council minutes 15 march 2010-reports on freight

MINUTES OF THE COUNCIL MEETING

HELD ON

MONDAY, 15 MARCH 2010

RELEASED TO THE PUBLIC ON THURSDAY 18 MARCH 2010

COUNCIL MEETING MINUTES 15 MARCH 2010

Page 50

8.5 TRUCK MOVEMENTS ON LOCAL ROADS AND THE

EFFECTS OF VICTORIA’S FREIGHT STRATEGY, FREIGHT

FUTURES, ON DAREBIN

MINUTE NO. 97

AUTHOR: Senior Transport Engineer - Wal Cichocki

MANAGER: Manager Major Projects and Transport - Nick Mazzarella

BUDGET

IMPLICATIONS: Nil

SUMMARY:

This report addresses two Council requests for reports on matters related to freight in Darebin. It summarises the issues related to commercial goods transport vehicles on roads in Darebin and considers implications on Darebin of Freight Futures, the Victorian freight strategy.

CONSULTATION:

Municipal Association of Victoria (MAV)

Victorian Road Freight Advisory Council (VFAC)

Victorian Freight and Logistics Council (VFLC)

National Transport Commission (NTC)

VicRoads

Visy Logistics (Clayton)

City of Yarra

Moreland City Council

Banyule City Council

City of Whittlesea

COUNCIL RESOLUTION

MOVED: Cr. T. Laurence

SECONDED: Cr. S. Chiang

THAT:

(1) Council note this report.

(2) Council, in facilitating safe and efficient movement of freight in Darebin, support Freight Futures – the Victorian freight strategy.

(3) Council continue discussions with VicRoads and stakeholders in relation to obtaining support in implementing the Freight Futures action plans, in particular:

(a) Assessment of local roads for suitability of freight access.

(b) Funding of measures to address possible impacts on local roads and related infrastructure.


Page 51

(4) Council write to Municipal Association of Victoria:

(a) In support of the national transport reform and the introduction of SMART, Higher Productivity Vehicles (HPV), subject to:

i. Council retaining control over the heavy vehicle access on Darebin’s local roads network.

ii. Formation of an agency to inform and assist Council with specific freight related matters.

iii. Establishment of a compliance framework to ensure heavy vehicles only travel on approved roads.

(b) In support of the introduction of the new road classification system based on Performance Based Standards, subject to securing government commitment for funding to assist local Councils with related improvements to local roads.

(c) In support of a need for nominating an agency to collate information and maintain a central database on heavy vehicle access.

(5) Council commence a community information and engagement campaign on issues related to freight, with publishing of adequate brochures and introducing in Darebin News a regular section dedicated to freight.

(6) Council develop a comprehensive strategy for managing freight in Darebin.

CARRIED

REPORT

BACKGROUND

Implications Of State Government Freight Strategy For Darebin

At the 16 March 2009 Council meeting, it was resolved that:

‘Council officers report back to Council on the implications on Darebin of the recently

released State Government Freight Strategy. The report should also consider the suitability of

large truck movements, such as B-double trucks on Council’s local road network.’

Council was provided a preliminary briefing on Freight Futures on 10 August 2009, and this report will provide further details as requested.

Proposed Code Of Conduct For Owners And Drivers Of Heavy Vehicles In The North West

Reservoir Area

At the 6 April 2009 Council meeting, it was resolved that:

‘(1) Council write to Visy and other local ‘end users’ of B-Double permits in Reservoir to

seek their views on the development of a ‘code of conduct’ for their drivers and their

contractors who are using B-Double trucks.

(2) Council officers submit a report on how local residents in the affected area of north-west

Reservoir can be surveyed on their views regarding a ‘code of conduct’ in relation to the

use B-Doubles in the area, eg. householder letter or insert in ‘Darebin News’.


Page 52

This report will respond to these items.

Local Area Traffic Management Study

At the 15 June 2009 Council meeting, it was resolved that:

Council officers report back to Council in relation to conducting a new Local Area Traffic

Management study between Massey Avenue, Broadhurst Avenue and High Street and

Mahoneys Road given the increased use of these and surrounding streets for trucks and other

speeding traffic avoiding High Street.

Although this request is related to freight in Darebin, it will be responded to in a separate but related report - see Report No. 8.6 on this Council Agenda Paper.

CORE ISSUES

Implications Of State Government Freight Strategy For Darebin

Due to the population and economic growth and increasing consumer expectations, the freight task is rapidly expanding across Australia and overseas. It is estimated, that the number of tonnes of freight moving around Melbourne by road will double by 2030 from today’s levels. Figure 1 below shows the projected increase of road share in the Australian domestic freight task.

Figure 1. Australian domestic freight task forecast (source: Bureau of Transport and Regional Economics)

Heavy road vehicles are currently the only transport mode that offers flexible door-to-door service capable of handling small shipment sizes. Considering the above, the impact of freight growth is likely to be the greatest in urban areas, where majority of roads are managed by the local government.


3

Industry and governments respond to the growing freight task in a variety of ways that include research on smart technologies, development of adequate operational improvements, action plans and policies, regulating and legislation. Examples include:

Encouraging operators to participate in the National Heavy Vehicle Accreditation Scheme (NHVAS) to secure industry’s compliance with safety standards and procedural requirements.

Research and development towards matching heavy vehicles to road and to safe and efficient operations under the Performance Based Standards (PBS) scheme.

Developing ‘smarter’ vehicles capable of taking more load and manoeuvring around difficult roads with less impact on local amenity and the environment.

Introducing a new road classification scheme (access Levels 1 to 4) to accommodate changing truck profiles.

Conveying responsibility for managing the growing freight task to all stakeholders (‘Chain of responsibility’).

Responsible management of freight movements and development of ‘codes of conduct’ for freight operators to match with the ‘Safe System’.

Developments in freight related technology, eg. interactive map portals for drivers for advance journey planning, or intelligent access programs (IAP) to monitor compliance with permit systems.

Review of freight charges (e.g. ‘incremental pricing’) to secure freight industry’s contributions towards compensating for ‘wear and tear’ of roads.

Consultation and exchange of information with community and stakeholders (e.g. ‘Freight Weeks’ and forums coordinated by Victorian Road Freight Advisory Council).

Mass management compliance

Fatigue Management Legislation

Eco driver training and emission control

Legislating towards national consistency of freight.

Further details of these actions are provided in Appendix C.

Freight Futures

Freight Futures is a Victorian transport plan that seeks, through a number of goals, objectives and priorities, to respond to freight challenges by the planning, delivery and management of Victoria’s principal freight network. The key goals, objectives and priorities of Freight Futures include:

To ensure availability of sufficient capacity of the freight network while maintaining its efficiency and sustainability.

To facilitate efficient movement of freight by reducing the costs and improving reliability.

To deal with and manage any adverse impacts.

To optimise the integration and use of infrastructure.

To improve regulatory arrangements.

To manage community and environmental impacts to mitigate the negative effects of freight growth.

In responding to challenges and addressing the three key goals: efficiency, capacity and sustainability, Freight Futures sets out 20 strategic directions.


Page 54

The following Table lists all these directions and indicates their effects on Darebin:

Table 1. Strategic directions from Victorian road freight strategy, Freight Futures, and their likely impacts on Darebin.

