report to darebin council on freight in context of victoria's freight strategy

COUNCIL MEETING REPORTS 15 MARCH 2010

1. LARGE TRUCK MOVEMENTS ON LOCAL ROADS AND

THE EFFECTS OF VICTORIA’S FREIGHT STRATEGY,

FREIGHT FUTURES, ON DAREBIN <A755009>

AUTHOR: Wal Cichocki - Senior Transport Engineer

MANAGER: Nick Mazzarella - Manager Transport Management and Planning

BUDGET

IMPLICATIONS: nil

SUMMARY: This report consolidates 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 the 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 - City of Moreland - City of Banyule - City of Whittlesea

RECOMMENDATIONS

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.

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 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.

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’.

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.

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.

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, e.g. 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.

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

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. 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. 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-

HOLDER EFFECTS 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.


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, Vic Roads approached Council officers to confirm a proposal to list in the 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.


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 & 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.


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), 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. 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.


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 Municipal Association of Victoria 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.


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’. Darebin Transport Strategy 2007-27 (DTS)

Darebin’s Transport Strategy 2007-2027 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”

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

1. 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:

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

b. assistance with assessment of Council road assets for improvements for freight access and with possible development of freight related strategies,

c. 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).

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

a. minimum impact on residential amenity and road infrastructure, b. safety and ease of access by freight to service ‘the last kilometre of travel’, c. minimising administrative task for Council, road authorities and industry, d. Council adequately compensated for adverse effects

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

4. 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:

a. broad introduction to freight b. outline importance of presence of freight on local roads c. what is permitted and what is not d. practical ways of recognising and classifying heavy vehicles e. appropriate ways of reporting suspected vehicles

5. 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.

6. Council consider developing a freight strategy for Darebin.


Figure 2. Current and possible over dimensional OD1 route


References/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 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


APPENDIX A. Positioning of Darebin in the Melbourne metropolitan and regional freight system (source: Freight Futures)

Example: the manufacturing freight movement into Melbourne (2006 am peak)

(Source: Melbourne Integrated Transport Model & Freight Movement Model DoI).


APPENDIX B. - Codes of Conduct for freight industry (operator and driver)


APPENDIX C - Ways the government and industry respond to growing transport concerns • National Transport Policy – National ministers agreed to begin a program of national reform to address

major challenges including climate change, safety, efficiency, congestion, and the skills crisis. Individual Ministers took responsibility for developing aspects of a national transport policy.

• The Chain of Responsibility - The ‘Chain of Responsibility’ means that anyone, who uses road transport as part of their business, shares responsibility for ensuring breaches of road laws do not occur. Local government in its role in the chain is responsible for roads infrastructure.

• The National Heavy Vehicle Accreditation Scheme (NHVAS) - The NHVAS assists heavy vehicle operators with complying with the requirements related to vehicle mass and maintenance. The benefits include improved freight productivity and efficiency and compliance with road safety standards.

• Performance Base Standards (PBS) – The Performance Based Standards system reform “matches the right vehicles to the right roads” and encourages innovations in vehicle design for improved productivity, safer performance and reduced impact on roads infrastructure. PBS focus is on how well vehicle fits the road enhancing safer operation.

• Safer Management of Australian Road Transport (SMART) and Higher Productivity Vehicles (HPV’s) – SMART term is applied to vehicles under the Performance Based Standards (PBS). They can traverse both long distances and narrow local roads and carry maximum load to reduce truck numbers and fuel consumption.

• New road classification to accommodate changing trucks profiles - A new road classification that meets the new network classification guidelines. The four new route network Levels, L1 to L4 align with the existing Restricted Access Vehicles (RAV) classifications as follows:

Network Access by Vehicle Length, L (m)

Road Class SMART heavy

vehicle level

Close present vehicle

description

Class “A” Class “B”

Level 1 access (L1) 1 From passenger car to single articulated heavy

vehicle

L<= 20 (General Access*)

Level 2 access (L2) 2 B-Double L <= 26 26 < L <= 30

Level 3 access (L3) 3 B-Triple L <= 36.5 36.5 < L <= 42

Level 4 access (L4) 4 Triple road train L <= 53.5 53.5 < L <= 60

• General access is subject to a 50 tonne gross mass limit and posted local restrictions

Council’s local roads would normally be classified as L1 - general access - available to standard heavy vehicles. Council would continue assessment for over dimensional vehicles to access local roads under the L2 category.

• Freight Charges – Charges have been reviewed to ensure a fairer contribution of freight, proportional to load capacity rather than a vehicle unit for recovery of road maintenance related costs.

• Technology, Intelligent Transport Systems, etc – Latest technology to assist operators with demanding freight task is applied by leading operators and gradually expanding across the sector. Systems such as Intelligent Access Program (IAP - vehicle tracking) are gradually implemented adding to better management of freight task and national consistency.

• Freight Weeks and Forums - Each year Victorian Road Freight Advisory Council holds a series of forums around Victoria with the aim to provide information on key heavy vehicle reform initiatives, identify key road freight topics and collect, discuss and address any local issues. Council officers attend these public forums, provide feedback on local issues and participate in discussions with representatives from the sector.


