Agenda of City Infrastructure Committee Meeting

Item No. 6.2

Agenda (Open Portion)

City Infrastructure Committee Meeting

Page 9

21/11/2018

REPORT TITLE: Waste Management Strategy 2015-2030 - Year 2 Progress Report

REPORT PROVIDED BY: Acting Manager Cleansing & Solid Waste

Director Parks and City Amenity

1. Report Purpose and Community Benefit

1.1. The purpose of this report is to present a progress report on Year 2 of the Waste Management Strategy 2015-2030; a strategy to achieve zero waste to Landfill by 2030

2. Report Summary

2.1. At its meeting of 9 May 2016 the Council resolved that:

“The City of Hobart Waste Management Strategy 2015-2030, be endorsed”

The Strategy contains 91 Actions which Officers have been progressively implementing. A progress report on the implementation of the first year of the strategy was presented to Committee on 23 August 2017.

At the conclusion of the second year, implementation of the actions have been progressed as follows:

· 19 Actions are complete

· 18 Actions progressing towards completion

· 18 Actions have been addressed and remain ongoing, for the term of the strategy.

2.2. As at the end of Year 2 (2017/18) the City recorded a waste diversion rate of 42% - an increase in 10% from the 2014-2015 rate (prior to the development of the Strategy).

2.3. The results demonstrate that the City is on track to reach its first major target under the Strategy of a 50% waste diversion rate by 2020.

2.4. 2017/18 was significant as it was the first year (since tonnages have been recorded at McRobies Gully) that the waste to landfill accepted at the site was under 20,000 tonnes.

3. Recommendation

That the report of the progress made on the implementation of the City’s Waste Management Strategy 2015-2030 be noted.

4. Background

4.1. The Waste Management Strategy 2015-2030 (the Strategy) was approved by Council on 9 May 2016.

4.2. The Strategy’s length was timed to coincide with the closure of the McRobies Gully Landfill. It aims to achieve zero waste to landfill by 2030, to improve environmental and community outcomes, and to lessen the long term liability for the City to transport residual waste to alternative landfill facilities post 2030.

4.3. There have been 55 actions worked on during the first 2 years of the Strategy’s implementation. Actions have been undertaken across all of the 8 Key Focus Areas, a list of all Actions progressed is included as Attachment A, and major achievements include;

· Introduction of a kerbside green waste collection service.

· Appointment of a Waste Education Officer.

· An improved e-waste recycling agreement including assurances of ‘end of life’ recycling processes.

· Long term lease agreement for the Tip Shop, timed to coincide with the closure of the landfill.

· Development of a waste minimisation plan for the Doone Kennedy Hobart Aquatic Centre.

· Development of a ‘Schools Waste Audit Toolkit’.

· Provision of re-usable coffee cups, and re-usable take away containers for City staff.

· Development of a Cleary Gates waste minimisation plan.

· Purchase of 2 compactors for recyclable materials at McRobies Gully.

· Placement of a ‘Recycling Station’ at the Council Centre for items such as batteries, light globes, x-rays, toner cartridges, and other hard to recycle household items.

· A series of internal and external waste related workshops.

· Increased provision of public recycling bins.

4.4. A total of 19,650 tonnes of waste was buried at the McRobies Gully Landfill during 2017/18.

This is the first time since tonnage records have been maintained that the landfill has buried less than 20,000 tonnes of waste. This is a significant achievement, and Table 1 shows the decline in waste to landfill over the past 10 years.

Table 1 – Waste to Landfill 2008/09 to 2017/18

4.5. Other actions that have not directly led to a measurable waste reduction to McRobies Gully, but are equally important to achieve future reductions in waste include:

· Continued provision of annual waste reduction grants;

· Maintaining dialogue with the State government for a Container Deposit Scheme, and Container Deposit Legislation;

· Input into the new Tasmanian Waste and Resource Management Strategy, and Senate Report on Waste Management;

· Key involvement in a statewide communications strategy (through the regional waste bodies).

4.6. In addition to actions completed, there are a number of other actions currently being progressed between reporting years, including:

· Requirement for developers to submit a waste management plan (through development applications), to ensure waste separation at proposed development sites.

· Installation of underground waste and recycling compactors that will provide for recycling facilities for businesses in the Mall and Wellington Court area not previously provided.

· An assessment of CBD shared waste services intending to reduce the number of bins in the CBD and create more efficient collection facilities.

· Finalisation of the single use plastic take away packaging by-law.

4.7. Key factors leading to improved waste reduction include the recovery of 360 tonne of steel, 70 tonnes of ewaste processed including television sets, around 500 tonnes of material salvaged by the Resource Work Cooperative, and almost 1,200 tonnes of concrete being recycled.

The kerbside garden waste service collected over 2,700 tonnes of organics for composting, with much of this material previously entering general waste bins.

4.8. As the strategy progresses and the amount waste to landfill reduces, the ability to achieve significant additional waste diversion from the waste stream becomes more difficult.

However there are some clear targets for the City in the coming years, most considerably, food waste, packaging waste and construction and demolition waste.

4.9. The City continues to be a leader in the field, and is regularly contacted by other councils (and other organisations) both within Tasmania and interstate, to provide information and advice on running waste minimisation programs.

5. Proposal and Implementation

5.1. Implementation of the Strategy is undertaken through the development of an annual plan that identifies priority actions to undertake each year. Major Action areas for the 2018/2019 implementation plan (Year 3) include (in addition to those actions ‘ongoing’);

· Finalise preparations for the kerbside collection of food waste;

· Reducing single use plastics including water bottles;

· Extending the number of facilities for the recycling of difficult items such as, light globes, batteries, and dental products;

· Incorporating recycled products into City design processes and projects;

· Establishing recycling facilities for items such as corflute, soft plastics, pallet wrap, solar panels;

· Implementation of the Clearys Gates waste minimisation plan;

· Improving events recycling (Council and external), and;

· Continuing to build the ‘Towards Zero Waste’ brand.

5.2. The Strategy is due for review after its first 5 years of implementation. When it is reviewed officers will consider emerging issues such as the circular economy for inclusion in the revised strategy.

6. Strategic Planning and Policy Considerations

6.1. The Development and implementation of the Waste Management Strategy 2015-2030 is identified in the City’s Strategic Plan (3.2.5).

7. Financial Implications

7.1. Funding Source and Impact on Current Year Operating Result

7.1.1. Actions undertaken in accordance with the Strategy were funded from Budget Function (240), at a cost of $175,000.

7.2. Impact on Future Years’ Financial Result

7.2.1. Under the current 3 year implementation plan for the Strategy, $170,000 has been allocated for implementation of year 3 actions (2018/2019).

7.2.2. Future financial implications will be formalised during the annual budget estimates each year.

8. Environmental Considerations

8.1. The Strategy is creating environmental benefits from reduced greenhouse gas emissions, reduced use of natural resources, and creating a more informed community in relation to the importance of waste avoidance.

9. Social and Customer Considerations

9.1. The Strategy has wide ranging social and customer benefits, including increased provision of information and increased customer satisfaction through an expanded range of recycling services.

