Traffic Engineering Review Traffic Engineering Review

West Gate Tunnel Project

V171019

Prepared for Ashurst Australia on behalf of the City of Melbourne

3 August 2017

Traffic Engineering Review West Gate Tunnel Project

Document Information

Prepared for Ashurst Australia on behalf of the City of Melbourne Project Name West Gate Tunnel Project File Reference V171019REP001-F01.docx Job Reference V171019 Date 3 August 2017

Contact Information

Cardno Victoria Pty Ltd Trading as Cardno ABN 47 106 610 913

Level 4 501 Swanston Street Melbourne Victoria 3000 Australia

Telephone: (03) 8415 7777 Facsimile: (03) 8415 7788 International: +61 3 8415 7777 [email protected] www.cardno.com

© Cardno. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person other than by agreement with Cardno. This document is produced by Cardno solely for the benefit and use by the client in accordance with the terms of the engagement. Cardno does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document.

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Table of Contents

1 Qualifications and Expertise 4 2 Introduction 6 3 Dynon Road Connection 7 3.1 Traffic Performance Considerations 7 3.1.2 Accident History 8 3.1.3 Traffic Volumes 8 3.1.4 Operating Conditions 12 3.1.5 Dynon Road Tram Network 16 3.2 Design Considerations 17 4 Wurundjeri Way 18 4.1 Traffic Performance Considerations 18 4.1.2 Traffic Volumes 19 4.1.3 Operating Conditions 21 4.2 Design Considerations 24 5 Maribyrnong River Crossing 25 5.1 Design Considerations 25 6 Footscray Road 26 6.1 Footscray Road Design Considerations 26 6.2 Veloway 27 6.2.1 Clear Path width / Gradients 27 6.2.2 Design Considerations 28 7 Conclusions 29

Appendices

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1 Qualifications and Expertise

In accordance with the guide to expert evidence prepared by Planning Panels Victoria, my qualifications and expertise to undertake this work are summarised below; Name: Marco Luigi Lucioni Address: Cardno Level 4, 501 Swanston Street Melbourne Vic 3000 Professional Qualifications: Bachelor of Civil Engineering (Hons) 1997, Victoria University Professional Experience: Associate - Cardno Victoria Pty Ltd 2007 - Present Associate - Grogan Richards Pty Ltd 2005 - 2007 Traffic Engineer - Grogan Richards Pty Ltd 2000 - 2005 Project Administration Assistant/Civil Engineer - BHP Engineering 1998 - 2000 Areas of Expertise: > Traffic Engineering including design and analysis. > Construction traffic management strategy and planning for major infrastructure works > Traffic advice including assessment of land use and development proposals to planning authorities, government agencies, corporations and developers (including major retail, residential, commercial, industrial, institutional and mixed use projects). > Preparation and presentation of evidence for VCAT and Planning Panels. Expertise to Prepare this Report: My training and experience including involvement with many forms of developments over many years qualifies me to comment on the traffic implications of the proposal. Instructions which Defined the Scope of this Report: I have been requested by Ashurst Australia on behalf of the City of Melbourne to consider the traffic & transport implications of nominated components of the West Gate Tunnel project as summarised in 2 emails dated the 26th & 27th of July 2017, provided in Appendix A. Facts, Matters and Assumptions Relied Upon: > Review of West Gate Tunnel, Environment Effects Statement > Review of City of Melbourne Submission to the West Gate Tunnel Inquiry dated 4 July 2017 > Austroads Guide to Roads Design Part 4C: Interchanges > Austroads Guide to Roads Design Part 6A: Pedestrian and Cyclist paths

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Identity of Persons Undertaking the Work: Marco Lucioni assisted by Michael Ampstead, Tim McKinley, David O’Connor and Ben Simpson, Cardno Victoria. ‘I have made all the inquiries that I believe are desirable and appropriate, and no matters of significance, which I regard as relevant, have to my knowledge been withheld from the Inquiry and Advisory Committee.’

Marco Luigi Lucioni Associate for Cardno

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2 Introduction

My name is Marco Lucioni and I am an Associate traffic engineer practicing with Cardno Victoria Pty Ltd. I was retained by Ashurst Australia on behalf of the City of Melbourne to undertake a peer review of specific traffic engineering items associated with the West Gate Tunnel Project Environment Effects Statement (EES) as listed below. In the course of preparing this assessment, I have inspected the subject site and surrounding road network, and undertaken a review of relevant sections of the EES documents. My instructions were as follows:  Please provide an overview of the general design considerations in relation the Dynon Road Connection/Wurundjeri Way area, and the Maribyrnong River Crossing, and identify the traffic engineering considerations that have influenced the current design.

 Regarding the Veloway along Footscray Road and the widening of Footscray Road at ground level, can you please consider whether there are any feasible alternative options/designs that provide a distinct opportunity for superior environmental outcomes. If there are feasible alternative options/designs, could you please give your opinion on whether these have been investigated and documented adequately or at all in the EES.

 Regarding the Maribyrnong River crossings, can you please consider whether there are any feasible alternative options/designs that provide a distinct opportunity for superior environmental outcomes. If there are feasible alternative options/designs, could you please give your opinion on whether these have been investigated and documented in the EES.

 Could you please review the EES with regard to the traffic implications arising as a consequence of the city connection at Dynon Road, including the implications for traffic movements in and around the Hoddle Grid and the inner north. As part of this analysis could you also please:

o consider and review the design of the Dynon Road connection; and

o express your view as to whether there are any feasible options/designs that provide a distinct opportunity for superior environmental outcomes, and whether these options have been investigated and documented adequately or at all in the EES.

