The 3068 Group - Presentation to East West Link Assessment Panel
Submission to Assessment
The 3068 Group (Inc)
Chris Goodman, President
The 3068 Group opposes this project
• The 3068 Group is opposed to any proposal that links the Eastern
Freeway to the Tullamarine Freeway because it will increase traffic, air
pollution and climate change.
• The 3068 Group is completely opposed to this Reference Project, for
its impacts on heritage and the residents of Clifton Hill (in particular).
• Modifications discussed in this presentation are not an endorsement
of the proposal to link the freeways, but may help explain how poorly
designed the reference project is.
• The 3068 Group will support sustainable transport projects
• The 3068 Group is a supporter of YCAT
‘Unreasonable impacts on the established City interfaces’ – McGauran doc#128
Tower is irrelevant intrusion into
context of a historic urban
neighbourhood. Not in CIS plans
Hoddle St raised to Freeway
Over-designed for modelled traffic
Higher than railway and
buildings. Road is higher
than Queens Parade on
Visual impact on
Increased noise, pollution and hilltop.
emissions impacting Clifton Hill
and Collingwood. Noise Barriers
There is no
Higher than the historic
Obliterates one side of a gold
rush era street and demeans the
other side to a fate worse than
Impacts during construction would be of
high significance Long term impacts
would be associated with elevated east-bound
on-ramp CIS ch.10
Northbound cyclists and pedestrians are worse off
Topography of Interchange
• Eastern Freeway lies in the Yarra Valley (which it destroyed)
• Escarpment west of Merri Creek (edge of lava flows)
• Reilly St Drain (Alexandra Parade) is a low point for region.
• Collingwood Flat (history of flooding)
• Clifton Hill is a hill
Keep the new road in the valley to reduce impacts on Clifton Hill.
“There has been minimal consideration of the role of local parks such as Darling
Gardens for community activity including informal recreation and possible loss of
amenity due to noise, dust and increased traffic during the construction phase of
- Beverly Kliger, “Report on
the Social Impact Assessment
of the CIS for the City of
Yarra, February, 2014,p p.6-
Hoddle Freeway is not part of the Declared Project
“proposed freeway-standard link between the Eastern Freeway and the
Tullamarine Freeway generally along the Alexandra Parade corridor, with a
further southerly connection to the Port of Melbourne area",
- The declared project to which the act applies.
“There is no scope for the LMA to seek to implement the Project beyond the
terms of the Premier's declaration”
- LMA closing submission.
The overpass is solving a problem on VicRoads wish list. It is out of scope of
Flyover will not help Hoddle St Congestion
“car travel to the CBD is forecast to decrease from all directions.”-CIS Ch7
“the congestion is not due to a lack of traffic lane capacity but rather
delays caused by competing east-west routes”
- CIS Annex E, p62. Table 19 ‘Reasons for Congestion’
Strategic traffic modelling results indicate that traffic volumes along
Hoddle Street (between Alexandra Avenue and Victoria Street)
remain generally constant between the 2031 with and without East
West Link - Eastern Section scenarios.
- CIS Ch7 pg32
Today on the Q loop - 2862/hr in PM peak
• GHD - Hoddle Street Preliminary Traffic Advice Sept 2008 – High Level
• Provided to Hoddle Street Study Options Assessment
Document 223 Response to Document 158
Traffic to/from Hoddle Street is one
such situation where traffic
redistribution is predicted to occur.
However, as stated before, the traffic
volumes for future years should be
read with consideration of the nature
of strategic traffic forecasting and be
considered as indicative, not definitive
east west bicycle route
Reduced impacts on
Bendigo St- no incline.
Bus in left lane
No change to journey
Avoid railway disruption
Move Exit Ramps to
Hoddle St South along
Move Portals from Gold
St to Hoddle Street
Move Alexandra Pde
Westbound lanes next to
Dedicated NB Bicycle Lane/Footpath
at grade without lights.
Tighter curve than reference
design but at grade
Hoddle NB to Eastern
Freeway passes under
The curve and gradient is no tighter than Citylink
Compare to CityLink exit to Punt Road.
Note Shared Bike Path.
Mature Elms were moved by crane.
CityLink curve overlaid on Hoddle Street Bridge
The 3068 Group considered and rejected this design
Serious Heritage Impacts
Social Housing impacts
If envelope must be
extended, least impact is
north east corner.
- Doc #236 Hoddle St
alternative option LMA
EB Portals inside Q loop
Retains Q loop – no bus lane
Three lane Tunnel Portals WB
Hoddle Street NB ramp to
Retains most of
Tunnel aligns with south
of Alexandra Parade
Interchange Concepts, VicRoads 1999 - Released to Northern Central City Corridor Study
Reference Project Flyover Hoddle EB Ramp under Hoddle Bridge
Scope Declared Project defines project boundary. Same alignment and project boundary. Consistent with
the Terms of Reference. Does not prejudice the
connection of the East West Link to Hoddle Street. No
change to weaving issues on Hoddle NB or freeway WB.
