Agenda of City Infrastructure Committee Meeting

Item No. 6.1

Agenda (Open Portion)

City Infrastructure Committee Meeting

Page 14

28/4/2021

REPORT TITLE: Hobart Transport Strategy 2030 Implementation Framework

REPORT PROVIDED BY: Manager City Mobility

Director City Planning

1. Report Purpose and Community Benefit

1.1. This Hobart Transport Strategy 2030 Implementation Framework (HTSIF):

(i) builds upon a legacy of investments in mobility within and surrounding Hobart

(ii) responds to the Hobart City Deal planning and investments

(iii) positions the City of Hobart for an increase in sustainable travel patterns in accordance with the Hobart Transport Strategy 2030

1.2. This HTSIF is presented to the committee in response to the Minutes of the City of Hobart Council meeting 8 October 2018, in relation to File Reference F18/92490 Item 14. Motion Item Part 3:

‘The actions contained in the draft strategy be reviewed in light of the feedback received and a further report be provided.’

1.3. City of Hobart’s City Mobility business is comprised of:

(i) Safe management of the road network in accordance with Section 30 of the Local Government (Highways) Act (1982) by exercise of select powers from the Tasmanian Commissioner for Transport including:

(a) Kerbside parking time limits and management

(b) Linemarking

(c) Signage

(ii) Medium (10 years) to long term (20 years) strategic transport planning for:

(a) Pedestrian network

(b) Cycling and micromobility network

(c) Local road network including function, character and kerbside allocations (street parking, commercial loading zones)

(d) Integration with Tasmanian Government managed transport systems such as public transport, State highways and arterial roads and intelligent transport systems

1.4. This report responds to the request of the Council (F18/92490 8 October 2018) to review the actions proposed.

1.5. A review was undertaken by the City of Hobart City Planning Division led by the City Mobility Unit. It is proposed that:

(i) HTSIF should be presented in ways in which the community and businesses can readily understand the activities of the City of Hobart Council in its planning and management of transport systems in the city.

2. Report Summary

2.1. HTSIF (Draft 21 April 2021) is included in this report at Attachment A. The Framework includes 2 key arrangements as follows:

(i) 5 new Hobart Transport Zones are proposed to provide a policy structure to the land use and transport interface in the city:

a. HTZ1 Hobart Destinations: Zone 1 identifies the key national and/or state significant destination locations within the Hobart Local Government Area. These locations require tailored transport access and parking solutions which take account of the tourism and events economy.

b. HTZ2 Hobart Communities: Zone 2 identifies Hobart’s Local Area Mobility Catchments, where residential amenity is a priority.

c. HTZ3 Hobart Local Retail Precincts: Zone 3 identifies Hobart’s Local Retail Precincts and surrounding pedestrian catchment.

d. HTZ4 Hobart Regional Connectors: Zone 4 identifies the main strategic arterials roads which service the region.

e. HTZ5 Hobart Multi-function Corridors: Zone 5 identifies Hobart’s local arterial network where local movements for a range of different modes will be balanced within the available local government road network.

The new transport zones will provide a geographical basis for the land use planning and integration of development with the transport network. As the City of Hobart is the land use authority within the local government area, the definition of transport zones within the city will inform transport network design and performance to complement the land use vision for the city; and

(ii) 4 new Implementation Platforms (Stratagems for the planning and management of assets) to provide both direction and desired environmental outcomes for Council’s City Mobility and wider business, and for the successful operations of the transport network in support of Hobart’s community and economy.

The four new Implementation Platforms are outcomes based including:

a. Informed Trips

b. City Deal Alignment

c. Great Streets

d. Connected Communities

2.2. As per 1.5 (i) of this report, the City Mobility, with support from a range of internal and external consultants and stakeholders has developed this Implementation Framework (HTSIF).

2.3. This HTSIF provides for a Framework where the City’s decisions around land use and transport integration and management of public assets, have high legibility, and provides for long term outcomes in current activities and projects.

2.4. The HTSIF Draft (21 April 2021) has been prepared in response to City of Hobart Council meeting 8 October 2018, in relation to File Reference F18/92490 Item 14. Motion Item Part 3 information and for select stakeholder consultation.

3. Recommendation

That:

1. That the report be received and noted for information.

2. That the Committee notes the intention to undertake select stakeholder consultation on the Draft Hobart Transport Strategy Implementation Framework before formal consideration of its adoption.

