50 Transport Portfolio, Main Roads WA— Infrastructure Australia Submission Leech Highway (High Street) (Carring(on Street to Stirling Highway) — Draft Revision A Data scope does not include all necessary 3.13 incorrect information leading to incorrect BCR determination Proposal cost could increase / blowout. variables for modelling L M

Data quality and statistical reliability does not 3.14 incorrect information leading to incorrect BCR determination Proposal cost could increase! blowout. meet necessary standards L M 3.15 Data validation not carried out incorrect information leading to incorrect BCR determination Proposal cost could increase! blowout. L M 3.16 Traffic composition not quantified incorrect information leading to incorrect BCR determination Proposal cost could increase! blowout. , L M traffic and truck forecast projection based on 317 incorrect information leading to incorrect BCR determination invalid assumptions Proposal cost could increase! blowout. L M Proportion of benefits accounted for by 3.18 incorrect information leading to incorrect BCR determination crashes , Proposal cost could increase! blowout. L M 3.19 Observed crash sample size incorrect information leading to incorrect BCR determination Proposal cost could increase! blowout. L M land acquisition cannot be successfully negotiated resulting in a protracted 3.20 land acquisition Proposal cost could increase! blowout. land acquisition process delaying the proposal H H

Political Influences Inadequate time for correct planning and preliminary 4.0 Advanced construction date Political pressure advances proposal start date ahead of programmed date, design leading to potential errors and increased M M costs. 4.1 Vulnerability of political support Vulnerability of political support Delays and increased costs - loss of reputation. L M 4.2 Change to proposal priority Change to proposal priority Delays and increased costs - loss of reputation. LM 4.3 Adverse reaction of local council Adverse reaction of local council Delays and increased costs - loss of reputation. LM 4.4 Pressure group action Pressure group action Delays and increased costs - loss of reputation. L M changes in road policy and transportation 4.5 changes in road policy and transportation strategy strategy Delays and increased costs - loss of reputation. L M

Community and Stakeholders Influences - The demands of a community reference group require modification of the Additional costs required to accommodate 5.0 Community Reference Group M M scope of works. modifications.

The demands of City of Fremantle require modification of the scope of Additional costs required to accommodate 5.1 City of Fremantle MM works. modifications.

5.2 Additional requirements by Local Government for works on local roads not Additional costs placed on the proposal. L M Increased Local Government works. 5 .3 included in the proposal scope. Delays L M Intersection design may be inadequate/ requirement 5.4 Change in land use Demand changes due Inland use changes (i.e.. High Street upcoding) L M for additional or higher noise walls.

Additional costs required to accommodate 5.5 perception management Possible perception that the proposal will divert traffic from the city centre M M modifications.

Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A stakeholder support requirement may be politically challenged due to the 5.6 stakeholder support Additional costs required to accommodate lengthy development period modifications. M m Additional costs required to accommodate 5.7 stakeholders unrealistic expectations potential pressure for proposal to fund other City of Fremantle wants modifications. M m

City of Fremantle expectations that proposal undertakes a Health Impact 5.8 I mpact health Survey Additional costs required to accommodate survey modifications. m m

5.9 other stakeholders not identified Not identifying / consulting all stakeholders / affected parties Additional costs required to accommodate modifications. M m Additional costs 5.1 Local Impact Study reqd I mpact on local economy and amenity not assessed requiredto accommodate modifications. M NI

5.1 severance of routes Severance of social and community routes / networks Additional costs required to accommodate modifications. M NI

5.12 special interest groups Special interest group issues not identified / affect proposal Additional costs requiredto accommodate modifications. M m

5.13 essential road users Essential road users disrupted Additional costs requiredto accommodateod t modifications. m m

5.14 parking disruptions Neighbouring business access / parking disrupted Additional costs requiredto accommodated t modifications. M M

5.15 Unrealistic community expectations Unrealistic community expectationsons costs required to accommodate modifications. MM Additional costs 5.16 Community expectations not met Community expectations not met requiredto accommodate modifications. m m

5.17 Poor public relations Poor public relations! breakdown of relationships Additional costs required to accommodate modifications. M M

5.18 Protests Protest! public opposition Additional costs required to accommodate modifications. M NI 5.19 Vandalism : Vandalism! sabotage! theft / arson Additional costs required to accommodate modifications. m m Nuisance (eg: noise, dust, vibration) results in complaints, additional controls 5.20 Nuisance Additional costs required to accommodate need to be employed modifications. m m Additional costsrequired to accommodate 5.21 Emission levels Emission levels exceed consent levels, requiring additional control methods m m

Work hours restrictions imposed on proposal, resulting in programme delays Additional costs required to accommodate 5.22 Work hours restrictions m m i cost increases modifications.