10. Marketing and Media

10.1. The Waste Strategy has led to increased marketing and media in the waste field, including the creation of a ‘Towards Zero Waste’ brand. Marketing and media will continue to be undertaken to promote new programs, information, services and the City’s achievements.

11. Delegation

11.1. This matter is delegated to the Committee to note.

As signatory to this report, I certify that, pursuant to Section 55(1) of the Local Government Act 1993, I hold no interest, as referred to in Section 49 of the Local Government Act 1993, in matters contained in this report.

Jeff Holmes

Acting Manager Cleansing & Solid Waste

Glenn Doyle

Director Parks and City Amenity

Date: 15 November 2018

File Reference: F18/122130

Attachment a: Year 2 Status of Actions ⇩

Item No. 6.3

Agenda (Open Portion)

City Infrastructure Committee Meeting

Page 17

21/11/2018

REPORT TITLE: Davey Street and Macquarie Street - Transfer of Ownership to State Government

REPORT PROVIDED BY: Manager Traffic Engineering

Director City Infrastructure

1. Report Purpose and Community Benefit

1.1. The purpose of this report is to update the Council on the actions being undertaken by the State Government to enable sections of Davey Street and Macquarie Street, between the Tasman Highway and the Southern Outlet to be proclaimed as a State highway in accordance with section 7 of the Roads and Jetties Act 1935.

1.1.1. The Council has resolved that a range of reports be prepared in order to inform the Council about aspects of the transfer.

1.1.2. This report presents the reports prepared by third parties, the draft Deed of Transfer between the Tasmanian State and the Hobart City Council along with associated information gathered to address the Council’s resolutions.

2. Report Summary

2.1. The Minister for Infrastructure wrote to the Council on 9 April 2018 to confirm the Government’s intention to transfer control and ownership of sections of Macquarie Street and Davey Street from the Council to the State Government.

2.2. The Council has resolved that a range of reports be prepared in relation to the transfer. This report provides details of the following:

2.2.1. The potential short and long term financial implications of the transfer;

2.2.2. Advice on maintenance, asset renewal and depreciation issues and expenses;

2.2.3. A report undertaken by engineering consultants GHD to consider the issues associated with the Macquarie Street and Davey Street corridor and the opportunities and constraints associated with the implementation of an additional traffic lane (bus or multi occupancy vehicle lane);

2.2.4. A report prepared by economics and planning consultancy – SGS – providing a qualitative assessment of the likely costs and benefits on street amenity, business, property values and impacts that the introduction of clearways and changes to pedestrian crossings may have; and

2.2.5. A copy of the draft Deed of Transfer, provided by the Department of State Growth to the City of Hobart.

2.3. The State Government is currently in the process of amending the Roads and Jetties Act 1935, to enable the transfers and the affective management of the roads subsequently, thus enabling the Council to operate parking meters on the roads.

2.4. The State then intends to enter into an agreement with the Council (Deed of Transfer) and proclaim the roads as State Highways by Executive Order.

3. Recommendation

That the Council authorise the General Manager to make any necessary minor amendments and to affix the common seal of the Hobart City Council to the Deed of Transfer – Davey Macquarie Streets Hobart.

4. Background

4.1. At its meeting held on 3 July 2017 the Council resolved the following:

“That a report be prepared that examines the advantages and disadvantages of the Council having the control and ownership of Davey and Macquarie Streets, and the report address the following issues:

1. The potential short and long term financial implications;

2. Advice on maintenance, asset renewal and depreciation issues and expenses;

3. The viability and issues associated with the implementation of trial bus / multi occupancy vehicle lanes on Davey and Macquarie Streets, including impacts on pedestrian amenity, property values and access to frontagers including schools and other facilities; and

4. The implementation of transit lanes be investigated.”

4.2. A report on the financial implications, including maintenance, expenses, asset renewal and depreciation is provided as Attachment A.

4.2.1. This addresses parts 1 and 2 of the motion.

4.3. A project was jointly scoped and undertaken with the Department of State Growth and consultants GHD to review the opportunities for providing bus priority and other improvements for Davey Street and Macquarie Street in late 2017 and early 2018. This report is provided as Attachment B.

4.3.1. This addresses aspects of part 3 and part 4 of the motion.

4.4. The Minister for Infrastructure wrote to the Council on 9 April 2018 to advise that the Department of State Growth had commenced the process to proclaim those sections of Davey Street and Macquarie Street between the Tasman Highway and the Southern Outlet as a State highway in accordance with section 7 of the Roads and Jetties Act 1935.

4.5. A memorandum was provided to the City Infrastructure Committee at its 26 April 2018 meeting. This was then provided to the Council at its 7 May 2018 meeting.

4.6. At its meeting held on 7 May 2018, the Council resolved the following:

“That: 1. The information contained in the memorandum of the Director City Infrastructure titled Macquarie Street and Davey Street Hobart – Transferring Control and Ownership to the State Government of 26 April 2018 be received and noted.

2. The matter be listed for consideration at the next City Infrastructure Committee meeting to enable discussion of matters of interest to the City including pedestrian safety, transit issues, on street parking, residential and business amenity, traffic movement and data collection and other relevant issues.

3. The Council be provided with a copy of the draft Deed of Transfer for its consideration and input prior to finalisation.”

4.7. A copy of the draft Deed of Transfer is provided as Attachment C.

4.8. The City of Hobart General Manager and the Director City Infrastructure met with the Tasmanian Transport Commissioner and the General Manager of State Roads in relation to this matter on 26 May 2018.

4.9. A memorandum (F18/60134; 2017–0477) was provided as a supplementary item to the City Infrastructure Committee meeting of 30 May 2018.

4.10. At its meeting held on 6 August 2018, the Council resolved the following:

“That: 1. Following the notification by the State of its intention to proclaim their takeover to state control, an urgent report be prepared to advise Council on the value of seeking state government approval for a shared ownership and control of Davey and Macquarie Streets given their strategic importance to the City of Hobart.

2. The report to include research on the potential impact that clearways will have on street amenity, business impact and property values, with a view that the Council develops a shared vision for Davey and Macquarie Streets.”

4.11. The Director City Infrastructure has discussed the matter of seeking State Government approval for a shared ownership and control arrangement with the Deputy Secretary of the Department of State Growth.

4.11.1. The view of the Deputy Secretary is that a shared ownership proposal is inconsistent with the Government election commitment and existing policy position. A shared ownership arrangement is not supported by the Department of State Growth.

4.11.2. The Deputy Secretary has, however, agreed to consult with the Council prior to making changes to the roads.

4.12. A report prepared by economics and planning consultancy – SGS Economics – includes a qualitative assessment of the likely costs and benefits on street amenity, business, property values and impacts that the introduction of clearways and changes to pedestrian crossings may have. A copy of the report is provided as Attachment D.

4.12.1. This addresses part 2 of the motion (6 August 2018) and aspects of part 3 of the motion (3 July 2017) previously mentioned.