Direction Major/direct

Intermediate Minor or no effect

Direction 1: Identify and develop a Principal Freight Network for Victoria

Direction 2: Identify and develop Freight Activity Centres

Direction 3: Plan and protect future freight corridors and activity centres

Direction 4: Plan and develop a Metropolitan Freight Terminal Network

Direction 5: Plan for growth in regional freight

Direction 6: Improve planning for the ‘last kilometre’ of freight journeys

Direction 7: Invest in the Principal Freight Network – Roads

Direction 8: Invest in the network and trial next generation High Productivity Freight Vehicles (HPFV’s)

Direction 9: Revitalise the Principal Freight Network – Rail

Direction 10: Enhance commercial port efficiency, capacity and integration

Direction 11: Alleviate the impact of truck movements in Melbourne’s inner west

Direction 12: Support increased take up of information and communications technology

Direction 13: Maximise efficient use of the Principal Freight Network

Direction 14: Minimise the amenity, environmental and Climate change impact of freight transport

Direction 15: Enhance the safety and security of freight transport

Direction 16: Undertake regulatory reform and reduce the regulatory burden

Direction 17: Implement improved governance arrangements for ports

Direction 18: Establish governance arrangements for the Metropolitan Freight Terminals Network

Direction 19: Actively manage access for vehicles carrying over-dimensional loads

Direction 20: Implement a new freight data collection and analysis capability

The most applicable directions to Darebin are:

Direction 6: Improve planning for the ‘last kilometre’ of freight journeys


Page 55

o The Municipal Association of Victoria is coordinating discussions between stakeholders on ways of managing freight access to local roads. This is to assist the local government with the planning for the ‘last kilometre of freight travel’ and developing measures to address the adverse effects of expanding freight access. A proposal for gazettal of only these roads, which would be accessible by freight subject to permit, is currently being considered by the industry. Technical reports do not see the increased loads on road pavement as a significant issue. However assessment of Darebin roads and related infrastructure for improvements such as pavement strengthening or modifications to traffic management devices may be necessary.

o One way of easing daytime on-road congestion currently explored by commercial operators is extending activities into evening hours. This is likely to increase the ‘after hours’ presence of trucks on local roads with adverse effects on residential amenity. New, quiet advanced heavy vehicles are being developed to tackle these effects.

o Some statutory changes to Darebin Planning Scheme may be required following advice from the state. This is to protect the future freight corridors and to ensure that the land use and development decisions in these areas contribute to the objectives of Freight Futures.For example, freight access to activity centres and commercial zones may need to be reviewed.

Direction 15: Enhance the safety and security of freight transport

o Various road and vehicle safety schemes supported by intelligent technologies are being developed and implemented by the industry to enhance safety and security. Under its role in the chain of responsibility, Darebin Council will need to contribute to enhancing the on-road safety for freight transport by providing road environment that reduces safety risks, hazards and obstacles and minimises driver fatigue. Adherence to recommended road safety standards in the planning, design, maintenance and other related activities will continue to play important role. Council will need to consider, to a greater degree, the requirements of freight in its relevant corporate strategies, policies and guidelines and improve community and corporate awareness about the freight safety issues. Cooperation with regulatory bodies and industry on safer vehicles, safer travel and safer roads need to continue within the framework of the arrive alive! Victorian Road Safety Strategy and the forthcoming National Road Safety Strategy. Broad application of the Intelligent Transportation Systems (ITS) schemes such as the Intelligent Access Program (IAP) will contribute to ensuring industry’s compliance with requirements for safe and efficient progression of freight on our roads. Council, subject to further advice, may wish to consider IAP as a condition of access in future assessments of freight applications.

Direction 19: Actively manage access for vehicles carrying over-dimensional loads

o Council follows relevant guidelines in assessment of oversized loads vehicles, special purpose vehicles and cranes. Assessments involve on site visits, inventory of infrastructure condition and evaluation of the ‘road envelope’. Council may be required to adjust its procedures and processing methods subject to introduction of the new guidelines. New requirements may have effect on demand for time and resources. It may be necessary to consider introduction of assessment processing fees.

The strategic directions of Freight Futures and emerging issues are likely to have an effect on many service units at the City of Darebin such as Transport Management and Planning, Asset Strategy, Roads Infrastructure, Strategic and Statutory Planning, Amenity and Enforcement and Capital Works Management.

Council will need to participate in the on-road space and access time management schemes to improve road use efficiency. Statutory planning, development and land use decisions will need to contribute to the objectives of Freight Futures.


Page 56

Industry may expect Council’s assistance with implementation of smart vehicle tracking technologies or testing of hybrid vehicles on local roads. Council may also need to contribute to the freight network data collection systems to assist authorities with development of a comprehensive freight database.

VicRoads and industry will expect Council’s contribution to the reviewing and classifying freight corridors, hubs, activity centres and planning precincts and their inter-connections in supporting the Metropolitan Freight Network.

Future development of the interstate rail terminal at Donnybrook/Beveridge is likely to add freight

trips to the Darebin’s road network (Appendix A). Consolidation of major freight activities to a limited number of corridors and hubs (Altona/Laverton, Somerton and Dandenong) is likely to result in greater concentration of freight movements along the principal corridors, north-south in particular. It could have a positive effect on reducing growth in truck traffic on these roads in Darebin that provide for local access. However it is more likely to result in net increase of the overall number of heavy vehicles in Darebin. High numbers of B-doubles, larger rigid and oversize vehicles (largest

trucks, defined as Class 10 and over, see Appendix D) will most likely seek to travel on Darebin roads. This is likely to increase demand for road maintenance and traffic management.

The resulting growing demand for freight assessments is likely to be gradually compensated by progress towards national consistency of the freight industry.

Improvements in the vehicle and related technologies, in work practices, implementation of intelligent transport systems, improved compliance following conscious participation in ‘codes of conduct’, better cooperation of stakeholders within the ‘chain of responsibilities’ and better understanding of freight by the community are expected to contribute to improving freight related on-road safety.

On balance, the Freight Futures will have positive wide-spread effects on a range of activities in Darebin. By adopting directions and relevant actions of the Freight Futures, Darebin will contribute to the overall enhancement of transport efficiency and therefore savings in freight costs which will translate to cheaper consumer goods and better perception of freight by the community.


Page 57

The summary of effects of Freight Futures on Darebin and actions that may be required is provided in the following Table:

Table 2. Summary of selected effects of Freight Futures on Darebin and possible required actions.

STAKE-

HOLDEREFFECTS ACTIONS

WITHIN COUNCIL

Transport

Management

and Planning

Efficiency of freight network.

Consistency of freight corridors and

freight activity centres with the road

classification.

Coordinated management of freight

access.

Compliance with Freight Futures

directions.

Participate in evaluating freight corridors and activity

centres.

Contribute to Victorian ‘best practice’ manual for

‘last kilometre’ freight delivery solutions.

Assess access to road network for heavy vehicles.

Assess short connection property access.

Strategic and

Statutory

Planning

Coordinated planning for freight access.

Land use activities compatible with freight

network.

Enhanced development opportunities.

Review of Victoria Planning Provisions.

Assist state with evaluating and forward planning for

freight corridors and activity centres.

