Agenda of City Infrastructure Committee Meeting

Item No. 6.1

Agenda (Open Portion)

City Infrastructure Committee Meeting

Page 7

21/8/2019

REPORT TITLE: Council Delegations - Local Government (Highways) Act 1982 - Proposed Amendments to Officer Delegations

REPORT PROVIDED BY: Director City Amenity

Director City Planning

1. Report Purpose and Community Benefit

1.1. Approval is sought to amend the Council’s delegations, pursuant to Section 124 of the Local Government (Highways) Act 1982, to the Director City Amenity, the Director City Planning and the Manager Roads and Environmental Engineering.

2. Report Summary

2.1. The Local Government (Highways) Act 1982 (the Act) is principle legislation in the City’s management and provision of its public road network.

2.2. Section 124 of the Act authorises the Council to delegate powers of the Act to City Officers.

2.3. With the recent organisational restructure, a review of the existing Council delegations of the Director City Amenity, the Director City Planning and the Manager Roads and Environmental Engineering has identified sections of the Act to be delegated to Officers.

2.4. It is proposed that the Council Delegations, as marked in Attachment A to the report, be granted.

2.5. As prescribed in the Act, a two-thirds simple majority vote of the Council is required to grant the delegated powers.

3. Recommendation

That the Council delegate additional powers under the Local Government (Highways) Act 1982 to the roles of Director City Amenity, the Director City Planning and Manager Roads and Environmental Engineering, as marked in Attachment A to the report.

(i) As prescribed in the Act, a two-thirds simple majority vote of the Council is required to grant the delegated powers.

4. Background

4.1. The Local Government (Highways) Act 1982 is principle legislation in the City’s management and provision of its public road network.

4.2. Section 124 of the Act authorises the Council to delegate powers of the Act to City Officers.

124. Delegation of powers, &c., by corporations

(1) The corporation may, by special resolution, delegate to one or more officers of the corporation or to a committee consisting of members of the council the exercise or performance of such of its powers or functions under this Act (except this power of delegation) as are specified in the resolution and may, by resolution, revoke wholly or in part any such delegation.

(2) A resolution for the purposes of subsection (1) , other than a resolution revoking a delegation, shall be passed by a majority of at least two-thirds of the members of the council present at the meeting at which it is moved.

(3) A power or function, the exercise or performance of which has been delegated under this section, may, while the delegation remains unrevoked, be exercised or performed from time to time in accordance with the terms of the delegation.

(4) A delegation under this section may be made subject to such conditions or limitations as to the exercise or performance of any of the powers or functions delegated, or as to time or circumstance, as are specified in the resolution.

(5) Notwithstanding any delegation under this section, the corporation may continue to exercise or perform all or any of the powers or functions delegated.

(6) Any act or thing done by or to a delegate while acting in the exercise of a delegation under this section shall have the same force and effect as if the act or thing had been done by or to the corporation and shall be deemed to have been done by or to the corporation.

(7) An instrument purporting to be signed by a delegate of the corporation in his capacity as such a delegate shall in all courts and before all persons acting judicially be received in evidence as if it were an instrument executed by the corporation under seal and, until the contrary is proved, shall be deemed to be an instrument signed by a delegate of the corporation under this section.

4.3. With the City’s recent organisational restructure, a review of the existing Council delegations of the Director City Amenity, the Director City Planning and the Manager Roads and Environmental Engineering has identified additional sections of the Act to be delegated to these roles.

4.3.1. Similar powers were previously delegated to roles since made redundant by the organisational restructure.

4.4. It is proposed that the Council Delegations, as marked in Attachment A to the report, be granted.

5. Proposal and Implementation

5.1. It is proposed that the Council delegate additional powers under the Local Government (Highways) Act 1982 to the roles of Director City Amenity, the Director City Planning and Manager Roads and Environmental Engineering, as marked in Attachment A to the report.

5.2. A two-thirds simple majority vote of the Council is required to grant these powers, in accordance with Section 124(2) of the Act.

5.3. If approved, the Council’s delegations register will be updated accordingly.

6. Strategic Planning and Policy Considerations

6.1. The City’s Strategic Plan 2015-2025

Strategic Objective 5.3

Quality services are delivered in a safe, cost effective and efficient way

7. Financial Implications

7.1. Funding Source and Impact on Current Year Operating Result

7.1.1. These are no financial implications in relation to the proposal.

7.2. Impact on Future Years’ Financial Result

7.2.1. These are no financial implications in relation to the proposal.

8. Legal, Risk and Legislative Considerations

8.1. The Local Government (Highways) Act 1982 is principle legislation in the City’s management and provision of its public road network.

8.2. Section 124 of the Act authorises the Council to delegate powers of the Act to City Officers.

9. Delegation

9.1. The matter is delegated to the Council.

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.