Traffic Full array of journey choices. Flyover
exceeds capacity. 60-80km/hr.
Same journey choices at required capacity. . 40-60km/hr.
No additional signalling at intersections. EB ramp meets
Cycling/Footpaths NB cyclists cross under the flyover and
several lights. Bike lane in Alex. Pde median
is unusable. Move pedestrian bridge away
from route for height clearance.
At-grade shared path without lights.
Bike lane on either side of Alexandra. Pde
No impact on existing pedestrian bridge
Bus lanes New EB bus lane. New EB bus lane
Portals At Gold St. Next to Shot Tower & school. West of Hoddle St – Portals further East. Allows tunnel to
start east of Gold to reduce impacts.
Reference Project Flyover Hoddle EB Ramp under Hoddle Bridge
Visual Intrusion on heritage/residential
No structures above Hoddle Bridge.
Noise Additional noise generated due to
grade change and portals at Gold St.
All roads retained in freeway valley or Hoddle Street.
No climbing. Moving portals to Hoddle St reduces noise.
Emissions 34m grade change traversed by 14,000
vpd will have significant new
Removes the climb above railway. Tunnel covered to Hoddle
St reduces emissions in Collingwood and Clifton Hill.
Open Space No change to usable open space.
Road to Gold St twice as bad as today.
Alexandra Pde Median made usable for Collingwood.
Covered tunnel improves amenity, no Darling Gardens.
Vent location LMA refuse to be drawn. Leave it to
the successful bidder to decide.
As far east as possible, away from residences and schools.
Logistics Demolish Clifton Hill, no impact on
motorists. Impact railway will
encourage mode shift to car.
Phased development, reduced lanes for motorists during
construction may encourage mode shift to PT. No impact on
Tunnel Vent Stack location
Distant from sensitive receptors
Pollution, noise and visual impact
Conclusion – Remove the Flyover
• The flyover (Hoddle Street Loop Bridge) has no strategic justification
• The benefits are only cost and temporary logistics
• The flyover is a cheap option selected by an organisation that values
motoring over the local community because it will not disrupt traffic –
• More people cross this interchange by train than by car.
• The impacts on Collingwood, Clifton Hill and Abbotsford are
• The net benefit is negative.
• Submit that Committee direct LMA to remove the flyover.
Will the Project Integrate with Public Transport?
“No date for the start of the railway line has been fixed.”
North-South Tram Priority
The Eastern Freeway impaired Public Transport services in the inner
Tram Priority across Alexandra Parade was first promised by Premier
Hamer in 1978. Has never been delivered.
North-South priority is again being promised in this CIS.
And it still won’t be delivered according to traffic projections.
Yet it is mandated in the performance criteria?
Evaluation Objective 1, CIS Ch.18.4.1
Lower traffic volumes on surface roads would contribute to unlocking road space, which
would relieve congestion and provide scope to improve connectivity for some road-based
public transport and active transport modes such as walking and cycling.
A reduction in traffic volumes along Alexandra Parade would improve connectivity in and
around this road.
• There is no commitment to improve connectivity in the CIS.
• Will future toll road operator allow buses to run along or adjacent to its
• Will the toll road owner demand compensation if Doncaster Rail or Metro
is ever built – inhibiting connectivity?
• Will Alexandra Parade simply be repossessed by motorists and rat runners?
• Plan is to retain all existing lanes for motoring – no bus lane proposed.
Proposed Skybus express lane to Airport killed
• Details of the Melbourne Airport bus rapid transit project were revealed to Fairfax Media
through freedom of information (Jan 2013).
• The Parsons Brinckerhoff study provided three options for improving travel times, with
the department's preferred one involving creating an express bus lane and putting
SkyBus on a public transport fare.
• SkyBus was designed to offer a 20-minute run to the airport but takes 50 mins during
• Minister Mulder … confirmed the government would not proceed with the bus express
lane proposal (Oct 2013).
• CityLink operator Transurban opposed the bus lane concept and lobbied the
government to expand the toll road for general traffic, as part of negotiations known as
• Melbourne Airport also opposed bus lane as it would be a significant reduction in its
$87m car parking revenue.
The Age October 31, 2013: New off-ramp part of state's east-west link revamp
The Age, Jan 3 2013 Skybus lane faces fight
Can we protect ourselves from repeating this?
Any future EWL toll road operator will have a direct financial interest in:
• Doncaster Rail – in all its forms will impact toll revenue.
• Buses through the tunnel and along Alexandra Parade.
• PT to the expanded Parkville hospital Precinct – Not all patients drive.
• Limiting the car capacity of any roads that feed the toll road
Private monopoly interests have already killed the Skybus express lane.