 Could you please review the EES with regard to any traffic implications arising as a consequence of the Wurundjeri Way extension and widening, including the traffic implications at the southern end (e.g. consequences for the intersection with Flinders Street). As part of this analysis could you also please:

o consider and review the design of the extension and widening (including whether adequate space has been left along the eastern length of the extension to cater for an additional freight rail along Wurundjeri Way road connection); and

o express your view as to whether there are any feasible options/designs that provide a distinct opportunity for superior environmental outcomes and whether these options have been investigated and documented adequately or at all in the EES.

In addition, I have also been asked to consider the following

 Please review Chapter 3 of Volume 1 of the EES, and (in particular) the design alternatives and options identified in Parts 3.8 to 3.10 of that Chapter that refer to the design alternatives identified for the Tunnel and Hyde Street Ramps, and the Port, City Link and city connections.

Please express your opinion as to whether you agree or disagree with the assessment of those design alternatives and options as is contained within those sections on aspects that you consider are within your expertise. If you are unable to form an opinion as to that assessment please explain why you are unable to form an opinion as to those alternatives and options. If you require further information in order to make an assessment of those alternatives and options please advise as to what information you would require in order to express an opinion on those alternatives and options.

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3 Dynon Road Connection

3.1 Traffic Performance Considerations My assessment of the Dynon Road connection and its implications on West Melbourne and the Hoddle Grid primarily considers the operating conditions of the intersection of Dynon Road and Dryburgh Street, in particular investigation of peak hour operation under both existing and 2031 project case conditions. The current layout of the intersection of Dynon Road and Dryburgh Street is shown in Figure 3-1 with two through lanes provided on the east and western approaches. The intersection of Dryburgh Street and Victoria Street is located approximately 80m north of the stop line on the northern approach. Figure 3-1 Existing Layout Dynon Road / Dryburgh Street

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3.1.2 Accident History VicRoads’ CrashStats provides a database containing Victorian Road Crash Statistics from 1987 for incidents where at least one person was injured. The current version contains data to May 2017, though collisions subject to current court action are excluded. The database was examined for all recorded collisions, within the last 5 years through May 2012 to May 2017 at the intersections of Dynon Road / Dryburgh Street and Spencer Street / Hawke Street, with results summarised below. The Black Spot Programme is a project run by the Australian Government which aims to identify road locations through specific criteria and fund safety improvements. An intersection is considered eligible when there is a history of at least three casualty crashes over a five year period. It is noted however that there is provision for funds to be used to treat sites where road traffic engineers have completed a Road Safety Audit and found that remedial work is necessary.

Based on this criteria the intersection of Dynon Road and Dryburgh Street qualifies for the Black Spot Programme.

Table 3-1 Accident History (CrashStats) - 5 Year Period to May 2017 Incident Severity Intersection Dynon Road / Dryburgh Street Spencer Street / Hawke Street

Fatality 0 1

Serious Injury^ 4 0

Other Injury# 5 5

Total Incidents 9 6

^ at least one in accident sent to hospital possibly admitted (definition source CrashStats User guide, 2013) # typically requires medical treatment, bruising, contusions, unconscious, pain etc (definition source CrashStats User guide, 2013)

3.1.3 Traffic Volumes

3.1.3.1 Existing Traffic Volumes and Queue length Observations Existing traffic volume data for the intersection of Dynon Road and Dryburgh Street collected over a 24 hour period on Thursday the 15th of June was obtained through the VicRoads SCATS system. A summary of the data during the morning and evening peak hour commencing 7:30AM and 4:45PM respectively, is shown in Figure 3-2. In addition, traffic movement surveys were commissioned and data collected on Friday 21st June 2017 between 4:30 and 7:30 pm. Peak hour volumes are summarised in Figure 3-3 with the peak hour commencing at 4:45PM consistent with the SCATS data. Queue length observations recorded during the morning peak hour on Thursday the 27th of July 2017 and the evening peak on Friday the 28th of July between are summarised in Figure 3-4 & Figure 3-5. The observations identified that the eastbound (inbound) movement on Dynon Road generated a queue length in the order of 300m on the western approach during the morning peak and 150m during the evening peak. Similarly at the downstream intersection of Dynon Road and Abbotsford Street the western approach generated a queue length which extended to Dryburgh Street at a length of 140m during both peaks. The queue length on the northern leg of the Dynon Road and Dryburgh Street intersection extended through the Victoria Street intersection to the north during both peak periods. At the time of the observations there were no accidents or construction works that would inhibit traffic movement.