4. Background

4.1. In 2015, City of Hobart embarked upon a major strategic transport planning study. The process was initiated via broad community and stakeholder consultation. The consultation resulted in the Hobart Transport Strategy 2018-2030 Engagement Report and the Hobart Transport Strategy Draft (Sept 2018) which were received and noted at:

- City Infrastructure Committee (19 Sept 2019); and

- City of Hobart Council meeting (8 October 2018).

4.2. At the Council meeting on 8 October 2018, the City of Hobart Council resolved as follows:

Figure 1 City of Hobart Council Minutes 8 October 2018 resolution

4.2. As shown in Figure 1, the Council approved the Themes and Position Statements included in the accompanying City of Hobart Transport Strategy Draft (Attachment C of the City of Hobart City Infrastructure Committee Agenda 19 September 2018).

4.3 In addition, the Council resolved that the Actions proposed in the City of Hobart Transport Strategy Draft included in the Agenda papers, be reviewed in light of feedback received.

4.4 The feedback received included:

i. Review of all actions for alignment with Council’s Vision and strategies

4.5 Further to the direction of Council on 8 October 2018, the Hobart City Deal was declared on 24 February 2019. HTSIF also responds to this major context change.

5. Proposal and Implementation

5.1. The HTSIF (Draft 21 April 2021 at Attachment A) is a Framework to describe Council’s proposed platforms for Implementation.

5.2. HTSIF is aimed at:

i. Complementary and parallel transport planning and delivery processes and outcomes with the Hobart City Deal

ii. Spatial definition of city amenity outcomes in terms of the proposed Hobart Transport Zones (HTZ)

5.3. 4 Implementation Platforms have been included to group actions on the basis of outcomes, including:

5.3.1. Informed trips

5.3.2. City Deal alignment

5.3.3. Great Streets

5.3.4. Connected Communities

5.4. The Implementation Platforms will perform 2 functions:

i. Outcomes based business planning for City of Hobart across its programs; and

ii. Clear messaging for the community and other stakeholders

6. Strategic Planning and Policy Considerations

The City of Hobart Council has developed and delivered a planning and policy context for this Hobart Transport Strategy 2030 Implementation Framework including:

Vision

Hobart: A community vision for our island capital (30 August 2019)

https://www.hobartcity.com.au/Council/Strategies-and-plans/Hobart-A-community-vision-for-our-island-capital?BestBetMatch=vision|d13b95b2-5146-4b00-9e3e-a80c73739a64|4f05f368-ecaa-4a93-b749-7ad6c4867c1f|en-AU

10 Year Strategic Plan

City of Hobart Capital City Strategic Plan 2019-2029

https://www.hobartcity.com.au/Council/Strategies-and-plans/Capital-city-strategic-plan-2019-2029

Annual Plan

City of Hobart Annual Plan 2020-21

https://www.hobartcity.com.au/files/content/public/council/strategies-and-plans/annual-plan/city-of-hobart-annual-plan-2020-21_final.pdf

Transport Strategy

City of Hobart Transport Strategy Themes

https://www.hobartcity.com.au/files/content/public/council/strategies-and-plans/city-of-hobart-transport-strategy-2018-30/transport-strategy-themes-doc.pdf

The themes as adopted by Council (October 2018) have been considered and the four Implementation Plans have been designed to as follows:

i. To respond to Council’s Strategic Plan

ii. To include only actions for which the City of Hobart is responsible

6.1. In order to meet the desired outcomes for these vision and planning documents, the City of Hobart has developed this Hobart Transport Strategy Implementation Framework which is a response to a number of Council’s strategic objectives:

Strategic Plan Section	Strategic Plan Outcome
5.1	An accessible and connected city environment helps maintain Hobart’s pace of life.
5.2	Hobart has effective and environmentally sustainable transport systems.
5.3	Technology serves Hobart communities and visitors and enhances quality of life.
5.4	Data informs decision-making.

7. Financial Implications

7.1. Funding Source and Impact on Current Year Operating Result

7.1.1. Nil for Financial Year 2021-2022.

7.1.2. Individual actions will be developed as Projects, based on this Implementation Framework.

Projects will be considered on a case by case basis, and approved by the Council in accordance with Council’s project planning, budgetary and delivery processes.

8. Legal, Risk and Legislative Considerations

8.1. City of Hobart’s transport planning, asset and services business is required to prepare a long term strategic plan in accordance with the Tasmanian Local Government Act Part 7 Administration Division 2 – Plans and report.