Apply reviewed principles in day-to-day activities.

Asset Strategy Compliant use.

Accessible network of roads, bridges and

structures.

Integrity and protection of assets.

Assist with establishing freight accessible road

network.

Site inspections, inventory of freight related assets

Seek funding for local roads upgrades.

Roads

Infrastructure

Likely increase in demand for maintenance

of local roads.

Site inspections, reporting, repairs.

Amenity and

Enforcement

Likely increase in demand for assessments

compensated by network improvements.

Condition inspections, recording, reporting,

enforcement.

Capital Works

Management

Demand for design of improvements on

local roads to accommodate freight.

Design and implement.

Sustainability

Unit

Consideration of freight issues in all

projects and activities.

Support trialling of environmentally sustainable

freight vehicles on local roads.

EXTERNAL

Local freight

operators

Cost savings, better efficiency.

‘Smarter’, more commodious vehicles.

Better compliance with requirements and

rules.

Enhanced investment opportunities.

Review of technical conditions checks.

Participation in freight efficiency and ‘code of

conduct’ schemes.

Better loading and maintenance regimes.

Regular training, alerts, briefings.

Local traders Greater variety of merchandise.

Faster, more efficient deliveries.

Enhanced investment opportunities.

More direct access by deliveries.

Eliminating transfers between transport modes.

Local

community

Cheaper fresher goods, better variety,

faster deliveries.

Reduced individual car travel.

Improved perception of freight.

Participating in forums and focus groups.

Assistance with freight monitoring.

Exchange of information on freight issues.

Other Improved road safety.

Economic savings.

Slower growth in congestion and

greenhouse gases emissions.

Research and development in intelligent

transportation systems.

More commodious, road fitting SMART trucks.

Legislation, regulations and agreements.

Putting more freight on fewer vehicles.

More details on industry’s response to the growing freight task are provided in Appendix D.


Page 58


Page 59

Suitability of large truck movements, such as B-double trucks on Darebin’s local road network.

At the 16 March 2009 Council meeting, it was resolved that:

‘The report should also consider the suitability of large truck movements, such as B-double

trucks on Council’s local road network.’

Movements of large trucks that deliver necessary consumer goods to a whole range of local destinations are considered vital for the economic growth of Darebin and the wellbeing of its community. However, currently, the increasing freight activities fall short of meeting the community expectations with respect of residential amenity.

Initiatives exist for a dialogue to improve mutual understanding between freight industry and community, however more can be done.

Research shows, that adverse effects of presence of large, high productivity vehicles on local streets can be minimised by a variety of methods that rely on understanding and intelligent management of freight. Putting more freight on commodious, ‘road friendly’ vehicles operating under efficiency enhancement schemes within the ‘Safe System’ such as Performance Based Standards (PBS) would

assist in reducing the increase in road congestion and exposure to crashes (Reference 12).

Many benefits of distributing larger quantities of goods by fewer vehicles include impediment in growth of road congestion, economic savings and lower prices of goods due to less fuel used per unit of freight and environmental gains expressed in reduced greenhouse gas emissions. Efforts continue to make freight vehicles ‘smarter’, more efficient, environmentally friendly, quieter and safer.

The national crash data published by the Australian Government, Department of Infrastructure, Transport, Regional Development and Local Government indicates, that in March 2009, the 3 year trend in fatalities involving articulated trucks on Australian roads was dropping (-3.4% p.a.) compared with increasing trend in fatalities involving heavy rigid trucks (+8.0% p.a.). The safety aspect and the positive effect on moderating the increase in traffic congestion indicate that the presence of B-doubles and the high productivity vehicles on residential streets will have relatively lesser adverse effect on

residential amenity and road safety compared with this of traditional rigid trucks (Reference 20,

Appendix G). There were few reported crashes involving trucks in Darebin. It is considered that the controlled, orderly and safe progress of larger and ‘smarter’ freight vehicles on Darebin’s roads should be supported. Council should retain the right to control the access to local roads.

In January 2008, VicRoads approached Council officers to confirm a proposal to list in the Victoria Government Gazette local roads selected as accessible to B-doubles and vehicles operating under the National Higher Mass Limits Accreditation Scheme.

Officers assessed the VicRoads proposal and agreed to gazettal of Fulham Road, between Darebin Road and Chingford Street, Montefiore Street, Plateau Road, Newlands Road (Darebin part), Radford Road between Edwardes Street and Vickers Street, Edwardes Street, between Radford Road and Plateau Road. These roads are located in industrial zones and are typically used by heavy vehicles.

The gazettal of the section of Edwardes Street Road that traverses the Reservoir civic centre was not supported. It is preferred that Council, at this stage, maintain control over heavy freight access in this area.


Page 60

Code Of Conduct For Owners And Drivers Of Heavy Vehicles In The North West Reservoir

Area

At the 6 April 2009 Council meeting it was resolved that:

‘(1) Council write to Visy and other local ‘end users’ of B-Double permits in Reservoir to seek

their views on the development of a ‘code of conduct’ for their drivers and their contractors

who are using B-Double trucks.

A Code of Conduct is an agreement that clarifies the standards of behaviour that are expected of staff in the performance of their duties. It gives guidance in areas where employees need to make personal and ethical decisions.

In early 2008, Codes of Conduct for professional drivers and transport industry operators were agreed to and signed by the Victorian Transport Association (VTA) and Transport Workers Union (TWU)

(Appendix B). The Codes, under the ‘Chain of responsibility’ concept and the Occupational Health and Safety (OH&S) legislation, require that appropriate systems are in place within the freight industry to manage risks related to operation of transport vehicles. Operators and drivers participate in the scheme on voluntary basis.

Visy Logistics operates the freight services for all Visy outlets including Reservoir. In April and December 2009 officers wrote to Visy Logistics to seek comments on the Code. During the recent meeting held in December 2009 at the Visy Logistics office situated in Clayton, the Code and its impacts were discussed. The following information was obtained:

Visy Logistics fully support the Code. Visy operate their own fleet of heavy vehicles and follow an individual, specific Code of Conduct which was developed for internal use, in accordance with the industry’s (VTA and TWU) Code. Its focus is on load restraints and on ensuring that safety audits, OH&S meetings, training and briefings of drivers occur regularly. Weekly alerts are distributed to branches and drivers to provide updates on requirements and issues of concern.

The extent of the comment on the Code from other businesses in Reservoir area was limited as they are generally serviced by a variety of non-local and interstate individual operators. However the following has been established:

The industry, in general, appears to be well aware of the Code and of the requirements to operate freight efficiently and safely. Both drivers and operators are responsible for adherence to the Code. However little information is available about enforcement mechanisms within individual operators. Generally Unions have the power to act on disregard of the Code by individual drivers. VicRoads and Victoria police issue fines for traffic offences or faulty vehicles. Council can issue notices for parking related offences.

Codes of conduct may vary between operators but they are consistent with the broad principles in the industry’s model Code.

It is Officers’ opinion that the Codes encourage responsible driving and improve community’s perception of trucks however there are indications that currently, adherence - particularly in the small individual operators’ category - is less than desirable.