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Figure 3-2 Existing Traffic Volumes, Thursday 15th June 2017 (VicRoads SCATS data)

DryburghStreet (North)

100* 120* 67* 150* 220* 150*

North

Spencer Street (East) Spencer

283 110

(West) 169 1615 220 885 611 1541 20*

20*

DynonRoad

21** 13 21** 67 19 99 AM Peak 7:30-8:30am PM Peak 4:45-5:45pm Dryburgh Street (South)

* Estimate based on reverse movement in counter peak period ** Estimate based on other southbound movements

Figure 3-3 Existing Traffic Volumes, Friday 21st June 2017 (Manual counts)

DryburghStreet (North)

71 228 162

North

Spencer Street (East) Spencer

125 290 758 1526

DynonRoad (West)

66 8 62

PM Peak 4:45-5:45pm

Dryburgh Street (South)

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Figure 3-4 Existing Queue Length Observations, AM Peak Thursday 27th July 2017

Figure 3-5 Existing Queue Length Observations, PM Peak Friday 28th July 2017

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3.1.3.2 2031 Project Case Traffic Volumes Specific turning movement volumes at the intersection of Dynon Road and Dryburgh Street were not provided within the EES documentation and neither was the underlying origin-destination matrix provided which would have facilitated its derivation. This information would have enabled better assessment of traffic distribution assumptions and EES analysis of operating conditions. The EES does however provide broad approach volumes for a 2 hour peak period in Figure 15 & 16 of Appendix F of Technical Report A Transport Part 1 (Western Distributor Authority West Gate Tunnel, Transport Impact Assessment, dated May 2017). The hourly approach volumes adopted for the purposes of my review are based on a 55% factor to the midpoint of the 2hr EES approach volume range, accordingly the 2031 volumes adopted for my analysis are below the upper limit of that forecast under the EES. Accordingly any analysis results presented in my review would be expected to deteriorate further should the upper limit of the EES range be adopted. For the purposes of my analysis the EES peak hour approach volumes have been distributed through the intersection of Dynon Road and Dryburgh Street as summarised in Figure 3-6. The directional split adopted on each incorporates the influence of the Dynon Road connection to the west. Alternatively and to facilitate a sensitivity analysis Figure 3-7 assumes existing directional splits derived from Figure 3-2 and Figure 3-3. Figure 3-6 2031 Project Case – EES Approach volumes

Dryburgh Street (North) 440 690 36 313 39 91 552 99

North

Spencer Street (East) Spencer

565

478 28 1550 1535 129 880

848 1690

2100 1212

1417 4

DynonRoad (West)

20 5 94 5 5 11 AM Peak 30 PM Peak 110

Dryburgh Street (South)

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Figure 3-7 2031 Project Case – EES Approach volumes (Sensitivity Analysis)

Dryburgh Street (North) 440 690 119 143 106 178 341 242

North

Spencer Street (East) Spencer

313

239 131

1550

1787 246 880

1451 726

1690 2100 1293 24

DynonRoad (West)

6 4 53 20 6 50 AM Peak 30 PM Peak 110

Dryburgh Street (South)

3.1.4 Operating Conditions Sidra is a computer program developed to aid in the design and analysis of both signalised and unsignalised intersections. One of the major performance measures calculated by Sidra is the degree of saturation (DoS), which is the ratio of the volume of traffic observed making a particular movement compared to the maximum capacity for that movement. As a guide intersection operating conditions under various degrees of saturation can be defined as:  DoS < 0.6 Excellent operating conditions  0.6 < DoS < 0.7 Very good operating conditions  0.7 < DoS < 0.8 Good operating conditions  0.8 < DoS < 0.9 Fair operating conditions  0.9 < DoS ≤ 1.0 Poor operating conditions  DoS > 1.0 Very poor operating conditions

Whilst rated as ‘poor’, it is considered acceptable for some critical movements in an intersection to operate in the range of 0.9 to 1.0 during the high peak periods, reflecting actual conditions in a significant proportion of suburban signalised intersections.

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3.1.4.1 Existing Conditions The intersection of Dynon Road and Dryburgh Street has been analysed based on the existing traffic volumes summarised in Figure 3-2 & Figure 3-3. The results indicate that the through movement on the western approach was the critical movement during the morning peak hour with a Degree of Saturation (Dos) of 0.88 and a 95%ile queue length of 150m. During the PM peak the same movement operates with a DoS of 0.77-0.79 and a 95%ile queue length of 150-158m. As discussed in Section 3.1.3.1 the queue length on the western approach have been observed to extend to a length of 300m during the morning peak and 150m during the evening peak. The northern leg of the intersection operates with a DoS of 0.865 and 0.79 during the morning and evening peak respectively. The results suggest a 95%ile queue length on the northern approach ranging from 105 to 126m, which extends into the upstream intersection of Dryburgh Street and Vict0oria Street, located approximately 80m north, as observed and discussed in Section 3.1.3.1.

3.1.4.2 2031 Project Case The intersection of Dynon Road and Dryburgh Street has been analysed under the 2031 Project Case scenario based on the traffic volumes summarised in Figure 3-6 and Figure 3-7. The intersection layout adopted for the analysis reflects that illustrated on EES plan WDA-WGTP-POP-0028, dated 15/05/2017 found within “EES Map Book Series B – Horizontal alignment plans”, which illustrates the introduction of an additional right turn lane on the northern leg of the intersection. The analysis indicates ‘poor’ to ‘very poor’ operating conditions, with an overall Degree of Saturation (DoS) of 0.95 & 1.0+ during the AM and PM peak respectively. The results indicate that the operating conditions of the western approach is expected to deteriorate during the AM peak from a DoS of 0.88 to 0.95, with a 95%ile queue length of between 243m to 332m. Similarly, during the PM peak the same movement would also deteriorate from a DoS of 0.77 to 0.91 with a 95%ile queue length between 282m to 299m. The 2031 scenarios indicate that the 95%ile queue length on the western leg will extend to the proposed Dynon Road connection and present significant impact to the operational capacity of the Dynon Road connection, located approximately 300m west of Dryburgh Street. The results also indicate a deterioration of operating conditions of the northern leg with a DoS ranging from of 1.01 to 1.16 in the PM peak and an extended 95%ile queue length in the order of 156 to 203m which would extend through the upstream intersection at Victoria Street located approximately 80m north of the stop line. As stated in Section 3.1.3.2, the 2031 volumes adopted for this analysis do not represent the upper limit of the forecast range provided in the EES. If the upper limit were to be adopted, it is clear that the intersection would be saturated during both peak periods under the 2031 scenario, in particular the western and northern approaches.

