Perth Central Business District Transport Plan 2012

Transcription

1 Perth Central Business District Transport Plan 2012

2 Perth Central Business District Transport Plan 2012

3 Table of Contents 1. Introduction Priority Actions Context Travel around central Perth Travel to and from central Perth Travel within central Perth Influencing Travel Demand Beyond Governance...58 Perth Central Business District Transport Plan

4 Perth Central Business District Transport Plan Introduction

5 1. Introduction Central Perth is undergoing the biggest transformation in its development history. An increasing population, a robust State economy and a growing city landscape have become catalysts in the ever-changing face and structure of Western Australia s capital city in recent years. There are major civic projects planned or underway focusing on reconnecting the city centre with Northbridge and the Swan River, and for the opening up of the city s eastern gateway. The Perth City Link, Elizabeth Quay and Riverside developments will provide significant and distinct benefits to the city, metropolitan Perth and the State. These include revitalising the city with improved office, residential, retail and tourism capacity; increasing the residential population of areas in close proximity to public transport and other amenities; and improving connections across the city and to the river. These developments will also increase demand on the road network in central Perth and result in a greater need to effectively manage travel demand to ensure people can travel as efficiently as possible to and within a growing and vibrant city centre. Moving more vehicles and people to and within a city such as Perth, where available land for transport corridors has remained unchanged, presents a significant challenge for the local and State governments. Studies have concluded that there is no single solution to managing congestion in Australia s developing cities. An integrated suite of transport-related initiatives will therefore be needed to accommodate this new stage of development, growth and change that Perth is entering. The Central City Strategic Transport Working Group, led by the Department of Transport (DoT), has developed a range of initiatives to manage the impact of these developments on the central city s transport system in the short-term. This working group included the City of Perth (the City), Main Roads WA (Main Roads), the Public Transport Authority (PTA), and the Department of Planning (DoP). The Perth Central Business District Transport Plan 2012 (CBD Transport Plan) considers the service and associated infrastructure improvement needs of pedestrians, cyclists, public transport and taxi users, and private car and commercial drivers who need to travel to and within the city, as well as around it. With the imminent changes set to occur to the CBD road network in the next two years, the city will benefit from these initiatives being implemented promptly. Developing the CBD Transport Plan has involved modelling the current situation to determine future scenarios, and identifying what is required to reduce pressure on the existing road network now and into the future. The focus is on determining how people can best get to the city, how they will move within it in the future and how they will avoid unnecessary trips through it. The medium-term requirements, such as the widening of Thomas Street, from Hay Street to Kings Park Road, will be considered as part of the DoT s Moving People Network Plan, which is under development and due for completion in late This strategic plan will overarch other plans currently being finalised such as Public Transport for Perth in 2031 (2011), which incorporates light rail considerations, and the Western Australian Bicycle Network Plan (2012). Perth Central Business District Transport Plan

6 1. Introduction Plan Objective and Principles The CBD Transport Plan (the Plan) seeks to ensure that the city has a sustainable, integrated and more balanced transport system in the shortto-medium term which can accommodate and complement major city development projects, as well as the major changes in population and economic development currently occurring across metropolitan Perth. The effectiveness of the transport system within the CBD is affected by the transport needs of the city, its nearby suburbs, and ultimately of the metropolitan region as a whole. This Plan recognises these influences, but will focus on modifying the transport system in central Perth to achieve more balanced and acceptable levels of service for all modes, whether travelling to, within or around the city centre, using these principles: A clear road function hierarchy will assign specific modal and network purposes to particular streets to ensure a well-balanced, integrated and efficient system is achieved. Strategic public transport routes into the city centre will be identified, protected and enhanced to achieve improved service levels. WEST PERTH City centre (and other major pedestrian areas) will be legible, permeable and have reduced traffic speeds. This will, in part, be achieved by converting most of the existing one-way streets to two-way. NORTHBRIDGE PERTH CBD City of Perth and environs EAST PERTH Well connected transport systems will encourage destination planning to the city core and other major pedestrian areas. As demand for road space increases, priority will be given to efficient and more sustainable modes in particular walking, cycling and public transport. Perth Central Business District Transport Plan

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8 Perth Central Business District Transport Plan Priority Actions

9 2. Priority Actions The management of the transport system in central Perth into the future will involve a combination of integrated and complementary strategies being implemented, and a range of activities being undertaken by the State s transport agencies in partnership with the City of Perth (the City) and the Metropolitan Redevelopment Authority (MRA). The initiatives in the CBD Transport Plan will be implemented over the next five years, with many of them to be in place over the next one to two years. The Plan considers the broad needs of central Perth, not just the CBD area, although most of the initiatives will directly affect the CBD itself as a pivot point of the transport system. Modelling based on a 2016 timeframe has had a direct influence on these proposals. Further modelling with a 2031 timeframe will be developed to form the context for future actions and initiatives beyond 2016, which will be reflected in the Moving People Network Plan. The Plan considers the broad needs of central Perth, not just the CBD area, although most of the initiatives will directly affect the CBD itself as a pivot point of the transport system. Perth Central Business District Transport Plan