Page 61

At the 6 April 2009 Council meeting it was also resolved that:

(2) Council officers submit a report on how local residents in the affected area of north-west

Reservoir can be surveyed on their views regarding a ‘code of conduct’ in relation to the use

B-Doubles in the area, eg. householder letter or insert in ‘Darebin News’.

There are indications that, currently the perception of freight industry within some groups in the community is poor. While the transport industry’s codes of conduct play important role in improving this perception, it is believed that further exchange of information between Council, the community and industry is necessary.

A good way of informing and regularly updating Darebin’s community about the freight issues is to introduce a regular feature dedicated to freight in Council’s newsletter - Darebin News. This will provide Council with a tool for communicating to the community information related to freight and improving widespread understanding of the complex freight issues. It is important to seek community feedback on specific topics. Broad coverage of the newsletter in all three Wards would enable Council to collect comprehensive information and produce a database of issues that could be considered either in-house or forwarded to the stakeholders for consideration.

Visy expressed willingness to contribute to the dialogue between the freight industry and Darebin community.

Specific freight concerns can also be discussed during meetings of local focus groups to which representatives from the industry and relevant authorities can be invited.

Approaching local individuals and letter drop are considered less efficient ways of consultation, due to the limited target population and a risk of straying away from the significant issues.

DISCUSSION

In its discussion paper ‘Higher Productivity Vehicles’ (Reference 2), the MAV recommends that local councils support local freight access to service the first and the last kilometre of the journey.

Due to Darebin’s central positioning in the metropolitan road network (Appendix A), the impact of freight on its roads is likely to be significant, despite the absence of major freight hubs within the municipal boundaries.

Compliance and enforcement

Currently large vehicles up to a B-double size may travel without permit on declared main roads and gazetted local roads only. Freight permits are issued by VicRoads subject to prior assessment by Council. VicRoads enforce heavy transport laws.

A recent traffic study in the West Reservoir Area indicates discrepancies between the numbers of observed B-doubles on some roads and the numbers of Council assessments. This is indicative of poor compliance with the permit system and raises concerns about impacts on Darebin’s residential amenity and local roads infrastructure.

In response to Council’s enquiry, VicRoads Transport Safety Services, in a letter dated 22 July 2009 advised that 72 motor vehicles were intercepted in the Reservoir area between 21 May and 30 June 2009. A total of 13 traffic infringement notices and 48 defect notices were issued in the same period. No further details were provided, but figures confirm a considerable number of infringements. There were no indications of breaches of the posted speed limits reported on these days.


Page 62

Victoria Police advised that they normally do not enforce freight permits, but rather focus on ensuring compliance with the general road safety regulations.

Freight regulators and the industry continue to develop and implement a range of concepts in freight operations to improve operation and the image of freight. Currently the whole freight sector in Australia undertakes a major reform to ensure national uniformity. It is believed, over the coming years the consistency in compliance of freight with the local regulations will continue improving while differences between states disappear.

Involving the local community would assist with monitoring of freight and detecting non compliance. All members of the public can now report offending vehicles, however lack of awareness and ability to reliably recognise offending vehicles is a barrier.

Community engagement would add value to the monitoring of heavy vehicles and to improving the mutual understanding.

A 1999 Freight Study in Darebin

In 1999, during the development of the Darebin Transport Strategy, a transport consultant, Turnbull Fenner Pty Ltd, carried out a comprehensive freight movement study in Darebin. Results showed that the majority of predominantly rigid trucks (69%) and semi trailers (27%) operated during the four hours between the traffic peak times. The majority of trips were local (within the municipality) and the prevailing starting trip point was a transport company, followed by the store, warehouse or factory with the maximum of 30 trips made by a single vehicle and the majority of drivers making less than 5

trips per day. The summary of the study is provided in Appendix E. No similar study was carried out in Darebin since that date.

A need for a freight strategy in Darebin

Freight vehicles are vital for the economic sustainability and prosperity of Darebin and need to be accommodated capably within the road network. Council therefore needs to focus on strategies to manage the growing freight task.

The freight logistics and its evolving impacts on local amenity and environment are complex issues that require well structured, coordinated and strategic approach. Regular adjustments and reviews are required. At present, neither Darebin, nor any surrounding municipality has any dedicated policy with focus on freight. The management of transport of goods is guided by the current transport strategies where freight is generally not a prime focal point.

It is suggested that Council consider development of a municipal freight strategy, which will provide a freight targeted framework, to guide City of Darebin in decision making throughout the future years to come.

Such strategy would need to be consistent with the Freight Futures, the Victorian Transport Plan and the National Transport Reform. It needs to be in line with the Darebin Transport Strategy, the freight related recommendations of MAV and the related VicRoads strategies and programs. It should aim at enhancing benefits to Darebin and its communities, those of the adjacent municipalities and the industry.

The MAV indicates, that announcement on the federal budget, to address likely implications of the growing freight task, is likely to be made in mid 2010. Improvements to the road infrastructure and development of adequate freight management plans are included in this category.


Page 63

POLICY IMPLICATIONS

Environmental Sustainability

Movement of freight is usually linked with noise, vibrations, greenhouse gas emissions and occasional physical damage to the road related infrastructure. To arrest the predicted rapid growth of truck trips and related emissions due to resulting traffic congestion, Council will need to support the development of ‘smarter’, quieter and more fuel efficient vehicles with better load carrying capacity.

The recommendations of this report contribute to minimising adverse environmental effects and support:

The moderating of the projected growth in the numbers of heavy vehicles, thus reducing increase in road congestion,

Optimising travel distance, thus minimising fuel consumption,

Reducing greenhouse gases emissions by improving the road environment and minimising the number of stops (as stopping a vehicle and starting from a stop or low speed position contributes most to the pollution),

Promoting SMART (high capacity, electrical-hybrid, quiet, manoeuvrable) vehicle technology for better fuel efficiency and preservation of environment and residential amenity

Reducing reliance on individual car by goods reaching their destinations directly

Social Inclusion and Diversity

Access to goods and services is considered essential for the wellbeing of the Community including disadvantaged people. Such access will be enhanced with the greater variety of goods reaching increased range of destinations by freight being able to efficiently service the last kilometre of travel.

Freight is associated with a variety of social impacts related to perception of safety, noise, vibrations, etc. This report encourages development of measures that minimise adverse social impacts of freight and enhance community involvement in developing measures assisting the control of freight in Darebin. Examples include restraining the increase in numbers of heavy trucks on our roads and promoting development of more appealing, quiet vehicles that make roads more ‘pedestrian friendly’.

Other

Darebin’s Transport Strategy 2007-2027 (DTS) states:

“Trucks are (…) fundamental to the economic viability of local businesses. Positive

provision needs to be made for commercial vehicle serving of local centres and

employment areas.

…goods access must be maintained by the most appropriate means, even though this may

sometimes adversely affect the amenity of surrounding streets.”

Policy P13 of DTS states:

“Road space will be managed to give priority to sustainable modes”


Page 64

The DTS promotes movement of people and goods rather than vehicles alone. Generally DTS supports progress of freight mainly on designated strategic corridors and is consistent with Freight Futures.However, without appropriate access provided for freight access to individual destinations, the service to the community would be limited and trips by individuals to and from the goods distribution outlets would continue to add to congestion.