Cot does not agree with Option 4.4 and the engagement process Additional costs req uired to accommodate 5.23 CoF does not support option 4.4 commences with uncertainty that results in the prolonged and protracted HL negotiations and uncertainty modifications.

52 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (H)gh Street) (Carrington Street to Stirling Highway) — Draft Revision A either or both golf courses seek major funding contributions to the associated Additional costs required to accommodate 5.24 Extra $$ for golf courses L redesign and reconfiguration with insufficient funding modifications. M

pressure is placed upon either or both golf courses to modify their course at Additional costs required to accommodate 5.25 golf courses place pressure on Main Roads an operationally inappropriate time to suit the road construction process jog: modifications. M L championship with resistance to do so)

either golf course is seen to be treated differently or less favourably than the 5.26 Unfair treatment between golf courses Delays and increased costs - loss of reputation. other with claims of discrimination and boas resulting in reputational damage H L

the proposal is held to ransom by one of ore stakeholders over emotive 5.27 Stakeholders hold proposal on ransom Delays and increased costs - loss of reputation. issues with associated delay and additional costs - H M

the enabling encroachment to Boo Park needed to allow for golf course 5.28 Boo Park encroachment modifications results n community outrage with associated proposal delays Delays and increased costs - loss of reputation. H H and additional unfunded costs

the need for noise walls is strongly opposed by local community members in 5.29 Noise walls response to aesthetic or view considerations with associated dispute and Delays and increased costs - loss of reputation. L L outrage

community outrage and claims for compensation resulting from the proximity 5.30 community outrage of the new design to homes previously unaffected by road noise results in an Delays and increased costs - loss of reputation. L L ongoing dispute and reputational damage to Main Roads

changes to acess and parking provisions to Gobbo Park netball results in 5.31 surplus land use community outrage and the anticipated parking spill into local streets with no Delays and increased costs - loss of reputation. L L offsetting mitigation

local access for peds and cyclists across and along both sides of high street 5.32 pedestrian access to access golf course or other open space for recreational purposes results Delays and increased costs - loss of reputation. L L in community outrage and major funding last minute design changes

Management Activities and Controls 1) Delay with design phase. Planning work not completed in a timely 2) Clearance process delayed. 6.0 Incomplete consultation. L M manner 3) Council objections resulting in delay with design phase. 1) Delay with design phase. Planning work not completed in a timely 2) Clearance process delayed. 6.1 Unexpected community issues to resolve. LM manner 3) Council objections resulting in delay with design phase.

Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A 1) Delay with design phase. Planning work not completed in a timely 2) Clearance process delayed. 6.2 High St/Stirling Into design options unresolved. L M manner 3) Council objections resulting in delay with design phase. Insufficient preliminary work to adequately Unknown size and location of sumps will impact on 6.3 Drainage strategy incomplete, define scope of proposal. land acquisition leading to increased costs and L H delays.

Insufficient preliminary work to adequately Delay whilst lane numbers, length and number of 6.4 Intersection configuration won't work. auxiliary lanes, etc, are confirmed. define scope of proposal. Reputation of L H MRWA suffers.

Insufficient preliminary work to adequately 6.5 Service identification and relocation incomplete. define scope of proposal. Delays and increased costs - loss of reputation. L H

Insufficient preliminary work to adequately 6.6 Suitable design solution won't fit into available land. define scope of proposal. Delays and increased costs - loss of reputation. L H

Access to the site in a high volume environment may increase risks to road 6.7 Site access. Injury and users! contractor. / or fatality L L 6.8 Site access. Network disruptions. L L temporary detours required as part of the construction process have 6.9 temporary detours Delays and increased costs - loss of reputation. significant impacts for adjoining roads with significant HV volumes H H

6.1 Poor traffic control. Inappropriate traffic control may result in vehicle crashes/ delays. Injury and! or fatality. L L 6.1 Poor traffic control. Inappropriate traffic control may result in vehicle crashes/ delays. Delays to traffic. LL 6.12 Poor traffic control. Inappropriate traffic control may result in vehicle crashes/ delays. Public backlash and loss of reputation. L L 6.13 Staging proposals Current strategy may not be accepted Proposal delay and cost impacts. LL Failure of management to adequately manage the land requirement process 6.14 Acquisition delays. Additional funds required. resulting in underestimation of land costs. M H