8.2. In accordance with City of Hobart’s Capital City Strategic Plan 2019-2029 Extract Page 12, the Hobart Transport Strategy is an ‘Informing Strategy’ as part of Council’s planning and reporting requirements outlined at Tasmanian Local Government Act Part 7 Administration Division 2 – Plans and report 70B Long-term strategic asset management plans.

8.3. A key risk for the acceptance of the Implementation Framework is its alignment and integration with strategies and investment by other transport agencies.

8.4. This report recommends to undertake select stakeholder consultation to eliminate or inform decisions around identified risks.

9. Environmental Considerations

9.1. The City of Hobart Council declared a climate change emergency on 17 June 2019.

9.2. The need for reductions in greenhouse gas emissions from the transport sector is becoming increasingly important as public policy plays catch up with scientific knowledge.

9.3. HTSIF is focussed on:

9.3.1. Providing the facilities to encourage further active transport take up i.e. an aspirational target of 35% Mode share to active travel (walking and cycling) for Journey to Work Trips by 2030 for the Hobart Local Government Area.

10. Social and Customer Considerations

10.1. HTSIF is required to meet the requirements described in Section 6.0 of this report.

11. Marketing and Media

11.1. No media nor marketing is proposed at this stage.

12. Community and Stakeholder Engagement

12.1. This report requests that the City of Hobart City Infrastructure Committee receive and note the Hobart Transport Strategy 2030 Implementation Framework and to approve the report for Select Stakeholder consultation.

12.2. Proposed stakeholders include:

12.2.1. Tasmanian Government

12.2.2. Public Transport operators

12.2.3. Peak industry associations

13. Delegation

13.1. That as a duly constituted committee of the City of Hobart, the City Infrastructure Committee notes the intention to undertake select stakeholder consultation on the Draft Hobart Transport Strategy 2030 Implementation Framework (Draft 21 April 2021).

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.

Louisa Carter

Manager City Mobility

Neil Noye

Director City Planning

Date: 23 April 2021

File Reference: F21/31967

Attachment a: HTSIF - Draft for Select Stakeholder Consultation ⇩

Item No. 6.2

Agenda (Open Portion)

City Infrastructure Committee Meeting

Page 57

28/4/2021

REPORT TITLE: Campbell Street and Argyle Street Bicycle Connections

REPORT PROVIDED BY: Senior Transport Engineer

Director City Planning

1. Report Purpose and Community Benefit

1.1. This report provides an update of bicycle facility planning in the City of Hobart on Argyle Street, Campbell Street, and linking bicycle facilities on Liverpool Street and Bathurst Street.

1.1.1. The Council previously considered a report on this matter and resolved to undertake consultation with key stakeholders at its 16 December 2019 meeting.

1.1.2. Some delays have occurred due to the COVID-19 event.

1.2. This report presents the Council with a report on the engagement undertaken and presents a further developed concept design which has incorporated key feedback.

1.2.1. Additional detailed reporting on traffic modelling is also provided along with other specialist reviews.

1.3. The community benefit of further developing dedicated bicycle facilities in the City of Hobart, in these locations, is to complete key sections of the City of Hobart’s adopted Principal Bicycle Network Plan, improve the connectivity of bicycle infrastructure, create safer environments for vulnerable road users (bicycle riders) and accommodate the increased presence of the University of Tasmania’s staff and students and other residents, workers and visitors within the City along with the further development of infrastructure to create a more liveable city.

2. Report Summary

2.1. The Hobart Principal Bicycle Network Plan was adopted by the (then) Hobart City Council in 2008 and projects to implement the plan and related bicycle facilities have been progressively undertaken by the Council since that time.

2.1.1. The Council at its 16 December 2019 meeting resolved that:

1. The initial concept design for bicycle facilities on Argyle Street, Campbell Street, Liverpool Street and Bathurst Street, including sections of separated cycleways is provided as Attachment A to item 6.4 of the Open City Infrastructure Committee agenda of 11 December 2019 be used as the basis to commence public engagement with key stakeholders in early 2020.

(i) That consultation occur with relevant stakeholders, in particular, property owners, land owners, residents and lease holders of the affected streets.

(ii) The facilities be trialled for a one year period.

2. A further report detailing the proposal be provided to the Council following the public engagement with key stakeholders.

3. A report be provided on the feasibility of introducing priority car pool and bus lanes on Campbell and Argyle Streets.