A comparison of the 95%ile queue length results from my Sidra analysis for each approach is provided in Figure 3-8 & Figure 3-9 demonstrating significant deterioration of operating conditions. In my view, following consideration of the aforementioned 2031 Project Case analysis and review of existing operating conditions the design response presented in the EES for the Dynon Road connection and the associated local precinct is not appropriate and will lead to a significant exacerbation of existing congestion.

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Table 3-2 Operating Conditions – Dynon Road & Dryburgh Street Period Thursday 15 Jun 2017 SCATS Friday 21 Jun 2017 2031 EES Volumes 2031 Sensitivity analysis

th th th th Approach Movement Degree of 95 %ile Average Degree of 95 %ile Average Degree of 95 %ile Average Degree of 95 %ile Average Saturation Queue Delay Saturation Queue Delay Saturation Queue Delay Saturation Queue Delay (m) (sec) (m) (sec) (m) (sec) (m) (sec)

AM South Left 0.070 8 45.3 0.153 10 63.0 0.046 3 61.8 Peak Through 0.195 23 41.9 0.033 2 56.7 0.133 8 57.9

Right 0.065 5 51.0 0.036 2 61.2 0.029 2 61.1

East Left 0.256 6 6.3 0.367 7 6.2 0.297 8 6.4

Through 0.256 6 0.6 0.367 7 0.6 0.297 8 0.6

Right 0.795 50 65.7 0.331 13 69.2 0.929 71 82.8

North Left 0.088 0 4.4 0.259 44 39.4 0.822 139 58.8

Through 0.865 105 58.7 0.259 44 35.0 0.822 139 54.3

Right 0.865 105 63.3 0.871 82 72.3 0.863 38 76.5

West Left 0.817 84 31.9 0.935 222 51.4 0.785 73 22.0

Through 0.880 150 7.6 0.950 332 21.5 0.951 243 17.9

PM South Left 0.043 7 34.1 0.132 22 34.4 0.744 50 69.2 0.405 27 64.9 Peak Through 0.178 29 31.0 0.108 17 29.5 0.073 5 57.3 0.333 21 59.4

Right 0.049 6 36.5 0.021 2 35.3 0.036 2 61.2 0.043 2 61.4

East Left 0.762 31 6.9 0.763 29 6.7 0.682 21 6.5 0.549 15 6.4

Through 0.762 31 1.1 0.763 29 1.0 0.682 21 0.9 0.549 15 0.7

Right 0.795 96 58.5 0.786 122 53.5 1.017 85 116.0 1.163 243 229.2

North Left 0.088 0 4.4 0.095 0 4.4 0.228 43 33.1 0.766 150 50.4

Through 0.790 123 44.8 0.780 126 42.6 0.228 43 28.7 0.766 150 46.0

Right 0.790 123 49.4 0.780 126 47.2 1.030 203 128.9 1.122 156 194.0

West Left 0.500 50 32.0 0.362 40 36.8 0.688 94 14.0 0.211 45 15.0

Through 0.774 158 20.9 0.790 150 28.3 0.913 299 22.2 0.907 282 17.2

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Figure 3-8 Dynon Road / Dryburgh Street - Queue Length Review AM Peak

Figure 3-9 Dynon Road / Dryburgh Street - Queue Length Review PM Peak

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3.1.5 Dynon Road Tram Network

In 2012, the City of Melbourne released a document titled “Transport Strategy 2012, Planning for Future Growth” which sought to “set new key directions and policy targets and plans for strong growth in the City of Melbourne to 2030.” Figure 7.5 (page 77) of the document nominates an intent for an extension of the Tram tracks on Spencer Street from LaTrobe Street (adjacent Southern Cross Station) to Footscray Railway Station via Dynon Road.

The proposed tram network also includes a future link between Spencer Street and Victoria Street / Errol Street via Hawke Street.

The precinct along the north of Dynon Road between Maribyrnong River and CityLink is nominated as an urban renewal area in the City of Melbourne document ‘Ideas for West Melbourne - A discussion paper to inform a new structure plan” dated February 2017. The document flags a future mixed use redevelopment and refers to the abovementioned 2012 documents vision for an extension of the Spencer Street tram network along Dynon Road.

The introduction of the Dynon Road connection will present new challenges to the vision for tram infrastructure along Dynon Road, in particular east of CityLink, as summarised (but not limited to) the following; - Potential requirement to widen the Dynon Road bridge (west of Dryburgh Street) - The traffic implications presented by the Dynon Road connection discussed in Section 3.1.4.2 will present challenges to infrastructure solutions required for the provision of tram tracks, this will be relevant (but not limited to) the following intersections. o Dynon Road Freeway Connection o Dynon Road / Dryburgh Street o Spencer Street / Hawke Street Review of Section 25.6 of Chapter 25, Volume 4 of the EES, which includes a discussion on project impacts to public transport does not appear to address the City of Melbourne vision for a tram line along Dynon Road.