One of the key concepts in DTS is “Local Living”. Better accessibility for freight to service the ‘last kilometre’ of travel will enhance this concept and contribute to reduction of local trips made by individuals to local supermarkets.

The DTS supports sustainable movement of persons and goods on the preferred traffic routes. This report, in addition to recommending channelling the bulk freight into agreed corridors, supports direct freight access to end destinations of travel. Such access needs to occur in accordance with the freight control mechanisms agreed to by stakeholders. The contents of this report and the recommendations are consistent with the guiding principles of the DTS.

FINANCIAL IMPLICATIONS

Assessment of improvements to roads and road related infrastructure necessary to handle the increasing freight task is a major effort which Council has no allocated resources to meet. Federal funds are likely to become available in near future to assist local government with meeting this task. The development of freight strategy for Darebin could require approximately $50,000.

FUTURE ACTIONS

Council needs to continue discussions with stakeholders including VicRoads, Victorian Road Freight Advisory Council, Victoria Police and Municipal Association of Victoria with the aim of minimising adverse effects of freight operations on Darebin. Discussions to contain:

o Any strategies and programs aiming at addressing issues related to the growing freight task that minimising adverse impacts on the local community,

o Assistance with assessment of Council road assets for improvements for freight access and with possible development of freight related strategies,

o Resolution of the over dimensional route OD1 which is currently traversing the High Street civic centre and a level crossing with low overhead high voltage track cables over

the road (Figure 2 – see next page).

General agreement on gazettal of Darebin Roads for freight access is required, the following to be considered in such agreement:

o Minimum impact on residential amenity and road infrastructure,

o Safety and ease of access by freight to service ‘the last kilometre of travel’,

o Minimising administrative task for Council, road authorities and industry,

o Council adequately compensated for adverse effects.

Council, with VicRoads and other stakeholders, ensure adequate monitoring of freight movements on local roads in Darebin and explore further options for community involvement.


Page 65

Council consider developing and introducing suitable community engagement and education programs to assist with dealing with freight issues (B-doubles) on local roads. As a starting point it is suggested, that information on freight be developed and distributed. This to include:

o Broad introduction to freight

o Outline importance of presence of freight on local roads

o What is permitted and what is not

o Practical ways of recognising and classifying heavy vehicles

o Appropriate ways of reporting suspected vehicles.

Council review the regulatory truck bans and load limits in Darebin. Also roads and related infrastructure needs to be assessed with the view of seeking funding for necessary upgrades.

Council consider developing a freight strategy for Darebin.

Figure 2. Current and possible over dimensional OD1 route

RELATED DOCUMENTS

1. Freight Futures – Victorian Freight Network Strategy (Department of Transport 2008)

2. Discussion Paper - Higher Productivity Vehicles (MAV March 2009)

3. The Victorian Transport Plan (The VTP)

4. Towards an Integrated and Sustainable Transport Future – a new legislative framework for transport in Victoria (Victorian Government Discussion Paper – Melbourne, October 2007)

5. Darebin Transport Strategy 2007-27 (City of Darebin)

6. Victorian Bus & Truck Drivers Handbook – VicRoads, March 2009 (VicRoads Publication Number 00123/10)

7. Annual Report 2009 – National Transport Commission


Page 66

8. Transport Demand Information Atlas for Victoria 2008 (Vol.1 – Melbourne) – Department of Transport (ISBN: 0-7311-8756-3, ISBN13: 978-0-7311-8756-0)

9. Guidelines for Next Generation High Productivity Freight Vehicle Trial in Victoria – VicRoads September 2009

10. Council Officer Report on LATM study in West Reservoir in relation to trucks (A788454)

11. Melbourne Integrated Transport Model & Freight Movement Model (DoI – Policy & Intergovernmental Relations Division Infrastructure Economics & Modelling – August 2007)

12. Performance Based Standards Scheme Review - NTC, July 2009

13. Council’s letter of 7 July 2009 to VicRoads Transport Safety Services, (Ref. A736245)

14. VicRoads Transport Safety Services letter dated 22 July 2009 with information about enforcement (Ref. A745977).

15. Heavy Vehicle Speed Compliance: Review Of Regulatory Approaches, Discussion Paper NTC 2005

16. A Quick Guide To Heavy Vehicle Charges - NTC Factsheet, February 2008

17. Incremental Pricing For Heavy Vehicles, Summary Paper – NTC October 2004

18. SUBMISSION Incremental Pricing Feasibility Review by the National Transport Commission – ATA March 2009

19. 'Victoria's Local Roads: critical links in the national supply chain' – MAV, October 2009

20. Fatal heavy vehicle crashes Australia - Quarterly Bulletin January-March 2009, Department of Infrastructure, Transport, Regional Development and Local Government

21. Freight Movement Questionnaire Survey in Darebin – Turnbull Fenner Pty Ltd, July 1999

22. Darebin Freight Movement Investigation Survey – Turnbull Fenner Pty Ltd, July 1999 (Ref. 1997R4940)

23. VicRoads website: http://www.vicroads.vic.gov.au

24. ABS census

25. The Fair Work Act 2009

26. National Transport Commission (Model Act on Heavy Vehicle Speeding Compliance) Regulations 2008 - http://www.comlaw.gov.au/ComLaw/Legislation/LegislativeInstrument1.nsf/0/F313D7620E5CD25CCA2574880006242F/$file/0810668A-080515EV.doc

27. VicRoads website for Heavy Vehicle Maps: http://maps.vicroads.vic.gov.au/website/Heavy_Vehicles/viewer.htm

28. Implications of Mass Limits Review Recommendations for Local Roads – Working Paper No. 23, National Road Transport Commission May 1999

29. Investing in Transport - Sir Eddington’s Report


Page 67

8.6 MASSEY AVENUE AND ADJACENT AREA - LOCAL AREA

TRAFFIC MANAGEMENT STUDY

MINUTE NO. 98

AUTHOR: Senior Transport Engineer - Wal Cichocki

MANAGER: Manager Major Projects and Transport - Nick Mazzarella

BUDGET

IMPLICATIONS: Nil (improvements at the Hughes Parade and Massey Avenue

roundabout, road safety audits and pamphlets to be referred to

future Budgets)

SUMMARY:

At its meeting held on 15 June 2009, Council resolved that:

“Council officers report back to Council in relation to conducting a new Local Area Traffic

Management study between Massey Avenue, Broadhurst Avenue and High Street and Mahoneys Road

given the increased use of these and surrounding streets for trucks and other speeding traffic avoiding

High Street.”

This report provides analysis of traffic patterns in West Reservoir including heavy vehicles.

CONSULTATION:

Manager Urban Development

Manager Economic Development

Manager Amenity and Enforcement

City Services

Transport Coordinator - Moreland City Council

Victorian Road Freight Advisory Council

Victorian Freight and Logistics Council

Freight Officer - VicRoads

COUNCIL RESOLUTION

MOVED: Cr. T. Laurence

SECONDED: Cr. G. Greco

THAT:

(1) Council note this report.

(2) Council initiate and engage in a dialogue with the state authorities and the freight industry to ensure their commitment to cooperating and assisting Council with tackling impact of freight on West Reservoir.


Page 68

(3) Council engage State Government on the peculiar nature of the area having a lack of B-double access and look for ways to minimise impact to the local amenity and infrastructure.