This is not in the best interest of the State.
How can we prevent falling into the same trap? Sorry, I don’t know.
PTV Plan - Doncaster and South Morang Lines
same alignment as EWL
Why Can’t they join Doncaster with Parkville?
PTV Network Development Plan – Metropolitan Rail December 2012
South Morang Alignment
Doncaster Rail Study Chapter 9, Conclusions
9.3 RECOMMENDATIONS FOR STUDY
DURING PHASE TWO
9.3.1 FURTHER ANALYSIS OF THE
RAPID TRANSIT 1 OPTION
“an evaluation of options for a new
South Morang alignment, including
potential new station locations,
interfaces with the existing rail
network, costs, benefits and timing.
A variation to the RT1 Alignment should be
considered that would exit the Eastern Freeway
median near chandler Highway and follow an
alternative alignment to a connection with the
Hurstbridge line near Fairfield station.
A future interchange with the de-coupled South
Morang line could then be provided at Clifton Hill
station, offering the potential benefit of a faster
connection that services the strong demand for the
“Consideration should be given to the
opportunity for staged use of the Eastern
Freeway median as a scalable approach to
improved public transport This should enable
an understanding of the benefits of
developing a median busway (including City
connections) that could be ultimately
transformed into a rail service when the bus
service reaches capacity limits.
More specific engineering along the Eastern
Freeway alignment should be undertaken.
alongside further work around station
locations to determine a right-of-way
boundary, enabling the protection of an
appropriate rail corridor.”
Where’s the Eastern Freeway Rail Reservation
• Where is the PTV in this process?
• Has the study heard from the Doncaster Rail Study team? The study
recommended more study on the reservation alignment.
• Why is the Eastern Railway Reservation now forced to go over Dight’s
• Is the committee satisfied it has all the information on the railway
easements from the LMA
• How could South Morang pass under the tunnel -or even pass under
A wide central median separates the two
carriageways for the length of Alexandra Parade.
How many lanes are required for Alexandra Parade?
What will be the impact on turning queues – north
“A settler, in 1849, for no explained reason, ran a plough across the
middle of it, In three of four years the furrow became a wide creek,
requiring, as roads were made, several timber bridges, of 12 to 15 feet
span across it. The creek in summer, became the common receptacle
for rubbish and dead animals, so it had to be filled in and replaced by a
storm-water channel about a mile long. Thus the settler ‘turned the
first sod’ of what was to eventually become the Reilly Street drain [now
- Collingwood Centenary 1855 - 1955
Alexandra Pde was also called Reilly Street and North Government Rd 10 lanes is not enough
Realign Central Median?
• Realigning the Parade would free up the centre media as usable open
space. More than the entire open space in Collingwood.
• Improves building interface on the south side.
• Less width could be more permeable for cycling and pedestrians
• Easier to manage noise.
• Trees have an important role in soaking up Carbon Monoxide
• Mature elms should be moved and replanted as was done in Gosh’s
paddock for CityLink. Particularly elm at Wellington St identified by
• Potential to impact Public Transport reservation and so contravene
the TIA. PT Corridors needs further study
Open Space Strategy
“Collingwood has very little public open space, and the reserves that exist are small in size. To
access larger open space reserves residents need to cross major arterial roads, which restricts safe
and reasonable walking access to them.
“The precinct is bounded by major arterial roads including Hoddle Street, Alexandra Parade, Victoria
Parade and Smith Street, and dissected by Secondary Arterials including Johnston Street, Wellington
Street and Langridge Street.
“There has been some small scale conversions of industrial premises to residential scattered
through the industrial precinct. In the longer term if this conversion continues, there may be an
increased demand to provide a Local park in this neighbourhood.”
“Collingwood between Alexander Parade and Johnston Street is predominantly residential with
some industrial area in the south west of this precinct. Within this area there are only two Small
Local open space reserves.” The reserves that do exist are all smaller than 0.1ha in size and are all
classified as Small Local open space. Their location and the lack of good connectivity further reduces
Proportion of open space in the precinct 0.1%, or 0.23sqm per resident.
No Temporary road in Clifton Hill
• The proposed temporary road on the south of Clifton Hill has
unacceptable impact for poor benefits.
• Compulsory acquisitions
• Residents next to the temporary road
• For noise and air pollution for 5 years
• Primary school
• Heritage demolition is unacceptable.
• Urban renewal of former industrial sites is irrelevant to this project
• Intact Heritage Streetscapes should not be replaced
• What alternatives have been considered?
• Boring instead of cut and cover to Hoddle Street.
• Portals near Hoddle Street instead of Gold Street
• Use of the wide median in Alexandra Parade and Queens Parade detours.