Figure 3-10 Transport Strategy 2012 City of Melbourne Extract (Figure 7.5)

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3.2 Design Considerations

With regard to the Dynon Road connection and the Wurundjeri Way extension, it is my opinion that there are feasible alternate design scenarios, which have not been considered in the EES, that, subject to design development, would provide the opportunity for improved environmental outcomes. However as I outline further in Section 7, I ultimately do not believe that the Dynon Road connection is appropriate and I believe that it will lead to significant exacerbation of traffic congestion.

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4 Wurundjeri Way

4.1 Traffic Performance Considerations My assessment of the implications to Wurundjeri Way primarily considers the operating conditions of the intersections at Dudley Street and further south at Flinders Street under both existing and 2031 project case conditions. The current layout of both intersections is shown in Figure 4-1 & Figure 4-2. Figure 4-1 Existing Layout - Wurundjeri Way / Dudley Street

Figure 4-2 Existing Layout - Wurundjeri Way / Flinders Street

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4.1.2 Traffic Volumes

4.1.2.1 Existing traffic volumes Existing traffic volume data for the Wurundjeri Way intersections at Dudley Street and Flinders Street collected over a 24 hour period on Thursday the 15th of June 2017 was obtained through the VicRoads SCATS system. A summary of the data during the morning and evening peak hour is shown in Figure 4-3 & Figure 4-4.

Figure 4-3 Existing Traffic Volumes, Thursday 15th June 2017 (VicRoads SCATS data)

1080 Street Dudley 496 1170 North 604 290 704

1142

FootscrayRoad 771

371 548 976 951

Wurundjeri Way

AM Peak: 7:30am – 8:30am PM Peak: 4:30pm – 5:30pm

Figure 4-4 Existing Traffic Volumes, Thursday 15th June 2017 (VicRoads SCATS data)

Wurundjeri Way (North)

1614 1273 447 250

North

Flinders Street (East) Flinders

271 382 1 1 468

470

Aurora Aurora (West) / LaneTrams 95* 400 43* 835 398 1191 AM Peak: 7:45am – 8:45am PM Peak: 4:30pm – 5:30pm Wurundjeri Way (South-West)

*Estimated value

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4.1.2.2 2031 Project Case Traffic Volumes As discussed in Section 3.1.3.2, specific turning movement volumes were not provided within the EES documentation and neither was the underlying origin-destination matrix. This information would have enabled better assessment of traffic distribution assumptions and EES analysis of operating conditions. For the purposes of my analysis the EES peak hour approach volumes have been distributed as summarised in Figure 4-5 and Figure 4-6.

Figure 4-5 2031 Project Case – EES Approach volumes

1372 Street Dudley

North

1348 830 1788

1076 665

2448 1430

600 846

1123

FootscrayRoad 502

564 618 860 845 1182 1705 AM Peak PM Peak Wurundjeri Way

Figure 4-6 2031 Project Case – EES Approach volumes

Wurundjeri Way (North) 2447 1953 1960 1486 487 467

North

Flinders Street (East) Flinders

361 1321

659 688

1 326

661

Aurora Aurora (West) / LaneTrams 1 563 1 1032 494 1046 AM Peak 1596 PM Peak 1541 Wurundjeri Way (South-West)

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4.1.3 Operating Conditions

4.1.3.1 Existing Conditions The following intersections have been analysed based on the existing traffic volumes summarised in Figure 4-3 & Figure 4-4. Wurundjeri Way / Dudley Street: The results indicate that the right turn from the western approach operates with a Degree of Saturation (Dos) of 0.90 and a 95%ile queue length of 384m, extending to the intersection at Footscray Road. While the left turn movement on the eastern leg includes a 95%ile queue length in the order of 356m extending through the Adderley Street intersection. Wurundjeri Way / Flinders Street: The results indicate that the southbound through movement on the northern approach operates at a DoS of 0.96 and a 95%ile queue length of 336m during the morning peak.

4.1.3.2 2031 Project Case The abovementioned intersections have been analysed based on the 2031 Project Case volumes summarised in Figure 4-5 & Figure 4-6. The intersection layouts adopted for the analysis reflects that illustrated on EES plans WDA-WGTP-POP-0029 & 0031, dated 15/05/2017 found within “EES Map Book Series B – Horizontal alignment plans”. Wurundjeri Way / Dudley Street: The results indicate that intersection is saturated during the morning peak under the 2031 Project case. In particular, the operation of the right turn from the western approach deteriorates during the morning peak from a DoS of 0.90 to 1.03 with the 95%ile queue length extended to 501m, which would significantly impact on operating conditions of the upstream intersection of Dudley Street / Footscray Road / Docklands Drive. Wurundjeri Way / Flinders Street: The results indicate that the southbound through movement on the northern approach deteriorates during the morning peak from a DoS of 0.96 to 1.06 and a 95%ile queue length extended from 336m to 537m. During the evening peak the results indicate a deterioration of the right turn movement on the eastern approach with a DoS of 1.03. A comparison of the 95%ile queue length results from my Sidra analysis for each approach is provided in Figure 4-7 & Figure 4-8 demonstrating significant deterioration of operating conditions. As mentioned in Section 3.1.3.2, the approach volumes adopted for the 2031 project case are not the upper limit of the EES forecast range, accordingly the abovementioned results, at both intersections assessed, would deteriorate further should the upper limit of the EES range be adopted. In my opinion the design response provided in the EES does not adequately address the anticipated 2031 Project Case operating conditions with the intersection of Wurundjeri Way and Dudley Street saturated during the morning peak hour with substantial queue lengths on the east and western approaches which will adversely impact on upstream intersections at Footscray Road and at Adderley Street. At the intersection of Wurundjeri Way and Flinders Street the analysis suggests substantial queue lengths on the northern leg during the morning peak with a DoS of 1.0+ and similarly on the eastern approach during the evening peak.