Bus / Transit lanes and Clearways

4.13. The Department of State Growth and the Tasmanian Government have published material indicating a desire to “strategically manage the entire key Hobart main road network by taking control of Davey and Macquarie Streets from the Hobart City Council,” and to “establish new priority bus lanes on the on the key CBD links of Davey and Macquarie Streets.”

4.13.1. These references are contained in the Tasmanian Liberals “Greater Hobart Traffic Solution” published in February 2018 and accessible from the link below:

https://www.tas.liberal.org.au/sites/default/files/Greater%20Hobart%20Traffic%20Solution.pdf

4.14. The Department of State Growth has published on its website a concept options report produced by Jacob’s (engineering consultancy) dated 17 January 2017 for a bus transit lane between Kingston and Hobart. In particular, Section 4 of this report examined options for a Macquarie Street Bus Lane. This report is available at the following link:

https://www.transport.tas.gov.au/__data/assets/pdf_file/0017/170720/Southern_Outlet_-_Concept_Options_Report_Final.pdf

4.15. The Jacob’s report described two options for Macquarie Street:

· Alternative A, which removes parking from the left hand side of Macquarie Street to create a bus priority lane, with 3.2m wide general traffic lanes. Kerb ‘blisters at pedestrian crossings are removed and “long lengths of kerb would need to be replaced”.

· Alternative B, which removes parking from both sides of Macquarie Street to create a bus priority lane, with 3.5m wide general traffic lanes. Such lane widths are more appropriate for larger vehicles using the State Highway network.

4.15.1. The Jacobs report notes the loss of parking may require that alternative parking options be considered.

4.15.2. The Jacobs report does not comment on the use of peak hour clearways as a means to achieve a bus priority lane on Macquarie Street.

4.15.3. The Jacobs report does not propose any bus priority facilities on Davey Street.

4.16. The City of Hobart and the Department of State Growth jointly developed a brief in late 2017 for a consultant to consider the range of aspects which should be considered when considering future options for Davey Street and Macquarie Street. The consultancy was awarded to GHD. The GHD report is provided as Attachment B.

4.16.1. The GHD report documents the existing conditions, the strategic objectives and begins to develop a road user hierarchy for the two corridors (Davey Street, Macquarie Street) at a more detailed level.

4.16.2. The analysis shows that the two corridors can be divided into 3 zones, each with a slightly different operational focus.

4.16.3. Particular attention was paid to the area designated as Zone 2, which was documented as the area between Barrack Street and Argyle Street. These City blocks are the heart of the City of Hobart and require much more focused attention on pedestrian needs.

4.16.4. The report then examined the specific opportunities and constraints for the various zones, at a block by block level.

4.17. If the current number of travel lanes are to be maintained for general traffic on Macquarie and Davey Streets then kerb side parking arrangements would need to be changed to incorporate an additional bus priority lane.

4.18. It would appear however, that there are opportunities to implement some types of bus priority infrastructure in some areas, possibly using peak hour clearways, to improve bus reliability in peak hour traffic.

4.19. There are numerous issues which would need further detailed work to implement a bus priority lane on either street such as removal of kerb bulbing and kerb alignment changes, possible service relocations such as TasNetworks power pole infrastructure, traffic signal poles and infrastructure, existing bus stop locations, lane merging and crossing issues associated with left turn lanes accessing major side streets and a range of pedestrian safety issues.

Potential Impacts of Changes to Operations

4.20. Consultants SGS Economics were commissioned to consider the possible changes to parking, clearways, travelling lane and possible pedestrian crossing arrangements and provide a high level insight into the impacts of possible changes on adjacent properties and street amenity.

4.21. The SGS report is provided as Attachment D.

4.22. The report notes that the introduction of a clearway will result in a net reduction in parking spaces, reducing accessibility to businesses and residences, particularly those without off street parking. There may also be a reduction in parking revenue either through the provision of additional permit spaces or less parking due to reduced availability.

4.23. There is potential that some properties without off-street parking would reduce in value, but there is insufficient evidence from elsewhere to determine what the reduction may be.

4.24. If pedestrian crossings were removed this would reduce accessibility and lower urban amenity due to the poorer walkability outcomes.

4.25. There are expected to be benefits to motorists from improved travel times and reduced congestion, which would also lead to reduced fuel use and greenhouse gas emissions.

4.26. It is considered that there would be enhanced road safety by reducing the number of rear end type vehicle crashes.

Draft Deed of Transfer

4.27. The Department of State Growth has provided a draft Deed of Transfer (refer Attachment C), for the portion of the road network they intend to proclaim as State Highways under the Highways Act 1951 and the Roads and Jetties Act 1935.

4.28. The City’s road assets that are being transferred to the State are identified in detail in Schedule 1 of the Deed of Transfer. The assets include:

(i) The Davey Street and Macquarie Street couplet, from the Tasman Highway (adjacent to the Brooker Avenue, Hobart) to the intersection with the Southern Outlet, South Hobart;

(ii) A portion of the Brooker Avenue, from its intersection with the Tasman Highway and Macquarie Street to its intersection with Burnett Street;

(iii) A portion of the Tasman Highway from its intersection with the Davey Street and Macquarie Street couplet to a point adjacent to the Cenotaph; and

(iv) A portion of the Southern Outlet from its intersection with Davey Street, South Hobart to a point 22 metres south of that street.

4.29. The Deed of Transfer also contains Schedule 2, which outlines the various management responsibilities between the Council and the Department of State Growth.

4.29.1. This schedule includes clauses (3, 4 and 5) which relate to parking restrictions, including clearways, parking compliance and removal of vehicles parked in contravention of clearways.

4.29.2. A separate clause (6) authorises the Council to collect and retain all parking revenue and infringement revenue “for so long as the Council meets its obligations to monitor parking compliance”.

4.29.3. Clause 7 excludes from the transfer of assets, the one existing and two “under construction” pedestrian overpasses and the ornamental garden and associated features of the Railway Roundabout.

4.29.4. Clauses 8 and 9 relate to separate agreements for the Council and the Minister for Infrastructure to enter into, to permit the Council to manage and maintain:

(i) landscaped and ornamental garden beds in the medians of transferred roads; and

(ii) existing banner display poles in the medians of transferred roads.

4.29.5. Clause10 relates to a separate agreement for the Council and the Minister for Infrastructure to enter into, to permit the Council to mount communications hardware and control systems for Council purposes (including paid parking) on State Road poles.

4.29.6. Clause 12 relates to the Department of State Growth and the Council entering into a data share agreement relating to the movement of people and vehicles.

5. Proposal and Implementation

5.1. The transfer of the identified portions of roads from the City of Hobart to the State of Tasmania is to be executed through the Deed of Transfer (refer Attachment C).

5.2. The Tasmanian Government tabled legislation in October 2018 - The Roads and Jetties (Management of State Highways in Cities) Amendment Bill 2018 – to enable various things to occur in connection with the transfer of Macquarie and Davey Streets in Hobart including the ability for the Council to operate parking meters and for vehicles parked in clearways to be towed. Links to the Bill and associated information are provided below:

http://www.parliament.tas.gov.au/bills/Bills2018/pdf/notes/54_of_2018-Fact%20Sheet.pdf

http://www.parliament.tas.gov.au/bills/pdf/54_of_2018.pdf

http://www.parliament.tas.gov.au/bills/Bills2018/pdf/notes/54_of_2018-Clause%20Notes.pdf

5.3. Should the transfer proceed, the final management and maintenance arrangements outlined in Schedule 2 of the Deed of Transfer will need to be negotiated.