2.2. During 2020, the City of Hobart undertook the key stakeholder engagement for the concept bicycle facility.

2.2.1. The engagement was undertaken and documented by the City of Hobart engagement team.

2.2.2. The engagement report is provided as Attachment A.

2.2.3. A summary of officer responses to key issues raised is attached to the engagement report.

2.3. During 2020, and in collaboration with officers of the Department of State Growth (Transport Division), further work has been undertaken to refine the traffic modelling and concept design.

2.3.1. Detailed traffic modelling and recommendations for implementation are provided in the GHD report, Attachment B.

2.3.2. Junction geometry assessment has been undertaken by GHD and is provided as Attachment C.

2.4. The traffic studies and observations undertaken indicate there is road network capacity to accommodate the concept design, using pre-COVID traffic volumes for analysis.

2.5. An independent review of the concept design and road user safety has been undertaken by engineering specialists, CDM Research, and is provided as Attachment D.

2.6. The concept design for bicycle facilities on Argyle Street, Campbell Street, Liverpool Street and Bathurst Street, including sections of separated cycleways has been refined with reference to key recommendations and substantive issues raised and is provided as Attachment E.

2.7. Providing bicycle facilities on the Argyle Street and Campbell Street corridors along with the linking facility sections on Liverpool Street and Bathurst Street, further capitalises on the investments the Council has made in providing bicycle facilities up to the edges of the City core on these streets and the associated connections provided by the Rose Garden Bridge, the Bridge of Remembrance and on the Hobart Waterfront.

2.8. The City of Hobart’s recently adopted Strategic Plan includes a strategy to develop safe paths, streets and separated cycleways.

2.9. The Hobart City Deal has a range of initiatives relating to modal shift and provision of improved active transport facilities in Hobart. The progress of this project is being reported through the City Deal reporting arrangements.

2.10. Other key Tasmanian Government positions in the Health and Wellbeing space (Tasmania Statement), along with accepted recommendations from the recently released PESRAC report support practical actions such as this proposed active transport projects.

2.11. The Tasmanian Government (Department of State Growth) has requested project applications for funding, in particular for bicycle projects, in its recent call for submissions for the Vulnerable Road User Program (2021 –Round 3).

2.11.1. The City of Hobart has submitted details of this project to the Department of State Growth to ascertain its funding suitability and nominate the project for funding should it meet the relevant criteria.

2.12. The incorporation of feedback into the concept design has seen modifications to kerb bulbings and other civil works to improve junction layouts, safety and efficiency. In order to provide the Department of State Growth with a realistic project cost estimate a detailed base cost, P50 and P90 cost estimation exercise has been undertaken by consultants GHD and is provided as Attachment F.

2.12.1. The concept of deterministic cost estimation for projects has become more developed in the past decades and Guidance Note 3B, from the Australian Government (Department of Infrastructure, Regional Development and Cities) provides commentary on the provision of cost estimates at various project phases. The document is available here:

https://investment.infrastructure.gov.au/files/cost_estimation_guidance/Guidance-Note-3B-Version-1.0.pdf

2.12.2. In short, the approach to estimating contingencies and an estimate range in the concept planning phase acknowledges that there may be insufficient information to undertake a more detailed assessment at various stages in the project lifecycle. As such planning estimates can be “ranged by generating several estimates:

2.12.2.1. The base cost is the best prediction of the quantities and current rates for the known scope.

2.12.2.2. The P50 cost is the Project cost with sufficient contingency to provide 50 per cent likelihood that this cost would not be exceeded.

2.12.2.3. A P90 cost is the Project cost with sufficient contingency to provide 90 per cent likelihood that this cost would not be exceeded.

2.12.3. The GHD project estimations, for the concept design incorporating additional works as noted above are:

2.12.3.1. Base Cost Estimate - $ 633, 205

2.12.3.2. P50 Cost Estimate – $ 1,379,205

2.12.3.3. P90 Cost Estimate - $ 1,725,205

2.13. The project proposal involves the use of parking clearways. The City of Hobart has been using ‘No Stopping” and other parking controls to manage road space for many years. The Department of State Growth has begun enforcing “Clearways” established on Macquarie Street and Davey Street by way of physically removing non-compliant vehicles to ensure network operations.

2.13.1. The City of Hobart has the requisite authority to not only issue fines for non-compliance with parking signage but also to remove vehicles from designated “Clearway” zones.