10 2. Priority Actions Travel around central Perth Graham Farmer Freeway/ Mitchell Freeway Upgrade This project aims to cater to the regional travel needs of people going to destinations other than the CBD. In March 2012 the State Government announced its decision to increase the capacity of the Graham Farmer Freeway (GFF). This extra capacity will more than accommodate the increase of 8,500 vehicles per day westbound and 6,000 per day eastbound through the tunnel, expected by mid-2013, as a result of changes to Riverside Drive. Project elements: An additional lane will be added to the GFF, without altering the structure of the tunnel, to provide three lanes in each direction. Existing break-down shoulders will be re-allocated as traffic lanes. Mitchell Freeway northbound will be widened from the GFF tunnel to provide two throughlanes from the GFF to feed onto the freeway to minimise traffic banking up into the tunnel. An additional slip-road from the existing Loftus Street exit back onto the Mitchell Freeway will be created to permit northbound traffic exiting the Mitchell Freeway at Southport/Vincent Street and Powis Street to select the correct lane earlier and reduce weaving from the righthand lanes to the left-hand exit lanes. Widening of the Mitchell Freeway (northbound only) from the GFF to Hutton Street to improve traffic flow. Loftus Street/GFF off-ramp/cambridge Street an additional left-turn lane, lane reallocation and turn-lane extensions have been added to the overall GFF/Mitchell Freeway widening project. Travel to and from central Perth Improvements for Intersections/Roads Achieving major modifications to the existing city intersections is limited by the available road reserve and the need to balance provisions for the various modes of transport. To improve the efficiency of the road network in the short-term, improvements to intersections and local roads are being reviewed and progressed. Perth Central Business District Transport Plan

11 2. Priority Actions Project elements: Point Lewis Rotary peak period traffic lights on the approaches are proposed to improve management of the roads to support the new bus lanes and increasing traffic demand; with traffic modelling to inform which legs are signalised and for how long during peak periods. East Parade review the left-turn from East Parade onto the GFF westbound, along with the lane configuration on the Collector Distributor road between East Parade and Lord Street. Railway Street/Thomas Street review the option of staggering the pedestrian crossing across Thomas Street on the northern side of Railway Street to make more efficient use of signal timings. Assessment and adjustments, where possible, to signal phasing at intersections to improve efficiency, and the introduction of parallel pedestrian crossings at key intersections. Improvements for Buses As there is limited road space on the approaches to and within the CBD, widening roads for car use is impractical and counterproductive. Public transport vehicles, such as buses, move people more efficiently. Given a standard-size bus takes up the road space of around 2.5 cars and can carry over 60 passengers, it is around 12 times more efficient than a car in terms of effective utilisation of road space. Project elements: A new Central Area Transit (CAT) service, to be called the Green CAT to operate between the Leederville and Esplanade train stations via West Perth. The new service will allow passengers on the Joondalup Line, who work in the western end of the city, to transfer at the Leederville Train Station onto the Green CAT; passengers on the Fremantle Line to transfer at City West; and those on the Mandurah Line to transfer at the Esplanade Station. The Green CAT will commence in July 2013 with seven additional buses and new stop modules and shelters. Roadway/kerbside works are required to be undertaken at Leederville Station. Perth Central Business District Transport Plan

12 2. Priority Actions Three additional buses to supplement current CAT services were introduced from July 2012 to meet growing passenger demand until the Green CAT commences. Consistent with the draft Public Transport for Perth in 2031 plan, priority bus lanes will be implemented on key bus routes such as Beaufort Street, William Street, and Mounts Bay Road to aid the effectiveness of public transport. Bus lane treatments for Adelaide Terrace will also be investigated. Travel within central Perth Two-way Streets As part of the City s An Urban Design Framework: A Vision for Perth 2029, existing one-way streets in the CBD will be opened to two-way traffic as part of the strategy to make the street network more legible in the central area for visitors, workers and residents alike, and make the overall area better for pedestrians, cyclists and public transport users and taxis. The City has already converted a number of streets to two-way operation William Street between The Esplanade and Wellington Street (changed to two-way in 2008), and The Esplanade, the Horseshoe Bridge and Barrack Street south of St Georges Terrace (2010). The introduction of two-way traffic on Riverside Drive from the Point Lewis Rotary to William Street will be undertaken as part of the Elizabeth Quay project and should be in place by Project elements: Beaufort Street and William Street between Newcastle and Roe Streets will be converted to two-way operation in Continuation of the program to convert most one-way streets in the CBD to two-way operation with only a handful of narrow local streets remaining one-way. Priorities and proposed timeframes include: o Murray Street (Barrack Street to Pier Street) /14; o Murray Street (William Street to Thomas Street) /14; o Mounts Bay Road (Mill Street to William Street) /14; o Murray Street (Pier Street to Irwin Section) /15; o Barrack Street (St Georges Terrace to Wellington Street) /16 Perth Central Business District Transport Plan