Glenn Doyle

Director City Amenity

Neil Noye

Director City Planning

Date: 15 August 2019

File Reference: F19/106997

Attachment a: Instruments of Delegation ⇩

Item No. 6.2

Agenda (Open Portion)

City Infrastructure Committee Meeting

Page 20

21/8/2019

REPORT TITLE: Campbell Street (Between Liverpool Street and Collins Street) - Trial Traffic Management Arrangements for Royal Hobart Hospital K-Block

REPORT PROVIDED BY: Manager Traffic Engineering

Director City Planning

1. Report Purpose and Community Benefit

1.1. This report proposes a trial traffic management and parking arrangement for Campbell Street adjacent to the Royal Hobart Hospital (RHH), to provide access to the new K‑Block for patients, as well as supporting improved cycling movement along this part of Campbell Street.

2. Report Summary

2.1. The completion of construction works for the new RHH K‑Block development will see the demobilisation of the temporary construction traffic management arrangements that have been in place since October 2016. The construction traffic management has reduced Campbell Street (between Liverpool Street and Collins Street) to two lanes only past the site. During the period of construction there has been no on-street car parking in this section of Campbell Street.

2.2. The operation of this section of Campbell Street has functioned well using two lanes of through traffic for the past three years. This is confirmed in a recent Traffic Observations Report (by GHD Pty Ltd, included as Attachment A) that concludes the through traffic capacity of Campbell Street is predominantly limited by the operation of traffic signals at the Macquarie Street and Davey Street intersections and notes excess traffic capacity on Campbell Street, particularly outside of peak periods.

2.3. Although the main entrance to the RHH will continue to be off Liverpool Street, the opening of the new K‑Block facility will see a new public access into the hospital from Campbell Street. Patient drop off and pick up access to the RHH is restricted and hospital administrators are very supportive of short‑stay kerbside parking being provided in Campbell Street adjacent to the new K‑Block entrance.

2.4. It is proposed to trial a traffic management and parking arrangement in Campbell Street that provides:

2.4.1. Providing patient drop off and pick up parking adjacent to the new K‑Block entry, including designated accessible parking for people with a disability.

2.4.2. Creating a slower speed service lane to access high turnover parking adjacent to the hospital and allow for people riding bikes to utilise this “shared” traffic zone.

2.5. The trial traffic management and parking arrangement is shown in plans included as Attachment B and can be implemented by using temporary line marking tape, flexible bollards and signage and will provide an opportunity to test an arrangement which should provide a balance of benefits to all user groups.

2.6. The cost associated with the traffic and parking trial for this block of Campbell Street, including an allowance for upgrading the footpath material to pavers adjacent to the Royal Hobart Hospital new K‑Block, is estimated to be in the order of $90,000, and can be met from the funding allocation within the approved 2019‑20 capital works program.

2.7. The RHH administration, UTAS, Theatre Royal and other adjacent building owners/occupiers in the block have been consulted as part of the development of this proposal.

2.8. In principle support for the trial arrangement has been provided by RHH administration, UTAS, Theatre Royal and the owner / occupiers of the two commercial buildings on the corner of Liverpool Street and Campbell Street. To date, no responses have been received in response to letters sent from owners or occupiers of the Theatre Mews apartments with frontages on Campbell Street.

3. Recommendation

That:

1. A trial of the traffic and parking arrangements for Campbell Street between Liverpool Street and Collins Street (as shown in Attachment B) be approved for an initial period of at least 12 months from the opening of the Royal Hobart Hospital K‑Block.

2. A report on the operation of the traffic management and parking arrangement be provided following the 12 month trial to enable Council to consider a more permanent arrangement in Campbell Street.

3. The Council authorise the General Manager to negotiate with the Royal Hobart Hospital administration for a contribution towards upgrading the reinstated footpath (in Campbell Street adjacent to the Royal Hobart Hospital) from asphalt to unit paver materials.

4. Background

4.1. The demolition and construction works for the new RHH K‑Block commenced with a range of headworks in September 2016. Since that time temporary construction traffic management arrangements have been in place on Campbell Street to allow for those works to progress.

4.1.1. Various lane closures and road closures to support the construction of K‑Block was the subject of a report to the City Infrastructure Committee meeting of 23 September 2015.

4.1.2. These arrangements were endorsed by the Council at its meeting of 12 October 2015.

4.2. Prior to the temporary construction traffic management being implemented in Campbell Street there was on-street car parking available along both sides of the street:

- On the eastern side (adjacent to the Theatre Royal) there was:

o a 40 metre long bus zone

o five x 1P metered space

o one x 5 minute space

o two x “No Parking” spaces for drop off and pick up

- On the western side (adjacent to the RHH) there was:

o two x ¼P spaces

o two x accessible parking spaces for people with a disability

o six x 1P metered spaces
(that was reduced to four x 1P spaces in June 2015 to accommodate a loading zone)

- The hours of operation of parking meters in the area are:

o Monday to Saturday, 8.30am to 6pm (a total of 9.5 hours per day)

o Sunday 9am to 4pm (a total of 7 hours per day)

4.3. Implemented in October 2016, the construction traffic management has reduced Campbell Street (between Liverpool Street and Collins Street) to two lanes only past the site. During the period of construction there has been no on-street car parking in this section of Campbell Street. The bus stop has been relocated into Liverpool Street (between the Brooker Avenue and Campbell Street).