2.13.2. Discussions have been had with DSG, tow truck operators and the Tasmania Police. A pathway to provide for vehicle removal services (towing) is available through the Tasmania Police tow truck operators list.

2.13.3. Details of the arrangements required to action Clearway vehicle removal, including the fees and charges associated are being finalised.

2.14. The project proposal, due to the parking clearways and the removal of some car parking spaces to improve safety outcomes and address traffic flow has the potential to change Council revenue from parking charges.

2.14.1. It is recommended that the Council expand its metered parking operations in appropriate areas (such as un-metered parking spaces in the adjacent Wapping precinct) and review the fees, charges and operating hours for paid parking in the area to offset these revenue impacts.

2.15. A further report is still to be provided on the feasibility of introducing priority car pool and bus lanes on Campbell and Argyle Streets. Whilst such lanes are technically feasible, of issue is the current route structure of the Metro bus operation and the current relatively low frequency of buses for all but a few blocks of Campbell and Argyle Street adjacent to the Royal Hobart Hospital.

2.15.1. Mid-block space to create priority car pool and bus lanes is possible with the removal of car parking from both sides of a street. Generally the larger issue relates to provision of turning lanes and through lanes at junctions along with the movement across priority lanes by general traffic.

2.15.2. Future public transport route arrangements for servicing the ongoing development in Hobart form part of the wider discussions being advanced through the Central Hobart Precincts Plan work.

2.15.3. A further report on the feasibility of introducing priority car pool and bus lanes can be provided following further Central Hobart Precinct Plan work and engagement.

3. Recommendation

That:

1. The report be received and noted.

2. Subject to a successful grant funding proposal, the Argyle Street, Campbell Street, Liverpool Street and Bathurst Street trial bicycle facilities, as generally described in Attachment E to this report, be installed.

3. Should a planning approval be required due to the archaeology overlay (or another trigger) the General Manager be authorised to lodge such an application.

4. Appropriate public information resources to explain the function and reasoning for the new facilities be created and form part of the trial.

5. The City of Hobart develops the arrangements to support and undertake clearway towing and vehicle removal operations, recoup costs and levy appropriate fines;

6. A review of parking charges, operating hours and un-metered spaces in the area surrounding the project be undertaken, and appropriate changes be implemented to offset any revenue impacts.

4. Background

4.1. The Hobart Principal Bicycle Network Plan was adopted by the (then) Hobart City Council in 2008 and projects to implement the plan and related bicycle facilities have been progressively undertaken by the Council since that time.

4.1.1. Other key planning documents supporting the implementation of bicycle facilities on the corridors proposed in this project include the:

4.1.1.1. Hobart Regional Arterial Bicycle Network Plan

https://www.cyclingsouth.org/index.php/component/k2/item/download/5_12998a166aa58b141fce7bbfd91ff9f1

4.1.1.2. Tasmanian State Governments Principal Urban Arterial Cycling Network plans

https://transport.tas.gov.au/?a=112631

4.2. A key focus of the Hobart City Deal is the completion of active transport facilities to improve cycling safety and uptake of active transport. The City deal has a defined action in this space:

“Identifying projects to complete the active transport network in the CBD and Greater Hobart Area.” (Hobart City Deal –Implementation Plan, pg12).

4.3. Providing bicycle facilities to complete the Argyle Street and Campbell Street corridors further capitalises on the investments the Council has previously made in providing bicycle facilities up to the edges of the City core on these two streets.

4.4. The completion of the Bridge of Remembrance and the Brooker Bridge (Rose Garden Bridge) provide bicycle connections to the Hobart Queens Domain, its associated facilities and the Intercity Cycleway which can be linked to the City centre.

4.5. Connected networks are generally seen as more valuable when encouraging behaviour change and take up of active transport modes as opposed to isolated sections of facilities and infrastructure.

4.6. The announcement by the University of Tasmania in respect of its land and building purchases to further increase its presence in the City centre with both student accommodation and teaching facilities suggests further active transport linkages need to be developed to cater for the associated transport demand. A further briefing on the UTAS Masterplan for elected members is scheduled for 17 May 2021.

4.7. The City of Hobart has declared a “Climate Emergency” and providing physical infrastructure to encourage more people to ride bicycles is a practical way for the City of Hobart to support the reduction of transport related vehicle emissions – a major source of emissions in Tasmania.

4.8. The City of Hobart’s recently adopted Strategic Plan includes a strategy to develop safe paths, streets and separated cycleways.