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Table 4-1 Operating Conditions – Wurundjeri Way & Dudley Street Period Approach Movement Thursday 15 Jun 2017 SCATS 2031 EES Project Case Volumes th th Degree of 95 %ile Average Degree of 95 %ile Average Saturation Queue Delay Saturation Queue Delay (m) (sec) (m) (sec)

AM South Left 0.150 2 7.1 0.317 23 11.1 Peak Right 0.524 127 52.6 1.046 266 151.2

East Left 0.899 356 42.4 0.414 124 22.2

Through 0.509 74 53.7 1.020 536 85.4

West Through 0.503 12 2.1 0.525 16 1.8

Right 0.903 384 65.3 1.033 501 135.1

PM South Left 0.470 8 7.4 0.444 7 7.5 Peak Right 0.783 190 44.2 0.775 184 49.7

East Left 0.431 97 14.9 0.276 58 14.1

Through 0.793 141 35.5 0.790 171 31.7

West Through 0.263 14 4.5 0.406 9 2.1

Right 0.791 139 55.6 0.796 150 59.8

Table 4-2 Operating Conditions – Wurundjeri Way & Flinders Street Period Approach Movement Thursday 15 Jun 2017 SCATS 2031 EES Project Case Volumes th th Degree of 95 %ile Average Degree of 95 %ile Average Saturation Queue Delay Saturation Queue Delay (m) (sec) (m) (sec)

AM South Left 0.082 15 13.5 0.530 67 18.3 Peak Through 0.643 96 14.2 0.530 68 13.4

Right 0.522 80 50.1 0.734 122 54.1

East Left 0.258 56 20.6 0.179 37 19.9

Right (1) 0.507 54 46.2 0.770 79 52.0

Right (2) 0.507 54 48.1 0.770 79 53.9

North Left 0.336 40 7.5 0.383 64 9.1

Through 0.960 336 43.9 1.067 537 108.1

PM South Left 0.044 9 18.9 0.455 30 9.8 Peak Through 0.777 108 6.9 0.455 33 5.4

Right 0.673 87 57.6 0.835 120 65.0

East Left 0.235 50 17.3 0.331 75 18.2

Right (1) 0.510 66 34.7 1.029 260 158.7

Right (2) 0.510 66 36.6 1.029 260 160.7

North Left 0.182 19 7.3 0.349 53 8.6

Through 0.821 186 30.6 0.892 227 36.0

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Figure 4-7 Wurundjeri Way / Dudley Street - Queue Length Review AM Peak

Figure 4-8 Wurundjeri Way / Dudley Street - Queue Length Review PM Peak

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4.2 Design Considerations Commentary on design considerations relevant to both Wurundjeri Way and the Dynon Road connection are provided in Section 3.2 It is noted that in Chapter 5, Volume 1, Section 5.6.6, the EES acknowledges that the widening of Wurundjeri Way is constrained along the eastern side by the provision for two future freight rail tracks. At the time of my review I was unable to source adequate information to evaluate whether this future provision has been adequately considered.

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5 Maribyrnong River Crossing

5.1 Design Considerations Following a design review process it is my opinion that there are feasible alternate design scenarios, subject to design development, that would provide opportunity for improved environmental outcomes while maintaining design intent.

Concept plan V171019-T-SK001 provided within Appendix B relocates the north bound off ramp to commence east of the river and connect to MacKenzie Road / Sims Street north of Shepherd Bridge / Footscray Road, offering improved amenity to properties on the west side of Maribyrnong River and reduction of 2 piers within the river as indicated on EES plan WDA-WGTP-ESDP-030.

My review indicates that a maximum grade of 6% can be achieved in accordance with Table 9.2 of Austroads Guide to Roads Design Part 4C: Interchanges (ARGRD-4C) with a localised re-grade of Sims Street. The design presents some changes and new challenges which are summarised as follows;

1. The existing left turn lane from the eastbound carriageway on Footscray Road is removed facilitating width to retain a connection to MacKenzie Road via the introduction of a new right turn lane (west to south). 2. It is my understanding that the vertical clearance on MacKenzie Road beneath Shepherd Bridge is generally adequate apart from requirement for Over Dimensional (OD) route vehicles. 3. Vehicles departing the West Gate Tunnel via the realigned northbound off ramp would not have convenient access to the eastbound carriageway of Footscray Road. However this movement would remain available via the EES proposed link to Footscray Road at Appleton Dock Road. The northbound off ramp to MacKenzie Road provided in the EES achieves a link to the eastbound carriageway of Footscray via Sims St and the Shepherds Bridge underpass (refer note 2 above regarding vertical clearance).

Concept plan V171019-T-SK002 – provided within Appendix B investigates the introduction of an exit loop ramp provided with a minimum radius of 60m compliant with Clause 8.3.4 of ARGRD-4C. The loop ramp is provided on an incline assisting with vehicle deceleration reflective of preferences discussed in Clause 8.3.1 of ARGRD-4C. The link to Mackenzie Road occurs south of the proposed on ramp and crosses over the top of the mainline carriageway. The alternate design retains connectivity outcomes to the local road network of the EES solution.