4.4. The operation of this part of the road traffic network has been monitored since that time with no significant issues identified as a result of the temporary construction arrangement.

4.5. A report detailing traffic observations on Campbell Street has been prepared by consultants GHD Pty Ltd (and is included as Attachment A).

4.5.1. The report has used traffic data and direct observations of the traffic operation in this area of the network, including the section of Campbell Street between Liverpool Street and Collins Street.

4.5.2. The report concludes that the through traffic capacity of Campbell Street is predominantly limited by the operation of traffic signals at the Macquarie Street and Davey Street intersections, rather than the number of lanes available in Campbell Street adjacent to the Royal Hobart Hospital.

4.5.3. The report documents observations that with the current traffic management arrangements in Campbell Street as a result of the construction of the RHH K‑Block, traffic is operating satisfactorily under current peak hour conditions.

4.5.4. The report notes that Campbell Street (and other city streets) has excess traffic capacity outside of peak periods.

4.6. Campbell Street between Liverpool Street and Collins Street is undergoing major change by way of adjacent developments. Recent developments including the new RHH K‑Block, the refurbished Theatre Royal and associated new UTAS Hedberg performing and creative arts facility in this section of Campbell Street is expected to have a higher daytime presence of pedestrians as patients, carers, students, teaching staff and theatre patrons than was previously the case.

4.7. The new RHH K‑Block will provide significant new tertiary health facilities to support Mental Health, Hyperbaric, Paediatrics, Birthing and Maternity, Neonatal and Paediatric Intensive Care, Neurosurgery, Orthopaedics, Surgical Specialities, General Surgery and General Medicine departments, and other support facilities including surgical theatres.

4.8. Detailed information on the new K‑Block facilities is available on the dedicated website here:

http://rhhredevelopment.tas.gov.au/about_k-block

4.9. Although the main entrance to the RHH will continue to be off Liverpool Street, the opening of the new K‑Block facility will see a new public access from Campbell Street into a patient reception, admissions and transit lounge facility.

4.10. Patient drop off and pick up access to the RHH is restricted and hospital administrators are very supportive of short‑stay kerbside parking being provided in Campbell Street adjacent to the new K‑Block entrance.

4.10.1. Short‑stay parking adjacent to the K‑Block entrance will allow for patient drop off and pick up, with most patients expected to arrive as a passenger (needing to exit from the front passenger side of the vehicle). A similar case is expected for departing patients who would be travelling as a front seat passenger.

4.11. UTAS in conjunction with the Tasmanian State Government is currently completing The Hedberg on the corner of Campbell Street and Collins Street. The Heberg is a new creative industries and performing arts facility incorporating the Theatre Royal.

4.11.1. This facility will support all abilities access to all floors of the Theatre Royal and other performance and recital spaces within a new building with new elevators.

4.11.2. It is understood that the combined capacity of The Hedberg and Theatre Royal complex could be of the order of 2,000 people (including audiences/attendees, staff and students).

4.12. Detailed information relating to the new Hedberg / Theatre Royal complex is available on the UTAS website here: https://www.utas.edu.au/the-hedberg

4.13. The footpath widths on Campbell Street, adjacent to The Hedberg and Theatre Royal complex are currently relatively narrow. Historically there has not been sufficient space on the footpath for people accessing the Theatre Royal during events.

4.14. The City of Hobart’s Principal Bicycle Network Plan was adopted in 2008 and has been progressively implemented since that time.

4.14.1. Campbell Street currently has an on‑road bicycle lane between Burnett Street and Brisbane Street.

4.14.2. Concept plans are currently being developed to complete this key bicycle linkage from the north of the City to the Hobart Waterfront and connecting to the Intercity Cycleway and will be the subject of a further report to the City Infrastructure Committee later this year.

4.14.3. Providing a bicycle facility along Campbell Street (between Liverpool Street and Collins Street) adjacent to the RHH presents a unique set of challenges given the unique requirements of people accessing the Royal Hobart Hospital.

5. Proposal and Implementation

5.1. The completion of construction works for the new RHH K‑Block development will see the demobilisation of the temporary construction traffic management arrangements that have been in place since October 2016. The construction traffic management has reduced Campbell Street (between Liverpool Street and Collins Street) to two lanes only past the site. During the period of construction there has been no on-street car parking in this section of Campbell Street.

5.2. The operation of this section of Campbell Street has functioned well using two lanes of through traffic for essentially the past three years, and the consultant’s report (GHD Pty Ltd – Attachment A) on its operation provides significant comfort to allow rethinking how the traffic and parking arrangements for this section of the street might be provided for in the future.