(4) Road safety audits of key intersections in the West Reservoir area, including the Broadhurst Avenue/High Street intersection be undertaken for suitability of freight movements.

(5) Subject to budget allocations, improvements to the Hughes Parade/Massey Avenue roundabout be considered as per recommendations of the 2009 safety audit.

(6) Council look, under the ‘Safe Travel’ road safety strategy, to improve pedestrian amenity along the B-double and heavy vehicle routes.

(7) Council monitor movements of B-doubles and other freight vehicles on Massey Avenue and the adjacent area.

(8) Council seek enforcement of non-compliant use of Massey Avenue by freight.

(9) Council engage the local community, through pamphlets and advertisement in Darebin News or other suitable ways, in monitoring of freight traffic on Massey Avenue and other local streets in the area.

CARRIED

REPORT

BACKGROUND

Council manages roads that include:

- Local access roads,

- Collector roads for local access and limited mobility, and

- Secondary arterial roads with primarily a mobility function.

Council’s role is to ensure these roads are used in accordance with their classification and the Darebin Transport Strategy.

Typically, the community expect a high level of residential amenity with low traffic intrusion. Presence of large trucks on local roads is often challenged by residents as it is associated with perception of reduced road safety, considerable noise, greenhouse gases emissions, vibrations and a potential of damaging road infrastructure such as drainage pits and overhead cables.

As there is no mode of freight more flexible in urban environment than trucks; it is expected that their numbers in Metropolitan Melbourne, including Reservoir will increase.

Victoria’s Freight Strategy, Freight Futures 2008 estimates that by 2030 the number of tonnes of freight moving around Melbourne by road will double. This will result in an increased demand for road space by heavy vehicles.

Generally, reasonable numbers of trucks, up to a semi trailer size are permitted to use all public access roads without a permit. However, there are growing community concerns about heavy vehicles using such local roads as Massey Avenue, Edwardes Street, Newlands Road, Broadhurst Avenue, Colthur Street and Leamington Street in Reservoir.


Page 69

Massey Avenue is located along an important ‘desire line’ between the northern regional freight

corridors (F2 and M80 Ring Road) and inner suburbs and Port of Melbourne (Appendix E). Due to the projected growth in the northern regions, it is expected that demand for the north-south travel in the area will continue to grow.

CORE ISSUES

The Study

The area surrounding the above streets is located in a predominantly residential (R1Z) zone with a major industrial (IN1 and IN3) and public use (PUZ) zones situated in the western part, in the vicinity of Merri Creek (Figure 1). This area has a number of industrial sites that attract and generate freight movements. The zone is distanced from the regional strategic freight corridors and relies on access via local roads such as Massey Avenue, Newlands Road and Edwardes Street, all of which traverse residential areas.

Figure1. Planning Zones in West Reservoir

In order to analyse information about traffic patterns and any recent changes, a comprehensive traffic study was carried out in July and August 2009 in the area bound by Mahoneys Road, High Street, Edwardes Street and the Merri Creek. A larger zone was selected for analysis, to ensure wider context in the assessment of traffic patterns.

Traffic was recorded at 25 counting stations around West Reservoir. Data from 10 sites was analysed in detail. Results of earlier traffic counts, including a 2003 truck study in the area, were used in the analysis. Figure 2 shows locations of all traffic count locations where data was used in this report. The

results of the surveys are detailed in Appendix A.


Page 70

Vehicles passing over the traffic counters at each station were registered over 7 days continuously, in hourly intervals, in each direction separately.

Figure 2. Locations of traffic surveying stations in the study area. Data from marked sites is used in this report.

The following tasks were performed as part of his report:

Inventory of traffic data on selected roads,

Obtaining historical traffic data from previous surveys,

Processing and analysis of collected data, this includes:

o Calculating hourly and daily traffic volumes,

o Assessing distribution and composition of traffic flows,

o Obtaining numbers of vehicles in each of the 13 Austroads Classes, trucks were grouped into light (classes 3-5), medium to heavy (classes 6-9) and B-doubles and rigid larger

trucks (class 10+), (refer to Appendix B for definitions)

o 85th percentile speeds and percentage of motorists exceeding set speed thresholds

Comparing collected data with previous studies to establish changes and trends,

Assessment of compliance with speed limits, and

Analysis of casualty crashes, with consideration of crashes involving trucks.


Page 71

Traffic volumes

Findings of the study compared with a similar study carried out in 2003 and other surveys indicate moderate increases in traffic flows on Newlands Road: (from 9,978 to 11,098 vehicles per day) and a decrease on Broadhurst Avenue (from 3,092 to 2,643 vpd). Massey Avenue did not show a marked increase in volume, however proportions between various vehicle class groups have changed. Significant drop in the volume of medium to heavy vehicles (from 136 to 46 vpd) and an increase in number of light trucks (from 829 to 889 vpd) and B-doubles (from 28 to 31 vpd) were observed. The increases in light trucks and B-doubles roughly reflect changes in truck registrations across Australia (Ref. 9). Other marked changes in the volumes of heavy vehicles were observed on Edwardes Street, west of Spring Street (an increase from 1 to 22 B-doubles per day), Broadhurst Avenue (an increase in light trucks from 58 to 81 per day and B-doubles from 1 to 3 per week (Table 1).

The recently observed traffic patterns on the three important roads in the area: Massey Avenue, Edwardes Street and Broadhurst Avenue, compared with data recorded in previous years, are as follows:

Massey Avenue (classified as a secondary arterial road, the maximum recommended average daily traffic (ADT) appropriate for this type of road is 10,000 vpd):

o The average daily traffic volume was a high 13,773 vpd, which is 38% over the maximum recommended value. A 6.5% drop in volume was observed since 2003.

o The average daily volume of commercial vehicles was 1,086. A 7.2% increase in numbers of light trucks and a 66.4% drop in heavy trucks were observed.

o The average daily number of B-doubles and larger trucks was 31, a 10.8% increase.

Edwardes Street, west of Banbury Road (secondary arterial road, up to 10,000 vpd):

o Daily traffic: 9,553 vpd, a 10.0% drop since 2003.

o 609 light trucks (a 25.8% drop) and 89 heavy (a 30.9% drop since 2003).

o The survey suggests street use by 30 B-doubles per day, a 33% drop since 2003.

Edwardes Street, west of Spring Street (secondary arterial road, up to 10,000 vpd):

o Daily traffic: 9,951vpd, a 10% drop since 2000.

o 360 light trucks (a 29.6% drop) and 27 heavy (a 9.3% increase since 2000).

o 22 B-doubles per day, a marked increase by 2,500% (from 1 in 2000)

Broadhurst Avenue between High Street and Maclagan Street (local access collector street – ADT up to 6,000vpd):

o Daily traffic: 2,643vpd, a 14.5% drop, compared with 2002.

o 81 light trucks (a 39.4% increase) and 3 heavy (a 71.4% increase since 2002).

o One B-double and two double rigid trucks (RT) were recorded during whole week, between 30 March and 6 April 2009 compared with one in a similar period in 2002.


Page 72

The summary of findings is shown in Table 1.