4.9. Both Campbell Street and Argyle Street have been closely monitored over the past 3 years during the construction of the Royal Hobart Hospitals new ‘K’ block facility and associated lane closures.

4.9.1. Traffic observations, study and reporting completed by consultants GHD has indicated that there is sufficient spare capacity in the road network to introduce the proposed bicycle facilities.

4.9.2. The initial concept design which has been developed has a version of separated bicycle facilities (separated cycleways) for much of the installation trial.

4.9.3. The use of clearways, and parking controls, which are currently in place in the City of Hobart, with towing of offenders currently occurring on State Growth controlled roads, provides a superior management tool for road space. The modelling indicates that only two blocks of Campbell Street, between Collins Street and Davey Street will require clearway operation for the proposed trial project, to operate at PM peak times. Other sections could be operated as clearways either for consistency or for other management objectives in the future (IE limiting the side friction caused by parking and un-parking of vehicles).

4.9.4. Outside of peak hours there is considerable excess capacity (un-used road space) in the Hobart road network.

4.10. Engagement work, for the concept proposal, undertaken through the previous Council resolution has now occurred and is documented in this report.

5. Proposal and Implementation

5.1. It is proposed that the Council approve the installation of the trial bicycle facilities on Argyle Campbell, Liverpool and Bathurst streets, in general accordance with the concept design as generally shown in Attachment E.

5.1.1. Further final detail design of junction treatments is required (for example: kerb bulbing alterations and traffic signal pole location adjustments) to be undertaken once the decision to proceed with the trial has been ratified.

5.2. It is further proposed that in support of this trial, and traffic management arrangements around the City of Hobart, the make the appropriate arrangements to support the towing and removal of vehicles in Clearways along with the appropriate fees and charges regime.

5.3. The implementation of the trial bicycle facilities, should Council so resolve, be undertaken in such a way that sections which can be easily implemented, such as sections of Argyle, Liverpool and Bathurst streets, be undertaken whilst final bulbing designs in other areas are completed.

5.4. The implementation of the project be subject to the requisite capital construction and works funding being available through a Tasmanian or Australian government grant.

5.5. Advice has been sought in regards to the requirement for planning approval for the project. The Hobart Interim Planning Scheme (HIPS) exempts minor upgrades from requiring planning approval pursuant to clause 6.2.3 and 6.2.4.

5.5.1. Notwithstanding the exemptions, works requiring excavation are caught by the archaeology overlay of the HIPS. The relocation of traffic signal poles in several locations will need to be considered with an appropriate archaeological impact assessment. It is possible that such an assessment could trigger a requirement for planning approval, which is discretionary for archaeology.

5.5.2. Should further work and investigation require such an approval the appropriate application will be lodged.

6. Strategic Planning and Policy Considerations

6.1. The project sits within the area of the City of Hobart Vision’s, Pillar 5: Movement and Connectivity.

6.1.1. Outcome

Hobart has effective and environmentally sustainable transport systems.

Strategy 5.2.7

Support and encourage more people to ride bicycles through the development of safe paths and streets, separated cycleways, end-of-journey facilities and related infrastructure.

6.2. The Argyle and Campbell Street corridor has been identified on the Councils Principal bicycle network plan, the Hobart Regional Arterial bicycle network plan and the Tasmanian State Government’s Principal Urban Cycling Network Plan

6.3. The Council, has adopted the Themes and position statements in the Transport Strategy in 2018. Theme 4 –Supporting more people to ride bicycles has a position statement which is, “Bicycle riding has the potential to transform the City of Hobart’s transport task by providing for short and medium distance trips. The City of Hobart will develop a strong network of safe paths and streets where people regardless of age or ability can comfortably cycle.”

6.4. The proposal is cognisant of, and complimentary to, the University of Tasmania’s southern transformation plans where the support of staff and student travel by sustainable and active modes will be critical to the integration of new tertiary education facilities into the Hobart CBD.

6.5. The Tasmanian State Government has, through the Premier’s Health and Wellbeing Council, has issued the Tasmania Statement.

6.5.1. The Tasmania Statement is available here on the DPAC website: http://www.dpac.tas.gov.au/__data/assets/pdf_file/0008/477773/Tasmania_Statement.pdf

6.5.2. The statement commits government to “working together to improve the health and wellbeing of Tasmanians.”

6.5.3. It also recognises that “We have an opportunity as Tasmania grows, to plan our communities in a way that creates healthy, liveable and connected spaces.”