5.4. The City of Hobart municipal map will need to be amended to reflect the transfer of ownership.

5.5. Various minor administrative changes, such as TasNetworks billing arrangements for street lighting and development application and permit issuing procedures will be adjusted to reflect the change of ownership.

5.6. In respect of the removal of vehicles parked in contravention of clearways, it is the intention that this responsibility would rest with the City of Hobart as a parking control matter.

5.6.1. Finalisation of this aspect (clearway vehicle removal) is contingent on changes to relevant State Government legislation which is currently before the parliament of Tasmania. Progress of the Bill can be followed here:

http://www.parliament.tas.gov.au/bills/54_of_2018.htm

5.7. As is detailed later in the report, a comprehensive information and communications package should be produced to answer the questions and concerns of adjacent property owners, business operators and the general public.

6. Strategic Planning and Policy Considerations

6.1. This proposal has been initiated by the State Government, and was an election promise in the lead up to the State election earlier this year.

6.2. The transfer of ownership of Macquarie Street and Davey Street from the City of Hobart to the State Government allows the State Government to control the key linkages which connect the Tasman Highway, Brooker Highway and the Southern Outlet.

6.3. The State Government has publicly stated that it intends to address congestion issues through changes in management of these roads.

6.4. It will depend on what actions the State Government takes following transfer of ownership as to whether and what degree these will support the City’s Strategic Plan. It will likely improve travel times, vehicle road safety outcomes and potentially public transport travel times, but will potentially reduce on-street parking availability and pedestrian amenity.

7. Financial Implications

7.1. Macquarie Street and Davey Street are physical assets currently owned, maintained and managed by the City of Hobart. They have an asset valuation for the purposes of complying with relevant Australian Accounting Standards and the Local Government Act 1993. A summary of the financial information is provided in Attachment A.

7.2. The summary financial numbers of the assets to be transferred (including the portion of the Brooker Highway) are:

Current written down value: $58,868,366

Annual depreciation: $611,712

Annual maintenance and operating costs: $251,500

Annual asset renewal costs (Capital): $ 65,000

7.3. Of this sum the City will still be responsible for maintaining footpaths, street furniture and associated infrastructure. This work is estimated to have an annual cost of about $80,000.

7.3.1. Thus the net reduction in maintenance and operating costs is projected at about $171,500 (per annum) with a $65,000 reduction in capital expenditure per annum.

7.3.2. The revenue from the Financial Assistance Grants is proportional to road length and is estimated to be about associated is $43,000 for these roads.

7.3.3. This revenue will no longer be received by the City of Hobart following the transfer.

7.4. The Council’s financial statements, in the year of transfer, will need to record the transfer in the operating statement as an expense, and the balance sheet will reflect a lower total for road non-current assets.

7.5. Funding Source and Impact on Current Year Operating Result

7.5.1. There is expected to be a financial impact on the current year operating result given the anticipated timing of the execution of the Deed of Transfer in early 2019. Budget preparation had been based on the transfer occurring in September 2018 and only including Davey and Macquarie Streets (i.e did not include the Brooker Highway).

7.5.2. Given the later date of transfer it is estimated that there will be about $50,000 additional expenditure in the 2018-19 year than originally budgeted, along with higher than budgeted depreciation. The actual amounts will depend on the timing of the transfer.

7.6. Impact on Future Years’ Financial Result

7.6.1. There will be a reduction in overall road maintenance and operating expenditure of $171,500, and in depreciation of $611,712 however, this will be offset by a minor reduction in State Grants Commission – Financial Assistance Grant of approximately $43,000 and State Government contributions towards road pavement and surface renewal.

7.6.2. The net impact on the annual operating budget is estimated as a reduction of $128,500 ($171,500 minus $43,000).

7.6.3. There will be a net reduction in capital expenditure requirement of approximately $65,000 per annum.

7.6.4. It should be noted however, that whilst the current net expenditure is estimated as above, the City of Hobart will continue to undertake regular asset inspections and repairs of the footpath; provide and maintain litter bins, street trees and street furniture and line mark for parking spaces.

7.6.5. The Deed of Transfer specifically authorises the Council “to collect and retain all parking revenue, including infringement revenue, for so long as Council meets its obligations to monitor parking compliance.”

7.6.6. Whilst the impact of any future clearways might reduce the hours of paid parking operation, until the scope of any changes by the State Government are known, there is not expected to be any significant change to this asset related area of Council business.

7.7. Asset Related Implications

7.7.1. The asset transfer is estimated to reduce the Council’s net annual depreciation by $611,712.

8. Legal, Risk and Legislative Considerations

8.1. The State Government (Minister for Infrastructure) has written to the Hobart City Council to confirm the implementation of the State Government’s commitment to transfer Davey and Macquarie Streets to the Crown.

8.2. The Minister has the power to proclaim sections of road as State Highways in accordance with section 7 of the Roads and Jetties Act 1935.

8.3. The Department of State Growth, representing the Crown in the Right of Tasmania has provided the Hobart City Council with a Deed of Transfer entitled - Davey and Macquarie Streets Hobart – which outlines the various matters relating to the transfer of road assets, including various ongoing maintenance responsibilities.

8.4. The Deed of Transfer - Davey and Macquarie Streets Hobart has been considered by the City of Hobart’s Executive Leadership Team.

8.5. Qualified legal advice will also be sought prior to executing the Deed.

8.6. It is noted that there are still some minor residual operational agreements which are listed in the Schedule 2 of the Deed which require finalisation. These aspects relate to:

8.6.1. Maintaining trees, landscaping and ornamental garden beds in the medians of transferred roads;

8.6.2. City of Hobart utilisation of State Road poles for the purpose of mounting communications, hardware and control systems for Council purposes including paid parking; and

8.6.3. Developing a data share agreement relating to the movement of people and vehicles and any other agreed maters.

9. Social and Customer Considerations

9.1. It is considered the matter will generate interest from both the general public along with property owners and business operators along the respective roads.

9.1.1. A document should be developed which clearly outlines the roles and responsibilities of both the Department of State Growth and the City of Hobart in relation to the new arrangements brought about by the change of ownership.

9.1.2. Contact personnel should be identified in both organisations to field public enquiries.

9.2. Such a document should explain the process by which the Department of State Growth may create additional clearways.

9.2.1. Changes relating to clearway vehicle removal will also need to be clearly communicated once the final arrangements are known.

10. Marketing and Media

10.1. As noted in the previous section, appropriate communication with the general public, property owners and business operators along the respective roads will be required and it is expected there will be media interest in the ownership transfer.

11. Community and Stakeholder Engagement

11.1. The transfer of ownership of Davey Street and Macquarie Street to the Crown was a Government 2018 election commitment.