NCCC – Demand Side Options
Northern Central City Corridor - Draft Strategy 2003
Recommended Demand-side management initiatives
“To encourage greater use of public transport and non-motorised modes in
conjunction with physical proposals”
Study found this easily meets the net public benefit test and business case
But the 2008 EWLNA (Eddington Study) was silent on this.
LMA remains silent on this.
Scoping directions make clear the Government doesn’t want to hear about
Demand management is the elephant in the room.
Why do we need a strategy for the NCCC?
It is clear that, without intervention, traffic in and through the area will continue to grow
– although it will be hampered by growing congestion. Forecasts suggest that, by 2021, the
number of inner north vehicle trips will increase by about 18%, distance of travel will
increase by 21% and time taken by about 46%
This will give rise to an additional 6.3 million hours of travel time a year, which would cost
around $55 million a year in lost time and reduce daily average vehicle speeds in the inner
north from 34km/h to 28km/h.
Melbourne 2030 – the Government’s blueprint for the future of metropolitan Melbourne –
lays out directions for future land use and transport right across Melbourne, and includes
significant changes in the location of growth areas and the way transport is provided
throughout the metropolitan area.
The changes include improvements to public transport services and measures to
promote large increases in public transport use, walking and cycling.
Department of Infrastructure - Reasons for NCCC Strategy (2003)
Background information on the Northern Central City Corridor Strategy
Conclusion of the NCCC Draft Strategy
“If the NCCC Strategy is successful, traffic modelling indicates car traffic levels at or below today’s
levels on most roads in the inner north. In this event there would be no need for additional road
capacity; its provision would go against the basic philosophy of Melbourne 2030 and the NCCC
Strategy, to reduce private car travel.
“The NCCCS Scenario Appraisal Report concluded that no further investigation should take place
on road tunnel options in the inner north. As a result, they are not included in the NCCC Strategy.
“Given this conclusion there is little expectation that freight traffic levels will be reduced in the
inner north; they will continue to grow in line with growth in economic activity, although growth in
the inner north will also be influenced by the limited road space availability and the outcomes of
the Victorian Freight and Logistics Strategy. “
- NCCC Strategy (2003) 13.5 pg35
Paradigm Shifts in Travel Behaviour
“Some key model parameters, such as how people value their time and make
trade-offs when deciding whether, where and how to travel, may change over
In the model these travel behaviour characteristics and preferences are
assumed to remain constant over time. The model makes no attempt to
predict “paradigm shifts” in travel behaviour that might occur in the future. In
fact the model assumes that such changes will not occur.”
“It is not only plausible, but likely, that travel behaviour will change in the
future in response to such issues as concern for the environment. There is
also some evidence that travel behaviour can be influenced by government.”
- Veitch Lister Consulting Pty Ltd – Report for EWLNA 2008
Birds in Clifton Hill
Rainbow Lorikeet (nesting each year)
Magpie (nesting for 20+ years)
Yellow-tailed Black Cockatoo
Black-faced cuckoo shrike
Native Birds observed in a backyard near Darling Gardens
Red- rumped parrot
Yellow-faced honey eater
Sulphur Crested Cockatoo
SEEN FLYING OVER:
Australian White Ibis
Pacific black duck
Principle of Transparency
CIS Ch18 meeting our obligations
The principle of transparency means members of the public should have
access to reliable and relevant information in appropriate forms to
facilitate a good understanding of transport issues and the process by
which decisions in relation the transport system are made.
• No Business Case
• Alternative Designs and Options
• Peer review of modelling- Sensitivity Analysis – Induce Traffic, Tolls
• Hoddle Freeway
The Principle of Intergenerational Equity
CIS Ch18 meeting our obligations
“Principle of equity The principle
of equity means:
a) Equity between persons
irrespective of their: personal
attributes, including age, physical
ability, ethnicity, culture, gender
and financial situation; or
location, including whether in a
growth, urban, regional, rural or
b) Equity between generations by
not compromising the ability of
future generations to meet their
“The proposed PPP procurement
and delivery model for the project
ensures the funding burden of the
project is shared across
Passing a funding burden to a
future generation along with
climate change is not equitable.
Is Performance Criteria sufficient protection?
• LMA has less regard for local impacts than for motorist’s amenity.
• The successful bidder will have even less regard for impacts due to
the profit imperative.
• If the committee does not direct certain outcomes, then we can’t
expect the contractor to do more than the bare minimum.
• This is highlighted in LMA’s refusal to say where the vent stacks
• The bidder will be bound to find the most cost effective location that
meets the poorly established performance criteria.
If the Reference Design does not meet the
criteria, then what?
• The Reference Project is not the declared project.
• The CIS is not comprehensive and does not address impacts such as
• The committee is open to find that the proposal does not comply
with legislation (P&E, EPA, TIA) or local policies such as heritage
• The undue haste forced upon this project is disorderly planning
• Victoria will pay the consequence for a long time
• The committee should recommend that no approvals be given