5.3. The concept trial traffic management and parking arrangement is proposed (as shown in Attachment B) has considered the various user needs in the street by:

5.3.1. Maintaining sufficient peak period lane capacity in Campbell Street to manage traffic demands, particularly at the Macquarie Street and Davey Street intersections.

5.3.2. Providing patient drop off and pick up parking adjacent to the new K‑Block entry.

5.3.3. Creating a slower speed service lane to access high turnover parking adjacent to the hospital. This has several benefits, including:

- A safer zone for passengers to enter and exit a vehicle parked on-street adjacent to the Royal Hobart Hospital. Prior to the current construction arrangements passengers were entering and exiting vehicles into live traffic lane. With the completion of K‑Block the parking demand and parking turn over will increase significantly. It is also expected that people using these spaces would be more vulnerable due to age, injury or other medical conditions compared with prior to the works.

- A “shared” traffic zone for people cycling along Campbell Street within a slower speed environment. People riding bikes will share the traffic lane with drivers accessing the on‑street parking adjacent to the hospital.

- Reduced “side friction” from vehicles parking and unparking adjacent to a through traffic lane. This reduces the impact from kerbside parking on the traffic carrying capacity of the street.

5.4. The trial concept design can be implemented by using temporary line marking tape, flexible bollards and signage.

5.4.1. This will allow a trial to be implemented relatively quickly and in a low cost way and allows for flexibility to adapt the trial to any permanent solution in the future.

5.5. It is proposed that a trial be undertaken for at least 12 months to allow for a range of operating conditions to be experienced which would inform any final traffic management arrangements and streetscape improvement opportunities.

5.5.1. Should the trial traffic management arrangements prove successful, it would appear to be possible (in a future project) to realign the kerb and channel on the Theatre Royal side of Campbell Street to widen the footpath and provide additional space for increased pedestrian activity in this area.

5.6. The concept design for the trial proposes 12 car parking spaces adjacent to the RHH in Campbell Street (between Liverpool Street and Collins Street).

5.6.1. The concept plan (Attachment B) shows three accessible parking spaces for people with a disability, close to the new K‑Block main entrance.

5.6.2. Final arrangements for the allocation of parking spaces including parking time limits and parking charges will be undertaken by delegated officers, in consultation with key stakeholders.

5.7. It is not proposed to relocate the kerb line on the RHH side of Campbell Street. The footpath width adjacent to the hospital (approximately 3 metres width) is considered adequate for the anticipated future pedestrian activity in this area.

5.7.1. It is noted that the Royal Hobart Hospital Redevelopment (RHHR) Joint Venture contractor will be reinstating the kerb and channel on its existing alignment where it has been either damaged or removed during construction activities. A large portion of the footpath in this area will also be reinstated.

5.7.2. It is proposed that General Manager be empowered by the Council to approach the RHHR project administration to negotiate a contribution (by the State Government) to upgrade the footpath from asphalt (as approved under the original planning permit) to higher quality unit pavers.

6. Strategic Planning and Policy Considerations

6.1. Trialling a changed traffic and parking configuration in Campbell Street to provide improved patient access to tertiary health facilities, bicycle riders, students and cultural event patrons, is supported by several aspects of the Capital City Strategic Plan 2015-25, specifically:

Goal 1 – Economic Development, Vibrancy and Culture

STRATEGIC OBJECTIVE 1.1

Partnerships with Government, the education sector and business create city growth.

6.2. This trial will work in partnership with the Tasmanian Government (Department of Health, Department of State Growth), UTAS and the Theatre Royal, along with private business to assist city growth in this revitalising area of the City.

Goal 2 – Urban Management

STRATEGIC OBJECTIVE 2.1

A fully accessible and connected city environment

6.3. This trial will enhance transport options and safety for a range of vulnerable road users. It has the potential to assist in delivering a further part of the Principal Bicycle Network for the City in the Campbell Street corridor.

Goal 2 – Urban Management

STRATEGIC OBJECTIVE 2.2

A people-focused city with well-designed and well managed urban and recreational spaces.

6.4. This trial has the potential to assist in our understanding the operation of this area of the City, with the new Royal Hobart Hospital K‑Block and UTAS Hedberg facility, which in turn will allow for the final design of this portion of Campbell Street to be fully informed.

7. Financial Implications

7.1. Funding Source and Impact on Current Year Operating Result

7.1.1. The City’s 10 Year Capital works program (approved by Council at its meeting of 18 February 2019) has a listed project – AP06 Campbell Street Upgrade with funding approved over the next three budget years, as follows:

- $100,000 in 2019‑20

- $900,000 in 2020‑21

- $800,000 in 2021‑22

7.1.2. The cost associated with the traffic and parking trial for this block of Campbell Street, including an allowance for upgrading the footpath material to pavers adjacent to the Royal Hobart Hospital new K‑Block, is estimated to be in the order of $90,000, and can be met from the funds available by the allocation for 2019‑20 capital works program allocation.