6.15 Public consultation deficiencies. Limited public consultation has property access implications. Delays and increased costs - loss of reputation. LL 6.16 ineffective teamwork Ineffective teamwork will impact on proposal implementation Delays and increased costs - loss of reputation. LL 6.17 Poor personnel change management Ineffective teamwork will impact on proposal implementation Delays and increased costs - loss of reputation. L L Proposal failure due to ineffectual 6.18 Ineffective teamwork will impact on proposal implementation communication between stakeholders Delays and increased costs - loss of reputation. L L

6.19 procurement method inappropriate Inappropriate tendering / procurement methods Delays to the proposal. LM

6.20 documents inadequate Inadequate quality of scope of contract documents Delays to the proposal and cost implications. L M 6.21 alternative proposals Alternative tender submissions affect proposal program/quality Delays to the proposal and cost implications. L M

6.22 budget allocation exceeded Proposal unable to start as tenders exceeded budget allocation Delays to the proposal and cost implications. _ M M

54 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A 6.23 proposal challenged by other proponents Tender award is challenged, leading to programme delays Delays to the proposal and cost implications. L L

incorrect documentation due to Austroads and 6.24 Realisation of an error thru using superseded documents .., Main Roads changes Delays to the proposal and cost implications. LM

6.25 construction staging Staging of construction not considered Delays to the proposal and cost implications. NI NA 6.26 unrealistic timeframe Ponies impose unrealistic timeframe due to election Delays to the proposal and cost implications. M M

6.27 insufficient resources Insufficient resources available to complete the proposal Delays to the proposal and cost implications. m NA Temporary signage, marking, lighting 6.28 inadequate signage etc requirements Delays and increased costs - loss of reputation. LL 6.29 Traffic control requirements inadequate traffic control Delays and increased costs - loss of reputation. L L 6.30 New signage, marking and lighting inadequate signs and lines Delays and increased costs - loss of reputation. L L 6.31 Barrier requirements inadequate traffic barriers Delays and increased costs - loss of reputation. L L

6.32 pavement Premature deformation and failure Increased costs - loss of reputation. L L 6.33 noise levels Unacceptable noise Delays and increased costs - loss of reputation. L L

_ Technical (Concept Design and Investigations)

7.0 Poor materials selection criteria. Incorrect material selected. Pavement failure. LM

Scouring of embankment during flood events due to the use of inappropriate 7.1 Material sources Cost to repair material. LL Scouring of embankment during flood events due to the use of inappropriate 7.2 Material sources Loss of reputation. material. • L L Water table may adversely affect stability of pavement layers due to Inappropriate pavement design criteria or Pavement failure resulting in increased remediation 7.3 inadequate information on water table / pavement interface or through faulty construction. costs. L L inappropriate construction techniques.

Water table may adversely affect stability of layers due to Inappropriate pavement design criteria or pavement 7.4 inadequate information on water table interface or through faulty construction. / pavement Loss of reputation. LL inappropriate construction techniques.

Decreased safety for road users leading to 7.5 Geometric design criteria Design standards cannot be met at "the curve". H H increased crash profile.

Increased land requirements resulting in increased 7.6 Geometric design criteria Design standards cannot be met at "the curve, H costs and delays. H Final requirements are not known and may result in additional infrastructure 7.7 Location of shared paths / land to provide paths. Increased costs. L L Final requirements are not known and may result in additional infrastructure! 7.8 Location of shared paths Delays. land to provide paths. LL

55 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carring(on Street to Stirling Highway) — Draft Revision A Sumps cannot be contained within existing 7.9 Require more land than originally shown in the concept plans. road reserve. Delays in finalising land acquisition. L L

Sumps cannot be contained within existing 7.1 r road reserve. Require more land than originally shown in the concept plans. r , Additional funding required to acquire land. L L

7.1 Services all services are not identified or relocations are unsuitable Increased costs. MM Vertical design solution presents significant potential for pedestrian 7.12 pedestrian severance fmo new design severance Delays and increased costs - loss of reputation. M NI

7.13 incomplete ground investigation Poor / partially complete knowledge of ground conditions Delays and increased costs - loss of reputation. LH