Year Street Location ADT % cv

Light

trucks

(Class 3-

5)

Heavy

(Class

6-9)

B-

doubles

(Class

10+)*

85%-le

speed

2009 Hughes Mahoneys-Davidson 17,663 7.8 n/a n/a n/a 60.1

1993 22,330 n/a n/a n/a n/a n/a

2009 Massey Goodley - Amery 13,773 7.9 889 46 31 60.8

2003 14,726 6.7 829 136 28 64.0

2005 Banbury south of Leamington 13,157 8.8 860 295 n/a 61.1

2000 13,624 7.6 632 197 15 68.0

2008 Newlands Carawa – Arunta 11,098 9.7 570 77 27 60.3

2000 9,978 10.1 312 65 4 66.0

2009 Edwardes Banbury – Plateau 9,553 9.6 609 89 30 58.5

2003 11,215 8.9 822 129 44 52.9

2009 Edwardes Spring – Harbury 9,951 4.1 360 27 22 55.7

2000 11,594 4.7 511 25 1 54.0

2009 Broadhurst High – Maclagan 2,643 3.2 81 3 <1 59.0

2002 3,092 1.9 58 2 <1 62.0

* class 10+ includes B-doubles and larger rigid trucks (RT)

Table 1.Summary of recent survey in West Reservoir and data available from previous surveys

Graphic illustration of changes in truck volumes in the area is shown on Figure 3.

The average daily volumes (ADT) on important roads are shown along with daily numbers of trucks grouped into light, heavy and B-doubles. Changes over the last six years are shown in brackets (negative and positive symbols represent drop and increase respectively). Width of each road represents the average daily volume.


Page 73

Figure 3. Changes in truck volumes on significant roads in the study area (ADT = average daily traffic, vpd = vehicles per day, cv = commercial vehicles,)

While presence of trucks on surveyed roads is easily noticed during site visits, due to their sizes and appearance, the survey results show their share in the overall traffic stream remains within a reasonable range of between 1.9% and 10.1% (Table 1).

Traffic speeds

All surveyed vehicles were generally travelling at speeds consistent with patterns typical in urban zones. The average 85th percentile speeds on all surveyed roads in the area were:

- 51.4 km/h, on roads with a 50 km/h speed limit, and - 59.0 km/h, on roads with a 60 km/h speed limit.

However speeding was observed on some local streets. Data shows that predominantly individual car drivers were speeding, while trucks were more likely to adhere to the speed limits.

For example, in the stream of traffic travelling on Massey Avenue at the 85th percentile speed of 60.8 kilometres per hour, the proportion of trucks exceeding the speed limit of 60 was 4.9% compared with cars of 23.6%.


Page 74

Summary of speed surveys is shown in Table 2

STREET SECTION

SPEED

LIMIT

OBSERVED

2003

OBSERVED

2009

Massey Avenue Amery-Bray 60 64.0 60.8

Edwardes Street Banbury-Plateau 60 52.9 58.5

Broadhurst Avenue High-MacLagan 50 62.0* 59.0

Davidson Street Massey-Amery 50 n/a 62.0

Leamington Street Landy-Ameily 50 n/a 59.4

Radford Road Broadhurst-Brex 50 n/a 58.3

* 2002 data

Table 2. Observed average 85th percentile speeds on selected streets in West Reservoir

Crashes and road safety

Crashes in the area have been evaluated with consideration of those involving heavy vehicles.

The history of reported casualty crashes on these roads over the last 22 years was considered to establish trends over a long time period and provide meaningful comparison between the streets.

The Victorian road accident reporting system, CRASHSTATS shows that since 1987 reported casualty crashes were distributed on almost all streets in West Reservoir randomly, with numbers proportional to exposure and traffic volumes.


Page 75

Figure 4 shows all sites in the study area where crashes were reported.

Figure 4. All sites with casualty crashes on local roads in West Reservoir area (1987 - 2008) Crash sites within the study area are highlighted: intersections (green) and mid-block (red) Source: CRASHSTATS

Four roads were selected as best representing the area for analysis of reported casualty crashes: Edwardes Street, Massey Avenue, Broadhurst Avenue, and Banbury Road. They carry significant volumes of trucks and are of marked importance in the study area.

Chart 1 and 2 show annual numbers of crashes recorded between 1987 and 2008 on Edwardes Street, Massey Avenue, Broadhurst Avenue and Banbury Road. Each bar represents an individual number of crashes in each calendar year.

NORTH


Page 76

Chart 1. Annual crash numbers on four selected streets in the study area between 1987 and 2008

Chart 2. Annual numbers of crashes involving trucks on selected streets in the area between 1987 and 2008 (Source: CRASHSTATS)

The above crash data indicates that over the 22 year period (1987-2008), only 6.2 per cent (16 out of 260) of all combined casualty crashes on the above selected local roads involved trucks. This proportion dropped to 2.7% in the last 5 years and to zero in the last 3 years.

However, in March 2009 there was one isolated fatal crash at the intersection of High Street (a declared main road) and Broadhurst Avenue (local street) that involved a turning B-double. This B-double was using Broadhurst Avenue without Council’s consent. This fatality is not shown on the above charts since it was not available when Crashstats was referred to for the analysis.

The listing of all crashes between 1987 and 2008 on local streets in the subject area is provided in

Appendix C.


Page 77

Road Safety Audit – Hughes Parade and Massey Avenue roundabout.

In August 2009, traffic consultant Traffix Group Pty Ltd was engaged by Council to carry out a review of road safety at and in vicinity of the Hughes Parade/Massey Avenue roundabout. The study included a review of crash information and traffic data and also considered a 1999 site assessment by traffic consultant, Andrew O’Brien and Associates.

In the resulting report, several issues with regard to the road safety conditions at this roundabout have been highlighted. They include:

Insufficient sight distance at selected locations,

Substandard signage, street lighting and safety hazards such as short sections of guard rails and power poles close to the roadway,

Actual travel speeds inconsistent with the design speeds, and

Continuing casualty crashes (3 reported in the 1990-97 period and 5 between 2003 and 2007).

The recommended ameliorative actions include:

Reducing the two circulating lanes at the roundabout to one,

Modifications to splitter islands on approaches for better visibility,

Narrowing down the south-east exit at Hughes Pde for speed control, and

Improving signage in the area and removing hazardous road furniture.

It is proposed that these recommendations be considered for early implementing, subject to cost-benefit evaluation and appropriate budget allocations.

Darebin Freight Movement Investigation Survey

In May-July 1999, traffic consultant Turnbull Fenner carried out an origin-destination survey in the whole City of Darebin to assist Council with the development of the Integrated Transport Strategy. Commercial vehicle movements were recorded at 14 monitoring stations and 25 local businesses provided important data.

In summary, it was found that only 27% of trucks were semi-trailers and that much of the origins and destinations of trucks were within the municipality. This demonstrates the importance of freight to Darebin’s economy.

Conclusions from the study are detailed in Appendix D.

Discussion and conclusions

The study shows, that Massey Avenue and Edwardes Street are significant local traffic corridors in the West Reservoir area. They are used by considerable traffic volumes and with marked and growing proportions of freight. There is little historical traffic data available for other local streets in the area, therefore it is currently difficult to accurately assess changes to the volumes of commercial vehicles on these roads. However, data about heavy vehicles recorded to date suggests these volumes in these streets are, at present, considered low and acceptable.