13 2. Priority Actions Active Traffic Management Active traffic management will maintain maximum road safety and traffic capacity by minimising disruptions from crashes, vehicle break-downs and illegal clearway parking on key roads in central Perth and sections of the Graham Farmer and Mitchell Freeways that affect the city. This will commence in 2012/13. Project elements: Additional CCTV cameras to provide better coverage of congestion hotspots and incidents, which will allow for incident detection and proactive real-time traffic signal timing changes to improve traffic flow. Incident Response Service, commencing in November 2012, to respond to incidents quickly to reduce the build-up of traffic and improve safety. A service dedicated to the removal of vehicles parked in clearways and other road obstructions to offer reliable travel times for public transport and general traffic. Better communication and information to media and road users via Main Roads Traffic Operations Centre including a dedicated 24-hour telephone number (13ROAD). Main Roads, the City and MRA will work toward a more coordinated and proactive approach to managing and communicating lane and road closures. This will complement policies adopted recently by the City in order to maintain its road network during periods of high activity. Improvements for Taxis Taxis carry 500,000 passengers in metropolitan Perth each week and play an integral public transport role. A partnership has been established between the State Government, the City and the Taxi Industry to enhance the role that taxis play in the provision of public transport. Project elements: The development of a Promotion/Branding Strategy to enable consumers to easily locate taxi ranks within the CBD. A review by the City of existing kerbside usage to optimise taxi rank space within the CBD, and to investigate the preference to establish several major taxi ranks instead of minor ranks. Minor ranks will still be required but in reduced numbers. Perth Central Business District Transport Plan

14 2. Priority Actions Improvements for Cyclists There is a need for additional Principal Shared Paths (PSPs) that link to the CBD, designated cycling routes within the city and end of trip facilities for cyclists. These issues were identified as part of the development of the draft Western Australian Bicycle Network Plan released in March Project elements: Construction of the Market Street to Wellington Street connection for the Fremantle PSP (between Perth Arena and the Mitchell Freeway). Extension of Roe Street PSP from Milligan Street to Thomas Street. Inclusion of on-road cycle lanes on Barrack Street between Riverside Drive and The Esplanade as part of the Elizabeth Quay road works. Finalisation by the City of the City of Perth Cycle Plan 2029 which includes a proposed strategic cycle network based on the City as a destination. Maintaining or enhancing existing PSP and RSP facilities within central Perth affected by new developments. A feasibility study on options to increase end of trip facilities for cyclists, such as the provision of a large, high-quality facility, multiple smaller public facilities and/or a grant scheme to retrofit older buildings which do not have end of trip facilities. Improvements for Pedestrians The two-way streets program will benefit pedestrians by improving safety and amenity, and, over time, will result in a cultural shift for both pedestrians and motorists. Parallel pedestrian crossing facilities have been trialled in the CBD. With these facilities, pedestrians are able to cross at signalised intersections at the same time as vehicles travelling in the same direction. Turning vehicles are required to give-way to crossing pedestrians. The Parallel Walk initiative will result in shorter overall traffic signal cycle timing, reduced wait times for pedestrians, and improved travel times for public transport and other vehicles. Project elements: Expediting the conversion of 56 existing fullyprotected pedestrian phases at traffic signals in the CBD to parallel pedestrian phases, with the first 15 completed at strategic locations by mid An education campaign on new light phases for drivers, cyclists and pedestrians. The City has already embarked on a program of footpath widening and amenity improvements. Influencing Travel Demand Parking Parking planning and management is an essential element of congestion mitigation. The State Government s Perth Parking Policy is well placed to ensure the quantum, location and nature of parking in central Perth is planned, built and used in a more effective and efficient manner. Perth Central Business District Transport Plan

15 2. Priority Actions Among a range of inter-related policy elements, the policy already provides for a Pedestrian Priority Zone (PPZ) that protects key pedestrian locations and thoroughfares from unnecessary vehicle intrusion for parking purposes. Within the PPZ, new short-stay public parking may be permitted to be established provided it does not require access from streets within the PPZ. New long-stay public parking is not permitted. Project elements: Revision to the Perth Parking Policy, gazetted in October 2012, which includes: An extension of the PPZ to incorporate Elizabeth Quay and the eastern half of Perth City Link. The creation of protected pedestrian corridor eastwards and westwards along Hay Street. Amendments to the tenant parking street hierarchy align with current and future pedestrian flows and public transport priority routes. A reduction in tenant parking allowances for new and redeveloped buildings on certain key public transport and pedestrian priority streets. TravelSmart Workplace Better access to and within the CBD requires different travel choices, as well as improved infrastructure and services. The State Government s TravelSmart Workplace program assists employers and building managers to raise employee awareness and adjust workplace facilities and practices so more people can carpool, use public transport, cycle or walk to their workplaces, or telework. It is a joint initiative of the Department of Transport (DoT) and the Department of Environment and Conservation (DEC). Working with the City, and with additional partner funding, between 2012 and 2015 the program will engage more employers in the Perth CBD to support active travel options. Project elements: Develop and promote TravelSmart guidelines for employers and building managers in central Perth on practical ways they can support active travel choices by employees. With the support of DEC and the City, over the next three years assist at least 30 mediumto-large employers to develop and implement workplace travel plans to support greater use of public transport and active travel options, including public transport, for commuting and business trips by city workers. BEYOND 2016 Light Rail Within the context of the draft 20-year public transport network plan (Public Transport for Perth in 2031), planning for a light rail system to the Perth CBD was announced by the State Government in September To be called the Metro Area Express (Max), the commencement of construction is targeted for 2016 once the planning and design phases have been completed. Moving People Network Plan DoT is developing a Moving People Network Plan which will be finalised by the end of 2012 for consideration by the State Government in It will be an overarching strategy for the operation, improvement and expansion of the road network up until 2031 to meet the needs of Perth s growing population, and will tie in with Directions 2031 and Beyond (2010). To better plan the CBD s transport network over the longer term, DoT will review available options to expand the coverage of the transport forecasting models beyond the City s boundaries to include nearby suburbs where high density developments affect movement through and near the city, and which are affected by development plans. Perth Central Business District Transport Plan