7.14 incomplete ground investigation Uncertainty associated with complex ground conditions Delays and increased costs - loss of reputation. L H - ' Unforseen ground conditions during construction have time and cost 7.15 incomplete ground investigation implications Delays and increased costs - loss of reputation. L H 7.16 petrol station - former Contamination or hazardous materials found / occur on site Delays and increased costs - loss of reputation. L H 7.17 trenching of road alignment Complexity of foundations / road design form Delays and increased costs - loss of reputation. LH 7.18 services Inadequate data acquisition (eg: existence, location, condition - extent and accuracy) Delays and increased costs - loss of reputation. LH 7.19 services Limited site flexibility Delays and increased costs - loss of reputation. L H 7.20 services delayed relocation works Delays and increased costs - loss of reputation. L H 7.21 services Uncooperative utilities Delays and increased costs - loss of reputation. L H 7.22 services Uncooperative consumers Delays and increased costs - loss of reputation. L H 7.23 services Dispute over cost-sharing Delays and increased costs - loss of reputation. L H 7.24 services Disruption to services Delays and increased costs - loss of reputation. L H 7.25 services Failure of utility services Delays and increased costs - loss of reputation. L H the design proceeds and an even an higher number of trucks tip over at the 7.26 truck tip over Sliding Highway intersection with pressure to further modify the curve radius L H 7.27 freight requirements freight in preliminary / investigation not considered Increased costs. HH

Environmental Influences Local Aboriginal people do not agree to the proposal and an application to Consultation with the local Aboriginal people Proposal cannot proceed without Section 18 8.0 disturb the Aboriginal heritage sites under Section 18 of the WA Aboriginal become adverse M NA Heritage Act 1972 is rejected. approval to disturb sites. Local Aboriginal people do not agree to the proposal and an application to Cb onsultati don with the local Aboriginal people 8.1 disturb the Aboriginal heritage sites under Section 18 of the WA Aboriginal Delays to proposal. M m Heritage Act 1972 is rejected.

56 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Local Aboriginal people do not agree to the proposal and an application to Consultation with the local Aboriginal people Cost increases due to modified design and possible 8.2 disturb the Aboriginal heritage sites under Section 18 of the WA Aboriginal M M become adverse escalation of costs.. Heritage Act 1972 is rejected.

The Aboriginal people can apply to the Federal Minister for Aboriginal Affairs Federal Minister may issue a temporary declaration A Section 18 approval is granted, but the local 8.3 for a declaration prohibiting activities that, in their opinion, negatively impact Aboriginal people are unhappy preventing works associated with the disturbance of M M Aboriginal heritage sites the Aboriginal heritage sites.

The Aboriginal people can apply to the Federal Minister for Aboriginal Affairs A Section 18 approval is granted, but the local 8.4 for a declaration prohibiting activities that, in their opinion, negatively impact Delays to proposal. Aboriginal people are unhappy M M Aboriginal heritage sites

The Aboriginal people can apply to the Federal Minister for Aboriginal Affairs A Section 18 approval is granted, but the local Cost increases due to muddied design and possible 8.5 for a declaration prohibiting activities that, in their opinion, negatively impact M M Aboriginal people are unhappy escalation of costs.. Aboriginal heritage sites

8.6 Further environmental studies required. New environmental issues arise which may delay/ alter the proposal Delays in proposal. rut H New restrictions in proposal and/or new conditions 8.7 Further environmental studies required. New environmental issues arise which may delay/ alter the proposal M H leading to delays and increased costs.

8.8 Changes to environmental requirements. Require further studies. Delays in meeting new requirements. M H

Extension of existing environmental approvals is not permitted requiring 8.9 Delays in obtaining environmental approval. Delays in proposal. resubmission of public environment review. L L Extension of existing environmental approvals is not permitted requiring New restrictions in proposal and/or new conditions 8.1 Delays in obtaining environmental approval. L L resubmission of public environment review, leading to delays and increased costs. Conservative pricing may lead to excessive ,Lack of environmental clearance may result in uncertainties as to the 8.11 No environmental clearance. allowance for environmental uncertainties and LL requirements for environmental controls (especially) noise attenuation, budget overruns 8.12 Lack of environmental clearance. -. Lack of environmental clearance may restrict proposed design Delays in finalising design of proposal. L L Additional costs due to preliminary design not being 8.13 Lack of environmental clearance. Lack of environmental clearance may restrict proposed design L L correct.

Main Roads WA charged with polluting under the Potential or Actual Acid Sulfate Soils disturbed Water containing high levels of acid, iron and heavy metals could discharge Environment Protection Act 1986, and would be 8.14 by the proposed works, into the Swan River. forced to remediate the disturbed ecosystem, which LL would be very expensive and time consuming.