Page 78

During the recent survey, one B-double was recorded travelling on Hughes Parade, between Carson and Asquith Streets, for use of which a permit is required. This vehicle was recorded on Monday, 27 July 2009 between the hours of 11 am and 12 noon, travelling eastbound at a speed between 40 and 50 km/h. (Ref. traffic survey, Objective Reference A761583).

In January 2008, VicRoads approached Darebin regarding gazettal of Plateau Road, Newlands Road, Vickers Street and industrial section of Radford Road for access by B-doubles. Listing of freight routes in the Victoria Government Gazette gives the right to operators to use local roads for access without freight permit. These are industrial roads typically used by trucks and gazettal is supported. The gazettal of Edwardes Street was opposed by Council officers (Figure 5).

In 2008, Council assessed approximately 30 applications from operators for B-double access. The corresponding number for 2009 was about 20. Findings of the recent study indicate that in April 2009, on Massey Avenue alone, on average 31 daily trips were made by B-doubles. This may suggest issues with B-double operators’ compliance with the permits system. VicRoads advise that they issue permits to more than one B-double operator once Council has assessed a particular route. VicRoads routinely monitor B-double compliance and may provide additional enforcement, if necessary.

Moreland City Council advises that they allow B-doubles on Newlands Road which links with Massey Avenue via Banbury Road. Each year Moreland issues about two B-double assessments for Newlands Road which translates to approximately 2 round truck trips per week. A similar number of applications for access on Newlands Road is assessed in Darebin.

Newlands Road and Massey Avenue are located along an important ‘desire line’ between the junction of two regional transport corridors in the north (F2 and the M80 Ring Road) and the inner suburbs and Melbourne port. This ‘desire line’ aligns with a formerly proposed freeway corridor along Merri Creek

(Appendix E). Due to the projected growth in the northern regions it is expected that demand for the north-south travel in the area will continue to grow.

There is a need for trucks to use the subject area to service ‘the first and the last kilometre of freight travel’ to add to the economic sustainability and prosperity of Darebin. Massey Avenue, Newlands Road and Edwardes Street currently carry the bulk of freight traffic in the area (Figure 3). There are growing concerns, confirmed by the study, about increasing numbers of B-doubles using Edwardes Street where it connects with High Street and Spring Street (declared main road, open to B-doubles).

The road networks’ primary task is to share the traffic. Broadhurst Avenue is currently used by low volumes of traffic and has potential of providing possible ‘relief’ for freight access in the area. This option should be explored, subject to careful and detailed assessment of route elements, bottle necks and critical points, such as the intersection with High Street.

The road infrastructure including guard rails and signs along Massey Avenue and adjacent areas, are in poor condition. Roads and intersections were constructed to the design standards of the day and struggle to cope with high volumes with a growing freight component. Council is spending approximately $35,000 of Capital Works funds in the financial year 2009/2010 on pavement improvements on Massey Avenue in vicinity of Gladstone Avenue. Further sections of Massey Avenue have been identified for improvements.

It is recommended, that a road safety audit of intersections, roads and infrastructure be undertaken on Massey Avenue and adjacent area to provide safe environment for all users. The audit is to include traffic and truck signs.


Page 79

Freight regulators and industry continue to develop and implement a range of improvements in freight operations. Currently the whole freight sector in Australia undertakes a major reform to ensure national uniformity. It is believed, over the coming years the consistency in compliance of freight with local regulations will continue improving and differences between the states and territories disappear. Report Item 8.5 to this meeting discusses freight matters in more detail.

This could include involving local community in monitoring of freight (B-doubles) and detecting non-compliance. All members of the public can now report offending vehicles, however lack of awareness and ability to reliably recognise offending vehicles is a barrier.

Community engagement would add value to the mutual understanding and the monitoring of heavy vehicles in residential areas. Targeted enforcement would need to be considered.

The West Reservoir business zone is listed in the Darebin Transport Strategy as a core Industrial Precinct. It is one of Darebin’s major commercial areas of importance and likely to remain so in the foreseeable future. Freight access will continue to be required.

POLICY IMPLICATIONS

Environmental Sustainability

Removing bottle necks, squeeze points and tight corners will contribute to ‘stop free’ progression of heavy vehicles and, in effect, to reducing greenhouse gases emissions and to fuel savings.

Social Inclusion and Diversity

High volumes of heavy vehicles may continue to have impact on perception of safety by individuals. Difficulties with crossing roads that carry continuous flows of heavy vehicles may contribute to a feeling of isolation by individuals.

Accessibility of freight transport contributes to the economic and employment sustainability of the West Reservoir industrial zone, providing employment for local residents.

Other

Nil.

FINANCIAL IMPLICATIONS

Controlled and safe access to and from the West Reservoir industrial zone will contribute to the economic growth, better employment opportunities and to financial benefits to Darebin.

However, the growing use of local roads in the area by heavy vehicles will increase a need for road maintenance.

Safety improvements at the Massey Avenue/Hughes Parade roundabout will require future capital budget allocation.


Page 80

FUTURE ACTIONS

Continue monitoring of traffic on Massey Avenue Reservoir and the adjacent area.

Liaise with VicRoads and Victorian Road Freight Advisory Council on freight matters to moderate traffic increases in Hughes Parade and Massey Avenue.

Refer the safety improvements at the Massey Avenue/Hughes Parade roundabout to the future Capital Works Program.

Consider developing and introducing suitable community engagement and education programs to assist with dealing with freight issues (B-doubles) on local roads. As a starting point it is suggested, that information on freight be developed and distributed and include:

o Broad introduction to freight

o Outline importance of presence of freight on local roads

o What is permitted and what is not

o Practical ways of recognising and classifying heavy vehicles

o Appropriate ways of reporting suspected vehicles.

Carry out audit of traffic signs and other road infrastructure in the subject area.

Carry out road safety audits in the area.

Reach agreement on gazetted access to the West Reservoir industrial area (Figure 5)

Figure 5. Approved roads for B-double and Higher Mass Limit trucks in West Reservoir (source: http://maps.vicroads.vic.gov.au/website/Heavy_Vehicles/viewer.htm , VicRoads 2010)


Page 81

RELATED DOCUMENTS

‘Hughes Pde/Massey Ave, Reservoir: Road Safety Review’, TraffixGroup Pty Ltd, November 2009 (GRP11236R6155 v2.docx)

Improvements to Massey Avenue-Hughes Parade-Davidson Street-Callander Street Roundabout – Andrew O’Brien & Associates Pty Ltd, July 1999

Discussion Paper - Higher Productivity Vehicles, MAV, March 2009

Freight Futures – Victorian Freight Network Strategy, 2008

Darebin Freight Movement Investigation Survey - Turnbull Fenner, July 1999 (1997R4940)

Freight Movement Questionnaire Survey – Turnbull Fenner, 8 July 1999

Traffic survey on Hughes Parade 2009, Objective Reference A761583

‘Road Hierarchy and Functional Classification’, ARRB Special Report 53, Brindle, 1989

Motor Vehicle Census, Australia, 31 Mar 2009 - 9309.0 - Australian Bureau of Statistics, November 2009

council minutes 15 march 2010-reports on freight

Documents