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17 3. Context Strategic Planning Context There are many major planning activities and reports that have been considered in the development of the CBD Transport Plan (the Plan). These include: Directions 2031 and Beyond (2010), the strategic spatial plan for metropolitan Perth, recognises the benefits of a more consolidated city, and addresses urban growth needs. It provides for different lifestyle choices, vibrant nodes for economic and social activity and a more sustainable urban transport network. The draft Central Metropolitan Perth Subregional Strategy (2010), which flows from Directions 2031 and Beyond, sets employment and housing targets for the central sub-region. An Urban Design Framework: A Vision for Perth 2029 (UDF, 2009), endorsed by the City of Perth (the City), provides guidance and illustration on a range of elements that together make up a city environment. Among other things, the UDF reflects the strong relationship between transport planning and city development and how these contribute to the City s identity, structure, common interest and culture. Department of Planning and Western Australian Planning Commission s draft Capital City Planning Framework (2010) sets out a spatial strategy for central Perth, the 12km by 12km area around the city centre, and indicates how the objectives of Directions 2031 and Beyond and the draft Central Metropolitan Perth Sub-regional Strategy (2010) could be achieved. The draft Public Transport for Perth in 2031 (2011) provides for the future of public transport in Perth to 2031, and opportunities to develop and enhance the network to meet population challenges. The draft Western Australian Bicycle Network Plan (2012) will guide the continued delivery of cycling infrastructure to better meet the growing demand for convenient, safe cycling. The draft City of Perth Cycle Plan 2029 was released for pubic consultation in June This plan will provide better connections between Principal Shared Paths and workplaces. Our Cities, Our Future A National Urban Policy for a productive, sustainable and liveable future (May 2011) sets out the Australian Government s objectives and directions for Australian cities in preparation for the decades ahead. It outlines how cities will be more productive, sustainable and liveable. This national policy will guide further policy development as well as future public and private investment in cities. Major Development Projects There are large projects either committed to or underway that will impact on transport to, from and within central Perth, including: Elizabeth Quay a precinct covering nearly 10 hectares of land that returns the city s focus to the iconic Swan River. Features include a 2.8-hectare inlet surrounded by landscaped terraces, boardwalks and promenades, with shops, cafes, restaurants and other entertainment venues. The project will offer new CBD residential options, hotel and shortstay accommodation, and commercial space. Riverside located east of the CBD and bordered by the Swan River, Adelaide Terrace and the Causeway, the 40-hectare project will see existing sporting and educational icons such as the WACA Ground, Gloucester Park and Trinity College integrated with new development. Perth Central Business District Transport Plan

18 3. Context The project will transform Perth s eastern gateway through the creation of a cosmopolitan waterfront community and tourist destination with entertainment, commercial, retail, civic and residential uses at this unique location. The project will bring almost 6,000 new residents into the area and attract another 1,700 workers. Perth City Link a regeneration project in a 13.5-hectare area bounded by the Mitchell Freeway, Roe Street, Wellington Street and the Horseshoe Bridge. The project will reconnect the CBD with Northbridge for the first time in 100 years. It will improve access and connectivity, and form strong linkages to the foreshore, as well as address transport and infrastructure issues. Perth City Link includes a mix of new transit, commercial and retail zones, public spaces and living opportunities. Perth Major Stadium Perth s new multipurpose stadium is being built on the Burswood Peninsula and is scheduled for completion in It will have a 60,000-seat capacity with provision for future expansion to 70,000 seats. These and future projects need to be considered collectively, rather than being treated as projects in isolation. All will impact on the vibrancy and quality of city life and the transport system needed to support it. There is an inherent need to effectively manage the link between transport and land-use planning, which will be achieved through all agencies planning together for the short-, medium and long-term. These projects, as well as others, will result in a number of changes to the existing transport network, with new infrastructure being provided to ensure their successful delivery. A significant amount of detailed technical work has been completed to make sure the proposed changes to the city and the transport network bring as much benefit as possible to the community. Travel Demand Currently there are some 128,000 people employed in central Perth. This represents approximately 18 per cent of total employment in the greater Perth metropolitan area. While the percentage has decreased over time (in 1971 central Perth accounted for 28 per cent of all jobs in the metropolitan area), the absolute employment figure is continuing to increase. By 2016 it is expected to reach at least 135,000 and 147,000 by The overall daily travel demand to and from central Perth is largely determined by the overall employment level. In the City this is particularly so because the resident population is very small. In contrast to the daily travel demand, the peak period travel demand is also influenced considerably by factors such as type of employment, retail trading hours, flexible working hours, school hours and parking. On the other hand, congestion levels per se have a relatively minor influence on total peak period travel, but have a considerable influence on mode choice. Some peak period congestion on the approach links to and within central Perth is unavoidable. While it is likely to result in greater pedestrian safety in the core due to slower traffic, heavy congestion across the network is economically and environmentally costly and affects the attractiveness and amenity of the city. Travel Patterns The following map is indicative of the origins of the work-related trips to the CBD. Reviewing the use of parking in the Perth Parking Management Area (PPMA) also provides useful information on travel patterns to and from central Perth. Perth Central Business District Transport Plan