The alternate design presents new impacts to existing buildings east of Whitehall Street / west of the tunnel portal, including the proposed auxiliary traffic control room nominated in the EES on plan WDA-WGTP-POP- 0020.

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6 Footscray Road

6.1 Footscray Road Design Considerations An extract of EES plan WDA-WGTP-SEC-012 is provided in Figure 6-1 illustrating the proposed cross section of Footscray Road west of Dock Link Road. The existing eastbound carriageway includes 3 through lanes on the western approach of the signalised Linfox access (east of Shepherds bridge), flaring out to provide 4 eastbound through lanes, returning to 3 through lanes prior to the intersection at Appleton Dock Road. The existing eastbound service road includes 3 lanes. The design provided in the EES retains the existing provision of three lanes in the service road and provides four eastbound lanes in the main carriageway. In the westbound direction the cross section provides an additional 5th westbound lane extending through the Dock Link Road intersection to the signalised intersection at the Linfox site access adjacent to the Sims St connections. It is my view that there is sufficient opportunity to consider a reduction in the number of lanes on the northern service road along Footscray Road, to 2 lanes, given the introduction of the new port connections at MacKenzie Road and at Appleton Dock Road along with the relocation of the Wholesale Fruit, Vegetable & Flower Market. Similarly it is my view that there is opportunity to consider a reduction in the number of eastbound lanes in the main carriageway from 4 lanes to 3 lanes, reflecting the current provision west of the LinFox access and upstream of the Dock Link Road intersection. Figure 6-1 Footscray Road EES Design (west of Dock Link Road)

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6.2 Veloway

6.2.1 Clear Path width / Gradients As detailed in the extract of the EES provided in Figure 6-2, the Veloway includes a clear width between handrails of 4m. Review of EES plan WDA-WGTP-VAP-0019 indicate the Veloway will include grades in the order of approximately 4-5% over lengths in excess of 200m. Section 7.4.1 of Austroads Guide to Road Design part 6A: Pedestrian and Cyclist Paths (AGRD), in particular Figure 7.1 suggests that a grade of 3% over a length of 200 would be “satisfactory for paths with a high proportion of regular or physically fit cyclists, which in most instances would include commuter and sporting cyclists”. Based on this criteria the grades of 4-5% presented in the EES will be considered too steep for recreational and some commuters and will prompt instances where less able cyclists will travel slow or dismount, which will generate overtaking on incline. Similarly, the grade will also likely prompt high speed descent prompting instances of overtaking on decline. The width of the Veloway should consider the above operational scenario and clearance requirements between bicycles and handrails. Table 7.3 of AGRD nominates a “desirable minimum” width for a major bicycle path of 3m and a “typical maximum” of up to 4m, while noting that “the table should not discourage designers from providing greater width where it is needed (e.g. very high demand that may also result in overtaking in both directions).” Section 7.7.1 of AGRD nominates a clearance between opposing bicycles of 1m at speeds in the order of 30km/hr and minimum lateral clearance of 1m (0.5m absolute minimum) between the edge of any path and an obstacle, stating that “on high speeds paths it is most desirable to have a clearance considerably greater than 1.0m” The documented width of 4m for the Veloway, effectively incorporates the “desirable minimum” of 3m width for a major bicycle path and an “absolute minimum” of 0.5m clearance to handrails nominated in the AGRD. At a width of 4m the Veloway does not address the additional width/clearance considerations for a major path that is likely to attract high demand, high speed and overtaking in both directions. In this instance, it is my opinion that a width of at least 5m between handrails would more adequately address the requirements of AGRD. It is noted that the existing at-grade shared user path along the south side of Footscray Road will remain and be upgraded in various sections under the EES. This path will essentially be provided in parallel with the Veloway along the length of Footscray Road. Given the abovementioned grades and additional distances presented by the meander in some sections of the Veloway design it is likely that some commuters will prefer to utilise the at-grade path, with perceptions of shorter travel times and less physical exertion, at the beginning and end of a working day. As noted on EES plans WDA-WGTP-PCP-0023 and WDA-WGTP-ESDP-100 & 103 the Veloway includes an emergency access adjacent Dock Link Road and Appleton Dock Road (approximately 750m apart at Chainages 815 & 1567). At these emergency access points the Veloway is accessed via a stairway of between 30 to 50 steps along with a 1.2m wide access corridor of at least 20m length. These design attributes are likely to present significant challenges for prompt response in case of an emergency. Figure 6-2 Veloway (Extract of EES Plan WDA-WGTP-ESDP-094)

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6.2.2 Design Considerations The Veloway achieves grade separation for bicycles at key intersections along Footscray Road, in particular Appleton Dock Road and Dock Link Road, however as discussed in Section 6.2.1 it is likely that some commuters will prefer to utilise the at-grade path along the southern side of Footscray Road retained & upgraded as part of the EES, with perceptions of shorter travel times and less physical exertion, at the beginning and end of a working day. Alternate design scenarios are illustrated on Concept plan V171019-T-SK004 provided within Appendix B, that consider a merging of design attributes of the original reference design and the solutions provided in the EES and seeks to make use of a greater length of an at-grade path along the southern side of Footscray Road, while achieving grade separation at Appleton Dock Road and at Dock Link Road.

Option 1: Modification of the EES elevated Veloway alignment to connect to the existing at-grade path along the southern side of Footscray Road west of Appleton Dock Road

Option 2: Incorporation of the original reference design which incorporated a grade separation solution over Appleton Dock Road, while incorporating a connection to the existing at-grade path west of Appleton Dock Road.