7.1.3. Prior to construction, and assuming an 80% occupancy rate for metered parking spaces and applying an hourly parking charge of $2.50 per space hour this equates to revenue of $128 per space per week. For the nine metered parking spaces previously provided in Campbell Street (between Liverpool Street and Collins Street) for 52 weeks of the year is income of approximately $59,904 per annum.

7.1.4. Given that controlled parking will continue to be provided in Campbell Street as part of the proposed traffic management arrangement, income from infringements is assumed to be similar to before the construction works commenced in the area.

7.1.5. It should be noted that an appropriate fee has been charged to the developer to occupy the metered parking spaces in Campbell Street between Liverpool Street and Collins Street (currently charged at $26 per space per day) during the period of construction works.

7.1.6. If the trial traffic management and parking arrangement proceeds then the revenue for these parking spaces will be foregone. However, this loss of income needs to be balanced against the community benefit of improved access to the RHH K‑Block and enhanced facilities for people walking and cycling along this section of Campbell Street.

7.1.7. The issue of carparking revenue is the subject of further consideration by the City Innovation Division more broadly following its report to the Finance and Governance Committee meeting of 13 August 2019. The issue of on street parking in this general location will be considered in more detail when the report on the cycling network improvements are considered later this year.

7.2. Impact on Future Years’ Financial Result

7.2.1. Any ongoing impacts on future years’ financial results will be considered and reported as part of the assessment of this trial traffic management and parking arrangement in Campbell Street.

7.3. Asset Related Implications

7.3.1. The proposed trial of traffic and parking arrangements will be undertaken without changes to the existing road cross section. As such there are not considered to be any asset related implications of the trial.

7.3.2. The proposed substitution of asphalt for unit pavers within the footpath adjacent to the RHH K‑Block will increase the underlying value of the footpath asset.

8. Legal, Risk and Legislative Considerations

8.1. The Manager Traffic Engineering has delegation to approve changes to parking controls and traffic management arrangements on roads under the ownership and management of the City of Hobart. This approval is given under Section 30(1) and 30(2) of the Local Government (Highways) Act 1982 and in line with the Transport Commissioner Direction 2014/2.

8.2. The Transport Commissioner Direction 2014/2 requires that traffic management and parking schemes:

8.2.1. Comply with the Australian Standards Manual of Uniform Traffic Control Devices AS1742 and Road Signs Specifications AS1743.

8.2.2. Are developed with reference to the advice contained in the Austroads Guidelines Guide to Traffic Management, Guide to Road Safety and Guide to Road Design.

8.2.3. Comply with the Department of State Growth roadworks specifications R63 – Signs and R64 – Pavement Marking and standard drawings.

8.3. Some of the key benefits of the trial traffic management arrangement come from the slow speed vehicle service lane, including:

8.3.1. A safer zone for passengers to enter and exit a vehicle parked on-street adjacent to the Royal Hobart Hospital. Prior to the current construction arrangements passengers were entering and exiting vehicles into live traffic lane. With the completion of K‑Block the parking demand and parking turn over will increase significantly. It is also expected that people using these spaces would be more vulnerable due to age, injury or other medical conditions compared with prior to the works.

8.3.2. A “shared” traffic zone for people cycling along Campbell Street within a slower speed environment. People riding bikes will share the traffic lane with drivers accessing the on‑street parking adjacent to the hospital.

8.3.3. Reduced “side friction” from vehicles parking and unparking adjacent to a through traffic lane. This reduces the impact from kerbside parking on the traffic carrying capacity of the street.

8.4. A trial arrangement will allow flexibility to monitor the traffic management (and make minor modifications as necessary) without requiring significant changes to the civil infrastructure. Understanding the way people use the space is also key to informing any permanent arrangement in the street, including how enforcement and management of the slow speed service lane may need to be addressed.

9. Environmental Considerations

9.1. The trial arrangements have the potential to improve facilities for people walking and riding bikes. Both of these transport modes are associated with improvements in sustainability outcomes.

9.1.1. The bollards intended to be used for the trial will be able to be re-used by the City of Hobart in other places at the end of the trial.

10. Social and Customer Considerations

10.1. Access considerations for patient pick up and drop off to the new Royal Hobart Hospital K‑Block are important given the significance of this new tertiary health care facility in addressing heath and hospital related issues in Hobart.

10.2. As the City begins to prepare for an increased number of students and residents within the inner city it is important to provide alternative transport options including providing better infrastructure for people walking and cycling within the City.

11. Community and Stakeholder Engagement

11.1. Initial key stakeholder and adjacent landowner consultations have been undertaken, these have included:

11.1.1. Royal Hobart Hospital (RHH) administration representatives

11.1.2. UTAS

11.1.3. Theatre Royal

11.1.4. Campbell Street Dental Centre and Medical Centre

11.1.5. Department of State Growth (DSG) – Network Management

11.1.6. Residents within the Theatre Mews fronting Campbell Street

11.2. In-principle support for the proposed trial arrangements has been received from the RHH, UTAS, Theatre Royal, DSG and the Campbell Street Dental Centre and Medical Centre building owner and occupiers.