19 3. Context As of September 2012, there were approximately 67,000 parking bays in the PPMA including 70 public car parks which contain about 18,000 off-street public parking bays. There are also about 33,500 tenant parking bays and 6,000 on-street parking bays within the PPMA. The balance is made up of exemption parking, such as ACROD bays, and provisions for service delivery among other exempt uses. A 2010 survey of vehicle origins showed a greater demand for city parking from urban areas north of the Swan-Canning River system, with the majority of parking demand from a cluster of suburbs east of the Mitchell Freeway within the City of Stirling. The survey also found that 79 per cent of vehicles had a single occupant and more than 30 per cent of vehicles parked for more than six hours each day. However, the survey also indicated that, despite anecdotal claims regarding parking shortages, there is generally more than 20 per cent capacity across the surveyed PPMA area car parks and that non-regular visitors to the city are less likely to have adequate awareness about the location of car parks and how to navigate their way around the city or an appreciation of the benefits of the CAT bus system and the Free Transit Zone. Managing the movement of people once they reach the CBD core through suitable transport options and facilities is one of the keys to managing this demand. Perth Central Business District Transport Plan

20 3. Context Modelling Travel Demand Managing the road network for the future is critical, and transport modelling offers a realistic basis for understanding likely future scenarios. By 2031 the overall transport task in metropolitan Perth is expected to be one-third greater than at present. A significant increase in public transport usage and non-motorised travel is required to absorb this growth within a sustainable environment and ensure congestion is manageable. To understand some of the traffic issues associated with major developments and changes to the transport network, a series of transport forecasts were undertaken as a combined modelling effort by Main Roads WA (Main Roads), the City and the Department of Planning (DoP). This extensive traffic modelling used a range of scenarios to determine what will be required in the city in the future, including identifying parts of the network where work was required. The road network analysed included: Thomas Street to and including the Burswood Peninsula. The Swan River to the Graham Farmer Freeway (GFF). Mill Point Road in South Perth. Perth Central Business District Transport Plan

21 3. Context The existing situation was modelled using 2016 projected data to determine the impacts from changing the form and function of Riverside Drive and other road changes in the city. This made it possible to identify what roads and intersections would require modification. For complex areas such as the CBD, validation models by a third party are utilised to compare modelling results so they can be cross-checked and refined where required. This approach adds a fresh perspective with the validation being undertaken by a party not involved in the overall project. In this case, using the OMNITRANS model yielded results that were comparable to and confirmed the SATURN model outputs. All models showed traffic generally moved to the key available east-west routes in the CBD, as well as to the northern side of the CBD. There are also indications that motorists journeys that start further out and finish past the city will choose to use alternative routes such as Manning Road/Kwinana Freeway to the south and Lake Monger Drive and Walcott Street to the north. Modelling also showed key roads that are likely to experience increased traffic. What transport modelling was done? A combination of Main Roads ROM model, DoP s STEM model and the City s SATURN model has been used to generate traffic flows and the impacts on the City s road system for the required assessment years. STEM is a multi-modal model that includes a detailed mode choice model (i.e. public transport, walking and cycling), CBD parking charges and CBD parking limitations. All are vitally important for the analysis of traffic and transport in the CBD. Main Roads ROM model provides the strategic transport network input for roads approaching the City. This data is then input into the SATURN model. SATURN is a detailed road network model that offers a unit output in vehicles per hour and includes intersection geometry (i.e. number of lanes, bus/light rail lanes), signal phasing and timings, arrival patterns and signal interactions. The SATURN model does not model future demand, but estimates current demand and incrementally adjusts this based on forecast information. The model forecasts traffic volumes at the turning movement level and predicts travel time information (such as journey travel times, link delays, intersection delays, bus delays) and queuing. OMNITRANS modelling, undertaken by Veitch Lister Consulting, utilises Census data and current traffic volumes to assess the impact of the changes at Elizabeth Quay. Perth Central Business District Transport Plan