At Dock Link Road consideration could be given to grade separation via a localised underpass, subject to detailed design including structural and drainage considerations. The lid of the associated underpass could be minimised with the path exposed either side.

Combined with the overpass solution at Appleton Dock Road the alternate scenario would provide a substantial proportion of the bicycle path at-grade along Footscray Road.

The alternate design would retain at-grade connectivity to future development along Footscray Road including development on the north of Footscray Road via the EES proposed signalised intersection / signalised pedestrian crossing east of Dock Link Road as illustrated on EES plan WDA-WGTP-POP-0023, as indicated on concept plan extract provided in Figure 6-3. The alternate design would improve emergency response accessibility.

Figure 6-3 Footscray Road - Concept Plan Extract (V171019-T-SK004)

Dock Link Rd

EES Signalised pedestrian crossing

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7 Conclusions

Based on my assessment, I have concluded the following with respect to the issues I have been asked to assess. Dynon Road Connection / Wurundjeri Way Extension 1. In my view, the design response presented in the EES for the Dynon Road connection and the associated local precinct is not appropriate and will lead to a significant exacerbation of existing traffic congestion under the 2031 Project Case during both the morning and evening peak hour. 2. The introduction of the Dynon Road connection will present new challenges to the vision for tram infrastructure along Dynon Road. 3. With regard to the Dynon Road connection and the Wurundjeri Way extension, it is my opinion that there are feasible alternate design scenarios, which have not been considered in the EES, that, subject to design development, would provide the opportunity for improved environmental outcomes. 4. My analysis of the 2031 Project Case suggests that the design response provided in the EES for the Wurundjeri Way intersections at both Dudley Street and at Flinders Street is inadequate and likely to result in saturated operating conditions. Maribyrnong River Crossings

5. It is my opinion that there is an alternate design scenarios, subject to further design development, for the proposed Northbound off ramp that would offer improved outcomes for the amenity of the existing development on the west side of Maribyrnong River. Footscray Road

6. It is my view that there is sufficient opportunity to consider a reduction in the number of lanes on the northern service road along Footscray Road, to 2 lanes, given the introduction of the new port connections at MacKenzie Road and at Appleton Dock Road along with the relocation of the Wholesale Fruit, Vegetable & Flower Market. 7. Similarly it is my view that there is opportunity to consider a reduction in the number of eastbound lanes in the main carriageway from 4 lanes to 3 lanes, reflecting the current provision west of the LinFox access and upstream of the Dock Link Road intersection. Veloway 8. Considering the EES documentation with regard to the Veloway including proposed grades and operational characteristics, it is my view that the proposed clear width of 4m between handrails is inadequate. 9. It is my opinion that there are alternate design scenarios for the Veloway route that would improve operational characteristics, connectivity to Footscray Road and emergency response scenarios.

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West Gate Tunnel Project

APPENDIX A LETTER OF ENGAGEMENT

3 August 2017 Cardno 30 Marco Lucioni

From: [email protected] Sent: Wednesday, 26 July 2017 3:57 PM To: Marco Lucioni Cc: [email protected] Subject: Marco Lucioni (Freeway design) - Scope of engagement for expert advice

Hi Marco

Thanks for attending our meeting yesterday.

We confirm that we would like to revise the scope of your engagement, and ask you to also consider the matters as set out below.

Terms of Engagement

 Please provide an overview of the general design considerations in relation the Dynon Road Connection/Wurundjeri Way area, and the Maribyrnong River Crossing, and identify the traffic engineering considerations that have influenced the current design.

o consider and review the design of the Dynon Road connection; and

If you would like to discuss the scope of your engagement, please let us know.

1 Thanks

Jane/Sophie

Jane Hall Sophie Westland Senior Associate Lawyer [email protected] [email protected] Ashurst Ashurst D: +61 3 9679 3867 | M: +61 402 480 911 D: +61 3 9679 3210 | M: +61 419617497

Ashurst Australia, 181 William Street, Melbourne, VIC 3000 Australia T: +61 3 9679 3000 | F: +61 3 9679 3111 | DX 388 Melbourne Visit our new website at www.ashurst.com | Global coverage

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2 Marco Lucioni

Subject: FW: Freeway design evidence - fee estimate and CAD file update

From: [email protected] [mailto:[email protected]] Sent: Thursday, 27 July 2017 5:08 PM To: Marco Lucioni Cc: [email protected] Subject: RE: Freeway design evidence ‐ fee estimate and CAD file update

Hi Marco

Further to our terms of engagement provided below, we would also like you to specifically consider the following:

Please review Chapter 3 of Volume 1 of the EES, and (in particular) the design alternatives and options identified in Parts 3.8 to 3.10 of that Chapter that refer to the design alternatives identified for the Tunnel and Hyde Street Ramps, and the Port, City Link and city connections.

Thanks

Sophie

Sophie Westland Lawyer [email protected] Ashurst D: +61 3 9679 3210 | M: +61 419617497

Ashurst Australia, 181 William Street, Melbourne, VIC 3000 Australia T: +61 3 9679 3000 | F: +61 3 9679 3111 | DX 388 Melbourne Visit our new website at www.ashurst.com | Global coverage

about Ashurst can be found on our website at www.ashurst.com.

1 Traffic Engineering Review West Gate Tunnel Project

West Gate Tunnel Project

APPENDIX B PLANS

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