11.2.1. To date no return comment has been received from letters (sent on 30 July 2019) to owners or occupiers of residences of the Theatre Mews fronting Campbell Street.

11.3. The trial proposal has been presented to the Hobart Bicycle Advisory Committee and the Hobart Access Advisory Committee.

12. Delegation

12.1. The Manager Traffic Engineering has delegation to approve changes to parking controls and traffic management arrangements on roads under the ownership and management of the City of Hobart.

12.2. The decision to undertake a trial arrangement for the benefit of Royal Hobart Hospital patient drop off and pick up and other users in the area, following the high profile redevelopment of K‑Block, combined with the arrangement being ‘unusual’ in a Hobart context, has prompted officers to request a decision from Council.

Angela Moore

Manager Traffic Engineering

Neil Noye

Director City Planning

Date: 15 August 2019

File Reference: F19/109708; R0388

Attachment a: Campbell Street Traffic Observations Report, GHD Pty Ltd, August 2019 ⇩

Attachment b: Plans of Trial Traffic Management Arrangements, Campbell Street (Between Liverpool Street and Collins Street), August 2019 ⇩

Item No. 6.3

Agenda (Open Portion)

City Infrastructure Committee Meeting

Page 81

21/8/2019

REPORT TITLE: Installation of Traffic Signals - Intersection of Collins Street and Molle Street

REPORT PROVIDED BY: Manager Traffic Engineering

Director City Planning

1. Report Purpose and Community Benefit

1.1. The purpose of this report is to advise the committee that a preferred concept for the treatment of the intersection of Collins Street and Molle Street has been identified.

1.2. Installing traffic signals at the intersection of Collins Street and Molle Street, would benefit the community by improving the safety and amenity for pedestrians and cyclists seeking to cross Molle Street.

2. Report Summary

2.1. A concept design for the installation of traffic signals at the intersection of Collins Street and Molle Street has been developed.

2.2. The investigation of the installation of traffic signals for the intersection of Collins Street / Molle Street is identified as an action for 2019‑2020 in the City of Hobart Annual Plan. This is derived from a clear strategic focus placed on improving facilities for people walking and cycling along the Collins Street corridor to better link the Hobart Rivulet Park to the CBD in a number of strategic documents, including:

2.2.1. The Principal Bicycle Network Plan - City of Hobart – 2008;

2.2.2. The Hobart Rivulet Park Strategic Master Plan – City of Hobart – 2011;

2.2.3. The Inner City Action Plan – City of Hobart – 2012;

2.2.4. The Capital City Strategic Plan – City of Hobart – 2015.

2.3. The preferred concept design includes the installation of traffic signals at the intersection and incorporating the shared driveway to the adjacent property at 40-50 Molle Street, which is used by pedestrians and cyclists moving between the Collins Street corridor and the Hobart Rivulet Park via a right of way.

2.4. The preferred concept design, is supported by officers of the Department of State Growth (who would ultimately need to take over the operation of traffic signals installed at the site), and the landowner at 40‑50 Molle Street, a portion of who’s land would be required to be utilised to facilitate the traffic signals.

2.5. It is proposed that a detailed design for the signalisation be developed and implemented in the 2020‑2021 financial year, utilising the existing $500,000 currently budgeted for the project in the 2019‑2020 financial year.

2.6. Officers will also submit the project for the Australian Government Black Spot program for potential part funding in the 2020‑2021 financial year.

3. Recommendation

That:

1. The installation of traffic signals at the intersection of Molle Street and Collins Street to improve the safety and amenity of pedestrians and cyclists be supported.

2. The General Manager be authorised to negotiate with the landowner of 40‑50 Molle Street for the incorporation of the existing driveway and associated ‘right of way’ utilised by pedestrians and cyclists into the proposed traffic signals, including the transfer of any land necessary to facilitate that installation.

4. Background

4.1. The intersection of Collins Street and Molle Street provides a key link in the City of Hobart’s pedestrian network, and currently acts as a constraint on the City of Hobart’s future bicycle network.

4.2. The Hobart Rivulet Park is used by a large number of pedestrians and cyclists moving between South Hobart and the Hobart CBD via Collins Street.

4.3. When moving between the end of the Hobart Rivulet Park and Molle Street, pedestrians and cyclists travel across privately owned land at 40-50 Collins Street, via a right-of-way through the sites car park. The owner of the site has developed a plan for marking this pedestrian and cyclist path in consultation with Council officers, and this plan will be implemented by the owner in the coming months. A copy of the concept is provided below.

Figure 1 – Extract – Midson Traffic Concept Plan – 40-50 Molle Street

4.4. At Molle Street, pedestrians moving between the Collins Street corridor and the Hobart Rivulet Park must cross two general traffic lanes without any priority. People wanting to cross Molle Street (either walking or cycling) must wait for and judge a suitable gap in the busy and relatively quick moving traffic. This feels uncomfortable and unsafe to many people.