22 3. Context The GFF is expected to carry a large proportion of this traffic, with the following east-west roads carrying lesser volumes: St Georges Terrace, Kings Park Road, Wellington Street, Mounts Bay Road, Walcott Street, Newcastle Street, Hay Street East and Roe Street. In addition, other feeder roads, such as Loftus Street, Spring Street, Lord Street, Plain Street, East Parade and Victoria Avenue, show increases in traffic as motorists seek ways to access the major through routes. There will be small increases in traffic on Mill Point Road. Proposed road network changes in the CBD will take several months to settle. The last change of significance was the opening of the GFF. This resulted in traffic pattern changes that took approximately six months to settle as drivers tried different routes. In the past five years the resilience of the road network to absorb changes in road use and availability has been demonstrated when major CBD links such as St Georges Terrace, William Street and Wellington Street underwent changes. During these times, the road network continued to function and is expected to do so when other network changes and redevelopments occur over the next few years, particularly with the initiatives being implemented as part of this Plan. Perth Central Business District Transport Plan

23 3. Context It is important to note that as good as transport models are, at the end of the day each motorist makes an individual choice as to the route to be taken and so there is typically some variation in actual traffic flows on various roads compared to the model predictions. The traffic modelling packages used all have shortfalls in estimating travel time changes due to driver choice and other roadworks underway now and over the next few years. There are also limitations in the packages for redistributing traffic when the roads are operating near or over capacity. Modelling is currently underway for 2031 scenarios factoring in city development, population and employment growth, and other developments across the metropolitan area as part of Directions 2031 and Beyond and the Moving People Network Plan to determine future options and requirements to manage east-west travel movements. SmartRoads Moving People: A New Approach to Managing the Network The metropolitan area s road network is shared by a range of modes including cars, bicycles, buses, freight, public transport and pedestrians. As the population grows, the number of road users increases and congestion rises. Limited road reserve space means that road widening cannot always occur, and it is not always the best solution. Given the significant nature of the developments in the CBD and the limitations of the existing road network, determining how the existing infrastructure and services can be better used to manage congestion is a priority. Sustainable management of congestion requires an integrated approach involving: Better management of the existing network. Building new infrastructure, where possible. Visionary land-use planning. Encouraging sustainable transport modes. Changing behaviour by individuals, business and all levels of government. SmartRoads keys to managing congestion: 1) Reduce the demand for travel by integrating transport with land use, and supporting the development of activity centres. 2) Encourage higher occupancy travel modes that use road space more efficiently where possible. 3) Encourage more environmentally-sustainable travel modes, such as walking and cycling. 4) Make existing roads operate more effectively by better management of and response to incidents, more efficient operation of traffic signals and traffic lanes, and better information for road users to make smarter travel choices. 5) Facilitate access and mobility for commercial vehicles on appropriate routes. 6) Target investment in road improvements and new transport links and ensure that these links provide sustainable long-term capacity improvements. Adapted from VicRoads SmartRoads Plan (2011) Perth Central Business District Transport Plan

24 3. Context Introducing a Smart Roads Moving People approach, based on a road capacity planning process developed by VicRoads, will enable and improve the management of competing interests for limited road space by giving priority use of the road to different transport modes at particular times of the day. All road users will still have access to all roads, but certain routes can be managed to work better for cars, while others will be managed for public transport, cyclists, pedestrians and freight. The road use hierarchy for the CBD and surrounding areas will be finalised using the SmartRoads Moving People approach. The process will consist of two stages. The initial stage will involve the review and mapping of all arterial roads to determine the priority routes for all modes of transport. This element will be strongly influenced by the work already available through the Plan. The second stage will involve undertaking detailed assessments for Beaufort Street and St Georges Terrace/Adelaide Terrace in 2012/13 as demonstration projects. These roads are strategic bus routes and the assessments will involve the prioritisation of road space based on mapping and a review of traffic signal timings. An operational plan will then be developed to provide a high level of service for buses during peak periods, while taking into account pedestrian crossing requirements. Over time, all roads in central Perth will be analysed, detailed and their function agreed. It is expected to take some years to finalise the necessary levels of detail. Perth Central Business District Transport Plan

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26 Perth Central Business District Transport Plan Travel around central Perth