11.2. The Minister for Infrastructure has issued press releases related to the transfer of ownership and associated legislative changes during 2018.

11.3. To date there has been no other formal public community or stakeholder engagement on the asset transfer and associated implications.

11.4. It is considered that a dedicated page on the City of Hobart’s website may be required to hold the information relating to the changed arrangements.

12. Delegation

12.1. This is a matter for the Council to determine.

Angela Moore

Manager Traffic Engineering

Mark Painter

Director City Infrastructure

Date: 15 November 2018

File Reference: F18/108849; 2017-0477

Attachment a: Financial Implications Summary ⇩

Attachment b: Macquarie Davey Options Review - GHD ⇩

Attachment c: Draft Deed of Transfer ⇩

Attachment d: Ownership Transfer Impacts - SGS Report ⇩

Item No. 6.4

Agenda (Open Portion)

City Infrastructure Committee Meeting

Page 136

21/11/2018

REPORT TITLE: Sandy Bay Road Walking and Cycling Project - Riverview Inn Pedestrian Crossing

REPORT PROVIDED BY: Manager Traffic Engineering

Director City Infrastructure

1. Report Purpose and Community Benefit

1.1. A report on this matter was listed for consideration at the Council meeting of 3 April 2017, however the Council resolved to defer it to a future meeting. It was subsequently considered by the City Infrastructure Committee on 26 April 2017, where it was further deferred to enable further engineering advice to be sought.

1.2. The purpose of this report is to give consideration to a modification to the design of Stage 3 of the Sandy Bay Walking and Cycling Project following a request from the owners of the Riverview Inn (located at 795 Sandy Bay Road).

2. Report Summary

2.1. Stage 3 of the Sandy Bay Walking and Cycling project extends from Wayne Avenue, Sandy Bay to the City’s southern boundary with Kingborough, and involved the marking of painted bike lanes on Sandy Bay Road, a section of road widening, road and footpath surface improvements, changes to on‑street parking and the construction of a number of pedestrian crossing points and refuges.

2.2. The design of this stage of the project was approved by the Council at its meeting held on 7 September 2015. In February 2016, the Council declined a previous request to modify the design of the project near 896 Sandy Bay Road to retain on‑street parking in order to ensure continuous bike lanes.

2.3. The owners of the Riverview Inn at 795 Sandy Bay Road have written to the Council asking that the continuation of the footpath and pedestrian refuge proposed to be constructed near the property not be installed. The owners are concerned that as the installation would result in the loss of the three on-street parking spaces adjacent to the property on Sandy Bay Road that “patronage would diminish with the inevitable consequence being that our financial security will be compromised”.

2.4. Subsequent to receipt of this letter, the footpath and pedestrian refuge works immediately adjacent to 795 Sandy Bay Road were put on hold to allow for the request to be considered by the Council’s City Infrastructure Committee and then by the full Council.

2.5. The construction of Stage 3 of the Sandy Bay Road Walking and Cycling project is now substantially complete.

2.6. Engineering advice obtained by the proprietors of the Riverview Inn recommended an alternative location for a pedestrian crossing immediately south of Pauldon Drive, Sandy Bay.

2.7. An independent traffic engineering and road safety review has been completed by GHD Pty Ltd and assessed both crossing locations (either outside the Riverview Inn or in a location immediately south of Pauldon Drive).

2.7.1 The report recommends against formalisation of the crossing south of Pauldon Drive due to substandard sight distance when crossing from the eastern side of Sandy Bay Road.

2.7.2 The report assessed the crossing outside the Riverview Inn as satisfying the necessary sight distance requirements in all directions, although its proposed location does not directly satisfy pedestrian demand.

2.7.3 The report concludes that as the existing arrangement with no formal crossing appears to be working satisfactorily, the need for the crossing should be further established.

2.8. There are two options available to Council:

2.8.1 Conduct a survey of the local community and if a facility is supported to conduct a trial and report the results back to the Committee or;

2.8.2 Not proceed with the installation of a pedestrian facility at this time.

It is proposed to conduct a survey of the local community and if a facility is supported to conduct a trial.

3. Recommendation

That:

1. A survey of the local community be conducted to determine whether there is support for a pedestrian crossing facility on Sandy Bay Road adjacent to the Riverview Inn at 795 Sandy Bay Road.

2. If the community support a pedestrian crossing then a trial be conducted and the results of the trial reported back to the Committee prior to any permanent installation.

3. The owners of the Riverview Inn at 795 Sandy Bay Road be advised of the Committee’s decision.

4. Background

4.1. At its meeting held on 7 September 2015, the Council resolved, inter alia, the following:

“That: 1. The design for the Sandy Bay Cycling and Walking Project – Stage 3, which is generally in accordance with the plans marked as Attachment C to Supplementary item 12 of the Open City Infrastructure Committee agenda of 26 August 2015, be approved with a view to implementing the project in the 2015/2016 financial year.

(i) The project, estimated at a cost of $1.2 million be funded from the Roads to Recovery Program.

2. The Council support further consultation with residents to progress additional design in order to provide a pedestrian crossing at 745 Sandy Bay Road, and a footpath link between 749 and 755 Sandy Bay Road.

(ii) Council officers consult further with the owner of 896 Sandy Bay Road.

3. Residents and businesses in Sandy Bay Road (between Wayne Avenue and the southern municipal boundary with Kingborough), and the Hobart Bicycle Advisory Committee be advised of the Council’s decision.”

4.2. The construction of Stage 3 of the Sandy Bay Road Walking and Cycling project is complete substantially in accordance with the approved plans.

4.3. In relation to Item 2, further work has been undertaken to investigate the feasibility of the footpath link and pedestrian crossing. The footpath link between 749 and 755 Sandy Bay Road is not being progressed further at this time, due to landownership constraints. The additional crossing at 745 Sandy Bay Road could not be provided due to limited space within the road reservation.

4.4. With reference to Item 2(ii) of the resolution, a further report was considered at the meeting held on 9 February 2016, and the Council resolved, inter alia, the following:

“That: 1. The design for Stage 3 of the Sandy Bay Road Walking and Cycling Project, as approved by the Council at its meeting of 7 September 2015, not be modified and accordingly, no additional parking near 896 Sandy Bay Road be provided.

2. The residents of 896 Sandy Bay Road be advised of the Council’s decision.”

4.5. During construction of Stage 3 of the Sandy Bay Walking and Cycling project, concern was raised by the owners of 795 Sandy Bay Road (known as the Riverview Inn) regarding the construction of a footpath and a pedestrian refuge island adjacent to their property. These concerns were documented in a letter dated 9 November 2016, included as Attachment A to this report.

4.6. Subsequent to receipt of this letter, the footpath and pedestrian refuge works immediately adjacent to 795 Sandy Bay Road were put on hold to allow for the request to be considered by the Council’s City Infrastructure Committee and then to full Council.