4.5. A review of the intersection has been undertaken and a number of improvement options have been identified. That review is included as Attachment A to this report.

4.6. The most suitable option is considered to be to install traffic signals at the intersection, including signal control of the driveway to 40‑50 Molle Street.

4.7. A further report will be provided in late 2019 outlining options for the potential treatment of Collins Street between the Molle Street intersection and the CBD.

5. Proposal and Implementation

5.1. The proposal is to install traffic signals at the intersection of Molle Street and Collins Street, including signal control of the driveway to 40‑50 Molle Street (as shown in Attachment B).

5.2. It is proposed that the proposed traffic signals proceed to detailed design stage, and be constructed in the 2020‑2021 financial year.

6. Strategic Planning and Policy Considerations

6.1. The investigation of the installation of traffic signals for the intersection of Collins Street / Molle Street is identified as an action in the City of Hobart Annual Plan 2019‑20. This is derived from a clear strategic focus placed on improving facilities for people walking and cycling along the Collins Street corridor to better link the Hobart Rivulet Park to the Hobart CBD. This is referenced in a number of strategic documents, including:

6.1.1. The Principal Bicycle Network Plan (2008);

6.1.2. The Hobart Rivulet Park Strategic Master Plan (2011);

6.1.3. The Inner City Action Plan (2012);

6.1.4. The Capital City Strategic Plan (2015‑2025).

7. Financial Implications

7.1. Funding Source and Impact on Current Year Operating Result

7.1.1. The estimated cost of the basic traffic signal installation (which includes the signalisation of the shared driveway to 40‑50 Molle Street) is $450,000.

7.1.2. The ongoing maintenance cost of the traffic signals at the site would be borne by the Department of State Growth, who would be responsible for operating the traffic signals.

7.1.3. The proposal will not require the removal or alteration of any metered parking spaces.

7.1.4. The City of Hobart has funding of $500,000 available for the installation of traffic signals at the intersection of Molle Street / Collins Street in the current (2019‑2020) financial year.

7.1.5. With the current design and construction workload, it is not considered feasible for construction to occur in the 2019‑2020 financial year. Construction is programmed to commence in late 2020 (in the 2020‑2021 financial year).

7.1.6. It is also proposed that the project nominated for partial funding under the Australian Government Funded Black Spot program (for the 2020‑2021 financial year).

7.2. Impact on Future Years’ Financial Result

7.2.1. Nil.

7.3. Asset Related Implications

7.3.1. Nil.

8. Legal, Risk and Legislative Considerations

8.1. Final approval of the traffic signals is the responsibility of the Transport Commissioner, within the Department of State Growth. Advice from officers at the Department of State Growth is that the proposed installation of traffic signals (including signal control of the shared driveway to 40-50 Molle Street) is the option that they would be able to support.

9. Delegation

9.1. This matter is delegated to the Council.

Angela Moore

Manager Traffic Engineering

Neil Noye Signature

Neil Noye

Director City Planning

Date: 16 August 2019

File Reference: F19/108370; R0404

Attachment a: Review - Collins Street at Molle Street - Pedestrian and Cyclist Connection Upgrade - August 2019 ⇩

Attachment b: Proposed Plan - Option 3 - Signalisation - Collins Street at Molle Street ⇩

Item No. 6.4

Agenda (Open Portion)

City Infrastructure Committee Meeting

Page 144

21/8/2019

REPORT TITLE: State Government Draft Waste Action Plan - Release for comment

REPORT PROVIDED BY: Cleansing & Solid Waste Policy Coordinator

Manager Cleansing and Solid Waste

Director City Amenity

1. Report Purpose and Community Benefit

1.1. This report has been prepared to advise of the release of the State Government’s Draft Waste Action Plan (the Plan), and to provide an assessment of the actions contained within it.

2. Report Summary

2.1. The State Government has released a Draft Waste Action Plan, for consultation (refer Attachment B).

2.2. The Plan contains actions that the City has been advocating for the government to address for some time, in particular a statewide Waste Levy, and a Container Refund Scheme.

2.3. The Plan adopts a number of commitments made under the new National Waste Policy, endorsed by all state Environment Ministers in 2018.

2.4. The Plan details the need for a new strategic and integrated approach to waste management in Tasmania, in which responsibility is shared between all levels of government, the private sector, and the community.

2.5. While the Plan details key focus areas and associated actions, there is limited content regarding sources of funding to implement actions.

2.6. The release of the Plan, commitment to national targets, and an understanding that waste is a shared responsibility and not local government’s sole role, is considered to be a positive sign for the industry.

2.7. The Local Government Association of Tasmania (LGAT) will be lodging a submission on the Plan following a series of regional workshops with member councils. City Officers will be involved in discussions with LGAT and other Councils to inform that submission, with a workshop being held 23 August in Hobart.