27 4. Travel around central Perth Graham Farmer Freeway/ Mitchell Freeway Upgrade There is a critical need to provide regional travel opportunities around the city centre to cater for increasing traffic volumes and changes to the central Perth road network. Road capacity through the Perth CBD has reduced over time, and the major developments in the city will mean further reductions in capacity within two years. The Graham Farmer Freeway (GFF) tunnel currently has two lanes in each direction and is now operating at capacity in peak periods, with approximately 100,000 vehicles using the tunnel each day. The congestion problem is exacerbated by merging and flow capacity problems on Mitchell Freeway, particularly northbound in the evening peak period as traffic banks up into the tunnel. Traffic congestion along this section of the road network has a major economic impact on the city. Traffic delays reduce access to the city, causing associated increases in congestion on adjacent local roads as users seek alternative routes. Traffic congestion means increased travel times, which impacts on commercial activities, the feasibility of future residential developments and on commuters spending longer times travelling to and from work. With the creation of Elizabeth Quay, the form and function of Riverside Drive will change. In 2013 the three lanes immediately west of Barrack Street will be replaced by a two-lane Riverside Promenade, which is not designed to be a through route. Instead, traffic on Riverside Drive will travel along Barrack Street, The Esplanade with more pedestrian crossings, and William Street before reconnecting to the freeway and Mounts Bay Road entries. Currently 35,000 vehicles per day use Riverside Drive (west of Barrack Street) and more than half of this traffic will be redirected elsewhere on the network, and in particular onto the GFF. Current and future improvements on many city roads, including Wellington Street, William Street, Hay Street, St Georges Terrace and Barrack Street, will affect road capacity and additional large office buildings, such as the new BHP building, with additional car parking will also add to the traffic demand. The CBD Transport Plan (the Plan) involves adding extra traffic capacity on the GFF and part of the Mitchell Freeway to provide an alternative east-west route for some of the traffic currently using Riverside Drive, St Georges Terrace and Wellington Street. The GFF is the only primary east-west transport corridor close to Perth CBD. It is estimated that an extra 8,500 vehicles per day westbound and 6,000 per day eastbound will need to use the GFF once the changes to Riverside Drive are implemented. The number of vehicles using the Mitchell Freeway in the evening peak period will increase by around 600 vehicles per hour. By 2021 traffic volumes through the tunnel will increase by around 30 per cent. To provide for future traffic increases, the GFF tunnel was designed to accommodate a third lane through a change of function for the existing break-down shoulders. These will be removed to provide the extra lane without changing the tunnel s structure. Very few tunnels in the world have break-down shoulders. Perth Central Business District Transport Plan

28 4. Travel around central Perth Improved surveillance, CCTV cameras, incident response actions and information, including Variable Message Signs (VMS), will enable the road network to successfully accommodate this change within the tunnel. Ultimately, the GFF tunnel will be able to accommodate 150,000 vehicles per day. The State Government s decision in March 2012 to make use of the GFF tunnel s design capacity will provide for the expected additional 14,500 vehicles per day which will come from the changes to Riverside Drive. Changes to the tunnel are expected to be in place by mid Lane widening on the Mitchell Freeway to Hutton Street (by widening and retaining existing shoulders) will minimise traffic banking up into the GFF tunnel and facilitate future traffic management options. 3 M I CAMBRIDGE LOF TUS T C H ABERDEEN ST E L L RAIL WAY Graham Farmer & Mitchell Freeway upgrades ST ST F W Y 2 NEWCASTLE ST PDE LEGEND 1. Graham Farmer Freeway to 6 lanes 2. New ramp connection Graham Farmer Freeway to Mitchell Freeway 3. Mitchell Freeway lane widening CHARLES ST FITZGERALD ST JAMES ST ROE ST ABERDEEN WELLINGTON ST PALMERSTON ST 1 LAKE ST ST WILLIAM ST BEA UFORT ST NEWCASTLE ST STIRLING ST PARRY ST LORD ST GRAHAM FARMER FREEWAY Perth Central Business District Transport Plan

29 Perth Central Business District Transport Plan

30 Perth Central Business District Transport Plan Travel to and from central Perth

31 5. Travel to and from Central Perth Intersection/Road Improvements Undertaking major modifications to the existing city intersections is limited by the available road reserve, and the need to provide for various other modes of transport including cycling, public transport and pedestrians. However, to help manage congestion in the city, there are five road and intersection improvement projects that can be implemented in the short and medium-term. These include: Point Lewis Rotary/Mounts Bay Road peak period traffic lights on the approaches are proposed, subject to a modelling review of flows to determine which legs are signalised and for how long during peak periods. East Parade review the left-turn from East Parade onto the Graham Farmer Freeway westbound, along with the lane configuration on the Collector Distributor road between East Parade and Lord Street. Railway Street/Thomas Street review the option of staggering the pedestrian crossing across Thomas Street on the northern side of Railway Street. Signal Phasing introduce parallel walk on key pedestrian crossings and signal phasing adjustments to traffic lights where required to ensure they are delivering optimum outcomes for all users. In the medium-term, and as part of Public Transport for Perth 2031 and related considerations on the introduction of light rail, the following options will be considered for central Perth: Newcastle Street review the option to run two lanes of traffic in each direction on Newcastle Street during peak periods. Outside peak periods, the kerbside lanes would be used for parking. Railway Street/Thomas Street consider bus priority measures and grade separation options in this location. Thomas Street (Hay Street to Kings Park Road) review options to widen to six lanes. The Essential Role of Buses The current public transport network and services support and reinforce the concentration of employment and commuting activity in central Perth, with around 120,000 jobs in this area representing nearly 18 per cent of all jobs in the metropolitan area. An efficient and effective public transport system for travel to, from and within the Perth CBD is essential for the continued vitality of central Perth. An appropriate balance between private transport and public transport is required and, as best-practice cities around the world are clearly showing, an appropriate balance for CBD-oriented travel is heavily in favour of public transport. Over the last decade, public transport patronage has increased by 67 per cent, with bus trips accounting for 56 per cent of all trips. Buses in the public transport system are currently experiencing significant delays on the road network, particularly in central Perth. This creates longer journey times. In order to maintain bus capacity, more buses are operating than would be required if buses could bypass the traffic congestion. Perth Central Business District Transport Plan