4.7. The proposed footpath, pedestrian refuge and pram ramps adjacent to 795 Sandy Bay Road are shown in Figure 1 below and require the removal of an indented parking area that can hold up to three cars. The proposed pedestrian facilities have been provided to allow for residents of Sandy Bay Road, Pauldon Drive and Mitah Crescent to safely cross the road and are in close proximity to an existing bus stop pair on Sandy Bay Road.

Figure 1 – 795 Sandy Bay Road, approved plan

4.8. Following redevelopment in accordance with the planning permit dated 17 December 2014, the Riverview Inn at 795 Sandy Bay Road will provide off-street car parking for 10 vehicles. On-street car parking is also available in Pauldon Drive for any overflow parking demand that may occur. The December 2014 planning report makes no reference to the use, availability or reliance on the on-street car parking adjacent to 795 Sandy Bay Road.

4.9. Correspondence has also been received from a Taroona resident who regularly uses Sandy Bay Road, requesting that the pedestrian crossing point near Pauldon Drive be installed as per the approved plan. A copy of the email is included as Attachment B to this report.

4.10. The continuation of the footpath and provision of a pedestrian refuge island is an important aspect of this project. Alternative locations for a pedestrian refuge island were considered, however the windy nature of Sandy Bay Road meant that adequate sight distance for pedestrians was not achievable. However, adequate sight distance for pedestrians can be achieved at the proposed refuge location.

4.11. This matter was considered by the City Infrastructure Committee at its meeting held on 29 March 2017, where the following recommendation was supported:

“That: 1. The design for Stage 3 of the Sandy Bay Road Walking and Cycling Project, as approved by the Council at its meeting of 7 September 2015, not be modified and accordingly, the footpath and pedestrian refuge be constructed near 795 Sandy Bay Road.

2. The owners of the Riverview Inn at 795 Sandy Bay Road be advised of the Council’s decision.”

4.12. The matter was deferred at the subsequent Council meeting on 3 April 2017.

4.13. The matter was again considered by the City Infrastructure Committee at its meeting held on 26 April 2017, where the Committee resolved “that the matter be deferred to a subsequent City Infrastructure meeting to enable the proprietors of the Riverview Inn to seek their own engineering advice”.

4.14. Engineering advice obtained by the proprietors of the Riverview Inn is included as Attachment C to this report and recommends an alternative location for a pedestrian crossing immediately south of Pauldon Drive.

4.15. An independent traffic engineering and road safety review has been completed by GHD Pty Ltd and the report is included as Attachment D to this report. The review assessed both crossing locations (either outside the Riverview Inn or in an alternative location immediately south of Pauldon Drive).

4.15.1 The report recommends against formalisation of the crossing south of Pauldon Drive due to substandard sight distance when crossing from the eastern side of Sandy Bay Road.

4.15.2 The report assessed the crossing outside the Riverview Inn as satisfying the necessary sight distance requirements in all directions, although its proposed location does not directly satisfy pedestrian demand.

4.15.3 The report concludes that as the existing arrangement with no formal crossing appears to be working satisfactorily, the need for the crossing should be further established.

5. Proposal and Implementation

5.1. The Sandy Bay Walking and Cycling project prioritised pedestrian and cyclist amenity and safety as a higher priority than the provision of on‑street car parking. On that basis, one option would be to conduct a survey the local community (including residents in Pauldon Drive and Mitah Crescent) to gauge the level of support and if supported to proceed with a trial installation of a median island pedestrian crossing on Sandy Bay Road.

5.2. The results of the survey and the trial would be reported back to the City Infrastructure Committee along with a recommendation to proceed (or otherwise) with a pedestrian crossing adjacent to 795 Sandy Bay Road, including the footpath extension, loss of on-street parking, median refuge island and pram ramps.

5.3. Alternatively, the Committee could choose to retain the current arrangement not to proceed with the provision of a pedestrian crossing at this location at this time.

6. Strategic Planning and Policy Considerations

6.1. Goal – Two, Urban Management within the Capital City Strategic Plan 2015-2025 is applicable in considering this report, particularly strategic objectives:

“2.1 A fully accessible and connected city environment;

2.2 A people-focussed city with well-designed and well managed urban and recreational spaces; and

2.3 City and regional planning ensures quality design, meets community needs and maintains residential amenity.”

6.2. Additionally, Sandy Bay Road has been identified as being part of the City’s Principal Bicycle Network.

7. Financial Implications

7.1. Funding Source and Impact on Current Year Operating Result

7.1.1 None are foreseen.

7.2. Impact on Future Years’ Financial Result

7.2.1 The footpath extension, pedestrian refuge and pram ramps were initially funded as part of the approved scope of works for the Stage 3 Sandy Bay Walking and Cycling Project. However, the funds to construct the pedestrian crossing adjacent to 795 Sandy Bay Road were not carried forward. If these works were to proceed, funding would need to be secured.

7.3. Asset Related Implications

7.3.1 None are foreseen.

8. Environmental Considerations

8.1. Supporting sustainable transport modes (such as walking, cycling and public transport) has a positive environmental impact through the reduction of single occupancy private vehicles.

9. Social and Customer Considerations

9.1. There is a clear desire from the property owners to maintain on-street parking directly in front of 795 Sandy Bay Road (operating as The Riverview Inn). The plan endorsed by the Council on 7 September 2015 removed the on-street parking in that location in favour of providing a footpath, pedestrian crossing refuge island and pram ramps.

9.2. The provision of improved pedestrian facilities, including safe crossing points is an important aspect of this project. The proposed pedestrian refuge is located close to Pauldon Drive, Mitah Crescent and a bus stop pair where there is a concentration of pedestrians and cyclists. However, demand for a pedestrian crossing at this location has not yet been established.

10. Community and Stakeholder Engagement

10.1. Wide consultation with the community and with directly impacted residents and businesses was completed during June and July 2015 in relation to the whole of Stage 3 of the Sandy Bay Walking and Cycling Project.

10.1.1 The result of this engagement was considered by the Council as its meeting held on 7 September 2015. Feedback was received from the owners of the Riverview Inn and officers met with them on-site to discuss this further. The concerns raised during the original consultation are consistent with the further letter requesting that the on-street car parking be retained outside 795 Sandy Bay Road.

11. Delegation

11.1. The Committee has previously requested that this matter be brought back to the Committee.

Angela Moore

Manager Traffic Engineering

Mark Painter

Director City Infrastructure

Date: 16 November 2018

File Reference: F18/47351; R0820/26

Attachment a: Sandy Bay Walking and Cycling Project - Stage 3 - Objection to Proposed Works - 795 Sandy Bay Road Sandy Bay - Helen Schurink & Cleve Dodgshun - 15/11/2016 ⇩

Attachment b: Email dated 5 January 2017 ⇩

Attachment c: Engineering Advice to Riverview Inn Proprietors from Milan Prodanovic, dated 30 May 2017 ⇩

Attachment d: Engineering Advice to Council from GHD Pty Ltd, dated May 2018 ⇩

Item No. 6.5

Agenda (Open Portion)

City Infrastructure Committee Meeting

Page 172

21/11/2018

REPORT TITLE: Elizabeth Street Bus Interchange Shelter Upgrade

REPORT PROVIDED BY: Manager Traffic Engineering

Director City Infrastructure

1. Report Purpose and Community Benefit

1.1. The purpose of this report is to provide the Council with the results of the community and key stakeholder engagement in relation to the proposed new bus shelters and passenger waiting facilities for Elizabeth Street on the General Post Office (GPO) side of the street.