6.6. Also of note is the recently released (March 2021) PESRAC (Premiers Economic and Social Recovery Advisory Council) report and recommendations to assist in advancing Tasmania in a post COVID-19 world.

6.6.1. The PESRAC Final report and recommendations are available on the website here: https://www.pesrac.tas.gov.au/reports

6.6.2. Of particular relevance to this active transport project are the report’s recommendations 38 through 42 which detail sustainability and environment actions.

6.6.3. This active transport project has a strong alignment with those recommendations.

6.6.4. Particular reference is made to Recommendation 42:

The State Government should strongly promote the idea that all Tasmanians are responsible for our environmental performance and have a part to play in achieving the strategy. Everyone is responsible and everyone should contribute through their actions.

7. Financial Implications

7.1. Funding Source and Impact on Current Year Operating Result

7.1.1. Since the Council considered a report on this matter to undertake the trial and undertake the key stakeholder engagement, the COVID-19 event and subsequent budget impacts has reduced the available funds within the 10 year capital works budget.

7.1.2. The Tasmanian and Australian governments have committed additional funds to various road safety and vulnerable road user programs along with a specific allocation for bicycle support projects which align with the Hobart City Deal.

7.1.3. The concept design has been the subject of a base cost, P50 and P90 cost estimation by consultants GHD.

7.1.4. The GHD project estimations, for the concept design incorporating additional works as noted previously are:

7.1.4.1. Base Cost Estimate - $ 633, 205

7.1.4.2. P50 Cost Estimate – $ 1,379,205

7.1.4.3. P90 Cost Estimate - $ 1,725,205

7.1.5. The Government funding program has been informed of the project and the cost estimation work.

7.1.6. It is likely that capital and construction cost funding will be available from a grant funding program.

7.1.7. Given the detail design work required to implement any or all of the concept design facilities, it is unlikely that works can commence in the 2020-21 financial year.

7.1.8. There is as such no impact on the current year’s financial result.

7.2. Impact on Future Years’ Financial Result

7.2.1. The project has been the subject of funding enquiries to the Tasmanian Government. Capital and construction costs would need to be funded through a successful grant.

7.2.2. The current concept design requires the removal of 15 metered parking bays across the 1.7km length of bicycle facility.

7.2.3. The current concept design also includes clearways at AM and PM peak times and this would reduce the revenue from parking fees and infringements.

7.2.4. The original concept design has been significantly resolved with the further traffic and junction modelling by GHD. The GHD modelling report indicates that only the lower two blocks of Campbell Street between Collins Street and Davey Street require a PM clearway.

7.2.5. This is a significant reduction in the parking impacts however the original “worst case” revenue impacts are documented here to ensure that should the Council resolve to implement the full clearway extents, for whatever reason in the future, that impact is understood now.

7.2.6. An estimate prepared by the City of Hobart parking unit for the annual gross revenue forgone for the original concept clearways in Argyle Street and Campbell Street has been prepared based on data available from the first four months of 2019.

7.2.6.1. Meter Income: $42,300 per annum.

7.2.6.2. Fine Income: $12,300 per annum.

7.2.7. The estimated combined forgone revenue for Campbell Street and Argyle Street clearways is therefore $54,600 per annum.

7.2.8. A clearway operation on Bathurst Street has an estimated combined forgone revenue of $5,000 per annum.

7.2.9. The parking spaces removed have a combined meter income and fine income of approximately $100,000.

7.2.10. It is also noted that removed parking generally just leads to higher utilisation in parking elsewhere in the city’s parking stock, which offsets revenue impacts.

7.2.11. It is noted that Council does not have an accepted mechanism for evaluating the economic benefit of the proposal. Such assessments generally include the improved liveability, and mobility opportunities along with reputational benefits, especially for the support and promotion of inner city living, education, business and active transport health benefits. Many of these benefits accrue to developers or health authorities.

7.2.12. It is recommended that the Council expand its metered parking operations in appropriate areas (such as un-metered parking spaces in the adjacent Wapping precinct) and review the fees, charges and operating hours for paid parking in the area to offset the identified final revenue impacts.

7.3. Asset Related Implications

7.3.1. The resultant trial bicycle facility, as with all transport infrastructure (roads, bridges, culverts etc) will be depreciated and maintained over time.

7.3.2. The principal civil works are modifications to existing kerb and channel (kerb bulbings) which are current Council assets and as such would have no material impact on asset maintenance schedules.