32 5. Travel to and from Central Perth Currently, Perth s public transport network is focused on the CBD, with 76 per cent of trips occurring within 15km of the Perth CBD. Additionally, almost half of all commuter trips (i.e. work and school trips) to and from the Perth CBD are made by public transport. Public transport vehicles, such as buses, move people more efficiently than private vehicles. A standard-size bus takes up a similar amount of road space as 2.5 cars and can carry over 60 passengers, making it around 12 times more efficient than a car in terms of effective utilisation of road space. Current bus occupancy in Perth is around 35 people, but, at capacity, a separate bus lane on a typical arterial road approaching central Perth could move over 3,000 commuters in an hour. For example, a review of services southbound along Beaufort Street (in the 7am-9am peak) indicated that bus services accounted for approximately 60 per cent of daily inbound patronage with around 1,700 passengers in 37 buses (46 per bus) compared with 1,140 people in 950 private vehicles (1.2 per car). LEGEND RAILWAY PRD Railway Line ROBERTS RD THOMAS ST KINGS PARK MITCHELL FWY Wellington and Sutherland - 31 May 2011 Inbound - morning¹ Vehicles 765 Pax 1,555 Buses 25 Bus Pax 667 Bus % % Bus % % Bus m* 375 Car m* 4,440 Fitzgerald and Newcastle - 1 June 2011 Inbound - morning¹ Vehicles 1,013 Pax 3,471 Buses 58 Bus Pax 2,325 Bus % % Bus % % Bus m* 870 Car m* 5,730 KINGS PARK ROAD MURRA Y ST HAY ST Mounts Bay and Point Lewis Rotary - 25 Aug 2010 Inbound - morning³ Vehicles 1,362 Pax 2,736 Buses 30 Bus Pax 1,140 Bus % % Bus % % Bus m* 450 Car m* 7,992 Vehicles - number of vehicles counted, including buses Buses - number of buses counted Bus % 1 - percentage of vehicles that were buses Bus m - linear space (in metres) taken by buses Pax - number of people counted, including car drivers Bus Pax - number of passengers counted on buses Bus % 2 - percentage of passengers that were on buses Car m - linear space (in metres) taken by cars *Road space calculations use 15m per bus and 6m per car ¹ 7:30-8:30 ² 7:45-8:45 ³ 8:00-9: :45-12:45 SUTHERLAND ST MALCOLM ST BAY MOUNTS Peak period traffic counts RD KWINANA FWY CHARLES ST ROE ST NEWCASTLE ST WELLINGTON STREET MILLIGAN ST FITZGERALD ST St Georges and Irwin - 7 July 2011 Eastbound - noon4 Vehicles 797 Pax 1,469 Buses 44 Bus Pax 565 Bus % % Bus % % Bus m* 660 Car m* 4,518 WILLIAM ST THE ESPLANADE William and Newcastle - 25 May 2011 Inbound - morning¹ Vehicles 1,083 Pax 3,142 Buses 52 Bus Pax 1,905 Bus % % Bus % % Bus m* 780 Car m* 6,186 BARRACK ST BEAUFORT ST ST GEORGE S TCE St Georges and Irwin - 7 July 2011 Westbound - noon4 Vehicles 674 Pax 1,468 Buses 45 Bus Pax 713 Bus % % Bus % % Bus m* 675 Car m* 3,774 SWAN RIVER LORDS ST Railway Line VICTORIA A VE HA Y ST ADELAIDE TCE RIVERSIDE DRIVE LORD ST St Georges and Irwin - 6 July 2011 Eastbound - morning² Vehicles 768 Pax 1,863 Buses 68 Bus Pax 1,023 Bus % % Bus % % Bus m* 1,020 Car m* 4,200 BENNETT ST EAST PDE BROOK ST St Georges and Irwin - 6 July 2011 Westbound - morning¹ Vehicles 785 Pax 3,322 Buses 96 Bus Pax 2,495 Bus % % Bus % % Bus m* 1,440 Car m* 4,134 PLAIN ST GRAHAM FARMER FWY Eastern end of the Causeway - 26 May 2011 Westbound - morning¹ Vehicles 3,344 Pax 6,593 Buses 89 Bus Pax 2,687 Bus % % Bus % % Bus m* 1,335 Car m* 19,530 CAUSEWAY CANNING HWY Perth Central Business District Transport Plan