1.2. This report also requests final approval from the Council to provide a resolution to proceed with the upgrade project as detailed in the final concept plan, incorporating public feedback requests for more seating, timetable information and water bubblers.

2. Report Summary

2.1. A project to upgrade the current Elizabeth Street Bus Interchange was identified in the City of Hobart’s Inner City Action Plan and funding allocation has previously been approved in the 10 year capital works program as project AP02 – Elizabeth Street Bus Mall Construction.

2.2. The Council has been provided with various reports relating to upgrading the Elizabeth Street Bus Interchange over the past several years (refer Attachment A).

2.3. In conjunction with the Department of State Growth and Metro Tasmania the City of Hobart has developed a concept design to significantly upgrade the existing facilities on the GPO side of Elizabeth Street.

2.4. The design is based on the upgraded passenger waiting facilities provided in Macquarie Street adjacent to Franklin Square.

2.5. The project has focused on improving and upgrading the facilities on the GPO side of Elizabeth Street due to the current construction of a new hotel at 28-32 Elizabeth Street, and the yet to be determined configuration of the interchange facility as the Department of State Growth is still in the process of finalising its “Project 2018”, which is recontracting and modifying bus service provision by private operators, to improve overall public transport service offerings for Hobart.

2.6. Under any final bus interchange configuration for the medium term the Department of State Growth and Metro Tasmania will continue to require service departures from the GPO side of Elizabeth Street.

2.7. At this time, it is believed that the Department of State Growth and Metro Tasmania will require up to two departure points on the other side of Elizabeth street (opposite the GPO).

2.7.1. This could allow for some flexibility for other kerbside parking arrangements at the Elizabeth Street pedestrian mall end of the bus interchange.

2.8. Works to straighten the kerb line to provide additional footpath space to accommodate new shelters and accommodate longer buses were completed in June 2018.

2.9. During September 2018 the City of Hobart undertook public and stakeholder engagement for the proposed new bus shelters and passenger waiting facilities for Elizabeth Street on the GPO side of the street.

2.10. The concept plans and visualisations (refer Attachment E) for the proposal were made available on the City of Hobart’s YourSay website. To raise awareness, a poster campaign in the current bus mall shelters along with social media posts were undertaken. The results of the public engagement are provided as Attachment B to this report.

2.11. A separate stakeholder review and comment meeting was held with Metro and the Department of State Growth. Both parties were supportive of the proposed design. Their responses are provided as Attachment C and Attachment D.

2.12. Heritage Tasmania and City of Hobart Heritage officers have been consulted and have no objections to the proposal.

3. Recommendation

That the upgrading of the bus passenger waiting facilities on the GPO side of the Elizabeth Street Bus Mall as detailed in the concept plans marked as Attachment F to this report be approved for construction, subject to the necessary statutory approvals being obtained.

4. Background

4.1. A project to upgrade the current Elizabeth Street Bus Interchange was identified in the City of Hobart’s Inner City Action Plan and funding allocation has previously been approved in the 10 year capital works program as project AP02 –Elizabeth Street Bus Mall Construction.

4.2. The City of Hobartl has been provided with various reports relating to upgrading the Elizabeth Street Bus Interchange over the past several years, including:

(i) Infrastructure Services Committee on 28 January 2015 and Council on 10 February 2015;

(ii) City Infrastructure Committee on 23 September 2015 and Council on 12 October 2015;

(iii) City Infrastructure Committee on 9 December 2015 and Council on 21 December 2015; and

(iv) City Infrastructure Committee on 21 March 2018 and Council on 9 April 2018.

A summary of these decisions is included as Attachment A to this report.

4.3. In conjunction with the Department of State Growth and Metro Tasmania the City of Hobart has developed a concept design to significantly upgrade the existing facilities on the GPO side of Elizabeth Street, between Collins Street and Macquarie Street.

4.4. The design is based on the upgraded passenger waiting facilities provided in Macquarie Street adjacent to Franklin Square.

4.5. The project has focused on improving and upgrading the facilities on the GPO side of the street only due to the current construction activity at 28‑32 Elizabeth Street. Also, the Department of State Growth is still in the process of finalising its “Project 2018” to recontract and modify bus service provision by private operators to improve overall public transport service offerings for greater Hobart. This will influence the future configuration of the bus interchange facility.

4.6. However, under any final interchange configuration for the medium term the Department of State Growth and Metro Tasmania have indicated they will require service departures to continue from the GPO side of Elizabeth Street.

4.7. At this time, it is believed that the Department of State Growth and Metro Tasmania will require up to two bus departure points on Elizabeth Street opposite the GPO.

4.8. This could allow for some flexibility for other kerbside parking arrangements in Elizabeth Street at the Collins Street end of the bus interchange.

4.9. The construction works in Elizabeth Street associated with the new hotel development at 28‑32 Elizabeth Street limited the opportunities to complete works to straighten the kerb line on the GPO side of Elizabeth Street (between Collins Street and Macquarie Street). During June 2018 work to straighten the kerb line on the GPO side of Elizabeth Street was completed to provide additional footpath space to accommodate new shelters and longer buses.

4.10. During September 2018 the City of Hobart undertook public and stakeholder engagement for the proposed new bus shelters and passenger waiting facilities for Elizabeth Street on the GPO side of the street.

4.11. The concept plans and visualisations (refer Attachment E) for the proposal were made available on the City of Hobart’s YourSay website. To raise awareness a poster campaign was displayed in the current bus shelters and social media posts were undertaken. The results of the public engagement are provided as Attachment B.

4.12. The key issues raised during the public engagement were:

(i) Provision of more seating; and

(ii) Ensure sufficient shelter from wind and rain.

4.13. Other issues raised such as the policing of smoking bans, putting the entire interchange underground, electronic timetable displays and bus service frequency can be referred to Metro Tasmania, the Department of State Growth and appropriate enforcement officers.

4.14. A separate stakeholder review meeting was held with the Department of State Growth and Metro Tasmania. Both parties were supportive of the proposed design. Their responses are provided as Attachment C and Attachment D respectively to this report.

4.15. Heritage Tasmania and City of Hobart heritage officers have been consulted and have no objections to the proposal

4.16. A revised set of drawings which reflect an updated design is provided as Attachment F.

5. Proposal and Implementation

5.1. The key public engagement issues raised have been considered with the following responses.

Provision of more seating

5.1.1. More seating under the trees and in footpath areas has been added. The revised proposed design has five individual bench seats (each 2m long, total seating length of 10 m) in the ‘open’ and nine separate bench seats within the new shelters (of differing lengths, 26.4m total seating length). This provides a total of 36.4m of seating plus an additional 9m of leaning rail under the shelters.

5.1.2. As is noted in the Metro Tasmania submission that additional seating needs to be traded off with added congestion and obstructions for passengers.