Appendix D – AUSTROADS VEHICLE CLASSIFICATION SYSTEM

Light to medium trucks

(class 3-5)

Heavy Trucks (class 6-9)

B-doubles (class 10-11)


Appendix E. Darebin Freight Movement Investigation Survey 1999

In May-July 1999, a traffic and transport consultant, Turnbull Fenner carried out an Origin-

destination survey in the whole City of Darebin to assist Council with development of the

Integrated Transport Strategy. Number plates representing commercial truck movements

around the Municipality were recorded at 14 monitoring stations. Also 25 local businesses

participated in the survey with Australian Paper being the highest truck traffic generator in the

Municipality. The conclusions to be drawn from the study include:

- Out of 799 trucks using roads in one day, 69% of trucks were rigid and 27% semi-

trailers.

- The maximum number of trips made by a single vehicle was 30 and the majority of

drivers made less than 5 trips per day.

- Majority of trucks operated between 7am and 5pm with the peak observed between

11am and 1pm.

- Most drivers commenced the day from a transport company, followed by a

store/warehouse or factory. The majority of driver’s last and/or next stop was to a

store/warehouse followed closely by a factory facility or a transport company.

- The majority of drivers commenced the day from a location within the municipality.

The remaining drivers were evenly dispersed between the north, south, east and west

regions, with a slight trend towards suburbs north of Darebin.

- The location of the next stop for many drivers was within the City of Darebin, suburbs

to the north or in neighbouring municipalities.

- The majority of drivers’ last stop was again within Darebin, with a slight trend towards

suburbs in the north and south of the municipality.


Appendix F – Freight facts and projections (source: Freight Futures)

Freight today Freight future

Victoria’s total freight task has reached 560 million tonnes across all modes.

By 2020 the Victorian freight task will total 820 million tonnes, a 47% increase from today. By 2030 the task will have grown to over 1,100 million tonnes, a 97% increase from today.

Approximately $14 billion in airfreight handled through Melbourne Airport per annum.

By 2020 the Air Freight Task value will approach

$20 billion, an increase of 42%.

91 million tonnes of freight is carried on Victoria’s key regional freight corridors (Hume, South West, North West, Western, Gippsland).

By 2020 nearly 160 million tonnes in freight will be carried on Victoria’s key regional freight corridors, an increase of over 70%.

There is over 12 billion tonne kilometres of freight moving within metropolitan Melbourne per annum.

17 billion tonne kilometres of freight will be moving within metropolitan Melbourne by 2020, an increase of over 40%.

The economic cost of congestion in metropolitan Melbourne to all network users is estimated to be between $1.3 – $2.6 billion pa.

By 2020, with no substantial intervention, cost of congestion will have doubled to at least $2.6 – $5.2 billion annually.

There are 31.5 billion kilometres travelled per annum within metropolitan Melbourne by private cars.

In 2020, there will be 38.5 billion kilometres travelled by private cars, an increase of 22%.

There are 5.5 billion kilometres travelled per annum within metropolitan Melbourne by freight vehicles.

By 2020 total kilometres travelled by freight vehicles is forecast to have grown to 9.7 billion kilometres, an increase of 77%.

Freight traffic accounts for 15% of total vehicle kilometres travelled within metropolitan Melbourne.

By 2020 freight traffic kilometres will account for 20% of total vehicle kilometres travelled within metropolitan Melbourne.

Melbourne’s metropolitan road freight task by weight around 210 million tonnes per annum.

Metropolitan road task by weight will be 425 million tonnes by 2030, an increase of 102%.

Approximately 606,000 freight vehicles are registered in Victoria.

By 2030, there will be approximately 1.12 million freight vehicles registered in Victoria, an increase of 85%.

Approximately 490,000 Light Commercial Vehicles are registered in Victoria.

By 2030, Victoria’s LCV population alone will be approaching one million vehicles, an increase of 104%.

Approximately 22,250 articulated trucks are registered in Victoria.

By 2030 there will be over 40,000 articulated trucks registered in Victoria, an increase of 80%.

Over 2 million twenty foot equivalent containers (TEUs) move through the Port of Melbourne annually.

By 2030, approximately 6.8 million TEUs will be traded through the Port of Melbourne, a 210% increase on today.

The average size of ships visiting the Port of Melbourne is approximately 2,400 TEU.

Average ship size through the Port of Melbourne in 2030 will be over 4,500 TEU, an 88% increase.

Approximately 3,500 ships visit the Port of Melbourne per annum.

By 2030 there are forecast to be 5,500 ship visits to the Port of Melbourne per annum, an increase of 57%.

Source: Freight Futures after BTRE 2006, 2007, (Special date series), Port of Melbourne Corporation, (Special date series) ABS: SMVU 9208.0 Various Years, 2006-2008), Victorian AirFreight Council, VCEC Congestion Inquiry, DOI 2002.


Appendix G.