2.8. A list of the Actions, and a summary of how they impact and inter-relate with the City is provided as Attachment A – Draft Waste Action Plan Actions Assessment.

The attached will form the basis of the City’s submission to and its discussions with LGAT to inform LGAT’s submission to the State Government on behalf of all Councils.

2.9. Waste Management is also an issue being considered as a component of the Greater Hobart Act 2019.

It is further proposed that the Waste Management Plan be included in the Greater Hobart Act 2019 ‘work program’ noting that a such a work program is included in the legislation currently.

3. Recommendation

That:

1. The Council endorse the Draft Waste Action Plan Actions Assessment marked as Attachment A to the report, to form the basis of the City’s submission to and its discussions with the Local Government Association of Tasmania (LGAT) to inform LGAT’s submission on the Draft State Government Waste Action Plan on behalf of all Councils.

(i) A copy of the final submission lodged by the Local Government Association of Tasmania be provided to the Elected Members.

2. The General Manager be authorised to negotiate the inclusion of the outcomes of the State Government Waste Action Plan into the Greater Hobart Act 2019 ‘Work Program’.

4. Background

4.1. The Department of Primary Industries, Parks, Water and Environment released a Draft Waste Action Plan in June 2019. A copy of the Plan is included as Attachment B.

4.2. The Plan contains 19 Actions spread over 7 focus areas.

Significant actions include a commitment to a state-wide Waste Levy by 2021, and a Container Refund Scheme by 2022.

Local Government has been lobbying the State Government to introduce these programs for a number of years.

4.3. In large part, the Plan aligns with the City’s Waste Management Strategy 2015-2030, and will assist in reducing waste to landfill in Tasmania.

4.4. The development of the Plan and its recognition that the changing policy environment demands a shared approach is welcomed.

4.5. The Victorian and New South Wales State governments have both shown strong leadership in the waste and recycling industry following the impacts of the China National Sword policies that tightened restrictions on importation of recycling. This leadership resulted in funding to both impacted local governments, and to industry in those States.

4.6. The release of this plan is a positive sign that the State Government is accepting responsibility to provide increased leadership in the waste sector.

The State Government should be commended for releasing a plan that includes targets, specific programs to be implemented, and measurable outcomes.

4.7. The plan however fails to detail key information in regard to how the plan will be implemented, or how it will be resourced.

Officers are attempting to seek further information and clarification on this during the consultation process.

4.8. Waste Management is also an issue being considered as a component of the Greater Hobart Act 2019.

It is further proposed that the Waste Management Plan be included in the Greater Hobart Act 2019 ‘work program’ noting that a such a work program is included in the legislation currently

5. Proposal and Implementation

5.1. Submissions regarding the Draft Waste Action Plan are currently invited, closing 5.00pm on 7 October 2019.

5.2. The LGAT has coordinated a series of workshops for local government to provide united response to the plan.

Workshops will be held in Hobart, Launceston and Devonport during August 2019 with the Hobart workshop to be held 23 August 2019.

5.3. Officers will attend the workshop of 23 August, present the information provided in Attachment A – Draft Waste Action Plan Actions Assessment, and participate in discussions to inform the LGAT submission.

5.4. A copy of the final submission lodged by LGAT will be provided to Elected Members

5.5. It is further proposed that the Waste Management Plan be included in the Greater Hobart Act 2019 ‘work program’ noting that a such a work program is included in the legislation currently

6. Strategic Planning and Policy Considerations

6.1. This State Government Draft Waste Action Plan aligns with the City’s Waste Management Strategy 2015-2030. 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. No impact.

7.2. Impact on Future Years’ Financial Result

7.2.1. Actions detailed within the Draft Waste Action Plan may have the ability to financially impact the City, in particular the application of a Waste Levy. The impact is unable to be estimated as the levy amount is yet to be defined.

7.3. Asset Related Implications

7.3.1. No impact.

8. Legal, Risk and Legislative Considerations

8.1. There are no legal, risk or legislative considerations associated with this Report.

9. Delegation

9.1. The matter is delegated to the Council.

Jeff Holmes

Cleansing & Solid Waste Policy Coordinator

David Beard

Manager Cleansing and Solid Waste

Glenn Doyle

Director City Amenity

Date: 16 August 2019

File Reference: F19/107247; 2016-0192

Attachment a: City of Hobart Comments - Draft Waste Action Plan Actions Assessment ⇩

Attachment b: Draft Waste Action Plan ⇩

People	We value people – our community, our customers and colleagues.
Teamwork	We collaborate both within the organisation and with external stakeholders drawing on skills and expertise for the benefit of our community.
Focus and Direction	We have clear goals and plans to achieve sustainable social, environmental and economic outcomes for the Hobart community.
Creativity and Innovation	We embrace new approaches and continuously improve to achieve better outcomes for our community.
Accountability	We work to high ethical and professional standards and are accountable for delivering outcomes for our community.