Shelter from wind and rain

5.1.3. Wind and rain can come from several different directions in the Elizabeth Street area. The shelter is designed with a two sided arrangement allowing passengers to wait either in front or behind the shelter wall to avoid particular weather.

5.1.4. The shelters have been designed to balance the need for providing shelter in a busy public transport interchange whilst keeping the area relatively accessible and clear of obstructions for passengers and pedestrians moving through the area. The shelter design also needs to be sympathetic to the adjacent heritage buildings.

5.1.5. It is noted that the proposed shelters cover an area of approximately 108m2 compared to the existing shelter cover of 64m2.

5.2. The concept design for Elizabeth Street on the GPO side has been revised to incorporate additional seating and is included as Attachment F. This concept design is proposed to be progressed to implementation.

5.3. Provision has been made in the design of the shelters to allow for future electronic signage to support public passenger transport information and other ‘Smart City’ infrastructure.

5.4. Should the Council resolve to proceed with the project a development application for the proposal will be lodged.

5.5. Delivery of this project will be constrained due to the need to maintain bus operations within Elizabeth Street. The bulk of this work is likely to need to occur on weekends and in off-peak periods (including some after hours work).

5.6. Once the Department of State Growth has completed its “Project 2018” and considered Metro Tasmania’s medium term requirements to finalise an overall bus boarding point plan, City of Hobart officers will work with key stakeholders to finalise plans for the upgrade of remaining areas of the Elizabeth Street Bus Interchange.

6. Strategic Planning and Policy Considerations

6.1. The provision of high quality public transport passenger waiting infrastructure is a factor in promoting the further uptake of this important City transport mode.

6.2. Upgrading the current bus interchange passenger waiting facilities assists in providing a positive image of the City on this primary pedestrian corridor between the Hobart Waterfront and the Elizabeth Street pedestrian mall.

6.3. Whilst this next stage of the Elizabeth Street Bus Interchange upgrade will significantly lift the image and appearance of the street it is noted that the other side of the Elizabeth Street bus interchange will require a refresh once the Department of State Growth and Metro Tasmania, in conjunction with the City of Hobart have finalised an overall bus boarding point plan for the remaining areas within the interchange area.

6.4. It should also be noted that these upgrades should be recognised as a short to medium term solution for the provision of public passenger transport interchange facilities within the City of Hobart.

6.4.1. The Infrastructure Tasmania “Hobart Transport Vision” (January 2018) and Tasmanian Government’s “Greater Hobart Transport Solution” (2018) both include a new City transit centre and should provide the necessary longer term facility for the growing demands that will be placed on public transport to provide for the mobility of greater Hobart.

7. Financial Implications

7.1. Funding Source and Impact on Current Year Operating Result

7.1.1. The 10 year capital works program lists this project as AP02 – Elizabeth Street Bus Mall Construction. An amount of $2,000,000 has been allocated in the 2019‑20 financial year – although some expenditure may occur in the 2018‑19 financial year to accommodate constraints related to existing bus operations and the construction activity at 28‑32 Elizabeth Street.

7.1.2. It is noted this funding is intended for project work with a larger scope than the current project for which approval is being sought.

7.1.3. The budget estimate for the upgrading of bus shelters and associated street furniture and waiting facilities in Elizabeth Street on the GPO side is $550,000.

7.2. Impact on Future Years’ Financial Result

7.2.1. The impact on future year’s financial expenditure and results will be ascertained once the Department of State Growth and Metro Tasmania have finalised an overall bus boarding point plan for the remaining areas within the interchange area.

7.2.2. Until such time it is not possible to plan or scope the overall project and a detailed financial impact statement cannot be prepared. However, it is anticipated that any future works can be incorporated within the existing project programmed for the 2019‑20 financial year.

7.3. Asset Related Implications

7.3.1. The current passenger waiting facilities have a write down value of $114,183.

8. Legal, Risk and Legislative Considerations

8.1. It should be noted that this project is located in one of the busiest public transport areas in Hobart and provides for a very large number of pedestrians as well as bus passengers. As such, construction management and oversight of the project, management of contractors and the general public will require close attention from City of Hobart officers.

8.2. In general, the position of local government in Tasmania based on legal advice received, is that bus infrastructure provision is the responsibility of the provider (of the public transport services) and that the provider is either the Department of State Growth, or the operator, contracted by the Department of State Growth.

8.2.1. Notwithstanding this position, the City of Hobart has previously upgraded passenger waiting facilities in the City of Hobart, to a much higher standard than that which would normally be provided by Metro Tasmania, in order to further enhance the quality and present important areas of the City in an appropriate manner.

9. Environmental Considerations

9.1. The provision of improved public transport facilities is generally seen as positive in supporting the increased take up of this transport mode.

9.1.1. Increasing uptake of public transport can help reduce single occupant private vehicle use – with benefits to the environment through reduced emissions, improved traffic congestion outcomes and to the overall sustainability of the settlement.

10. Social and Customer Considerations

10.1. The current passenger transport waiting facilities in Elizabeth Street are not appropriate for the current task. They are relatively small and lack sufficient undercover seating and waiting space.

10.2. Improving the visual amenity and providing upgraded passenger waiting facilities will contribute to improving the quality and enjoyment of the street for both passengers and people moving through Elizabeth Street and visiting businesses within the area.

11. Marketing and Media

11.1. The Marketing Unit has previously provided poster and communications materials to advise bus interchange users of the proposed works, including the previously undertaken kerb alignment straightening.

11.2. It is envisaged that further marketing and communications would occur before, during and after the physical works to continue to demonstrate to the community the Transforming Hobart work the City of Hobart is undertaking.

12. Community and Stakeholder Engagement

12.1. During September 2018 community and stakeholder engagement was undertaken for the proposed design and upgrade works in the Elizabeth Street Bus Interchange.

12.2. Letters of support from key stakeholders including Metro Tasmania and the Department of State Growth, along with public comment and feedback collected through the City of Hobart YourSay has been collated in a summary report provided as Attachment B.

12.2.1. Metro Tasmania and the Department of State Growth are both supportive of the concept design.

12.2.2. The two principal themes from the public feedback received related to the amount of seating and protection from inclement weather.

12.3. Design responses and modifications to the concept design to address the feedback are outlined in Section 5 of this report.

13. Delegation

13.1. This is a matter for the Council to determine.

Angela Moore

Manager Traffic Engineering

Mark Painter

Director City Infrastructure

Date: 15 November 2018

File Reference: F18/121032; 36-20-3/10

Attachment a: Council Resolutions Related to Upgrading the Elizabeth Street Bus Interchange ⇩

Attachment b: Elizabeth Street Bus Interchange Summary of Commmunity and Stakeholder Engagement ⇩

Attachment c: Letter of Support, Department of State Growth, dated 16 October 2018 ⇩

Attachment d: Letter of Support, Metro Tasmania, dated 12 October 2018 ⇩

Attachment e: Elizabeth Street Bus Interchange - Plan ⇩

Attachment f: Development Application Plans ⇩

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