Potential or Actual Acid Sulfate Soils disturbed Water containing high levels of acid, iron and heavy metals could discharge 8.15 Loss of reputation. by the proposed works, into the Swan River. LL

Soil or groundwater contamination discovered Main Roads WA forced to remediate contamination before construction and 8.16 Delays to proposal. L within proposal area potentially modify design L

57 Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Soil or groundwater contamination discovered Main Roads WA forced to remediate contamination before construction and 8.17 Cost to investigate and remediate. within proposal area potentially modify design L L

Noise assessment indicates that future noise Main Roads WA forced to consult the local community and introduce noise 8.18 Added cost to proposal. L levels will exceed acceptable limits mitigation measures to the satisfaction and the Department of Environment L

Noise assessment indicates that future noise Main Roads WA forced to consult the local community and introduce noise Delay to proposal due to public consultation 8.19 L levels will exceed acceptable limits mitigation measures to the satisfaction and the Department of Environment required. L

Main Roads WA forced to consult the local community and introduce visual Delivery of proposal will result in loss of visual 8.20 mpact mitigation measuresimpact to the satisfaction and the Department of Added cost to proposal. H M Environment

Main Roads WA forced to consult the local community and introduce visual Delivery of proposal will result in loss of visual Delay to proposal due to public consultation 8.21 impact mitigation measures to the satisfaction and the Department of H M amenity required. Environment

Preliminary assessment indicates that the Detailed local air quality assessment would require on-site measurement of local air quality, which would ,,,, 8.22 proposal may have an adverse impact on local Main Roads WA forced to undertake a detailed local air quality assessment M air quality be expensive to obtain (TEOMs?). The assessment "' would delay the proposal by approx. 12 weeks

Detailed local air quality assessment would require The Department of Environment instruct Main on-site measurement of local air quality, which would H 8.23 Roads WA to undertake a regional air quality Main Roads WA forced to undertake a regional air quality assessment L assessment be expensive to obtain (TEOMs?). The assessment would delay the proposal by approx. 12 weeks

New population of threatened fauna identified Trigger referral of proposal to WA Environment New population of threatened fauna protected by State legislation and could 8.24 within proposal area since previous Protection Authority (EPA), which could take more be significantly impacted by the proposed works M H environmental approvals obtained than 18 months to resolve

New population of threatened fauna identified Trigger referral of proposal to Commonwealth New population of threatened fauna protected by Commonwealth legislation 8.25 within proposal area since previous Department of the Environment and Heritage (DEN), and could be significantly impacted by the proposed works M H environmental approvals obtained which could take more than 18 months to resolve

New population of threatened flora identified Trigger referral of proposal to WA Environment New population of threatened flora protected by State legislation and could 8.26 within proposal area since previous Protection Authority, which could take more than 18 be significantly impacted by the proposed works H H environmental approvals obtained months to resolve

Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A New population of threatened flora identified New population of threatened flora protected by Commonwealth legislation Trigger referral of proposal to Commonwealth 8.27 within proposal area since previous and could be significantly impacted by the proposed works Department of the Environment and Heritage, which H H environmental approvals obtained could take more than 18 months to resolve

Main Roads WA forced by design to obtain Vegetation cannot be cleared, resulting in delays to 8.28 permit to clear native vegetation outside of Permit not granted. Main Roads WA appeal decision but appeal not granted. L L what was previously assessed proposal as design modified.

8.29 European heritage issues not recognised significant heritage issues not recognised until late in proposal Cost increases due to modified design and possible L escalation of costs.. H

special requirements for European heritage 8.30 Special requirements for investigation / survey near or in heritage areas Cost increases due to modified design and possible buildings require additional resources (time and cost) escalation of costs.. L H Heritage issues approval application declined / 8.31 heritage approval delayed appeal / design change Cost increases due to modified design and possible required or delayed escalation of costs.. L H

8.32 heritage approval onerous conditions Onerous conditions imposed with time / cost implications Cost increases due to modified design and possible L escalation of costs.. H

8.33 damage to buildings Accidental damage to artefacts, heritage artefact restoration required . Cost increases due to modified design and possible escalation of costs.. L H Cost increases due to modified design and possible 8.34 heritage breached Heritage issues consent breached, leading to litigation / settlement escalation of costs.. L H

