VTA backs congestion busting aspects of draft long-term strategy
The Victorian Transport Association (VTA) has endorsed several recommendations in Infrastructure Victoria’s (IV’s) latest draft 30-year infrastructure plan to ease congestion on the state’s transportation networks.
But trucks are squarely in the sights of the updated Draft 30-Year Infrastructure Strategy in the form of distance pricing, albeit with an offset upfront set charges, such as registration.
Meanwhile, there is acknowledgement of the need to cater for higher productivity trucks in the document, in which transport is one of a range of issues.
The VTA notes that the updated plan outlines several recommendations to further incentivise public transport uptake by regional and city commuters, whilst continuing to expand Victoria’s road and rail network to make the movement of people and freight even more seamless.
Key recommendations include:
- Reconfiguration of the City Loop for more cross city train services
- Lower charges for trams and buses to reduce pressure on roads and commuter rail
- New tram routes to boost capacity in inner Melbourne and decrease road commuters
- Connecting the Eastern Freeway with CityLink within 30 years
- New tram services to Fishermans Bend, Arden, Maribyrnong.
“This draft report recognises that, notwithstanding short-term negative growth because of coronavirus, Melbourne is still on track to become Australia’s most populous city within a matter of years,” VTA CEO Peter Anderson says.
“It rightly calls out the need for incentivising city commuters to use public transport because existing road and rail freight networks will be crippled by higher populations if steps aren’t immediately taken to ease congestion.
“So, we welcome measures to reduce the cost of public transport and increase capacity to free up the road and rail networks for moving freight.
“In endorsing new tram and light rail networks into Fishermans Bend, we must renew our caution that Lorimer Street be preserved for freight, as the only gazetted route for heavy vehicles to travel in and out of the Port of Melbourne.
“Planners must also strike a sensible balance for introducing new bicycle routes and ensure there is a clear delineation between heavy vehicles and bikes.”
Anderson also welcomed the report’s recommendation for an East-West Link style connection between CityLink and the Eastern Freeway.
“The VTA has always supported construction of the missing link between the Eastern Freeway and CityLink, which will become even more pressing after North-East Link is built.
“It is also notable that the report advocates earmarking land now for future freight terminals and corridors for a future outer ring road, which will be essential through our city and state’s next phase of growth.”
Read how the draft 30-year infrastructure plan emerged, here
With freeway tolls already a hot issues with Victorian transport and logistics players, the updated plan advises they be extended.
It confirms the state government’s push towards congestion pricing, with charges for using freeways, including the North East Link at times of high demand.
“The Victorian Government should extend congestion pricing to other plans for new freeways in Melbourne,” the update states.
“These charges should be designed to manage road congestion to optimise the use of this new infrastructure.
“Tolls should be higher during peak periods and lower during off-peak periods, possibly with intermediate tolls during the shoulder periods to avoid abrupt changes.
“Tolls would also need to consider traffic impacts on nearby roads.”
Initially, distance-based road-user charging, an option that has seen long-term debate, would be reserved for electric vehicles. This would be coupled with the removal of annual up-front charges, such as registration fees.
But it is lead-in for a 10-year goal for all road users.
The argument is that upfront set fees fail to distinguish between low and heavy road use, nor changes behaviour at a time of growing road congestion.
“Charges should be set to reflect all costs, including the relative costs of building and maintaining roads, congestion, carbon emissions, air and noise pollution and road trauma,” the update states.
“The charges should vary by time of day and by location. Because different types of vehicles contribute differently to each of these, charges should also vary by vehicle type.
“For example, vehicles contributing less air and noise pollution, like electric vehicles, should be charged less; vehicles that contribute more to road damage, such as large trucks, should be charged more.”
Once a package of road user charges has been defined, the update urges that consideration be given to the implications for those living more remotely and the fairness of the system.
To support this, an independent transport pricing adviser should review the road user charges.
Rural roads
The update effectively acknowledges policy and operational neglect of rural road infrastructure, over decades and ongoing, and seeks to have in place sustainable and reliable decision-making and funding, especially for maintenance.
It advises that, after specifying road service levels, funding should be allocated to priority maintenance and upgrades, determined by desired safety, vehicle emissions, productivity outcomes, and existing road condition.
It notes that “a large proportion of the road network is old and made from materials not intended for current truck loading and vehicle requirements”.
“Unpredictable road upgrade and maintenance funding hinders road managers’ ability to triage and target investment across the network from year to year, impedes good road network planning and focusses on roads and structures in the worst condition.
“This means maintenance is left until it is most expensive, and ultimately inflates costs.”
It advises the state government to specify the level of service, or desired condition, of each type of regional road and bridge in a clear hierarchy.
This would provide a transparent framework, so every road is maintained in a condition suitable for its intended purpose.
It is here that one of the few acknowledgement of road freight productivity initiatives is made.
“Establishing the desired condition of regional roads, and maintaining roads and bridges to that standard, is also necessary to introduce more efficient freight vehicles, like high productivity and automated vehicles, because predictable conditions and clear markings will help make best use of their safety features.”
Ports
Regarding Melbourne’s container port, the nation’s busiest, the report urges moves to optimise capacity while reserving and protecting land for the new port and its approaches – the Bay West project between Geelong and Melbourne.
In the next five years, it urges the purchase of land and development of business cases for new intermodal freight terminals and precincts at Truganina and Beveridge to deliver a terminal in time for the completion of the Inland Rail project.
On the policy front, IV calls for the immediate development and publishing of Victoria’s integrated transport plan. This would require transport and land use plans to align.