7.3.3. The coloured surface treatments will be the principle items which will require asset maintenance.

8. Legal, Risk and Legislative Considerations

8.1. The proposed trial bicycle facilities comprise of a range of road and traffic management devices. Such facilities seek to improve the safety and amenity for vulnerable road users.

8.1.1. Most Council projects carry risk, and the Council’s risk register and review process documents and minimises risks to the extent possible within the competing functions of a City.

8.1.2. The City of Hobart has delegation to install various traffic management devices, with the Transport Commission still providing direction for speed limits, traffic signals and other “non-standard” traffic management devices. Ongoing discussions with the Department of State Growth have been occurring to manage the approvals issues.

8.2. Legal and legislative considerations for this proposal relate principally to clearway vehicle removal and towing of vehicles, along with the recovery of associated fees and charges from vehicle owners.

8.2.1. The City of Hobart, as the road manager, has the ability to tow vehicles away that are parked in marked and signed clearway zones.

8.2.2. It is anticipated that arrangements for towing vehicles would be similar to those in operation on Macquarie Street in Hobart, where the Department of State Growth is the road manager. Towed vehicle locations and towing fees may vary subject to final arrangements.

8.2.3. Details of those arrangement are detailed here:

https://www.transport.tas.gov.au/roads_and_traffic_management/managing_the_roads/towaway_zones_on_macquarie_street

9. Environmental Considerations

9.1. The implementation of bicycle facilities can assist in the uptake of bicycle riding and a subsequent reduction in motor vehicle use and related harmful exhaust emissions from internal combustion engine powered vehicles.

9.2. The need for reductions in greenhouse gas emissions from the transport sector is becoming increasingly important as public policy plays catch up with scientific knowledge. Providing the facilities to encourage further active transport take up will become increasingly important in the next decade.

9.3. Mention has been made in section 6 of this report of the strong alignment active transport projects such as this have in supporting the Tasmanian State Governments Environment and Sustainability positions.

10. Social and Customer Considerations

10.1. Development of bicycle infrastructure will support movement of people in the City of Hobart and contribute to a more liveable city in the future.

10.1.1. As the City population grows it will be important to support active transport modes, especially in the vicinity of UTAS campuses.

10.2. Providing for individuals transport choices, especially in the micro-mobility space is important in managing transport demand in a growing city.

10.3. It is predictable that that this bicycle facility project will attract negative responses from some people in the community. Some commentators have described the objections to bicycle infrastructure as a form of tribalism and noted quite reasonably that such “us and them” polarisation based on a choice of transport mode is unhelpful, especially in growing cities which need to change transport habits.

10.3.1. The trial project, should Council resolve so, will have an accompanying social media and public education and awareness campaign.

11. Marketing and Media

11.1. Media opportunities during the engagement will be considered by the Council communications unit.

11.1.1. It is noted that the project is being reported as part of the Hobart City Deal, and it is probable that media opportunities would be sought.

12. Community and Stakeholder Engagement

12.1. This report provides the Council with a report on the key stakeholder engagement process and activities. The engagement report is provided as Attachment A

12.2. The engagement has been undertaken in conjunction with the City of Hobart’s specialist engagement unit, in line with Council resolution relating to the engagement arrangements.

12.3. Ongoing conversations with some key stakeholders have occurred including:

12.3.1. Officers of the Department of State Growth.

12.3.2. The City of Hobart’s Active Travel Committee (HATC).

12.3.3. The property owner of 2 Melville Street.

12.4. Responses from officers to the issues raised during the engagement are provided as a separate addendum at the end of the engagement report.

12.5. Some concept design changes have occurred as a result of feedback received from some stakeholders, such as sight distance improvements at Scots Memorial Church access points and alterations to kerb bulbings and parking.

13. Delegation

13.1. The matter is referred to Council for the relevant decisions.

Stuart Baird

Senior Transport Engineer

Neil Noye Signature

Neil Noye

Director City Planning

Date: 23 April 2021

File Reference: F21/18075; F19/151923

Attachment a: Engagement Report ⇩

Attachment b: GHD Traffic Modelling and Analysis Report ⇩

Attachment c: GHD Junction Geometry Report ⇩

Attachment d: CDM Research Concept Design Review ⇩

Attachment e: Concept Drawings Incorporating Relevent Feedback ⇩

Attachment f: GHD Concept Cost Estimate (Base-P50-P90) ⇩

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