Force Majeure

9.0 Low rainfall Low water table impacts on Acid Sulphate Soils Increased cost in investigation and management L L

Industrial/activist action delays programme activists prevent trees being cut down -.... Increased costs and delay L H 9.1 9.2 Terrorist action Terrorist action Increased costs and delay L H 9.3 Bushfire Bushfire delays works Additional costs incurred L H

Transport Portfolio, Main Roads WA — Infrastructure Australia Submission Leech Highway (High Street) (Carrington Street to Stirling Highway) — Draft Revision A Appendix N - High Street Upgrade, Community Consultation Processes High Street Proposal Community Engagement Process

Community input into High Street upgrading studies have been a key element in the development of the upgrading proposal. The State Government understands that it is important that the concept for upgrading of High Street is broadly supported and that the process is open and inclusive. To assist in achieving these outcomes, local community and key stakeholder involvement has been encouraged throughout the proposal.

Community Engagement

The study process initially developed five road upgrading concepts for assessment as part of this study. The five concepts were based on upgrading to a 4-lane divided standard to improve transport efficiency, reduce noise, improve safety and provide alternative safe access to adjoining properties. The concepts were developed from themes put forward by the community and key stakeholders. These were technically assessed and presented to the community for comment. As part of this process community input was sought on the following issues:

• Existing local issues such as noise, traffic and access and looking at potential treatments for these issues;

• Input into the treatment options for High Road; High Street Upgrading Study Consultation Report

• Land use and upcoding;

• Community and pedestrian safety and 'friendliness';

• Environmental issues; and

• Preservation of quality of life.

The key components of the community consultation process were:

• Community profiling and desktop review — local community demographics and noise mapping undertaken to help identify any key issues and risks and included analysis of previous consultation undertaken.

• Stakeholder interviews and position statements — were undertaken initially and then as required as part of the ongoing engagement process.

• Meetings with key stakeholders to discuss the proposal, the stakeholders' preferences and issues to provide a clear understanding of the competing issues and interests.

• Community Workshop #1 — To present broad range alignment and land use options including up-coding and seek community feedback. Key areas of discussion were: land use and access, traffic treatments for High Road, key intersections and local streets, access, noise attenuation, pedestrian and cyclist safety, golf course impacts and environment.

• Community Workshop #2 — Following Workshop #1, the proposal team presented shortlisted options and the hybrid concept plan as option 4. Community were asked to participate in an assessment of the options to identify a clear consensus on the most suitable options and the issues

Main Roads WA — Infrastructure Australia Submission Page I 60 Leach Highway (High Street) — Carrington Street to Stirling Highway • Community Liaison — Following Workshop #2, the proposal team has met with community members and groups to address issues related to conflicting land use and design. They have worked to further refine a preferred option that will be presented to the community for comment.

• Public Display and Open Day — The team refined the concept plan to reflect community input post workshop #2. An Open Day and Public Display was also held as a kick-off to the formal comment period and attendees were encouraged to provide their comment and feedback on the process to-date.

• Final Report — A final report was prepared detailing the process, outcomes and an evaluation of the consultation process.

Reference Groups

The study was overseen by a study Reference Group, comprised of representatives from the local community, City of Fremantle, Fremantle Ports, WA Transport Forum, Main Roads WA and Department for Planning and Infrastructure. The study also included a Technical Working Group (TVVG) with members drawn from the Reference Group who was responsible for monitoring the technical and engineering aspects of the study.

The engagement process was greatly assisted by the active involvement of Reference Group members within the community and interactive activities High Street Upgrading Study Consultation Report including a 24 hour project information line and open community forums. Communications included newsletters, website and information published in the local media.

Concept Design of the Preferred Alignment

Further engagement of stakeholders and the consultation with the community will be required, upon agreement between Main Roads and with the City of Fremantle of the preferred alignment. A broader Community and Stakeholder Engagement Plan will be prepared to guide the subsequent communications and engagement required throughout the Project lifecycle.

The objective of the communications and engagement processes are to:

• Ensure a high level of stakeholder engagement and support for the project; • Raise awareness of the project amongst a diverse range of stakeholders including the broader public; • Develop and deliver the Project in a socially sensitive manner; • Collaborate with the City of Fremantle and other stakeholders to ensure their needs and expectations are addressed; and • Encourage an innovative approach to the design and construction of the project and resultant works.

Main Roads WA — Infrastructure Australia Submission Page I 61 Leach Highway (High Street) — Carrington Street to Stirling Highway